JP6435985B2 - Outboard motor - Google Patents

Description

  The present invention relates to an outboard motor having an improved layout of a regulator (regulator rectifier) that adjusts electric power generated by a generator.

  In the outboard motor 100 described in Patent Document 1 shown in FIG. 7, a fuel tank 104 is disposed together with the engine 101 in an engine chamber 103 formed by the engine cover 102. In such an outboard motor 100, a fuel line 107 including a fuel pump 105, a fuel filter 106, and the like guides the fuel in the fuel tank 104 to the fuel injector 108. Further, the throttle body 109 sucks air in the engine chamber 103, and this air is supplied to the engine 101 as an air-fuel mixture together with fuel injected from the fuel ejector 108.

  On the other hand, the generator 110 is driven by the rotation of the crankshaft 111 of the engine 101 to generate electric power. The generated electric power is adjusted by a regulator 112 and supplied to electrical components such as an ignition coil, and then surplus electric power is supplied. However, the battery installed in the hull is supplied and charged via a power cable (both not shown).

JP 2006-291770 A

  Incidentally, the regulator 112 is a heating element and is disposed in the vicinity of the fuel line 107 and the throttle body 109. For this reason, the fuel in the fuel line 107 is heated by the regulator 112 and vapor lock is likely to occur, and there is a possibility that the fuel is difficult to be supplied from the fuel line 107 to the fuel injector 108. Further, the air sucked by the throttle body 109 may be heated by the regulator 112, and the output of the engine 101 may be reduced. Furthermore, since the regulator 112 is disposed at the rear part of the engine compartment 103, the power cable connecting the battery installed in the hull and the regulator 112 becomes long.

  The object of the present invention has been made in consideration of the above-described circumstances, and prevents vapor lock in the fuel line to satisfactorily supply fuel to the engine and suppresses an increase in the intake air temperature to the engine. The object is to provide an outboard motor capable of improving engine output.

In the outboard motor according to the present invention, an engine has a crankshaft disposed in a vertical direction in an engine compartment formed by being covered with an engine cover, and a crank chamber for housing the crankshaft is disposed in front of the engine compartment. And an air-fuel mixture supply device for supplying a mixture of fuel and air to the combustion chamber is provided on the left and right sides of the engine. A fuel line that is disposed on one side of the direction and guides fuel to the air-fuel mixture supply device from the front part to the rear part of the engine chamber on the other side part of the engine opposite to the one side part in the left-right direction. A regulator that adjusts the electric power generated by a generator that rotates along with the crankshaft is spaced apart in the front-rear direction with respect to the air-fuel mixture supply device. Positioned on the front of the chamber, and with respect to the said fuel line is arranged positioned in the left-right direction opposite sides of the crankshaft, and a ventilation fan which is driven by the crankshaft is provided at an upper part of the engine A fan cover that covers the ventilation fan and includes an air inlet and an air outlet, and a ventilation duct that connects the air outlet of the fan cover and an exhaust port provided in the engine cover. A duct is arranged between the fuel line and the regulator .

  According to the present invention, since the regulator, which is a heating element, is arranged apart from the air-fuel mixture supply device and the fuel line, the air-fuel mixture supply device uses the low temperature air (intake air) as the air-fuel mixture to burn the engine Since the fuel can be supplied to the chamber, the engine output can be improved. In addition, since the fuel is not heated by the regulator in the fuel line, the vapor lock is suppressed, and the fuel can be satisfactorily supplied to the air-fuel mixture supply device and thus to the engine combustion chamber .

The left view which shows one Embodiment of the outboard motor which concerns on this invention. The top view which removes an upper cover and shows the engine etc. in the outboard motor of FIG. The left view which shows the engine etc. of FIG.1 and FIG.2. FIG. 4 is an IV perspective view of FIG. 3. The right view which shows the engine etc. of FIG.1 and FIG.2. Sectional drawing which follows the VI-VI line of FIG. Sectional drawing which shows the engine etc. in the conventional outboard motor.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is a left side view showing an embodiment of an outboard motor according to the present invention. The outboard motor 10 shown in FIG. 1 includes an engine holder 16, and a vertical engine 11 is mounted on the engine holder 16. A drive shaft housing 12 is integrally extended downward from the engine holder 16, and a gear case 13 is installed at the lower end of the drive shaft housing 12. The engine 11 and the engine holder 16 are disposed in an engine chamber 15 formed by being covered with an engine cover 14. The engine cover 14 includes a lower cover 14A attached to the engine holder 16 and an upper cover 14B provided detachably on the lower cover 14A.

  The engine 11 is a vertical type (vertical type) in which a crankshaft 17 (FIG. 6) is provided in the vertical direction, and a drive shaft 18 connected to the crankshaft 17 extends in the drive shaft housing 12 in the vertical direction. . The drive shaft 18 is connected to a propeller shaft 19 disposed in a horizontal direction in the gear case 13 via a shift mechanism 20, and a propeller 21 is attached to the rear end portion of the propeller shaft 19 so as to be integrally rotated. The driving force of the engine 11 is transmitted from the crankshaft 17 to the propeller shaft 19 via the drive shaft 18 and the shift mechanism 20, and the propeller 21 is rotated forward or reverse by the action of the shift mechanism 20 to advance the hull 25 (described later). Or reverse.

  The upper half of the drive shaft housing 12 is supported by a swivel bracket 22 provided in the periphery so as to be rotatable in the horizontal direction. The swivel bracket 22 is rotatable in the vertical direction with respect to the clamp bracket 24 via the swivel shaft 23. The clamp bracket 24 grips the transom 25A of the hull 25. Since the swivel bracket 22 is provided so as to be rotatable in the vertical direction with respect to the clamp bracket 24, the outboard motor 10 is provided so as to be able to perform a trim and tilt operation in the vertical direction with respect to the hull 25. Further, since the drive shaft housing 12 is provided so as to be rotatable in the horizontal direction with respect to the swivel bracket 22, the outboard motor 10 is provided so as to be steerable in the horizontal direction.

  When the outboard motor 10 is steered, the steering handle 26 is used. The steering handle 26 is pivotally supported by the engine holder 16 so as to be rotatable in the vertical direction, and a throttle grip 26A for adjusting the output of the engine 11 is provided at the tip of the steering handle 26.

  As shown in FIG. 6, the engine 11 is a four-cycle single cylinder engine, and includes an upper engine case 27 and a lower engine case 28 that can be divided into upper and lower parts, and a cylinder head 29. The upper engine case 27 is formed with a crank chamber 37 at the front and a cylinder 31 at the rear. The crank chamber 30 accommodates the crankshaft 17 and is positioned in front of the engine chamber 15. The cylinder 31 extends in the horizontal direction and is positioned behind the engine chamber 15 together with a combustion chamber 36 described later. A piston 32 is slidably disposed in the cylinder 31 and is connected to the crankshaft 17 via a connecting rod 33 so that the reciprocating motion of the piston 32 is converted into the rotational motion of the crankshaft 17. .

  An oil pan 34 and an exhaust passage 35 are formed in the lower engine case 28. The cylinder head 29 is formed with a combustion chamber 36 aligned with the cylinder 31, an intake port 37 and an exhaust port 38 communicating with the combustion chamber 36, and a valve operating device (not shown). An intake valve and an exhaust valve (not shown) of the valve operating device open and close the intake port 37 and the exhaust port 38, respectively. The exhaust port 38 communicates with the exhaust passage 35 of the lower engine case 28.

  The intake port 37 communicates with a carburetor (vaporizer) 40 shown in FIG. 3 as an air-fuel mixture supply device. The carburetor 40 includes an intake port 40A. The carburetor 40 generates an air-fuel mixture from air (intake air) in the engine chamber 15 taken from the air intake port 40A and fuel guided from a fuel line 45 (described later). 11 combustion chambers 36. As shown in FIGS. 2 and 3, the carburetor 40 is disposed along with the intake port 40A on the one side portion in the left-right direction of the engine 11 in the engine chamber 15, on the left side portion in this embodiment.

  As shown in FIGS. 3 to 5, the fuel line 45 is provided with a fuel connector 46 that can be connected to an external fuel tank (not shown) installed in the hull 25 via a first fuel pipe 41, and a fuel filter 47. The second fuel pipe 42 is connected to the fuel pump 48, and the fuel pump 48 is further connected to the carburetor 40 via the third fuel pipe 43 to constitute a main line. . Another line of the fuel line 45 includes a fourth fuel pipe 44 that connects a fuel tank 50 and a carburetor 40 described later.

  The main line including the fuel pump 48 and the like in the fuel line 45 is the other side of the engine 15 in which the carburetor 40 is disposed, from the front side to the rear side of the engine 11 in the engine chamber 15. Part, which is arranged along the right side part in this embodiment. The fuel flows in the main line of the fuel line 45 as shown by an arrow A in FIG. Further, the other lines including the fourth fuel pipe 44 in the fuel line 45 are disposed in the rear part in the engine compartment 15.

  As shown in FIGS. 5 and 6, the fuel tank 50 is disposed in the upper rear portion of the engine chamber 15 and above the cylinder 31 in the engine 11 and the cylinder head 29 including the combustion chamber 36. The fuel from the fuel tank 50 and the fuel from the external fuel tank installed in the hull 25 are alternatively guided to the carburetor 40.

  As shown in FIG. 6, a flywheel magneto 51 is attached to the upper end of the crankshaft 17, which is the upper part of the engine 11, and the ventilation fan 52 is fixed to the upper surface of the flywheel magneto 51. Above the ventilation fan 52, a recoil starter pulley 53 is provided integrally with the flywheel magneto 51 so as to rotate. The flywheel magneto 51, the ventilation fan 52, and the recoil starter pulley 53 are covered with a fan cover 54. An air inflow port 55 is formed on the top surface of the fan cover 54, and an air outflow port 56 is formed on the front lower portion of the fan cover 54.

  As shown in FIGS. 2 and 6, an outside air introduction port 57 for introducing outside air into the engine chamber 15 is formed in the lower rear portion of the lower cover 14 </ b> A and below the fuel tank 50. Further, an exhaust port 58 for discharging the air in the engine compartment 15 to the outside of the outboard motor 10 is formed in the lower front portion of the lower cover 14A. The exhaust port 58 of the lower cover 14 </ b> A and the air outlet 56 of the fan cover 54 are connected by a ventilation duct 59 disposed in the front part of the engine room 15.

  When the ventilation fan 52 is driven by the rotation of the crankshaft 17, the outside air is introduced into the engine chamber 15 from the outside air introduction port 57 of the lower cover 14A as shown by an arrow C in FIG. The outside air introduced into the engine chamber 15 passes through the periphery of the fuel tank 50 and flows into the fan cover 54 from the air inlet 55 of the fan cover 54, and cools the cylinder head 29 to increase the temperature. It flows into the fan cover 54 through a gap (not shown) between the cover 54 and the upper engine case 27. The air flowing into the fan cover 54 cools the surroundings of the generator 60 including the flywheel magneto 51 and further rises in temperature, passes through the air outlet 56 and the ventilation duct 59 of the fan cover 54, and then the exhaust port of the lower cover 14. 58 is discharged out of the outboard motor 10.

  By the way, the generator 60 provided with the flywheel magneto 51 generates power when the flywheel magneto 51 rotates integrally with the crankshaft 17, and the generated power is generated by a regulator (regulator shown in FIGS. 3 to 5. The rectifier 61 rectifies the alternating current into a direct current, and the voltage is stabilized and adjusted to a predetermined voltage (for example, 12 V). The electric power adjusted by the regulator 61 is supplied to an electrical component such as an ignition coil (not shown), and then the surplus electric power is charged into the battery 63 installed in the hull 25 via the power cable 62 (FIG. 1).

  The regulator 61 described above is a heating element. Therefore, as shown in FIG. 3, the carburetor 60 and other lines including the fourth fuel line 44 in the fuel line 45 are separated from each other in the longitudinal direction of the engine 11. As shown in FIG. 4, the main line including the fuel pump 48 of the fuel line 45 is positioned so as to be spaced apart on the opposite side in the left-right direction across the crankshaft 17. . Further, a plurality of heat dissipating fins 64 extending in the vertical direction are formed on the outer surface of the regulator 61 so as to improve the heat dissipating efficiency by the air rising in the engine compartment 15.

With the configuration as described above, the following effects (1) to (4) are achieved according to the present embodiment.
(1) As shown in FIG. 3 to FIG. 5, the regulator 61 that is a heating element is disposed away from the carburetor 40 and the fuel line 45, so the carburetor 40 mixes low-temperature air (intake air). Since the fuel can be supplied to the combustion chamber 36 of the engine 11 as a gas, the engine output can be improved. Further, since the fuel is not heated by the regulator 61, the vapor lock is suppressed, and the carburetor 40, and consequently the combustion of the engine 11 is combusted. The fuel can be supplied to the chamber 36 satisfactorily. Furthermore, since the increase in the fuel temperature in the fuel line 45 is prevented, it is possible to avoid the situation in which the fuel vapor increases due to the increase in the fuel temperature and causes air pollution.

  (2) As shown in FIG. 4, the ventilation duct 59 is disposed between the main line including the fuel pump 48 and the like in the fuel line 45 and the regulator 61. Can be shielded. As a result, it is possible to further prevent the fuel temperature from increasing in the main lines of the fuel line 45 and to reduce the heat shielding measures in the fuel line 45.

  (3) As shown in FIG. 6, the regulator 61 is disposed at the front of the engine compartment 15 and the fuel tank 50 is disposed at the rear upper portion. Therefore, the fuel in the fuel tank 50 is heated by the regulator 61 that is a heating element. And the generation of fuel vapor in the fuel tank 50 can be suppressed. Further, since the outside air introduction port 57 is formed below the fuel tank 50 in the lower cover 14A, the fuel tank 50 can be cooled by the outside air introduced from the outside air introduction port 57. Therefore, the fuel temperature in the fuel tank 50 can be reduced. Can be further prevented.

  (4) As shown in FIG. 1, since the regulator 61 is disposed in the front part of the engine compartment 15, the distance between the battery 63 installed in the hull 25 and the regulator 61 approaches, and the battery 63 and regulator The power cable 62 for connecting to the power supply 61 can be shortened.

  As mentioned above, although embodiment of this invention was described, this embodiment is shown as an example and is not intending limiting the range of invention. This embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention.

  For example, the air-fuel mixture supply device for supplying the air-fuel mixture to the combustion chamber 36 of the engine 11 is not limited to the carburetor 40, and may be a fuel injector and a throttle body (not shown). The amount of air to the combustion chamber 36 is adjusted by opening and closing the throttle valve provided in the throttle body, and the amount of fuel introduced to the combustion chamber 36 is adjusted by injection control of the fuel injector.

DESCRIPTION OF SYMBOLS 10 Outboard motor 11 Engine 14 Engine cover 14A Lower cover 15 Engine chamber 30 Crank chamber 31 Cylinder 36 Combustion chamber 40 Carburetor (mixture supply device)
45 Fuel line 46 Fuel connector 47 Fuel filter 48 Fuel pump 50 Fuel tank 51 Flywheel magneto 52 Ventilation fan 54 Fan cover 55 Air inlet 56 Air outlet 57 Outside air inlet 58 Air outlet 59 Ventilation duct 60 Generator 61 Regulator 63 Battery

Claims (3)

The engine has a crankshaft arranged in a vertical direction in an engine chamber covered with an engine cover, and the crank chamber for accommodating the crankshaft is positioned in front of the engine chamber, and the cylinder and the combustion chamber are horizontally disposed. In an outboard motor that is positioned behind the engine compartment in a direction,
An air-fuel mixture supply device for supplying an air-fuel mixture to the combustion chamber is disposed on one side of the engine in the left-right direction;
A fuel line that guides fuel to the air-fuel mixture supply device is disposed from the front to the rear of the engine chamber along the other side opposite to the one side in the left-right direction of the engine,
A regulator that adjusts the electric power generated by the generator that rotates integrally with the crankshaft is positioned at the front of the engine chamber that is spaced in the front-rear direction with respect to the air-fuel mixture supply device, and is connected to the fuel line. Is positioned on the opposite side in the left-right direction across the crankshaft ,
A ventilation fan provided at an upper portion of the engine and driven by the crankshaft; a fan cover that covers the ventilation fan and includes an air inlet and an air outlet; and the air outlet of the fan cover and the engine cover An outboard motor comprising: a ventilation duct that connects an exhaust port provided; and the ventilation duct is disposed between the fuel line and the regulator . A fuel tank is disposed above the engine cylinder and combustion chamber at the rear upper part of the engine chamber, and an outside air inlet for introducing outside air into the engine chamber is provided at the lower rear part of the engine cover and below the fuel tank. The outboard motor according to claim 1 , wherein the outboard motor is provided. 3. The outboard motor according to claim 1, wherein the air-fuel mixture supply device is a carburetor, or a fuel injector that injects fuel and a throttle body that includes a throttle valve. 4.

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