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DESCRIPTION JP2005053324A
10 Marine propulsion device

[0001]
14 The present invention relates to a configuration on the output shaft side for transmitting
engine power to a propeller in a Z-type propulsion device as a marine propulsion device.

[0002]
19 As a marine propulsion device for propelling a ship, a Z-type propulsion device that rotates a
propeller by transmitting power from an engine in a substantially Z shape is widely used.

[0003]
24 As a schematic configuration of the Z-type propulsion device, for example, as shown in FIG. 3,
a swivel cylinder 101 that can swivel in a horizontal plane is provided on the bottom of the
ship, and a prime mover drive shaft 102 is swiveled to transmit power from the engine. It is
inserted into 101 from a substantially horizontal direction.
28 The power of the prime mover drive shaft 102 extending in the horizontal direction is

transmitted to the vertical drive shaft 103 extending in the direction perpendicular to the
prime mover drive shaft 102 by the bevel gear provided at the end of the shaft. Further,
another bevel gear provided at the lower end of the vertical drive shaft 103 transmits power
to the propulsion shaft 104 extending in a direction orthogonal to the vertical drive shaft 103
(the same direction as the prime mover drive shaft 102). Rotate the propeller wing 105
connected to the end of 104. The rotation of the propeller wing 105 causes thrust to be
generated in the hull to propel the hull.

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[0004]
39 In the conventional Z-type propulsion device, as a configuration on the side of a general output
shaft (motor drive shaft in FIG. 3) that transmits power from the engine, as shown in FIG. 4, an
input shaft connected to the engine as a prime mover. The 201 was to transmit the power to
the output shaft 203 via the power transmission clutch 202.
43 The power transmission clutch 202 employs a wet multi-plate clutch in which lubricating oil

such as oil is filled between each clutch plate 210 in order to reduce wear due to clutch fitting
and disengagement. The power transmission clutch 202 transmits the power from the input
shaft 201 to the output shaft 203 in the fitted state, and shuts off the power from the input
shaft 201 in the detached state. A driving bevel gear 204 is fixedly attached to the output
shaft 203. The main bevel gear 204 meshes with the driven bevel gear 206, which is also
fixed to the drive shaft 205 extending vertically downward with respect to the output shaft
203, to transmit power to the drive shaft 205.

[0005]
54 Further, there is a Z-type propulsion device as disclosed in Patent Document 1 below as a
schematic representation of the configuration of power transmission.
56 特開２００１−１３８９８５号公報（第１図）

[0006]
60 However, since the conventional marine propulsion device described above employs a wet
multi-plate clutch for the power transmission clutch 202, as shown in FIG. 4, the input shaft
201 receiving power from the engine is, for example, When rotating at a rotation speed of 400
min-1, even if the power transmission clutch 202 is in the disengaged state, the output shaft
203 is gently (rotation speed) due to the viscosity of the lubricating oil filled between the
clutch plates 210. It caused a so-called accompanying rotation that would rotate (at about 20
min-1).
67 Therefore, even if the rotation of the input shaft 201 is idle rotation, the output shaft 203

rotates gently, a minute thrust is generated in the hull, and the steerability of the ship is
deteriorated.

[0007]
73 Further, since the rotation speed of the input shaft connected to the engine cannot be set to a
slow speed lower than the idle speed, the output shaft rotation speed is set to, for example,
when the input shaft rotation speed is constant at 400 min-1. For example, when it is desired
to variably slip control in the range of 100 to 350 min-1, the output shaft rotation speed may
not be stable at the desired rotation speed.
78 As a result, the hull caused a hunting phenomenon, which deteriorated the steerability of the

ship.

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[0008]
83 Therefore, in order to solve the above problems, the present invention prevents the output
shaft from rotating when the input shaft is idle, prevents the generation of thrust applied to
the hull, and the output shaft rotation speed in slip control. It is an object of the present
invention to provide a marine propulsion device capable of stabilizing the hull, preventing the
hull from causing a hunting phenomenon, and improving the steerability of the ship.

[0009]
91 Next, the means for solving the above problems will be described with reference to the
drawings corresponding to the embodiments.
93 According to the marine propulsion device according to claim 1 of the present invention, a

swivel cylinder 11 provided so as to be swivelable in a horizontal plane, an input shaft 2

inserted into the swivel cylinder 11 and transmitting power from an engine, and the above-
mentioned A power transmission that extends in the same direction as the axis of the input
shaft 2 and has a driven bevel gear 6 fixed around the axis, and a power transmission that is
freely fitted and detached between the input shaft 2 and the output shaft 3. A clutch 4, a drive
shaft 8 extending in a direction orthogonal to the output shaft 3 and interlockingly connected
to the output shaft 3, and a drive shaft 8 extending in a direction orthogonal to the drive shaft
8 and interlockingly connected to the drive shaft 8. In a marine propulsion device 1 provided
with a propulsion shaft 10 and a propulsion blade 12 provided at an end of the propulsion
shaft 10 and rotating, the propulsion device 1 is provided so as to be removably fitted and
detached from the output shaft 3 and is in a fitted state. It is characterized by comprising a
resistance applying mechanism 5 that imparts resistance to the output shaft 3.

[0010]
109 According to the marine propulsion device according to claim 2 of the present invention, the
marine propulsion device according to claim 1 is provided with an output shaft rotation
speed detector 7 for detecting the rotation speed of the output shaft 3. It is a feature.

[0011]
115 According to the marine propulsion device according to claim 3 of the present invention, in
the marine propulsion device according to claim 1 or 2, the resistance applying mechanism 5
is a wet multi-plate clutch.

[0012]
121 According to the marine propulsion device according to claim 4, the resistance applying

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 mechanism 5 is located concentrically with the output shaft 3 in the marine propulsion
device according to claim 1 or 2 or 3. do.

[0013]
127 According to such a marine propulsion device, even if the power transmission clutch 4 is in
the disengaged state while the engine is operating, the resistance applying mechanism 5 is in
the fitted state, so that the output shaft 3 is given resistance and is light. A load is applied.
130 Therefore, even if a wet multi-plate clutch is used for the power transmission clutch 4, the

output shaft 3 does not rotate.

132 That is, it is possible to prevent the output shaft 3 from rotating when the input shaft 2 is idle.

133 Therefore, it is possible to improve the steerability of the ship.

[0014]
137 Further, when the rotation speed of the input shaft 2 is constant, the rotation speed of the
output shaft 3 is variably slip-controlled within a predetermined range, so that the power
transmission clutch 4 is continuously slid and removed. In this case, the rotation speed of the
output shaft 3 can be stabilized to a desired rotation speed by applying a light load to the
output shaft 3 with the resistance applying mechanism 5 in the fitted state.
142 This makes it possible to prevent the hunting phenomenon from occurring on the hull.

143 Therefore, it is possible to improve the steerability of the ship.

[0015]
147 Further, by providing the output shaft rotation speed detector 7 in the marine propulsion
device 1, it becomes possible to detect the output shaft rotation speed 3 rotation speed while
the engine is operating.
150 As a result, the rotation speed of the output shaft 3 can be recognized during slip control, and

the output shaft 3 can be controlled to a desired rotation speed.

[0016]
155 Further, by using the wet multi-plate type clutch as the resistance applying mechanism 5, the
heat generated by the resistance application can be easily dissipated, and the wear of the
clutch plate 20 due to the fitting / detaching operation of the clutch 5 can be reduced.

[0017]
161 Further, since the resistance applying mechanism 5 is located concentrically with the output
shaft 3, the resistance applying mechanism 5 can be provided on the output shaft 3 without
hindering the rotation of the output shaft 3.

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164 Further, the resistance applying mechanism 5 can be provided at an arbitrary position of the
output shaft 3 in which the resistance applying mechanism 5 and the output shaft 3 are
concentric with each other.

[0018]
170 According to the marine propulsion device according to claim 1 according to the present
invention, even if the power transmission clutch is in the disengaged state while the engine is
operating, resistance is given to the output shaft by putting the resistance applying
mechanism in the fitted state. A light load is applied.
174 Therefore, even if a wet multi-plate clutch is used for the power transmission clutch, the

output shaft does not rotate.

176 That is, it is possible to prevent the output shaft from rotating when the input shaft is idle.

177 Therefore, it is possible to improve the steerability of the ship.

[0019]
181 In addition, when the rotation speed of the input shaft is constant, the rotation speed of the
output shaft is variably slip-controlled within a predetermined range. By applying a light load
to the output shaft with the applying mechanism in the fitted state, it is possible to stabilize
the rotation speed of the output shaft to a desired rotation speed.
185 This makes it possible to prevent the hunting phenomenon from occurring on the hull.

186 Therefore, similarly to the above, it is possible to improve the steerability of the ship.

[0020]
190 According to the marine propulsion device according to claim 2, by providing the marine
propulsion device with an output shaft rotation speed detector, it is possible to detect the
rotation speed of the output shaft while the engine is operating.
193 As a result, the rotation speed of the output shaft can be recognized during slip control, and

the output shaft can be controlled to a desired rotation speed.

195 Then, when the rotation speed of the output shaft is equal to or higher than the

predetermined rotation speed, the resistance applying mechanism can be put into a detached
state.
198 That is, it is possible to prevent the resistance applying mechanism from burning due to an

increase in the rotation speed of the output shaft.

[0021]
203 According to the marine propulsion device according to claim 3, by using a wet multi-plate
clutch as the resistance applying mechanism, it becomes easy to dissipate the heat generated
by applying the resistance, and the wear of the clutch plate due to the clutch fitting /

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 disengaging operation is reduced. It is possible to make it.

[0022]
210 According to the marine propulsion device according to claim 4, since the resistance applying
mechanism is located concentrically with the output shaft, the resistance applying
mechanism can be provided on the output shaft without hindering the rotation of the output
shaft.
214 Further, the resistance applying mechanism can be provided at an arbitrary position on the

output shaft where the resistance applying mechanism and the output shaft are concentric
with each other.
217 As a result, even if the output shaft is formed to have an arbitrary length according to the

shape of the bottom of the ship, it is possible to provide a resistance applying mechanism on
the output shaft.

[0023]
223 Hereinafter, embodiments of the present invention will be specifically described with
reference to the drawings.
225 FIG. 1 is a schematic overall view showing an embodiment of a marine propulsion device

according to the present invention, and FIG. 2 is a partial side sectional view of the inside of
the swivel cylinder.

[0024]
231 The marine propulsion device of the present invention is a Z-type propulsion device that
transmits power from an engine in a substantially Z-shape to rotate a propeller that is a
propulsion device, and is different from the conventional one in the configuration on the
output shaft side.

[0025]
238 As shown in FIG. 1, the Z-type propulsion device 1 of the present embodiment includes a
swivel cylinder 11 provided on the bottom of the ship so as to be swivelable in a horizontal
plane, and an input shaft 2 inserted in the swivel cylinder 11. , The output shaft 3 connected
to the input shaft 2, the substantially vertical drive shaft 8 interlocked with the output shaft
3, and the substantially horizontal propulsion shaft 10 interlocked with the drive shaft 8 are
roughly configured. ..

[0026]
247 The transmission of the power of the Z-type propulsion device 1 will be described.

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248 Power from an engine as a prime mover (not shown) is transmitted to an input shaft 2
provided with the axial direction oriented substantially horizontally.
250 The power is transmitted to the output shaft 3 provided in the same axial direction as the

input shaft 2 via the power transmission clutch 4.

252 The power transmitted from the input shaft 2 to the output shaft 3 is transmitted to a drive

shaft 8 provided whose axial direction is orthogonal to the output shaft 3.

254 Further, the power transmitted to the drive shaft 8 is transmitted to the propulsion shaft 10

provided whose axial direction is orthogonal to the drive shaft 8.

256 Like the input shaft 2 and the output shaft 3, the propulsion shaft 10 is provided with the

axial direction oriented substantially horizontally.

258 Then, the propeller blade 12 connected to the end of the propulsion shaft 10 rotates.

259 By rotating the propeller blade 12 in water, the ship obtains thrust and propels.

[0027]
263 Next, the configuration of the Z-type propulsion device 1 on the output shaft 3 side will be
described in detail.
265 As shown in FIG. 2, an input shaft 2 for transmitting power from the engine is provided in the

swivel cylinder 11 so that the axial direction is substantially horizontal.

267 One shaft end 2a of the input shaft 2 is connected to a shaft extending from the engine side

(not shown), and the other shaft end 2b is connected to the driving side which is one half of
the power transmission clutch 4.
270 The driven side, which is the other half of the power transmission clutch 4, is connected to

the output shaft 3, which will be described later.

[0028]
275 In the present embodiment, the power transmission clutch 4 is composed of a wet multi-plate
clutch.
277 Generally, a multi-plate clutch is composed of a plurality of clutch plates 20, and by pressing

the friction surfaces 21 of each clutch plate 20 against each other, torque is transmitted from
one half of the clutch 4 to the other half. Let me.
280 Further, since the power transmission clutch 4 of this example is a wet multi-plate type,

lubricating oil such as oil is always interposed between the friction surfaces 21 of each
clutch plate 20.

[0029]
286 The output shaft 3 is provided so that its axial direction is substantially horizontal as in the
input shaft 2 described above, and is provided on an extension line of the input shaft 2.
288 As described above, one shaft end 3a of the output shaft 3 is connected to the driven side

constituting the other half of the power transmission clutch 4.

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290 The other shaft end 3b is connected to the driving side constituting a half portion of the
resistance applying mechanism 5 described later.
292 A driving bevel gear 6 is fixedly installed in the middle portion of one of the output shafts 3

on the shaft end 3a side.

[0030]
297 The main bevel gear 6 meshes with a driven bevel gear 9 fixed to a drive shaft 8 provided
substantially orthogonal to the output shaft 3 to transmit power to the drive shaft 8 side.

[0031]
302 In the present embodiment, the resistance applying mechanism 5 is composed of a wet multi-
plate clutch similar to the power transmission clutch 4 described above.
304 The resistance applying clutch 5 as the resistance applying mechanism is composed of a main

driving side half portion and a driven side half portion.

306 The driving side half is connected to the output shaft 3 as described above.

307 The driven side half is connected to the housing H which is the fixed side.

308 Although not shown, the housing H is provided with a mechanism for applying resistance to

the rotation of the connected output shaft 3 to apply a light load.

[0032]
313 Further, in the present embodiment, the output shaft rotation speed detector 7 is installed in
the vicinity of the output shaft 3, and the rotation speed of the output shaft 3 is detected.

[0033]
318 Next, the operation on the output shaft 3 side will be described.
319 When the power transmission clutch 4 is in the fitted state and the resistance applying clutch

5 is in the disengaged state during engine operation, the input shaft 2 receiving power from
the engine transmits its rotation to the output shaft 3. ..
322 At this time, for example, when the input shaft 2 rotates at 400 min-1, the output shaft 3 also

rotates at 400 min-1.

[0034]
327 Then, when the power transmission clutch 4 is in the detached state, the resistance applying
clutch 5 is put in the fitted state.
329 At this time, the input shaft 2 becomes idle rotation, and for example, the speed becomes

constant at a rotation speed of 400 min-1.

331 However, since the output shaft 3 is given a light load due to the resistance, the rotation

16-05-2022 8
 speed is 0 min-1.
333 That is, the output shaft 3 does not rotate.

[0035]
337 Further, when the rotation speed of the input shaft 2 is constant, the rotation speed of the
output shaft 3 is variably slip-controlled within a predetermined range, so that the power
transmission clutch 4 is continuously slid and removed. In this case, the rotation speed of the
output shaft 3 can be stabilized to a desired rotation speed by applying a light load to the
output shaft 3 with the resistance applying clutch 5 in the fitted state.
342 This makes it possible to prevent the hunting phenomenon from occurring on the hull.

343 Therefore, it is possible to improve the steerability of the ship.

[0036]
347 Further, when the power transmission clutch 4 is continuously slipped in and out for slip
control during engine operation, when the resistance applying clutch 5 is in the fitted state,
for example, the rotation speed of the input shaft 2 is increased. When it is constant at 400
min-1, a light load is applied by giving resistance to the output shaft 3, and the rotation
speed can be changed in the range of 100 min-1 to 350 min-1 and stabilized at a desired
rotation speed. be able to.
353 Then, when the rotation speed of the output shaft 3 rises to some extent, the resistance-

imparting clutch 5 is put into a detached state in order to prevent the clutch 5 from burning.
355 At this time, the output shaft rotation speed detector 7 detects an increase in the rotation

speed of the output shaft 3.

[0037]
360 According to this embodiment, even if the power transmission clutch 4 is in the disengaged
state during the operation of the engine, the resistance applying clutch 5 is put in the fitted
state to give resistance to the output shaft 3 and apply a light load. Granted.
363 Therefore, even if a wet multi-plate clutch is used for the power transmission clutch 4, the

output shaft 3 does not rotate.

365 That is, it is possible to prevent the output shaft 3 from rotating when the input shaft 2 is idle.

366 Therefore, it is possible to improve the steerability of the ship.

[0038]
370 Further, when the rotation speed of the input shaft 2 is constant, the rotation speed of the
output shaft 3 is variably slip-controlled within a predetermined range, so that the power
transmission clutch 4 is continuously slid and removed. In this case, the rotation speed of the
output shaft 3 can be stabilized to a desired rotation speed by applying a light load to the

16-05-2022 9
 output shaft 3 with the resistance applying clutch 5 in the fitted state.
375 This makes it possible to prevent the hunting phenomenon from occurring on the hull.

376 Therefore, similarly to the above, it is possible to improve the steerability of the ship.

[0039]
380 Further, by providing the output shaft rotation speed detector 7 in the Z-type propulsion
device 1, it becomes possible to detect the rotation speed of the output shaft 3 while the
engine is operating.
383 As a result, the rotation speed of the output shaft 3 can be recognized during slip control, and

the output shaft 3 can be controlled to a desired rotation speed.

385 Then, when the rotation speed of the output shaft 3 is equal to or higher than the

predetermined rotation speed, the resistance applying clutch 5 can be released.

387 That is, it is possible to prevent the resistance-imparting clutch 5 from burning due to an

increase in the rotation speed of the output shaft 3.

[0040]
392 Further, since the resistance applying clutch 5 is a wet multi-plate type clutch, heat generated
by applying resistance can be easily dissipated, and wear of the clutch plate 20 due to the
fitting / detaching operation of the clutch 5 can be reduced.

[0041]
398 Further, since the resistance applying clutch 5 is located concentrically with the output shaft
3, the resistance applying clutch 5 can be provided on the output shaft 3 without hindering
the rotation of the output shaft 3.
401 Further, the resistance applying clutch 5 can be provided at an arbitrary position on the

output shaft 3 where the resistance applying clutch 5 and the output shaft 3 are concentric
with each other.
404 As a result, even if the output shaft 3 is formed to have an arbitrary length according to the

shape of the bottom of the ship, the resistance applying clutch 5 can be provided on the
output shaft 3.
407 In particular, by providing the resistance applying clutch 5 at the shaft end 3b of the output

shaft 3, the shaft circumference of the output shaft 3 can be made a simple structure.

[0042]
412 It is a schematic whole view which shows one Embodiment of the marine propulsion
apparatus of this invention.
414 It is the same part side sectional view.

415 It is a schematic whole view which shows the conventional marine propulsion apparatus.

16-05-2022 10
416 It is the same part side sectional view.
417 Code description

[0043]
421 1 ... Z-type propulsion device as a marine propulsion device 2 ... Input shaft 3 ... Output shaft
4 ... Power transmission clutch 5 ... Resistance applying clutch as a resistance applying
mechanism 6 ... Driven bevel gear 7 ... Output shaft rotation speed detector 8 ... Drive Axis 10
... Propulsion shaft 11 ... Swivel cylinder 12 ... Propulsion blade

16-05-2022 11
 Patent Translate
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Notice
This translation is machine-generated. It cannot be guaranteed that it is intelligible, accurate,
complete, reliable or fit for specific purposes. Critical decisions, such as commercially relevant or
financial decisions, should not be based on machine-translation output.

CLAIMS JP2005053324A

1.
13 A swivel cylinder that can be swiveled in a horizontal plane, an input shaft that is inserted into
the swivel cylinder and transmits power from the engine, and a driven bevel gear that extends
in the same direction as the axial direction of the input shaft and solidifies around the shaft. A
power transmission clutch provided between the input shaft and the output shaft so as to be
freely fitted and detached, and a drive that extends in a direction orthogonal to the output
shaft and is interlocked and connected to the output shaft. In a marine propulsion device
including a shaft, a propulsion shaft extending in a direction orthogonal to the drive shaft and
interlockingly connected to the drive shaft, and a propulsion blade provided at the end of the
propulsion shaft and rotating. A marine propulsion device characterized in that it is provided
on the output shaft so as to be freely fitted and detached, and is provided with a resistance
applying mechanism that gives resistance to the output shaft in a fitted state.

2.
27 The marine propulsion device according to claim 1, wherein the marine propulsion device is
provided with an output shaft rotation speed detector for detecting the rotation speed of the
output shaft.

3.
33 The marine propulsion device according to claim 1 or 2, wherein the resistance applying
mechanism is a wet multi-plate type clutch.

4.
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38 The marine propulsion device according to claim 1, 2 or 3, wherein the resistance applying
mechanism is located concentrically with the output shaft.

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Drawing pages of JP2005053324 A