JPH0729039Y2 - Oil tester for inboard and outboard motors - Google Patents

Description

[Detailed description of the device]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an oil detection device for an inboard / outboard motor, and more specifically, an engine and an upper half of a drive unit connected to the engine are installed in a ship, and a lower half of the drive unit is opened from an opening of a ship bottom. The present invention relates to an oil detecting device for inspecting or replenishing lubricating oil inside a drive unit in a ship of a type that is projected into water.

[0002]

2. Description of the Related Art In a general mechanical device, a structure using an oil detecting rod has been widely adopted as an oil detecting device. However, the above-mentioned type of ship does not employ a dipstick type dipstick detection device, but only has a drain plug provided at the lower end of the outdrive unit. The reason is that, as described in, for example, Japanese Patent Laid-Open No. 58-53598, a conventional outdrive unit has an engine cooling water pump arranged therein. The cooling water pump is driven by a drive shaft inside the drive unit, and largely extends around the drive shaft. Therefore, there is no space left around the cooling water pump to pass the dipstick.

[0003]

In the above structure, in order to perform the oil detection work, the ship is mounted on the boat, that is, pulled up to the land and placed on an appropriate mount, and the drain plug is removed from below the drive unit to perform the oil detection work. Need to do. Therefore, there is a problem that the time and labor required for the work are very large, and because of this, a predetermined oil test operation cannot be performed, and the performance and durability of the drive unit may be reduced. The present invention aims to provide a structure that solves the above problems.

[0004]

In order to achieve the above object, the present invention installs a drive unit on the bottom of a ship, projects the lower half of the drive unit into the water through an opening in the bottom of the ship, and vertically moves a drive shaft inside the drive unit. The drive unit is installed in a position where it extends to the drive unit, and the case wall of the drive unit has an oil detection hole that connects the lubricating oil reservoir inside the drive unit to the space inside the ship. The engine that drives the engine is fixed to the upper end of the drive unit, and the engine cooling water pump is attached to the engine.

[0005]

According to the above structure, the oil detecting work can be performed by extracting the oil detecting rod from the inside of the ship, and the oil can be supplemented and extracted from the inside of the ship through the oil detecting hole.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG. 1 which is a schematic cross-sectional view, an engine 2 and an upper half portion (upper unit 4) of an engine 2 and an outdrive unit 3 are arranged on the inside of a ship, that is, on an upper side of a ship bottom 1, and a lower half portion of the outdrive unit 3 is arranged. The (lower unit 5) projects downward through an opening 6 provided in the ship bottom 1.

The engine 2 is installed with a crankshaft 10 (only the center line is shown) extending substantially vertically, and the Siridan head 11 and the camshaft 12 are located at the rear end of the engine 2 in the longitudinal direction of the hull. ing. The drive shaft 15 of the outdrive unit 3 is connected to the lower end of the crankshaft 10, and extends inside the outdrive unit 3 concentrically with the crankshaft 10 to the lower end thereof.
The lower end of the drive shaft 15 is connected to the front end of a propeller shaft 17 via a forward / reverse switching mechanism 16. Forward / reverse switching mechanism 1
6 is composed of an assembly of a dog clutch and a bevel gear. The propeller shaft 17 extends in the longitudinal direction of the hull, and a propeller 18 is attached to the rear end of the propeller shaft 17.

The FRP is attached to the bottom 1 around the opening 6.
An engine stand 20 made of steel is installed. An engine leg 23 (only the front engine mount is shown) is provided on the front portion (left portion in FIG. 1) and the rear portion of the engine base 20 with a bracket 21 and a vibration isolator 2.
It is fixed through 2. The front engine leg 23 is formed integrally with the case 25 of the upper unit 4. Although not shown, the rear engine mount is attached to the cylinder block 26 or the like of the engine 2.

The case 25 has an upper end fixed to a cylinder block 26. The case 25 also serves as an oil pan of the engine 2, and a wide cavity for forming an oil sump 27 is provided in a position behind the front engine leg 23 at a position avoiding the drive shaft 15. .

The case 30 of the lower unit 5 is fixed to the lower surface of the case 25. An oil sump 31 is formed inside the case 30, and oil for lubricating the forward / reverse switching mechanism 16 is accumulated in the oil sump 31 in the range between the maximum level L1 and the minimum level L2. The oil sump 31 is formed over substantially the entire height of the case 30. However, a water chamber 32 is formed inside the rear upper half of the case 30. The water chamber 32 forms an engine cooling water intake chamber, and the lower portion thereof is a case 30.
It communicates with the outside through a water inlet 34 formed in the.

A shift rod 35 extends vertically in the oil sump 31 in front of the drive shaft 15. The shift rod 35 is for operating the forward / reverse switching mechanism 16, has a lower end connected to the forward / reverse switching mechanism 16, and an upper end outside the case 25 and the cylinder block 26.
It extends to near the lower side and is connected to the operating mechanism.

The upper wall 40 and the upper wall of the lower case 30
The lower wall 41 of the case 25 is provided with holes 42 and 43 for allowing the shift rod 35 to pass therethrough, and an oil stick 45 is attached using the holes 42 and 43. An intermediate portion of the oil detecting rod 45 passes through the lower portion of the hole 43 and the hole 42, and a lower half portion 46 is adjacent to the shift rod 35 and extends in parallel therewith. The lower end of the dipstick 45 has a predetermined minimum oil level L2.
It is almost the same height as. The upper half portion 47 of the dipstick 45 extends from the upper end of the lower half portion 46, that is, from the vicinity of the shift rod 35, to the right front side of the hull (the left side of the paper surface of FIG. 1 and the rear surface side) with an inclination.

FIG. 2 is an enlarged vertical cross-sectional view including the center of the inclined upper half portion 47 of the dipstick 45. In FIG. 2, the oil test stick 4
In order to mount 5 as described above, the lower wall 41 is provided with an oil detection hole 50 concentrically with the upper half portion 47 of the oil detection rod 45. The lower end of the oil detection hole 50 communicates with the lower portion of the hole 43, and the upper end thereof is located on the right front side (left side in FIG. 2) with respect to the upper end opening of the hole 43. A dipstick guide 51 is fitted and fixed in the upper half of the diphole 50. Upper half 47 of oil test stick 45
A cylindrical rubber 52 is attached to an intermediate portion of the oil-proof rod guide 51 by elastically fitting the cylindrical rubber 52 to the oil-reading rod guide 51 in the state shown in the drawing. It is detachably fixed.

Further, as apparent from FIG. 2, the ship bottom 1
(FIG. 1) and the opening 6 between the engine base 20 and the outdrive unit 3 is a relatively flexible seal 55 having a double structure,
It is closed by 56. The lower seal 55 is a relatively thick diaphragm seal, and the inner peripheral portion 57 and the outer peripheral portion 58 thereof have a shape protruding upward over the entire circumference. The upper seal 56 is a relatively thin diaphragm seal and has a substantially uniform thickness.

The inner periphery 57 of the lower seal 55 is a case 30.
It is sandwiched between the upper wall 40 and the lower wall 41 of the case 25 in a seal state. The inner peripheral portion of the upper seal 56 extends upward in a tubular shape, and the inner peripheral surface is sealed to the outer peripheral surface of the case 25 by a tightening band 60 attached to the cylindrical inner peripheral portion.
It has been fixed in the state of. Also, in order to enhance the sealing property,
An annular projection 6 is formed on the inner peripheral surface of the cylindrical inner peripheral portion of the upper seal 56.
1 is integrally provided, and the protrusion 61 is fitted in the annular groove on the outer periphery of the case 25.

The outer peripheral portions of the lower seal 55 and the upper seal 56 are attached to the inner peripheral portion of the upper end of the engine base 20 in a stacked state as described below. An annular recess 65 (notch step) is provided in the inner periphery of the upper end of the engine base 20, and the outer peripheral surface and the lower surface of the outer peripheral portion 58 are seated on the inner peripheral surface and the upper surface of the recess 65. The outer periphery of the upper seal 56 is the lower seal 55.
It is seated on the upper surface of the raised outer peripheral portion 58 and on the inner peripheral surface extending downward from the inner peripheral surface of the upper surface. On the upper surface of the engine stand 20,
An annular fixing plate 6 is provided outside the recess 65 in the radial direction.
6 is fixed by a bolt 67. The fixing plate 66 has a portion 68 that is in close contact with the upper surface of the outer peripheral portion of the upper seal 56.
And a portion 69 extending downward from the inner periphery of the portion 68 along the inner peripheral surface of the raised portion of the outer peripheral portion 58. The portion 68 presses the outer peripheral portion 58 of the lower seal 55 against the upper surface of the recess 65 via the upper seal 56, and the portion 69 presses the outer peripheral surface of the outer peripheral portion 58 via the upper seal 56 into the recess 65. Is pressed outwardly in the radial direction on the inner peripheral surface of the. As a result, the outer peripheral portions of both seals 55 and 56 are fixed to the engine base 20 in a sealed state in a close contact state. In addition, the recess 65 has a seal.
By installing the seals 55 and 56, the seals 55 and 56
The outer peripheral portion, the fixing plate 66, and the bolt 67 are prevented from largely protruding above the engine base 20.

In the structure shown in the figure, the inner peripheral portion 57 and the outer peripheral portion 58 of the lower seal 55 are at substantially the same height, and the radial middle portion is bent upward. The upper seal 56 is apart from the lower seal 55 except for the outer peripheral portion.

In FIG. 1, the following measures are taken in order to attach the dipstick 45 as described above. That is, when an engine cooling water pump is provided in the middle of the drive shaft 15 as in the conventional general structure, the pump largely projects around the drive shaft 15. Therefore, the cooling water pump interferes with the installation of the dipstick 45. On the other hand, in the illustrated structure, the cooling water pump 7
Reference numeral 0 is attached to the cam shaft 12 of the engine 2 as described later, and only the bearing 71 is provided around the drive shaft 15. Therefore, a wide space remains around the drive shaft 15, and the oil dip stick 45 can be attached.

The cooling water pump 70 is a lubricating oil pump 72.
It is connected to the camshaft 12 via. Cooling water pump 7
0 and the lubricating oil pump 72 have a common pump shaft 73, which extends in the vertical direction, and the upper end is connected to the cam shaft 12 via a joint 74. The rotor for the lubricating oil pump 72 is fixed to the upper portion of the pump shaft 73, and the rotor for the cooling water pump 70 is provided.
The pump or other rotating element is fixed to the lower portion of the pump shaft 73. The casing 75 of the cooling water pump 70 and the lubricating oil pump 72 is also constructed by a common assembly, and is fixed to the lower end surface of the silidan head 11 with bolts.

Although not shown, the lubricating oil inlet passage and the outlet passage of the lubricating oil pump 72 are provided inside the cylinder head 11. The lubricating oil inlet passage is connected to the inlet pipe 76 via a passage inside the engine 2. The inlet pipe 76 enters the oil sump 27.

An outlet 80 and an inlet 81 of the cooling water pump 70 are provided at an intermediate portion in the vertical direction of the case 75. The outlet 80 is connected to the cooling water jacket inlet of the engine 2 via a hose. The inlet 81 is connected to the passage 83 via a hose 82. The passage 83 is provided in the wall thickness of the case 25, the outlet is opened to the outer surface of the case 25, and the hose 82 is connected to the outlet. Entrance 8 of passage 83
4 is formed by a concave portion provided on the lower surface of the rear portion of the lower wall 41 of the case 25. The inlet 84 is connected to the water chamber 32 through a passage hole 85 provided in the upper wall 40 of the case 30. Therefore, the cooling water is taken into the water chamber 32 from the water inlet 34, and is supplied from the water chamber 32 to the cooling water pump 70 through the passage hole 85, the passage 83, and the hose 82.

Further, in the structure shown in the figure, the following ideas have been made for cooling water. In FIG. 3, which is a schematic sectional view, the outlet of the cooling water jacket 90 of the engine 2 is provided with a mixing elbow 9 for mixing the used cooling water with the exhaust gas.
It is connected to the exhaust pipe 92 through 1. The exhaust pipe 92 is
A water lock 93, which is a kind of water reservoir, is provided on the way, and an outlet 94 is open to the outside of the ship. The engine 2, the exhaust pipe 92, and the water lock 93 are all located at a position lower than the drinking water D, except for the outlet 94 and the vicinity thereof.

The cooling water jacket 90 is also connected to the inlet of the bypass passage 95. The bypass passage 95 passes through a position higher than the drinking water D, and its outlet is connected to the exhaust pipe 92 in front of the water lock 93. A vacuum valve 96 is provided at the top of the bypass passage 95. The vacuum valve 96 is closed during engine operation (during discharge of cooling water), and opens the bypass passage 95 to the atmosphere when the engine is stopped. Such a bypass passage 9
5 and the vacuum valve 96 are already known techniques,
It is provided to discharge the cooling water from the cooling water jacket 90 as much as possible when the engine is stopped. However, since the engine 2 is located below the drinking water D, even if the exhaust pipe 92 and the water lock 93 are provided, it is impossible to completely discharge the cooling water from the cooling water jacket 90. It is inevitable that the cooling water remains at 90. Such residual cooling water may freeze and cause damage to the engine. Further, when seawater flows back from the outlet 94 side to the exhaust pipe 92 due to waves on the sea, the residual cooling water is pushed back into the backflowing water. This causes seawater to flow into the exhaust passage.

Therefore, when the engine is stopped, it is preferable to completely discharge the cooling water in the cooling water jacket 90. Therefore, in the structure shown in the figure, the hose 82 (or other passage portion) is opened and closed midway. A cock 97 is provided, and a water drain cock 98 is provided on the cooling water pump 70. In this structure, the cooling water in the cooling water jacket 90 is coupled with the fact that the vacuum valve 96 is opened by closing the cock 97 and opening the water draining cock 98 after the engine is stopped. It is completely discharged from the water drain cock 98 through the pump 70.

[0025]

As described above, according to the present invention, since the oil detecting rod 45 for the outdrive unit 3 is mounted in a position projecting into the ship, the ship is not overloaded and remains in the berthed state, that is, it is extremely easy. In addition, the lubricating oil can be inspected, and, of course, it is also possible to use the mounting hole (oil detecting hole) of the oil detecting rod 45 for oil supplementing and draining.

[Brief description of drawings]

FIG. 1 is a schematic cross-sectional view of an inboard-outboard motor adopting the present invention.

FIG. 2 is an enlarged partial cross-sectional view showing an oil detector.

FIG. 3 is a schematic sectional view showing a cooling water path.

[Explanation of symbols]

 1 Ship Bottom 2 Engine 3 Drive Unit 4 Upper Unit 5 Lower Unit 6 Opening 15 Drive Shaft 31 Lubricating Oil Reservoir 45 Oil Detecting Rod 50 Oil Detecting Hole 70 Cooling Water Pump

Claims (1)

[Scope of utility model registration request] 1. A drive unit is installed on the bottom of a ship, the lower half of the drive unit is projected into the water from the opening of the bottom of the ship, the drive shaft is arranged inside the drive unit in a posture extending vertically, and the drive unit is mounted on the case wall of the drive unit. An oil detection hole that connects the lubricating oil reservoir inside the ship and the space inside the ship is formed, an oil detection rod is detachably attached to the oil detection hole, the engine that drives the drive shaft is fixed to the upper end of the drive unit, and the engine cooling water An oil detection device for inboard and outboard motors, characterized by having a pump attached to the engine.