The present invention relates to a marine propulsion unit.
A marine propulsion unit is conventionally known, as disclosed in Japanese Patent Laid-Open No. 2013-100013, for example.
Japanese Patent Laid-Open No. 2013-100013 discloses a marine propulsion unit including a propeller including a duct in which a stator is disposed, a rim in which a rotor is disposed at a position that faces the stator and blades provided radially inward of the rim, a steering shaft that supports the duct such that the duct is steerable, and a motor ECU that controls the rotational driving of the propeller. The motor ECU of the marine propulsion unit is disposed inside the steering shaft or inside a marine vessel.
In the marine propulsion unit disclosed in Japanese Patent Laid-Open No. 2013-100013, when the motor ECU that controls the rotational driving of the propeller is disposed inside the marine vessel, it is necessary to lengthen wiring that connects the motor ECU to a driven portion, and thus the wiring becomes complex. When the motor ECU is disposed inside the steering shaft, the wiring can be shortened, but in the case of a large motor ECU, it is necessary to increase the diameter of the steering shaft in which the motor ECU is disposed. Thus, the size of the entire marine propulsion unit increases. Therefore, a marine propulsion unit capable of significantly reducing or preventing an increase in size while significantly reducing or preventing the complexity of wiring is conventionally desired.
Preferred embodiments of the present invention provide marine propulsion units that significantly reduce or prevent an increase in size while significantly reducing or preventing the complexity of wiring.
A marine propulsion unit according to a preferred embodiment of the present invention includes a duct including a stator, a propeller including a rim including a rotor disposed at a position that faces the stator and a blade provided radially inward of the rim, a steering shaft that supports the duct such that the duct is steerable, a casing provided separately from the steering shaft and that extends along a rotation axis of the propeller, and a motor controller disposed in the casing and configured or programmed to control rotational driving of the propeller.
In a marine propulsion unit according to a preferred embodiment of the present invention, the motor controller that controls the rotational driving of the propeller is disposed in the casing provided separately from the steering shaft and that extends along the rotation axis of the propeller. Accordingly, the motor controller and a driven portion are disposed close to each other, and thus it is possible to significantly reduce or prevent an increase in the length of wiring that connects the motor controller to the driven portion. Consequently, it is possible to significantly reduce or prevent the complexity of the wiring. Even when the size of the motor controller is increased, the size of the casing is able to be increased along the rotation axis of the propeller such that the motor controller is housed in the casing, and thus it is possible to significantly reduce or prevent an excessive increase in the size of the marine propulsion unit unlike the case where the diameter of the steering shaft is increased. Thus, it is possible to provide the marine propulsion unit that significantly reduces or prevents an increase in size while significantly reducing or preventing the complexity of the wiring. The casing extends along the rotation axis of the propeller such that it is possible to significantly reduce or prevent an increase in water resistance, and thus even when the casing is provided, a marine vessel is able to be propelled without problems. The casing is preferably disposed in the water, and thus it is possible to efficiently cool the motor controller disposed in the casing.
In a marine propulsion unit according to a preferred embodiment of the present invention, the casing is preferably fixed to the duct so as to be steerable together with the duct. With this structure, the duct and the casing are integrally steered, and thus even when the duct is steered, it is possible to significantly reduce or prevent an increase in water resistance due to the casing.
In this case, the casing is preferably integral and unitary with the duct. With this structure, as compared with the case where the duct and the casing are provided separately from each other, it is possible to reduce the number of components and to eliminate a bonded surface between the duct and the casing, and thus it is possible to significantly reduce or prevent water intrusion.
In a marine propulsion unit according to a preferred embodiment of the present invention, the casing is preferably disposed above the duct. With this structure, when the duct is located at a distance below the water surface in order to significantly reduce or prevent entrainment of air from the water surface, the casing effectively utilizes a space between the duct and the water surface.
In a marine propulsion unit according to a preferred embodiment of the present invention, at least a portion of the casing is preferably located rearward of the steering shaft. With this structure, the casing extends rearwards of the steering shaft, and thus when the casing is steered together with the duct, it is possible to significantly reduce or prevent interference of the casing with a marine vessel body on which the marine propulsion unit is mounted.
In a marine propulsion unit according to a preferred embodiment of the present invention, at least a portion of the casing preferably extends rearward of a rear end of the duct. With this structure, even when the size of the motor controller is increased, the casing extends rearward of the rear end of the duct such that the size of the casing is increased, and thus the motor controller is easily housed in the casing.
In this case, the casing is preferably fixed to the duct behind the duct on the rotation axis of the propeller. With this structure, water flow discharged from the duct is rectified by the casing, and thus the marine vessel is more efficiently propelled.
In a marine propulsion unit according to a preferred embodiment of the present invention, the casing preferably defines and functions as a skeg. With this structure, it is possible to improve the steering performance of the marine vessel using the casing in which the motor controller is disposed.
In a marine propulsion unit according to a preferred embodiment of the present invention, in a planar view, a length of the casing in a direction parallel or substantially parallel to the rotation axis of the propeller is preferably larger than a length of the casing in a direction perpendicular or substantially perpendicular to the rotation axis of the propeller. With this structure, it is possible to significantly reduce or prevent an increase in the projected area when the casing is viewed along the rotation axis of the propeller, and thus it is possible to significantly reduce or prevent an increase in water resistance.
In a marine propulsion unit according to a preferred embodiment of the present invention, a heat radiator exposed to the outside of the casing is preferably provided adjacent a region of the casing in which the motor controller is disposed. With this structure, the heat of the motor controller is easily discharged to the outside of the casing (into the water) via the heat radiator, and thus the motor controller is effectively cooled.
In a marine propulsion unit according to a preferred embodiment of the present invention, the motor controller is preferably provided on a substrate that extends parallel or substantially parallel to the rotation axis of the propeller, and the casing is preferably elongated so as to extend in a direction in which the substrate extends. With this structure, the substrate on which the motor controller is provided is easily housed in the elongated casing.
In a marine propulsion unit according to a preferred embodiment of the present invention, the casing is preferably streamlined along the rotation axis of the propeller. With this structure, the water resistance in the casing is effectively reduced, and thus even when the casing is provided, the marine vessel is efficiently propelled.
In a marine propulsion unit according to a preferred embodiment of the present invention, the motor controller preferably includes at least one of a motor driver and an inverter. With this structure, at least one of the motor driver and the inverter is preferably housed in the casing located in the water, and thus the motor driver and the inverter are effectively cooled.
In a marine propulsion unit according to a preferred embodiment of the present invention, a sectional shape of the duct preferably varies along the rotation axis of the propeller. With this structure, a fluid that flows through the duct is rectified, and thus a propulsive force is efficiently generated.
In a marine propulsion unit according to a preferred embodiment of the present invention, the blade preferably includes at least three and not more than eight blades. With this structure, the at least three and not more than eight blades are disposed in a balanced manner radially inward of the rim, and thus the marine propulsion unit is efficiently operated.
A marine propulsion unit according to a preferred embodiment of the present invention preferably further includes a steering mechanism disposed above the duct and that steers the duct, and the casing is preferably disposed between the duct and the steering mechanism. With this structure, the duct is easily steered by the steering mechanism. When the duct is located at a distance below the water surface in order to significantly reduce or prevent entrainment of air from the water surface, the casing effectively utilizes a space between the duct and the steering mechanism.
In this case, the steering mechanism is preferably streamlined in a forward-backward movement direction. With this structure, the water resistance in the steering mechanism is effectively reduced, and thus the marine vessel is more efficiently propelled.
In a preferred embodiment of a structure including a steering mechanism, the steering mechanism preferably includes an electric motor, and rotates the steering shaft by driving the electric motor. With this structure, the electric motor is driven such that the duct is easily steered.
In a preferred embodiment of a structure including a steering mechanism, an upper surface of the steering mechanism is preferably fixed to a bracket mounted on a marine vessel body. With this structure, the steering mechanism is reliably mounted on the marine vessel body.
In this case, the bracket preferably includes a marine vessel body mount and a propulsion unit mount. With this structure, it is possible to fix the marine vessel body mount to the marine vessel body and to fix the marine propulsion unit to the propulsion unit mount, and thus the marine propulsion unit is reliably mounted on the marine vessel body.
A marine propulsion unit according to a preferred embodiment of the present invention preferably further includes a duct connector connected to an upper portion of the duct and that surrounds the steering shaft, and the duct connector preferably includes a housing including an internal space in which the steering shaft is disposed, a collar disposed in the internal space between the housing and the steering shaft at an upper end of the housing, and a through-hole provided below the collar and that communicates between the internal space in which the steering shaft is disposed and an outside of the duct connector. With this structure, the collar significantly reduces or prevents entry of foreign matter into the duct connector from the upper surface. Even when foreign matter enters the duct connector, the foreign matter is able to be discharged from the through-hole provided there below. Thus, it is possible to significantly reduce or prevent accumulation of foreign matter in the duct connector.
In this case, a radial length of a gap of an inner periphery or an outer periphery of the collar is preferably smaller than an inner diameter of the through-hole. With this structure, even when foreign matter enters from the gap of the inner periphery or the outer periphery of the collar, the foreign matter is easily discharged from the through-hole having an inner diameter larger than that of the gap.
According to various preferred embodiments of the present invention, as described above, it is possible to significantly reduce or prevent an increase in the size of a marine propulsion unit while significantly reducing or preventing the complexity of the wiring.
The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings.
Preferred embodiments of the present invention are hereinafter described on the basis of the drawings.
The structure of a marine propulsion unit 100 according to a first preferred embodiment of the present invention is described with reference to
As shown in
As shown in
As shown in
As shown in
As shown in
The stator 11 is disposed on the outer periphery of the recess of the duct 1. The stator 11 includes windings. In the stator 11, electric power is supplied to the windings such that a magnetic field is generated. A plurality of windings are disposed circumferentially along the recess of the tubular duct 1. Electric power is supplied to the plurality of windings in synchronization with the number of rotations. Thus, the magnetic force of the stator 11 acts on the rotor 23 of the propeller 2, and the propeller 2 is rotated.
The propeller 2 is rotatably disposed radially inward of the tubular duct 1. The rim 21 of the propeller 2 preferably has a tubular shape outward of the blades 22. The blades 22 are provided radially inward of the rim 21 from the inner surface of the rim 21. As shown in
The rotor 23 is provided outward of the rim 21. The rotor 23 is disposed at a position that faces the stator 11 of the duct 1. Specifically, the rotor 23 and the stator 11 face each other at a predetermined interval in a radial direction. That is, the motor 10 including the stator 11 and the rotor 23 is a radial gap motor. In the rotor 23, a portion having a high magnetic permeability and a portion having a low magnetic permeability are alternately and circumferentially disposed. That is, a reluctance torque is generated in the rotor 23 due to the magnetic force generated from the stator 11. Thus, the rotor 23 (rim 21) rotates.
As shown in
The steering shaft 3 includes seals 33 and 34 to prevent water intrusion into the casing 4, the steering mechanism 6, and the stator 11. Specifically, the seal 33 is provided between the steering shaft 3 and the steering mechanism 6. The seal 34 is provided between the steering shaft 3 and the casing 4.
According to the first preferred embodiment, the casing 4 is provided separately from the steering shaft 3, and extends along the rotation axis A of the propeller 2. The motor controller 5 is disposed in the casing 4. The casing 4 is fixed to the duct 1 so as to be steerable together with the duct 1. Specifically, the casing 4 is integral and unitary with the duct 1.
The casing 4 is disposed above the duct 1. Specifically, the casing 4 is disposed between the duct 1 and the steering mechanism 6. At least a portion of the casing 4 is located rearward of the steering shaft 3. At least a portion of the casing 4 extends rearward of the rear end of the duct 1. Specifically, in a planar view, the length of the casing 4 in a direction parallel or substantially parallel to the rotation axis A of the propeller 2 is larger than the length of the casing 4 in a direction perpendicular or substantially perpendicular to the rotation axis A of the propeller 2. That is, the casing 4 extends along a plane parallel or substantially parallel to the rotation axis A of the propeller 2 and parallel or substantially parallel to an upward-downward direction. The casing 4 defines and functions as a skeg. In other words, the casing 4 also defines and acts as a fin that stabilizes the traveling performance of the marine vessel body 200.
As shown in
As shown in
The lid 42 is provided to allow the motor controller 5 to be taken in and out of the casing 4. The lid 42 covers the motor controller 5. The heat radiator 41 and the lid 42 are mounted on the casing 4 via a seal. That is, the casing 4 is hermetically sealed in a state where the heat radiator 41 and the lid 42 are mounted.
The motor controller 5 is configured or programmed to control the rotational driving of the propeller 2 (motor 10). Specifically, the motor controller 5 controls the rotational speed of the motor 10 based on the operation of the remote controller 9a. The CPU 51 receives a signal from a rotational speed detector 10a provided in the motor 10. The CPU 51 supplies electric power to the motor 10 (stator 11) via the motor driver 52 and the inverter 53.
The motor controller 5 (the CPU 51, the motor driver 52, and the inverter 53) is preferably provided on a substrate 5a. As shown in
As shown in
The outer surface of the steering mechanism 6 is streamlined in a forward-backward movement direction. As shown in
As shown in
According to the first preferred embodiment described above, the following advantageous effects are achieved.
According to the first preferred embodiment described above, the motor controller 5 that controls the rotational driving of the propeller 2 is disposed in the casing 4 provided separately from the steering shaft 3 and that extends along the rotation axis A of the propeller 2. Accordingly, the motor controller 5 and the motor 10 are disposed close to each other, and thus it is possible to significantly reduce or prevent an increase in the length of wiring that connects the motor controller 5 to the motor 10. Consequently, it is possible to significantly reduce or prevent the complexity of the wiring. Even when the size of the motor controller 5 is increased, the size of the casing 4 is able to be increased along the rotation axis A of the propeller 2 such that the motor controller 5 is able to be housed in the casing 4, and thus it is possible to significantly reduce or prevent an excessive increase in the size of the marine propulsion unit 100, unlike the case in which the diameter of the steering shaft 3 is increased. Thus, it is possible to significantly reduce or prevent an increase in size of the marine propulsion unit 100 while significantly reducing or preventing the complexity of the wiring. The casing 4 extends along the rotation axis A of the propeller 2 such that it is possible to significantly reduce or prevent an increase in water resistance, and thus even when the casing 4 is provided, the marine vessel is able to be propelled without problems. The casing 4 is preferably disposed in the water, and thus it is possible to efficiently cool the motor controller 5 disposed in the casing 4.
According to the first preferred embodiment described above, the casing 4 is fixed to the duct 1 so as to be steerable together with the duct 1. Accordingly, the duct 1 and the casing 4 are integrally steered, and thus even when the duct 1 is steered, it is possible to significantly reduce or prevent an increase in water resistance due to the casing 4.
According to the first preferred embodiment described above, the casing 4 is preferably integral and unitary with the duct 1. Accordingly, as compared with the case in which the duct 1 and the casing 4 are provided separately from each other, it is possible to reduce the number of components and to eliminate a bonded surface between the duct 1 and the casing 4, and thus it is possible to significantly reduce or prevent water intrusion.
According to the first preferred embodiment described above, the casing 4 is disposed above the duct 1. Accordingly, when the duct 1 is located at a distance below the water surface in order to significantly reduce or prevent entrainment of air from the water surface, the casing 4 effectively utilizes a space between the duct 1 and the water surface.
According to the first preferred embodiment described above, at least a portion of the casing 4 is located rearward of the steering shaft 3. Accordingly, the casing 4 extends rearward of the steering shaft 3, and thus when the casing 4 is steered together with the duct 1, it is possible to significantly reduce or prevent interference of the casing 4 with the marine vessel body 200 on which the marine propulsion unit 100 is mounted.
According to the first preferred embodiment described above, at least a portion of the casing 4 extends rearward of the rear end of the duct 1. Accordingly, even when the size of the motor controller 5 is increased, the casing 4 extends rearward of the rear end of the duct 1 such that the size of the casing 4 is able to be increased, and thus the motor controller 5 is easily housed in the casing 4.
According to the first preferred embodiment described above, the casing 4 defines and functions as a skeg.
Accordingly, it is possible to improve the steering performance of the marine vessel using the casing 4 in which the motor controller 5 is disposed.
According to the first preferred embodiment described above, in the planar view, the length of the casing 4 in the direction parallel or substantially parallel to the rotation axis A of the propeller 2 is larger than the length of the casing 4 in the direction perpendicular or substantially perpendicular to the rotation axis A of the propeller 2. Accordingly, it is possible to significantly reduce or prevent an increase in the projected area when the casing 4 is viewed along the rotation axis A of the propeller 2, and thus it is possible to significantly reduce or prevent an increase in water resistance.
According to the first preferred embodiment described above, the heat radiator 41 is exposed to the outside of the casing 4 adjacent the region of the casing 4 in which the motor controller 5 is disposed. Accordingly, the heat of the motor controller 5 is easily discharged to the outside of the casing 4, and into the water, via the heat radiator 41, and thus the motor controller 5 is effectively cooled.
According to the first preferred embodiment described above, the motor controller 5 is provided on the substrate 5a that extends parallel or substantially parallel to the rotation axis A of the propeller 2, and the casing 4 is elongated so as to extend in the direction in which the substrate 5a extends. Accordingly, the substrate 5a on which the motor controller 5 is provided is easily housed in the elongated casing 4.
According to the first preferred embodiment described above, the casing 4 is streamlined along the rotation axis A of the propeller 2. Accordingly, the water resistance in the casing 4 is effectively reduced, and thus even when the casing 4 is provided, the marine vessel is efficiently propelled.
According to the first preferred embodiment described above, the motor controller 5 includes the motor driver 52 and the inverter 53. Accordingly, the motor driver 52 and the inverter 53 are housed in the casing 4 located in the water, and thus the motor driver 52 and the inverter 53 are effectively cooled.
According to the first preferred embodiment described above, the sectional shape of the duct 1 varies along the rotation axis A of the propeller 2. Accordingly, a fluid that flows through the duct 1 is rectified, and thus a propulsive force is efficiently generated.
According to the first preferred embodiment described above, the marine propulsion unit 100 preferably includes at least three and not more than eight blades 22. Accordingly, the at least three and not more than eight blades 22 are able to be disposed in a balanced manner radially inward of the rim 21, and thus the marine propulsion unit 100 is efficiently operated.
According to the first preferred embodiment described above, the steering mechanism 6 is disposed above the duct 1 and steers the duct 1, and the casing 4 is disposed between the duct 1 and the steering mechanism 6. Accordingly, the duct 1 is easily steered by the steering mechanism 6. When the duct 1 is located at a distance below the water surface in order to significantly reduce or prevent entrainment of air from the water surface, the casing 4 effectively utilizes a space between the duct 1 and the steering mechanism 6.
According to the first preferred embodiment described above, the steering mechanism 6 is streamlined in the forward-backward movement direction. Accordingly, the water resistance in the steering mechanism 6 is effectively reduced, and thus the marine vessel is more efficiently propelled.
According to the first preferred embodiment described above, the steering mechanism 6 rotates the steering shaft 3 by driving the electric motor 61. Accordingly, the electric motor 61 is driven such that the duct 1 is easily steered.
According to the first preferred embodiment described above, the upper surface of the steering mechanism 6 is preferably fixed to the bracket 7 mounted on the marine vessel body 200. Accordingly, the steering mechanism 6 is reliably mounted on the marine vessel body 200.
According to the first preferred embodiment described above, the bracket 7 includes the marine vessel body mount 71 and the propulsion unit mount 72. Accordingly, it is possible to fix the marine vessel body mount 71 to the marine vessel body 200 and to fix the marine propulsion unit 100 to the propulsion unit mount 72, and thus the marine propulsion unit 100 is reliably mounted on the marine vessel body 200.
A second preferred embodiment of the present invention is now described with reference to
A marine propulsion unit 300 includes a tubular duct 1, a propeller 2, a steering shaft 3, a casing 4a, a motor controller 5, and a steering mechanism 6.
According to the second preferred embodiment, the casing 4a is provided separately from the steering shaft 3, and extends along the rotation axis A of the propeller 2. The motor controller 5 is disposed in the casing 4a. At least a portion of the casing 4a extends rearward of the rear end of the duct 1. The casing 4a is fixed to the duct 1 behind the duct 1 on the rotation axis A of the propeller 2. Specifically, the casing 4a extends in an upward-downward direction (direction Z) behind the duct 1.
The remaining structures of the second preferred embodiment are similar to those of the first preferred embodiment described above.
According to the second preferred embodiment, the following advantageous effects are achieved.
According to the second preferred embodiment, similarly to the first preferred embodiment described above, the motor controller 5 that controls the rotational driving of the propeller 2 is disposed in the casing 4a that is provided separately from the steering shaft 3 and that extends along the rotation axis A of the propeller 2. Accordingly, it is possible to significantly reduce or prevent an increase in the size of the marine propulsion unit while significantly reducing or preventing the complexity of wiring.
According to the second preferred embodiment described above, the casing 4a is fixed to the duct 1 behind the duct 1 on the rotation axis A of the propeller 2. Accordingly, water flow discharged from the duct 1 is rectified by the casing 4a, and thus a marine vessel is more efficiently propelled.
The remaining advantageous effects of the second preferred embodiment are similar to those of the first preferred embodiment described above.
A third preferred embodiment of the present invention is now described with reference to
As shown in
According to the third preferred embodiment, as shown in
The CPU 91 controls the steering mechanism 6 based on the operation of a steering wheel 9b. The CPU 91 supplies electric power to the steering mechanism 6 via the motor controller 5. That is, the CPU 91 controls the steering mechanism 6 to steer the duct 1 via the motor controller 5 based on the operation of the steering wheel 9b. Thus, the CPU 91 provided in the marine vessel body 200 efficiently controls the marine vessel maneuvering operation.
According to the third preferred embodiment, the casing 4b is provided separately from the steering shaft 3, and extends along the rotation axis A (see
As shown in
The propeller 2 is mounted on the central portion 12 in a state in which the central portion 12, the front portion 13, and the rear portion 14 are separate from each other. The front portion 13 is connected to a front portion of the central portion 12. Screws or the like provided on the inner periphery of the central portion 12 and screws or the like provided on the outer periphery of the front portion 13 engage with each other such that the front portion 13 is fixed to the central portion 12. The rear portion 14 is connected to a rear portion of the central portion 12. Screws or the like provided on the inner periphery of the central portion 12 and screws or the like provided on the outer periphery of the rear portion 14 engage with each other such that the rear portion 14 is fixed to the central portion 12.
The duct connector 43 is connected to an upper portion of the duct 1, as shown in
According to the third preferred embodiment, the collar 432 is disposed in the internal space 43a between the housing 431 and the steering shaft 3 at the upper end of the housing 431. The collar 432 reduces an opening area that communicates with the internal space 43a of the duct connector 43. The collar 432 is disposed between the housing 431 and the housing of the steering mechanism 6. The collar 432 is preferably annular. The collar 432 is preferably made of a resin, for example. The collar 432 is press-fitted such that its outer peripheral portion contacts the housing 431. The radial length d2 of a gap of the inner periphery or the outer periphery of the collar 432 is smaller than the inner diameter d1 of each of the through-holes 433.
The through-holes 433 communicate between the internal space 43a in which the steering shaft 3 is disposed and the outside of the duct connector 43. The through-holes 433 are provided below (in a direction Z2) the collar 432. A total of two through-holes 433 are provided, for example, one of which is located on the left side of the duct connector 43 and the other of which is located on the right side of the duct connector 43. The through-holes 433 are provided in the vicinity of the lower end of the internal space 43a of the housing 431.
The remaining structures of the third preferred embodiment are similar to those of the first preferred embodiment described above.
According to the third preferred embodiment, the following advantageous effects are achieved.
According to the third preferred embodiment, similarly to the first preferred embodiment described above, the motor controller 5 that controls the rotational driving of the propeller 2 is disposed in the casing 4b that is provided separately from the steering shaft 3 and that extends along the rotation axis A of the propeller 2. Accordingly, it is possible to significantly reduce or prevent an increase in the size of the marine propulsion unit while significantly reducing or preventing the complexity of the wiring.
According to the third preferred embodiment described above, the duct connector 43 includes the housing 431 including the internal space 43a in which the steering shaft 3 is disposed, the collar 432 which is disposed in the internal space 43a between the housing 431 and the steering shaft 3 at the upper end of the housing 431, and the through-holes 433 which are provided below the collar 432 and that communicate between the internal space 43a in which the steering shaft 3 is disposed and the outside of the duct connector 43. Accordingly, the collar 432 significantly reduces or prevents entry of foreign matter into the duct connector 43 from the upper surface. Even when foreign matter enters the duct connector 43, the foreign matter is able to be discharged from the through-holes 433 provided there below. Thus, it is possible to significantly reduce or prevent accumulation of foreign matter in the duct connector 43.
According to the third preferred embodiment described above, the radial length d2 of the gap of the inner periphery or the outer periphery of the collar 432 is smaller than the inner diameter d1 of each of the through-holes 433. Accordingly, even when foreign matter enters from the gap of the inner periphery or the outer periphery of the collar 432, the foreign matter is able to be easily discharged from the through-holes 433 each having an inner diameter larger than that of the gap.
The remaining advantageous effects of the third preferred embodiment are similar to those of the first preferred embodiment described above.
The preferred embodiments described above are to be considered as illustrative in all points and not restrictive. The extent of the present invention is not defined by the above description of the preferred embodiments but by the scope of claims, and all modifications (modified examples) within the meaning and range equivalent to the scope of claims are further included.
For example, while the example in which one marine propulsion unit is provided on the marine vessel body has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, a plurality of marine propulsion units may be provided on the marine vessel body. For example, as in a modified example shown in
While the example in which the casing is elongated so as to extend in an upward-downward direction and a forward-backward direction has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, the casing may be elongated so as to extend in a right-left direction and the forward-backward direction (horizontal direction). In this case, the casing may function as a cavitation plate that significantly reduces or prevents entrainment of air during the driving of the propeller.
While the example in which the motor controller includes the CPU, the motor driver, and the inverter has been shown in each of the first and second preferred embodiments described above, the present invention is not restricted to this. According to the present invention, the motor controller may include at least one of the motor driver and the inverter.
While the example in which the duct is steered by the steering mechanism has been shown in the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, a tiller handle or the like may be provided to manually steer the duct (marine propulsion unit).
While the example in which the steering mechanism is electrically driven has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, the steering mechanism may be hydraulically driven.
While the example in which the marine propulsion unit is manipulated based on the operation of the steering wheel and the remote controller has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, the marine propulsion unit may be manipulated based on the operation of a joystick, for example.
While the example in which the four blades are provided in the propeller has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, the number of the blades may be three or less, or five or more.
While the example in which no shaft is provided on the rotation axis of the propeller has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, a shaft connected to the blades may be provided on the rotation axis of the propeller.
While the example in which the motor including the stator and the rotor is a radial gap motor has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, the motor may be an axial gap motor in which a stator and a rotor face each other along its rotation axis.
While the example in which the motor including the stator and the rotor is a reluctance torque motor has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. According to the present invention, the motor may be a permanent magnet motor in which a plurality of permanent magnets are provided in a rotor.
While the example in which the marine propulsion unit is mounted on the rear of the marine vessel body has been shown in each of the first to third preferred embodiments described above, the present invention is not restricted to this. The marine propulsion unit according to the present invention may be mounted on the front or side of the marine vessel body.
While preferred embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.
Number | Date | Country | Kind |
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2015-221550 | Nov 2015 | JP | national |
This application claims the benefit of priority to Japanese Patent Application No. 2015-221550 filed on Nov. 11, 2015 and is a Continuation Application of PCT Application No. PCT/JP2016/083102 filed on Nov. 8, 2016. The entire contents of each application are hereby incorporated herein by reference.
Number | Date | Country | |
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Parent | PCT/JP2016/083102 | Nov 2016 | US |
Child | 15975812 | US |