JP2007050839A - Outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accomplish that transmission of drive force from an engine to the propeller side can be interrupted by a simple constitution when the outboard motor is provided with a planetary gear type speed reducer for interlockingly connecting the propeller side to the engine. <P>SOLUTION: The outboard motor 5 is provided with a case 10 supported on a hull 3; an engine supported on an upper part side of the case 10; a propeller 14 supported on a lower part of the case 10; and the planetary gear type speed reducer 18 for interlockingly connecting the propeller 14 side to the engine 11. A ring gear 48 is supported on the case 10 side such that the ring gear 48 can be rotated A around an axis 15 of a sun gear 46 in the reducer 18 and a brake device 60 capable of suppressing the rotation A of the ring gear 48 and releasing the suppression is provided. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an outboard motor equipped with a planetary gear type reduction gear that interlocks and connects the propeller side to the engine, and the transmission of the driving force from the engine to the propeller side can be interrupted by an operation to the reduction gear. It is.

  Conventionally, the above-described outboard motor is disclosed in Patent Document 1 below. According to this publication, the outboard motor includes a case supported on the hull, an engine supported on the upper side of the case, a propeller supported on the lower end of the case, and the propeller side on the propeller side. A planetary gear speed reducer linked to the engine, a brake device capable of preventing and releasing the rotation of some parts of the speed reducer, and an interposition between the speed reducer and the propeller in the lower end portion of the case And a transmission mechanism that makes the propeller forward, reverse, and neutral.

  The outboard motor is usually provided with a shift rod mechanism that can transmit the operating force of the operator on the hull at the time of shifting from the upper end side of the case to the transmission mechanism at the lower end portion. The mechanism is provided in the case.

  Then, when the engine of the outboard motor is driven and the brake device is operated to release and prevent the rotation of a part of the speed reducer, the driving force of the engine is reduced by the speed reducer. Is transmitted to the propeller side. And according to this, a propeller is rotated at low speed and a ship is propelled at low speed.

  On the other hand, when the brake device is blocked and the rotation of some of the components of the speed reducer is prevented, the driving force of the engine is shifted at high speed by the speed reducer and transmitted to the propeller side. And according to this, a propeller is rotated at high speed and a ship is propelled at high speed.

  In addition, if the speed change mechanism is operated by operating the shift rod mechanism, it is possible to select either forward, reverse, or stop of the propeller. Thus, any one of the front, reverse and stop of the ship can be selected.

Japanese Patent No. 2686517

  By the way, in the said prior art, the reduction gear is provided in the said case, and this reduction gear has a big external shape. The shift rod mechanism extends from the upper end side to the lower end portion in the case. For this reason, the shift rod mechanism is required to be configured to avoid the speed reducer within a narrow space in the case. Therefore, the configuration of the shift rod mechanism tends to be complicated, and accordingly, the configuration of the outboard motor tends to be complicated.

  The present invention has been made paying attention to the above situation, and the object of the present invention is to provide an outboard motor having a planetary gear type speed reducer that interlocks and connects the propeller side to the engine. It is to be achieved by a simple configuration that the transmission of the driving force from the engine to the propeller side can be interrupted.

The invention of claim 1 includes a case 10 supported by the hull 3, an engine 11 supported on the upper side of the case 10, a propeller 14 supported on the lower part of the case 10, and the propeller 14 side of the case 10. In an outboard motor provided with a planetary gear reduction device 18 linked to the engine 11,
A brake device that supports the ring gear 48 on the case 10 side so that the ring gear 48 can be rotated A around the axis 15 of the sun gear 46 in the reduction gear 18, and can prevent and release the rotation A of the ring gear 48. 60 is provided.

  According to a second aspect of the invention, in addition to the first aspect of the invention, the brake device 60 extends along the outer peripheral surface of the ring gear 48, and one end portion in the longitudinal direction thereof is connected to the case 10 side. 61 and a brake operation portion 63 that allows the other end portion of the brake band 61 to be pulled in the longitudinal direction by an operation from the outside so that the brake band 61 can be frictionally joined to the outer peripheral surface of the ring gear. is there.

  According to a third aspect of the invention, in addition to the second aspect of the invention, the brake operating portion 63 is a hydraulic cylinder.

  According to a fourth aspect of the present invention, in addition to the first aspect of the present invention, a brake operation unit 63 that enables the brake device 60 to be operated by an external operation is provided. It is supported on the side.

  In this section, the reference numerals appended to the above terms are not to be construed as limiting the technical scope of the present invention to the section “Example” described later or the contents of the drawings.

  The effects of the present invention are as follows.

The invention of claim 1 includes a case supported by the hull, an engine supported on the upper side of the case, a propeller supported on the lower side of the case, and a planetary gear that interlocks the propeller side with the engine. In an outboard motor equipped with a speed reducer,
The ring gear is supported on the case side so that the ring gear can rotate around the axis of the sun gear in the reduction gear, and a brake device is provided that can prevent and release the rotation of the ring gear.

  For this reason, if rotation of the ring gear in the speed reducer is prevented by the brake device, the speed reducer produces a speed reducing action, driving force is transmitted from the engine to the propeller side, and the ship is propelled.

  On the other hand, rotation prevention of the ring gear is released by the brake device. Then, the driving force to be transmitted from the engine to the propeller side is interrupted from being transmitted to the propeller side when the ring gear rotates idly, that is, a neutral state is obtained.

  In the above case, the brake device uses a ring gear in the reduction gear, and an increase in the number of parts in the outboard motor is prevented. Further, the speed reducer can be arranged in the middle part of the outboard motor in the vertical direction. For this reason, the brake device does not require a long shift rod mechanism as in the prior art that extends from the upper end side to the lower end portion of the case. Therefore, the “operational effect” that the transmission of the driving force from the engine to the propeller can be interrupted is achieved by a simple configuration.

  According to a second aspect of the present invention, the brake device extends along the outer peripheral surface of the ring gear, and one end portion in the longitudinal direction thereof is connected to the case side. And a brake operating portion that pulls the end portion in the longitudinal direction to enable frictional joining of the brake band to the outer peripheral surface of the ring gear.

  Therefore, the brake device uses the ring gear and is a band brake having a simple structure. Therefore, the above “effect” is promoted.

  According to a third aspect of the present invention, the brake operation unit is a hydraulic cylinder.

  For this reason, the brake device is constituted by a hydraulic cylinder that is compact and has a simple structure. Therefore, the “operational effect” is further promoted.

  According to a fourth aspect of the present invention, there is provided a brake operation portion that enables the brake device to be operated by an external operation, and the brake operation portion is supported on the case side or the engine side.

  For this reason, the case, the engine, and the brake device including the brake operation unit are integrated with each other as compared with the case where the brake operation unit is provided separately on the hull side or the like. Easy attachment / detachment work and carrying work.

  Further, in the case where the case is supported so as to be rotatable (steered) about a longitudinal axis with respect to the bracket supported by the hull, the brake operation unit is temporarily separated from the hull. Assume that they are provided separately. Then, the connection means for interlockingly connecting the brake main body portion of the brake device provided on the case side and the brake operation portion may cause the case to hinder the rotation of the case. Therefore, as described above, the brake operation unit is supported on the case side or the engine side that rotates together with the case side. For this reason, the case can be rotated freely and smoothly, which is beneficial for ship steering.

  With regard to the outboard motor of the present invention, when the outboard motor includes a planetary gear type speed reducer that interlocks and connects the propeller side to the engine, the transmission of the driving force from the engine to the propeller side can be interrupted. In order to achieve the object of achieving the above by a simple configuration, the best mode for carrying out the present invention is as follows.

  That is, the outboard motor includes a case supported by the hull, an engine supported on the upper side of the case, a propeller supported on the lower part of the case, and a planetary gear that interlocks the propeller side with the engine. Type speed reducer. The ring gear is supported on the case side so that the ring gear can rotate about the axis of the sun gear in the reduction gear. Also, a brake device is provided that can prevent and release the rotation of the ring gear.

  In order to describe the present invention in more detail, Example 1 will be described with reference to FIGS.

  In FIG. 2, reference numeral 1 denotes a ship floated on the water surface 2, and an arrow Fr indicates the forward direction of the ship 1.

  The ship 1 includes a hull 3 and an outboard motor 5 supported by a horizontal plate 4 provided on the hull 3 side. The outboard motor 5 includes an outboard motor main body 7 that generates propulsive force and can propel the hull 3 forward, and a bracket 8 that supports the outboard motor main body 7 on the horizontal plate 4. .

  1-5, the outboard motor main body 7 includes a case 10 that extends substantially vertically and can be supported on the hull 3 side by the bracket 8, and an engine 11 that is supported on the upper end side of the case 10. The propeller shaft 13 supported in the lower end portion of the case 10 so as to be rotatable about the substantially horizontal first axis 12 and the propeller 14 supported on the rear end portion of the propeller shaft 13 are substantially perpendicular to each other. A drive shaft 16 supported in the upper side of the case 10 so as to be rotatable around the second axis 15, and a bevel gear set 17 for interlockingly connecting the front end portion of the propeller shaft 13 to the lower end portion of the drive shaft 16. And a planetary gear speed reduction device 18 interposed between the upper end portion of the case 10 and the engine 11 and interlockingly connecting the upper end portion of the drive shaft 16 to the engine 11. In this case, the outboard motor main body 7 is supported by the bracket 8 so as to be rotatable around the second axis 15. The boat 1 can be steered by the rotation of the outboard motor body 7.

  The engine 11 is a four-cycle single-cylinder air-cooled internal combustion engine. The engine 11 includes a crankcase 23 that supports a crankshaft 22 that is coaxial with the second shaft center 15, and an oil pan 25 that constitutes a lower end portion of the engine 11 and is coupled to the lower surface of the crankcase 23. It has.

  A through hole 26 is formed in the oil pan 25 on the second axis 15. The lower end portion of the crankshaft 22 is fitted into the through hole 26 and is supported by a bearing 27 on the inner peripheral surface side of the through hole 26. Further, below the bearing 27, a sealing material 28 is interposed between the outer peripheral surface of the lower end portion of the crankshaft 22 and the inner peripheral surface of the through hole 26. In the oil pan 25, in addition to the bearing 27, lubricating oil 29 that lubricates each part of the engine 11 is stored. The engine 11 is provided with a muffler 38 that directly discharges exhaust 37 during driving to the atmosphere.

  The speed reducer 18 includes a gear case 39 that forms an outer shell thereof, and a gear set 40 that is included in the gear case 39 and transmits the driving force of the engine 11 to the propeller 14 while reducing the driving force.

  The gear case 39 constitutes the entire upper portion which is a part of the case 10 in the longitudinal direction. An opening 41 that allows the gear set 40 to be taken in and out of the gear case 39 is formed at the upper end of the gear case 39. The gear case 39 is coupled to the lower surface of the oil pan 25 by a fastener 42 so that the opening 41 of the gear case 39 is closed by the oil pan 25. On the other hand, the lower end of the gear case 39 is connected to the lower end, which is the other part of the case 10, by a fastener 43.

  The gear set 40 is located on the second axis 15 and is connected to the lower end portion of the crankshaft 22 by a spline. The gear set 40 is integrally formed with the lower end portion of the input shaft 45 and is formed as described above. A sun gear 46 arranged in the upper part of the gear case 39, a ring gear 48 arranged so as to be fitted on the sun gear 46 on the second axis 15, and the ring gear 48 rotated around the second axis 15 A A pair of upper and lower bearings 49 that are supported so as to straddle the oil pan 25 and the gear case 39 on the case 10 side are provided.

  The gear set 40 includes an output shaft 51 fitted into a through hole 50 formed in a lower portion of the gear case 39 on the second shaft 15, and an inner peripheral surface of the through hole 50. The lower bearings 52 and 53 are supported on the side, and the seal material 54 is provided below the lower bearing 53 and between the outer peripheral surface of the lower end portion of the output shaft 51 and the inner peripheral surface of the through hole 50. And.

  Further, the gear set 40 includes a carrier 55 formed integrally with the upper end portion of the output shaft 51 and disposed in the upper portion of the gear case 39, and a plurality (3) of circumferentially around the second axis 15. And a planetary gear 56 supported by the carrier 55 so as to mesh with the sun gear 46 and the ring gear 48 at the same time. The lower end portion of the input shaft 45 and the upper end portion of the output shaft 51 are supported by a bearing 57 so as to be relatively rotatable around the second axis 15. The upper end of the drive shaft 16 is coupled to the lower end of the output shaft 51 by a spline.

  1 and 5, a band brake device 60 that can prevent and release the rotation A of the ring gear 48 is provided. The brake device 60 includes a brake band 61 that is a brake main body portion of the brake device 60 that extends in an arc shape along the outer peripheral surface of the ring gear 48, and a gear case 39 that has one end portion of the brake band 61 on the case 10 side. And a brake operating part 63 that enables the other end of the brake band 61 to be pulled B in the longitudinal direction. The brake operating part 63 is constituted by a hydraulic cylinder actuator. .

  The other end portion of the brake band 61 is disposed outside the outboard motor 5 through a through hole 64 penetrating the gear case 39 on the case 10 side. The brake operation unit 63 is also arranged outside the outboard motor 5, and the brake operation unit 63 is supported by a gear case 39 on the case 10 side of the outboard motor main body 7. The brake operation unit 63 may include direct support to the engine 11 and may be supported on the engine 11 side such as a cowling (not shown) that entirely covers the engine 11.

  If the other end portion of the brake band 61 is pulled B by the operation of the brake operation unit 63 based on the operation of the operator from the outside of the outboard motor 5, the brake band 61 is frictionally joined to the outer peripheral surface of the ring gear 48. Thus, the rotation A of the ring gear 48 is prevented. Then, the planetary gear 56, the carrier 55, and the output shaft 51 are interlocked with the input shaft 45 and the sun gear 46 that are interlocked with the crankshaft 22 of the engine 11, and rotate around the second axis 15. The driving force from the engine 11 is decelerated and output from the output shaft 51. The driving force output from the output shaft 51 is transmitted to the propeller 14 via the drive shaft 16, the bevel gear set 17, and the propeller shaft 13. Thereby, this propeller 14 is rotated and the ship 1 is propelled forward.

  On the other hand, if the tension B at the other end of the brake band 61 is released by the operation of the brake operation unit 63 based on the operation, the brake band 61 is separated from the outer peripheral surface of the ring gear 48, and the ring gear 48 can freely rotate A around the second axis 15. Therefore, when power is transmitted from the crankshaft 22 of the engine 11 to the input shaft 45 and the sun gear 46, each planetary gear 56 interlocked with the sun gear 46 moves the ring gear 48 around the second axis 15. It simply rotates to rotate A in the idling state. Therefore, the planetary gear 56, the carrier 55, and the output shaft 51 are prevented from rotating around the second axis 15. Thereby, transmission of the driving force from the engine 11 to the propeller 14 side is interrupted, that is, a neutral state is obtained.

  According to the above configuration, the ring gear 48 is supported on the case 10 side so that the ring gear 48 can be rotated around the axis 15 of the sun gear 46 in the reduction gear 18, and the rotation A of the ring gear 48 is blocked and released. A brake device 60 that can be used is provided.

  For this reason, if the brake device 60 prevents the rotation A of the ring gear 48 in the speed reducer 18 from occurring, the speed reducer 18 produces a speed reducing action, and the driving force is transmitted from the engine 11 to the propeller 14 side. 1 is propelled.

  On the other hand, the brake device 60 releases the rotation prevention of the ring gear 48. Then, the driving force to be transmitted from the engine 11 to the propeller 14 side is interrupted from being transmitted to the propeller 14 side by the ring gear 48 rotating idly, that is, a neutral state is obtained. It is done.

  In the above case, the brake device 60 uses the ring gear 48 in the reduction gear 18, and an increase in the number of parts in the outboard motor 5 is prevented. The speed reducer 18 is disposed on the upper part of the case 10. For this reason, the brake device 60 does not require a long shift rod mechanism as in the prior art that extends from the upper end side of the case 10 to the lower end portion. Therefore, the “operation and effect” that the transmission of the driving force from the engine 11 to the propeller 14 can be interrupted is achieved by a simple configuration.

  Further, as described above, the drive shaft 16 is supported in the upper side of the case 10 so as to be rotatable around the second axis 15 extending in the substantially vertical direction, and the propeller 14 side is interlocked to the lower end portion thereof. And a speed reducer 18 that interlocks and connects the upper end portion of the drive shaft 16 to the engine 11.

  The ring gear 48 of the speed reducer 18 has a considerably larger outer diameter than the drive shaft 16. For this reason, even if the frictional joining force of the brake band 61 to the outer peripheral surface of the ring gear 48 is small, the brake torque by the brake device 60 can be increased. Therefore, the configuration of the brake device 60 can be simplified as much as the frictional joining force of the brake band 61 is small, and this promotes the “action and effect”.

  Further, as described above, the brake device 60 extends along the outer peripheral surface of the ring gear 48, and the brake band 61 whose one end in the longitudinal direction is coupled to the case 10 side, and the brake device 60 by an external operation. A brake operating portion 63 is provided that allows the other end portion of the band 61 to be pulled in the longitudinal direction so that the brake band 61 can be frictionally joined to the outer peripheral surface of the ring gear.

  Therefore, the brake device 60 uses the ring gear 48 and is a band brake having a simple structure. Therefore, the above “effect” is promoted.

  Further, as described above, the brake operation unit 63 is a hydraulic cylinder.

  For this reason, the brake device 60 is constituted by a hydraulic cylinder that is compact and has a simple structure. Therefore, the “operational effect” is further promoted.

  Further, as described above, the brake operation unit 63 that enables the brake device 60 to be operated by an external operation is provided, and the brake operation unit 63 is supported on the case 10 side or the engine 11 side.

  Therefore, the case 10, the engine 11, and the brake device 60 including the brake operation unit 63 are integrated as a unit, compared to the case where the brake operation unit 63 is provided separately on the hull 3 side or the like. The body can be easily attached to and detached from the hull 3 and carried.

  Further, in the case where the case 10 is supported with respect to the bracket 8 supported by the hull 3 so that the case 10 can be rotated (steered) around the longitudinal axis 15, the brake operation unit 63 is temporarily provided. It is assumed that they are provided separately on the hull 3 side. Then, the connection means for interlockingly connecting the brake main body portion of the brake device 60 and the brake operation portion 63 provided on the case 10 side may cause the rotation of the case 10 to be hindered. Therefore, as described above, the brake operation unit 63 is supported on the case 10 side or the engine 11 side that rotates together with the case 10 side. For this reason, the case 10 can be freely and smoothly rotated, which is beneficial for the steering of the ship 1.

  In addition, since the brake operation unit 63 is disposed outside the outboard motor 5, the degree of freedom in the arrangement of the brake operation unit 63 is improved. Workability such as maintenance inspection work is improved.

  Although the above is based on the illustrated example, the engine 11 may be multi-cylinder, and the brake device 60 may be a drum brake type.

  6 and 7 below show the second embodiment. The second embodiment is common in many respects with respect to the configuration and “operational effect” of the first embodiment. Therefore, regarding these common items, common reference numerals are attached to the drawings, and redundant description thereof is omitted, and different points are mainly described. In addition, the configurations of the respective parts in these embodiments may be variously combined in light of the object of the present invention, “action and effect”.

  In order to describe the present invention in more detail, the second embodiment will be described with reference to FIGS.

  In FIG. 6, an annular bracket 68 is supported on the ring gear 48 by a fastener 67. The ring gear 48 is supported by the bracket 68 and the upper bearing 49 with respect to the oil pan 25.

  6 and 7, the brake operating portion 63 is pivotally supported by a housing 70 protruding from the gear case 39 and a pivot shaft 71 so that both ends of the housing 70 swing in opposite directions. The swing lever 72, a spring 73 that biases the other end of the brake band 61 to pull B, and one end of the swing lever 72 weaken the biasing force of the spring 73. A cam shaft 74 that is cam-engaged with the other end portion, and an operation lever 75 that extends from the cam shaft 74 and allows the cam shaft 74 to rotate by inputting an operator's operation force.

  When the cam engagement of the cam shaft 74 to the other end of the swing lever 72 is released by an external operation to the operation lever 75 (FIG. 7), the urging force of the spring 73 causes the brake band to The other end of 61 is pulled B, and the rotation A of the ring gear 48 is prevented. On the other hand, if the cam shaft 74 is largely cam-engaged with the other end of the swing lever 72 (not shown) by the operation of the operation lever 75 (arrow C in FIG. 7), the biasing force of the spring 73 Is weakened, and the prevention of the rotation A of the ring gear 48 is released.

FIG. 3 is an enlarged cross-sectional view of the upper portion of the outboard motor in FIG. 2 according to the first embodiment. 1 is a side view of an outboard motor according to a first embodiment. FIG. FIG. 3 is an enlarged cross-sectional view of the intermediate portion of the outboard motor of FIG. 2, showing the first embodiment. FIG. 3 is an enlarged cross-sectional view of the lower part of the outboard motor of FIG. 2, showing the first embodiment. FIG. 2 is a partially cutaway plan view of the embodiment shown in FIG. 1 and shown in FIG. FIG. 2 shows a second embodiment and corresponds to FIG. FIG. 6 is a diagram illustrating Example 2 and corresponding to FIG. 5.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Ship 2 Water surface 3 Hull 5 Outboard motor 7 Outboard motor main body 8 Bracket 10 Case 11 Engine 12 1st axis 14 Propeller 15 2nd axis (axis)
16 Drive shaft 17 Bevel gear set 18 Reduction gear 22 Crankshaft 23 Crankcase 25 Oil pan 29 Lubricating oil 37 Exhaust 38 Muffler 39 Gear case 40 Gear set 41 Opening 45 Input shaft 46 Sun gear 48 Ring gear 51 Output shaft 55 Carrier 56 Planetary gear 60 Brake device 61 Brake band 63 Brake operation part A Rotation B Tension

Claims (4)

A case supported by the hull, an engine supported on the upper side of the case, a propeller supported on the lower part of the case, and a planetary gear type reduction device that interlocks and connects the propeller side to the engine. In outboard motor
A ship provided with a brake device that supports the ring gear on the case side so that the ring gear can rotate around the axis of the sun gear in the speed reducer, and that can prevent and release the rotation of the ring gear. Outside machine.   The brake device extends along the outer peripheral surface of the ring gear, and one end portion in the longitudinal direction is connected to the case side, and the other end portion of the brake band is moved in the longitudinal direction by an external operation. 2. The outboard motor according to claim 1, further comprising a brake operation unit that pulls the brake band to allow frictional joining of the brake band to the outer peripheral surface of the ring gear.   The outboard motor according to claim 2, wherein the brake operation unit is a hydraulic cylinder.   2. The outboard motor according to claim 1, further comprising a brake operation unit that enables the brake device to be operated by an external operation, and the brake operation unit is supported on the case side or the engine side.

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