JP2017132442A - Device for coupling outboard internal combustion engine to outboard electric motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a coupling device that can utilize a feature that an outboard internal combustion engine has a long voyage possible time and a feature that an outboard electric motor is free from a problem of an exhaust gas.SOLUTION: The coupling device 10 for coupling the outboard internal combustion engine 1A with the outboard electric motor 1B includes: a first drive power transmission device 21A for transmitting drive power from a power unit 3A of the outboard internal combustion engine 1A to a propulsion part 5A; a second drive power transmission device 21B for transmitting drive power from a power unit 3B of the outboard electric motor 1B to a propulsion part 5B; and control means 303 for controlling transmission and cutoff of drive power via first to fifth clutch means CL1 to CL5.SELECTED DRAWING: Figure 5

Description

  The present invention generally relates to small vessels such as fishing boats, sightseeing boats, cruisers, and the like, which are equipped with an internal combustion engine outboard motor and an electric outboard motor, and more specifically, the internal combustion engine as required. Drive the engine outboard motor and the electric outboard motor together, or drive either one of the outboard motors alone. The present invention relates to a coupling device between an internal combustion engine outboard motor and an electric outboard motor that can be charged.

2. Description of the Related Art Conventionally, as an outboard motor in which a prime mover that generates a driving force for rotating a propeller is arranged outside the ship, an internal combustion engine outboard motor that uses an internal combustion engine as the prime mover is generally used. Internal combustion engine outboard motors have the feature that they can travel over long distances, but there are problems of efficient use of energy resources, problems of exhaust gas (CO ₂ emission reduction), noise, vibration, etc. Have problems.

  On the other hand, in recent years, electric outboard motors using an electric motor as a prime mover have been developed and put into practical use from the viewpoint of highly efficient use of energy resources and measures for preventing global warming. However, the electric outboard motor is not practical because the cruising distance, that is, the navigable time is short and the navigable time is long and the capacity and weight of the storage battery are remarkably increased compared to the outboard motor of the internal combustion engine. . In addition, the charging time of the storage battery takes several tens to several hours, and the charging facilities are not sufficiently developed in the present situation, and the places where charging can be performed are limited.

  Therefore, for example, as described in Patent Document 1, a hybrid outboard motor including a so-called hybrid type prime mover in which an internal combustion engine and an electric motor are integrated as a prime mover has been proposed.

  Such a hybrid type outboard motor is configured to rotate the propeller only by the driving force of the electric motor in a region where the traveling speed is low, and to rotate the propeller by the internal combustion engine when the traveling speed exceeds a predetermined value. Moreover, it is also possible to charge a battery for an electric motor by driving an internal combustion engine as necessary.

JP 2008-137646 A

  The hybrid outboard motor described in Patent Document 1 can be said to be an extremely effective outboard motor if it is put into practical use. However, at present, the structure is complicated, and the development and manufacturing costs therefor are enormous. It cannot be denied.

Therefore, as a result of many research experiments, the present inventors have disclosed a hybrid type ship having a so-called hybrid type prime mover in which an internal combustion engine and an electric motor are integrated as a prime mover as described in Patent Document 1. Even when using an existing internal combustion engine outboard motor that is currently widely used and an electric outboard motor that is currently being developed and put into practical use, By operating the electric outboard motor in conjunction with it effectively, the outboard motor of the internal combustion engine has a long navigable time, problems with exhaust gas (CO ₂ emission reduction), noise, vibration, etc. The inventors have devised a coupling device that can take advantage of the features of the electric outboard motor that they do not have.

  The present invention is based on such a novel idea of the present inventors.

An object of the present invention is to operate an internal combustion engine outboard motor and an electric outboard motor in an effectively interlocked manner so that the navigable time of the internal combustion engine outboard motor is long, and exhaust gas (CO ₂ emission reduction). It is an object of the present invention to provide a connecting device for an internal combustion engine outboard motor and an electric outboard motor that can take advantage of the features of the electric outboard motor that does not have problems such as noise, vibration and the like.

  Another object of the present invention is to drive both the internal combustion engine outboard motor and the electric outboard motor as desired, or to drive either one of the outboard motors alone. It is an object of the present invention to provide a connecting device between an internal combustion engine outboard motor and an electric outboard motor that can charge a storage battery of the electric outboard motor with a prime mover of the engine outboard motor.

  Another object of the present invention is to simplify the structure, so that even with existing internal combustion engine outboard motors or electric outboard motors, various internal combustion engine outboard motors or It is an object of the present invention to provide a coupling device for an internal combustion engine outboard motor and an electric outboard motor that can be suitably used for an electric outboard motor and is extremely versatile.

The above object can be achieved by the connecting device between the outboard motor and the electric outboard motor according to the present invention. In summary, the present invention relates to an internal combustion engine outboard motor having a power unit having an internal combustion engine and a propulsion unit having a propeller, and an electric motor having a power unit having an electric motor and a propulsion unit having a propeller. A coupling device for operatively coupling an outboard motor,
A first drive transmission device for transmitting a driving force of the power section of the internal combustion engine outboard motor to the propulsion section of the internal combustion engine outboard motor;
A second drive transmission device for transmitting the driving force of the power section of the electric outboard motor to the propulsion section of the electric outboard motor;
First clutch means provided in a first drive path between the power section of the internal combustion engine outboard motor and the first drive transmission device, the propulsion section of the internal combustion engine outboard motor, and the first Second clutch means provided in a second drive path between the drive transmission device,
Third clutch means provided in a third drive path between the first drive transmission device and the second drive transmission device;
A fourth clutch means provided in a fourth drive path between the power section of the electric outboard motor and the second drive transmission device; the propulsion section of the electric outboard motor; and the second drive transmission. Fifth clutch means provided in a fifth drive path between the apparatus and the device;
Controlling transmission and interruption of driving force by the first, second, third, fourth and fifth clutch means;
(1) Sailing operation by the internal combustion engine outboard motor and the electric outboard motor,
(2) Navigation operation by the internal combustion engine outboard motor or electric outboard motor, and (3) Recharge operation of the storage battery of the electric outboard motor by the internal combustion engine outboard motor,
Control means for enabling
A connecting device for connecting an internal combustion engine outboard motor and an electric outboard motor.

According to one embodiment of the invention,
(A) The first drive path receives a driving force from the power section of the outboard motor of the internal combustion engine and transmits the driving force to the first bevel gear of the first drive transmission device via the first clutch means. Having a first drive shaft;
The second drive path is disposed on the same axis as the first drive shaft, and a driving force is transmitted from the first bevel gear through second clutch means, and the driving force is transmitted to the internal combustion engine outboard motor. A second drive shaft that is transmitted to the propulsion unit.
(B) The fourth drive path receives a driving force from the power section of the electric outboard motor, and transmits the driving force to the third bevel gear of the second drive transmission device via the fourth clutch means. Has 4 drive shafts,
The fifth drive path is disposed on the same axis as the fourth drive shaft, and a driving force is transmitted from the third bevel gear through the fifth clutch means, and the driving force is transmitted to the electric outboard motor. Having a fifth drive shaft that transmits to the propulsion unit,
(C) a third drive path is a second bevel gear meshing with the first bevel gear of the first drive transmission device and a fourth bevel gear meshing with the third bevel gear of the second drive transmission device. A third drive shaft for drivingly connecting the bevel gear via the third clutch means is provided.

According to another embodiment of the present invention, the first clutch means includes a first female spline member that is movably provided by being spline-coupled in the axial direction with respect to the first drive shaft, and moves in the axial direction. Then, drive transmission or drive cutoff is performed on the first bevel gear,
The second clutch means is configured such that a second female spline member that is slidably coupled to the second drive shaft in the axial direction is moved in the axial direction and driven with respect to the first bevel gear. Perform transmission or drive shut-off,
In the third clutch means, a third female spline member, which is splined in the axial direction with respect to the third drive shaft and movably provided, moves in the axial direction and is driven with respect to the second bevel gear. Perform transmission or drive shut-off,
In the fourth clutch means, a fourth female spline member, which is movably provided by being splined in the axial direction with respect to the fourth drive shaft, moves in the axial direction and is driven with respect to the third bevel gear. Perform transmission or drive shut-off,
In the fifth clutch means, a fifth female spline member that is slidably connected to the fifth drive shaft in the axial direction is moved in the axial direction and driven relative to the third bevel gear. Perform transmission or drive shut-off.

  According to another embodiment of the present invention, each of the first to fifth clutch means includes an electromagnetic solenoid that drives a corresponding first to fifth female spline member, and When the energization is cut off, the electromagnetic solenoids are set to the initial positions, and only the third clutch means is set to cut off the drive transmission.

According to the present invention, an internal combustion engine outboard motor and an electric outboard motor are operated in an effective interlocking manner, and the internal combustion engine outboard motor has a long navigation time and an exhaust gas (CO ₂ emission reduction). It is possible to take advantage of the features of an electric outboard motor that does not have problems, noise, vibration, and the like. In particular, according to the present invention, the internal combustion engine outboard motor and the electric outboard motor are driven together as desired, or one of the outboard motors is driven alone, or the internal combustion engine is driven. The motor of the engine outboard motor can also charge the battery of the electric outboard motor, which is extremely useful.

FIG. 1A is a schematic diagram of a conventional internal combustion engine outboard motor, and FIG. 1B is a schematic diagram of a conventional electric outboard motor. 2 (a) and 2 (b) are a side view and a plan view of a ship to which the connecting device of the present invention is applied, respectively. It is a partial cross section front view explaining the state where the connecting device constituted according to the present invention was applied between the internal combustion engine outboard motor and the electric outboard motor. FIG. 4 (a) is a partial cross-sectional side view for explaining the state of an internal combustion engine outboard motor in which a coupling device constructed according to the present invention is installed, and FIG. 4 (b) is constructed according to the present invention. It is a partial cross section side view explaining the state of the electric outboard motor in which the coupling device was installed. It is a diagram explaining the basic composition of the connecting device according to the present invention. FIG. 6A is a cross-sectional view showing a part of the internal combustion engine drive transmission means and the drive coupling means of the coupling device constructed according to the present invention, and FIG. 6B shows the coupling device constructed according to the present invention. It is sectional drawing which shows a part of electric motor drive transmission means of this, and a drive connection means. FIGS. 7A and 7B are exploded perspective views for explaining an embodiment of the clutch means of the connecting device constructed according to the present invention. FIG. 8A is a cross-sectional view showing a part of the internal combustion engine drive transmission means and the drive coupling means of the coupling device constructed according to the present invention, and FIG. 8B shows the coupling device constructed according to the present invention. It is sectional drawing which shows a part of electric motor drive transmission means of this, and a drive connection means. It is a figure explaining the one aspect | mode of the operation mode at the time of using the coupling device of this invention. It is a figure explaining the other aspect of the operation mode at the time of using the coupling device of this invention. It is a figure explaining the other aspect of the operation mode at the time of using the coupling device of this invention. It is a figure explaining the other aspect of the operation mode at the time of using the coupling device of this invention. It is a figure explaining the other aspect of the operation mode at the time of using the coupling device of this invention. It is a figure explaining the other aspect of the operation mode at the time of using the coupling device of this invention. It is a figure explaining the other aspect of the operation mode at the time of using the coupling device of this invention.

  Hereinafter, a connecting device for an internal combustion engine outboard motor and an electric outboard motor according to the present invention will be described in more detail with reference to the drawings.

Example 1
First, a conventional internal combustion engine outboard motor 1A will be schematically described with reference to FIG. In general, the outboard motor 1A of the internal combustion engine transmits a driving force from the engine 2A to the propeller 4A and a propeller 4A having a power unit 3A having an internal combustion engine (hereinafter, simply referred to as “engine”) 2A as a prime mover. And a propulsion unit 200A having a propulsion unit 5A that rotates 4A. The propulsion unit 200A is detachably fixed to the hull tail plate 301 by the attachment mechanism SA.

  The propulsion unit 200A includes, as a housing (housing), an upper casing 201A that constitutes the power unit 3A and a lower casing 202A that constitutes the propulsion unit 5A. The engine 2A is mounted on the upper casing 201A, and the lower casing 202A A propeller 4A and a power transmission system 6A for driving the propeller 4A are installed. Upper casing 201A and lower casing 202A are integrally coupled to each other by bolts or the like so as to be separable.

  In the internal combustion engine outboard motor 1A, the engine 2A of the power unit 3A can employ, for example, a three-cylinder four-cycle engine that uses gasoline as fuel. The output of the engine 2A is transmitted to the drive shaft 41A installed in the vertical direction in the power unit 3A via a transmission or the like as necessary, and further transmitted to the driven shaft 51A of the propulsion unit 5A. Normally, in order to facilitate separation of the power unit 3A and the propulsion unit 5A, the drive shaft 41A installed in the vertical direction from the power unit 3A has a lower end of the output as a spline joint 42A. It is detachably connected to a spline shaft portion 51Aa at the upper end portion of the driven shaft 51A installed extending in the vertical direction. A shift mechanism 52A having a bevel gear device and the like is installed at the lower end of the driven shaft 51A. One end of a propeller shaft 53A installed in a horizontal direction with respect to the driven shaft 51A is connected to the shift mechanism 52A, and the propeller 4A is attached to the other end of the propeller shaft 53A. With such a configuration, the output of the engine 2A is transmitted to the propeller 4A via the drive shaft 41A, the spline joint 42A, the driven shaft 51A, the shift mechanism 52A, and the propeller shaft 53A, and rotates the propeller 4A.

  Next, an electric outboard motor 1B that has been developed in recent years will be schematically described with reference to FIG. The electric outboard motor 1B can be configured entirely new, but can also be configured effectively by using the casings 201A and 202A of the conventional internal combustion engine outboard motor 1A as described above. Can do. In this embodiment, the electric outboard motor 1B manufactured by using the internal combustion engine outboard motor 1A having the above-described configuration is used. However, the present invention is not limited to using the electric outboard motor 1B having such a configuration.

  In this embodiment, as shown in FIG. 1B, the electric outboard motor 1B is an internal combustion engine except that it has an electric motor 2B and an electric motor control device 2Ba instead of the engine 2A as a prime mover. The configuration is the same as that of the engine outboard motor 1A. That is, the electric outboard motor 1B includes a power unit 3B including the electric motor 2B and the electric motor control device 2Ba, and a propulsion unit 5B that transmits the driving force from the electric motor 2B to the propeller 4B and rotates the propeller 4B. The propulsion unit 200B is provided. The propulsion unit 200B is detachably fixed to the hull tail plate 301 by the attachment mechanism SB.

  The propulsion unit 200B includes, as a housing (housing), an upper casing 201B that constitutes the power unit 3B and a lower casing 202B that constitutes the propulsion unit 5B. The upper casing 201B includes the electric motor 2B and the like. A propeller 4B and a power transmission system 6B that drives the propeller 4B are installed at 202B. The upper casing 201B and the lower casing 202B are integrally coupled to each other by bolts or the like.

  In the electric outboard motor 1B, for example, a three-phase motor is used as the electric motor 2B of the power unit 3B, and the motor rotation speed control by the control device 2Ba adopts a PWM inverter control method that changes the frequency of the power source. be able to. As the power source, a quick charge type lithium ion battery (storage battery) can be used. The rotational output of the electric motor 2B is transmitted to the drive shaft 41B installed in the vertical direction in the power unit 3B via a transmission or the like as necessary, and further transmitted to the driven shaft 51B of the propulsion unit 5B. The In order to facilitate the separation of the power unit 3B and the propulsion unit 5B, the drive shaft 41B installed in the vertical direction from the power unit 3B has an output lower end portion as a spline joint 42B. Is connected to a spline shaft portion 51Ba at the upper end portion of the driven shaft 51B that extends and is separable. A shift mechanism 52B having a bevel gear device and the like is installed at the lower end of the driven shaft 51B. One end of a propeller shaft 53B installed in a horizontal direction with respect to the driven shaft 51B is connected to the shift mechanism 52B, and the propeller 4B is attached to the other end of the propeller shaft 53B. With such a configuration, the output of the electric motor 2B is transmitted to the propeller 4B via the drive shaft 41B, the spline joint 42B, the driven shaft 51B, the shift mechanism 52B, and the propeller shaft 53B, and rotates the propeller 4B.

  Next, referring to FIGS. 2 (a), (b), FIG. 3, FIG. 4 (a), and (b), the conventional internal combustion engine outboard motor 1A and electric outboard motor 1B configured as described above were used. An embodiment of a connecting device 10 between an internal combustion engine outboard motor 1A and an electric outboard motor 1B according to the present invention will be described.

  In this embodiment, a ship 300 in which a connecting device 10 for connecting an internal combustion engine outboard motor 1A and an electric outboard motor 1B according to the present invention is installed is as shown in FIGS. 2 (a), 2 (b), and FIG. The internal combustion engine outboard motor 1A and the electric outboard motor 1B are installed on the stern plate 301 at a predetermined distance (L), and the internal combustion engine outboard motor 1A and the electric outboard motor 1B are connected according to the present invention. It is operatively connected by the device 10.

  As shown in FIGS. 3 and 4, the coupling device 10 has an overall structure extending in a substantially horizontal direction, and includes an internal combustion engine drive transmission means 11 </ b> A on one end side, and an electric motor drive on the other end side. The transmission means 11B is provided. The internal combustion engine drive transmission means 11A and the electric motor drive transmission means 11B are connected via a drive coupling means 100.

  That is, the lower end spline joint 42A of the drive shaft 41A of the power unit 3A of the internal combustion engine outboard motor 1A is connected to the upper end spline shaft portion 13Aa of the drive shaft 13A constituting the drive path of the internal combustion engine drive transmission means 11A. On the other hand, the upper end spline shaft portion 51Aa of the driven shaft 51A of the propulsion portion 5A of the internal combustion engine outboard motor 1A is connected to the lower end spline joint 13Ab of the drive shaft 13A constituting the drive path of the internal combustion engine drive transmission means 11A.

  Further, the internal combustion engine drive transmission means 11A is provided with an intermediate connecting portion 54Aa, 55Aa, etc. for connecting an operating rod 54A, a cooling pipe 55A, etc. for operating the shift mechanism 52A from the power unit 3A to the propulsion unit 5A. It is done. Further, an exhaust gas passage 56Aa for connecting the engine exhaust gas from the power unit 3A to the exhaust gas pipe 56A of the propulsion unit 5A is formed.

  Similarly, the lower end spline joint 42B of the drive shaft 41B of the power unit 3B of the electric outboard motor 1B is connected to the upper end spline shaft portion 13Ba of the drive shaft 13B constituting the drive path of the electric drive transmission means 11B. On the other hand, the upper end spline shaft portion 51Ba of the driven shaft 51B of the propulsion unit 5B of the electric outboard motor 1B is connected to the lower end spline joint 13Bb of the drive shaft 13B of the electric drive transmission means 11B.

  In the electric drive transmission means 11B as well as the internal combustion engine drive transmission means 11A, an intermediate portion for connecting the operation rod 54B, the cooling pipe 55B, etc. for operating the shift mechanism 52B from the power unit 3B to the propulsion unit 5B. Connection portions 54Ba and 55Ba are provided. Of course, in the electric drive means 11B, the passage corresponding to the exhaust gas passage 56Aa for connecting to the exhaust gas pipe 56A in the internal combustion engine drive transmission means 11A is also shown in FIG. Absent.

  Although not shown, the coupling device 10 is entirely covered with cowling so that water does not enter inside.

  Here, with reference to FIG. 5, the characteristic structure of the connection apparatus 10 according to this invention is demonstrated.

  The internal combustion engine drive transmission means 11A of the coupling device 10 of the present invention includes a first drive transmission device 21A in a drive path 13A for transmitting the driving force from the power unit 3A of the internal combustion engine outboard motor 1A to the propulsion unit 5A. Moreover, the electric motor drive transmission means 11B includes a second drive transmission device 21B in the drive path 13B that transmits the driving force from the power unit 3B of the electric outboard motor 1B to the propulsion unit 5B.

  The first clutch means CL1 is installed in the path 16A portion of the drive path 13A between the internal combustion engine outboard motor power section 3A and the first drive transmission apparatus 21A, and the first drive transmission apparatus 21A and the internal combustion engine outboard motor propulsion section. The second clutch means CL2 is installed in the path 17A portion of the drive path 13A between the 5A and 5A. Further, the third clutch means CL3 is installed in the drive path 103 between the first drive transmission device 21A and the second drive transmission device 21B. Furthermore, the fourth clutch means CL4 is installed in the path 16B portion of the drive path 13B between the electric outboard motor power section 3B and the second drive transmission apparatus 21B, and the second drive transmission apparatus 21B and the electric outboard motor propulsion section. The fifth clutch means CL5 is installed in the path 17B portion of the drive path 13B between the 5B and 5B.

The first, second, third and fourth clutch means CL1, CL2, CL3, CL4 and CL5 are ON (drive transmission) and OFF (drive cutoff) controlled by the control means 303,
(1) Navigation operation by the internal combustion engine outboard motor 1A and the electric outboard motor 1B,
(2) Navigation operation by internal combustion engine outboard motor 1A or electric outboard motor 1B, and (3) Charging (regeneration) operation of storage battery 302 of electric outboard motor 1B by internal combustion engine outboard motor 1A,
Is possible.

In other words, according to the coupling device 10 of the present invention, the internal combustion engine outboard motor 1A and the electric outboard motor 1B are driven together, or one of the outboard motors is driven independently as desired. In addition, the battery of the electric outboard motor 1B can be charged by the prime mover of the internal combustion engine outboard motor 1A. Thus, according to the coupling device 10 of the present invention, the internal combustion engine outboard motor 1A and the electric outboard motor 1B are effectively operated as desired, and the internal combustion engine outboard motor 1A has a long navigable time. And the features of the electric outboard motor 1B that does not have problems such as exhaust gas (CO ₂ emission reduction), noise, vibration, and the like.

  Next, referring to FIGS. 6 (a) and 6 (b) to FIGS. 8 (a) and 8 (b), and FIG. 9 as well, the connecting device 10 of the present invention having the above-mentioned characteristic structure is further improved according to one embodiment. explain in detail.

  The internal combustion engine drive transmission means 11A includes a main body casing 12A having a substantially cylindrical shape having a space portion penetrating in the vertical direction. As can be understood from FIG. 1, FIG. 3, and FIG. 4, the power unit 3A and the propulsion unit 5A of the internal combustion engine outboard motor 1A are separated at the joining position of the upper casing 201A and the lower casing 202A. An upper casing 201A (that is, power unit 3A) is installed on the upper side of 12A, and a lower casing 202A (that is, propulsion unit 5A) is installed on the lower side of main body casing 12A, and is fixed integrally with internal combustion engine drive transmission means 11A. The

  Similarly, the electric motor drive transmission means 11B includes a main body casing 12B having a substantially cylindrical shape having a space portion penetrating in the vertical direction. The power unit 3B and the propulsion unit 5B of the electric outboard motor 1B are It is separated at the position of the casing 201B and the lower casing 202B, the upper casing 201B (that is, the power unit 3B) is installed above the main body casing 12B, and the lower casing 202B (that is, the propulsion unit 5B) is positioned below the main body casing 12B. Is installed and fixed integrally with the electric motor drive transmission means 11B.

  In the coupling device 10, the drive coupling means 100 for operatively connecting the internal combustion engine drive transmission means 11A and the electric motor drive transmission means 11B includes a connection casing 101 having a substantially cylindrical shape having a space portion penetrating in the horizontal direction. The connection casing 101 is attached to the body casing 12A of the internal combustion engine drive transmission means 11A and the body casing 12B of the electric motor drive transmission means 11B by side casings 102A and 102B, respectively.

  Next, the internal combustion engine drive transmission means 11A, the electric motor drive transmission means 11B, and the drive connection means 100 constituting the coupling device 10 will be described in more detail.

(Internal combustion engine drive transmission means)
The internal combustion engine drive transmission means 11A has a main body casing 12A having a hole-like space penetrating in the vertical direction, and a power portion 3A of the outboard motor 1A of the internal combustion engine is mounted on the upper flange portion 12Aa of the main body casing 12A. The upper casing 201A is integrally attached. Further, the lower casing 202A of the propulsion unit 5A of the internal combustion engine outboard motor 1A is integrally attached to the lower flange portion 12Ab of the main body casing 12A.

  The internal combustion engine drive transmission means 11A includes a drive shaft 13A extending in the vertical direction so as to form a drive path between the power unit 3A and the propulsion unit 5A. It is rotatably attached to the main body casing 12A via an upper bearing 14A and a lower bearing 15A provided at both ends. In this embodiment, the drive shaft 13A includes a first drive shaft 16A supported by an upper bearing 14A for forming a first drive path, and a first drive shaft 16A for forming a second drive path. And the second drive shaft 17A that is arranged on the same axis and supported by the lower bearing 15A.

  More specifically, the upper portion of the first drive shaft 16A is provided with a shaft portion 13Aa protruding upward from the upper surface of the main body casing flange 12Aa, and the shaft portion 13Aa is formed with a spline tooth profile extending in the axial direction on the outer peripheral portion. The male spline shaft portion. As can be understood from the above description, the spline shaft portion 13Aa can be fitted to a female spline member 42A that forms the lower end portion of the drive shaft 41A of the power portion 3A of the internal combustion engine outboard motor 1A. That is, the spline shaft portion 13Aa is fitted (referred to as “spline coupling”) to a female spline member 42A in which spline tooth grooves are formed in the axial direction so as to be fitted to the tooth profile formed on the spline shaft portion 13Aa. The driving force from the power unit 3A can be transmitted to the internal combustion engine drive transmission means 11A.

  On the other hand, in the lower part of the first drive shaft 16A, a recess (center hole) 16Aa is formed with a predetermined length from the lower end to the upper end of the first drive shaft 16A. The upper tip shaft portion 17Aa of the two drive shafts 17A is rotatably fitted via the first bearing 18A. Accordingly, the first drive shaft 16A and the second drive shaft 17A can be rotated independently of each other on the same rotation axis extending in the vertical direction.

  Further, the shaft portion 16Ab projecting downward from the upper bearing 14A of the first drive shaft 16A is formed as a male spline shaft portion with a spline tooth profile extending in the axial direction formed on the outer peripheral portion thereof. The outer peripheral portion of the first spline shaft portion 16Ab is a sleeve member having a predetermined length in the axial direction and having a substantially cylindrical shape, and the spline is fitted into the inner peripheral portion of the male spline tooth shape of the spline shaft portion 16Ab. A first female spline member 19A in which a tooth gap is formed is disposed. The female spline member 19A splined with the spline shaft portion 16Ab constitutes a first clutch means CL1 described later in detail.

  The lower end portion of the second drive shaft 17A is a boss portion 17Ab carried on the lower bearing 15A. A shaft portion 17Ac having a predetermined length that extends upward from the boss portion 17Ab and is located between the second drive shaft upper tip shaft portion 17Aa and the boss portion 17Ab extends in the axial direction to the outer peripheral portion. The male spline shaft portion is formed with a spline tooth profile. The outer peripheral portion of the second spline shaft portion 17Ac is a sleeve member having a predetermined length in the axial direction and having a substantially cylindrical shape, and is fitted into the inner peripheral portion of the spline tooth shape of the spline shaft portion 17Ac. A second female spline member 20A in which spline teeth are formed is disposed. The second female spline member 20A splined with the spline shaft portion 17Ac constitutes a second clutch means CL2 described in detail later.

  More specifically, in the second drive shaft 17A, it is located between the first spline shaft portion 16Ab and the second spline shaft portion 17Ac, that is, between the first bearing 18A and the second spline shaft portion 17Ac. The first bevel gear 21A1 that constitutes the first drive transmission device 21A is disposed so as to be rotatable with respect to the second drive shaft 17A via the second bearing 22A. That is, as understood with reference to FIGS. 7A and 7B, the first bevel gear 21A1 is rotatably supported by the shaft portion 17Ad of the second drive shaft 17A via the bearing 22A. The upper side surface 21A1a and the lower side surface 21A1b orthogonal to the rotation axis of the bevel gear 21A1 are orthogonal to the lower side surface 19Aa and the rotation axis of the second female spline member 20A, respectively, orthogonal to the rotation axis of the first female spline member 19A. The upper side surface 20Aa is disposed oppositely, and the first and second female spline members 19A, 20A are separated from and connected to the bevel gear 21A1 on the first and second drive shafts 16A, 17A on the same axis. It can be moved.

  In the present embodiment, the lower surface 19Aa of the first female spline member 19A is provided with three or four protrusions 23A on the same circumference at equal intervals in the circumferential direction. Also on the upper surface 20Aa of the spline member 20A, three or four protrusions 25A are formed on the same circumference at equal intervals in the circumferential direction. On the other hand, the upper side surface 21A1a of the bevel gear 21A1 is formed with a recess 24A having a shape and dimension capable of fitting the protrusion 23A formed on the lower side surface 19Aa of the first female spline member 19A. The lower side surface 21A1b is formed with a recess 26A having a shape and dimension into which the protrusion 25A formed on the upper side surface 20Aa of the second female spline member 20A can be fitted. Accordingly, when the first female spline member 19A moves the first spline shaft portion 16Ab in the vertical direction, the projection 23A of the first female spline member 19A is fitted into the recess 24A formed on the upper side surface 21A1a of the bevel gear 21A1. Alternatively, it can be detached. Further, the second female spline member 20A moves the second spline shaft portion 17Ac in the vertical direction so that the protrusion 25A of the second female spline member 20A is fitted into the recess 26A formed on the lower side surface 21A1b of the bevel gear 21A1. Alternatively, it can be detached.

  In particular, as can be easily understood with reference to FIGS. 7A, 7B, and 8A, the first female spline member 19A is configured to move the first spline shaft portion 16Ab up and down. An annular groove 27A is formed on the outer periphery of the central portion in the axial direction of one female spline member 19A, and a sliding piece 27Aa is slidably fitted in the annular groove 27A. The sliding piece 27Aa is operatively connected to an electromagnetic solenoid 30A as a driving means by a link mechanism 29A. Similarly, in order for the second female spline member 20A to be able to move the second spline shaft portion 17Ac in the vertical direction, an annular groove 28A is formed on the outer periphery of the substantially central portion in the axial direction of the second female spline member 20A. The sliding piece 28Aa is slidably fitted in the annular groove 28A. The sliding piece 28Aa is operatively connected to an electromagnetic solenoid 32A as a driving means by a link mechanism 31A.

  More specifically, according to this embodiment, referring to FIG. 8A, the electromagnetic solenoid 30A includes a movable iron core to which a restoring force is applied by the spring member 30Aa, that is, a movable plunger 30Ab. The link mechanism 29A is an elongated lever member. The lever member 29A is pivotally attached to a support base 102Aa formed in the side casing 102A by a shaft 29Ac at a substantially central portion thereof, and one end of the lever member 29A is connected to a movable plunger 30Ab by a shaft 29Aa. It is pivotally attached. The other end of the lever member 29A is pivotally attached to the sliding piece 27Aa by a shaft 29Ab through an attachment hole 35A formed through both wall members of the main body casing 12A and the side casing 102A.

  Similarly, the electromagnetic solenoid 32A includes a movable plunger 32Ab to which a restoring force is applied by a spring member 32Aa, and the link mechanism 31A is an elongated lever member. The lever member 31A is pivotally attached to a support base 102Ab formed in the side casing 102A by a shaft 31Ac at a substantially central portion thereof, and one end of the lever member 31A is connected to a movable plunger 32Ab by a shaft 31Aa. It is pivotally attached. The other end of the lever member 31A is pivotally attached to the sliding piece 28Aa by a shaft 31Ab through an attachment hole 36A formed through both wall members of the main body casing 12A and the side casing 102A.

  The electromagnetic solenoid includes a pull type and a push type. In this embodiment, both the electromagnetic solenoids 30A and 32A are of a so-called push type in which the movable plunger protrudes when the power is on. The state shown in FIG. 6A shows a state where the energization of the electromagnetic solenoid 30A (32A) is FF, and the movable plunger 30Ab (32Ab) is moved into the main body by the urging force of the spring member 30Aa (32Aa). Then, the first female spline member 19A (second female spline member 20A) moves toward the bevel gear 21A1, and the first female spline member 19A (second female spline member 20A) Each of the projections 23A (25A) is in a drive transmission state in which the projections 23A (25A) are fitted in the recesses 24A (26A) of the bevel gear 21A1, that is, in a state of “clutch means ON”.

  On the other hand, the state shown in FIG. 8A shows a state in which the electromagnetic solenoid 30A (32A) is ON. That is, the electromagnetic plunger 30Ab (32Ab) protrudes from the initial position against the urging force of the spring member 30Aa (32Aa), and therefore the first female spline member 19A (second female spline member 20A) is a bevel gear. Each of the first female spline members 19A (second female spline members 20A) moves away from 21A1, and the projections 23A (25A) are separated from the recesses 24A (26A) of the bevel gear 21A1. , “Clutch means OFF”.

  As described above, in the present embodiment, the internal combustion engine drive transmission means 11A is provided with the first and second clutch means CL1 and CL2 configured as described above. The relationship between the operation of the clutch means and the operation mode of the ship provided with the coupling device of the present invention will be described later.

(Electric motor drive transmission means)
Next, the electric motor drive transmission means 11B will be described. The electric motor drive transmission means 11B has the same configuration as the internal combustion engine drive transmission means 11A. Therefore, the same reference numerals as those of the internal combustion engine drive transmission means 11A are used for members having the same function and configuration used in the internal combustion engine drive transmission means 11A, but only members of the internal combustion engine drive transmission means 11A. In the following description, a subscript “B” indicating the electric motor drive transmission means 11B is added instead of the subscript “A” indicating the presence.

  That is, the electric motor drive transmission means 11B has a main body casing 12B having a hole-like space penetrating in the vertical direction, and a power portion of the electric outboard motor 1B is formed on the upper flange portion 12Ba of the main body casing 12B. The upper casing 201B of 3B is attached integrally. Further, the lower casing 202B of the propulsion unit 5B of the electric outboard motor 1B is integrally attached to the lower flange portion 12Bb of the main body casing 12B.

  The electric motor drive transmission means 11B includes a drive shaft 13B extending in the vertical direction in order to form a drive path between the power unit 3B and the propulsion unit 5B. It is rotatably attached to the main body casing 12B via an upper bearing 14B and a lower bearing 15B provided at both ends. In this embodiment, the drive shaft 13B includes a fourth drive shaft 16B supported by an upper bearing 14B for forming a fourth drive path, and a fourth drive shaft 16B for forming a fifth drive path. Is arranged on the same axis and is constituted by a fifth drive shaft 17B supported by the lower bearing 15B.

  More specifically, the upper portion of the fourth drive shaft 16B is provided with a shaft portion 13Ba protruding upward from the upper surface of the main body casing flange 12Ba, and this shaft portion 13Ba is formed with a spline tooth profile extending in the axial direction on the outer peripheral portion. The male spline shaft portion. As understood from the above description, the spline shaft portion 13Ba can be fitted to a female spline member 42B that forms the lower end portion of the drive shaft 41B of the power portion 3B of the electric outboard motor 1B. That is, the spline shaft portion 13Ba is fitted (spline coupled) to the female spline member 42B in which the spline tooth groove is formed in the axial direction so as to be fitted to the tooth shape formed on the spline shaft portion 13Ba, and the power portion The driving force from 3B can be transmitted to the electric motor drive transmission means 11B.

  On the other hand, in the lower part of the fourth drive shaft 16B, a recess (center hole) 16Ba is formed with a predetermined length from the lower end to the upper end of the fourth drive shaft 16B. The upper tip shaft portion 17Ba of the 5 drive shaft 17B is rotatably fitted via the first bearing 18B. Therefore, the fourth drive shaft 16B and the fifth drive shaft 17B can rotate independently of each other on the same rotational axis extending in the vertical direction.

  Further, the shaft portion 16Bb protruding downward from the upper bearing 14B of the fourth drive shaft 16B is formed with a spline tooth profile extending in the axial direction on the outer peripheral portion thereof to form a male spline shaft portion. The outer peripheral portion of the fourth spline shaft portion 16Bb is a sleeve member that has a predetermined length in the axial direction and has a substantially cylindrical shape, and that is fitted into the male spline tooth shape of the spline shaft portion 16Bb on the inner peripheral portion. The 4th female spline member 19B in which the tooth gap was formed is arrange | positioned. The female spline member 19B splined with the spline shaft portion 16Bb constitutes a fourth clutch means CL4 described later in detail.

  A lower end portion of the fifth drive shaft 17B is a boss portion 17Bb carried on the lower bearing 15B. A shaft portion 17Bc having a predetermined length that extends upward from the boss portion 17Bb and is located between the fifth drive shaft upper tip shaft portion 17Ba and the boss portion 17Bb extends in the axial direction to the outer peripheral portion. The male spline shaft portion is formed with a spline tooth profile. The outer peripheral portion of the fifth spline shaft portion 17Bc is a sleeve member having a predetermined length in the axial direction and having a substantially cylindrical shape, and is fitted into the inner peripheral portion of the spline tooth shape of the spline shaft portion 17Bc. A fifth female spline member 20B in which spline teeth are formed is disposed. The fifth female spline member 20B splined with the spline shaft portion 17Bc constitutes a fifth clutch means CL5 described in detail later.

  More specifically, the fifth drive shaft 17B is located between the fourth spline shaft portion 16Bb and the fifth spline shaft portion 17Bc, that is, between the first bearing 18B and the fifth spline shaft portion 17Bc. The third bevel gear 21B1 that constitutes the second drive transmission device 21B is located on the shaft portion 17Bd therebetween, and is rotatably installed with respect to the fifth drive shaft 17B via the second bearing 22B. That is, as understood with reference to FIGS. 7A and 7B, the third bevel gear 21B1 is rotatably supported by the shaft portion 17Bd of the fifth drive shaft 17B via the bearing 22B. The upper side surface 21B1a and the lower side surface 21B1b orthogonal to the rotational axis of the bevel gear 21B1 are orthogonal to the rotational surfaces of the lower side surface 19Ba and the fifth female spline member 20B orthogonal to the rotational axis of the fourth female spline member 19B, respectively. The upper side surface 20Ba is disposed oppositely, and the fourth and fifth female spline members 19B and 20B are separated from and connected to the bevel gear 21B1 on the fourth and fifth drive shafts 16B and 17B on the same axis. It can be moved.

  In the present embodiment, three or four protrusions 23B are formed on the lower surface 19Ba of the fourth female spline member 19B on the same circumference at equal intervals in the circumferential direction. Also on the upper surface 20Ba of the spline member 20B, three or four protrusions 25B are formed on the same circumference at equal intervals in the circumferential direction. On the other hand, the upper side surface 21B1a of the bevel gear 21B1 is formed with a recess 24B having a shape and dimension capable of fitting the protrusion 23B formed on the lower side surface 19Ba of the fourth female spline member 19B. The lower side surface 21B1b is formed with a recess 26B having a shape and dimension capable of fitting the protrusion 25B formed on the upper side surface 20Ba of the fifth female spline member 20B. Therefore, when the fourth female spline member 19B moves the fourth spline shaft portion 16Bb in the vertical direction, the protrusion 23B of the fourth female spline member 19B is fitted into the recess 24B formed on the upper side surface 21B1a of the bevel gear 21B1. Alternatively, it can be detached. Further, the fifth female spline member 20B moves the fifth spline shaft portion 17Bc in the vertical direction, so that the protrusion 25B of the fifth female spline member 20B is fitted into the recess 26B formed on the lower side surface 21B1b of the bevel gear 21B1. Alternatively, it can be detached.

  In particular, as can be easily understood with reference to FIGS. 7A, 7B, and 8B, the fourth female spline member 19B is configured to move the fourth spline shaft portion 16Bb in the vertical direction. An annular groove 27B is formed on the outer periphery of the central portion of the four female spline member 19B in the axial direction, and a sliding piece 27Ba is slidably fitted in the annular groove 27B. The sliding piece 27Ba is operatively connected to an electromagnetic solenoid 30B as driving means by a link mechanism 29B. Similarly, in order for the fifth female spline member 20B to be able to move the fifth spline shaft portion 17Bc in the vertical direction, an annular groove 28B is formed on the outer periphery of the substantially central portion in the axial direction of the fifth female spline member 20B. The sliding piece 28Ba is slidably fitted in the annular groove 28B. The sliding piece 28Ba is operatively connected to an electromagnetic solenoid 32B as driving means by a link mechanism 31B.

  More specifically, according to this embodiment, referring to FIG. 8B, the electromagnetic solenoid 30B includes a movable iron core to which a restoring force is applied by the spring member 30Ba, that is, a movable plunger 30Bb. The link mechanism 29B is an elongated lever member. The lever member 29B is attached to a support base 102Ba formed on the side casing 102B by a shaft 29Bc so that the lever member 29B can swing around the shaft 29Bc. One end of the lever member 29B is movable by the shaft 29Ba. It is pivotally attached to the plunger 30Bb. The other end of the lever member 29B is pivotally attached to the sliding piece 27Ba by a shaft 29Bb through an attachment hole 35B formed through both wall members of the main body casing 12B and the side casing 102B.

  Similarly, the electromagnetic solenoid 32B includes a movable plunger 32Bb to which a restoring force is applied by a spring member 32Ba, and the link mechanism 31B is an elongated lever member. The lever member 31B is pivotally attached to a support base 102Bb formed in a side casing 102B by a shaft 31Bc at a substantially central portion thereof, and one end of the lever member 31B is connected to a movable plunger 32Bb by a shaft 31Ba. It is pivotally attached. The other end of the lever member 31B is pivotally attached to the sliding piece 28Ba by a shaft 31Bb through an attachment hole 36B formed through both wall members of the main body casing 12B and the side casing 102B.

  As described above, the electromagnetic solenoid includes a pull type or a push type. In this embodiment, both the electromagnetic solenoids 30B and 32B are so-called, in which the movable plunger is pulled in when the power is on. It is a push type. The state shown in FIG. 6B shows a state in which the energization to the electromagnetic solenoid 30B (32B) is OFF, and the movable plunger 30Bb (32Bb) is moved into the main body by the urging force of the spring member 30Ba (32Ba). Then, the fourth female spline member 19B (fifth female spline member 20B) moves toward the bevel gear 21B1, and the fourth female spline member 19B (fifth female spline member 20B) Each of the protrusions 23B (25B) is in a drive transmission state in which the projections 23B (25B) are fitted in the recesses 24B (26B) of the bevel gear 21B1, that is, in a “clutch ON” state.

  On the other hand, the state shown in FIG. 8B shows a state in which energization to the electromagnetic solenoid 30B (32B) is ON. That is, the electromagnetic plunger 30Bb (32Bb) protrudes from the initial position against the urging force of the spring member 30Ba (32Ba), and therefore the fourth female spline member 19B (fifth female spline member 20B) is a bevel gear. 21B1 moves away from each other, and the protrusions 23B (25B) of the fourth female spline member 19B (fifth female spline member 20B) are separated from the recesses 24B (26B) of the bevel gear 21B1, that is, in the drive cutoff state. , “Clutch means OFF”.

  As described above, in the present embodiment, the electric motor drive transmission means 11B is provided with the fourth and fifth clutch means CL4 and CL5 configured as described above. The relationship between the operation of the clutch means and the operation mode of the ship provided with the coupling device of the present invention will be described later.

(Connecting device)
Next, the drive coupling means 100 for operatively coupling the internal combustion engine outboard motor 1 and the electric outboard motor 1, that is, drivingly coupling the internal combustion engine drive transmission means 11A and the electric motor drive transmission means 11B. explain.

  As can be understood with reference to FIGS. 3, 5 (a), (b), 6 (a), (b), 8 (a), (b) and also FIG. The means 100 includes a horizontal casing 101 that extends in the horizontal direction between the main body casing 12A of the internal combustion engine drive transmission means 11A and the main body casing 12B of the electric motor drive transmission means 11B. The horizontal casing 101 has a hole-like space penetrating in the horizontal direction. The horizontal casing 101 is fixed to the body casings 12A and 12B of the internal combustion engine drive transmission means 11A and the electric motor drive transmission means 11B by side casings 102 (102A and 102B) provided at both ends thereof.

  The drive coupling means 100 is an umbrella that meshes with the bevel gear 21A1 constituting the first drive transmission device 21A at the end of the horizontal casing 101 on the internal combustion engine drive transmission means 11A position on the left side in FIG. A gear 21A2 is rotatably attached via a bearing 104A, and the other end of the electric motor drive transmission means located on the right side in the drawing is a bevel gear constituting the second drive transmission device 21B. A bevel gear 21B2 meshing with 21B1 is attached via a bearing 104B.

  Further, a connecting shaft (drive shaft) as a third drive shaft that extends in the horizontal direction in the horizontal casing 101 and forms a drive path between the first drive transmission device 21A and the second drive transmission device 21B. ) 103 is rotatably provided via bearings 106A and 106B. 6A and 8A, the end portion of the drive shaft 103 on the internal combustion engine drive transmission means 11A side located on the left side of the drawing is the tip shaft portion 62A of the drive shaft 103, and the bevel gear 21A2. A center hole 61Aa formed in the boss portion 61A is rotatably fitted via a bearing 105. On the other hand, as shown in FIGS. 6B and 8B, the end of the drive shaft 103 on the electric motor drive transmission means 11B side located on the right side of the drawing is formed with a spline tooth profile extending in the axial direction on the outer periphery. The spline shaft portion 62B is fitted into the spline hole 61Ba formed in the boss portion 61B of the bevel gear 21B2 by spline coupling.

  A shaft portion located between the bearing 106A and the boss portion 61A of the bevel gear 21A2 and the bearing 105 at the end of the drive shaft 103 on the internal combustion engine drive transmission means 11A side is a spline tooth profile extending in the axial direction on the outer peripheral portion. The spline shaft portion 62Aa is formed. A spline tooth which is a member having a predetermined length in the axial direction and having a substantially cylindrical shape on the outer peripheral portion of the spline shaft portion 62Aa and which is fitted into the male spline tooth shape of the spline shaft portion 62Aa on the inner peripheral portion. A female spline member 108 in which a groove is formed is disposed. The spline shaft portion 62Aa and the female spline member 108 constitute third clutch means CL3.

  The third clutch means CL3 has the same configuration as the first clutch means CL1. That is, in FIG. 6A, the left side surface 108a orthogonal to the rotational axis of the female spline member 108 is disposed opposite to the side surface orthogonal to the rotational axis of the bevel gear 21A2 and the right side surface 21A2a in the drawing. In this embodiment, three or four protrusions 109 are formed on the left side surface 108a of the female spline member 108 at equal intervals in the circumferential direction on the same circumference, like the female spline member 19A. . On the other hand, the right side surface 21A2a of the bevel gear 21A2 is formed with a recess 110 having a shape and dimension into which the protrusion 109 formed on the left side surface of the female spline member 108 can be fitted, similarly to the bevel gear 21A1. Therefore, by moving the female spline member 108 in the left-right direction along the spline shaft portion 62Aa, the protrusion 109 of the female spline member 108 is fitted into or removed from the recess 110 formed on the right side surface of the bevel gear 21A2. be able to.

  In order for the female spline member 108 to be able to move the spline shaft portion 62Aa in the left-right direction, an annular groove 111 is formed in the outer peripheral portion of the center portion of the female spline member 108 in the axial direction. The sliding piece 112 is fitted to the above. The sliding piece 112 is operatively connected to an electromagnetic solenoid 114 as a driving means by a link mechanism 113.

  More specifically, referring to FIG. 8A, the electromagnetic solenoid 114 has the same configuration as that of the electromagnetic solenoid 30A and the like, and includes a movable plunger 114b to which a restoring force is applied by a spring member 114a. The link mechanism 113 is an elongated lever member. The lever member 113 is pivotally attached to a support base 101a formed on the horizontal casing 101 by a shaft 113c at a substantially central portion thereof, and one end of the lever member 113 is pivoted to a movable plunger 114b by a shaft 113a. It is worn. The other end of the lever member 113 is pivotally attached to the sliding piece 112 by a shaft 113b through an attachment hole 116 formed through the wall member of the horizontal casing 101.

  As described above, there are pull type and push type electromagnetic solenoids. In this embodiment, the electromagnetic solenoid 114 is a so-called push type in which the movable plunger protrudes when the power is on. The The state shown in FIG. 6A shows a state in which the energization to the electromagnetic solenoid 114 is OFF, and the movable plunger 114b is pulled into the main body into the initial position by the urging force of the spring member 114a. Thus, the female spline member 108 is separated from the bevel gear 21A2, and the protrusion 109 of the female spline member 108 is disengaged from the recess 110 of the bevel gear 21A2, that is, the “clutch means OFF” state.

  On the other hand, the state shown in FIG. 8A shows a state where energization to the electromagnetic solenoid 114 is ON. That is, the movable plunger 114b protrudes from the initial position against the urging force of the spring member 114a. Therefore, the female spline member 108 moves toward the bevel gear 21A2, and the protrusion 109 of the female spline member 108 is The drive transmission state fitted in the recess 110 of the bevel gear 21A2, that is, the state of "clutch means ON" is set.

  As described above, in the present embodiment, the drive coupling unit 100 is provided with the third clutch unit CL3 having the above configuration.

  As understood from the above description, the coupling device 10 according to the present invention having the above-described configuration can operate the ON / OFF operation of the equipped clutch means by the control means 303 based on the instruction of the operator. It is extremely convenient. In addition, for example, when the control system is broken, the power supply is turned off, and all the clutch means are in the initial state. That is, the state shown in FIGS. 6 (a) and 6 (b), that is, the state of the first operation mode shown in FIG. Thus, it is also possible to perform a solo navigation operation by the internal combustion engine outboard motor 1A or the electric outboard motor 1B, which is extremely safe.

(Operation mode)
Next, the relationship between the operation of the clutch means CL1 to CL5 and the operation mode of the ship provided with the coupling device of the present invention will be described.

The ship 300 having the coupling device 10 of the present invention controls the energization of the corresponding electromagnetic solenoids that drive the clutch means CL1 to CL5 by the control means 303 to turn on and off the clutch means CL1 to CL5 ( Power transmission state) or OFF (power cutoff state)
(1) Navigation operation by the internal combustion engine outboard motor 1A and the electric outboard motor 1B,
(2) Navigation operation by internal combustion engine outboard motor 1A or electric outboard motor 1B, and (3) Charging (regeneration) operation of storage battery 302 of electric outboard motor 1B by internal combustion engine outboard motor 1A,
Is possible.

  Table 1 below and FIGS. 9 to 15 show the relationship between the typical operation mode of the ship provided with the coupling device 10 of the present invention and the operation of the clutch means CL1 to CL5. 9 to 15 schematically showing the coupling device of the present invention, the driving in the first driving path 13A (16A, 17A), the second driving path 13B (16B, 17B) and the third driving path 103 is performed. The transmission direction is indicated by a white arrow.

(First operation mode)
Referring to FIG. 9, in the first operation mode, the engine 2A of the power unit 3A of the internal combustion engine outboard motor 1A and the electric motor 2B of the electric outboard motor 1B are driven together in the power unit. In the clutch means, the first, second, fourth and fifth clutch means CL1, CL2, CL4 and CL5 are turned on, and the third clutch means CL3 is turned off. That is, the control means 303 turns off the energization to the electromagnetic solenoid of each clutch means, and the first to fifth clutch means CL1 to CL5 are in the initial state.

  In this first operation mode, the internal combustion engine outboard motor 1A and the electric outboard motor 1B operate individually, and the propellers 4A, 4B of the propulsion units 5A, 5B of the internal combustion engine outboard motor 1A and the electric outboard motor 1B. Drive independently.

(Second operation mode)
Referring to FIG. 10, in the second operation mode, only the engine 2A of the power unit 3A of the internal combustion engine outboard motor 1A is driven, and the electric motor 2B of the electric outboard motor 1B is stopped. In the clutch means, the first, second, third and fifth clutch means CL1, CL2, CL3 and CL5 are turned on, and the fourth clutch means CL4 is turned off. That is, the control means 303 turns off the energization of the electromagnetic solenoids of the clutch means CL1, CL2 and CL5, but turns on the energization of the electromagnetic solenoids of the clutch means CL3 and CL4.

  In this second operation mode, only the internal combustion engine outboard motor 1A is operated, but not only the propeller 4A of the propulsion unit 5A of the internal combustion engine outboard motor 1A but also the propeller 4B of the propulsion unit 5B of the electric outboard motor 1B. Also drive.

(Third operation mode)
Referring to FIG. 11, in the third operation mode, only the engine 2A of the power unit 3A of the internal combustion engine outboard motor 1A is driven, and the electric motor 2B of the electric outboard motor 1B is stopped. In the clutch means, the first and second clutch means CL1 and CL2 are turned on, and the third clutch means CL3 is turned off. That is, the control unit 303 turns off the energization of the electromagnetic solenoids of the clutch units CL1, CL2, and CL3.

  In the third operation mode, only the internal combustion engine outboard motor 1A is operated, and only the propeller 4A of the propulsion unit 5A of the internal combustion engine outboard motor 1A is driven.

  In Table 1 and FIG. 11, the fourth clutch means CL4 is turned off and the fifth clutch means CL5 is turned on, but the driving force from the power unit 3A of the internal combustion engine outboard motor 1A is It is not transmitted to the machine 1B, and the operation of the fourth and fifth clutch means CL4 and CL5 is not limited to the mode shown in Table 1 and FIG.

(Fourth operation mode)
Referring to FIG. 12, in the fourth operation mode, only the engine 2A of the power unit 3A of the internal combustion engine outboard motor 1A is driven, and the electric motor 2B of the electric outboard motor 1B is not driven. In addition, the first, second, third, fourth and fifth clutch means CL1, CL2, CL3, CL4 and CL5 of the clutch means are turned on. That is, in the control means 303, the electromagnetic solenoids of the first, second, fourth and fifth clutch means CL1, CL2, CL4 and CL5 are turned off and remain in the initial state. On the other hand, only energization to the electromagnetic solenoid of the third clutch means CL3 is turned on.

  In the fourth operation mode, only the internal combustion engine outboard motor 1A is operated as in the second operation mode shown in FIG. 10, but only with the propeller 4A of the propulsion unit 5A of the internal combustion engine outboard motor 1A. The propeller 4B of the propulsion unit 5B of the electric outboard motor 1B is also driven. However, in the fourth operation mode, the driving force of the outboard motor 1A of the internal combustion engine is also transmitted to the power unit 3B of the electric outboard motor 1B to drive and rotate the electric motor 2B of the power unit 3B. Thereby, the electric motor 2B operates as a generator and charges the storage battery 302.

(Fifth operation mode)
Referring to FIG. 13, in the fifth operation mode, only the engine 2A of the power unit 3A of the internal combustion engine outboard motor 1A is driven, and the electric motor 2B of the electric outboard motor 1B is not driven. In the clutch means, the first, third and fourth clutch means CL1, CL3 and CL4 are turned on, and the second and fifth clutch means CL2 and CL5 are turned off. That is, the control means 303 turns off the energization of the electromagnetic solenoids of the first and fourth clutch means CL1 and CL4, but turns on the energization of the electromagnetic solenoids of the clutch means CL2, CL3 and CL5.

  In this fifth operation mode, only the internal combustion engine outboard motor 1A is operated, but not only the propeller 4A of the propulsion unit 5A of the internal combustion engine outboard motor 1A but also the propeller 4B of the propulsion unit 5B of the electric outboard motor 1B. Is not driven. However, as in the fourth operation mode, the driving force of the internal combustion engine outboard motor 1A is also transmitted to the power unit 3B of the electric outboard motor 1B, and the electric motor 2B of the power unit 3B is driven to rotate. Thereby, the electric motor 2B operates as a generator and charges the storage battery 302.

(Sixth operation mode)
Referring to FIG. 14, in the sixth operation mode, the engine 2A of the power unit 3A of the internal combustion engine outboard motor 1A is not driven, and only the electric motor 2B of the electric outboard motor 1B is driven. In addition, the second, third, fourth and fifth clutch means CL2, CL3, CL4 and CL5 of the clutch means are turned on, and the first clutch means CL1 is turned off. That is, the control unit 303 turns off the energization of the electromagnetic solenoids of the clutch units CL2, CL4, and CL5, but turns on the energization of the electromagnetic solenoids of the clutch units CL1 and CL3.

  In this sixth operation mode, only the electric outboard motor 1B is operated, but not only the propeller 4B of the propulsion unit 5B of the electric outboard motor 1B but also the propeller 4A of the propulsion unit 5A of the internal combustion engine outboard motor 1A. To drive.

(Seventh operation mode)
Referring to FIG. 15, in the seventh operation mode, the engine 2A of the power unit 3A of the internal combustion engine outboard motor 1A is not driven, and only the electric motor 2B of the electric outboard motor 1B is driven. In the clutch means, the fourth and fifth clutch means CL4 and CL5 are turned on, and the third clutch means CL3 is turned off. That is, the control unit 303 turns off the energization of the electromagnetic solenoids of the clutch units CL3, CL4, and CL5.

  In the seventh operation mode, only the electric outboard motor 1B is operated, the propeller 4A of the propulsion unit 5A of the internal combustion engine outboard motor 1A is not driven, and only the propeller 4B of the propulsion unit 5B of the electric outboard motor 1B is driven. Driven.

  In Table 1 and FIG. 15, the first clutch means CL1 is turned off and the second clutch means CL2 is turned on, but the driving force from the electric motor 2B of the electric outboard motor 1B is the internal combustion engine outboard motor. 1A is not transmitted, and the operation of the first and second clutch means CL1, CL2 is not limited to the mode shown in Table 1 and FIG.

  Next, a specific example in the case where the above-described operation mode is adopted for actual sailing operation of a ship equipped with the coupling device according to the present invention will be described.

  For example, taking a sightseeing ship as an example, when the ship departs from the departure port to the destination, the ship sails at full speed in the first operation mode using the internal combustion engine outboard motor 1A and the electric outboard motor 1B. When sight-seeing the island after arriving at the destination, it is possible to shift to sailing with only the internal combustion engine outboard motor 1A in the second or third operation mode with low power and with reduced storage battery consumption. it can. Thereafter, when performing sightseeing under the sea or fishing at a fishing ground, the internal combustion engine outboard motor 1A is stopped to prevent noise, and the sixth or seventh operation mode using only the electric outboard motor 1B is used. You can sail at. When returning to the port, it is possible to switch to the first operation mode again and navigate at full speed.

  Of course, the operation mode can be variously changed as necessary. For example, when it is required to prevent noise even when a ship leaves the port, it is necessary to prevent noise. The internal combustion engine outboard motor 1A is stopped by the sixth or seventh operation mode, and only the electric outboard motor 1B is used for navigation, and then the internal combustion engine outboard motor 1A and the electric outboard motor 1B are used. It can sail at full speed in one driving mode.

  Furthermore, charging (regeneration) for the storage battery of the electric outboard motor 1B is carried out while adopting the fourth operation mode as necessary, or by adopting the fifth operation mode and stopping the navigation. Can be implemented.

As described above, according to the coupling device 10 of the present invention, the internal combustion engine outboard motor 1A and the electric outboard motor 1B are driven together as desired, or one of the outboard motors is used alone. Or, further, the storage battery of the electric outboard motor 1B can be charged by the prime mover of the internal combustion engine outboard motor 1A. Thus, according to the coupling device 10 of the present invention, the internal combustion engine outboard motor 1A and the electric outboard motor 1B are effectively operated as desired, and the internal combustion engine outboard motor 1A has a long navigable time. And the feature of the electric outboard motor 1B that does not have the problem of exhaust gas (CO ₂ emission reduction), noise, vibration and the like. Further, as understood from the above description, the connecting device of the present invention has a simple structure. Therefore, even if it is an existing internal combustion engine outboard motor or an electric outboard motor, a minimum modification is required. By applying, it can be suitably used for various internal combustion engine outboard motors or electric outboard motors, and can be said to be extremely versatile.

  Furthermore, the coupling device 10 according to the present invention having the above-described configuration can operate the ON / OFF operation of the equipped clutch means by the control means 303 based on the instructions of the ship operator, and is extremely convenient. Further, for example, when the control system is broken, the power is turned off, and all the clutch means are set to the initial state, so that the internal combustion engine outboard motor 1A and the electric outboard The machine 1B can be operated individually, and can be operated alone by the internal combustion engine outboard motor 1A or the electric outboard motor 1B, which has the feature of extremely high safety.

1A Internal combustion engine outboard motor 1B Electric outboard motor 2A Internal combustion engine
2B Electric motor 3A (3B) Power section 4A (4B) Propeller 5A (5B) Propulsion section 10 Connecting device 11A Internal combustion engine drive transmission means 11B Electric motor drive transmission means 13A (13B) Drive path 16A First drive path (first Drive shaft)
16B Fourth drive path (fourth drive shaft)
17A Second drive path (second drive shaft)
17B Fifth drive path (fifth drive shaft)
21A First drive transmission device 21B Second drive transmission device 100 Drive coupling means 103 Third drive path (third drive shaft)
CL1 to CL5 1st to 5th clutch means

Claims (4)

An internal combustion engine outboard motor having a power unit having an internal combustion engine and a propulsion unit having a propeller, and an electric outboard motor having a power unit having an electric motor and a propulsion unit having a propeller are operatively operated. A connecting device for connecting,
A first drive transmission device for transmitting a driving force of the power section of the internal combustion engine outboard motor to the propulsion section of the internal combustion engine outboard motor;
A second drive transmission device for transmitting the driving force of the power section of the electric outboard motor to the propulsion section of the electric outboard motor;
First clutch means provided in a first drive path between the power section of the internal combustion engine outboard motor and the first drive transmission device, the propulsion section of the internal combustion engine outboard motor, and the first Second clutch means provided in a second drive path between the drive transmission device,
Third clutch means provided in a third drive path between the first drive transmission device and the second drive transmission device;
A fourth clutch means provided in a fourth drive path between the power section of the electric outboard motor and the second drive transmission device; the propulsion section of the electric outboard motor; and the second drive transmission. Fifth clutch means provided in a fifth drive path between the apparatus and the device;
Controlling transmission and interruption of driving force by the first, second, third, fourth and fifth clutch means;
(1) Sailing operation by the internal combustion engine outboard motor and the electric outboard motor,
(2) Navigation operation by the internal combustion engine outboard motor or electric outboard motor, and (3) Recharge operation of the storage battery of the electric outboard motor by the internal combustion engine outboard motor,
Control means for enabling
A coupling device for coupling an internal combustion engine outboard motor and an electric outboard motor. (A) The first drive path receives a driving force from the power section of the outboard motor of the internal combustion engine and transmits the driving force to the first bevel gear of the first drive transmission device via the first clutch means. Having a first drive shaft;
The second drive path is disposed on the same axis as the first drive shaft, and a driving force is transmitted from the first bevel gear through second clutch means, and the driving force is transmitted to the internal combustion engine outboard motor. A second drive shaft that is transmitted to the propulsion unit.
(B) The fourth drive path receives a driving force from the power section of the electric outboard motor, and transmits the driving force to the third bevel gear of the second drive transmission device via the fourth clutch means. Has 4 drive shafts,
The fifth drive path is disposed on the same axis as the fourth drive shaft, and a driving force is transmitted from the third bevel gear through the fifth clutch means, and the driving force is transmitted to the electric outboard motor. Having a fifth drive shaft that transmits to the propulsion unit,
(C) a third drive path is a second bevel gear meshing with the first bevel gear of the first drive transmission device and a fourth bevel gear meshing with the third bevel gear of the second drive transmission device. A third drive shaft for driving and connecting the bevel gear via the third clutch means;
The connecting device for connecting the internal combustion engine outboard motor and the electric outboard motor according to claim 1. In the first clutch means, a first female spline member that is slidably coupled to the first drive shaft in the axial direction is moved in the axial direction and driven with respect to the first bevel gear. Perform transmission or drive shut-off,
The second clutch means is configured such that a second female spline member that is slidably coupled to the second drive shaft in the axial direction is moved in the axial direction and driven with respect to the first bevel gear. Perform transmission or drive shut-off,
In the third clutch means, a third female spline member, which is splined in the axial direction with respect to the third drive shaft and movably provided, moves in the axial direction and is driven with respect to the second bevel gear. Perform transmission or drive shut-off,
In the fourth clutch means, a fourth female spline member, which is movably provided by being splined in the axial direction with respect to the fourth drive shaft, moves in the axial direction and is driven with respect to the third bevel gear. Perform transmission or drive shut-off,
In the fifth clutch means, a fifth female spline member that is slidably connected to the fifth drive shaft in the axial direction is moved in the axial direction and driven relative to the third bevel gear. Perform transmission or drive shut-off,
The connecting device for connecting the internal combustion engine outboard motor and the electric outboard motor according to claim 1 or 2.   Each of the first to fifth clutch means has an electromagnetic solenoid for driving the corresponding first to fifth female spline members, and when each of the electromagnetic solenoids is cut off, The internal combustion engine outboard motor and the electric outboard according to any one of claims 1 to 3, wherein the initial position is set and only the third clutch means is set in a state of interrupting drive transmission. Connecting device for connecting the machine.

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