JPS60259594A - Marine propeller - Google Patents

Abstract

PURPOSE:To lighten the whole of a marine propeller and facilitate the handling by diminishing the number of gears constituting advance/retreat switch mechanism smaller, and also by making a power diverging means smaller. CONSTITUTION:The respective components for drive systems are made smaller by diverging the output of the engine into a drive system comprising a first drive shaft 13 and a first propeller shaft 17 and another drive system comprising a second drive shaft 14 and a second propeller shaft 18. This constitution makes the projected shape of the casing 11 containing those components in the cruising direction smaller. As a result, the propelling efficiency is improved. And the whole weight of the external equipment of a ship is lightened and the handling facilitation is iomproved by diminishing the number of gears constituting an advance/retreat switch mechanism to two pieces, a first gear 28 and a second gear 29. And by providing the second gear 29 alone in the space between the first drive shaft 13 and the second drive shaft 14, the distance between the two drive shafts 13 and 14 becomes smaller and as a result, a first transmission gear 15 and a second transmission gear 16 also become smaller. Thus, the weight of the whole of external equipment of the ship is lightened.

Description

[Detailed description of the invention] [Technical field] The present invention relates to a marine vessel propulsion device such as an outboard motor or an inboard/outboard motor.

[Background Art] Conventionally, as shown in U.S. Pat. No. 2.13813,022, two drive shafts are arranged in parallel inside a casing,
The output of the engine can be transmitted to each of the two drive shafts by a power branching means, and each drive shaft is equipped with two propeller shafts that can be connected via a forward/reverse switching mechanism. A marine propulsion device has been proposed that can drive two propellers fixed to a portion protruding from a casing.

According to the above-mentioned marine propulsion system, it is possible to branch the output of the engine to two drive systems and transmit the driving force, thereby reducing the size of each component of the drive system and reducing the size of the casing that houses these components. It becomes possible to reduce the size of the projected shape in the direction of travel and improve propulsion efficiency.

However, in the above-mentioned conventionally proposed marine propulsion systems, each drive shaft is provided with a separate forward/reverse switching mechanism, and therefore, two forward gears and two reverse gears are provided between one drive shaft and the propeller shaft. Along with intervening gears,
Two other forward gears and a reverse gear are also interposed between the other drive shaft and the propeller shaft, which increases the number of gears and increases the overall weight of the marine propulsion device. In addition, in the marine propulsion device described above, either a forward gear or a reverse gear interposed between one drive shaft and the propeller shaft, and the other drive shaft are located in an area sandwiched between the two drive shafts. A power branching means in which a gear, either a forward gear or a reverse gear, is interposed between the propeller shafts, so that the distance between the two drive shafts is large, and the output of the engine is split between the two drive shafts; For example, a pair of transmission gears that mesh with each other while being fixed to each of both drive shafts, or a belt wrapped around a wrap transmission wheel that is fixed to each of both drive shafts, etc., have become larger, and the entire marine propulsion system has become larger. The weight increases. In this way, when the overall weight of the marine propulsion device increases, it becomes difficult to handle the marine propulsion device, which is not appropriate.

[Object of the Invention] The present invention reduces the number of gears that constitute the forward/reverse switching mechanism, and also downsizes the power branching means 9 and 1, thereby reducing the overall weight of the marine propulsion device, and improving the overall weight of the marine vessel propulsion device. The purpose is to improve the handling of the propulsion device.

[Structure of the Invention] In order to achieve the above object, the marine propulsion device according to the present invention includes a casing, a first drive shaft and a second drive shaft that are arranged in parallel inside the casing, and the output of the engine is branched. a first propeller shaft and a second propeller shaft that are bored from the inside of the casing to the outside and are arranged coaxially with each other; and a first propeller shaft. a first propeller fixed to a portion of the shaft protruding from the casing; a second propeller fixed to a portion of the second propeller shaft protruding from the casing; and a first propeller fixed to an end of the first drive shaft.
a pinion; a second pinion fixed to the end of the second drive shaft; a first gear disposed coaxially with the first propeller shaft and the second propeller shaft inside the casing and meshing with the first pinion; A second gear is disposed coaxially with the first propeller shaft and the second propeller shaft inside the casing and meshes with the second pinion so as to rotate in a direction opposite to the first gear; A first clutch body is integrated with one of the two propeller shafts in their rotational direction and is selectively engageable and disengageable with each of the first gear and the second gear; It has a second clutch body that is integrated with the other of the two propeller shafts in their rotational direction and that can be engaged with and disengaged from either the first gear or the second gear,
At least one of the first gear and the second gear is arranged outside an area sandwiched between both drive shafts.

[Detailed Description of the Invention] FIG. 1 is a side view, cut away, of essential parts of an outboard motor to which an embodiment of the present invention is applied.

In FIG. 1, 11 is a casing, and an engine (not shown) is mounted on the upper part of the casing 11, and the output of the engine can be transmitted to a main drive shaft 12 vertically installed inside the casing 11. In addition, casing 11
Inside, there are a first drive shaft 13 and a second drive shaft 14.
are arranged side by side. The upper end of the first drive shaft 13 is
It is directly connected to the lower end of the main drive shaft 12. At the upper ends of the first drive shaft 13 and the second drive shaft 14, there are first
Transmission gear 15 and second transmission gear 16 are fixed. That is, the output of the engine is transmitted to both drive shafts 13, 14 through the meshing of the first transmission gear 15 and the second transmission gear 16.
It is said that it is possible to branch and transmit.

A first propeller shaft 17 and a second propeller shaft 18, which protrude from the inside of the casing 11 to the outside, are coaxially arranged in the lower part of the casing 11. The second propeller shaft 18 has a hollow shape and is attached to an intermediate portion of the outer circumference of the first propeller shaft 17 via a bearing 19A. 19B and 19C are bearings that support the second propeller shaft 18 on the casing 11. A first propeller 22 is fixed to a portion of the first propeller shaft 17 that protrudes from the casing 11 via an inner cylinder 20 and a damper member 21. In addition, the portion of the second propeller shaft 18 that protrudes from the casing 11 includes:
The second propeller 25 via the inner cylinder 23 and the damper member 24
is fixed. Here, the first propeller 22 and the second propeller 25 have opposite torsional directions and can rotate in mutually opposite directions.

A first pinion 26 is fixed to the lower end of the first drive shaft 13 , and a second pinion 27 is fixed to the lower end of the second drive shaft 14 .

A first gear 28 that meshes with a first pinion 26 is freely rotatably mounted on the outer peripheral portion of the end of the first propeller shaft 17 located inside the casing 11 . Also, the first propeller shaft 1 is located in the area sandwiched between the first drive shaft 13 and the second drive shaft 14 inside the casing 11.
7 has a second gear 2 that meshes with the second pinion 27.
9 is attached so that it can rotate freely. The second gear 29 rotates in the opposite direction to the first gear 28.

190.19E is the first propeller shaft 17 and the first gear 28
, the second gear 29 is supported on the casing 11! This is a bearing. Note that the first gear 28 is a forward gear, and the second gear 29 is a forward/reverse gear.

30 is a first clutch body for forward/reverse switching, which is located between the first gear 28 and the second gear 29 and is connected to the first propeller shaft 17.
It is spline-coupled to the outer periphery of and is slidable in the axial direction. At both ends of the first clutch body 30, pawls 31 and 32 are formed that protrude in the axial direction, and the first gear 2
8 and the second gear 29 are also formed with pawls 33.34 that can engage with the pawls 31.32.

Reference numeral 35 denotes a second clutch body for forward setting, which is located on the opposite side of the first clutch body 3o with the second gear 29 interposed therebetween, is spline-coupled to the inner peripheral part of the second propeller shaft 18, and is spline-coupled to the inner peripheral part of the second propeller shaft 18. Sliding is possible. A claw 36 is formed at one end of the second clutch body 35 and projects in the axial direction.
The second gear 29 is also formed with a pawl 37 that can mesh with the pawl 36.

38 is the first propeller 22 inside the first propeller shaft 17
This is a plunger that is inserted from the opposite end face. 1st
At two positions in the axial direction of the propeller shaft 17, elongated holes 39 and 40 are provided.
is formed.

41.42 are pins. 2 in the axial direction of the plunger 38
A hole is formed at the location to allow each of the pins 41, 42 to pass therethrough. That is, the pin 41 passes through one long hole 39 of the first propeller shaft 17 and further passes through the first clutch body 30 to be coupled to the first clutch body 30, and when the plunger 38 moves, the pin 41 1 clutch body 30 is similarly movable. The pin 42 passes through the other elongated hole 40 of the first propeller shaft 17 and is engaged in the axial direction with the second clutch body 35 supported on the back side by the compression spring 43, so that the pin 42 is engaged in the axial direction with the second clutch body 35 which is supported on the back side by the compression spring 43. 35 is similarly movable. This allows the first
Clutch body 30, second clutch body 35, plunger 38
can be moved as a unit. Plunger 38
has one end supported by a compression spring 44 built into the first propeller shaft 17, and the other end abuts against the intermediate body 45. 46 is a shift rod. shift rod 4
6 moves the plunger 38 by sequentially switching forward, neutral, and reverse shift surfaces 47F, 47N, and 47R of the shift cam 47 to abut against the protruding end surface of the intermediate body 45, and the first clutch body 30 can be switched between a forward position, a neutral position, and a reverse position, and the second clutch body 35 can be switched between a forward position and a neutral position.

Next, the operation of the above embodiment will be explained.

When the engine is operating, the engine output is divided into two via the first transmission gear 15 and the second transmission gear 16, drives the first drive shaft 13 and the second drive shaft 14, and drives the first pinion 26 and the first While rotating the gear 28, the second pinion 27 and the second gear 29 are also rotated.

Here, when the shift rod 46 is in the neutral position,
Each of the first clutch body 30 and the second clutch body 35 is set to a neutral position, and the driving force 4p is not transmitted to the first propeller shaft 17 and the second propeller shaft 18.

When the shift rod 46 is in the forward position, the first clutch body 30 and the second clutch body 35 are each set in the forward position, and the pawl 31 of the first clutch body 30 is in the first gear 2.
8 and rotates the first propeller shaft 17 and the first propeller 22 forward, and the second clutch body 3
The pawl 36 of No. 5 meshes with the pawl 37 of the second gear 29 to rotate the second propeller shaft 18 and the second propeller 25 forward. Note that the forward rotation directions of the first propeller shaft 17 and the first propeller 22 and the second propeller shaft 18 and the second propeller 25 are opposite to each other.

When the shift rod 46 is in the reverse position, the first clutch body 30 is set in the reverse position, and the first clutch body 30 is set in the reverse position.
The pawl 32 engages with the pawl 34 of the second gear 29 to rotate the first propeller shaft 17 and the first propeller 22 backward. Note that at this time, the second propeller shaft 18 and the second propeller 25
is not driven.

According to the above embodiment, the output of the engine is transferred to the drive system consisting of the eleventh drive shaft 13 and the first propeller shaft 17, and the second propeller shaft.
It becomes possible to branch out into a drive system consisting of the drive shaft 14 and the second propeller shaft 18, thereby reducing the size of each component of the drive system and the projected shape of the casing 11 containing these components in the cruising direction. It is possible to downsize and improve propulsion efficiency.

Further, by using two gears, the first gear 28 and the second gear 29, that constitute the forward/reverse switching mechanism, it is possible to reduce the overall weight of the outboard motor and improve its handling.

Furthermore, by arranging only one second gear 29 in the area sandwiched between the first drive shaft 13 and the second drive shaft 14, the distance between the two drive shafts 13 and 14 can be reduced, and thereby , the first transmission gear 15 and the second transmission gear 16 can be made smaller, the overall weight of the outboard motor can be reduced, and its handling properties can be improved.

FIG. 2 is a cutaway side view showing the main parts of an outboard motor to which another embodiment of the present invention is applied. This embodiment differs from the embodiment shown in FIG. 1 as follows. It is.

That is, in the embodiment shown in FIG. 2, a wrapped transmission wheel 51 and a wrapped transmission wheel 52, which constitute the power branching means of the present invention, are installed at the upper ends of the first drive shaft 13 and the second drive shaft 14, respectively. By fixing the engine and wrapping the belt 53 around both transmission wheels 51 and 52, the output of the engine is transferred to both drive shafts 13.
．． The data can be transmitted by branching into 14 branches.

In addition, in the embodiment shown in FIG. 2, the second gear 29A
inside the casing 11, the first drive shaft 13
The propeller shaft 17 is attached to the outer peripheral portion of the first propeller shaft 17 located on the opposite side of the first gear 28 with respect to the area sandwiched between the first propeller shaft 14 and the second drive shaft 14 .

Therefore, even in the case of the embodiment according to FIG. 2 above,
By using two gears, the first gear 28 and the second gear 29A, that constitute the forward/reverse switching mechanism, it is possible to reduce the overall weight of the outboard motor and improve its handling.

Furthermore, in the embodiment shown in FIG. 2 above, the first
The distance between the two drive shafts 13, 14 is reduced without providing either the gear 2°8 or the second gear 29A, thereby reducing the size of the winding transmission wheel 51, 52 and the belt 53. This makes it possible to reduce the overall weight of the outboard motor and improve its handling.

[Effects of the Invention] As described above, the marine propulsion device according to the present invention has a casing, a first drive shaft and a second drive shaft arranged in parallel inside the casing, and a first drive shaft that branches the output of the engine. A power branching means for transmitting power to each of the drive shaft and the second drive shaft, a first propeller shaft and a second propeller shaft that are bored from the inside to the outside of the casing and are arranged coaxially with each other, and a casing of the first propeller shaft. The first propeller is fixed to the part protruding from the casing of the second propeller shaft, the second propeller is fixed to the part protruding from the casing of the second propeller shaft, and the second propeller is fixed to the end of the first drive shaft. = Off □, ah, 8 it. 3. ,.

a second pinion arranged coaxially with the first propeller shaft and the second propeller shaft inside the casing and meshing with the first pinion; a second gear that is coaxially arranged and meshes with the second pinion so as to rotate in the opposite direction to the first gear; and a second gear that is integrated with one of the first propeller shaft and the second propeller shaft in the rotation direction thereof inside the casing. a first clutch body which is configured to be selectively engaged with and disengaged from each of a first gear and a second gear;

A second propeller shaft that is integrated with the other of the first propeller shaft and the second propeller shaft in the rotational direction thereof inside the casing, and that is capable of being engaged with and detached from either the first gear or the second gear.
A clutch body is provided, and at least one of the first gear and the second gear is disposed outside an area sandwiched between both drive shafts. Therefore, it is possible to reduce the number of gears that constitute the forward/reverse switching mechanism. Furthermore, by reducing the number of gears disposed in the area sandwiched between both drive shafts, it is possible to reduce the distance between the two drive shafts and downsize the power branching means. According to the present invention, it is possible to reduce the overall weight of a marine vessel propulsion device and improve its handling.

[Brief explanation of drawings]

FIG. 1 is a cutaway side view showing essential parts of an outboard motor to which one embodiment of the present invention is applied, and FIG. 2 is a main part of an outboard motor to which another embodiment of the present invention is applied. FIG. 11...Casing, 13...First drive shaft, 1
4... Second drive shaft, 15... First transmission gear, 1
6... Second transmission gear, 17... First propeller shaft, 1
8... Second propeller shaft, 22... First propeller, 2
5...Second propeller, 26...First pinion, 27
...Second pinion, 28...First gear, 29.29
A...Second gear, 30...First clutch body, 35...
...Second clutch body. Agent Patent Attorney Osamu Shiokawa

Claims (1)

[Claims] (1) A casing, a first drive shaft and a second drive shaft arranged in parallel inside the casing, and a power branching means for branching the output of the engine and transmitting it to the first drive shaft and the second drive shaft, respectively. , a first propeller shaft and a second propeller shaft that are bored from the inside to the outside of the casing and are arranged coaxially with each other; a first propeller that is fixed to a portion of the first propeller shaft that protrudes from the casing; a second propeller fixed to a portion of the propeller shaft protruding from the casing; a first pinion fixed to the end of the first drive shaft; and a second pinion fixed to the end of the second drive shaft; a first gear disposed coaxially with the first propeller shaft and the second propeller shaft inside the casing and meshing with the first pinion; a second gear that meshes with the second pinion so as to rotate in a direction opposite to that of the first propeller shaft; A first clutch body that can be selectively engaged and disengaged from each of the second gears; a first clutch body that is integrated with the other of the first propeller shaft and the second propeller shaft in the rotation direction thereof inside the casing; a second clutch body that can be engaged with or disengaged from either one of the second gears, and at least one of the first gear and the second gear is arranged outside an area sandwiched between both drive shafts. Ship propulsion machine.