Patent Grant
8419489
1. Field of the Invention
The present invention relates to a propeller unit for a marine vessel propulsion device arranged to be attached to a propeller shaft driven by an engine or other motor and relates to a marine vessel propulsion device that includes the propeller unit.
2. Description of Related Art
A propeller unit of a marine vessel propulsion device includes, for example, an inner cylinder fixed to a propeller shaft, an outer cylinder surrounding the inner cylinder, and a cylindrical damper made of rubber and disposed between the inner cylinder and the outer cylinder. The damper is fixed to the inner cylinder, and the damper that is made integral with the inner cylinder is press fitted into the outer cylinder. A driving force transmitted from the engine to the propeller shaft is transmitted via the inner cylinder and the damper to the outer cylinder and rotates blades fixed to the outer cylinder. The blades thereby push the water and a propulsive force that propels the marine vessel is generated.
An outboard motor, which is one example of a marine vessel propulsion device, may be provided with a shift mechanism for switching a direction of the propulsive force between a forward drive direction and a reverse drive direction. A typical shift mechanism includes a dog clutch, a forward drive gear, and a reverse drive gear. The dog clutch is spline-connected to the propeller shaft and is arranged to be selectively coupled to the forward drive gear and the reverse drive gear. A rotation of a driveshaft that transmits the driving force from the engine is constantly transmitted to the forward drive gear and the reverse drive gear. The forward drive gear and the reverse drive gear are arranged to receive the driving force from the driveshaft and rotate in mutually opposite directions. When the dog clutch is coupled to the forward drive gear, the propeller unit rotates in a direction of generating a propulsive force that drives the marine vessel forward. When the dog clutch is coupled to the reverse drive gear, the propeller unit rotates in a direction of generating a propulsive force that drives the marine vessel in reverse. When the dog clutch is not coupled to either of the forward drive gear and the reverse drive gear, the driving force of the engine is not transmitted to the propeller unit.
An operation by which the dog clutch becomes coupled the forward drive gear or the reverse drive gear is called “shift-in,” and an operation in which the dog clutch is released from being coupled to the forward drive gear or the reverse drive gear is called “shift-out.” Hereinafter, the shift-in and shift-out operations shall be referred to collectively as “shift switching.” During shift switching, a shock (shift shock) occurs in the dog clutch and the propeller shaft. A main cause of the shift shock is a large inertial mass of the propeller unit. For example, when shift-in occurs while the rotation of the propeller unit is stopped, the dog clutch that is in a rotation-stopped state engages with the forward drive gear or the reverse drive gear that is being rotated by the engine. The dog clutch is spline-connected to the propeller shaft, and the propeller unit with the large inertial mass is coupled to the propeller shaft. A strong impact thus occurs when the forward drive gear or the reverse drive gear becomes coupled to the dog clutch. During shift-out, although a shift shock occurs because the large inertial mass is cut off from the engine, the shift shock is not as strong as that during shift-in.
The shift shock can be reduced by making the damper rubber of the propeller unit soft. For example, the shift shock is alleviated by a soft damper being strongly twisted between the outer cylinder and inner cylinder during shift-in.
However, it is insufficient for the damper to just be able to alleviate the shift shock and it must also be able to transmit the driving force of the propeller shaft to the blades. More specifically, the damper must transmit the driving force of the propeller shaft from the inner cylinder to the outer cylinder without undergoing rupture, slipping, etc., between the inner cylinder and the outer cylinder. For this purpose, it is desirable for the damper to be as hard as possible.
Thus, generally, a material of the damper is determined in consideration of balancing both a shift shock reducing function and a driving force transmitting function. It was thus difficult to improve both functions at the same time.
A propeller unit, with which a damper provides a shift shock reducing function and a driving force of a propeller shaft is transmitted to an outer cylinder mainly by a hard material except the damper, is described in US 2007/053777A1. This propeller unit includes an inner cylinder fixed to the propeller shaft, the outer cylinder to which blades are fixed, an intermediate cylinder arranged between the inner cylinder and the outer cylinder, and a cylindrical damper disposed between the intermediate cylinder and the inner cylinder. The shift shock is alleviated by elastic deformation of the damper between the inner cylinder and the intermediate cylinder. When the driving force of the propeller shaft is small, the driving force of the propeller shaft is transmitted in the order of the inner cylinder, the damper, the intermediate cylinder, the outer cylinder, and the blades. When the driving force of the propeller shaft becomes not less than a predetermined value, an elastic deformation amount of the damper increases and the intermediate cylinder rotates by a predetermined angle with respect to the inner cylinder. In this process, a first engaging member formed at a rear end of the intermediate cylinder engages with a second engaging member formed at a rear end of the inner cylinder and the intermediate cylinder and the inner cylinder are thereby coupled rigidly. The driving force of the propeller shaft is thus transmitted in the order of the second engaging member of the inner cylinder, the first engaging member of the intermediate cylinder, the outer cylinder, and the blades, and a large driving force is not transmitted to the damper. The driving force can thus be transmitted from the propeller shaft to the blades without dependence on the rigidity of the damper.
With the propeller unit for marine vessel propulsion device described in US 2007/053777 A1, a torque that is transmitted between the intermediate cylinder and the outer cylinder is restricted to no more than a predetermined torque by a tolerance ring arranged between the intermediate cylinder and the outer cylinder. Thus, when the blades receive a strong impact temporarily, the outer cylinder rotates idly with respect to the intermediate cylinder. Application of an impact load to the power transmission system between the propeller shaft and the engine is thereby prevented.
The inventors of preferred embodiments of the present invention described and claimed in the present application conducted an extensive study and research regarding a propeller unit for marine vessel propulsion device, such as the one described above, and in doing so, discovered and first recognized new unique challenges and previously unrecognized possibilities for improvements as described in greater detail below.
When a marine vessel travels through a shallow region crowded with rocks projecting from a seafloor (rocky reef region), the propeller unit for marine vessel propulsion device according to US 2007/053777A1 may generate loud impact noises. Specifically, impact noises are generated when the blades collide with the rocks on the seafloor. Depending on conditions of the rocky reef region, the blades may alternatingly receive an impact force in the direction of rotation of the propeller unit and an impact force in the opposite direction. In this process, the propeller unit repeatedly alternates between forward rotation and reverse rotation within a short time. In this case, according to the arrangement of US 2007/053777A1, the first engaging member sandwiched between two second engaging members collide against the two engaging members alternatingly and impact noises are thereby generated repeatedly. The repeatedly generated impact noises are perceived as loud impact noises by occupants of the marine vessel.
In order to overcome the previously unrecognized and unsolved challenges described above, a preferred embodiment of the present invention provides a propeller unit arranged to be coupled to a propeller shaft of a marine vessel propulsion device, the propeller unit includes an inner cylinder fixed to the propeller shaft, an outer cylinder having a cylindrical shape that is coaxial with the inner cylinder and including blades fixed on an outer circumferential surface of the outer cylinder, a first driving force transmitting member including a cylindrical elastic member arranged between the inner cylinder and the outer cylinder, and a second driving force transmitting member arranged between the inner cylinder or the propeller shaft and the outer cylinder and aligned with the first driving force transmitting member in an axial direction of the outer cylinder. The propeller unit further includes a pair of first engaging portions arranged on the outer cylinder and the first driving force transmitting member and arranged to mutually engage such that a driving force is transmittable to each other, and a pair of second engaging portions arranged on the outer cylinder and the second driving force transmitting member. The pair of second engaging portions are arranged such that a mutual engaging of the respective second engaging portions is disengaged when a driving force is not transmitted to the propeller shaft and are arranged such that the respective second engaging portions become mutually engaged in a driving force transmittable manner by elastic deformation of the first driving force transmitting member when a driving force that is not less than a reference driving force not exceeding a critical load of the first driving force transmitting member is transmitted to the propeller shaft.
According to this arrangement, the first driving force transmitting member is an elastic member and can thus absorb shift shock and other impacts applied to the propeller shaft. The second driving force transmitting member is provided apart from the first driving force transmitting member. The driving force applied to the propeller shaft can thus be transmitted to the outer cylinder (blades) via the second driving force transmitting member when the driving force transmitted to the propeller shaft is not less than the reference driving force. The driving force that the first driving force transmitting member must transmit from the propeller shaft to the outer cylinder may thus be small and a material of the first driving force transmitting member can thus be made soft. An effect of reducing shift shock and other impacts by the first driving force transmitting member can thereby be increased. When the driving force transmitted to the propeller shaft is less than the reference driving force, the second driving force transmitting member is not coupled to the outer cylinder in a driving force transmittable manner. In this case, the driving force applied to the propeller shaft is transmitted to the outer cylinder via the first driving force transmitting member. The impact absorbing effect by the first driving force transmitting member can thus be exhibited reliably.
When the driving force transmitted to the propeller shaft increases and the first driving force transmitting member deforms elastically to some degree, a state where the second driving force transmitting member transmits the driving force to the outer cylinder is entered. The reference driving force is set to be less than the critical load of the first driving force transmitting member. The second driving force transmitting member thus becomes coupled and transmits the driving force to the outer cylinder before a load that is not less than the critical load is applied to the first driving force transmitting member. Breakage of the first driving force transmitting member can thus be prevented even if a large impact is applied to the blades or the outer cylinder.
The critical load is defined as a magnitude of a load of a level at which the member concerned does not break. For example, whether or not the critical load of the first driving force transmitting member is exceeded can be judged as follows. First, a case where a forward rotation operation of making the propeller shaft and the propeller unit rotate in one direction and a reverse rotation operation of making the propeller shaft and the propeller unit rotate in another direction are repeated shall be considered. An operation of applying a fixed load in the forward rotation direction and thereafter applying the fixed load in the reverse rotation direction shall be regarded as one load cycle. If even after repeatedly applying the fixed load to the first driving force transmitting member for a predetermined number of times (for example, 1000 times) of the load cycle, breakage, plastic deformation, slipping with respect to the outer cylinder, or other state where the first driving force transmitting member loses its inherent function does not occur, it can be judged that the critical load of the first driving force transmitting member is not exceeded. The reference driving force is of a magnitude of a load that does not exceed the critical load. When a driving force that is not less than the reference driving force is transmitted, the pair of second engaging portions become mutually engaged in a driving force transmittable manner by elastic deformation of the first driving force transmitting member.
When the driving force transmitted to the propeller shaft is not less than the reference driving force, such as when the rotation speed of the propeller shaft is high, etc., the driving force of the propeller shaft can be transmitted to the outer cylinder via the second driving force transmitting member. The driving force applied to the propeller shaft can thus be transmitted reliably to the outer cylinder and the blades.
In a case where the marine vessel travels through a rocky reef region, the blades may contact a plurality of rocks and receive forces from the plurality of rocks. In this case, the blades may alternatingly receive an impact force in the direction of rotation of the propeller unit and an impact force in the opposite direction from the plurality of rocks. The propeller unit then repeatedly alternates between forward rotation and reverse rotation within a short time. The pair of second engaging portions thus tends to repeatedly undergo mutual engaging and disengagement of mutual engaging. However, an impact that occurs when the pair of second engaging portions undergo the process of becoming engaged can be attenuated by the elastic deformation of the first driving force transmitting member. Impact noise can thereby be reduced.
The second driving force transmitting member is preferably formed of a material that is the same in hardness as the first driving force transmitting member or a material that is harder than the first driving force transmitting member. The driving force that can be transmitted from the propeller shaft to the outer cylinder via the second driving force transmitting member can thus be made large. The share of the driving force of the propeller shaft received by the first driving force transmitting member can be decreased accordingly, and the effect of preventing the breakage of the first driving force transmitting member can thereby be increased. The second driving force transmitting member may be formed of a metal material, for example.
Preferably, the pair of first engaging portions include a first protrusion provided on the outer cylinder and arranged to protrude inward from an inner circumferential surface of the outer cylinder and a first groove provided in an outer circumferential surface of the first driving force transmitting member and arranged to be coupled in a driving force transmittable manner to the first protrusion. According to this arrangement, the engaging of the pair of first engaging portions can be realized in a simple manner.
In this case, it is preferable in terms of enhancing the impact noise reducing effect that the first protrusion and the first groove be constantly engaged in the driving force transmittable manner.
Preferably, the pair of second engaging portions include a second protrusion provided on the second driving force transmitting member and a second groove. The second groove includes a pair of side surfaces provided in the outer cylinder and opposing each other in a circumferential direction of the outer cylinder, and the second groove is arranged such that the second protrusion is inserted between the pair of side surfaces. Further, the second groove is arranged such that gaps are provided between the second protrusion and the respective side surfaces when a driving force is not transmitted to the propeller shaft, and the second groove is arranged such that the second protrusion is made to contact one of the pair of side surfaces by elastic deformation of the first driving force transmitting member when a driving force that is not less than the reference driving force not exceeding the critical load of the first driving force transmitting member is transmitted to the propeller shaft.
According to this arrangement, when the driving force that is not less than the reference driving force is transmitted to the propeller shaft, the large driving force can be transmitted by the pair of second engaging portions by contact of the second protrusion and one of the pair of side surfaces of the second groove.
In another preferred embodiment of the present invention, the pair of second engaging portions include a second protrusion provided on the outer cylinder and a second groove. The second groove includes a pair of side surfaces provided in the second driving force transmitting member and opposing each other in a circumferential direction of the outer cylinder, the second groove arranged such that the second protrusion is inserted between the pair of side surfaces. Further, the second groove is arranged such that gaps are provided between the second protrusion and the respective side surfaces when a driving force is not transmitted to the propeller shaft, the second groove is arranged such that the second protrusion is made to contact one of the pair of side surfaces by elastic deformation of the first driving force transmitting member when a driving force that is not less than the reference driving force not exceeding the critical load of the first driving force transmitting member is transmitted to the propeller shaft.
According to this arrangement, when the driving force that is not less than the reference driving force is transmitted to the propeller shaft, the large driving force can be transmitted by the pair of second engaging portions by contact of the second protrusion and one of the pair of side surfaces of the second groove.
A preferred embodiment of the present invention further includes a third driving force transmitting member including a cylindrical elastic member arranged between the inner cylinder and the outer cylinder, and a pair of third engaging portions provided on the outer cylinder and the third driving force transmitting member. The pair of third engaging portions are arranged such that the mutual engaging of the respective third engaging portions is disengaged when a driving force is not transmitted to the propeller shaft and arranged such that the respective third engaging portions become mutually engaged in a driving force transmittable manner by elastic deformation of the first driving force transmitting member when a driving force that is not less than a first driving force less than the reference driving force is transmitted to the propeller shaft. Further, the pair of second engaging portions are arranged such that the respective second engaging portions become mutually engaged in a driving force transmittable manner by elastic deformation of the first driving force transmitting member and the third driving force transmitting member when a driving force not less than a second driving force is transmitted to the propeller shaft, the second driving force being the reference driving force not exceeding the critical load of the first driving force transmitting member and not exceeding a critical load of the third driving force transmitting member.
According to this arrangement, when the driving force transmitted to the propeller shaft is less than the first driving force, the driving force applied to the propeller shaft is transmitted from the inner cylinder to the outer cylinder via the first driving force transmitting member. When the driving force transmitted to the propeller shaft is not less than the first driving force and less than the second driving force, the driving force applied to the propeller shaft is transmitted to the outer cylinder via the first driving force transmitting member and the third driving force transmitting member. When the driving force transmitted to the propeller shaft is not less than the second driving force, the driving force applied to the propeller shaft is transmitted to the outer cylinder via the first driving force transmitting member, the second driving force transmitting member, and the third driving force transmitting member.
The first driving force transmitting member is thus not required to transmit a large driving force and thus mainly absorbs the shift shock and other impacts effectively. The second driving force transmitting member transmits the driving force applied to the propeller shaft when the driving force transmitted to the propeller shaft is large (high load state). Further, the third driving force transmitting member transmits the driving force when the driving force transmitted to the propeller shaft is not less than the first driving force and less than the second driving force and absorbs impacts acting on the propeller shaft. Thus, when the driving force transmitted to the propeller shaft becomes not less than the first driving force, the driving force applied to the propeller shaft is transmitted to the outer cylinder by the third driving force transmitting member in addition to the first driving force transmitting member. The load acting on the first driving force transmitting member is thus small, and the first driving force transmitting member can thus be formed of a soft material. The effect of absorbing the shift shock and other impacts by the first driving force transmitting member can thus be made high. When a large driving force that is not less than the second driving force is transmitted to the propeller shaft in accompaniment with shift switching, etc., the first driving force transmitting member deforms elastically and thereafter, the third driving force transmitting member deforms elastically. In this process, an impact, such as the shift shock, etc., is absorbed in at least two stages. One of the second engaging portions is thus undergoes so-called soft landing on the other second engaging portion. The impact that occurs when the pair of second engaging portions contact each other is thus small.
The first driving force is less than the critical load of the first driving force transmitting member and less than the critical load of the third driving force transmitting member. The first driving force transmitting member and the third driving force transmitting member can thus be made of soft materials to increase the impact absorbing effects of the first driving force transmitting member and the third driving force transmitting member, and yet breakage of the first driving force transmitting member and the third driving force transmitting member can be prevented.
A plurality of the third driving force transmitting members may be provided. Further, the driving force applied to the propeller shaft when the pair of third engaging portions contact each other may differ mutually among the plurality of third driving force transmitting members. An impact acting on the propeller shaft can thereby be absorbed in a stepwise manner by the plurality of third driving force transmitting members.
Preferably, the pair of third engaging portions include a third protrusion provided on the outer cylinder and arranged to protrude inward from the inner circumferential surface of the outer cylinder, and a third groove. The third groove includes a pair of side surfaces provided in the third driving force transmitting member and opposing each other in a circumferential direction of the outer cylinder, and arranged such that the third protrusion is inserted between the pair of side surfaces. Further, the third groove is arranged such that gaps are provided between the third protrusion and the respective side surfaces when a driving force is not transmitted to the propeller shaft, and the third groove is arranged such that the third protrusion is made to contact one of the pair of side surfaces by elastic deformation of the first driving force transmitting member when a driving force that is not less than the first driving force less than the reference driving force is transmitted to the propeller shaft.
According to this arrangement, when the driving force that is not less than the first driving force is transmitted to the propeller shaft, the large driving force can be transmitted by the pair of third engaging portions by contact of the third protrusion and one of the pair of side surfaces of the third groove.
Preferably, a spring constant of the third driving force transmitting member is greater than a spring constant of the first driving force transmitting member.
According to this arrangement, the driving force that the third driving force transmitting member can transmit from the inner cylinder to the outer cylinder can be made greater. The driving force that the first driving force transmitting member must transmit from the inner cylinder to the outer cylinder can be decreased correspondingly, and the first driving force transmitting member can thus be made softer.
Further preferably, the third protrusion and the third groove are arranged such that a gap between one side surface of the third groove and the third protrusion and a gap between the other side surface of the third groove and the third protrusion are equal when a driving force is not transmitted to the propeller shaft.
According to this arrangement, actions of the third driving force transmitting member can be made equivalent in the case where the propeller shaft rotates in one direction and the case where the propeller shaft rotates in another direction. That is, the third driving force transmitting member can exhibit the function of transmitting the driving force of the propeller shaft and the function of absorbing the impact of the propeller shaft equivalently in respective cases of rotation of the propeller shaft in either rotation direction.
Further preferably, the third protrusion includes a plurality of spline teeth each arranged to extend in the axial direction. The third groove includes a plurality of spline grooves each arranged to extend in the axial direction. The spline teeth are arranged at equal intervals in a circumferential direction of the outer cylinder. The spline grooves are arranged at equal intervals in the circumferential direction of the outer cylinder.
According to this arrangement, the driving force that can be transmitted from the third driving force transmitting member to the outer cylinder can be made large. The driving force that the first driving force transmitting member must transmit when the second driving force transmitting member is not transmitting the driving force to the outer cylinder can thus be made small. The first driving force transmitting member can thus be made softer. The third driving force transmitting member is engaged with the outer cylinder at a plurality of locations along its circumferential direction. The third driving force transmitting member thus deforms elastically substantially uniformly as a whole when absorbing the impact of the propeller shaft. The impact absorbing effect is thereby improved and the third driving force transmitting member can be made long in life.
In a preferred embodiment of the present invention, the first protrusion includes a plurality of spline teeth each arranged to extend in the axial direction. The first groove includes a plurality of spline grooves each arranged to extend in the axial direction. The spline teeth are arranged at equal intervals in a circumferential direction of the outer cylinder. The spline grooves are arranged at equal intervals in the circumferential direction of the outer cylinder.
According to this arrangement, the first driving force transmitting member is coupled to the outer cylinder at a plurality of locations in the circumferential direction, and thus the force of coupling with the outer cylinder is strong. The first driving force transmitting member can thereby be prevented from slipping with respect to the outer cylinder or breaking. The impact absorbing function and the driving force transmitting function of the first driving force transmitting member can thus be improved.
In this case, position of the spline teeth of the first protrusions and the position of the spline teeth of the third protrusions may be matched in the circumferential direction. A single spline tooth located on the outer cylinder can thereby be used as the spline tooth of the first protrusion and the spline tooth of the third protrusion. Manufacture of the propeller unit that includes the first spline tooth and the third spline tooth is thus facilitated.
In a preferred embodiment of the present invention, a plurality of the second protrusions are arranged at equal intervals in the circumferential direction and a plurality of the second grooves are arranged at equal intervals in the circumferential direction.
According to this arrangement, a distribution of the driving force transmitted from the second driving force transmitting member to the outer cylinder can be made uniform in the circumferential direction.
In a preferred embodiment of the present invention, the second protrusion includes a tooth located on an outer circumference of the second driving force transmitting member, and the second groove includes a notch located on an end surface of the outer cylinder.
According to this arrangement, the second groove can be simply arranged in which a notch is provided in a rear surface of the outer cylinder. The second protrusion can be inserted readily into the second groove from the rear of the second groove, and assembly of the propeller unit is thus made easy.
Preferably, in this case, the tooth includes a first tooth having a predetermined width in the circumferential direction and a second tooth having a width in the circumferential direction narrower than the width of the first tooth. The notch includes a first notch longer in the circumferential direction than the first tooth and a second notch narrower in the circumferential direction than the first tooth. The first tooth is inserted in the first notch. The second tooth is inserted in the second notch.
According to this arrangement, when the driving force transmitted to the propeller shaft is not less than the reference driving force (second driving force), the driving force of the propeller shaft can be transmitted from the inner cylinder to the outer cylinder by engaging of the first tooth and the first notch and engaging of the second tooth and the second notch. Moreover, the width of the second notch is made narrower than the width of the first tooth, and erroneous insertion of the first tooth in the second notch can thus be prevented. The teeth and the notches can thereby be engaged in the designed manner.
In a preferred embodiment of the present invention, the second protrusion and the second groove are arranged such that a gap between one side surface of the second groove and the second protrusion and a gap between the other side surface of the second groove and the second protrusion are equal when a driving force is not transmitted to the propeller shaft.
According to this arrangement, the operation of the second driving force transmitting member can be made equivalent in the case where the propeller shaft rotates in one direction and the case where the propeller shaft rotates in the other direction.
In a preferred embodiment of the present invention, the outer cylinder includes an external cylinder integral to the blades, and an internal cylinder provided at an inner side of the external cylinder and arranged to define the inner circumferential surface of the outer cylinder.
According to this arrangement, a space between the external cylinder and the internal cylinder can be used, for example, as a passage for exhaust from an engine that drives the propeller shaft. A propeller unit for marine vessel propulsion device according to a preferred embodiment of the present invention is arranged such that an impact absorbing function is mainly borne by the first driving force transmitting member and a driving force transmission is mainly borne by the second driving force transmitting member. Such an impact absorbing structure and driving force transmission structure can be housed within a narrow space at an inner side of the internal cylinder.
A marine vessel propulsion device according to a preferred embodiment of the present invention includes an engine, a driveshaft arranged to be rotated by the engine, and a drive gear fixed to the driveshaft. The marine vessel propulsion device includes a forward drive gear arranged to engage with the drive gear, a reverse drive gear arranged to engage with the drive gear and arranged to rotate in an opposite direction of the forward drive gear, and a dog clutch arranged to selectively engage with the forward drive gear and the reverse drive gear. The marine vessel propulsion device includes a propeller shaft arranged to rotate together with the dog clutch, and a propeller unit coupled to the propeller shaft. The propeller unit includes an inner cylinder fixed to the propeller shaft, an outer cylinder having a cylindrical shape coaxial with the inner cylinder and including blades fixed on an outer circumferential surface of the outer cylinder, a first driving force transmitting member including a cylindrical elastic member arranged between the inner cylinder and the outer cylinder, and a second driving force transmitting member arranged between the inner cylinder or the propeller shaft and the outer cylinder and aligned with the first driving force transmitting member in an axial direction of the outer cylinder. The propeller unit further includes a pair of first engaging portions arranged on the outer cylinder and the first driving force transmitting member and arranged to mutually engage such that a driving force is transmittable to each other, and a pair of second engaging portions arranged on the outer cylinder and the second driving force transmitting member. The pair of second engaging portions are arranged such that a mutual engaging of the respective second engaging portions is disengaged when a driving force is not transmitted to the propeller shaft. The pair of second engaging portions are arranged such that the respective second engaging portions become mutually engaged in a driving force transmittable manner by elastic deformation of the first driving force transmitting member when a driving force that is not less than a reference driving force not exceeding a critical load of the first driving force transmitting member is transmitted to the propeller shaft.
According to this arrangement, a marine vessel propulsion device can be provided with which shift shock and other impacts acting on the propeller shaft can be prevented, the driving force from the propeller shaft can be transmitted to the blades, and impact noise during travel through a rocky reef region can be prevented and minimized.
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 shall now be described in detail with reference to the attached drawings.
The outboard motor 1 is an example of a “marine vessel propulsion device” according to the present preferred embodiment of the present invention. The outboard motor 1 is used upon attachment to a stern (transom) of a hull 3 of a marine vessel 2 and generates a propulsive force that drive the marine vessel 2 forward or in reverse. The outboard motor 1 includes an outboard motor main body 4, and an attachment mechanism 5 arranged to attach the outboard motor main body 4 to the hull 3.
The attachment mechanism 5 includes a clamp bracket 7 detachably fixed to a stern plate 6 of the hull 3, and a swivel bracket 9 coupled to the clamp bracket 7 in a manner enabling pivoting about a tilt shaft 8 as a horizontal pivot axis. The outboard motor main body 4 is attached to the swivel bracket 9 in a manner enabling pivoting about a steering shaft 10.
The outboard motor main body 4 has a housing which includes an engine cover 11, an upper case 12, and a lower case 13. An engine 14 is provided as a drive source inside the engine cover 11 with an axis of a crankshaft of the engine 14 arranged to extend vertically. A driveshaft 15 for power transmission is coupled to a lower end of the crankshaft of the engine 14. The driveshaft 15 extends vertically through the upper case 12 and into the lower case 13.
A propeller shaft 18 extends horizontally in the lower case 13. A propeller unit 16 is coupled to a rear end of the propeller shaft 18. A rotation of the driveshaft 15 is transmitted to the propeller shaft 18 via a shift mechanism 19 that serves as a clutch mechanism. The propeller unit 16 is an example of a “propeller unit for marine vessel propulsion device” according to a preferred embodiment of the present invention and is driven to rotate together with the propeller shaft 18.
In the description of the present preferred embodiment, upper, lower, front, rear, left, and right sides of the outboard motor 1 are defined in accordance with upper, lower, front, rear, left, and right sides of the hull 2 on the basis of an attitude of the outboard motor 1 when the propeller shaft 18 is in a horizontal attitude in which the propeller shaft 18 extends along a central line of the hull 2 (attitude shown in
The shift mechanism 19 includes a drive gear 19a, arranged from a beveled gear fixed to a lower end of the driveshaft 15. Further, the shift mechanism 19 includes a forward drive gear 19b, arranged from a beveled gear rotatably disposed on the propeller shaft 18, and a reverse drive gear 19c, arranged from a beveled gear likewise rotatably disposed on the propeller shaft 18. The shift mechanism 19 further includes a dog clutch 19d arranged between the forward drive gear 19b and the reverse drive gear 19c.
The forward drive gear 19b is engaged with the drive gear 19a from a forward side, and the reverse drive gear 19c is engaged with the drive gear 19a from a rear side. The forward drive gear 19b and the reverse drive gear 19c thus rotate in mutually opposite directions.
The dog clutch 19d is spline-connected to the propeller shaft 18. That is, the dog clutch 19d is arranged to slide with respect to the propeller shaft 18 in the axial direction of the shaft but is not rotatable relative to the propeller shaft 18 and rotates together with the propeller shaft 18.
The dog clutch 19d is arranged to slide on the propeller shaft 18 by axial rotation of a shift rod 20 that extends vertically and in parallel to the driveshaft 15. The dog clutch 19d is thereby controlled to be set at a shift position among a forward drive position of being coupled to the forward drive gear 19b, a reverse drive position of being coupled to the reverse drive gear 19c, and a neutral position of not being coupled to either the forward drive gear 19b or the reverse drive gear 19c.
When the dog clutch 19d is at the forward drive position, the rotation of the forward drive gear 19b is transmitted to the propeller shaft 18 via the dog clutch 19d. The propeller unit 16 is thereby rotated in one direction (forward drive direction) to generate a propulsive force in a direction of driving the hull 2 forward. On the other hand, when the dog clutch 19d is at the reverse drive position, the rotation of the reverse drive gear 19c is transmitted to the propeller shaft 18 via the dog clutch 19d. The reverse drive gear 19c is rotated in a direction opposite that of the forward drive gear 19b, and the propeller unit 16 is thus rotated in an opposite direction (reverse drive direction) to generate a propulsive force in a direction of driving the hull 2 in reverse. When the dog clutch 19d is in the neutral position, the rotation of the driveshaft 15 is not transmitted to the propeller shaft 18. That is, a driving force transmission path between the engine 14 and the propeller unit 16 is interrupted such that a propulsive force is not generated in any direction.
The engine 14 is, for example, a multi-cylinder, four-cycle engine. The driveshaft 15 is rotated by rotation of the crankshaft of the engine 14. An exhaust passage 21 that guides an exhaust gas of the engine 14 from the engine 14 to the lower case 13 is arranged in an interior of the upper case 12. An exhaust relay passage 22 is arranged in an interior of the lower case 13. The exhaust relay passage 22 is connected to a lower end of the exhaust passage 21. The exhaust gas that has passed through the exhaust relay passage 22 is arranged to be exhausted underwater through an exhaust port 48 in an interior of the propeller unit 16.
Unless described otherwise in particular, the following description shall be based on a state in which a driving force is not acting on the propeller shaft 18.
The first spacer 24 is preferably a member made of brass or other metal. The first spacer 24 is arranged at a front end of the propeller unit 16. The first spacer 24 preferably has a cylindrical shape having an annular flange 24a at an outer circumference. An inner circumferential surface of the first spacer 24 includes a tapered portion 24b, into which the tapered portion 18b of the propeller shaft 18 is inserted, and a cylindrical portion 24c, arranged to extend to the rear from the tapered portion 24b and into which the cylindrical portion 18c of the propeller shaft 18 is inserted. An outer circumferential surface of the first spacer 24 includes a cylindrical surface 24d arranged to extend rearward from the annular flange 24a.
The inner cylinder 25 and the main damper 27 are integrated and define a single unit 34. The inner cylinder 25 is preferably a member made of brass or other metal. The inner cylinder 25 preferably has a cylindrical shape and arranged to extend in an axial direction A1 of the propeller unit 16. The inner cylinder 25 is coupled to the propeller shaft 18 in a manner disabling relative rotation and is arranged to rotate integrally with the propeller shaft 18.
An inner circumferential surface of the inner cylinder 25 includes a large diameter portion 25a arranged at a front portion of the inner cylinder 25, and a spline hole 25b arranged to extend to the rear from the large diameter portion 25a. The large diameter portion 25a surrounds the cylindrical portion 18c and a front portion of the spline shaft 18d of the propeller shaft 18. The spline hole 25b of the inner cylinder 25 is fixed to the spline shaft 18d and made integrally rotatable with the spline shaft 18d by being spline-connected to the spline shaft 18d.
The main damper 27 is an example of a “first driving force transmitting member” according to a preferred embodiment of the present invention. The main damper 27 has a function of relaxing shift shock and other impacts applied to the propeller shaft 18. Further, the main damper 27 has a function of transmitting the driving force from the inner cylinder 25 to the outer cylinder 30 when the driving force transmitted to the propeller shaft 18 is less than a predetermined first driving force. The main damper 27 is a cylindrical, integrally-molded item formed using an elastic member made of natural rubber, etc. The main damper 27 is joined by cure-adhesion, etc., to an outer circumferential surface of the inner cylinder 25 and is arranged between the inner cylinder 25 and the outer cylinder 30.
At the rear of the main damper 27, a single key groove 38 is arranged in a rear portion 25c of the inner cylinder 25. The key groove 38 is arranged in the outer circumferential surface of the inner cylinder 25 and extends in the axial direction A1 of the propeller unit 16. The key groove 38 is opened at a rear end of the inner cylinder 25. The sub damper 28 is attached to the rear portion 25c that includes the key groove 38.
The sub damper 28 preferably is a cylindrical, integrally-molded item formed using an elastic member made of natural rubber, etc. The sub damper 28 has a spring constant that is greater than a spring constant of the main damper 27. The sub damper 28 is thus harder than the main damper 27.
A key 39, which is inserted into the key groove 38 of the inner cylinder 25, is formed on an inner circumferential surface of the sub damper 28. The sub damper 28 has the key 39 inserted in the key groove 38 and the rear portion 25c of the inner cylinder 25 is inserted into the inner circumferential surface of the sub damper 28. The sub damper 28 and the inner cylinder 25 are thereby coupled in a manner disabling relative rotation. The sub damper 28 is arranged between the inner cylinder 25 and the outer cylinder 30.
An outer diameter of the outer circumferential surface 28a of the sub damper 28 is substantially the same at all positions in the axial direction A1 and is slightly less than the outer diameter of the rear end of the outer circumferential surface 27a of the main damper 27. Third spline grooves 40, arranged to extend in the axial direction A1 of the propeller unit 16, are formed in the outer circumferential surface 28a of the sub damper 28. The third spline grooves 40 are an example of a “third groove” according to a preferred embodiment of the present invention. Each third spline groove 40 is preferably arranged to extend across an entire length of the sub damper 28 in the axial direction A1 of the propeller unit 16 and is substantially the same in groove width at all positions in the axial direction A1. The groove width W3 of the third spline grooves 40 is wider than the groove width (minimum groove width) W1 of the first spline grooves 36.
A plurality of the third spline grooves 40 are arranged at equal intervals in the circumferential direction C1 of the propeller unit 16. The number of the third spline grooves 40 is less than the number of the first spline grooves 36. In the present preferred embodiment of the present invention, the number of the third spline grooves 40 preferably is half (six) the number of the first spline grooves 36. In the circumferential direction C1 of the propeller unit 16, central positions of the third spline grooves 40 are matched with central positions of the corresponding first spline grooves 36.
The second spacer 26 is an example of a “second driving force transmitting member” according to a preferred embodiment of the present invention. The second spacer 26 is arranged between the inner cylinder 25 and the outer cylinder 30 at the rear of the main damper 27 and the sub damper 28. The second spacer 26 can also be said to be arranged between the propeller shaft 18 and the outer cylinder 30. The sub damper 28 is sandwiched by the second spacer 26 and the main damper 27 in the axial direction A1 of the propeller unit 16. The second spacer 26 is arranged so as not to transmit the driving force of the propeller shaft 18 to the outer cylinder when the driving force of the propeller shaft 18 is less than the second driving force. The second spacer 26 is arranged to transmit the driving force of the propeller shaft 18 to the outer cylinder when the driving force of the propeller shaft 18 is not less than the second driving force.
The second spacer 26 is preferably a member made of stainless steel or other metal. The second spacer 26 includes a disk-shaped spacer main body 42 arranged to have a spline hole 42a formed in a center of the spacer main body 42, and teeth 43 arranged to protrude from an outer circumference of the spacer main body 42. The spline shaft 18d of the propeller shaft 18 is inserted in the spline hole 42a. The second spacer 26 is thereby spline-connected to the propeller shaft 18. The second spacer 26 rotates integrally with the propeller shaft 18.
A length of the spline hole 42a is preferably set according to a maximum driving force transmitted to the propeller shaft 18. The driving force from the propeller shaft 18 can thereby be received by the second spacer 26. If the second spacer 26 is increased in thickness to increase the length of the spline hole 42a, a total length of the inner cylinder 25 is shortened correspondingly. The strength of the second spacer 26 can thereby be increased without changing the propeller shaft 18.
The teeth 43 of the second spacer 26 are an example of a “second protrusion” according to a preferred embodiment of the present invention. In the present preferred embodiment of the present invention, a plurality (two) of the teeth 43 of the second spacer 26 are provided and disposed at equal intervals in the circumferential direction C1 of the propeller unit 16. The teeth 43 of the second spacer 26 include a first tooth 43a arranged to have a predetermined width W5 in the circumferential direction C1 of the propeller unit 16 and a second tooth 43d arranged to have a width W6 that is narrower than the first tooth 43a.
The ribs 47 are provided at a plurality of locations (for example, three locations) at equal intervals in the circumferential direction C1. Each rib 47 has one end fixed to the external cylinder 45 and has the other end fixed to the internal cylinder 46. The exhaust port 48 is thereby located between the external cylinder 45 and the internal cylinder 46. The exhaust port 48 communicates with the exhaust relay passage 22 of the lower case 13 (see
As shown in
As shown in
The first spline teeth 37 are an example of a “first protrusion” according to a preferred embodiment of the present invention. A pair of first engaging portions 61 are defined by the first spline teeth 37 and the first spline grooves 36. The same number (twelve) of the first spline teeth 37 as the number of the first spline grooves 36 of the main damper 27 are provided and the first spline teeth 37 are arranged at equal intervals in the circumferential direction C1 of the propeller unit 16. Each first spline tooth 37 is arranged to be tapered off toward the rear.
The third spline teeth 41 are an example of a “third protrusion” according to a preferred embodiment of the present invention. A pair of third engaging portions 63 are provided by the third spline teeth 41 and the third spline grooves 40. The same number (six) of the third spline teeth 41 as the number of the third spline grooves 40 of the sub damper 28 are provided and the third spline teeth 41 are arranged at equal intervals in the circumferential direction C1. Each third spline tooth 41 is arranged to be tapered off toward the rear. Each third spline tooth 41 is arranged adjacent to the rear of the first spline tooth 37 and is integral with the corresponding first spline tooth 37. Each third spline tooth 41 and the corresponding first spline tooth 37 are matched in central position in the circumferential direction C1 of the propeller unit 16.
That is, short spline teeth and long spline teeth are arranged alternately on the inner circumferential surface 46b of the internal cylinder 46. The short spline teeth are defined by just the first spline teeth 37 and are arranged in a region opposing the main damper 27. The long spline teeth are arranged of the first spline teeth 37 and the third spline teeth 41 and are arranged across a region opposing not only the main damper 27 but also the sub damper 28.
As shown in
A plurality (two) of the notches 44 are provided across an interval of 180 degrees in the circumferential direction C1 of the propeller unit 16. The notches 44 include a first notch 44a and a second notch 44d. The first notch 44a includes a pair of side surfaces 44b and 44c arranged to oppose each other in the circumferential direction C1 of the propeller unit 16. An interval between the pair of side surfaces 44b and 44c is wider than a tooth width W5 in the circumferential direction C1 of the first tooth 43a of the second spacer 26.
The second notch 44d includes a pair of side surfaces 44e and 44f arranged to oppose each other in the circumferential direction C1 of the propeller unit 16. An interval between the pair of side surfaces 44e and 44f is narrower than the tooth width W5 of the first tooth 43a of the second spacer 26 and wider than a tooth width W6 of the second tooth 43d of the second spacer 26.
As shown in
As shown in
As shown in
As shown in
As shown in
The first tooth 43a and the pair of side surfaces 44b and 44c of the first notch 44a are separated in the circumferential direction C1. Specifically, one side surface 43b of the first tooth 43a and one side surface 44b of the first notch 44a are separated across a predetermined gap D2. Likewise, the other side surface 43c of the first tooth 43a and the other side surface 44c of the first notch 44a are separated across the gap D2.
The second tooth 43d of the second spacer 26 is inserted in the second notch 44d of the outer cylinder 30. The second tooth 43d and the pair of side surfaces 44e and 44f of the second notch 44d are separated in the circumferential direction C1. Specifically, one side surface 43e of the second tooth 43d and one side surface 44e of the second notch 44d are separated across the predetermined gap D2. Likewise, the other side surface 43f of the second tooth 43d and the other side surface 44f of the second notch 44d are separated across the gap D2. The gap D2 is set, for example, to approximately 15 degrees as an angle about a central axis of the inner cylinder 30 (central angle), and is greater than the central angle of the gap D3 (See
The central angle of the gap D2 is set smaller than a positioning angle D4 of adjacent spline teeth of the spline hole 42a of the second spacer 26 (central angle corresponding to the interval between spline teeth, see
As shown in
The above is the general arrangement of the outboard motor 1. Operation of the propeller unit 16 shall now be described with reference to
When a driving force is not being transmitted to the propeller shaft 18, the first spline tooth 37 and the first spline groove 36 are coupled in the circumferential direction C1 of the propeller unit 16 as shown in
Referring to
When the output of the engine rises and the driving force of the propeller shaft 18 becomes not less than the predetermined first driving force, a twist angle due to elastic deformation of the main damper 27 exceeds the central angle of the gap D3 (10 degrees). A state is thereby entered in which the one side surface 40b of the third spline groove 40 of the rubber sub damper 28 elastically contacts the third spline tooth 41 such that the driving force is transmitted to the third spline tooth 41 as shown in
At this point, the first tooth 43a of the second spacer 26 is not in contact with the one side surface 44b of the first notch 44a of the outer cylinder 30 and the second tooth 43d is not in contact with the one side surface 44e of the second notch 44d of the outer cylinder 30 as shown in
Referring to
Next, when the driving force transmitted to the propeller shaft 18 falls below the second driving force, the twist angles of the main damper 27 and the sub damper 28 decrease due to elastic restoration forces of the main damper 27 and the sub damper 28. Consequently, the engaging of the respective teeth 43a and 43d of the second spacer 26 with the corresponding notches 44a and 44d of the outer cylinder 30 is disengaged. That is, the mutual engaging of the teeth 43 and the notches 44 of the pair of second engaging portions 62 is disengaged.
Referring to
An operation when the driving force of the propeller shaft 18 is raised while making the propeller shaft 18 rotate counterclockwise by coupling of the dog clutch 19d to the reverse drive gear 19c is the same as the above with the exception that the rotation direction is opposite.
A case where a forward rotation operation and a reverse rotation operation are repeated shall now be considered. The forward rotation operation is an operation of making the propeller shaft 18 and the propeller unit 16 rotates clockwise. The reverse rotation operation is an operation of making the propeller shaft 18 and the propeller unit 16 rotates counterclockwise. Here, an operation of applying a fixed load in the forward rotation direction and thereafter applying the fixed load in the reverse rotation direction shall be regarded as one load cycle. A state after repeatedly applying the fixed load to the main damper 27 for a predetermined number of times (for example, 1000 times) of the load cycle shall now be considered. Even in this case, it can be judged that a critical load of the main damper 27 is not exceeded as long as a state where the main damper 27 loses its inherent function, such as breakage, plastic deformation, or slipping with respect to the outer cylinder 30, etc., of the main damper 27, does not occur. The second driving force is of a magnitude of a load that does not exceed the critical load. When a driving force that is not less than the second driving force is transmitted, the respective teeth 43a and 43d of the second spacer 26 contact the corresponding side surfaces 44b or 44c and 44e or 44f of the respective notches 44a and 44d due to elastic deformation of the main damper 27.
A state after repeatedly applying the fixed load to the sub damper 28 for a predetermined number of times (for example, 1000 times) of the load cycle shall now be considered. Even in this case, it can be judged that a critical load of the sub damper 28 is not exceeded as long as a state where the sub damper 28 loses its inherent function, such as breakage, plastic deformation, etc., of the sub damper 28, does not occur. The second driving force is also of a magnitude of a load that does not exceed this critical load. When a driving force that is not less than the first driving force is transmitted, the third spline tooth 41 of the outer cylinder 30 contacts one of the pair of side surfaces 40a and 40b of the third spline groove 40 of the sub damper 28 due to elastic deformation of the main damper 28.
The first driving force is, for example, approximately 60% of the second driving force. When the first driving force is approximately 230 (N·m), for example, the second driving force is approximately 140 (N·m).
As described above, according to the present preferred embodiment, the main damper 27 preferably is an elastic member and can thus absorb the shift shock and other impacts applied to the propeller shaft 18. The second spacer 26 is provided apart from the main damper 27. The driving force applied to the propeller shaft 18 can thus be transmitted to the outer cylinder 30 via the second spacer 26 when the driving force transmitted to the propeller shaft 18 is not less than the second driving force. The driving force that the main damper 27 needs to transmit from the propeller shaft 18 to the outer cylinder 30 may thus be small and the material of the main damper 27 can thus be made soft.
The effects of reducing shift shock and other impacts by the main damper 27 can thereby be increased. When the driving force transmitted to the propeller shaft 18 is less than the second driving force, the second spacer 26 is not coupled to the outer cylinder 30 in a manner enabling transmission of the driving force. In this case, the driving force applied to the propeller shaft 18 is transmitted to the outer cylinder 30 via the main damper 27. The impact absorbing effect by the main damper 27 can thus be exhibited reliably when the driving force applied to the propeller shaft 18 is less than the second driving force.
When the driving force transmitted to the propeller shaft 18 increases and the main damper 27 deforms elastically to some degree, a state where the respective teeth 43a and 43d of the second spacer 26 transmit the driving force to the corresponding notches 44a and 44d of the outer cylinder 30 is entered. The second driving force is set to be no more than the critical load of the main damper 27. The second spacer 26 thus becomes coupled and transmits the driving force to the outer cylinder 30 before a load that is not less than the critical load is applied to the main damper 27. Breakage of the main damper 27 can thus be prevented even if a large shock is applied to the inner cylinder 30 and the blades 33.
When the driving force transmitted to the propeller shaft 18 is not less than the second driving force, such as when the rotation speed of the propeller shaft 18 is high, etc., the driving force of the propeller shaft 18 can be transmitted to the outer cylinder 30 via the second spacer 26. The driving force applied to the propeller shaft 18 can thus be transmitted reliably to the outer cylinder 30 and the blades 33.
In a case where the marine vessel 2 travels through a rocky reef region, the blades 33 may contact a plurality of rocks and receive forces from the plurality of rocks. In this case, the blades 33 may alternatingly receive an impact force in the direction of rotation of the propeller unit 16 and an impact force in the opposite direction. The propeller unit 16 then repeatedly alternates between forward rotation and reverse rotation within a short time. The teeth 43 and the notches 44 of the pair of second engaging portions 62 thus tends to repeatedly undergo mutual engaging and disengagement of mutual engaging. That is, the respective teeth 43a and 43d of the second spacer 26 are directed alternately to the corresponding pair of side surfaces 44b and 44c and the pair of side surfaces 44e and 44f of the respective notches 44a and 44d of the outer cylinder 30 and tend to alternately contact the pair of side surfaces 44b and 44c and the pair of side surfaces 44e and 44f. However, the first spline tooth 37 is in constant contact with the first spline groove 36 of the main damper 27 that is formed of the elastic member. An impact that occurs when the respective teeth 43a and 43d of the second spacer 26 contact the corresponding side surfaces 44b and 44c and side surfaces 44e and 44f of the respective notches 44a and 44d can thereby be attenuated by the elastic deformation of the main damper 27. Impact noise can thereby be reduced.
The second spacer 26 made of metal is harder than the main damper 27 made of rubber and the driving force transmitted from the propeller shaft 18 to the outer cylinder 30 via the second spacer 26 can thus be made large. The share of the driving force of the propeller shaft 18 received by the main damper 27 can be decreased accordingly, and the effect of preventing the breakage of the main damper 27 can thereby be increased.
In the present preferred embodiment, the first spline grooves 36 of the main damper 27 clamp the first spline teeth 37 of the outer cylinder 30 in the circumferential direction C1 of the propeller unit 16. Constant engaging of the pair of first engaging portions 61 can thereby be realized in a simple manner. The impact noise reducing effect can be more enhanced by making the first spline grooves 36 and the first spline teeth 37 be constantly engaged in a manner enabling transmission of the driving force. Further, variation of the twisting operation of the outer cylinder 30 with respect to the inner cylinder 25 can be prevented. When the driving force of the propeller shaft 18 is large, the operation of the outer cylinder 30 with respect to the inner cylinder 25 is made invariable by the coupling of the respective teeth 43a and 43d of the second spacer 26 to the corresponding notches 44a and 44d of the outer cylinder 30.
For example, according to the arrangement of US 2007/053777A1, the driving force (slip torque) at which the inner cylinder begins to slip with respect to the outer cylinder is large in variation due to dimensional tolerances of the damper rubber and the tolerance ring. This problem can be surmounted by the arrangement of the present preferred embodiment.
According to the arrangement of US 2007/053777A1, the C-shaped tolerance ring, which tends to spread outward in the radial direction of the intermediate cylinder, is arranged on an outer circumference of the intermediate cylinder. Consequently, a press-fitting load of the intermediate cylinder in inserting the intermediate cylinder in the outer cylinder is large and the propeller unit is poor in ease of assembly.
On the other hand, according to the present preferred embodiment of the present invention, the main damper 27 and the sub damper 28 can be made soft. The press-fitting loads for inserting the main damper 27 and the sub damper 28 into the internal cylinder 46 of the outer cylinder 30 thus suffices to be small and the propeller unit 16 is good in ease of assembly.
When the driving force transmitted to the propeller shaft 18 is less than the first driving force, the driving force applied to the propeller shaft 18 is transmitted from the inner cylinder 25 to the outer cylinder 30 via the main damper 27. When the driving force transmitted to the propeller shaft 18 is not less than the first driving force and less than the second driving force, the driving force applied to the propeller shaft 18 is transmitted to the outer cylinder 30 via the main damper 27 and the sub damper 28. When the driving force transmitted to the propeller shaft 18 is not less than the second driving force, the driving force applied to the propeller shaft 18 is transmitted to the outer cylinder 30 via the main damper 27, the second spacer 26, and the sub damper 28.
The main damper 27 is thus not required to transmit a large driving force and thus mainly absorbs the shift shock and other impacts effectively. The second spacer 26 can be used as a member that transmits the driving force applied to the propeller shaft 18 when the driving force transmitted to the propeller shaft 18 is not less than the second driving force (in a high load state). Moreover, in a case where the driving force transmitted to the propeller shaft 18 is not less than the second driving force (high load state), the large driving force can be transmitted by the pair of second engaging portions 62 by contact of the respective teeth 43a and 43d of the second spacer 24 and the corresponding side surfaces 44b or 44c and 44e or 44f of the respective notches 44a and 44d.
The sub damper 28 can be used as a member that transmits the driving force when the driving force transmitted to the propeller shaft 18 is not less than the first driving force and less than the second driving force and absorbs impacts acting on the propeller shaft 18. Thus, when the driving force transmitted to the propeller shaft 18 becomes not less than the first driving force, the driving force applied to the propeller shaft 18 is transmitted to the outer cylinder 30 by the sub damper 28 in addition to the main damper 27. The load acting on the main damper 27 is thus small, and the main damper 27 can thus be formed of a softer material. The effect of absorbing the shift shock and other impacts by the main damper 27 can thus be made higher. When the driving force transmitted to the propeller shaft 18 is not less than the first driving force and less than the second driving force, the large driving force can be transmitted by the pair of third engaging portions 63 by contact of the third spline tooth 41 and the corresponding side surface 40a or 40b of the third spline groove 40.
When a large driving force that is not less than the second driving force is transmitted to the propeller shaft 18 in accompaniment with shift switching, etc., the main damper 27 deforms elastically and thereafter, the sub damper 28 deforms elastically. The impact, such as the shift shock, etc., in this process is absorbed in at least two stages. The respective teeth 43a and 43d of the second spacer 24 of the pair of second engaging portions 62 thus undergo so-called soft landing on the corresponding side surface 44b or 44c and side surface 44e or 44f of the respective notches 44a and 44d. The impact that occurs when the respective teeth 43a and 43d of the pair of second engaging portions 62 contact the corresponding side surface 44b or 44c and side surface 44e or 44f of the respective notches 44a and 44d is thus small.
The second driving force is less than the critical load of the main damper 27 and less than the critical load of the sub damper 28. The main damper 27 and the sub damper 28 can thus be made of soft materials to increase the impact absorbing effects of the main damper 27 and the sub damper 28 and yet breakage of the main damper 27 and the sub damper 28 can be prevented.
By both the main damper 27 and the sub damper 28 deforming elastically, an absorption amount of an impact energy that acts on the propeller shaft 18 can be made adequately high. The main damper 27 and the sub damper 28 are small in the loads (press-fitting loads) of insertion into the internal cylinder 46 of the outer cylinder 30 and can thus be made easily deformable elastically and high in the impact energy absorption amount. Burdens placed on the power transmission system, such as the propeller shaft 18, the dog clutch 19d, etc., and shift shock noise can thus be reduced.
The main damper 27 and the sub damper 28 are arranged to deform elastically when the teeth 43a and 43d of the second spacer 26 contact the corresponding notches 44a and 44d of the outer cylinder 30. The impact that occurs when the respective teeth 43a and 43d of the second spacer 26 contact the corresponding notches 44a and 44d can thus be reduced.
Slipping of the main damper 27 with respect to the outer cylinder 30 in the circumferential direction C1 of the propeller unit 16 can be prevented by the coupling of the first spline groove 36 of the main damper 27 to the first spline tooth 37 of the outer cylinder 30. Slipping of the sub damper 28 with respect to the outer cylinder 30 in the circumferential direction C1 of the propeller unit 16 can be prevented by the coupling of the third spline groove 40 of the sub damper 28 to the third spline tooth 41 of the outer cylinder 30.
The spring constant of the sub damper 28 is made greater than the spring constant of the main damper 27. The driving force that the sub damper 28 can transmit from the inner cylinder 25 to the outer cylinder 30 can thereby be made greater. The driving force that the main damper 27 must transmit from the inner cylinder 25 to the outer cylinder 30 can be decreased correspondingly, and the main damper 27 can thus be made softer.
The gap D3 between one side surface 40a of the third spline groove 40 and the third spline tooth 41 and the gap D3 between the other side surface 40b of the third spline groove 40 and the third spline tooth 41 are made equal. The actions of the sub damper 28 can thereby be made equivalent in the case where the propeller shaft 18 rotates clockwise and the case where the propeller shaft 18 rotates counterclockwise. That is, the sub damper 28 can exhibit the function of transmitting the driving force of the propeller shaft 18 and the function of absorbing the shock of the propeller shaft 18 equivalently in respective cases of rotation of the propeller shaft 18 in either rotation direction.
The driving force that can be transmitted from the sub damper 28 to the outer cylinder 30 can be made large by the coupling of the plurality of third spline teeth 41 and the plurality of third spline grooves 40 arranged to extend in the axial direction A1 of the propeller unit 16. The driving force that the main damper 27 must transmit when the second spacer 26 is not transmitting the driving force to the outer cylinder 30 can thus be made small. The main damper 27 can thus be made softer. The sub damper 28 is engaged with the outer cylinder 30 at a plurality of locations along its circumferential direction. The sub damper 28 thus deforms elastically substantially uniformly as a whole when absorbing an impact of the propeller shaft 18. The impact absorbing effect is thereby improved and the sub damper 28 can be made long in life.
The main damper 27 is coupled to the outer cylinder 30 at a plurality of locations along its circumferential direction by the coupling of the plurality of first teeth 37 and the plurality of first spline grooves 36 arranged to extend in the axial direction A1 of the propeller unit 16 and thus the force of coupling to the outer cylinder 30 is strong. The main damper 27 can thus be prevented from slipping with respect to the outer cylinder 30 or breaking. The impact absorbing function and the driving force transmitting function of the main damper 27 can thus be improved.
The respective third spline teeth 41 and the corresponding first spline teeth 37 are matched in position in the circumferential direction C1. A single spline tooth located on the inner circumferential surface 46b of the outer cylinder 30 can thereby be used as the first spline tooth 37 and the third spline tooth 41. Manufacture of the propeller unit 16 that includes the first spline tooth 37 and the third spline tooth 41 is thus facilitated.
The respective teeth 43a and 43d of the second spacer 26 and the respective notches 44a and 44d of the outer cylinder 30 are arranged in plurality at equal intervals in the circumferential direction C1 and the respective notches 44a and 44d of the outer cylinder 30 are arranged in plurality at equal intervals in the circumferential direction C1. A distribution of the driving force transmitted from the second spacer 26 to the outer cylinder 30 can thereby be made more uniform in the circumferential direction C1.
A simple arrangement in which the notches 44a and 44d are provided in the rear end portion 46c of the internal cylinder 46 of the outer cylinder 30 can be adopted. The teeth 43a and 43d can be inserted readily into the corresponding notches 44a and 44d from the rear of the notches 44a and 44d, and assembly of the propeller unit 16 is thus made easy.
The number of teeth of the second spacer 26 is set to two, and the number of notches of the outer cylinder 30 is set to two. Adequate rigidity of the rear end portion 46c of the internal cylinder 46 of the outer cylinder 30 can thereby be secured and a large driving force can be transmitted between the second spacer 26 and the outer cylinder 30. The second spacer 26 and the outer cylinder 30 are coupled at two locations. Thus, in comparison to a case where the second spacer 26 and the outer cylinder 30 are coupled at just one location, biasing of load can be prevented in both the second spacer 26 and the outer cylinder 30.
The second spacer 26 of the present preferred embodiment of the present invention can be used in place of a spacer that was simply a disk conventionally, and there is no need to separately provide an installation space for the second spacer 26. The propeller unit 16 of the present preferred embodiment of the present invention can thus be used without changing the length of the propeller shaft 18.
When the driving force transmitted to the propeller shaft 18 is not less than the second driving force, the driving force of the propeller shaft 18 can be transmitted from the inner cylinder 25 to the outer cylinder 30 by engaging of the first tooth 43a and the first notch 44a and the engaging of the second tooth 43d and the second notch 44d. The width of the second notch 44d is made narrower than the width W5 of the first tooth 43a, and erroneous insertion of the first tooth 43a in the second notch 44d can thus be prevented. The respective teeth 43a and 43d and the corresponding notches 44a and 44d can thereby be engaged in the designed manner.
The gap D2 between the side surfaces 44b and 44e at one side of the respective notches 44a and 44d and the corresponding teeth 43a and 43d, and the gap D2 between the side surfaces 44c and 44f at the other side of the respective notches 44a and 44d and the corresponding teeth 43a and 43d are made equal. The operation of the spacer 26 can thus be made equivalent in the case where the propeller shaft 18 rotates clockwise and the case where the propeller shaft 18 rotates counterclockwise.
By use of the outer cylinder 30 that includes the external cylinder 45 and the internal cylinder 46, a space between the external cylinder 45 and the internal cylinder 46 can be used as the exhaust port 48 for the exhaust from the engine 14 that drives the propeller shaft 18. The propeller unit 16 is arranged such that the impact absorbing function is mainly borne by the main damper 27 and the driving force transmission is mainly borne by the second spacer 28. Such an impact absorbing structure and driving force transmission structure can be housed within a narrow space at the inner side of the internal cylinder 46.
The inner circumferential surface 46b of the internal cylinder 46 preferably has a tapered shape that increases in diameter toward the rear. The main damper 27 can thereby be automatically centered with respect to the inner circumferential surface 46b of the internal cylinder 46 by press-fitting the main damper 27 into the internal cylinder 46. The main damper 27 can thus be press-fitted easily into the internal cylinder 46.
By the above, the outboard motor 1 can be realized with which shift shock and other impacts acting on the propeller shaft 18 can be prevented, the driving force from the propeller shaft 18 can be transmitted to the blades 33, and impact noise during travel through a rocky reef region can be prevented.
According to the present invention, besides the preferred embodiment described above, various design changes can be applied within the scope of the matters described in the claims, for example, as described below. In the following description, members arranged to have the same functions as those of the arrangement described above shall be provided with the same symbols and description thereof shall be omitted.
For example, although in the preferred embodiment of the present invention described above, the first driving force is preferably set to approximately 60% of the second drive force, the present invention is not limited thereto. The first driving force suffices to be lower than the second drive force and may be approximately 50% of the second driving force.
Although in the preferred embodiment of the present invention described above, the first tooth 43a and the second tooth 43d that differ in tooth width are preferably provided on the second spacer 26, the present invention is not limited thereto. A plurality of teeth of the same tooth width may be provided on the second spacer 26. In this case, the respective grooves of the outer cylinder 30 are made equal in groove width in the circumferential direction C1.
Although in the preferred embodiment of the present invention described above, the outer cylinder 30 preferably includes the internal cylinder 46 and the external cylinder 45, the present invention is not limited thereto. For example, the outer cylinder may be formed of a single cylinder.
A plurality of sub dampers may be provided. In this case, the sub dampers may preferably be aligned in the axial direction A1 of the propeller unit 16. In this case, the respective sub dampers may be differed as suited in hardness and spline groove width. The driving force applied to the propeller shaft 18 when a third spline tooth 41 of the outer cylinder 30 contacts a side surface of a third spline groove of the sub damper is thereby made to differ mutually among the respective sub dampers. The driving force transmitted to the respective sub dampers can thereby be set more finely. Shift shock and the impact that occurs when the respective teeth 43a and 43d of the second spacer 26 engage with the corresponding notches 44a and 44d of the outer cylinder 30 can be absorbed in a stepwise manner by the plurality of sub dampers.
Although the preferred embodiment of the present invention described above preferably has the arrangement where the main damper 27 and the sub damper 28 are aligned in the axial direction A1, the present invention is not limited thereto. As shown in
As shown in
The front second spacer 28A is preferably formed of brass (metal), etc., and is harder than the main damper 27. Besides the material, the front second spacer 28A is the same in arrangement as the sub damper 28. The front second spacer 28A is an example of the “second driving force transmitting member” according to a preferred embodiment of the present invention.
A spline groove 40A of the front second spacer 28A is an example of the “second groove” according to a preferred embodiment of the present invention, and a spline tooth 41A of the internal cylinder 46 of the outer cylinder 30 is an example of the “second protrusion” according to a preferred embodiment of the present invention. A pair of second engaging portions 62A are provided by the spline groove 40A and the spline tooth 41A.
The relationship between the twist angle of the main damper 27 and the driving force (torque) transmitted from the propeller shaft 18 to the outer cylinder 30 is the same as that of the graph of
In this case, the sub damper 28 may be provided between the main damper 27 and the front second spacer 28A.
The first spline grooves 36 and the first spline teeth 37 of the pair of first engaging portions 61 do not have to be engaged in a driving force transmittable manner when the driving force of the propeller shaft 18 is low (for example, during idling).
Although an outboard motor was described above as an example of the marine vessel propulsion device to which the propeller unit 16 is attached, the present invention is not restricted thereto. The marine vessel propulsion device may be an inboard/outboard motor (a stern drive or an inboard motor/outboard drive), an inboard motor, or other marine vessel propulsion device.
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 the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.
The present application corresponds to Japanese Patent Application No. 2010-42813 filed in the Japan Patent Office on Feb. 26, 2010, and the entire disclosure of the application is incorporated herein by reference.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2010-042813 | Feb 2010 | JP | national |
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| Number | Date | Country | |
|---|---|---|---|
| 20110212657 A1 | Sep 2011 | US |
