JPS6225434Y2 - - Google Patents

Description

[Detailed explanation of the invention] This invention is a marine propulsion system suitable for use in small vessels such as pleasure ports such as yachts and motor boats. A case part that is separate from the main body of the transmission case and is fixed to the transmission case body, and is equipped with a protruding propeller shaft and is attached to the output end side of the transmission case mounted on the outer surface of the reverse clutch case. A case portion is provided, and the case portion supports a transmission shaft arranged concentrically with the propeller shaft and fixedly connected to the propeller shaft, and the output shaft of the reversing clutch and the transmission shaft are connected within the transmission case. , a first spur gear fitted onto the clutch output shaft, and a second spur gear provided on the transmission shaft, the second spur gear interlockingly connected to the transmission shaft by a constant velocity universal joint installed therein. The present invention relates to a marine propulsion device configured to mesh with each other and connect in an interlocking manner.

The marine propulsion device having the above structure was developed by the applicant of the present application and is known from Japanese Patent Laid-Open No. 51698/1983. In the marine propulsion system configured as described above, the output end of the reversing clutch is directed toward the bow of the ship, the propulsion force transmission direction is bent in a V-shape within the transmission case, and the propulsion force is transmitted to the propeller shaft tilting rearward and downward. When transmission is to be carried out, it is a V-drive type, in which the output end of the reversing clutch is directed toward the stern, and the direction of propulsion transmission is bent diagonally within the transmission case, tilting backwards and downwards. When transmitting propulsive force to the propeller shaft, an angle drive type is used.

In the marine propulsion system having the above configuration, the conventional V-drive type and angle drive type marine propulsion systems use a pair of mutually meshed bevel gears as a means for bending the propulsion force transmission direction in a V-shape or obliquely. However, the bevel gear was difficult to manufacture and processed, resulting in high surface preparation costs.However, the constant velocity universal joint, which is widely used and provided at low cost, can reduce bending in the direction of propulsion transmission. Since this makes it possible to use spur gears, manufacturing costs can be greatly reduced. When the transmission shaft to which the propeller shaft is fixedly connected is provided with a separate case part in the transmission case on the outer surface of the reversing clutch case as described above, and the transmission shaft is supported by the separate case part. The separate case portion can be fixed to the transmission case main body after adjusting its inclination angle, thereby making it possible to easily adjust the angle of the transmission shaft and the propeller shaft connected thereto.

By the way, when assembling such a marine propulsion device, conventionally, the transmission case as described above is mounted on the outer surface of the reversing clutch case, and the transmission shaft supported by the separate case part is The angle of inclination that minimizes the rotational resistance given by the constant velocity universal joint is determined by testing, and the end face of the transmission case body and the end face of the separate case part are co-processed so that the transmission shaft takes that angle of inclination, and parallel The separate case part was attached to the transmission case body using pins for positioning.

The purpose of this invention is to provide a marine propulsion system as mentioned at the beginning, which is easier to assemble than the conventional case described above, and in which the transmission case as described above is attached to the reversing clutch case. Provided is a new marine propulsion device, which allows the transmission case to be assembled alone, and also allows a lubricating oil cooling mechanism to be easily incorporated into the transmission case by utilizing the structure for this purpose. There is something to do.

The structure of the marine propulsion system according to the present invention will be explained with reference to the illustrated embodiment.The embodiment is configured as a V-drive type marine propulsion system as shown in FIG. As shown in FIG. 1, in a pleasure boat equipped with a centerboard 1 at the center of the bottom, a mast 2 on the deck, and a rudder 3 at the stern end, an engine 4 serving as a propulsion source is
It is mounted on the stern in an almost horizontal position. A propeller 5, which is a direct propulsion means for the hull, is attached to the tip of a propeller shaft 6 that extends rearward and downward from the stern.
is supported near its tip by a shaft bracket 7 suspended from the bottom of the ship. Engine 4 is
The output end is arranged to face the bow direction, and the entire propulsion device including the engine 4 and a propeller shaft 6 equipped with a propeller 5 at the tip is a V-shaped propulsion device.
A letter-shaped V drive system is used.
A reverse clutch case 8 is installed on the front of the engine 4.
An inclined transmission case 9 is provided between the propeller shaft 6 and the propeller shaft 6. The power of the engine 4 is transmitted to the propeller shaft 6 through the inside of the reversing clutch case 8 and the transmission case 9.

As shown in Fig. 2, the reverse clutch case 8
is equipped with an input shaft 10 whose front end extends toward the engine 4 and an output shaft 11 whose rear end extends into the transmission case 9. A reversing clutch (not shown) selectively transmits power to rotate the input shaft 10 to the output shaft 11 so as to selectively rotate the propeller shaft 6 in the direction of moving the ship forward or in the direction of moving it backward. A clutch is provided.

The main body of the transmission case 9 is divided into two parts, and a fixing device 12 connects the clutch case 8 for reverse rotation.
The first case main body part 9 is fixedly mounted on the outer surface of the
A and the first case main body part 9A by the fixture 13
It is also configured with a second case main body part 9B which is fixedly attached to the main body part 9B. On the output end side of the transmission case 8, a case portion 14 separate from the main body of the case 8 is provided.
A separate case portion 14 is provided which is fixedly attached to the main body of the case 8 or its first case portion 9A by means of a fixture 15. A transmission shaft 16 coaxially arranged with the propeller shaft 6 is rotatably supported in this separate case portion 14 via a pair of bearings 17 and 18. The propeller shaft 6 is fixed to the transmission shaft 16 using a coupling half 19 provided on the tip of the transmission shaft 16 and a coupling half (not shown) provided on the base end of the propeller shaft 6. Concatenated.

The output shaft 11 of the reversing clutch and the transmission shaft 16 are interlocked and connected within the transmission case 9 as follows. That is, a first spur gear 20 is provided on the output shaft 11, and a second spur gear 21 is provided on the transmission shaft 16, and these spur gears 20 and 21 are meshed with each other. There is. Note that each of the spur gears 20 and 21 may be a helical spur gear (helical spool gear) in addition to a spur gear whose teeth are along the gear axis direction. First spur gear 20
is spline-fitted to a spline portion 11a provided on the output shaft 11, and is held down by a nut 22 screwed onto the rear end threaded portion 11b of the output shaft 11,
It is fitted onto the output shaft 11. On the other hand, the second spur gear 21 is operatively connected to the transmission shaft 16 by a constant velocity universal joint 23 mounted thereon. The constant velocity universal joint 23 is of a well-known perfield type, and is an annular outer raceway member 25 fixed to the second spur gear 21 by a fixture 24, and has a partially spherical inner surface. an inner raceway member 25 spline-fitted to the transmission shaft 16 and having a partially spherical outer surface, and an appropriate number of raceway members disposed between both raceway members 25 and 26 It includes torque transmission balls 27 and a ball holding member 28 formed with holes for receiving and positioning these torque transmission balls 27. Torque is transmitted from the second spur gear 21 to the transmission shaft 16 at a constant velocity using the constant velocity universal joint 23. The second spur gear 21 is rotatably supported by the first case main body 9A via a bearing 29 and by the second case main body 9B via a bearing 30, respectively.

In particular, the transmission case 9 main body has a clutch output shaft 11 in its second case main body portion 9B.
An opening 3 whose size is slightly larger than that of the first spur gear 20, which allows the first spur gear 20 to be inserted into the transmission case 9 and assembled onto the output shaft 11 from the direction of the extension line of the first spur gear 20.
1 is formed facing the first spur gear 20. This opening 31 is closed by a lid 32 that is removably fixed to the transmission case 9 main body or its second case main body portion 9B.

In the illustrated case, the above-mentioned lid 32 is configured as follows. That is, the lid 32 is an inner lid member 33 manufactured from a rust-free plate such as a brass plate to a size that completely covers the opening 31, and has a concave portion 33a protruding into the transmission case 9 corresponding to the opening 31. An inner lid member 33 is formed over almost the entire area of the inner lid member 33, and a cooling water inlet space R that covers the outer surface side of the recess 33a of the inner lid member 33 and is closed within the lid 32.
A seal ring 35 is provided between the outer surface of the transmission case 9 and the inner cover member 33, and a seal ring 35 is provided between the outer surface of the transmission case 9 and the inner cover member 33.
Another seal ring 36 is inserted between them. The outer lid member 34 and the inner lid member 33 are removably fixed to the transmission case 9 main body using the fixture 13 for fixing the second case main body 9B to the first case main body 9A. Further, another fixing device 37 is provided which fixes the outer lid member 34 only to the inner lid member 33. The outer lid member 34 includes two pipes 38 that communicate with the cooling water supply space R inside the lid 32.
A water supply pipe from a cooling water pump is connected to one of these pipes 38, and a drain pipe is connected to the other pipe 39, so that the cooling water is sequentially delivered using seawater as cooling water. The lubricating oil is introduced into the input space R and is housed in the transmission case 9 to cool it. The outer cover member 34 is also equipped with a drain socket 40 that opens at the lower end of the cooling water inlet space R to prevent water from freezing in the coolant inlet space R when not in use in cold regions. Therefore, the drain tank 40 is designed to allow water to be drained. In FIGS. 2 and 3, 41 is a drain plug for draining lubricating oil from the transmission case 9.

The illustrated embodiment is constructed as described above, and its operation during ship propulsion is self-evident from the above construction explanation, but this first embodiment has the following advantages. It looks like something that can be assembled. That is, the second spur gear 21 equipped with the constant velocity universal joint 23 is assembled into the main body of the transmission case 9, the two case main bodies 9A and 9B are fixed by the fixing member 13 in the lower half, and the second spur gear 21 is assembled into a separate body. A constant velocity universal joint 23 connects the base end of the transmission shaft 16 supported by the case portion 14 of the
Here, the transmission shaft 16 is inserted into the inner raceway member 26 of The mating surfaces of the case 9 main body or the first case main body 9A and the separate case portion 14 are co-processed so that the inclination angle is given to the case portion 16, and after positioning with the parallel pins 42, the case portion 14 is 1 case body part 9A
Fixed to. The above assembly can be performed with or without the transmission case 9 attached to the reversing clutch case 8. If the above assembly is carried out without such attachment, then first fix it. After attaching the transmission case 9 to the reverse clutch case 8 using the tool 12, the first spur gear 20 is installed onto the clutch output shaft 11 using the opening 31, and then the lid 32 is installed.
Assembling is performed by attaching it as shown and closing the opening 31.

Comparing the above assembly with the assembly of a conventional device that did not have an opening corresponding to the opening 31,
The transmission case 9 is first attached to the reversing clutch case 8 using a conventional device, and then the separate case portion 14 that supports the transmission shaft 16 is subjected to the co-processing described above to correct the attachment angle, and then attached to the transmission case 9 main body. The reason why it was decided to install the first spur gear 20 was because otherwise it would be troublesome to assemble the first spur gear 20. That is, when the transmission case 9 is assembled as a single item without being attached to the clutch case 8 for reversing, the first spur gear 20 is mounted on the output shaft 11 extending from the clutch case 8 before being attached to the clutch case 8 for reversing. In order to assemble the transmission case 9, it is necessary to temporarily remove the first case main body part 9A and the second case main body part 9B and disassemble the transmission case 9, which makes the assembly troublesome. Therefore, the first spur gear 20 is connected to the clutch output shaft 11 in advance.
Previously, the main body of the transmission case 9 was attached to the reversing clutch case 8 with the transmission case 9 assembled above, and subsequent assembly was carried out. 8, so it cannot be done in a factory. On the other hand, in the device shown in FIGS. 1-3 provided with an opening 31, even if the transmission case 9 is assembled as a single item, the transmission case 9 is attached to the reversing clutch case 8 as it is, and then the opening 31
Since the first spur gear 20 can be assembled at a desired position using the following, even if the transmission case 9 is assembled at the factory, there is no need for troublesome subsequent assembly. Furthermore, even if the separate case part 14 is attached with the transmission case 9 attached to the reversing clutch case 8, the first spur gear 20 can be assembled through the opening 31 as a final step. This makes assembly easier.

Then, when the opening 31 of the transmission case 9 is closed with the lid 32, it becomes a cooling water supply space R for cooling the lubricating oil stored in the transmission case 9, and the cooling water inlet and outlet are connected to a pipe 38, The cooling water inlet space R provided by 39 will be provided immediately.

Although the embodiments described above relate to examples in which this invention is implemented as a V-drive type marine propulsion system, this invention can of course be implemented as an angle drive type marine propulsion system.

As is clear from the above description, this invention is equipped with a propeller shaft 6 extending rearward and downward from the stern, and a transmission case 9 mounted on the outer surface of a reversing clutch case 8. A case portion 1 separate from the main body of the transmission case 9 is provided on the output end side.
4 and is fixed to the transmission case body, and this case portion 14 supports a transmission shaft 16 which is disposed concentrically with the propeller shaft 6 and is fixedly connected to the propeller shaft 6. A first spur gear 20 fitted onto the clutch output shaft 11 and a second spur gear 21 provided on the transmission shaft 16 are connected between the output shaft 11 of the clutch and the transmission shaft 16 in the transmission case 9. In the marine propulsion device, the transmission shaft 16 is meshed with a second spur gear 21 which is interlocked and connected to the transmission shaft 16 by a constant velocity universal joint 23 installed therein. The first case body 9A, 9B
An opening 31 is provided to enable the spur gear 20 to be assembled onto the reverse clutch output shaft 11.
is closed by a lid 32 that defines a cooling water supply space R in the transmission case bodies 9A and 9B and is equipped with pipes 38 and 39 for supplying and discharging cooling water to and from the cooling water supply space R. As a result, the following effects are achieved.

That is, this invention is based on the marine propulsion device described at the beginning, in which the transmission case 9 housing the transmission mechanism for bending the direction of propulsion transmission is the case body 9.
Tests have shown that the angle of inclination of the transmission shaft 16 formed by A, 9B and the separate case part 14 on the output end side and supported by the separate case part 14 is the angle that minimizes rotational resistance. This is done by co-processing each end face of the case bodies 9A, 9B and the separate case portion 14 after determining the above-mentioned case bodies 9A, 9B. Therefore, the above test was carried out in the factory, and the case bodies 9A and 9B and the separate case part 1 were tested.
Even if the transmission case 9 is assembled by co-processing each end face of the transmission case 9 and the transmission case 9, the transmission case 9 can be used as the reversing clutch case 8 installed on the hull.
After installing it at the site such as a dock, open the opening 31.
The first spur gear 20 can be assembled onto the clutch output shaft 11 by using this, and from this, on-site testing and end face machining of docks, etc., and between the case bodies 9A, 9B and the separate case portion 14 are performed. Assembling and other work can be omitted, greatly contributing to reducing manufacturing costs.

In contrast to the conventional design, this invention provides an extra opening 31 and a lid 32 for closing it, but these openings 31 and lids 32 are used to close the transmission case bodies 9A, 9B. As soon as the lid 32 is attached to the transmission case 9, a cooling water inlet space R having an inlet and an inlet for cooling water is provided in the transmission case 9 for cooling the lubricating oil housed in the case 9. Therefore, the lubricating oil cooling mechanism can be easily incorporated into the transmission case 9 by effectively utilizing the structure that facilitates assembly and contributes to cost reduction.

[Brief explanation of the drawing]

Fig. 1 is a schematic side view of a small boat equipped with an embodiment of this invention, Fig. 2 is a partially omitted vertical sectional side view of the main parts of the embodiment, and Fig. 3 is a rear view of the part shown in Fig. 2. It is a diagram. 4... Engine, 5... Propeller, 6... Propeller shaft, 8... Reverse clutch case, 9... Transmission case, 9A... First case body, 9B...
...Second case main body, 10...Input shaft, 11...
...Output shaft, 12...Fixing tool, 13...Fixing tool, 1
4...Case part, 17, 18...Bearing,
20...first spur gear, 21...second spur gear,
23... Constant velocity universal joint, 31... Opening, 32...
Lid, 33...inner lid member, 34...outer lid member,
37...Fixing tool.

Claims (1)

[Scope of utility model registration request] The main body of the transmission case 9 is equipped with a propeller shaft 6 extending from the stern of the ship at an angle rearward and downward. A case portion 14 is provided as a separate case portion 14 and is fixed to the transmission case body, and a transmission shaft 16 is disposed concentrically with the propeller shaft 6 and fixedly connected to the propeller shaft 6. At the same time, the output shaft 11 of the reversing clutch and the transmission shaft 16 are connected within the transmission case 9.
a first spur gear 20 fitted on the transmission shaft 16; and a second spur gear 21 provided on the transmission shaft 16, which is interlocked and connected to the transmission shaft 16 by a constant velocity universal joint 23 installed therein. This is a marine propulsion device configured so that gears 21 are meshed with each other to be interlocked, and the first spur gear 20 is connected to the transmission case main body 9A, 9B to the reverse clutch output shaft 11.
An opening 31 that can be installed upwardly is provided, and this opening 31 defines a cooling water inlet space R in the transmission case bodies 9A, 9B, and also serves as a cooling water supply/discharge into and out of the cooling water inlet space R. pipe 38,
A marine propulsion device characterized in that it is closed by a lid 32 equipped with a lid 39.