JP5248999B2 - Marine propulsion unit - Google Patents

Description

  The present invention relates to a marine propulsion unit, and more particularly, to a marine propulsion unit capable of inputting engine driving force to a propeller shaft portion.

  Conventionally, a marine propulsion unit capable of inputting engine driving force to a propeller shaft is known (see, for example, Patent Document 1). In Patent Document 1, a propeller shaft composed of two shaft portions, a drive shaft portion extending in the front-rear direction and a driven shaft portion engaged with the drive shaft portion, a propeller rotated together with the propeller shaft, A marine propulsion device (marine propulsion unit) is disclosed that includes a forward / reverse switching mechanism capable of inputting engine driving force to a propeller shaft so as to propel it to either one of the rear sides. The drive shaft portion of the propeller shaft of the marine propulsion device according to Patent Document 1 is provided with a plurality of teeth that can slide in the front-rear direction with respect to the drive shaft portion. A spring member is attached to the tooth provided on the drive shaft portion, and the spring member is arranged to urge the tooth provided on the drive shaft portion in the backward direction along the axis of the propeller shaft. ing. Further, a plurality of teeth that can mesh with a plurality of teeth of the drive shaft portion are fixed to the driven shaft portion of the propeller shaft. The teeth provided on the drive shaft are provided on the driven shaft against the urging force of the spring member in the direction along the axis of the propeller shaft when rotational torque (impact) is applied by the forward / reverse switching mechanism. It is configured to be slid while sliding in a direction away from the formed tooth (direction along the axis of the propeller shaft). In other words, in Patent Literature 1, the rotational force (impact) is converted into the longitudinal force along the axis of the propeller shaft by the teeth provided on the drive shaft portion and the driven shaft portion and arranged in the axial direction. The spring member is configured to absorb an impact when a driving force is input to the propeller shaft.

JP 2000-280983 A

  However, in the marine vessel propulsion device (marine propulsion unit) disclosed in Patent Document 1, the teeth provided on the drive shaft portion are driven in order to reduce the impact when the driving force is input to the propeller shaft. Since it is necessary to slide while sliding in the direction along the axis of the propeller shaft with respect to the teeth provided on the shaft portion, the teeth provided on the drive shaft portion and the teeth provided on the driven shaft portion mutually There is an inconvenience that it may be worn out. For this reason, there exists a problem that the lifetime of the buffering device for reducing a shift shock may become short.

  The present invention has been made to solve the above-described problems, and one object of the present invention is to provide a marine propulsion unit capable of extending the life of a mechanism for reducing shift shock. It is.

Means for Solving the Problems and Effects of the Invention

In order to achieve the above object, a marine propulsion unit according to a first aspect of the present invention intersects an engine, a drive shaft portion that extends below the engine and transmits the driving force of the engine downward, and the drive shaft portion. Propeller shaft portion extending in the direction of rotation, a propeller rotated together with the propeller shaft portion, and a forward / reverse switching mechanism portion capable of inputting engine driving force to the propeller shaft portion so as to propel the hull forward or backward And a shift shock reduction mechanism that includes a spring member that is arranged to extend and retract along the rotation direction of the propeller shaft portion while reducing the impact when driving force is input to the propeller shaft portion by the forward / reverse switching mechanism portion On the rotation center axis of the propeller shaft part or on the extension line of the rotation center axis. A reduction mechanism that reduces the rotation of the lashaft, and the reduction mechanism includes a planetary gear mechanism that is a combination of a plurality of types of gears including a predetermined gear, and includes a shift shock reduction mechanism and a planetary gear mechanism. Is arranged so as to be adjacent to each other along the direction in which the rotation center axis extends, and the shift shock reduction mechanism portion further includes a holding portion, and the predetermined gear of the planetary gear mechanism portion is shifted from the planetary gear mechanism portion. The extension portion extending along the direction in which the rotation center axis extends toward the shock reduction mechanism portion is configured to be held by the holding portion of the shift shock reduction mechanism portion, and the shift shock reduction mechanism portion is a planetary gear mechanism portion. The driving force input to the predetermined gear is reduced.

In the marine vessel propulsion unit according to the first aspect, as described above, the impact when the driving force is input to the propeller shaft portion by the forward / reverse switching mechanism portion is reduced, and the expansion and contraction is along the rotation direction of the propeller shaft portion. By providing a shift shock reduction mechanism including a spring member that can be arranged, the propeller shaft generates an impact (rotational torque) in the rotational direction when driving force is input to the propeller shaft by the forward / reverse switching mechanism. It can be directly absorbed by a spring member that is arranged to be stretchable along the rotation direction of the portion. This eliminates the need to provide a mechanism for changing the direction of the force in order to absorb the shock in the rotational direction, such as teeth that are slidably engaged with each other while sliding in the shift shock reduction mechanism. The life of the shift shock reduction mechanism can be extended as compared with a case where teeth that are slidably engaged while moving are provided in the shift shock reduction mechanism. In addition, by providing the shift shock reduction mechanism portion with a spring member that can be extended and contracted along the rotation direction of the propeller shaft portion, the spring member has a larger elastic deformation amount than rubber or resin. Since the impact in the rotational direction can be absorbed while being deformed by the expansion / contraction stroke, the impact in the rotational direction when the driving force is input to the propeller shaft portion can be received while being sufficiently softened .

In the marine propulsion unit according to the first aspect, preferably, the holding portion of the shift shock reduction mechanism portion is configured to hold an extension portion of a predetermined gear of the planetary gear mechanism portion so as to be rotatable by a predetermined angle. The spring member is disposed so as to extend and contract along the rotation direction of the propeller shaft portion between an extension portion of a predetermined gear that is rotatably held by a predetermined angle and the holding portion. If comprised in this way, the impact of the rotational torque received with the predetermined gear of the planetary gear mechanism part can be directly absorbed by the spring member provided along the rotation direction.

In the marine vessel propulsion unit in which the holding portion holds the extension portion of the predetermined gear so as to be rotatable by a predetermined angle , preferably, the shift shock reduction mechanism portion is configured such that the extension portion of the predetermined gear of the planetary gear mechanism portion is a predetermined portion . It further includes a stopper portion that restricts rotation of an angle larger than the angle. If constituted in this way, after absorbing the impact of the rotational torque while rotating the predetermined gear by a predetermined angle by the spring member, the predetermined gear can be held at the predetermined angle by the stopper portion. The planetary gear mechanism can be driven in a stable state.

In the marine propulsion unit according to the first aspect, preferably, the shift shock reduction mechanism portion causes the oil in the space in which the spring member is accommodated to flow out when the spring member is compressed, and the spring member is extended. And an orifice for allowing oil to flow into the space in which the spring member is accommodated. If comprised in this way, the vibration of a spring member can be attenuated by an orifice.

In the marine propulsion unit according to the first aspect, preferably, the spring member includes a compression coil spring, and the compression coil spring is arranged to be extendable and contractible along the rotation direction of the propeller shaft portion. If comprised in this way, by using a compression coil spring, for example, compared with the case where the leaf | plate spring which can be expanded-contracted along the rotation direction of a propeller shaft part is provided, it can expand-contract along the rotation direction of a propeller shaft part. Stroke can be increased.

In the marine propulsion unit according to the first aspect, preferably, the holding portion of the shift shock reduction mechanism portion is configured to hold an extension portion of a predetermined gear of the planetary gear mechanism portion so as to be rotatable by a predetermined angle. and has a predetermined gear of the planetary gear mechanism is a sun gear that is held to be a predetermined angle component rotated by the holding portion. If comprised in this way, the shift shock reduction mechanism part of this invention can be easily applied with respect to the planetary gear mechanism part of the ring gear input and the carrier output of a planetary gear.

  In the marine vessel propulsion unit provided with the planetary gear mechanism having a sun gear that is rotatably held by the angle, the spring member preferably includes a compression coil spring, and the sun gear protrudes outward in the radial direction. In addition, a spring receiving portion is provided that supports the compression coil spring on at least one of the circumferential side of the sun gear and the other side. If comprised in this way, when the impact rotated in the circumferential direction is given to a sun gear, the load at the time of expansion / contraction of a compression coil spring can be directly absorbed by a sun gear. This eliminates the need to provide a mechanism for changing the direction of the force in order to absorb the impact in the rotational direction.

  In this case, preferably, the compression coil spring includes a first compression coil spring supported on one side of the spring receiving portion of the sun gear, and a second compression coil spring supported on the other side of the spring receiving portion of the sun gear. If comprised in this way, the impact of the circumferential direction (rotation direction) provided to a sun gear will be absorbed by the 1st compression coil spring and the 2nd compression coil spring at the time of rotation of the one side and the other side of a spring receiving part. be able to.

In the marine vessel propulsion unit according to the first aspect, preferably, a plurality of spring members are provided, and the plurality of spring members are constituted by spring members having at least two or more different spring constants. If comprised in this way, it can suppress that each spring member resonates.

  In the marine propulsion unit including the shift shock reduction mechanism having the orifice, preferably an intermediate shaft portion that is arranged to extend forward of the propeller shaft portion and is configured to rotate as the drive shaft portion rotates. The propeller shaft portion and the intermediate shaft portion include at least an oil passage portion that supplies oil to the orifice of the shift shock reduction mechanism portion. With this configuration, oil can be filled in the vicinity of the orifice, so that the vibration of the spring member can be reliably damped by the orifice.

A marine propulsion unit according to a second aspect of the present invention includes an engine, a drive shaft portion that extends downward of the engine, transmits a driving force of the engine downward, and a propeller shaft that extends in a direction intersecting the drive shaft portion. , A propeller that rotates together with the propeller shaft, a forward / reverse switching mechanism that can input the driving force of the engine to the propeller shaft so as to propel the hull forward or backward, and a forward / reverse switching mechanism A shift shock reduction mechanism unit including a spring member arranged to be able to extend and contract along the rotation direction of the propeller shaft unit and reduce the impact when driving force is input to the propeller shaft unit by the unit, and the propeller shaft unit A speed reduction mechanism that decelerates rotation of the motor, and the speed reduction mechanism is a combination of multiple types of gears. The shift shock reduction mechanism unit further includes a holding unit that holds a predetermined gear of the planetary gear mechanism unit so as to be rotatable by a predetermined angle, and the predetermined gear of the planetary gear mechanism unit holds the predetermined gear. The sun gear is rotatably held by a predetermined angle by the portion.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a perspective view showing a ship equipped with an outboard motor according to an embodiment of the present invention. 2-6 is a figure for demonstrating in detail the structure of the outboard motor by one Embodiment of this invention shown in FIG. In the figure, FWD indicates the forward direction of the ship, and BWD indicates the reverse direction of the ship. First, with reference to FIGS. 1-6, the structure of the outboard motor 3 mounted in the ship 1 by one Embodiment of this invention is demonstrated.

  As shown in FIG. 1, the ship 1 according to the present embodiment includes a hull 2 that floats on the water surface, two outboard motors 3 and 4 that are attached to the rear part of the hull 2 and propel the hull 2, A steering portion 5 for steering the hull 2 and a control lever portion 6 disposed near the steering portion 5 and capable of propelling the hull 2 in the front-rear direction are provided. The outboard motors 3 and 4 are examples of the “marine propulsion unit” of the present invention.

  The two outboard motors 3 and 4 are respectively arranged symmetrically with respect to the center of the width direction (arrow X1 direction and arrow X2 direction) of the hull 2. Outboard motors 3 and 4 are covered with case portions 300 and 400, respectively. Each of these case portions 300 and 400 is formed of resin or metal, and has a function of protecting the inside of the outboard motors 3 and 4 from water or the like.

  As shown in FIG. 2, the outboard motor 3 extends perpendicularly to the engine 30, the drive shaft portion 31 that transmits the driving force of the engine 30 downward, and is orthogonal to (intersects) the drive shaft portion 31. A propeller shaft portion 32 extending in the direction of the propeller shaft, and a propeller 33 attached to the rear end portion of the propeller shaft portion 32 and rotated together with the propeller shaft portion 32. Further, the outboard motor 3 is further provided on the downstream side of the drive shaft portion 31, and the propeller shaft portion 32 is configured to propel the hull 2 forward (arrow FWD direction) or backward (arrow BWD direction). And a forward / reverse switching mechanism 34 capable of inputting the driving force of the engine 30, and a planetary gear mechanism 35 disposed on the rotation center axis L 1 of the propeller shaft 32 and decelerating the rotation of the propeller shaft 32. Yes. The planetary gear mechanism unit 35 is an example of the “deceleration mechanism unit” in the present invention.

  The engine 30 is housed in a cowling 301 of the case unit 300. The engine 30 is provided with a crankshaft 30a that rotates in the A direction about the axis L2. The engine 30 is configured to generate a driving force by rotating the crankshaft 30a. Further, the upper portion of the drive shaft portion 31 is connected to the crankshaft 30a. The drive shaft portion 31 is disposed on the axis L2, and is configured to rotate in the A direction together with the crankshaft 30a. The drive shaft portion 31 is housed in the upper case 302 and the lower case 303 of the case portion 300.

  As shown in FIG. 3, a bevel gear 310 is attached to the lower end portion of the drive shaft portion 31 so as to rotate in the A direction together with the drive shaft portion 31. In the present embodiment, the A direction is a clockwise direction when viewed in plan. The bevel gear 310 is configured to transmit a driving force to the forward / reverse switching mechanism 34. Specifically, the forward / reverse switching mechanism 34 includes a front bevel gear 341 disposed below the arrow FWD direction and a rear bevel gear 342 disposed below the arrow BWD direction. The bevel gear 310 is meshed with the gear portion 341a of the front bevel gear 341, and meshed with the gear portion 342a of the rear bevel gear 342 disposed on the lower side in the arrow BWD direction.

  As shown in FIG. 4, the front bevel gear 341 is configured to rotate in the B direction around the rotation center axis L <b> 1 of the propeller shaft portion 32 as the bevel gear 310 rotates in the A direction. . The gear ratio between the bevel gear 310 and the front bevel gear 341 is about 1.75, and the rotation of the bevel gear 310 is decelerated and transmitted to the front bevel gear 341. The rear bevel gear 342 is configured to rotate in the C direction opposite to the B direction around the rotation center axis L1 of the propeller shaft portion 32 as the bevel gear 310 rotates in the A direction. Has been. The gear ratio between the bevel gear 310 and the rear bevel gear 342 is about 1.75, similar to the gear ratio between the bevel gear 310 and the front bevel gear 341, and the rotation of the bevel gear 310 is decelerated and transmitted to the rear bevel gear 342. . In the present embodiment, the B direction is a clockwise direction when the propeller shaft portion 32 is viewed from the rear side (arrow BWD direction side) of the outboard motor 3, and the C direction is the propeller shaft portion 32. This is the counterclockwise direction when viewed from the rear side of the outer unit 3.

  The front bevel gear 341 is fitted into a bearing 304 formed of a taper bearing (conical roller bearing). The bearing 304 is fixed to the lower case 303, and is configured to be able to stably support the front bevel gear 341 even when the front bevel gear 341 is rotated around the rotation center axis L1. Yes. A dog portion 341b that can be engaged with and separated from a front dog 347a of a dog clutch 347, which will be described later, is provided at a portion on the rotation center axis L1 side of the gear portion 341a of the front bevel gear 341.

  Further, the rear bevel gear 342 is fitted into the bearing 305. The bearing 305 is fixed to the lower case 303 via the housing portion 306, and stably supports the rear bevel gear 342 even when the rear bevel gear 342 is rotated about the rotation center axis L1. Is configured to be possible. Further, a dog portion 342b that can be engaged with and separated from a rear dog 347b of a dog clutch 347, which will be described later, is provided in a portion on the rotation center axis L1 side of the gear portion 342a of the rear bevel gear 342.

  Further, an intermediate shaft member 343 is disposed below the bevel gear 310 so as to be rotatable about the rotation center axis L1. A front end portion of the intermediate shaft member 343 is inserted into an opening hole 341c along the rotation center axis L1 of the front bevel gear 341. A bush 344 a is fitted into the inner peripheral surface of the opening hole 341 c, and the intermediate shaft member 343 is disposed so as to idle with respect to the front bevel gear 341. Further, the rear portion of the intermediate shaft member 343 is inserted into an opening hole 342c along the rotation center axis L1 of the rear bevel gear 342. A bearing 344b is fitted into the inner peripheral surface of the opening hole 342c, and the intermediate shaft member 343 is arranged so as to idle with respect to the rear bevel gear 342.

  Further, an insertion hole 343a is formed along the rotation center axis L1 on the arrow FWD direction side of the intermediate shaft member 343. Further, a through hole 343b orthogonal to the insertion hole 343a is formed on the outer peripheral surface of the intermediate shaft member 343. The through hole 343b is formed in a long hole shape having a longitudinal direction in the front-rear direction (arrow FWD direction and arrow BWD direction).

  A cylindrical slide member 345 is inserted into the insertion hole 343a along the rotation center axis L1 of the intermediate shaft member 343 so as to be slidable in the front-rear direction (arrow FWD direction and arrow BWD direction). Further, a rod-like connecting member 346 is attached to a portion corresponding to the through hole 343 b of the slide member 345 so as to be orthogonal to the slide member 345. The connecting member 346 is disposed so as to extend along the through hole 343 b and is disposed so as to protrude outward from the outer peripheral surface of the intermediate shaft member 343. Further, since the connecting member 346 is fixed to the slide member 345, the slide member 345 is configured to be slid along the insertion hole 343a and to be slid in the front-rear direction through the through hole 343b.

  A dog clutch 347 is fixed to both ends of the connecting member 346. The dog clutch 347 is spline-engaged with the outer peripheral surface of the intermediate shaft member 343, and is configured to rotate about the rotation center axis L1 together with the connecting member 346 and to be slidable in the front-rear direction with respect to the intermediate shaft member 343. Yes.

  A front dog 347a is provided at the end of the dog clutch 347 on the arrow FWD direction side, and a rear dog 347b is provided on the end of the dog clutch 347 on the arrow BWD direction side. The dog clutch 347 is configured such that the front dog 347a is engaged with the dog portion 341b of the front bevel gear 341 by sliding in the arrow FWD direction. On the other hand, the dog clutch 347 is configured such that the rear dog 347b is engaged with the dog portion 342b of the rear bevel gear 342 by sliding in the arrow BWD direction. That is, when the dog clutch 347 is engaged with the front bevel gear 341, the dog clutch 347 is in the B direction around the rotation center axis L1 of the front bevel gear 341 (the rotation direction of the propeller 33 for the hull 2 to advance: (The “forward direction”) is transmitted to the intermediate shaft member 343. On the other hand, when the dog clutch 347 is engaged with the rear bevel gear 342, the C direction around the rotation center axis L <b> 1 of the rear bevel gear 342 (the rotation direction of the propeller 33 for moving the hull 2 backward: Hereinafter, it has a function of simply transmitting the rotational torque in the “reverse direction”) to the intermediate shaft member 343. Note that when the dog clutch 347 is positioned at an intermediate position where it is not engaged with both the front bevel gear 341 and the rear bevel gear 342, the driving force of the bevel gear 310 is not transmitted to the intermediate shaft member 343.

  Further, a connecting member 348 is engaged with the front end portion of the slide member 345. The connecting member 348 has a function of moving the dog clutch 347 in the front-rear direction by moving the slide member 345 in the front-rear direction. Specifically, the projection 349 a of the forward / reverse switching lever 349 is engaged with the connecting member 348. The connecting member 348 is movable in the front-rear direction by moving the convex part 349a in the front-rear direction as the forward-reverse switching lever 349 is rotated about the axis L3 (see FIG. 3). It is configured. Thus, as the connecting member 348 is moved in the front-rear direction, the slide member 345 is moved in the front-rear direction. In this embodiment, as shown in FIG. 2, the forward / reverse switching lever 349 is connected to an actuator (not shown) disposed in the cowling 301 of the case unit 300 via an interlocking mechanism 349b. The lever 349 is rotated as an actuator (not shown) is driven.

  Further, as shown in FIG. 4, on the rotation center axis L1 side in the vicinity of the rear end portion of the intermediate shaft member 343, a front end portion of the propeller shaft portion 32 and a planetary gear mechanism to be described later attached to the propeller shaft portion 32 are provided. A recess 343c into which the front end portion of the carrier 354 of the portion 35 can be inserted is provided. The recess 343c has a circumferential inner peripheral surface, and a bush 307 is disposed on the inner peripheral surface of the recess 343c. The bush 307 has a function of steadying the carrier 354 of the planetary gear mechanism 35.

  An oil passage portion 343d connected to the insertion hole 343a is formed coaxially with the rotation center axis L1 at the bottom portion (a portion on the arrow FWD direction side) of the recess 343c. The oil passage portion 343d has a function of supplying oil to a later-described shift shock reduction mechanism portion 36 of the planetary gear mechanism portion 35 through an oil passage portion 320b of the propeller shaft portion 32 described later.

  In addition, a flange portion 343e extending in a direction intersecting with the direction in which the intermediate shaft member 343 extends (the arrow FWD direction and the arrow BWD direction) is provided on the outer peripheral portion of the rear end portion of the intermediate shaft member 343. Further, the flange portion 343e is formed with an engaging portion 343f formed in a circumferential shape on the outer peripheral portion thereof. The engaging portion 343 f meshes with a ring gear 351 of the planetary gear mechanism portion 35 described later, and has a function of transmitting the rotation of the intermediate shaft member 343 to the planetary gear mechanism portion 35.

  Here, in the present embodiment, the planetary gear mechanism portion 35 is housed in a housing portion 306 attached to the lower case 303 and is disposed on the outer peripheral portion of the front end portion of the propeller shaft portion 32. The planetary gear mechanism 35 is provided on the downstream side of the intermediate shaft member 343 and is configured such that a driving force is transmitted by the intermediate shaft member 343 and decelerates the rotation of the intermediate shaft member 343. The propeller shaft portion 32 is transmitted to the propeller shaft portion 32. The “downstream side” indicates the transmission direction of the driving force of the engine 30, and the engine 30 side is defined as the upstream side and the propeller 33 side is defined as the downstream side. The “downstream side of the intermediate shaft member 343” refers to the propeller 33 side of the intermediate shaft member 343 in terms of the transmission direction of the driving force.

  Next, the detailed structure of the planetary gear mechanism 35 will be described. In the present embodiment, the planetary gear mechanism portion 35 includes a ring gear 351 that rotates about the rotation center axis L1 as the intermediate shaft member 343 rotates, and a shift shock reduction mechanism that is described later that is fixed to the housing portion 306. A sun gear 352 rotatably held by a predetermined angle with respect to the stator 361 of the portion 36, six planetary gears 353 meshed with both the ring gear 351 and the sun gear 352, and a carrier 354 that rotatably supports the planetary gear 353. Including. The sun gear 352 is an example of the “predetermined gear” in the present invention.

  The ring gear 351 is meshed with the engaging portion 343f of the intermediate shaft member 343, and is configured to rotate as the intermediate shaft member 343 rotates. A sun gear 352 is disposed at a position spaced from the inner peripheral portion of the ring gear 351 by a predetermined distance. The sun gear 352 is disposed so as to surround the outer peripheral surface of the propeller shaft portion 32 in a circumferential shape, and a bearing 355 is disposed between the inner peripheral surface of the sun gear 352 and the outer peripheral surface of the propeller shaft portion 32. . In the present embodiment, the sun gear 352 is configured to extend rearward from the gear portion 352a engaged with the planetary gear 353, and the rear portion of the sun gear 352 is a part of a shift shock reduction mechanism portion 36 to be described later. Configure. The configuration of the rear portion of the sun gear 352 will be described in detail when the configuration of the shift shock reduction mechanism unit 36 is described.

  Further, as shown in FIG. 5, the six planetary gears 353 are respectively disposed between the ring gear 351 and the sun gear 352. Each of the six planetary gears 353 is configured to be rotatable about the shaft member 356 in either the D1 direction (forward direction) or the D2 direction (reverse direction), and between the shaft member 356 and the planetary gear 353. Is provided with a bearing 357.

  By configuring the ring gear 351, the sun gear 352, and the six planetary gears 353 as described above, the ring gear 351, the sun gear 353, and the stator 361 (see FIG. 4) of the shift shock reduction mechanism unit 36, which will be described later, are held rotatably. Since the sun gear 352 does not rotate, the ring gear 351 rotates in the B direction (the rotation direction of the planetary gear 353 for the hull 2 to advance: hereinafter simply referred to as “forward direction”) and the C direction (for the hull 2 to move backward). As the planetary gear 353 is rotated in any one of the following directions: the rotational direction of the planetary gear 353: simply referred to as “reverse direction”), the six planetary gears 353 are rotated in the D1 direction (forward direction) around the shaft member 356 and It is possible to move in either the D2 direction (reverse direction). In this case, the six planetary gears 353 are moved around the sun gear 352 in one of the E1 direction (forward direction) and the E2 direction (reverse direction) around the rotation center axis L1, and are inserted into the planetary gear 353. Each of the members 356 is moved together with the planetary gear 353 in one of the E1 direction (forward direction) and the E2 direction (reverse direction) around the rotation center axis L1.

  Further, as shown in FIG. 4, each of the six shaft members 356 is fixed to a carrier 354 that can rotate around the rotation center axis L1. Specifically, the carrier 354 includes a cylindrical portion 354a attached to the outer peripheral surface of the front end portion of the propeller shaft portion 32, a flange portion 354b formed on the outer peripheral surface of the cylindrical portion 354a, and an arrow of the shaft member 356. It is mainly configured by a flange portion 354c at the BWD direction side end portion and a column portion 354d that couples the flange portion 354b and the flange portion 354c. The six shaft members 356 are fixed to the flange portion 354b and the flange portion 354c of the carrier 354, respectively. Thus, when the six shaft members 356 are moved around the sun gear 352 in either the E1 direction (see FIG. 5) (forward direction) or the E2 direction (see FIG. 5) (reverse direction), the flange portion The carrier 354 can be rotated in one of the B direction (see FIGS. 4 and 5) (forward direction) and the C direction (see FIGS. 4 and 5) (reverse direction) via the 354b and the flange portion 354c. It becomes possible. Further, the cylindrical portion 354a of the carrier 354 is spline-fitted to the outer peripheral surface of the propeller shaft portion 32. The propeller shaft portion 32 has either the B direction (forward direction) or the C direction (reverse direction). It is rotated in either direction and rotated in either the B direction (forward direction) or the C direction (reverse direction).

  The rear end portion of the cylindrical portion 354a of the carrier 354 is restricted so as not to move backward. Specifically, a stepped portion 320a is formed at the rear end portion of the portion where the carrier 354 of the propeller shaft portion 32 is fitted. Then, since the propeller shaft portion 32 is given a force in the arrow FWD direction by the thrust of the propeller 33 when the hull 2 (see FIG. 1) moves forward, the carrier 354 is forward (arrowed) by the step portion 320a of the propeller shaft portion 32. It is configured to be pressed in the FWD direction). A thrust bearing 358 is disposed between the flange portion 354 b of the carrier 354 and the flange portion 343 e of the intermediate shaft member 343.

  By configuring the planetary gear mechanism portion 35 as described above, the rotation of the intermediate shaft member 343 can be decelerated and transmitted to the propeller shaft portion 32. The reduction gear ratio of the planetary gear mechanism unit 35 according to the present embodiment is about 1.55, the reduction gear ratio (about 1.75) of the meshing portion between the bevel gear 310 and the front bevel gear 341 or the rear bevel gear 342, and the planetary gear. The reduction ratio of both the gear mechanism 35 and the reduction ratio (about 1.55) is about 1.75 × about 1.55 = about 2.71.

  Next, the shift shock reduction mechanism 36 will be described in detail. As shown in FIG. 4, in this embodiment, the shift shock reduction mechanism portion 36 is provided behind the planetary gear 353, and the sun gear 352 whose rear portion is a part of the shift shock reduction mechanism portion 36 as described above. It has a function of reducing the impact of the driving force input to the (planetary gear mechanism unit 35). In other words, the shift shock reduction mechanism unit 36 has a function of reducing an impact when a driving force is input to the propeller shaft unit 32 by the forward / reverse switching mechanism unit 34.

  Specifically, in the present embodiment, the rear portion of the sun gear 352 protrudes toward the outside in the radial direction of the cylindrical portion 352b and a cylindrical portion 352b extending rearward from the gear portion 352a of the sun gear 352, and will be described later. And three spring receiving portions 352c (see FIG. 6) for supporting the compression coil springs 363 and 364. Further, as shown in FIG. 6, the rear portion of the sun gear 352 is housed inside the stator 361 so as to be rotatable by a predetermined angle in either the B direction or the C direction around the rotation center axis L1. ing. As a result, the entire sun gear 352 can be rotated in either the B direction or the C direction around the rotation center axis L1. The stator 361 is an example of the “holding portion” in the present invention.

  In this embodiment, as shown in FIG. 4, the stator 361 is housed in the housing portion 306. The stator 361 includes a disc portion 361a extending in a disc shape in a direction orthogonal to the rotation center axis L1, an outer peripheral portion 361b extending in the arrow FWD direction from the outer peripheral surface of the disc portion 361a, and an arrow FWD direction side of the outer peripheral portion 361b. It is mainly composed of a flange portion 361c provided at the end portion. A circular through hole 361d is formed at the center of the disc portion 361a, and the propeller shaft portion 32 is inserted into the through hole 361d. Moreover, the outer peripheral part 361b and the flange part 361c are each formed so that fitting to the internal peripheral surface of the housing part 306 is possible. The stator 361 is fitted so as not to move with respect to the housing portion 306.

  In the present embodiment, as shown in FIG. 6, three spring support portions 361 e that protrude toward the cylindrical portion 352 b of the sun gear 352 are provided on the inner peripheral surface of the outer peripheral portion 361 b of the stator 361. The spring receiving portions 361e of the stator 361 and the spring receiving portions 352c of the sun gear 352 are alternately arranged, and between the spring receiving portions 361e of the stator 361 and the spring receiving portion 352c of the sun gear 352, respectively. Six spaces 362 are formed. The space 362 is between a surface portion 361f on the B direction (the circumferential direction of the sun gear 352) side of the spring receiving portion 361e of the stator 361 and a surface portion 352d on the C direction (the circumferential direction of the sun gear 352) side of the spring receiving portion 352c of the sun gear 352. The other side space 362b formed between the one side space 362a formed on the C side, the C side surface portion 361g of the spring receiving portion 361e of the stator 361, and the B direction side surface portion 352e of the spring receiving portion 352c of the sun gear 352. Including.

 In the one side space 362a, a compression coil spring 363 is disposed along the circumferential direction (rotation direction) of the sun gear 352 (propeller shaft portion 32), and the compression coil spring 363 is a spring receiving portion 361e of the stator 361. The surface portion 361f of the sun gear 352 supports the surface portion 352d of the spring receiving portion 352c. In addition, compression coil springs 364 are arranged in the other side space 362b along the circumferential direction of the sun gear 352 (the rotation direction of the propeller shaft portion 32). The compression coil spring 364 is supported by the surface portion 361 g of the spring receiving portion 361 e of the stator 361 and urges the surface portion 352 e of the spring receiving portion 352 c of the sun gear 352. Accordingly, when the sun gear 352 is rotated in the B direction by applying a rotational torque (impact) on the B direction side to the sun gear 352, the compression coil spring 364 moves in the circumferential direction (rotational direction) of the propeller shaft portion 32. The impact is absorbed by being compressed in the B direction. Further, when the sun gear 352 is rotated in the C direction by applying a C direction rotational torque (impact) to the sun gear 352, the compression coil spring 363 is moved in the circumferential direction (rotational direction) of the propeller shaft portion 32. It is configured such that the impact is absorbed by being compressed in the direction. The compression coil spring 363 is an example of the “spring member” and “first compression coil spring” of the present invention, and the compression coil spring 364 is an example of the “spring member” and “second compression coil spring” of the present invention. The compression coil spring 363 and the compression coil spring 364 have different spring constants.

  In the present embodiment, the spring receiving portion 352c of the sun gear 352 is formed with a stopper 352f extending in both the B direction and the C direction along the outer peripheral portion 361b of the stator 361. A stopper 361 h is formed on the inner peripheral surface of the outer peripheral portion 361 b of the stator 361. The stopper 352f and the stopper 361h are arranged at a predetermined interval, and are configured to contact each other when the sun gear 352 is rotated. Thereby, even when the sun gear 352 is rotated, it is possible to restrict the sun gear 352 from rotating by an angle larger than a predetermined angle. As a result, the stator 361 of the present embodiment can be configured such that the sun gear 352 can be rotated by a predetermined angle. The stopper 352f and the stopper 361h are examples of the “stopper portion” of the present invention.

  In the present embodiment, as shown in FIG. 4, a disk-shaped lid member 365 is attached to the arrow FWD direction side of the space 362 in which the compression coil springs 363 and 364 are arranged. Specifically, the lid member 365 is sandwiched between a circlip 366 engaged with the inner peripheral surface side of the outer peripheral portion 361 b of the stator 361 and the spring receiving portion 352 c of the sun gear 352. In addition, orifices 365a are formed at positions corresponding to the six spaces 362 of the lid member 365, respectively. The interior of the stator 361 such as the six spaces 362 and the vicinity of the planetary gear mechanism 35 such as the vicinity of the lid member 365 are filled with oil, and the six orifices 365a are respectively provided in the interior of each space 362 and the lid. The oil in the vicinity of the member 365 can be circulated.

  The orifice 365a has a function of causing the oil in the space 362 on the side where the compressed coil spring 363 or 364 is stored to flow out when any one of the compression coil springs 363 and 364 is compressed. The orifice 365a has a function of causing oil to flow into the space 362 on the side where the expanded compression coil spring 363 or 364 is accommodated when one of the compression coil springs 363 and 364 is expanded. Thus, the oil in the spaces 362 and in the vicinity of the lid member 365 passes through the orifices 365a, so that the force that the compression coil springs 363 and 364 expand and contract can be attenuated.

  An oil passage portion 320 b is formed in the front portion of the propeller shaft portion 32. The oil passage portion 320b is located at a position corresponding to a bearing 355 provided between the main passage 320c extending rearward along the rotation center axis L1 and the inner peripheral surface of the sun gear 352 and the outer peripheral surface of the propeller shaft portion 32. The front branch passage 320d branches from the main passage 320c, and the rear branch passage 320e branches from the main passage 320c behind the front branch passage 320d (see FIG. 3). The front branch passage 320d has a function of supplying oil to the planetary gear mechanism portion 35 and the shift shock reduction mechanism portion 36 via the bearing 355. Further, as shown in FIG. 3, the rear branch passage 320 e has a function of supplying oil to a bearing 321 that supports the propeller shaft portion 32 at the rear end portion of the lower case 303.

  In addition, a propeller 33 is disposed at the rear end portion of the propeller shaft portion 32, and one propeller 33 can rotate together with the propeller shaft portion 32 that rotates at a speed lower than the rotation speed of the intermediate shaft member 343. It is attached to the propeller shaft portion 32.

  Next, with reference to FIG. 2 and FIGS. 4 to 6, the transmission path of the driving force from the drive shaft portion 31 of the outboard motor 3 to the propeller 33 will be described. First, the transmission path of the driving force when moving the hull 2 forward will be described. In this case, in order to transmit the rotation of the front bevel gear 341 in the B direction to the propeller 33 via the intermediate shaft member 343, the planetary gear mechanism portion 35, and the propeller shaft portion 32, the front dog 347a of the dog clutch 347 is engaged. The intermediate portion is engaged with the dog portion 341b of the front bevel gear 341 from an intermediate position.

  As shown in FIG. 2, when the engine 30 is driven, the drive shaft portion 31 is rotated in the A direction as the crankshaft 30 a is rotated in the A direction. Then, the rotation of the drive shaft portion 31 in the A direction is input to the front bevel gear 341 and the rear bevel gear 342 as shown in FIG.

  As the drive shaft portion 31 is rotated in the A direction, the bevel gear 310 attached in the vicinity of the lower end portion of the drive shaft portion 31 is rotated in the A direction. As the bevel gear 310 is rotated in the A direction, the front bevel gear 341 is rotated in the B direction, and the rear bevel gear 342 is rotated in the C direction. Here, as the dog clutch 347 and the front bevel gear 341 are engaged, the rotation of the front bevel gear 341 in the B direction is transmitted to the intermediate shaft member 343, and the intermediate shaft member 343 is rotated in the B direction.

  Then, the rotation of the intermediate shaft member 343 in the B direction is transmitted to the planetary gear mechanism portion 35 from the engaging portion 343f of the intermediate shaft member 343. Specifically, as shown in FIG. 5, the engagement portion 343f of the intermediate shaft member 343 and the ring gear 351 of the planetary gear mechanism portion 35 are engaged with each other, so that the ring gear 351 is rotated in the B direction. At this time, each of the six planetary gears 353 is rotated in the direction D1, and the sun gear 352 is given a rotational torque in the C direction by the six planetary gears 353. Thereby, the rotational torque in the C direction applied to the sun gear 352 is transmitted to the shift shock reduction mechanism 36.

  As shown in FIG. 6, the spring receiving portion 352 c of the sun gear 352 is rotated in the C direction against the reaction force of the compression coil spring 363, and the stopper 352 f of the sun gear 352 contacts the stopper 361 h of the stator 361. As a result, it is possible to stably absorb the rotational torque in the C direction applied by the six planetary gears 353 in a stable state where the stopper 352f of the sun gear 352 and the stopper 361h of the stator 361 are in contact with each other. Further, when the spring receiving portion 352c is rotated in the C direction as the rotational torque in the C direction is applied to the sun gear 352 by the six planetary gears 353, the space 362a in which the compression coil spring 363 is accommodated is filled. The flowing oil flows out from the orifice 365a to the outside of the space 362a. At this time, oil flows into the space 362b in which the compression coil spring 364 is accommodated through the orifice 365a. Thereby, when the spring receiving portion 352c is rotated in the C direction, the damping force can be generated by the orifice 365a. In addition, a damping force is generated by the oil flowing through the orifice 365a, and the compression coil spring 363 is compressed, whereby the impact (rotational torque) applied to the sun gear 352 can be reduced.

  Then, as shown in FIG. 5, as the six planetary gears 353 are rotated in the D1 direction, the six planetary gears 353 are moved in the E1 direction around the rotation center axis L1. As a result, the six shaft members 356 that support the six planetary gears 353 are also moved in the E1 direction around the rotation center axis L1, so that the carrier 354 that fixes the six shaft members 356 (see FIG. 4) has six The shaft member 356 applies a force in the E1 direction around the rotation center axis L1. As a result, the carrier 354 is rotated in the B direction.

  Since the carrier 354 is spline-fitted with the propeller shaft portion 32, the propeller shaft portion 32 is rotated in the B direction together with the carrier 354. At this time, since the rotation of the intermediate shaft member 343 is decelerated from the ring gear 351 to the carrier 354, the rotation speed of the propeller shaft portion 32 is smaller than the rotation speed of the intermediate shaft member 343. As shown in FIG. 2, since the propeller shaft portion 32 and the propeller 33 are configured to rotate integrally, the propeller 33 is rotated as the propeller shaft portion 32 is rotated in the B direction. Is rotated in the B direction. Thereby, the outboard motor 3 can generate thrust in the forward direction.

  Next, with reference to FIGS. 2 and 4 to 6, the transmission path of the driving force from the drive shaft portion 31 of the outboard motor 3 to the propeller 33 when the hull 2 is moved backward will be described. In this case, in order to transmit the rotation of the rear bevel gear 342 in the C direction to the propeller 33 via the intermediate shaft member 343, the planetary gear mechanism portion 35 and the propeller shaft portion 32, the rear dog 347b of the dog clutch 347 is It is engaged with the dog portion 342b of the rear bevel gear 342 from an intermediate position where it is not engaged.

  As the drive shaft portion 31 is rotated in the A direction, the bevel gear 310 attached in the vicinity of the lower end portion of the drive shaft portion 31 is rotated in the A direction. As the bevel gear 310 is rotated in the A direction, the front bevel gear 341 is rotated in the B direction, and the rear bevel gear 342 is rotated in the C direction. Here, as the dog clutch 347 and the rear bevel gear 342 are engaged, the rotation of the rear bevel gear 342 in the C direction is transmitted to the intermediate shaft member 343, and the intermediate shaft member 343 is rotated in the C direction. The

  Then, the rotation in the C direction of the intermediate shaft member 343 is transmitted to the planetary gear mechanism portion 35 from the engaging portion 343f of the intermediate shaft member 343. Specifically, since the engaging portion 343f of the intermediate shaft member 343 and the ring gear 351 of the planetary gear mechanism portion 35 are engaged with each other, the ring gear 351 is rotated in the C direction. At this time, each of the six planetary gears 353 is rotated in the D2 direction, and the sun gear 352 is given a rotational torque in the B direction by the six planetary gears 353. Thereby, the rotational torque in the B direction applied to the sun gear 352 is transmitted to the shift shock reduction mechanism 36.

  As shown in FIG. 6, the spring receiving portion 352 c of the sun gear 352 is rotated in the B direction against the reaction force of the compression coil spring 364, and the stopper 352 f of the sun gear 352 contacts the stopper 361 h of the stator 361. As a result, in the stable state where the stopper 352f of the sun gear 352 and the stopper 361h of the stator 361 are in contact with each other, it becomes possible to stably absorb the rotational torque in the B direction applied by the six planetary gears 353. Further, when the spring receiving portion 352c is rotated in the B direction as the rotational torque in the B direction is applied to the sun gear 352 by the six planetary gears 353, the space 362b in which the compression coil spring 364 is accommodated is filled. The flowing oil flows out from the orifice 365a to the outside of the space 362b. At this time, oil flows into the space 362a in which the compression coil spring 363 is accommodated through the orifice 365a. Thereby, when the spring receiving portion 352c is rotated in the B direction, it is possible to generate a damping force by the orifice 365a. Further, a damping force is generated by the oil flowing through the orifice 365a, and the compression coil spring 364 is compressed, so that an impact (rotational torque) applied to the sun gear 352 can be reduced.

  Then, as shown in FIG. 5, as the six planetary gears 353 are rotated in the D2 direction, the six planetary gears 353 are respectively moved in the E2 direction around the rotation center axis L1. As a result, the six shaft members 356 that support the six planetary gears 353 are also moved in the E2 direction around the rotation center axis L1, so that the carrier 354 (see FIG. 4) for fixing the six shaft members 356 has six The shaft member 356 applies a force in the E2 direction around the rotation center axis L1. As a result, the carrier 354 is rotated in the C direction.

Since the carrier 354 is spline-fitted with the propeller shaft portion 32, the propeller shaft portion 32 is rotated in the C direction together with the carrier 354. At this time, since the rotation of the intermediate shaft member 343 is decelerated from the ring gear 351 to the carrier 354, the rotation speed of the propeller shaft portion 32 is smaller than the rotation speed of the intermediate shaft member 343. As shown in FIG. 2, since the propeller shaft portion 32 and the propeller 33 are configured to rotate integrally, the propeller 33 is rotated as the propeller shaft portion 32 is rotated in the C direction. Is rotated in the C direction. Thereby, the outboard motor 3 can generate a thrust in the reverse direction.

  In the present embodiment, as described above, the impact when the driving force is input to the propeller shaft portion 32 by the forward / reverse switching mechanism portion 34 is reduced, and the arrangement can be expanded and contracted along the rotation direction of the propeller shaft portion 32. By providing the shift shock reduction mechanism portion 36 including the compression coil springs 363 and 364, the rotation direction (B direction or C direction) when the driving force is input to the propeller shaft portion 32 by the forward / reverse switching mechanism portion 34. Can be directly absorbed by the compression coil springs 363 and 364 arranged so as to be expandable and contractable along the rotation direction of the propeller shaft portion 32. Accordingly, it is not necessary to provide a mechanism for changing the direction of the force in order to absorb the impact in the rotational direction (B direction or C direction), such as teeth that are slidably engaged with each other, in the shift shock reduction mechanism portion 36. Therefore, the life of the shift shock reduction mechanism unit 36 can be extended compared to the case where the mechanism for changing the direction of force is provided in the shift shock reduction mechanism unit. Further, by providing the compression shock springs 363 and 364 disposed in the shift shock reduction mechanism portion 36 so as to be able to expand and contract along the rotation direction of the propeller shaft portion 32, compression having a larger elastic deformation amount than rubber or resin is provided. Since the coil springs 363 and 364 can absorb the impact in the rotational direction while being deformed by the expansion and contraction strokes of the compression coil springs 363 and 364, the rotational direction (B direction or C when the driving force is input to the propeller shaft portion 32). Direction) can be received while sufficiently mitigating.

  Further, in the present embodiment, as described above, the shift shock reduction mechanism unit 36 is configured to reduce the impact of the driving force input to the sun gear 352 of the planetary gear mechanism unit 35, thereby easily allowing the planetary gear. Along with reducing the impact of the driving force input to the gear mechanism portion 35, the impact of the outboard motor 3 as a whole can be reduced.

  In the present embodiment, as described above, the compression coil springs 363 and 364 are expanded and contracted along the rotation direction of the propeller shaft portion 32 between the sun gear 352 and the stator 361 that are rotatably held by a predetermined angle. By arranging them in a possible manner, the impact of the rotational torque received by the sun gear 352 of the planetary gear mechanism 35 can be received by the compression coil springs 363 and 364 provided along the rotation direction.

  Further, in the present embodiment, as described above, the shift shock reduction mechanism unit 36 is provided with the stoppers 352f and 361h that restrict the sun gear 352 of the planetary gear mechanism unit 35 from rotating by an angle larger than a predetermined angle. Thus, after absorbing the impact of the rotational torque while rotating the sun gear 352 by a predetermined angle by the compression coil springs 363 and 364, the sun gear 352 can be held at the predetermined angle by the stoppers 352f and 361h. The mechanism part 35 can be driven in a stable state.

  In the present embodiment, as described above, when the compression coil spring 363 or 364 is compressed, oil in the space 362 in which the compression coil springs 363 and 364 are accommodated is caused to flow out to the shift shock reduction mechanism 36 and the compression is performed. By providing the orifice 365a for allowing oil to flow into the space 362 in which the compression coil springs 363 and 364 are accommodated when the coil spring 363 or 364 is extended, the vibration of the compression coil springs 363 and 364 can be damped by the orifice 365a. .

  In the present embodiment, as described above, the sun gear 352 protrudes outward in the radial direction, and supports the compression coil springs 363 and 364 in at least one of the B direction and the C direction of the sun gear 352. By providing the receiving portion 352c, when the impact rotating in the circumferential direction is applied to the sun gear 352, the load when the compression coil springs 363 and 364 expand and contract can be directly absorbed by the sun gear 352. . This eliminates the need to provide a mechanism for changing the direction of the force in order to absorb the impact in the rotational direction.

  Further, in the present embodiment, as described above, the compression coil spring 363 that urges the surface portion 352d on the C direction side of the spring receiving portion 352c of the sun gear 352 and the surface portion 352e on the B direction side of the spring receiving portion 352c of the sun gear 352 are provided. By providing an urging compression coil spring 364, a circumferential direction (rotational direction) applied to the sun gear 352 when the spring receiving portion 352c rotates in one direction (C direction side) and the other side (B direction side). ) Can be absorbed by the compression coil spring 363 and the compression coil spring 364.

  Further, in the present embodiment, as described above, the compression coil springs 363 and 364 are configured to have different spring constants, so that the compression coil springs 363 and 364 can be prevented from resonating.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and further includes all modifications within the meaning and scope equivalent to the scope of claims for patent.

  For example, in the above-described embodiment, an example in which two outboard motors in which an engine and a propeller are arranged outside the hull is shown as an example of a marine propulsion unit, but the present invention is not limited thereto, and the engine is a hull. The present invention is also applicable to other marine propulsion units including an inboard motor in which a stun drive, an engine, and a propeller fixed to the hull are fixed to the hull. Moreover, one outboard motor may be attached to the hull, and three or more outboard motors may be attached.

For example, in the above-described embodiment, the shift shock reduction mechanism unit has been shown as an example configured to reduce the impact (rotational torque) received by the sun gear of the planetary gear mechanism unit. the reduction mechanism unit, for example, a ring gear such, but it may also be configured to reduce the impact (rotation torque) gear other than the sun gear is subjected.

  Moreover, although the example which provided six compression coil springs was shown in the said embodiment, this invention is not limited to this, You may provide five or less compression coil springs, and may provide seven or more.

  In the above embodiment, the shift shock reduction mechanism is provided with two types of compression coil springs having different spring constants. However, the present invention is not limited to this, and all the compression coil springs having the same spring constant are provided. It may be provided. Three or more types of compression coil springs having different spring constants may be provided.

  Further, in the above embodiment, the planetary gear mechanism is configured such that the sun gear is rotatably held via the compression coil spring, the driving force is input from the ring gear, and the driving force is output from the carrier. However, the present invention is not limited to this. For example, the planetary gear mechanism is configured to hold the ring gear so that the ring gear can rotate, input the driving force from the sun gear, and output the driving force from the carrier. You may comprise by the planetary gear mechanism part which has the input and output path of other driving force, such as comprising.

  In the above-described embodiment, the shift shock reduction mechanism is provided with a space configured to prevent oil from flowing out, a compression coil spring is provided in the space, and an orifice for taking oil in and out is provided in the space. The present invention is not limited to this, and a compression coil spring combined with an oil damper may be provided without providing a space configured to prevent oil from flowing out in the shift shock reduction mechanism.

  Moreover, in the said embodiment, although the example which applied the compression coil spring to the spring member of this invention was shown, this invention is not restricted to this, Spring members other than compression coil springs, such as a leaf | plate spring, are not added to this. You may apply.

It is the perspective view which showed the ship by which the outboard motor by one Embodiment of this invention was mounted. FIG. 2 is a cross-sectional view for explaining the configuration of the outboard motor according to the embodiment shown in FIG. 1. FIG. 2 is a cross-sectional view for explaining a configuration in a lower case of the outboard motor according to the embodiment shown in FIG. 1. FIG. 3 is a cross-sectional view for explaining a configuration of a forward / reverse switching mechanism and a shift shock reduction mechanism of the outboard motor according to the embodiment shown in FIG. 1. FIG. 2 is a cross-sectional view for explaining a configuration of a planetary gear mechanism of the outboard motor according to the embodiment shown in FIG. 1. FIG. 3 is a cross-sectional view for explaining a configuration of a shift shock reduction mechanism unit of the outboard motor according to the embodiment shown in FIG. 1.

1 Ship 2 Hull 3 Outboard Motor (Marine Propulsion Unit)
30 Engine 31 Drive shaft part 32 Propeller shaft part 33 Propeller 34 Forward / reverse switching mechanism part 35 Planetary gear mechanism part (reduction mechanism part)
36 Shift shock reduction mechanism portion 320b Oil passage portion 343 Intermediate shaft member (intermediate shaft portion)
343d Oil passage 352 Sun gear (predetermined gear)
352c Spring receiving part 352f Stopper (stopper part)
361 Stator (holding part)
361h Stopper (Stopper part)
362, 362a, 362b space 363 compression coil spring (first compression coil spring, spring member)
364 Compression coil spring (second compression coil spring, spring member)
365a Orifice

Claims (11)

Engine,
A drive shaft portion extending below the engine and transmitting the driving force of the engine downward;
A propeller shaft portion extending in a direction crossing the drive shaft portion;
A propeller rotated together with the propeller shaft portion;
A forward / reverse switching mechanism capable of inputting the driving force of the engine to the propeller shaft so as to propel the hull forward or backward; and
Shift shock reduction including a spring member arranged to extend and retract along the rotation direction of the propeller shaft portion while reducing impact when driving force is input to the propeller shaft portion by the forward / reverse switching mechanism portion A mechanism part;
A speed reduction mechanism portion that is disposed on a rotation center axis of the propeller shaft portion or on an extension line of the rotation center axis and decelerates rotation of the propeller shaft portion;
The speed reduction mechanism includes a planetary gear mechanism in which a plurality of types of gears including a predetermined gear are combined,
The shift shock reduction mechanism part and the planetary gear mechanism part are arranged so as to be adjacent along the direction in which the rotation center axis extends .
The shift shock reduction mechanism part further includes a holding part,
The predetermined gear of the planetary gear mechanism unit is configured to hold the shift shock reduction mechanism unit at an extended portion extending along the direction in which the rotation center axis extends from the planetary gear mechanism unit toward the shift shock reduction mechanism unit. Configured to be held in the
The marine propulsion unit configured to reduce the impact of the driving force input to the predetermined gear of the planetary gear mechanism. The holding portion of the shift shock reducing mechanism portion is configured to hold the extended portion of the predetermined gear of the planetary gear mechanism portion so as to be rotatable by a predetermined angle.
The spring member is disposed between the extension portion of the predetermined gear that is rotatably held by the predetermined angle and the holding portion so as to be extendable and contractable along the rotation direction of the propeller shaft portion. The marine propulsion unit according to claim 1. The said shift shock reduction mechanism part further contains the stopper part which controls that the extension part of the said predetermined gear of the said planetary gear mechanism part rotates an angle larger than the said predetermined angle. Marine propulsion unit.   The shift shock reducing mechanism causes oil in a space in which the spring member is stored to flow out when the spring member is compressed, and in the space in which the spring member is stored when the spring member is extended. The marine propulsion unit according to any one of claims 1 to 3, further comprising an orifice through which oil flows. The spring member includes a compression coil spring,
The marine propulsion unit according to any one of claims 1 to 4, wherein the compression coil spring is disposed so as to be extendable and contractible along a rotation direction of the propeller shaft portion. The holding portion of the shift shock reducing mechanism portion is configured to hold the extended portion of the predetermined gear of the planetary gear mechanism portion so as to be rotatable by a predetermined angle.
The marine propulsion unit according to any one of claims 1 to 5, wherein the predetermined gear of the planetary gear mechanism is a sun gear that is rotatably held by the holding portion by a predetermined angle. The spring member includes a compression coil spring,
The sun gear includes a spring receiving portion that protrudes outward in the radial direction and supports the compression coil spring on at least one of one side and the other side in the circumferential direction of the sun gear. Marine propulsion unit.   The said compression coil spring has a 1st compression coil spring supported by one side of the spring receiving part of the said sun gear, and a 2nd compression coil spring supported by the other side of the spring receiving part of the said sun gear. Marine propulsion unit. A plurality of the spring members are provided,
The marine propulsion unit according to any one of claims 1 to 8, wherein the plurality of spring members are constituted by spring members having at least two different spring constants. An intermediate shaft portion arranged to extend forward of the propeller shaft portion, and configured to be rotatable as the drive shaft portion rotates;
The marine propulsion unit according to claim 4, wherein the propeller shaft portion and the intermediate shaft portion include at least an oil passage portion that supplies oil to an orifice of the shift shock reduction mechanism portion. Engine,
A drive shaft portion extending below the engine and transmitting the driving force of the engine downward;
A propeller shaft portion extending in a direction crossing the drive shaft portion;
A propeller rotated together with the propeller shaft portion;
A forward / reverse switching mechanism capable of inputting the driving force of the engine to the propeller shaft so as to propel the hull forward or backward; and
Shift shock reduction including a spring member arranged to extend and retract along the rotation direction of the propeller shaft portion while reducing impact when driving force is input to the propeller shaft portion by the forward / reverse switching mechanism portion A mechanism part;
A speed reduction mechanism that decelerates rotation of the propeller shaft portion;
The speed reduction mechanism includes a planetary gear mechanism in which a plurality of types of gears are combined,
The shift shock reduction mechanism unit further includes a holding unit that holds a predetermined gear of the planetary gear mechanism unit so as to be rotatable by a predetermined angle,
The marine propulsion unit, wherein the predetermined gear of the planetary gear mechanism is a sun gear that is rotatably held by the holding portion by a predetermined angle.

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