JP6260427B2 - Outboard motor - Google Patents

Description

  The present invention relates to an outboard motor. In particular, the present invention relates to an outboard motor in which a shift device that switches a shift position is provided in the middle of a drive shaft that transmits rotational power from an engine to a propeller shaft.

  An outboard motor to which an engine (internal combustion engine) is applied as a driving force source is generally a shift device that intermittently switches the rotational power output from the engine and switches the rotation direction, and supplies oil (lubricating oil) to the shift device. An oil pump. In Patent Document 1, a drive shaft extending vertically downward from an engine is configured by a first input shaft and a second input shaft, and a shift device is provided between the first input shaft and the second input shaft. Is disclosed. In the configuration described in Patent Document 1, the oil pump that supplies oil to the shift device operates with rotational power transmitted by the inner shaft directly connected to the second input shaft.

  However, such a configuration has the following problems. Rotational power is transmitted from the first input shaft to the second input shaft via the shift device. For this reason, when the shift position is the neutral position, the rotational power is not transmitted to the second input shaft, and the oil pump does not operate. Therefore, when the shift position is the neutral position, oil cannot be supplied to the shift device.

JP-A-6-221383

  In view of the above circumstances, the problem to be solved by the present invention is that an outboard motor provided in the middle of a drive shaft that transmits rotational power is always operated with an auxiliary device regardless of the shift position of the shift device. An outboard motor can be provided.

  In order to solve the above-described problems, the present invention provides an engine, a drive shaft that extends in the vertical direction and transmits rotational power from the engine, and a drive gear that is provided so as to rotate integrally with a lower end portion of the drive shaft. And an outboard motor having a driven gear that is provided on a propeller shaft that rotates integrally with the propeller and meshes with the drive gear, wherein the drive shaft has a first input shaft to which rotational power is transmitted from the engine, A shift position between the first input shaft and the second input shaft, the second input shaft being arranged coaxially with the first input shaft and having rotational power transmitted from the first input shaft; The shift device is provided at the lower end portion of the first input shaft and rotates integrally therewith, and the second input shaft is provided at the upper end portion of the second input shaft. Relative to A rotatable lower gear, an intermediate gear provided to rotate integrally with an intermediate shaft extending rearward in a direction orthogonal to the drive shaft, and always meshing with the upper gear and the lower gear; and the upper gear Between the gear and the lower gear so as to rotate integrally with the second input shaft, and move on the second input shaft and engage with the upper gear or the lower gear, or the upper gear A clutch body that performs intermittent switching of the rotational power and switching of the rotational direction from the first input shaft to the second input shaft by being engaged with neither the gear nor the lower gear. Further, the present invention is characterized in that it has an auxiliary device that operates by transmitting rotational power through the intermediate shaft.

  The number of teeth of the upper gear and the intermediate gear may be different from each other, whereby the rotational speed of the intermediate shaft may be different from the rotational speed of the first input shaft.

  The shift actuator may further include a shift actuator that moves the clutch body, the shift actuator may be disposed on the front side of the drive shaft, and the auxiliary device may be disposed on the rear side of the drive shaft.

  The auxiliary device includes an oil pump that supplies oil to the shift device, and the casing of the oil pump is configured by a pair of opposing case members, and one case of the pair of members The member may be formed integrally with the casing of the shift device.

  According to the present invention, the auxiliary device is operated by the rotational power transmitted through the intermediate shaft that rotates integrally with the intermediate gear. Since the intermediate gear and the upper gear provided on the first input shaft are always meshed with each other, rotational power is always transmitted to the intermediate shaft while the engine is operating. Therefore, the auxiliary device can be operated regardless of the shift position of the shift device. For example, if an oil pump that supplies oil (lubricating oil) to the shift device is applied as an auxiliary device, oil can be supplied to the shift device at all times during operation of the engine.

FIG. 1 is a left side view schematically showing a configuration example of the appearance of an outboard motor. FIG. 2 is a partial cross-sectional view schematically showing an example of the configuration of the outboard motor. FIG. 3 is an enlarged cross-sectional view showing an example of the internal configuration of the lower part of the outboard motor. FIG. 4 is a cross-sectional view showing a state where the outboard motor is tilted forward. FIG. 5 is an exploded perspective view schematically showing a configuration example of the shift device module. FIG. 6 is a cross-sectional view schematically showing a configuration example of the shift device module. FIG. 7 is a perspective view schematically showing a configuration example of a main part of the shift operating device. FIG. 8 is a view of the lower unit case as viewed from above.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the embodiment of the present invention, an outboard motor having a counter-rotating propeller is shown as an example. In each figure, the front side of the outboard motor is indicated by an arrow Fr, the rear side by an arrow Rr, the right side by an arrow R, the left side by an arrow L, the upper side by an arrow Up, and the lower side by an arrow Dn. Show.

<Overall configuration of outboard motor>
An overall configuration example of the outboard motor 1 will be described with reference to FIGS. FIG. 1 is a left side view schematically showing a configuration example of the outboard motor 1. FIG. 2 is a partial cross-sectional view schematically showing a configuration example of the outboard motor 1. FIG. 3 is an enlarged cross-sectional view showing an example of the internal configuration of the lower portion of the outboard motor 1. As shown in FIGS. 1 and 2, the outboard motor 1 is provided with an engine cover 101, a drive shaft housing 102, and a lower unit case 103 in order from the upper side. (Exterior) is configured. On the rear side of the lower unit case 103, a front propeller 11 and a rear propeller 12 are arranged coaxially. The front propeller 11 and the rear propeller 12 constitute a counter-rotating propeller that rotates in opposite directions. In the embodiment of the present invention, when the front propeller 11 rotates clockwise (clockwise) and the rear propeller 12 rotates counterclockwise (counterclockwise) when viewed from the rear, the outboard motor 1 moves forward. And A bracket device 14 for attaching the outboard motor 1 to the hull is provided on the front side of the drive shaft housing 102, and the outboard motor 1 is attached to a stern board or the like of the ship via the bracket device 14. used.

  The configuration of the power transmission system of the outboard motor 1 is as follows. As shown in FIG. 2, the outboard motor 1 includes an engine 13 (internal combustion engine) as a driving force source, a propeller shaft 23 that rotates integrally with each of the front propeller 11 and the rear propeller 12, and the rotation of the engine 13. It has a drive shaft 17 that transmits power to the propeller shaft 23, and a shift device 4 that performs intermittent switching of the rotational power from the engine 13 and switching of the rotational direction. The drive shaft 17 includes a first input shaft 171 and a second input shaft 172 that are separated from each other. The shift device 4 performs intermittent switching of the rotational power and switching of the rotation direction (that is, switching of the shift position) between the first input shaft 171 and the second input shaft 172 constituting the drive shaft 17. The rotational power output by the engine 13 is transmitted to the front propeller 11 and the rear propeller 12 via the first input shaft 171, the shift device 4, the second input shaft 172, and the propeller shaft 23.

  As shown in FIG. 2, the engine 13 is accommodated inside the engine cover 101 while being supported on the upper side of the engine holder 15. For example, a vertical (vertical) water-cooled engine is applied to the engine 13. In this case, the engine 13 is configured by a combination of a cylinder head, a cylinder block, a crankcase, and the like. The engine 13 is arranged in such a direction that the crankcase is located on the most front side, the cylinder block is located on the rear side of the crankcase, and the cylinder head is located on the most rear side. An oil pan 16 is disposed below the engine holder 15.

  Inside the drive shaft housing 102, a first input shaft 171 constituting the drive shaft 17 is housed rotatably in a direction extending in the vertical direction (vertical direction) (direction in which the axis is vertical). The upper end portion of the first input shaft 171 is connected to the crankshaft of the engine 13, and the lower end portion of the first input shaft 171 is connected to the shift device 4. The first input shaft 171 can transmit the rotational power output from the engine 13 to the shift device 4.

  The shift device 4 is disposed so as to straddle the drive shaft housing 102 and the lower unit case 103 in a side view. On the rear side of the shift device 4, an oil pump 6 and a water pump 7, which are examples of auxiliary equipment, are arranged coaxially in the front-rear direction. The oil pump 6 is operated by the rotational power transmitted from the shift device 4, sucks lubricating oil (hereinafter simply referred to as “oil”) in the lower unit case 103 through the oil suction pipe 67, and Supply oil inside. The water pump 7 is operated by the rotational power transmitted from the shift device 4 and supplies cooling water to the engine 13. In the embodiment of the present invention, the shift device 4 has a function of switching the rotational power between the first input shaft 171 and the second input shaft 172 and switching the rotational direction, as well as the rotational power transmitted from the engine 13. Also has a function of branching to the auxiliary device. The shift device 4, the oil pump 6, and the water pump 7 are assembled into a single unit and modularized. For convenience of explanation, the module of the shift device 4, the oil pump 6, and the water pump 7 is referred to as a “shift device module”. Details of the configuration of the shift device module 104 will be described later.

  Inside the lower unit case 103, a second input shaft 172 constituting the drive shaft 17 is rotatably supported via a bearing 46. The second input shaft 172 is coaxial with the first input shaft 171 and is positioned below the first input shaft 171 and the shift device 4. The bearing 46 that supports the second input shaft 172 is a combination of tapered roller bearings that are opposite to each other so as to withstand radial load and vertical thrust load. The upper end portion of the second input shaft 172 is connected to the shift device 4 and is arranged to extend downward from the shift device 4 in the vertical direction. A pinion gear 18 that is a drive gear is provided at the lower end of the second input shaft 172 so as to rotate integrally. For example, the pinion gear 18 is splined to the lower end portion of the second input shaft 172. A bevel gear is applied to the pinion gear 18.

  Inside the lower unit case 103, below the second input shaft 172, a bearing housing 20, a pair of driven gears, a front gear 21 and a rear gear 22, and a propeller shaft 23 extend in the front-rear direction. It is arranged on the same axis. The front gear 21 and the rear gear 22 which are a pair of driven gears are bevel gears. The propeller shaft 23 includes an outer shaft 232 and an inner shaft 231. The bearing housing 20 is a cylindrical member penetrating in the front-rear direction, and is detachably fixed by a bolt or the like while being inserted into the lower unit case 103 from the rear side. The bearing housing 20 rotatably supports the outer shaft 232 and the rear gear 22 via the bearings 238 and 221.

  The front gear 21 is disposed on the lower front side of the pinion gear 18 and is rotatably supported in the lower unit case 103 via a bearing 211 (for example, a tapered roller bearing). The rear gear 22 is disposed on the rear lower side of the pinion gear 18 and can be rotated inside the bearing housing 20 by a bearing 221 (for example, a thrust needle roller bearing or a combination of a thrust cylindrical roller bearing and a cylindrical roller bearing). It is supported by. The front gear 21 and the rear gear 22 are provided coaxially in the front-rear direction so that the center of rotation extends in the front-rear direction. The front gear 21 and the rear gear 22 are always meshed with the pinion gear 18 provided at the lower end portion of the second input shaft 172. For this reason, the front gear 21 and the rear gear 22 rotate in opposite directions by the rotational power transmitted from the second input shaft 172.

  The outer shaft 232 is a hollow shaft and is arranged in a direction extending in the front-rear direction. An intermediate portion in the longitudinal direction of the outer shaft 232 is inserted into the bearing housing 20 and is rotatably supported by the bearing housing 20 by a bearing 238 (for example, a needle roller bearing, a cylindrical roller bearing, etc.). The rear gear 22 is fixed to the outer periphery of the front end portion of the outer shaft 232 by a nut or the like. The rear end portion of the outer shaft 232 protrudes rearward from the bearing housing 20. And the front side propeller 11 is provided in the rear-end part of the outer side shaft 232 so that it may rotate integrally via the shear pin etc. which are not shown in figure.

  The inner shaft 231 has a longitudinal intermediate portion that is loosely inserted coaxially with the outer shaft 232, and is rotatably supported on the inner peripheral side of the outer shaft 232 by a bearing 236 (for example, a needle roller bearing). ing. The front end portion of the inner shaft 231 protrudes forward from the outer shaft 232 and engages with the front gear 21 so as to rotate integrally. A rear end portion of the inner shaft 231 protrudes rearward from the outer shaft 232. The rear propeller 12 is provided at the rear end portion of the inner shaft 231 so as to rotate integrally through a shear pin (not shown).

  Thus, the pinion gear 18 becomes a driving gear, the front gear 21 and the rear gear 22 become driven gears, and the rotational power transmitted from the second input shaft 172 to the pinion gear 18 is transmitted to the front gear 21 and the rear gear. 22 is transmitted to both. The front gear 21 and the rear gear 22 rotate in opposite directions. The rotational power transmitted to the front gear 21 is transmitted to the rear propeller 12 via the inner shaft 231. The rotational power transmitted to the rear gear 22 is transmitted to the front propeller 11 via the outer shaft 232. Therefore, the front propeller 11 and the rear propeller 12 rotate in directions opposite to each other.

  The bearing housing 20, the rear gear 22, the outer shaft 232, and the inner shaft 231 are modularized. In a modularized state, the lower unit case 103 is detachably assembled with bolts or the like.

  Further, the shift device module 104 is disposed above the cavitation plate 105 formed in the lower unit case 103, that is, at a position where the outboard motor 1 is not submerged in the side view. Further, the shift device module 104 is disposed below the lower mount bracket 146 that is a mount portion that supports the lower end portion of the pilot shaft 143 in a side view. For this reason, only the propeller shaft 23 and the gears (pinion gear 18, front gear 21, rear gear 22) that transmit rotational power to the propeller shaft 23 may be provided in the submerged portion of the lower unit case 103. . With such a configuration, it is possible to reduce the water resistance by reducing the size of the submerged portion of the lower unit case 103.

  The bracket device 14 is provided on the front side of the casing of the outboard motor 1 (particularly on the front side of the drive shaft housing 102). The bracket device 14 includes a swivel bracket 141 and a transom bracket 142. The swivel bracket 141 is connected to the front side of the main body of the outboard motor 1 via the pilot shaft 143 so as to be rotatable in the horizontal direction (movable in the left-right direction). The pilot shaft 143 is fixed to the front side of the outboard motor 1 such that its axis is parallel to the vertical direction (vertical direction). For example, each of the upper end portion and the lower end portion of the pilot shaft 143 is fixed to the main body of the outboard motor 1 via an upper mount bracket 145 and a lower mount bracket 146 that are mount portions. The pilot shaft 143 has a tubular configuration penetrating in the axial direction. The transom bracket 142 is connected to the swivel bracket 141 via the tilt shaft 144 so as to be rotatable in the pitching direction (movable in the vertical direction). The tilt shaft 144 is fixed to the swivel bracket 141 such that the axis thereof is parallel to the left-right direction. In addition, the transom bracket 142 is provided with a clamp or the like for attaching to a stern board of a ship. The outboard motor 1 is attached to the stern board of the ship via the transom bracket 142 of the bracket device 14. When the bracket device 14 has such a configuration, the outboard motor 1 can be rotated in the horizontal direction around the pilot shaft 143 while being attached to the stern plate of the ship, and can be moved up and down around the tilt shaft 144. It can be rotated in the direction.

  The upper mount bracket 145 is provided with a steering bracket (not shown). A steering handle (not shown) is connected to the steering bracket via a cable (not shown). The boat operator steers the outboard motor 1 by operating the steering handle. The outboard motor 1 is provided with a trim control device (not shown). The trim device can rotate the outboard motor 1 in the pitching direction by hydraulic pressure or the like. Then, the boat operator performs tilt and trim adjustment of the outboard motor 1 by operating the trim control device.

  In addition, the outboard motor 1 is provided with an exhaust path 25 that guides the exhaust gas of the engine 13 to the outside of the outboard motor 1 and a cooling water path 26 that guides the cooling water to the engine 13.

  The exhaust path 25 is formed inside the drive shaft housing 102 and on the rear side of the first input shaft 171, and on the lower unit case 103 and on the rear side of the shift device module 104. The lower exhaust path 252 is extended in the vertical direction. The upper exhaust path 251 communicates with an exhaust port (not shown) of the engine 13. The lower exhaust path 252 communicates with an exhaust port (not shown) formed on the lower surface of the cavitation plate 105, for example. When the lower unit case 103 is attached to the drive shaft housing 102, the upper exhaust path 251 and the lower exhaust path 252 communicate integrally. For this reason, the exhaust gas of the engine 13 is discharged to the outside of the outboard motor 1 through the upper exhaust path 251, the lower exhaust path 252 and the exhaust port.

  The cooling water path 26 includes a lower cooling water path 262 formed inside the lower unit case 103 and an upper cooling water path 261 provided inside the drive shaft housing 102. The lower cooling water path 262 connects the water intake formed in the lower unit case 103 and the cooling water suction port 721 of the water pump 7. The upper coolant passage 261 connects the coolant discharge port 711 of the water pump 7 and the engine 13 (more specifically, the water jacket of the engine 13). As shown in FIGS. 2 and 3, a pipe line can be applied to the upper cooling water path 261. According to such a configuration, the water pump 7 can take in the cooling water through the water intake and the lower cooling water passage 262 and can supply the taken cooling water to the engine 13.

<Lubrication of bearing that rotatably supports the inner shaft>
Next, a configuration for lubricating the bearing 236 that rotatably supports the inner shaft 231 will be described. Oil is stored in the lower unit case 103. The lower end portion of the second input shaft 172, the pinion gear 18, the front gear 21, the rear gear 22, the inner shaft 231, and the outer shaft 232 are immersed in oil. Therefore, these members and the bearings 211, 2221, 236, and 238 that rotatably support these members are lubricated by the oil stored in the lower unit case 103. However, since the bearing 236 that rotatably supports the inner shaft 231 is provided in the gap between the outer shaft 232 and the inner shaft 231, oil stays around the bearing 236 and is likely to deteriorate. For this reason, the bearing 236 is insufficiently lubricated as it is, and there is a possibility that seizure or the like may occur. Therefore, in the embodiment of the present invention, oil is circulated by the following configuration to lubricate the bearing 236.

  A gap is formed between the outer peripheral surface of the outer shaft 232 and the inner peripheral surface of the inner shaft 231. This gap functions as an oil circulation path through which oil circulates. An oil seal 237 is provided at the rear end portion of the outer shaft 232 and on the rear side of the bearing 236 that supports the inner shaft 231 to prevent oil from leaking rearward from the gap. An oil circulation hole 233 that functions as an oil circulation path is formed inside the inner shaft 231. The oil circulation hole 233 is formed at the axial center of the inner shaft 231 so as to extend in the axial direction of the inner shaft 231. The front end portion of the oil circulation hole 233 is exposed and opened on the front end surface of the inner shaft 231. The rear end portion of the oil circulation hole 233 is located between the bearing 236 that supports the inner shaft 231 and the oil seal 237 in a side view. An oil outflow hole 234 is formed between the bearing 236 that supports the inner shaft 231 and the oil seal 237 so that oil can flow between the rear end of the oil circulation hole 233 and the outer periphery of the inner shaft 231. The A spiral groove 235 for sending oil from the rear side to the front side is formed on the outer peripheral surface of the inner shaft 231 in a range from the rear side of the rear gear 22 to the front side of the bearing 236.

  When the inner shaft 231 is rotated by the rotational power transmitted from the engine 13, the oil inside the oil outflow hole 234 is caused by centrifugal force generated by the rotation of the inner shaft 231, so that the inner peripheral surface of the outer shaft 232 and the outer peripheral surface of the inner shaft 231 Flows into the space between. And the oil which flowed out is further pushed by the oil which flows out from the oil outflow hole 234, and flows to the front side. Further, since the spiral groove 235 is formed on the outer peripheral surface of the inner shaft 231, the oil is also sent to the front side by the action of the rotation of the spiral groove 235. When the oil flows out from the oil outflow hole 234, the inside of the oil circulation hole 233 becomes negative pressure, so that the oil flows into the oil circulation hole 233 from the front end portion of the inner shaft 231. Thus, the oil circulation hole 233 and the spiral groove 235 cooperate to enhance the effect of oil circulation. With such a configuration, while the inner shaft 231 is rotating, oil is circulated through the gap between the inner shaft 231 and the outer shaft 232, and the oil circulation hole 233 and the oil outflow hole 234 of the inner shaft 231. be able to. For this reason, it is possible to prevent oil from staying around the bearing 236 that supports the inner shaft 231 and deteriorating. Accordingly, it is possible to prevent the bearing 236 that supports the inner shaft 231 from being burned, and to improve durability.

  The spiral groove 235 on the outer periphery of the inner shaft 231 is formed so as to send oil from the rear side toward the front side when the outboard motor 1 moves forward. As described above, when the outboard motor 1 moves forward when the rear propeller 12 and the inner shaft 231 rotate counterclockwise, the spiral groove 235 is formed in the right screw direction.

  Further, with such a configuration, as shown in FIG. 4, the bearing 236 that supports the inner shaft 231 can be lubricated even when the outboard motor 1 is tilted forward. FIG. 4 is a cross-sectional view schematically showing the state of oil when the outboard motor 1 is in a forward leaning posture. As shown in FIG. 4, even when the outboard motor 1 is in the forward leaning posture, the front end portion of the inner shaft 231 is immersed in oil. For this reason, when the inner shaft 231 rotates, the oil inside the oil outflow hole 234 is discharged into the gap between the outer shaft 232 and the inner shaft 231 by centrifugal force. As a result, the inside of the oil circulation hole 233 becomes negative pressure, and the oil is sucked up through the oil circulation hole 233. As described above, even when the outboard motor 1 is inclined forward and the bearing 236 that supports the inner shaft 231 is positioned above the oil level, the bearing 236 that circulates oil and supports the inner shaft 231. Oil can be fed to

<Configuration of shift device module>
Next, the configuration of the shift device module 104 will be described with reference to FIGS. FIG. 5 is an exploded perspective view schematically showing a configuration example of the shift device module 104. FIG. 6 is a cross-sectional view schematically showing a configuration example of the shift device module 104. FIG. 7 is a perspective view illustrating a configuration example of the shift operation device 5 in the shift device 4.

  As shown in FIGS. 5 and 6, the shift device module 104 includes a shift device 4, an oil pump 6, and a water pump 7. An oil pump 6 is disposed on the rear side of the shift device 4, and a water pump 7 is disposed on the rear side of the oil pump 6. In the shift device 4, a shift operation device 5 that performs a shift position switching operation is disposed in front of the first input shaft 171 and the second input shaft 172. As described above, the oil pump 6 and the water pump 7 that are examples of the auxiliary device are coaxially disposed on the rear side with the first input shaft 171 and the second input shaft 172 interposed therebetween, and the shift operation device 5 is disposed on the front side. Is done. The shift device module 104 is fixed to the lower unit case 103 via bolts or the like. Therefore, when the lower unit case 103 is removed from the drive shaft housing 102, the shift device module 104 is separated from the drive shaft housing 102 together with the lower unit case 103.

  In particular, as shown in FIG. 5, the shift device 4, the oil pump 6, and the water pump 7 constitute submodules in the shift device module 104, respectively. That is, the shift device 4, the oil pump 6, and the water pump 7 are assembled, and the shift device module 104 is configured by assembling the oil pump 6 and the water pump 7 to the shift device 4.

(Shift device)
As shown in FIG. 6, the shift device 4 includes a shift housing 40, an upper gear 41, an intermediate gear 42, a lower gear 44, a dog clutch 45 (clutch body), and a shift operation device 5. Composed.

  The shift housing 40 is a housing of the shift device 4 and includes an upper half 401 and a lower half 402. The shift housing 40 is configured separately from both the drive shaft housing 102 and the lower unit case 103 of the outboard motor 1. The upper half 401 and the lower half 402 can be divided in the vertical direction with a plane perpendicular to the axes of the first input shaft 171 and the second input shaft 172 as a split surface. The dividing surfaces of the upper half 401 and the lower half 402 are formed in the vicinity of the dividing surfaces of the drive shaft housing 102 and the lower unit case 103 in a side view (see FIGS. 2 and 3). Further, the dividing surfaces of the upper half 401 and the lower half 402 are coincident with or parallel to the dividing surfaces of the drive shaft housing 102 and the lower unit case 103. 2 and 3, as an example, a configuration in which the dividing surfaces of the upper half 401 and the lower half 402 coincide with the dividing surfaces of the drive shaft housing 102 and the lower unit case 103 is shown. With such a configuration, when the shift device module 104 is assembled to the housing of the outboard motor 1, the upper portion of the shift device module 104 is accommodated in the drive shaft housing 102 and the lower portion is the lower unit case 103. Housed inside. However, as described above, the dividing surfaces of the upper half 401 and the lower half 402 of the shift housing 40 and the dividing surfaces of the drive shaft housing 102 and the lower unit case 103 may not coincide with each other. In addition, an oil pump housing lid 62 is integrally formed at one rear portion of the shift housing 40 as one of a pair of case members constituting the oil pump housing 60 that is a casing of the oil pump 6.

  The upper gear 41 is provided at the lower end of the first input shaft 171 so as to rotate integrally with the first input shaft 171. For example, the upper gear 41 is splined to the lower end of the first input shaft 171. The upper gear 41 is rotatably supported inside the upper half 401 of the shift housing 40 via a bearing 412 (a radial ball bearing, a radial roller bearing, or the like). The upper gear 41 constantly transmits the rotational power transmitted from the engine 13 via the first input shaft 171 to the intermediate gear 42.

  The shift housing 40 has an oil path 403 extending from the oil pump housing lid 62 to the upper portion of the bearing 412 that rotatably supports the upper gear 41. The oil pump 6 supplies oil to the upper side of the bearing 412 that rotatably supports the upper gear 41 through the oil path 403.

  The intermediate gear 42 is provided between the upper gear 41 and the lower gear 44 and always meshes with both of them. The intermediate gear 42 is rotatably supported inside the shift housing 40 via a bearing 421 (for example, a tapered roller bearing). Further, the intermediate gear 42 is located at a position behind the upper gear 41 and the lower gear 44 in a side view or a top view, and the rotation axis thereof is perpendicular to the rotation axes of the upper gear 41 and the lower gear 44. These are arranged in a direction extending in the front-rear direction.

  An intermediate shaft 43 that rotates integrally is connected to the intermediate gear 42. The intermediate shaft 43 protrudes rearward from the shift housing 40 in a direction orthogonal to the drive shaft 17 (the first input shaft 171 and the second input shaft), and rotates to both the oil pump 6 and the water pump 7. Transmit power. Thus, in the embodiment of the present invention, the intermediate shaft 43 functions as a pump drive shaft for the oil pump 6 and the water pump 7.

  The number of teeth of the intermediate gear 42 and the upper gear 41 are different, and the intermediate gear 42 rotates at a different rotational speed from that of the upper gear. The gear ratio between the intermediate gear 42 and the upper gear 41 is set according to the specifications of the auxiliary device driven by the intermediate shaft 43. That is, this gear ratio is set so that the rotational speed of the intermediate shaft 43 becomes an appropriate rotational speed in accordance with the specifications of the auxiliary device driven by the intermediate shaft 43. Thus, when the auxiliary device is configured to be driven by the intermediate shaft 43, the rotational speed of the intermediate shaft 43 is suitable for driving the auxiliary device by appropriately setting the gear ratio between the intermediate gear 42 and the upper gear 41. It is easy to set to a different rotation speed.

  In particular, if the oil pump 6 and the water pump 7 are applied as auxiliary equipment, the gear ratio between the intermediate gear 42 and the upper gear 41 is such that the rotational speed of the intermediate gear 42 (the rotational speed of the intermediate shaft 43) is higher. It is set to be higher than the rotational speed of the gear 41 (the rotational speed of the first input shaft 171). For example, the number of teeth of the intermediate gear 42 is set to be smaller than the number of teeth of the upper gear 41. In the oil pump 6 and the water pump 7, when the rotational speed of the intermediate shaft 43 that functions as a pump drive shaft increases, the discharge amount of oil or cooling water increases. For this reason, by increasing the rotation speed of the intermediate shaft 43, the oil pump 6 and the water pump 7 can be downsized without reducing the discharge amount of oil or cooling water. Therefore, when the gear ratio is set so that the rotation speed of the intermediate gear 42 is higher than the rotation speed of the upper gear 41, the shift device module 104 can be reduced in size and weight.

  The lower gear 44 is disposed coaxially with the upper gear 41 at a lower position away from the upper gear 41 with a predetermined interval. The lower gear 44 is rotatably supported in the lower half 402 of the shift housing 40 via a bearing 442 (a radial ball bearing, a radial roller bearing, or the like). The lower gear 44 receives rotational power from the upper gear 41 via the intermediate gear 42 and rotates in the opposite direction to the upper gear 41.

  The upper end portion of the second input shaft 172 passes through the shaft hole of the lower gear 44 and protrudes between the upper gear 41 and the lower gear 44. A bearing 47 (for example, a radial needle roller bearing) is provided between the shaft hole of the lower gear 44 and the second input shaft 172. The lower gear 44 and the second input shaft 172 are They can rotate independently of each other (relatively).

  A dog clutch 45 is provided between the upper gear 41 and the lower gear 44. The dog clutch 45 is, for example, spline-coupled to the outer peripheral surface of the upper end portion of the second input shaft 172, rotates integrally with the second input shaft 172, and runs on the second input shaft 172 in the axial direction (vertical direction). Can reciprocate. Engaging claws 451 are formed on both upper and lower end surfaces of the dog clutch 45. Engaging claws 411 and 441 are also formed on the lower surface of the upper gear 41 and the upper surface of the lower gear 44, respectively. When the dog clutch 45 moves upward, the engagement claw 451 on the upper end surface of the dog clutch 45 engages with the engagement claw 411 on the lower surface of the upper gear 41, and the dog clutch 45 rotates together with the upper gear 41. To do. When the dog clutch 45 moves downward, the engagement claw 451 on the lower end surface of the dog clutch 45 engages with the engagement claw 441 on the upper surface of the lower gear 44, and the dog clutch 45 is connected to the lower gear 44. Rotates together. When the dog clutch 45 is positioned in the middle of the vertical movement range, the engaging claws 451 on the upper and lower end faces of the dog clutch 45 do not engage with any of the engaging claws 411 and 441 of the upper gear 41 and the lower gear 44. . In this case, the rotational power of the first input shaft 171 is not transmitted to the second input shaft 172.

  Since the intermediate gear 42 and the upper gear 41 are always meshed with each other, the rotational power of the engine 13 is always transmitted to the intermediate shaft 43 via the upper gear 41 and the intermediate gear 42 regardless of the position of the dog clutch 45. As described above, if the engine 13 is operated and the first input shaft 171 rotates, the rotational power in a constant direction is always transmitted to the intermediate shaft regardless of whether or not the rotational power is transmitted to the second input shaft 172. 43.

  A shift actuator 5 is provided on the front side of the dog clutch 45 (that is, on the front side of the first input shaft 171 and the second input shaft 172). As shown in FIG. 7, the shift operation device 5 includes a shift cam 51 and a shift slider 52. A cylindrical cam is applied to the shift cam 51, and a cam groove is formed on a side surface thereof. The shift cam 51 is connected to the lower end portion of the shift shaft 55 and rotates in the left-right direction by rotational power transmitted through the shift shaft 55. The shift slider 52 is provided on the slide shaft 53 so as to be able to reciprocate. The shift slider 52 has an arm 521 that partially engages with the cam groove of the shift cam 51 and protrudes rearward to engage with the dog clutch 45. Note that the slide shaft 53 is supported by the shift housing 40 such that its axis is parallel to the first input shaft 171 and the second input shaft 172.

  In addition, the outboard motor 1 includes an actuator 54 as a driving force source for driving the shift cam 51 and a shift shaft 55 that transmits the driving force of the actuator 54 to the shift cam 51 as rotational power. The actuator 54 is provided, for example, inside or on the lower surface of the engine cover 101. The shift shaft 55 is rotatably inserted into the tubular pilot shaft 143 in a direction extending in the vertical direction (vertical direction) (see FIG. 2). The upper end of the shift shaft 55 is connected to the actuator 54, and the lower end is connected to the shift cam 51 of the shift operating device 5. Then, by operating the actuator 54, the shift cam 51 can be rotated in any direction left and right.

  The operation of such a shift device 4 is as follows. A ship operator or the like operates the actuator 54 to rotate the shift shaft 55 in either the left or right direction. When the actuator 54 is operated, the shift shaft 55 rotates in a direction corresponding to the direction of the rotational power generated by the actuator 54, and the shift cam 51 rotates integrally with the shift shaft 55. When the shift cam 51 rotates, the shift slider 52 moves the dog clutch 45 upward or downward depending on the rotation direction of the shift cam 51.

  When the dog clutch 45 moves upward, the dog clutch 45 engages with the upper gear 41 and rotates together with the upper gear 41. Since the dog clutch 45 rotates integrally with the second input shaft 172, the rotational power of the engine 13 is transmitted to the second input shaft 172 via the first input shaft 171, the upper gear 41, and the dog clutch 45. Is done. In this case, the second input shaft 172 rotates in the same direction as the first input shaft 171. On the other hand, when the dog clutch 45 moves downward, it engages with the lower gear 44 and rotates integrally with the lower gear 44. Therefore, the rotational power of the engine 13 is transmitted to the second input shaft 172 via the first input shaft 171, the upper gear 41, the intermediate gear 42, the lower gear 44, and the dog clutch 45. . In this case, the second input shaft 172 rotates in the opposite direction to the first input shaft 171. The rotational power transmitted to the second input shaft 172 is further transmitted to the rear propeller 12 via the pinion gear 18, the front gear 21 and the inner shaft 231, and the pinion gear 18, the rear gear 22 and the outer side. It is transmitted to the front propeller 11 via the shaft 232. When the dog clutch 45 is positioned in the middle of the movable range in the vertical direction, the engagement claws 451 at the upper end portion and the lower end portion of the dog clutch 45 are both engagement claws 411 of the upper gear 41 and the lower gear 44. 441 does not engage. In this case, the rotational power output from the engine 13 is not transmitted to the second input shaft 172. Therefore, the shift position is neutral. Thus, by rotating the shift cam 51 and moving the dog clutch 45 in the vertical direction, the shift position can be switched between forward, backward, and neutral.

  In the embodiment of the present invention, when the engaging claw 451 at the upper end of the dog clutch 45 is engaged with the engaging claw 411 of the upper gear 41, the shift position is advanced, and the lower end of the dog clutch 45 is engaged. When the claw 451 is engaged with the engagement claw 441 of the lower gear 44, the shift position is configured to move backward. With such a configuration, when the shift position is reverse, the rotational power of the engine 13 is transmitted to the second input shaft 172 via the upper gear 41, the intermediate gear 42, and the lower gear 44. Usually, when the shift position is reverse, the power transmitted is smaller than when the shift position is forward. For this reason, since the intensity | strength of the upper side gear 41, the intermediate | middle gear 42, and the lower side gear 44 can be made low, size reduction of these gears can be achieved. Therefore, the shift device 4 can be reduced in size and weight.

  Further, the shift device 4 is provided with a position holding mechanism 56 that holds the shift position. The position holding mechanism 56 includes, for example, three engagement recesses 561 formed on the outer peripheral surface of the shift cam 51, an engagement member 562 that can be removably fitted into the engagement recess 561, and the engagement member 562. And an urging member (not shown) for maintaining the combined member 562 in a state of being fitted into the engaging recess 561. The engaging member 562 is provided so as to be able to reciprocate with respect to the shift housing 40, and is biased to the outer peripheral surface of the shift cam 51 by a biasing member such as a spring. The three engaging recesses 561 are provided so that the engaging members 562 are fitted in the forward, backward, and neutral positions of the shift position. With such a configuration, in a state where no external force is applied to the shift cam 51, the engagement member 562 is held in a state of being fitted into any of the three engagement recesses 561. For this reason, the shift position is held. When performing a shift change, the actuator 54 applies a certain amount of force to rotate the shift cam 51. Then, the engagement member 562 comes out of the engagement recess 561 against the urging force of the urging member by the rotation of the shift cam 51. In order to realize such a function, the distal end portion of the engagement member 562 (the portion that fits into the engagement recess 561) is formed in a tapered shape, and the engagement recess 561 has a cross section perpendicular to the axis of the shift cam 51. The structure formed in V shape or circular arc shape is applicable.

  As described above, in the embodiment of the present invention, the dog clutch 45 is applied as a mechanism for intermittently rotating power between the first input shaft 171 and the second input shaft 172. According to such a configuration, the shift device 4 can be reduced in size. That is, for example, when a friction clutch such as a conical clutch is used to transmit the rotational power of the engine 13, in order to transmit a large rotational power, a pushing force that presses the driven friction surface is pressed. While increasing the pressure, the area of the friction surface must be increased. For this reason, the shift device 4 is increased in weight and size. In particular, when a conical clutch is used as the friction clutch, the axial dimension of the clutch increases in order to increase the friction area. Therefore, when the shift device 4 is provided below the lower mount bracket 146, the pilot shaft 143 must be shortened by increasing the position of the lower mount bracket 146 in order to avoid interference between the shift device 4 and the lower mount bracket 146. I must. If it does so, the rigidity of bracket device 14 will fall and steering performance will fall.

  On the other hand, in the embodiment of the present invention, the engaging claw 451 of the dog clutch 45 is engaged with the engaging claws 411 and 441 of the lower gear 44 to transmit rotational power. Therefore, the dog clutch 45 can be downsized. Further, since it is not necessary to apply a large pressing force to the dog clutch 45 in the axial direction, the shift operating device 5 that operates the shift device 4 can be reduced in size. Further, a small actuator can be applied to the actuator 54 for rotating the shift shaft 55. Therefore, the shift device 4 can be reduced in weight and size.

(Auxiliary equipment)
Next, an oil pump 6 and a water pump 7 which are examples of auxiliary equipment will be described with reference to FIGS. The oil pump 6 and the water pump 7 operate with rotational power transmitted from the intermediate shaft 43 with the intermediate shaft 43 as a common pump drive shaft.

(Oil pump)
In the embodiment of the present invention, an example in which a trochoid pump is applied as the oil pump 6 is shown. The oil pump 6 (trochoid pump) includes an oil pump housing 60, an inner rotor 64, an outer rotor 65, a pump body 63, and a bearing 66.

  The oil pump housing 60 is a member that is a casing of the oil pump 6 and includes an oil pump housing main body 61 and an oil pump housing lid 62 that are a pair of case members. The oil pump housing main body 61 has a cup-like or tray-like configuration that opens on the front side. Inside the oil pump housing main body 61, a space for accommodating the pump body 63 and a space for accommodating a bearing 66 (for example, a tapered roller bearing) are formed in this order from the front side. The oil pump housing main body 61 is provided with an oil suction port 611 for sucking oil from the outside and an oil discharge port 612 for discharging oil to the outside. Further, the oil pump housing body 61 is formed with a through-hole penetrating in the front-rear direction so that the intermediate shaft 43 can be inserted. The oil pump housing lid 62 is integrally provided at the rear part of the shift housing 40 (the upper half 401 and the lower half 402) of the shift device 4. The oil pump housing lid 62 covers the opening of the oil pump housing main body 61. In addition, as described above, the oil pump housing lid 62 (the upper half 401 of the shift housing 40) is formed with the oil passage 403 for supplying oil into the shift housing 40. One end of the oil path 403 is exposed at the rear surface of the oil pump housing lid 62. When the oil pump housing body 61 is attached to the oil pump housing lid 62, the oil path 403 communicates with the oil discharge port 612 of the oil pump housing body 61. To do. The oil pump housing lid body 62 may be any structure that can close the opening of the oil pump housing body 61, and the specific structure is not particularly limited.

  A circular recess is formed on the front side of the pump body 63 when viewed from the front. The outer rotor 65 and the inner rotor 64 can be rotatably accommodated in the recess. A through-hole that penetrates in the front-rear direction and can be inserted through the intermediate shaft 43 is formed at a position eccentric from the center of the bottom of the circular recess. Further, an oil suction hole 631 and an oil discharge hole 632 are formed at the bottom of the recess.

  The inner rotor 64 is a member having a certain thickness and formed with a plurality of mountain-shaped teeth that bulge outward in the radial direction. The inner rotor 64 is formed with a shaft hole that penetrates in the front-rear direction (thickness direction) and can be inserted through the intermediate shaft 43. The outer rotor 65 is a member having a certain thickness and formed in a circular shape when viewed from the front. The outer rotor 65 has an opening penetrating in the front-rear direction (thickness direction), and a plurality of mountain-shaped teeth that bulge radially inward are formed on the inner peripheral surface of the opening. Note that the number of teeth formed on the outer rotor 65 is larger than the number of teeth formed on the inner rotor 64.

  The assembly structure of the oil pump 6 is as follows. The bearing 66 and the pump body 63 are accommodated in the oil pump housing main body 61. The pump body 63 is accommodated so as not to rotate relative to the oil pump housing body 61. When the pump body 63 is accommodated in the recess of the oil pump housing body 61, the oil suction hole 631 and the oil discharge hole 632 of the pump body 63 are respectively connected to the oil suction port 611 and the oil discharge port 612 of the oil pump housing body 61. Communicate. Note that one end of an oil suction pipe 67 is connected to the oil suction port 611. The other end of the oil suction pipe 67 reaches the front side of the second input shaft 172 inside the lower unit case 103. The outer rotor 65 is rotatably accommodated in a circular recess formed in the pump body 63. The inner rotor 64 is accommodated in an opening formed in the outer rotor 65. The oil pump housing body 61 is fixed to an oil pump housing lid 62 formed at the rear portion of the shift housing 40 with bolts or the like. The oil pump housing body 61 is covered with the oil pump housing lid body 62. Thereby, the inner rotor 64 and the outer rotor 65 are rotatably accommodated in the space formed by the oil pump housing body 61 and the shift housing 40. Furthermore, the oil discharge port 612 of the oil pump housing body 61 and the oil path 403 formed in the oil pump housing lid 62 (the upper half 401 of the shift housing 40) communicate with each other. When the oil pump 6 is assembled to the shift device 4, the intermediate shaft 43 includes the shaft hole of the inner rotor 64, the through hole of the pump body 63, the bearing 66, and the opening of the oil pump housing body 61. Through and protrudes behind them. The inner rotor 64 is coupled to the intermediate shaft 43 by a key or the like and rotates integrally. Further, since the through hole formed in the pump body 63 is eccentric with respect to the circular recess, the inner rotor 64 is disposed at a position eccentric with respect to the outer rotor 65.

  Thus, the oil pump housing main body 61 and the oil pump housing lid 62 constitute the oil pump housing 60. The oil pump housing lid 62 is formed integrally with the shift housing 40. According to such a configuration, a separate and independent oil pump housing lid is not required. Further, an oil path 403 extending from the oil pump 6 to the upper side of the bearing 412 that rotatably supports the upper gear 41 can be formed integrally with the shift housing 40. Therefore, downsizing and simplification of the configuration of the shift device module 104 can be achieved.

  The operation of the oil pump 6 is as follows. When the rotational power of the engine 13 is transmitted and the intermediate shaft 43 rotates, the inner rotor 64 rotates integrally with the intermediate shaft 43. Since some teeth of the inner rotor 64 have entered between the teeth of the outer rotor 65, the outer rotor 65 also rotates when the inner rotor 64 rotates. Since the inner rotor 64 is eccentric with respect to the outer rotor 65 and the number of teeth is different, the volume of the gap space formed between the inner rotor 64 and the outer rotor 65 is increased in the circumferential direction along with their rotation. It changes according to the position. The oil suction hole 631 of the pump body 63 is formed at a position where the volume of the gap space begins to increase, and the oil discharge hole 632 is formed at a position where the volume decreases after the volume of the gap space becomes maximum. For this reason, when the inner rotor 64 and the outer rotor 65 rotate with the rotation of the intermediate shaft 43, the oil stored in the lower unit case 103 is sucked through the oil suction pipe 67 and the oil suction port 611, and the oil It is discharged from the discharge port 612. Then, the oil is discharged to the upper side of the bearing 412 that rotatably supports the upper gear 41 through an oil path 403 formed in the upper half 401 of the shift housing 40. The discharged oil lubricates the bearing 412 and then flows down while lubricating each member provided in the shift housing 40. Further, the oil travels along the outer periphery of the second input shaft 172 and reaches the inside of the lower unit case 103. Thus, the oil pump 6 can feed and lubricate the shift device 4 of the outboard motor 1.

(water pump)
In the embodiment of the present invention, a water pump 7 having a multiblade rotor 73 (impeller) is shown as an example. The water pump 7 includes a water pump housing main body 71, a water pump housing lid body 72, a multiblade rotor 73, and a panel member 74.

  The water pump housing main body 71 and the water pump housing lid 72 constitute a housing of the water pump 7. The front side of the water pump housing main body 71 is open, and a circular recess is formed in front view. And this circular recessed part becomes the rotor storage chamber which accommodates the multiblade rotor 73 rotatably. Further, the water pump housing body 71 is formed with a cooling water discharge port 711 for discharging cooling water from the internal space to the outside. The water pump housing lid 72 is a member that covers the front side of the water pump housing main body 71. The water pump housing lid 72 is formed with a through-hole through which the intermediate shaft 43 can be inserted and a cooling water suction port 721 for sucking cooling water from the outside. The multiblade rotor 73 has a plurality of blade portions that extend radially outward and can be elastically deformed. The panel member 74 is formed with a through hole through which the intermediate shaft 43 can be inserted and a cooling water suction hole 741 through which the cooling water passes.

  The assembly structure of the water pump 7 is as follows. The multiblade rotor 73 is rotatably accommodated in the rotor accommodating chamber of the water pump housing main body 71. In this state, the tip of the blade portion of the multiblade rotor 73 is in contact with the inner peripheral surface of the rotor accommodating chamber. The multiblade rotor 73 is joined to the rear end portion of the intermediate shaft 43 and rotates together with the intermediate shaft 43. The rotation center of the multiblade rotor 73 is eccentric to the upper side from the center of the circular rotor housing chamber. And the panel member 74 is arrange | positioned at the front side of the water pump housing main body 71, and the water pump housing cover body 72 is arrange | positioned further in the front side. A gasket 75 is provided between the panel member 74 and the water pump housing main body 71 and the water pump housing lid 72. And the water pump housing main body 71 and the water pump housing cover body 72 are couple | bonded by the volt | bolt etc. At this time, the panel member 74 and the gasket 75 are also fastened together with bolts.

  The operation of the water pump 7 is as follows. When the intermediate shaft 43 is rotated by the rotational power from the engine 13, the multiblade rotor 73 rotates integrally with the intermediate shaft 43. Since the multiblade rotor 73 is eccentric to the upper side, the volume of the space formed by the blade portions of the multiblade rotor 73 and the inner peripheral surface of the rotor accommodating chamber is small when the multiblade rotor 73 rotates and moves upward. Becomes larger when moving downward. The suction hole of the panel member 74 is formed at a position below the center of the intermediate shaft 43 when viewed from the front. On the other hand, the cooling water discharge port 711 is formed at the top of the water pump housing main body 71. Therefore, the water pump 7 can suck the cooling water from the cooling water suction port 721 and discharge it from the cooling water discharge port 711.

  When the shift device module 104 is assembled to the outboard motor 1, the cooling water suction port 721 of the water pump 7 communicates with the lower cooling water passage 262 formed in the lower unit case 103, and the cooling water discharge port 711 is the upper cooling. It connects with the water path 261. Therefore, when the multiblade rotor 73 rotates with the rotation of the intermediate shaft 43, the water pump 7 is connected to the outside through the intake port and the lower cooling water passage 262 formed in the lower unit case 103 and the cooling water suction port 721. Cooling water is taken in from. The water pump 7 supplies the cooling water to the engine 13 via the cooling water discharge port 711 and the upper cooling water path 261 provided in the drive shaft housing 102.

  As described above, in the embodiment of the present invention, the oil pump 6 is disposed on the rear side of the shift device 4, and the water pump 7 is disposed on the rear side of the oil pump 6. The oil pump 6 and the water pump 7 are arranged coaxially in the front-rear direction, and the intermediate shaft 43 functions as a common pump drive shaft. As described above, the intermediate shaft 43 is disposed so as to rotate integrally with the intermediate gear 42. For this reason, the intermediate shaft 43 always rotates in a constant direction regardless of the shift position of the shift device 4 while the engine 13 is operating and the crankshaft is rotating. For this reason, the oil pump 6 and the water pump 7 continue to operate while the first input shaft 171 is rotating.

  In addition, the above-mentioned structure is a structural example of the oil pump 6 and the water pump 7, and is not limited to the above-mentioned structure. The oil pump 6 and the water pump 7 may be configured to operate by rotational power transmitted from the outside via the common intermediate shaft 43.

  Since the shift device 4, the oil pump 6, and the water pump 7 are integrated into a module, the assembly to the outboard motor 1 is easy on the production line. Moreover, since the production line of the outboard motor 1 can be shortened, the production cost can be reduced. Furthermore, since inspection and replacement are possible in the state of the module, the quality can be improved.

  The upper gear 41 and the intermediate gear 42 are always meshed, and the rotational power is always transmitted to the intermediate shaft 43 during operation of the engine 13. For this reason, during the operation of the engine 13, the oil pump 6 and the water pump 7 can be operated by always rotating the intermediate shaft 43 in a constant direction regardless of the shift position of the shift device 4. Moreover, according to such a structure, compared with the structure which provides the water pump 7 in the 1st input shaft 171 directly, size reduction can be achieved. That is, the amount of cooling water discharged by the water pump 7 increases as the rotational speed of the multiblade rotor 73 increases. As described above, the gear ratio between the intermediate gear 42 and the upper gear 41 is set so that the rotational speed of the intermediate shaft 43 is higher than the rotational speed of the first input shaft 171. For this reason, when the water pump 7 is configured to use the intermediate shaft 43 as a pump drive shaft, the water pump 7 can be downsized without reducing the discharge amount of the cooling water as compared with the configuration using the first input shaft 171 as the pump drive shaft. Can be achieved.

  Further, since the shift device 4, the oil pump 6, and the water pump 7 are modularized, the overall size can be reduced. Particularly, the oil pump 6 can be reduced in size by integrally forming the oil pump housing lid 62 at the rear portion of the shift housing 40 of the shift device 4.

  In the embodiment of the present invention, since the water pump 7 that is an auxiliary device is provided on the rear side of the shift device 4, the configuration around the first input shaft 171 is simplified. For this reason, the distance between the first input shaft 171 and the pilot shaft 143 can be reduced. For example, if the water pump 7 is configured to be coaxial with the first input shaft 171, the distance between the first input shaft 171 and the pilot shaft 143 may be increased in order to avoid interference between the water pump 7 and the pilot shaft 143, The water pump 7 must be arranged above or below the pilot shaft 143. However, in the former configuration, since the moment of inertia around the pilot shaft 143 of the outboard motor 1 is increased, the steering performance is degraded. Furthermore, since the center of gravity of the outboard motor 1 is separated from the hull of the ship, the sliding performance (acceleration performance) is deteriorated. On the other hand, in the latter configuration, since the pilot shaft 143 has to be shortened, the rigidity of the bracket device 14 is lowered and the steering performance is lowered.

  On the other hand, according to the embodiment of the present invention, since the water pump 7 is provided behind the first input shaft 171, interference between the water pump 7 and the pilot shaft 143 does not occur. For this reason, the distance between the pilot shaft 143 and the drive shaft 17 can be reduced. With such a configuration, the moment of inertia around the pilot shaft 143 of the outboard motor 1 can be reduced, and the center of gravity of the outboard motor 1 can be brought close to the hull of the ship. Therefore, it is possible to improve the steering performance and the sliding performance. Further, since an auxiliary machine such as the water pump 7 is not disposed on the upper side of the shift device 4, the lower mount bracket 146 that supports the lower end portion of the pilot shaft 143 can be brought closer to the shift device 4. For this reason, the pilot shaft 143 can be lengthened to increase the rigidity of the bracket device 14, and the steering performance can be improved. Further, since the shift device 4 is arranged below the lower mount bracket 146, interference between the shift device 4 and the pilot shaft 143 can be prevented, and the pilot shaft 143 and the drive shaft 17 are brought close to each other. be able to.

  Further, when the water pump 7 is provided on the rear side of the shift device 4, the arrangement position of the water pump 7 can be lowered and brought closer to the water surface as compared with the configuration provided on the first input shaft 171. . For this reason, the pump efficiency of the water pump 7 can be increased. In addition, since the shift device module 104 including the water pump 7 is provided at a position above the cavitation plate 105 in a side view and not submerged during use, water due to the size of the submerged portion of the lower unit case 103 is increased. Does not lead to an increase in resistance.

  When the water pump 7 is provided on the rear side of the oil pump 6, maintenance of the water pump 7 becomes easy. The water pump 7 sometimes sucks foreign matters such as sand together with the cooling water. For this reason, regular maintenance is required due to wear of the multiblade rotor 73 and the like. On the other hand, since the oil pump 6 does not suck in foreign matters, the frequency of maintenance is lower than that of the water pump 7. Therefore, by providing the water pump 7 on the rear side of the oil pump 6, maintenance of the water pump 7 (particularly, inspection of the multiblade rotor 73) can be performed without removing or disassembling the oil pump 6. Therefore, the maintainability of the water pump 7 is improved.

  FIG. 8 is a top view showing a state where the lower unit case 103 is detached from the drive shaft housing 102. The shift device 4, the oil pump 6, and the water pump 7 are detachably attached to the lower unit case 103 with bolts or the like. For this reason, when the lower unit case 103 is detached from the drive shaft housing 102, the shift device module 104 is separated from the drive shaft housing 102 together with the lower unit case 103. As shown in FIG. 8, the rear portion of the water pump 7 faces the exhaust path 25 and is a space where nothing is arranged. Thus, since the water pump 7 is provided so as to face the exhaust path 25 and a space is formed around the water pump 7, maintenance of the water pump 7 is facilitated. For example, the water pump 7 can be easily attached and detached.

  As mentioned above, although embodiment of this invention was described in detail with reference to drawings, the said embodiment only showed the specific example in implementation of this invention. The technical scope of the present invention is not limited to the above embodiment. The present invention can be variously modified without departing from the gist thereof, and these are also included in the technical scope of the present invention.

  The present invention is a technique suitable for an outboard motor having a shift device. According to the present invention, the distance between the drive shaft and the pilot shaft can be reduced, and the water pump can be always operated during the operation of the engine.

1: Outboard motor, 101: Engine cover, 102: Drive shaft housing, 103: Lower unit case, 104: Shift device module, 105: Cavitation plate, 11: Front propeller, 12: Rear propeller, 13: Engine, 14 : Bracket device, 141: Swivel bracket, 142: Transom bracket, 143: Pilot shaft, 144: Tilt shaft, 145: Upper mount bracket, 146: Lower mount bracket, 15: Engine holder, 16: Oil pan, 17: Drive shaft 171: first input shaft, 172: second input shaft, 18: pinion gear, 20: bearing housing, 21: front gear, 211: bearing supporting the front gear, 22: rear gear, 221: rear gear Bearing, 23: Pro La shaft, 231: inner shaft, 232: outer shaft, 233: oil circulation hole, 234: oil outlet hole, 235: spiral groove, 236: bearing supporting inner shaft, 237: oil seal, 238: supporting outer shaft Bearing: 25: exhaust path, 251: upper exhaust path, 252: lower exhaust path, 26: cooling water path, 261: upper cooling water path, 262: lower cooling water path, 4: shift device, 40: shift housing, 401: upper half body, 402: lower half body, 403: oil path, 41: upper gear, 411: engaging claw of upper gear, 412: bearing supporting upper gear, 42: intermediate gear, 421: intermediate gear Bearing to support, 43: Intermediate shaft, 44: Lower gear, 441: Engaging claw of lower gear, 442: Bearing supporting lower gear, 45: Dog clutch, 451: Engaging claw of dog clutch, 4 : Bearing supporting the second input shaft, 47: bearing between the second input shaft and the lower gear, 5: shift actuator, 51: shift cam, 52: shift slider, 521: arm, 53: slide shaft, 54: Actuator, 55: Shift shaft, 56: Position holding mechanism, 561: Engagement recess, 562: Engagement member

Claims (4)

An engine, a drive shaft that extends in the vertical direction and transmits rotational power from the engine, a drive gear provided to rotate integrally with a lower end portion of the drive shaft, and a propeller shaft that rotates integrally with the propeller An outboard motor having a driven gear provided and meshed with the drive gear,
The drive shaft includes a first input shaft to which rotational power is transmitted from the engine, and a second input shaft that is disposed coaxially with the first input shaft and from which the rotational power is transmitted. ,
A shift device that switches a shift position between the first input shaft and the second input shaft;
The shift device is
An upper gear provided at the lower end of the first input shaft and rotating integrally;
A lower gear provided at the upper end of the second input shaft and rotatable relative to the second input shaft;
An intermediate gear provided to rotate integrally with an intermediate shaft extending rearward in a direction orthogonal to the drive shaft, and always meshing with the upper gear and the lower gear;
A state between the upper gear and the lower gear so as to rotate integrally with the second input shaft; and a state of moving on the second input shaft and engaging with the upper gear or the lower gear; A clutch body that performs intermittent switching of the rotational power and switching of the rotational direction from the first input shaft to the second input shaft by being engaged with neither the upper gear nor the lower gear;
Have
An outboard motor further comprising an auxiliary device that operates by transmitting rotational power through the intermediate shaft.   2. The outboard motor according to claim 1, wherein the number of teeth of the upper gear and the intermediate gear is made different from each other, whereby the number of rotations of the intermediate shaft is made different from the number of rotations of the first input shaft. A shift operating device for moving the clutch body;
3. The outboard motor according to claim 1, wherein the shift operation device is disposed on a front side of the drive shaft, and the auxiliary device is disposed on a rear side of the drive shaft. The auxiliary device includes an oil pump that supplies oil to the shift device,
The casing of the oil pump includes a pair of opposing case members, and one case member of the pair of members is integrally formed with the casing of the shift device. 3. The outboard motor according to 3.

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