JPH0311958B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a slow running device for a marine vessel propulsion device suitable for use in outboard motors, inboard/outboard motors, and the like.

In a marine vessel propulsion system, there are times when it is necessary to move at a slow speed so that the vessel can stay at a certain position or navigate at a low speed against tides, wind, etc. In conventional marine propulsion systems, the operating pressure of the multi-plate clutch that operates the propulsion engine at low speed and constitutes the forward/reverse switching means that is interposed in the power transmission path from the engine to the propeller. etc., and the clutch plate slips,
The propeller rotation speed is reduced to enable slow cruising.

However, in marine propulsion devices such as outboard motors and inboard/outboard motors that do not use a multi-plate clutch as a forward/reverse switching means, the clutch cannot be slipped, and the desired slow running cannot be achieved.

Incidentally, some ships are equipped with a main propeller and a propeller separate from the main propeller, as described in Japanese Utility Model Application Publication No. 58-54399. However, in this ship, two systems coexist: an engine and drive system for the main propeller, and an engine and drive system for another propeller, and the ship propulsion system consists of a single engine and drive system. It does not enable the aircraft to switch between normal cruise and slow cruise.

The present invention uses a marine vessel propulsion system consisting of a single engine and drive system to carry out normal navigation, and
The purpose is to enable slow cruising without clutch slip.

The present invention is coupled to a single propulsion engine,
A drive shaft capable of forward and reverse rotation by a forward/reverse switching means, a propeller that is connected to the drive shaft via a clutch and generates a relatively large thrust, and a propeller that is directly connected to the drive shaft and generates a relatively small thrust. The structure includes a propeller and a speed switching means that connects and disconnects the drive shaft and the propeller that generates the large thrust by switching a clutch, and the speed switching means generates the large thrust between the drive shaft and the propeller. When connecting a propeller that generates a large thrust and a propeller that generates a small thrust, the propeller that generates a large thrust and the propeller that generates a small thrust are configured to generate thrust in the same propulsion direction.

Therefore, according to the present invention, the following effects are obtained.

If the drive shaft and the propeller that generates a large thrust are connected using a speed switching means, the propeller that generates a large thrust and the propeller that generates a small thrust are both driven to generate thrust in the same propulsion direction, allowing normal cruising. can be done.

By using the speed switching means to disconnect the drive shaft from the propeller that generates a large thrust, only the propeller that generates a small thrust will be driven, making it possible to cruise at slow speeds without clutch slippage. .

As a result of the above, a marine vessel propulsion system consisting of a single engine and a drive system can perform normal cruising and also perform slow cruising without clutch slippage.

Embodiments of the present invention will be described below with reference to the drawings.

Fig. 1 is a side view showing an inboard/outboard motor to which an embodiment of the present invention is applied, Fig. 2 is a sectional view taken along the - line in Fig. 1, and Fig. 3 is a cutaway of the main part of Fig. 1. FIG.

The propulsion unit 11 can be supported by a hull (not shown) so that it can be steered and tilted up. The output of the propulsion engine housed inside the hull is provided by a double cardan joint 12 and an input gear 1.
3. It can be transmitted to the drive shaft 15 via the forward/reverse switching means 14. Here, forward/reverse switching means 1
4 includes a forward gear 16 and a reverse gear 17 that are relatively rotatably supported by the drive shaft 15, and the drive shaft 1.
5, the clutch 18 is spline-coupled to the casing 11A of the propulsion unit 11, and is supported in a reciprocating manner by a guide shaft 20 fixed to the casing 11A of the propulsion unit 11, and a ring groove 18A of the clutch 18. The shift fork 19 includes a fork portion 19A that engages with the shift fork 19, and a shift arm 21 that is engaged with the shift fork 19 and is swung by a remote control cable (not shown). That is, when the shift arm 21 swings by operating the remote control cable, the shift fork 19 moves linearly along the guide shaft 20, and the claw portion 18B or 1 of the clutch 18 moves in a straight line.
8C from the neutral position to the claw portion 16 of the forward gear 16.
A or the claw portion 17A of the reverse gear 17, so that the drive shaft 15 can be rotated forward, that is, rotated in the forward direction, or rotated in the reverse direction, that is, rotated backward.

A drive gear 22 is fixed to the lower end of the drive shaft 15. The rotational force of the drive shaft 15 is generated by (1) drive gear 2
2, the main gear 23 and clutch 2 are always in mesh with each other.
4. A main propeller 26 that has a relatively large outer diameter, that is, generates a relatively large thrust via the propeller shaft 25.
(2) It is always in mesh with the drive gear 22. Via the auxiliary gear 27, a relatively small outer diameter, that is, a relatively small thrust is generated and can be transmitted to the auxiliary propeller 28, which is twisted in the opposite direction to the main propeller 26.

That is, the main gear 23 and the sub gear 27 are located at two positions sandwiching the drive gear 22 in the casing 11A.
are supported via their bearings so as to be rotatable in mutually opposite directions while meshing with the drive gear 22. A propeller shaft 25 is rotatably supported at the center of each of the main gear 23 and the auxiliary gear 27 via bearings, and a main propeller 25 is provided at a portion of the propeller shaft 25 that protrudes rearward from the casing 11A.
6 is fixed. Further, the boss portion of the auxiliary gear 27 also protrudes rearward from the casing 11A, and the auxiliary propeller 28 is fixed to the protruding boss portion 29. Here, the main propeller 26 has a propeller shaft 25
The inner cylinder part 26A spline-coupled to the wing part 2
6B, and a damper member 26D interposed between the inner cylinder portion 26A and the boss portion 26C.
It is positioned and fixed in the axial direction of the propeller shaft 25 by thrust receiving members 26E and 26F. Further, the sub-propeller 28 has an inner cylinder portion 28 that is spline-coupled to the protruding boss portion 29 of the sub-gear 27.
A, a boss portion 28C having a wing portion 28B, and a damper member 28D interposed between the inner cylinder portion 28A and the boss portion 28C, and the thrust receiving member 28
It is positioned and fixed in the axial direction of the protruding boss portion 29 by E and 28F. The rear end of the propeller shaft 25 is fitted with a washer 25A and a nut 25B that support the thrust receiving member 26F from behind, and is also covered with a cap 25C.

Further, the clutch 24 is spline-coupled to the propeller shaft 25 and is movable in the axial direction. A pawl 30 that projects in the axial direction is formed on one end surface of the clutch 24, and a pawl 31 that can engage with this pawl 30 is formed on the main gear 23. The propeller shaft 25 has a long hole 32 formed in the axial direction. A pin 33 passes through the elongated hole 32 and further passes through the clutch 24 to face a ring groove 34 formed on its outer periphery. A coil spring 35 is attached to this ring groove 34 to prevent the pin 33 from falling off. pin 33
An intermediate body 36 is attached to the central part of the intermediate body 36.
The inner end surface of the plunger 37 inserted into the propeller shaft 25 is in contact with one side of the intermediate body 3 .
A compression spring 38 housed within the propeller shaft 25 is in contact with the other side of the propeller shaft 25 . Further, an operating rod 39, which can be switched by a remote control cable (not shown) and constitutes a speed switching means in the present invention, is vertically disposed on the casing 11A. A cam 40 integrated at the lower end of the operating rod 39 comes into contact with the outer end surface of the plunger 37, which is urged outward by the biasing force of the compression spring 38, and moves the plunger 37 to its protruding position. By adjusting the above, the clutch 24 is forcibly moved in the axial direction of the propeller shaft 25, and the claws 30 and 31 can be engaged and disengaged.

That is, the main propeller 26 is connected to the drive shaft 15 via the clutch 24, and the sub propeller 28 is directly connected to the drive shaft 15. Further, by a switching operation applied to the operating rod 39, the clutch 24 is switched, and the drive shaft 15 and the main propeller 26 can be connected and disconnected.

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

During normal cruising, the pawl 30 of the clutch 24 is moved to the pawl 31 of the main gear 23 by operating the operating rod 39.
The main gear 23 and the propeller shaft 25 are connected in the rotational direction. As a result, if the drive shaft 15 is rotated forward or reverse by operating the forward/reverse switching means 14, the drive gear 22, the main gear 23,
The main propeller 26 rotates normally or reversely through the clutch 24 and the propeller shaft 25, and the auxiliary propeller 28 rotates normally or reversely through the drive gear 22 and the auxiliary gear 27. Here, the torsional direction of the secondary propeller 28 is set to be opposite to that of the main propeller 26, and therefore, both the main propeller 26 and the secondary propeller 28 generate forward thrust or reverse thrust to maintain the normal speed of the ship. It is possible to sail on the ship.

On the other hand, during slow cruising, the operation rod 39 is operated to disengage the pawl 30 of the clutch 24 and the pawl 31 of the main gear 23, thereby releasing the connection between the main gear 23 and the propeller shaft 25. This results in
By operating the forward/reverse switching means 14, the propeller shaft 2
5 is rotated forward or reverse, the main gear 23 that meshes with the drive gear 22 idles, the main propeller 26 does not rotate, and only the auxiliary propeller 28 rotates in the reverse or normal direction via the drive gear 22 and the auxiliary gear 27. I will do it. Here, since the auxiliary propeller 28 has a relatively small outer diameter, it generates a relatively small forward thrust or reverse thrust, allowing the ship to travel at a slow speed.

Therefore, with an inboard/outboard motor consisting of a single engine and drive system, it is possible to perform normal cruising and also to perform slow cruising without clutch slippage.

In the above embodiment, a case has been described in which the main propeller 26 that generates a relatively large thrust force and the auxiliary propeller 28 that generates a relatively small thrust force are configured by varying the propeller outer diameter.
However, by increasing the pitch of the propeller, a propeller that generates a relatively large thrust is constructed, and by decreasing the pitch, a propeller that generates a relatively small thrust is constructed. Good too.

Furthermore, in the above embodiment, the main propeller 26 is disposed further to the rear of the propeller shaft 25, and the auxiliary propeller 28 is disposed further to the front of the propeller shaft 25, so that the mechanism for switching and operating the clutch 24 by the operating rod 39 is not provided. It can be disposed within the propeller shaft 25, making it possible to make the overall structure compact. However, in the present invention, the propeller that generates a relatively large thrust is disposed further forward of the propeller shaft, and the propeller that generates a relatively small thrust is disposed further rearward of the propeller shaft. Good too.

As described above, according to the present invention, a marine vessel propulsion device consisting of a single engine and drive system can perform normal cruising as well as slow cruising without clutch slippage.

[Brief explanation of the drawing]

Fig. 1 is a side view showing an inboard/outboard motor to which an embodiment of the present invention is applied, Fig. 2 is a sectional view taken along the - line in Fig. 1, and Fig. 3 is a cutaway of the main part of Fig. 1. FIG. 14... Forward/reverse switching means, 15... Drive shaft, 2
4...Clutch, 25...Propeller shaft, 26...
Main propeller, 28...Secondary propeller, 39...Operation rod, 40...Cam.

Claims (1)

[Claims] 1. A drive shaft connected to a single propulsion engine and capable of forward and backward rotation by a forward/reverse switching means, a propeller connected to the drive shaft via a clutch and generating a relatively large thrust, and a drive shaft. directly connected to
A propeller that generates a relatively small thrust, and a speed switching means that connects and disconnects the drive shaft from the propeller that generates a large thrust by switching a clutch, and the speed switching means drives the propeller that generates a relatively small thrust. When the shaft and the propeller that generates the large thrust are connected, the propeller that generates the large thrust and the propeller that generates the small thrust are configured to generate thrust in the same propulsion direction. Device.