JPS63162398A - Power transmission device for inboard/outboard motor - Google Patents

Abstract

PURPOSE:To avoid the occurrence of excessive running resistance and obtain a large tilt-up angle for a propulsive casing by providing an acceleration/ deceleration changeover device at the connection of an input shaft and an intermediate shaft, and positioning said device aft of the intersection of said shafts in a propulsive direction. CONSTITUTION:A normal/reverse changeover device 25 is built into the lower part of a propulsive casing 16 and an acceleration/deceleration changeover device 20 built into the upper part thereof. It follows, therefore, that the connection part of an intermediate shaft 23 and a propeller shaft 26 in the immersed part of the casing 16 contains only the normal/reverse changeover device 25, thereby avoiding an increase in projected area in a propulsive direction and an excessive increase in running resistance. Also, the upper part of the propulsive casing 16 comes to house the acceleration/deceleration changeover device 20 only aft of the intersection of an input shaft 19 and the intermediate shaft 23. Consequently, the top of the casing 16 bulges upward only in a range aft of the intersection of the input shaft 19 and the intermediate shaft 23. Therefore, the range of a tilt-up angle can be enlarged, thereby preventing the top of the casing 16 from interfering with a hull.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a power transmission device for an inboard/outboard motor.

[Prior art] As a power transmission device for an inboard/outboard engine, in addition to a forward/reverse switching function that changes the direction of propulsion of a vessel, it also has an increase/deceleration switching function that increases/decelerates the propulsion speed of the vessel while keeping the engine rotational speed constant. It may also be required to provide functionality. In other words, the above acceleration/deceleration switching function can: ■ Improve the acceleration performance of ships; ■
It is effective in improving the operating efficiency of the engine in response to changes in the ship's load, improving fuel efficiency, ■improving the trolling performance of the ship, etc.

Conventionally, there is an outboard motor described in Japanese Patent Application Laid-Open No. 111881/1983 as a marine vessel propulsion device having both the forward/reverse switching function and the acceleration/deceleration switching function. This outboard motor has both a forward/reverse switching device and an acceleration/deceleration switching device disposed in a gear case portion that serves as a connecting portion between an intermediate shaft and a propeller shaft in a lower part of a propulsion casing. Therefore, it is conceivable to adopt a device substantially similar to that described in the above-mentioned Japanese Unexamined Patent Publication No. 19881/1981 as a power transmission device for an inboard/outboard motor.

[Problems to be Solved by the Invention] However, the power transmission device described in JP-A-55-18681 has a forward/reverse switching device and an acceleration/deceleration switching device in the gear case portion, which is the submerged portion of the propulsion casing. Since both devices are disposed, the projected area of the gear case portion in the propulsion direction becomes large, resulting in excessive running resistance.

In the inboard/outboard motor, it is also conceivable that both the forward/reverse switching device and the acceleration/deceleration switching device be interposed at the connection portion between the input shaft and the intermediate shaft in the upper part of the propulsion casing. However, in this case, the top of the propulsion casing bulges outward widely, and when the propulsion casing is tilted up, the top of the propulsion casing tends to interfere with the hull, resulting in a large tilt-up angle. cause difficulties.

The present invention makes it possible to obtain a large tilt-up angle in the propulsion casing without excessively increasing the cruising resistance under the condition that both the forward/reverse switching device and the acceleration/deceleration switching device are built into the propulsion casing. The purpose is to

[Means for Solving the Problems] The present invention provides an input shaft connected to an inboard engine, which is disposed in the second part of a propulsion casing that is tiltably supported by the hull, and an input shaft that is connected to the inboard engine, An intermediate shaft connected to the input shaft is arranged, a propeller shaft connected to the intermediate shaft is arranged at the bottom of the propulsion casing, and a forward/reverse switching device is interposed between the intermediate shaft and the propeller shaft. In the power transmission device of the machine, an increase/decelerate switching device is interposed at the connection between the input shaft and the intermediate shaft, and the increase/decelerate switching device is located behind the intersection of the input shaft and the intermediate shaft in the propulsion direction, and A sun gear fixed to the outer periphery, a ring gear disposed coaxially with the sun gear, a planetary gear carrier connected to the intermediate shaft so as to be able to interlock at all times, and a sun gear and ring gear rotatably supported by the planetary gear carrier. A planetary gear that engages with both, a hydraulic multi-disc clutch that is interposed between the sun gear and the ring gear to integrally connect the sun gear and the ring gear during speed increase, and a hydraulic multi-disc clutch that is interposed between the propulsion casing and the ring gear to connect the ring gear freely during deceleration. It is equipped with a one-way clutch that locks rotation.

[Function] According to the present invention, the forward/reverse switching device is built in the lower part of the propulsion casing, and the increase/deceleration switching device is built in the upper part of the propulsion casing. Therefore, the connecting part (gear case part) between the intermediate shaft and the propeller shaft, which is the submerged part of the propulsion casing, has only a forward/reverse switching device built-in, which reduces the cruising resistance without increasing the projected area in the propulsion direction. Don't overdo it.

In addition, the upper part of the propulsion casing will incorporate an acceleration/deceleration switching device only behind the intersection of the input shaft and intermediate shaft, and the top of the propulsion casing will be built upward only in the rear range of the intersection of the input shaft and intermediate shaft. It will only swell.

Therefore, when the propulsion casing is tilted up with respect to the ship's hull, the upward bulge of the top part of the propulsion casing that tends to interfere with the ship's hull, that is, the forward side of the intersection of the input shaft and intermediate shaft, is small. , it becomes possible to widen the tilt-up angle range in which the top of the propulsion casing does not interfere with the hull.

That is, according to the present invention, in a state where both the forward/reverse switching device and the acceleration/deceleration switching device are built into the propulsion casing,
A large tilt-up angle can be obtained for the propulsion casing without excessively increasing the running resistance.

[Example 1] Fig. 1 is a side view showing an inboard/outboard motor to which the present invention is applied; Fig. 2 is a schematic diagram showing a power transmission system of the above inboard/outboard motor;
The figure is a sectional view showing the main part of Figure 2, and Figure 4 is IV of Figure 3.
5 is a sectional view taken along line V-V in FIG. 3, FIG. 6 is a sectional view taken along line Vl-Vl in FIG. 3, and FIGS. B) is a schematic diagram showing the operating state of the switching valve used in the above-mentioned inboard/outboard motor, and FIG. 8 is a block diagram showing the control system of the automatic acceleration/deceleration control device used in the above inboard/outboard motor.

As shown in FIG. 1, the inboard/outboard motor 10 has a swivel bracket 14 tiltably supported on a transom bracket 12 fixed to a hull 11 via a tilt shaft 13, and a swivel bracket 14 (not shown) is supported on a cylindrical portion 15 of the swivel bracket 14. The propulsion casing 16 is supported so as to be steerable via a steered shaft. That is, the propulsion casing 16 is tilted around the tilt axis 13 and can be tilted up.

An engine 17 is installed inside the hull 11, and as shown in FIG.
3, the signal is transmitted to the propeller 27 via the gear 24, the forward/reverse switching device 25, and the propeller shaft 26. The input shaft 19 is arranged in the upper part of the propulsion casing 16 in a substantially horizontal direction, and the intermediate shaft 23
are arranged in the upper or lower part of the propulsion casing 16 in a substantially vertical direction, and the propeller shaft 26 is arranged in the lower part of the propulsion casing 16 in a substantially horizontal direction. The gear 21 is rotatably supported around the input shaft 19 while being connected to the output shaft 28 of the acceleration/deceleration switching device 20 , and the gear 22 is fixed to the upper end of the intermediate shaft 23 . Further, the gear 24 is fixed to the lower end of the intermediate shaft 23.

The forward/reverse switching device 25 is connected to the intermediate shaft 2 as shown in FIG.
3 and the propeller shaft 26, and is housed in the gear case portion 29.

The forward/reverse switching device 25 moves a shift cam 3 fixed to the lower end of the shift rod 30 by vertical movement of the shift rod 30, which is operatively connected to a remote control unit (not shown).
1. Through the interlocking rod 31A, the dog clutch 32 engaged with the propeller shaft 26 is engaged with either the forward rotation gear 33 or the reverse rotation gear 34 that meshes with the gear 24 driven by the engine 17. , propeller 2
7 is rotated forward or reverse, thereby making it possible to switch the hull 11 forward or backward.

The acceleration/deceleration switching device 20 is constructed as shown in FIGS. 3 to 6. The acceleration/deceleration switching device 20 has an input shaft 19 and an intermediate shaft 2.
3, and is located rearward from the intersection 100 (FIG. 2).

The acceleration/deceleration switching device 20 includes a sun gear 39 fixed to the outer periphery of the input shaft 19, and a sun gear 39 located outside the sun gear 39.
9, a planetary gear carrier 41 provided on the output shaft 28 and connected to the intermediate shaft 23 so as to be always interlocked, and a sun gear 39 rotatably supported by the carrier 41. A planetary gear 42 meshes with both of the ring gear 40, and a planetary gear 42 is interposed between the sun gear 39 and the ring gear 40 to engage the sun gear 39 and the ring gear 40 during speed increase.
a hydraulic multi-disc clutch 43 that integrally connects the two, and a one-way clutch 44 that is interposed between the propulsion casing 16 and the ring gear 40 and locks the free rotation of the ring gear 40 during deceleration.

Note that the planetary gears 42 are arranged at three positions around the input shaft 19.

The hydraulic multi-disc clutch 43 includes an inner cylinder 45 around the input shaft 19 at a position fitted to the ring gear 40, a pressurizing chamber 46 formed inside the inner cylinder 45, and a piston 47. There is. Further, in the hydraulic multi-plate clutch 43, friction plates 48 that engage with the sun gear 39 and clutch plates 49 that engage with the ring gear 40 are arranged alternately. On both sides of the friction plate 48 and clutch plate 49,
A pressure plate 50.51 is arranged. One pressure plate 50
faces the piston 47 via a disc spring 52, and the other pressure plate 51 is locked to a locking ring attached to the inner surface of the ring gear 40. This hydraulic multi-plate clutch 43
In this case, when increasing the speed of the inboard/outboard motor 10, high pressure oil is supplied to the pressurizing chamber 46 of the inner cylinder 45.

Further, the hydraulic multi-plate clutch 43 includes a hydraulic pump 61 at the end of the input shaft 19. 62 is a pump housing. The pump 61 is driven when the input shaft 19 rotates,
The hydraulic oil inside the propulsion casing 16 can be sucked in through the suction path 63 and pumped out through the discharge path 64. Note that 61A is a vane, 63A is a suction port, and 64A is a discharge port.

Further, the hydraulic multi-disc clutch 43 includes the pump housing 6
A switching valve 65 is built into the inside of 2.

When the switching valve 65 is in the speed increasing position shown in FIG. 7(A),
The high pressure oil of the pump 61 is fed to the pressurizing chamber 46 of the inner cylinder 45 provided in the clutch 43 through the passage 66, and when the clutch 43 is in the deceleration position as shown in FIG. 7(B),
The high pressure oil is returned to the suction passage 63 via the passage 67.

The one-way clutch 44 includes cam surfaces 72 at multiple positions in the circumferential direction of an outer ring 71 fixed to the propulsion casing 16, and rollers 73 between each cam surface 72 and the outer peripheral surface of the ring gear 40.
It is equipped with In the one-way clutch 44, when high pressure oil is not supplied to the pressurizing chamber 46 of the hydraulic multi-plate clutch 43, the sun gear 39 integrated with the input shaft 19 is connected to the planetary gear 44.
When applying rotational force to the ring gear 40 via the ring gear 40, each roller 73 that rotates with the ring gear 40 is bitten into the cam surface 72 and locked, thereby causing the ring gear 4 to rotate as described above.
Locks free rotation of 0.

74 is a stiff spring.

Note that the inboard/outboard motor 10 includes an automatic increase/decelerate controller 81 . As shown in FIG. 8, the controller 81 obtains the detection result of the engine rotation speed detector 82, and when the detection result exceeds a predetermined setting value (for example, 3000 rpm), the controller 81 switches the switching valve 65 to the seventh position. Control is performed to the speed increasing position shown in Figure (A), and when the detection result is smaller than the above set value, the switching valve 6
5 to the deceleration position shown in FIG. 7(B). In FIG. 8, 83 is a power supply circuit.

The operation of the acceleration/deceleration switching device 20 will be explained below.

■Deceleration mode When the detection result of the engine speed detector 82 is smaller than the set value, the switching valve 65 is set to the deceleration position, high pressure oil is not sent to the hydraulic multi-disc clutch 43, and the sun gear 39
and ring gear 40 are free from each other, and the rotational force of input shaft 19 is transmitted to sun gear 39, planet gear 42, carrier 41, and output shaft 28 in this order. At this time, ring gear 40
As described above, since the rotation is locked by the action of the one-way clutch 44, torque transmission is possible, and the rotation speed is reduced and transmitted between the input shaft 19 and the output shaft 28 through the intervention of the planetary gear 42. .

■Speed-up mode When the detection result of the engine speed detector 82 exceeds the set value, the switching valve 65 is set to the speed-up position, and high-pressure oil is applied to the inner cylinder 45 provided in the hydraulic multi-disc clutch 43. The piston 47 is fed under pressure to the pressure chamber 46, and the piston 47
Pressure plate 50 is pushed through 2. As a result, the friction plate 48 and the clutch plate 49 are sandwiched and integrated between the two pressure plates 50 and 51, and the sun gear 39 and the ring gear 40 rotate together. Therefore, the planet gear carrier 41 also rotates together with the sun gear 39 and the ring gear 40, and the carrier 4
The output shaft 28, which is integral with the sun gear 39, rotates in the same direction and at the same speed as the input shaft 19, which is integral with the sun gear 39. That is, the rotational speed of the output shaft 28 is increased compared to the deceleration mode. Note that at this time, the rotation direction of the ring gear 40 is opposite to that in the deceleration mode, and the one-way clutch 44 does not lock the rotation of the ring gear 40.

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

According to the above embodiment, the forward/reverse switching device 25 is built in the lower part of the propulsion casing 16, and the increase/deceleration switching device 20 is built in the upper part of the propulsion casing 16. Therefore, the intermediate shaft 23 which is the submerged portion of the propulsion casing 16
The connecting portion (gear case portion) 29 between the propeller shaft 26 and the propeller shaft 26 incorporates only the forward/reverse switching device 25, so that the projected area in the propulsion direction does not become large and the cruising resistance does not become excessive.

Further, the upper part of the propulsion casing 16 incorporates an acceleration/deceleration switching device 20 consisting of a hydraulic multi-disc clutch 43 and a one-way clutch 44 only behind the intersection of the input shaft 19 and the intermediate shaft 23. The top of is the input shaft 1
9 and the intermediate axis 23 bulge upward only in the rear range of the intersection. Therefore, when the propulsion casing 16 is tilted up with respect to the hull 11, the upper part of the top of the propulsion casing 16 that tends to interfere with the hull 11, that is, the part on the front side of the intersection of the input shaft 19 and the intermediate shaft 23 As shown by the two-dot chain line in FIG. 1, the tilt-up angle range in which the top of the propulsion casing 16 does not interfere with the hull 11 can be widened.

[Effects of the Invention] As described in (2) below, according to the present invention, a forward/reverse switching device is built in the lower part of the propulsion casing, and an increase/deceleration switching device is built in the upper part of the propulsion casing. Therefore, the connecting part (gear case part) between the intermediate shaft and the propeller shaft, which is the submerged part of the propulsion casing, has only a forward/reverse switching device built-in, which reduces the cruising resistance without increasing the projected area in the propulsion direction. Don't overdo it.

In addition, the upper part of the propulsion casing will incorporate an acceleration/deceleration switching device only behind the intersection of the input shaft and intermediate shaft, and the top of the propulsion casing will be built upward only in the rear range of the intersection of the input shaft and intermediate shaft. It will only swell.

Therefore, when the propulsion casing is tilted up with respect to the ship's hull, the upward bulge of the top part of the propulsion casing that tends to interfere with the ship's hull, that is, the forward side of the intersection of the input shaft and intermediate shaft, is small. , it becomes possible to widen the tilt-up angle range in which the top of the propulsion casing does not interfere with the entire ship.

That is, according to the present invention, in a state where both the forward/reverse switching device and the acceleration/deceleration switching device are built into the propulsion casing,
A large tilt-up angle can be obtained for the propulsion casing without excessively increasing the running resistance.

[Brief explanation of the drawing]

FIG. 1 is a side view showing an inboard-outboard motor to which the present invention is applied, FIG. 2 is a schematic diagram showing a power transmission system of the above-mentioned inboard-outboard motor, and FIG.
The figure is a sectional view showing the main part of Figure 2, and Figure 4 is IV of Figure 3.
5 is a sectional view taken along the line v-v in FIG. 3, FIG. 6 is a sectional view taken along the line VI-VI in FIG. 3, and FIGS. B) is a schematic diagram showing the operating state of the switching valve used in the above-mentioned inboard/outboard motor, and FIG. 8 is a block diagram showing the control system of the automatic acceleration/deceleration control device used in the above inboard/outboard motor. lO...Inboard/outboard engine, 11...Hull, 16...Propulsion casing, 17...Engine, 19...Input shaft,
20... Acceleration/deceleration switching device, 23... Intermediate shaft, 25...
... Forward/reverse switching device, 26... Propeller shaft, 39...
- Sun gear, 40... Ring gear, 41... Planet gear carrier, 42... Planet gear, 43... Hydraulic multi-plate clutch, 44... One-way clutch, 100...
intersection. Agent Patent attorney Osamu Shiokawa 5th room 1st possible 7th mouth (A) (B) pheasant Q M; Choko %J VN Zero〇

Claims (1)

[Claims] (1) An input shaft connected to the inboard engine is arranged at the top of a propulsion casing that is tiltably supported by the hull, an intermediate shaft connected to the input shaft is arranged at the top or bottom of the propulsion casing, and the propulsion shaft is connected to the input shaft. In an inboard/outboard power transmission system, a propeller shaft connected to an intermediate shaft is arranged in the lower part of the casing, and a forward/reverse switching device is interposed at the connection between the intermediate shaft and the propeller shaft. An acceleration/deceleration switching device is interposed in the connection part, and the acceleration/deceleration switching device includes a sun gear that is disposed rearward in the propulsion direction from the intersection of the input shaft and the intermediate shaft, and is fixed to the outer periphery of the input shaft, and a sun gear that is coaxial with the sun gear. a planetary gear carrier that is always operatively connected to the intermediate shaft; a planetary gear that is rotatably supported by the planetary gear carrier and meshes with both the sun gear and the ring gear; A hydraulic multi-disc clutch is interposed between the propulsion casing and the ring gear to integrally connect the sun gear and the ring gear during speed increase, and a one-way clutch is interposed between the propulsion casing and the ring gear to lock the ring gear from freely rotating during deceleration. A power transmission device for an inboard/outboard motor, characterized by comprising: