JP2014144713A - Motor attachment/detachment mechanism of electric outboard engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor attachment/detachment mechanism of an electric outboard engine which is excellent in conveyability and dramatically reduces a transportation load.SOLUTION: An outboard engine body 100, on which an electric motor 101 is mounted, is electrically connected with a power source unit 200, which supplies electric power to the electric motor 101, through a cable 11. The electric motor 101 is detachably coupled to the outboard engine body 100 in an area immediately above a swivel bracket 106 for attaching the outboard engine body 100 to a ship body.

Description

  The present invention relates to a motor attaching / detaching mechanism in an electric outboard motor which is equipped with an electric motor as a power source and is supplied with electric power from a battery.

  In recent years, an electric outboard motor driven by an electric motor has been attracting attention in consideration of the influence on the environment. For example, Patent Document 1 discloses an electric outboard motor that houses an electric motor in the outboard motor main body. In this electric outboard motor, the rotation of the output shaft of the electric motor is transmitted to the propeller shaft via the drive shaft and the bevel gear, and the propeller is rotated. In addition to the electric motor, the electric outboard motor is provided with a rechargeable battery that supplies electric power to the electric motor, and a control unit that controls the rotational speed of the electric motor and the like. According to such an electric outboard motor, since the exhaust gas is not discharged into the water as compared with, for example, an engine outboard motor, the influence on the environment can be reduced.

JP 2005-153727 A Japanese Patent Laid-Open No. 2000-211588

  Although this type of electric outboard motor has the advantages as described above, the outboard motor main body, the electric motor, and the control unit are connected and integrated with each other via a cable. The constituent parts are basically inseparable. In particular, when charging a battery in actual use, it is necessary to transport the electric outboard motor to a place where there is a charging facility. However, if the entire set of electric outboard motors integrated through the cable is not carried as described above, Don't be. At that time, there is a problem that the load of carrying the electric outboard motor attached to the hull via the bracket device from the hull and transporting it to a predetermined storage location is extremely large or substantially difficult.

  Patent Document 2 discloses an outboard motor that enables exchange of a connecting portion between a crankshaft and a drive shaft. However, this outboard motor is a so-called engine outboard motor, and its basic configuration is completely different from that of the electric type.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a motor attaching / detaching mechanism for an electric outboard motor that has excellent transportability and can significantly reduce the transport load.

  The motor attachment / detachment mechanism of the electric outboard motor of the present invention is an electric outboard motor in which an outboard motor main body on which the electric motor is mounted and a power supply unit that supplies electric power to the electric motor are electrically connected via a cable. The electric motor is detachably coupled to the outboard motor main body immediately above a swivel bracket for attaching the outboard motor main body to the hull.

  In the motor outboard motor attaching / detaching mechanism of the present invention, the output shaft of the electric motor and the drive shaft for driving the propeller are detachably coupled via the first engaging mechanism, The motor housing and the drive shaft housing of the drive shaft are detachably coupled via a second engagement mechanism.

Moreover, in the motor attaching / detaching mechanism of the electric outboard motor according to the present invention, each of the first engaging mechanism and the second engaging mechanism is disposed immediately above the swivel bracket and has a spline coupling structure. It is characterized by that.
Further, in the motor attachment / detachment mechanism of the electric outboard motor according to the present invention, when the electric motor is attached to the outboard motor main body, the first engagement mechanism starts engagement prior to the second engagement mechanism. It is characterized by doing.

In the motor outboard motor attaching / detaching mechanism of the present invention, a motor holder is provided immediately above the swivel bracket, and the holding mechanism for holding the electric motor in an attached state with respect to the outboard motor main body is provided. It is characterized by being arranged on the motor holder.
In the motor outboard motor attaching / detaching mechanism according to the present invention, the holding mechanism includes a spring or a detent mechanism for locking the electric motor in a state of being attached to the outboard motor main body.

  According to the present invention, substantially only the electric motor can be attached to or detached from the outboard motor main body directly above the swivel bracket. Since it is not necessary to carry the entire set of electric outboard motors integrated via a cable, its transportability is greatly improved, and the transport load for transporting it to a storage location or the like is significantly reduced.

It is a perspective view which shows the example of whole structure of the electrically driven outboard motor as an example of application of this invention. 1 is a block diagram showing a system configuration of an outboard motor according to the present invention. FIG. 3 is a rear perspective view of the outboard motor body when the electric motor is mounted in the outboard motor of the present invention. FIG. 3 is a rear perspective view of the outboard motor main body when the electric motor is removed from the outboard motor of the present invention. FIG. 6 is a perspective view of essential parts and a cross-sectional view thereof sequentially illustrating steps when the upper unit is coupled to the middle unit in the outboard motor of the present invention. FIG. 6 is a perspective view of essential parts and a cross-sectional view thereof sequentially illustrating steps when the upper unit is coupled to the middle unit in the outboard motor of the present invention. FIG. 6 is a perspective view of essential parts and a cross-sectional view thereof sequentially illustrating steps when the upper unit is coupled to the middle unit in the outboard motor of the present invention. FIG. 6 is a perspective view of essential parts and a cross-sectional view thereof sequentially illustrating steps when the upper unit is coupled to the middle unit in the outboard motor of the present invention. FIG. 6 is a perspective view of essential parts and a cross-sectional view thereof sequentially illustrating steps when the upper unit is coupled to the middle unit in the outboard motor of the present invention. FIG. 6 is a perspective view of essential parts and a cross-sectional view thereof sequentially illustrating steps when the upper unit is coupled to the middle unit in the outboard motor of the present invention. It is a principal part perspective view of the electric motor holding | maintenance mechanism in the outboard motor of this invention. It is principal part sectional drawing of the electric motor holding | maintenance mechanism in the outboard motor of this invention. FIG. 6 is a cutaway perspective view of a main part showing a modification of the electric motor holding mechanism in the outboard motor of the present invention.

Hereinafter, preferred embodiments of a motor attaching / detaching mechanism of an electric outboard motor according to the present invention will be described with reference to the drawings.
FIG. 1 shows a configuration example of an electric outboard motor 10 as an application example of the present invention. FIG. 2 is a block diagram showing a system configuration of the outboard motor 10. FIG. 3 is a rear perspective view of the outboard motor main body 100 when the electric motor is mounted in the outboard motor 10. First, the overall configuration of the outboard motor 10 will be described with reference to FIGS. In the drawings used in the following description, including FIG. 1, the front of the outboard motor 10 is indicated by an arrow Fr, the rear is indicated by an arrow Rr, and the right side of the outboard motor 10 is shown as necessary. An arrow R indicates the lateral left side by an arrow L.

  The outboard motor 10 includes an outboard motor main body 100 and a power supply / control unit (or simply referred to as a power supply unit) 200. The outboard motor main body 100 and the power supply / control unit 200 are separately configured, and both are electrically connected by the connection cable 11. The outboard motor main body 100 is used by being attached to a transom board or the like arranged at the stern of the hull of a ship (not shown). The power source / control unit 200 is mounted at an appropriate position on the hull of the ship, and supplies driving power (here, alternating current) to an electric motor (described later) of the outboard motor main body 100 via the connection cable 11. The power source / control unit 200 controls the outboard motor 10. Since the outboard motor main body 100 is separate from the power supply / control unit 200, the outboard motor main body 100 can be reduced in weight and the operability thereof can be improved. In this embodiment, the outboard motor main body 100 and the power source / control unit 200 are integrally connected by the connection cable 11 without using connection means such as a coupler, and are basically used while being connected. The

  As shown mainly in FIG. 3, the outboard motor main body 100 includes an upper unit 100A including an electric motor 101 (FIG. 2) as a power source and a mounting device for attaching the outboard motor main body 100 to the hull. The middle unit 100B includes a lower unit 100C including a propulsion unit that generates thrust. In this example, the upper unit 100A to the lower unit 100C are arranged in a three-stage manner in the vertical direction.

The power supply / control unit 200 mainly includes a control unit 201 that controls the outboard motor 10, a battery unit 202 as a power source for the outboard motor 10, and the outboard including the remaining battery level and the speed of the outboard motor 10. And a display unit 203 for displaying various parameters necessary for the operation of the machine 10.
The control unit 201 includes a memory that can store software and data related to the settings of the outboard motor 10 and a processor that can read and execute the settings of the software and the outboard motor 10 from the memory. The control unit 201 executes the software based on the setting of the outboard motor 10 so that the outboard motor 10 is appropriately controlled. A main switch 204, an external power supply output (for example, 12V) 205, and the like are connected to the control unit 201.

  The battery unit 202 includes one or a plurality of packaged battery packs (batteries) and a battery pack mounting unit capable of mounting a plurality of batteries at the same time, and is detachable from the power supply / control unit 200. The battery pack of the battery unit 202 is a direct current power source, for example, a cell assembly of a lithium ion battery can be applied, and can be repeatedly used by being charged by the charger 2 as the external device 1. Then, by attaching the battery pack to the battery pack mounting portion, it is possible to supply electric power for driving the control unit 201, the electric motor 101 of the outboard motor main body 100, or other parts.

  The external device 1 further includes a failure diagnosis / data rewriting unit 3. The failure diagnosis / data rewriting unit 3 reads out the state of the outboard motor 10 by being electrically connected to the control unit 201 of the power source / control unit 200 so that signals can be transmitted and received. Can be determined. Further, the failure diagnosis / data rewriting unit 3 can rewrite software and settings stored in the memory of the control unit 201.

  Here, the basic configuration of the outboard motor main body 100 will be described. First, as described above, the electric power is supplied from the power supply / control unit 200 to the electric motor 101 provided with the electric motor 101 in the upper unit 100A and connected to the connection cable 11. The electric motor 101 is accommodated in a motor housing 102 fixedly supported on a base 103. Further, a steering handle 105 is pin-coupled to the handle bracket 104 that extends forward from the base 103, whereby the motor housing 102 and the steering handle 105 are connected to each other. The steering handle 105 is attached so that it can be folded up and down. As will be described later, the upper unit 100A can be rotated in the horizontal direction with respect to the middle unit 100B fixed to the hull side by the turning operation of the steering handle 105.

  The middle unit 100 </ b> B has a swivel bracket 106, and a pair of left and right clamp brackets 108 are connected via a tilt pin 107 that is horizontally mounted on the front side of the swivel bracket 106. The clamp bracket 108 is fixedly attached to the hull stern in such a manner as to sandwich the transom board. As described above, the middle unit 100B is provided with a mount device including the clamp bracket 108. The clamp bracket 108 and the swivel bracket 106 can be relatively rotated in the vertical direction via the tilt pin 107. Therefore, in a state where the clamp bracket 108 is fixed to the transom board, the outboard motor main body 100 can be rotated around the tilt pin 107 to perform a tilt up / down operation.

  In the above case, a tension spring 109 is stretched between the handle bracket 104 and the clamp bracket 108 as shown in FIG. When the outboard motor main body 100 is attached to the hull via the clamp bracket 108, the tension spring 109 elastically biases the upper unit 100A so that a propulsion unit described later is directed substantially forward. That is, the tension spring 109 functions as a return spring.

  The lower unit 100C includes a propulsion unit that converts the rotational power of the electric motor 101 into a propulsive force for the ship. As shown in FIG. 1, the drive shaft housing 110 is externally arranged below the swivel bracket 106. The upper half of the drive shaft housing 110 is inserted into the swivel bracket 106, and its upper end is shown. The portion 110A (see FIG. 4) extends to a position directly above the swivel bracket 106, and is connected to the upper unit 100A by a coupling structure described later. Further, a drive shaft, which will be described later, is disposed through the drive shaft housing 110. The upper end portion of the drive shaft is connected to the output shaft of the electric motor 101 by a coupling structure described later, and the lower end portion is connected to a gear (bevel gear) in the gear case 111. This gear is coupled to the propeller shaft, and a propeller 112 is attached to the rear end portion of the propeller shaft. In this manner, the propulsion unit has a structure in which the rotation of the output shaft of the electric motor 101 is transmitted to the propeller shaft through the drive shaft and the bevel gear, and finally the propeller propeller 112 is rotated.

  The motor housing 102 of the upper unit 100A is connected to the drive shaft housing 110. Therefore, by rotating the steering handle 105, the motor housing 102 and the drive shaft housing 110, that is, the propulsion unit can be integrally rotated in the horizontal direction. That is, the thrust portion can be steered in the left-right direction by the steering handle 105, that is, the steering operation can be performed.

  In the basic configuration described above, the electric motor 101 is a drive source for rotationally driving the propulsion propeller 112 of the propulsion unit. For example, an AC motor such as a three-phase AC induction motor is applied. In this case, a coil that forms a rotating magnetic field by an alternating current and a rotor that rotates by the rotating magnetic field are accommodated in the motor housing 102. The output shaft provided in the rotor is provided so that the axial direction thereof is substantially vertical (vertical direction), and extends below the motor housing 102.

  The electric motor 101 has a substantially circular shape when viewed in the axial direction of the output shaft, and has a substantially flat shape in which the radial dimension with respect to the output shaft is larger than the axial dimension. Such an electric motor with a large radial dimension has a large torque especially at a low rotation speed. For this reason, a large propulsive force can be obtained without using an intermediate speed reducer or the like when the ship is started. Thus, the necessary and sufficient output can be obtained while keeping the overall height as the outboard motor main body 100 and a compact configuration. As shown in FIG. 2, the electric motor 101 is accompanied by a sensor 113 that detects operating parameters such as phase, speed, and temperature, and these detection signals are sent to the control unit 201.

  The steering handle 105 is provided with an accelerator grip 114 as shown in FIG. The accelerator grip 114 is for adjusting the rotation direction and the rotation speed of the electric motor 101. The accelerator grip 114 is attached to the front end portion of the steering handle 105 so as to be able to rotate forward and backward about the axis of the steering handle 105, and the rotation direction and the amount of rotation are detected by the throttle / shift sensor 115A (FIG. 2). It has become. Those detection signals are sent to the control unit 201, and the control unit 201 sets the number of rotations of the electric motor 101 according to the amount of rotation of the accelerator grip 114 based on the detection signals. Further, an emergency switch 115B, which is a switch for urgently stopping the outboard motor 10, is disposed at an appropriate position of the steering handle 105.

  In the outboard motor 10 of the present invention, the upper unit 100A is separable from the middle unit 100B and the lower unit 100C as shown in FIG. 4, that is, the electric motor 101 is attached to and detached from the outboard motor body 100. It has a possible bond structure. The details of the coupling structure between the upper unit 100A and the middle unit 100B (and the lower unit 100C) that allow the upper unit 100A, that is, the electric motor 101 that is the main part thereof to be detached from the outboard motor main body 100 as described above will be described below. As described above, the electric motor 101 is normally attached to the outboard motor main body 100 as shown in FIG. 1 or 3, and has a motor holder 116 for holding the electric motor 101 in its attached state. The motor holder 116 is located immediately above the swivel bracket 106.

  Here, as shown in FIG. 4, the drive shaft 117 accommodated and held in the drive shaft housing 110 extends along the longitudinal direction (vertical direction) of the middle unit 100B and the lower unit 100C. The upper end portion 117A of the drive shaft 117 extends to the upper portion of the swivel bracket 106 as shown in the figure. Although not shown in detail, the drive shaft housing 110 is supported by the swivel bracket 106 in the thrust direction and the radial direction via the bearing structure, and the drive shaft 117 is driven in the thrust direction and the radial direction via the bearing structure. Supported by the shaft housing 110. The swivel bracket 106, the drive shaft housing 110, and the drive shaft 117 are disposed concentrically with respect to their coaxial axes, and are coupled to each other so as to be capable of relative rotation or rotation.

  Next, the coupling structure of the electric motor 101 to the outboard motor main body 100 will be described. In the present invention, the output shaft of the electric motor 101 and the drive shaft 117 for driving the propeller are detachably coupled via the first engagement mechanism, and the motor housing of the electric motor 101 and the drive of the drive shaft 117 are coupled. The shaft housing 110 is detachably coupled to the shaft housing 110 via the second engagement mechanism. 5 to 10 each show the vicinity of the coupling portion of the upper unit 100A and the middle unit 100B, and the steps for coupling the separated upper unit 100A as shown in FIG. 5 to the middle unit 100B as shown in FIG. 10 are sequentially performed. Show.

  In FIG. 5, the tip 118A of the output shaft 118 of the electric motor 101 housed in the motor housing 102 extends below the base 103, and a spline 119 (female) having a predetermined length is formed along the axis of the tip 118A. It is formed. The spline 119 may be formed on the sleeve 120 fitted into the tip portion 118A, or may be formed directly on the tip portion 118A itself. On the other hand, a spline 121 (male) that can be engaged with the spline 119 is formed on the upper end portion 117 </ b> A of the drive shaft 117, and the first engagement mechanism is formed by the spline 119 and the spline 121. That is, the output shaft 118 of the electric motor 101 and the drive shaft 117 are detachably coupled via the first engagement mechanism.

  In addition, a cylindrical boss 122 projects downward from the base 103 so as to surround the tip end portion 118 </ b> A of the output shaft 118. The boss 122 is disposed concentrically with the output shaft 118. A spline 123 (female) having a predetermined length is formed on the inner peripheral surface of the boss 122 along the cylindrical axis. On the other hand, a spline 124 (male) that can be engaged with the spline 123 is formed at the upper end portion 110 </ b> A of the drive shaft housing 110, and a second engagement mechanism is formed by the spline 123 and the spline 124. That is, the motor housing 102 and the drive shaft housing 110 are detachably coupled via the second engagement mechanism.

  As described above, the upper unit 100 </ b> A and the middle unit 100 </ b> B are coupled via the inner / outer duplex coupling structure of the inner first engagement mechanism and the second engagement mechanism disposed along the outer periphery thereof. In this case, the spline 121 at the upper end portion 117A of the drive shaft 117 is longer or larger by a predetermined length toward the upper unit 100A than the spline 124 at the upper end portion 110A of the drive shaft housing 110, that is, as shown in FIG. It protrudes to become. By projecting the spline 121 of the first engagement mechanism in this way, when the upper unit 100A and the middle unit 100B are coupled, the first engagement mechanism precedes the second engagement mechanism as described later. To start engagement.

Further, the motor holder 116 is configured with a holding mechanism for holding the electric motor 101 in the attached state to the outboard motor main body 100. As shown in FIG. 5, a locking engagement pin 125 projects from the outer peripheral surface of the boss 122. On the other hand, the motor holder 116 is formed with a lock groove 126 into which the engagement pin 125 can be engaged. The lock groove 126 is formed to be slightly wider than its diameter so that the engagement pin 125 can slide, and is formed into a slope shape by being cut obliquely downward from the upper end edge of the motor holder 116, and its end 126 a The motor holder 115 is bent along the circumferential direction so as to form a key shape or an L shape.
In addition, the motor holder 116 is movable in the rotational direction with respect to the drive shaft housing 110, but a pair of springs 127 (a pair of springs 127 (2) are disposed at opposite positions in the diametrical direction between them, for example, as shown in FIG. A tension coil spring) is arranged. The spring 127 is attached along the rotation direction at the bottom of the motor holder 116. By the elasticity of these springs 127, the motor holder 116 and the drive shaft housing 110 are held so as to maintain the relative angular position.

  In the above configuration, the case where the electric motor 101 removed from the outboard motor main body 100 as shown in FIG. 4 is attached to the outboard motor main body 100 as shown in FIG. 1 or FIG. 3 will be described. First, the upper unit 100A is moved to above the middle unit 100B so that the engagement pin 125 is positioned above the lock groove 126 as shown in FIG. When the upper unit 100A is lowered from this state, the spline 121 at the upper end portion 117A of the drive shaft 117 begins to enter the pilot hole of the spline 119 at the front end portion 118A of the output shaft 118 as shown in FIG. And the output shaft 118 is centered. Next, by further lowering the upper unit 100A as shown in FIG. 7, the engagement pin 125 starts to engage with the lock groove 126 while starting to engage the spline 119 and spline 121.

  By further lowering the upper unit 100A, the spline 124 of the upper end portion 110A of the drive shaft housing 110 starts to engage with the spline 123 of the boss 122 at an appropriately late timing. In this case, as the upper unit 100 </ b> A descends, the engagement pin 125 slides along the slope of the lock groove 126, so that the motor holder 116 rotates against the elasticity of the spring 127. When the upper unit 100A is further lowered, the engagement pin 125 reaches the terminal portion 126a of the lock groove 126 as shown in FIG. At this time, the motor holder 116 is rotated in the direction opposite to the above by the elastic force of the spring 127, whereby the engagement pin 125 is engaged and held by the terminal portion 126a of the lock groove 126 as shown in FIG. At this time, both the first engagement mechanism and the second engagement mechanism are in the engagement lock state. In other words, the upper unit 100A, that is, the electric motor 101 cannot be removed from the outboard motor main body 100 unless the motor holder 116 is rotated in the reverse direction.

  In this way, the electric motor 101 is attached to the outboard motor main body 100 by one-touch operation by sequentially engaging the first engagement mechanism and the second engagement mechanism while lowering the upper unit 100A. The attached state can be maintained. On the other hand, when removing the motor holder 116, the motor holder 116 is rotated against the elasticity of the spring 127, and the electric motor 101 is pulled up by releasing the lock of the attached state, so that it can be easily removed from the outboard motor main body 100. Can be removed.

  The electric motor 101 removed from the outboard motor main body 100 is connected to the power supply / control unit 200 via the cable 11. In this case, the entire set of the outboard motor 10 including the outboard motor main body 100 is connected. Since it does not have to be carried, its transportability is greatly improved, and the transport load for transporting it to a storage place or the like is remarkably reduced. Further, with the middle unit 100B and the lower unit 100C attached to the hull, only the upper unit 100A and the power / control unit 200 can be moved to charge the battery of the battery unit 202. In practical use, it has excellent usability and handling, and has high convenience.

  Further, when the electric motor 101 is attached, the first engagement mechanism starts to be engaged before the second engagement mechanism as described above. Thus, by shifting the engagement timing of the two, the two engagement mechanisms can be operated smoothly. That is, if the engagement of the spline 119 and the spline 121 in the first engagement mechanism and the engagement of the spline 123 and the spline 124 in the second engagement mechanism operate at the same timing, the phases of the teeth of these splines are changed. In some cases, they are not aligned and interfere with each other, making it difficult to engage. On the other hand, the operation timing of the two engagement mechanisms can be shifted and sequentially engaged one by one to facilitate the mounting operation of the electric motor 101.

  Here, a modification of the present invention will be described. In this example, a detent mechanism is mounted between the motor holder 116 and the drive shaft housing 110 instead of the spring 127 described above. That is, as shown in FIG. 13, a flange-shaped portion 110a at a part of the upper end portion 110A of the drive shaft housing 110, for example, at the bottom of the motor holder 116 and near the lower portion of the upper end portion 110A as shown in FIG. The ball 128 is attached to the motor holder 116, and the ball 128 is biased toward the motor holder 116 by the spring 129. The ball 128 is typically a steel ball. On the other hand, the motor holder 116 is provided with a pair of engagement holes 130 (130A, 130B) that can engage with the balls 128 as shown in FIG. These constitute a detent mechanism.

  By appropriately rotating the motor holder 116, the ball 128 is engaged with one of the engagement holes 130 (for example, the engagement hole 130A), so that both the first engagement mechanism and the second engagement mechanism are engaged. The engagement lock state is established. Further, when the ball 128 is engaged with the other engagement hole 130 (for example, the engagement hole 130B), both the first engagement mechanism and the second engagement mechanism are brought into the engagement lock release state. Even if a detent mechanism is used as in this example, the electric motor 101 is locked and held in the attached state with respect to the outboard motor main body 100, and the electric motor 101 is outboard by releasing the lock as necessary. It can be removed from the machine body 100.

As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
For example, the second engagement mechanism can be configured to start engagement prior to the first engagement mechanism. In this case, the spline 121 at the upper end portion 117 </ b> A of the drive shaft 117 is set lower than the spline 124 at the upper end portion 110 </ b> A of the drive shaft housing 110.
In addition, the engagement pin 125 and the lock groove 126 may be disposed in the reverse relationship to the above embodiment, that is, the engagement pin 125 may be provided on the motor holder 116 and the lock groove 126 may be provided on the boss 122.

10 outboard motor, 11 connection cable, 100 outboard motor main body, 100A upper unit, 100B middle unit, 100C lower unit, 101 electric motor, 102 motor housing, 104 handle bracket, 105 steering handle, 106 swivel bracket, 107 tilt pin, 108 clamp bracket, 109 tension spring, 110 drive shaft housing, 111 gear case, 112 propeller, 113 sensor, 114 accelerator grip, 115A throttle / shift sensor, 115B emergency switch, 116 motor holder, 117 drive shaft, 118 output shaft, 119 121, 123, 124 spline, 125 engagement pin, 126 lock groove, 127 spring, 28 balls, 129 spring, 130 engagement hole, 100 outboard engine body, 200 power supply / control unit, 210 control unit, 202 battery unit, 203 display unit, 204 main switch, 205 external power supply output.

Claims (6)

An electric outboard motor motor attachment / detachment mechanism in which an outboard motor body on which an electric motor is mounted and a power supply unit that supplies electric power to the electric motor are electrically connected via a cable,
A motor attaching / detaching mechanism for an electric outboard motor, wherein the electric motor is detachably coupled to the outboard motor main body directly above a swivel bracket for attaching the outboard motor main body to the hull. An output shaft of the electric motor and a drive shaft for driving a propeller are detachably coupled via a first engagement mechanism,
2. The motor attachment / detachment mechanism of the electric outboard motor according to claim 1, wherein the motor housing of the electric motor and the drive shaft housing of the drive shaft are detachably coupled via a second engagement mechanism. .   3. The electric outboard motor according to claim 2, wherein each of the first engagement mechanism and the second engagement mechanism is disposed immediately above the swivel bracket and has a spline coupling structure. Motor attachment / detachment mechanism.   The electric motor according to claim 2 or 3, wherein when the electric motor is attached to the outboard motor main body, the first engagement mechanism starts to be engaged prior to the second engagement mechanism. Outboard motor motor attachment / detachment mechanism.   2. A motor holder is provided immediately above the swivel bracket, and a holding mechanism for holding the electric motor in an attached state with respect to the outboard motor main body is disposed in the motor holder. 5. The motor attachment / detachment mechanism of the electric outboard motor according to claim 1.   6. The motor outboard motor attaching / detaching mechanism according to claim 5, wherein the holding mechanism includes a spring or a detent mechanism for locking the electric motor in a state of being attached to the outboard motor main body.

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