JP2006036086A - Outboard motor - Google Patents

Abstract

The present invention provides a hybrid outboard motor capable of adjusting the rotation speed of an electric motor and the rotation speed of an internal combustion engine without causing a decrease in operability and an increase in the size of the outboard motor.
In an outboard motor equipped with an engine and an electric motor as a propeller drive source, a bar handle (50) attached to the outboard motor, and a throttle grip which is provided on the bar handle and is freely rotatable. (90), and a controller (96) for controlling the driving of the electric motor in accordance with a turning operation of the throttle grip, and a throttle cable (102) connected to the throttle valve of the internal combustion engine. A pulley (100) that adjusts the throttle opening by advancing and retreating is provided.
[Selection] Figure 8

Description

  The present invention relates to an outboard motor, and more particularly to a hybrid type outboard motor including an internal combustion engine and an electric motor as drive sources for a propeller.

Conventionally, a hybrid outboard motor including an internal combustion engine and an electric motor as propeller drive sources has been proposed (see, for example, Patent Document 1). Also, in an electric outboard motor that drives a propeller with an electric motor, the bar handle attached to the outboard motor can be rotated about its axis, and the electric motor rotates in accordance with the rotation operation of the bar handle. A technique has been proposed in which the number is adjusted (see, for example, Patent Document 2).
Japanese Utility Model Publication No. 63-158493 (FIG. 5 etc.) Japanese Patent No. 2603841 (page 2, left column, line 33 to page 3, left column, line 16)

  In the case of a hybrid type outboard motor, it is necessary to adjust the rotational speed of the internal combustion engine in addition to the rotational speed of the electric motor. Therefore, when the technique described in Patent Document 2 is applied to a hybrid type outboard motor as described in Patent Document 1, it is necessary to provide a mechanism for adjusting the rotational speed of the internal combustion engine separately from the bar handle. There was a problem that the operability was lowered and the outboard motor was enlarged.

  Accordingly, the object of the present invention is to solve the above-mentioned problems, and to make it possible to adjust the rotation speed of the electric motor and the rotation speed of the internal combustion engine without reducing the operability and increasing the size of the outboard motor. Is to provide a machine.

  In order to solve the above-mentioned object, according to a first aspect of the present invention, there is provided an outboard motor having an internal combustion engine and an electric motor as a propeller drive source, a bar handle attached to the outboard motor, and the bar handle A throttle grip provided on the throttle, and a throttle controller connected to the throttle valve of the internal combustion engine, and a controller for controlling the drive of the electric motor according to the rotation of the throttle grip. A throttle opening adjustment mechanism for adjusting the throttle opening by moving the cable back and forth is provided.

  According to a second aspect of the present invention, in the bar handle, a control switch for controlling start and stop of the internal combustion engine and the electric motor and a rotation direction of the electric motor is provided in the vicinity of the throttle grip. did.

  The outboard motor according to claim 1 includes a bar handle attached to the outboard motor, and a throttle grip which is provided on the bar handle and is freely rotatable. Since the controller for controlling the driving of the electric motor according to the dynamic operation and the throttle opening adjustment mechanism for adjusting the throttle opening by moving the throttle cable connected to the throttle valve of the internal combustion engine forward and backward are provided. The rotational speed of the electric motor and the rotational speed of the internal combustion engine can be adjusted without reducing the operability and increasing the size of the outboard motor.

  In the outboard motor according to claim 2, a control switch for controlling the start and stop of the internal combustion engine and the electric motor and the rotation direction of the electric motor is provided in the vicinity of the throttle grip in the bar handle. Since it comprised, the adjustment object (any one of the rotation speed of an internal combustion engine, the normal rotation speed of an electric motor, and reverse rotation speed) can be switched easily, and operability can be improved more.

  The best mode for carrying out an outboard motor according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a partial sectional view of an outboard motor according to a first embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes an outboard motor. The outboard motor 10 is fixed to the transom 16 of the hull 14 via a fixing mechanism 12.

  The outboard motor 10 includes an internal combustion engine (hereinafter referred to as “engine”) 20 at an upper portion thereof. The engine 20 is a single-cylinder gasoline engine having a displacement of about 50 cc and generates an output of 1.5 kW (about 2 PS). As shown in the figure, the engine 20 has a crankshaft (output shaft) 22 arranged in parallel to the vertical direction and covered with an engine cover 24.

  In the outboard motor 10, an electric motor 28 is disposed below the engine 20 in the vertical direction. The electric motor 28 is a DC brushless motor including a stator 30 and a rotor (output shaft) 32, and generates an output of several hundred watts. As shown in the figure, the electric motor 28 is covered with a motor cover 34 while the rotor 32 is disposed in parallel with the vertical direction.

  A centrifugal clutch 36 is disposed between the engine 20 and the electric motor 28. Specifically, the lower end of the crankshaft 22 of the engine and the upper end of the rotor 32 of the electric motor are connected via a centrifugal clutch 36. A motor output transmission mechanism 38 that transmits the output of the electric motor 28 to the engine 20 when the operation of the engine 20 is stopped is disposed near the centrifugal clutch 36.

  On the other hand, the upper end of the drive shaft 40 is connected to the lower end of the rotor 32 of the electric motor. The drive shaft 40 is disposed in parallel with the vertical direction as shown in the figure, and is supported inside the drive shaft cover 42 so as to be rotatable about the vertical axis.

  A propeller 44 is directly attached to the lower end of the drive shaft 40. The propeller 44 is covered with a cylindrical propeller cover 46 having an S-shape in a side view.

  As shown in the figure, the crankshaft 22 of the engine, the centrifugal clutch 36, the rotor 32 of the electric motor, the drive shaft 40, and the propeller 44 are all provided coaxially with a rotation center. Further, no gear is provided in the power transmission system from the engine 20 to the propeller 44.

  The output (rotational output) of the electric motor 28 is transmitted to the propeller 44 via the drive shaft 40. Further, the output (rotational output) of the engine 20 is transmitted to the rotor 32 of the electric motor via the centrifugal clutch 36 and further transmitted to the propeller 44 via the drive shaft 40. That is, the propeller 44 is rotated around the vertical axis by either the output of the engine 20 or the output of the electric motor 28. As described above, the outboard motor 10 is a hybrid type outboard motor including the engine 20 and the electric motor 28 as a drive source of the propeller 44. More specifically, the engine 20 having a displacement of about 50 cc and an output of several hundred W This is a small outboard motor equipped with the electric motor.

  In the outboard motor 10, a bar handle 50 is provided below the engine cover 24. As shown in the figure, the bar handle 50 protrudes toward the front of the hull 14 (forward in the traveling direction) and can be operated by the operator. The drive shaft cover 42 is supported by the fixing mechanism 12 so as to be rotatable about the vertical axis. Therefore, the operator can steer the outboard motor 10 left and right by swinging the bar handle 50 left and right. it can.

  Next, each part of the outboard motor 10 will be described in detail with reference to FIG.

  FIG. 2 is an enlarged cross-sectional view of the vicinity of the centrifugal clutch 36.

  As shown in FIG. 2, the centrifugal clutch 36 includes a clutch outer 54 attached to the rotor 32 of the electric motor, and a clutch shoe 56 fixed to the crankshaft 22 of the engine. The clutch outer 54 and the clutch shoe 56 are covered with a clutch cover 58.

  As illustrated, the clutch outer 54 is disposed so as to surround the clutch shoe 56. The clutch shoe 56 includes a spring (not shown), and when the engine 20 is operated (more specifically, when the engine 20 is operated at a rotational speed higher than the idle rotational speed), the spring applied by the centrifugal force extends, whereby the clutch outer 54 It is pressed against the inner wall. Thereby, the output of the engine 20 is transmitted to the rotor 32 of the electric motor.

  A drive plate 60 is fixed above the clutch shoe 56 in the crankshaft 22. The drive plate 60 has a circular shape in plan view, and is provided with at least one convex portion 60a on the circumference thereof.

  Specifically, the above-described clutch outer 54 is attached to the rotor 32 so as to be slidable in the axial direction, and is urged by a spring 62 in a direction away from the drive plate 60. Further, at the upper end of the clutch outer 54, at least one convex portion 54a is provided.

  A lever 66 is disposed below the clutch outer 54. The lever 66 is supported so as to be swingable in the vertical direction inside the clutch cover 58 around a rotation shaft (fulcrum) provided in the middle thereof. One end of the lever 66 has a cam shape, and an electromagnetic solenoid 70 for driving the lever 66 is connected to the other end. That is, the lever 66 is driven by the electromagnetic solenoid 70 so that the cam-shaped end portion swings up and down. More specifically, when the electromagnetic solenoid 70 is energized, the lever-shaped end portion of the lever 66 is cam-shaped. Is driven upward.

  When the electromagnetic solenoid 70 is energized, as shown in FIG. 3, the clutch outer 54 is pushed upward by the cam-shaped end portion of the lever 66 (slid in the direction approaching the drive plate 60), and the convex portion 54a. Is fitted into the convex portion 60 a of the drive plate 60. By driving the electric motor 28 in this state, the rotation of the rotor 32 is transmitted to the crankshaft 22 of the engine via the clutch outer 54 and the drive plate 60. That is, the engine 20 can be started by the electric motor 28 that is a drive source of the propeller 44.

  As described above, the motor output transmission mechanism 38 slides the drive plate 60 and the clutch outer 54 in the direction close to the drive plate 60, and engages the clutch outer 54 with the drive plate 60 (specifically, the clutch A lever 66 that engages the convex portion 54 a of the outer 54 with the convex portion 60 a of the drive plate 60, and an electromagnetic solenoid 70 that drives the lever 66.

  Continuing the description of FIG. 2, a portion of the rotor 32 of the electric motor located between the centrifugal clutch 36 and the electric motor 28 (specifically, the stator 30 thereof) is provided with a blower mechanism, specifically, a centrifugal fan. 72 is provided.

  In the figure, reference numeral 74 denotes an intake port of the centrifugal fan 72, and reference numeral 76 denotes an exhaust port of the centrifugal fan 72. As illustrated, the intake port 74 is disposed below the electric motor 28, while the exhaust port 76 is disposed above the electric motor 28. More specifically, the lower end of the motor cover 34 is provided with at least one intake port 74 that opens downward in the vertical direction. Further, at least one exhaust port 76 opened in the horizontal direction is provided near the upper end of the clutch cover 58 and the lower end of the engine mount 78 on which the engine 20 is placed.

  The air passage 80 continuing to the intake port 74 has a labyrinth structure, specifically, a crank shape that is bent twice at a right angle.

  FIG. 4 is a plan view of the centrifugal fan 72.

  As shown in FIG. 4, the centrifugal fan 72 includes a plurality of fins 82 on the upper surface thereof. The fins 82 are radially arranged around the rotor 32 so that air is always blown from below to above regardless of the rotation direction of the centrifugal fan 72 (that is, the rotation direction of the rotor 32 serving as the rotation axis).

  Here, the flow of air generated by rotating the centrifugal fan 72 will be described with reference to FIG. When the centrifugal fan 72 rotates, first, air (cooling air) flows into the motor cover 34 through the air inlet 74 and the air passage 80. The air flowing into the motor cover 34 flows to the upper part of the motor cover 34 while cooling the electric motor 28 and flows into the clutch cover 58.

  The air flowing into the clutch cover 58 flows to the upper part of the clutch cover 58 while cooling the centrifugal clutch 36, and further cools the engine 20 (specifically, the oil pan 84 in which the lubricating oil of the engine 20 is stored). After that, the gas is discharged from the exhaust port 76. Thus, the electric motor 28, the centrifugal clutch 36, and the engine 20 are cooled in this order by the air blown upward from below by the centrifugal fan 72.

  Next, the propeller cover 46 will be described in detail.

  FIG. 6 is an enlarged partial sectional view of the propeller cover 46. FIG. 7 is a sectional view taken along line VII-VII in FIG.

  As shown in FIGS. 6 and 7, the propeller cover 46 has a divided structure composed of a plurality of members, specifically, two members 46L and 46R formed substantially symmetrically. The member 46L on the left side in the traveling direction is fixed to the drive shaft cover 42. On the other hand, the right member 46R is detachably attached to the member 46L by a plurality of bolts 86. As shown in FIG. 7, the left member 46L and the right member 46R are assembled without gaps by fitting the convex portions and the concave portions formed on the respective contact surfaces.

  Returning to the description of FIG. 6, the propeller cover 46 has an S-shape in a side view as described above. Specifically, the propeller cover 46 has a first part 46a parallel to the horizontal direction having an opening 46a1 at the rear in the traveling direction, and is positioned below the first part 46a in the vertical direction. A second part 46b having an opening 46b1 in front and parallel to the horizontal direction, and a third part 46c parallel to the vertical direction and continuing to each of the first part 46a and the second part 46b via a curved portion. It consists of.

  As illustrated, the propeller 44 is disposed inside the third portion 46c. The propeller 44 is rotated in a direction to generate an upward water flow when the hull 14 is moved forward, and is rotated in a direction to generate a downward water flow when the hull 14 is moved backward. Hereinafter, rotation when the propeller 44 generates an upward water flow is referred to as “forward rotation”, and rotation when the downward water flow is generated is referred to as “reverse rotation”.

  When the propeller 44 is rotated forward, water is sucked from the opening 46b1 of the second part 46b and discharged from the opening 46a1 of the first part 46a. On the other hand, when the propeller 44 is rotated backward, water is sucked from the opening 46a1 of the first part 46a and discharged from the opening 46b1 of the second part 46b. That is, the vertical water flow generated by the rotation of the propeller 44 about the vertical axis is converted into a horizontal water flow (propulsive force) by the propeller cover 46, and the hull 14 is propelled forward or backward.

  Next, the bar handle 50 will be described in detail.

  FIG. 8 is an enlarged partial cross-sectional view near the tip of the bar handle 50.

  As shown in FIG. 8, a throttle grip 90 is provided at the tip of the bar handle 50. The throttle grip 90 can be freely rotated by a driver, and a rotation angle sensor 92 is disposed therein. The rotation angle sensor 92 outputs a signal indicating the rotation angle of the throttle grip 90. A control switch 94 is provided in the vicinity of the throttle grip 90. The control switch 94 outputs a signal corresponding to five positions (described later) selected by the operator. The outputs of the rotation angle sensor 92 and the control switch 94 are input to a controller 96 disposed inside the throttle grip 90. The controller 96 is composed of a microcomputer or the like, and controls the driving of the electric motor 28 according to the turning operation of the throttle grip 90 (that is, according to the output of the turning angle sensor 92).

  9 is a cross-sectional view taken along the line IX-IX in FIG.

  As shown in FIGS. 8 and 9, a pulley 100 (throttle opening adjusting mechanism) is attached near the rear end of the throttle grip 90. A throttle cable (specifically, a push-pull cable) 102 connected to a throttle valve (not shown) of the engine 20 is hooked on the pulley 100.

  The pulley 100 rotates together with the throttle grip 90 to move the throttle cable 102 forward and backward (push and pull). As the throttle cable 102 advances and retracts, the throttle valve is opened and closed, and the intake air amount of the engine 20, in other words, the engine speed is adjusted.

  FIG. 10 is a block diagram showing the operation of the outboard motor 10.

  As shown in FIG. 10, the control switch 94 has five positions of “charge (CHG)”, “on (ON)”, “off (OFF)”, “forward (FOW)”, and “reverse (REV)”. And any one of them is selectable by the operator.

  In addition to the rotation angle sensor 92 and the control switch 94, the controller 96 includes the engine 20 (specifically, an ignition plug (not shown) of the engine 20), the electric motor 28, the electromagnetic solenoid 70, a ship, and the like. A battery 104 and a starter switch 106 mounted at appropriate positions of the outer unit 10 are connected. The battery 104 functions as an operation power source for the ignition plug of the engine 20, the electric motor 28, the electromagnetic solenoid 70, the controller 96, and other auxiliary machines.

  Hereinafter, the operation of the outboard motor 10 will be described. When the “forward” position is selected by the operator, the controller 96 controls the drive of the electric motor 28 so that the propeller 44 rotates forward. Hereinafter, the rotation direction of the electric motor 28 when the propeller 44 rotates forward is referred to as “forward rotation”.

  On the other hand, when the “reverse” position is selected, the controller 96 controls the drive of the electric motor 28 so that the propeller 44 rotates backward. Hereinafter, the rotation direction of the electric motor 28 when the propeller 44 rotates backward is referred to as “reverse rotation”.

  Thus, the rotation direction of the electric motor 28 is reversed between when the “forward” position is selected and when the “reverse” position is selected. The rotational speed of the electric motor 28 when the “forward” position or the “reverse” position is selected depends on the output of the rotation angle sensor 92, in other words, the amount of operation of the throttle grip 90 by the operator. Be changed.

  When the “ON” position is selected by the operator, the controller 96 starts supplying voltage to the spark plug of the engine 20. When the starter switch 106 is operated with the “ON” position selected, the controller 96 starts energizing the electromagnetic solenoid 70 and a predetermined time has elapsed since the energization of the electromagnetic solenoid 70 was started. The electric motor 28 is driven later. Specifically, after the energization of the electromagnetic solenoid 70 is started, the electromagnetic motor 70 operates and waits until the convex portion 54a of the clutch outer and the convex portion 60a of the drive plate engage with each other, and then the electric motor 28 is properly connected. The drive is controlled to roll. As a result, the crankshaft 22 is rotated by the output of the electric motor 28, and thus the engine 20 is started.

  The output of the engine 20 is transmitted to the propeller 44 via the centrifugal clutch 36 and the like when the driver operates the throttle grip 90 and operates at a rotational speed exceeding the idle rotational speed. The rotation of the propeller 44 at this time is a forward rotation. When the starter switch 106 is not operated, the electric connection between the electric motor 28 and the battery 104 is cut to reduce the load on the engine 20.

  When the “charge” position is selected by the operator, the controller 96 electrically connects the electric motor 28 and the battery 104 while continuing the operation of the engine 20. That is, by rotating the rotor 32 of the electric motor with the output of the engine 20, the electric motor 28 functions as a generator and the battery 104 is charged.

  On the other hand, when the “off” position is selected by the operator, the controller 96 stops the operation of the engine 20 and the electric motor 28 by cutting off the power supply to the spark plug of the engine 20 and the electric motor 28.

  As shown, the “off” position is located between the “on” position where the engine 20 is started and the “forward” and “reverse” positions where the electric motor 28 is started. Are not driven at the same time. Therefore, even if the engine 20 and the electric motor 28 are adjusted to adjust the rotation speed with a single operation portion (that is, the throttle grip 90), one operation does not interfere with the other operation.

  As described above, the operator can control the operation and stop of the engine 20 and the electric motor 28 and the rotation direction of the electric motor 28 by operating the control switch 94. Further, by operating the throttle grip 90, the rotational speeds of the engine 20 and the electric motor 28 can be adjusted.

  Next, the fixing mechanism 12 will be described in detail with reference to FIG.

  FIG. 11 is an enlarged cross-sectional view of the fixing mechanism 12.

  As shown in FIG. 11, the fixing mechanism 12 includes a stern bracket 110. Two stern brackets 110 are attached to the left and right sides of the drive shaft cover 42 in total (only the stern brackets arranged on the right side are shown in FIG. 11). Hereinafter, the stern bracket disposed on the right side will be described. However, since the two stern brackets are symmetrical, the following description is also applicable to the left stern bracket (not shown).

  The stern bracket 110 includes a transom abutting portion 110 a that abuts against the rear surface 16 a of the transom 16 and a slide beam 110 b that projects forward from the upper end of the transom 16. The slide beam 110b has a rectangular cross section taken along line AA shown in FIG.

  In addition to the above-described stern bracket 110, the fixing mechanism 12 includes a slide bracket 112 slidably attached to the slide beam 110b in the plate thickness direction of the transom 16 (the projecting direction of the slide beam 110b), A clamp 114 that is slidably supported in the thickness direction of the transom 16, a manual lever 116 that is slidably supported around a rotation shaft provided on the slide bracket 112, a clamp 114 and a manual lever 116, and a link 118 that transmits the displacement of the manual lever 116 to the clamp unit 114.

  Here, the rotating shaft (indicated by reference numeral 120) of the manual lever 116, the connecting shaft of the manual lever 116 and the link 118 (indicated by reference numeral 122), and the connecting shaft of the link 118 and the clamp part 114 (indicated by reference numeral 124). Are all arranged in parallel. Specifically, the rotating shaft 120 and the connecting shafts 122 and 124 are all orthogonal to the plate thickness direction of the transom 16.

  The sliding bracket 112 includes a wall surface 112a that is disposed orthogonal to the protruding direction (longitudinal direction) of the slide beam 110b, and a link housing portion 112b that extends in a direction away from the transom 16 from the lower end of the wall surface 112a. . The link accommodating portion 112b has a concave section in the line B-B in FIG. 11, and accommodates the entire link 118, the manual lever 116, and a part of the clamp portion 114 in the concave groove portion.

  FIG. 12 is an enlarged front view of the sliding bracket 112 (view of the wall surface 112a from the transom 16 side).

  As shown in FIG. 12, a rectangular hole 112c into which a slide beam 110b (not shown in FIG. 12) is inserted is formed in the upper part of the slide bracket 112, and a clamp part 114 (in the lower part). A circular hole 112d into which a hole (not shown in FIG. 12) is to be inserted is formed. Both the hole 112c and the hole 112d are formed parallel to the plate thickness direction of the transom 16.

  Returning to the description of FIG. 11, the slide beam 110b is inserted into the hole 112c formed in the wall surface 112a of the slide bracket. Thereby, the slide type bracket 112 is slidable in the longitudinal direction (the thickness direction of the transom 16) with respect to the slide beam 110b.

  The clamp part 114 includes a shaft part 114 a connected to the link 118 and a transom abutting part 114 b to be abutted against the front surface 16 b of the transom 16. An elastic material 114c is attached to the transom contact portion 114b.

  Of the clamp portion 114, the shaft portion 114a is inserted into a hole 112d formed in the wall surface 112a of the slide bracket. That is, the clamp portion 114 is supported by the slide bracket 112 so as to be slidable in the thickness direction of the transom 16. The transom abutting portion 114b and the elastic member 114c attached thereto are disposed closer to the transom 16 than the wall surface 112a of the sliding bracket, and face the front surface 16b of the transom 16.

  As shown in the figure, the manual lever 116 is substantially V-shaped in a side view, and its corner (vertex) is supported by the rotating shaft 120 provided in the link accommodating portion 112b of the slide bracket. In the manual lever 116, a portion located in front of the rotation shaft 120 is a grip portion that the operator should grip.

  Here, the three members of the manual lever 116, the link 118, and the clamp portion 114 form a slider crank mechanism including three turning pairs having parallel axes and one sliding pair perpendicular to them. That is, by rotating the manual lever 116 around the rotation shaft 120, the circular motion is converted into a linear motion of the clamp unit 114 via the link 118. Conversely, the linear motion of the clamp part 114 is converted into a circular motion of the manual lever 116 via the link 118.

  Based on the above, the operation of the fixing mechanism 12 will be described.

  First, as shown in FIG. 11, the manual lever 116 is operated downward (rotated) to separate the clamp portion 114 from the transom 16 (that is, the line connecting the rotating shaft 120 and the connecting shaft 122, The sliding bracket 112 is slid in the direction approaching the transom 16 while increasing the angle formed by the line connecting the shaft 122 and the connecting shaft 124 (shortening the linear distance from the rotating shaft 120 to the connecting shaft 124).

  When the distance from the sliding bracket 112 to the transom 16 reaches a desired distance, as shown in FIG. 13, the manual lever 116 is operated upward to slide the clamp portion 114 in the direction close to the transom 16 (that is, By reducing the angle formed by the line connecting the rotating shaft 120 and the connecting shaft 122 and the line connecting the connecting shaft 122 and the connecting shaft 124, the linear distance from the rotating shaft 120 to the connecting shaft 124 is increased. The elastic material 114c attached to the contact portion 114b is pressed against the front surface 16b of the transom 16.

  At this time, the sliding bracket 112 is inclined by the reaction force received by the clamp 114 from the transom 16, and the friction (frictional force) between the slide beam 110b and the inner wall of the hole 112c increases. Thereby, the position of the slide type bracket 112 with respect to the slide beam 110b is fixed.

  Further, since the elastic material 114c is attached to the transom abutting portion 114b, by compressing the elastic material 114c, the dead center of the slider crank mechanism shown in FIG. 13 (all of the rotating shaft 120 and the connecting shafts 122 and 124). The manual lever 116 can be operated (rotated) upward to a position (angle) that exceeds the point where the lines are aligned on the same straight line, that is, the point where the linear distance from the rotating shaft 120 to the connecting shaft 124 is the longest. .

  When the manual lever 116 is operated upward to a position exceeding the dead center of the slider crank mechanism, the connecting portion of the manual lever 116 to the link 118 contacts the lower surface of the link housing portion 112b as shown in FIG. The displacement of is terminated. In this way, the link housing portion 112b of the slide bracket 112 also functions as a stopper that terminates the displacement of the manual lever 116 at a position beyond the dead center of the slider crank mechanism.

  Here, the elastic deformation amount of the elastic member 114c is set to be larger than the displacement (sliding amount) of the clamp portion 114 from the dead point until the displacement of the manual lever 116 is completed. Therefore, if the distance from the slide bracket 112 to the transom 16 is appropriate, the elastic member 114c is maintained in a compressed state even if the displacement of the manual lever 116 is completed.

  If the elastic material 114c is maintained in a compressed state, the clamp portion 114 always receives a reaction force from the transom 16. After the manual lever 116 exceeds the dead point, the reaction force from the transom 16 is converted into a rotational force in a direction that displaces the manual lever 116 upward, so that the manual lever 116 contacts the link housing portion 112b. Held in position. Therefore, by operating the manual lever 116 upward until the displacement is completed, the transom 16 is continuously held between the transom abutting portion 110a of the stern bracket and the clamp portion 114. In other words, the outboard motor 10 is It can be fixed to the transom 16.

  Thus, in the outboard motor 10 according to the first embodiment of the present invention, the outboard motor 10 is disposed between the crankshaft 22 of the engine 20 and the rotor 32 of the electric motor 28, and the output is output to the rotor when the engine 20 is in operation. Since the centrifugal clutch 36 that transmits to the propeller 44 via the motor 32 and the motor output transmission mechanism 38 that transmits the output of the electric motor 28 to the crankshaft 22 when the operation of the engine 20 is stopped are provided. The motor 20 can start the engine 20. Therefore, it is not necessary to separately provide an electric motor for starting the engine. Therefore, the engine 20 can be started electrically while suppressing the increase in size and cost of the outboard motor 10.

  Further, the motor output transmission mechanism 38 slides the drive plate 60 fixed to the crankshaft 22 and the clutch outer 54 of the centrifugal clutch 36 in the direction approaching the drive plate 60, and engages the clutch outer 54 with the drive plate 60. Since the lever 66 and the electromagnetic solenoid 70 for driving the lever 66 are included, the configuration for starting the engine 20 electrically is simplified, and the outboard motor 10 can be increased in size and cost more effectively. Can be suppressed.

  In addition, since a blower mechanism that rotates with the rotor 32 and blows air is provided at a portion of the rotor 32 of the electric motor located between the centrifugal clutch 36 and the electric motor 28, the engine 20 and the electric motor 28, Furthermore, the centrifugal clutch 36 disposed between them can be efficiently cooled.

  Further, the air blowing mechanism includes a centrifugal fan 72 that blows air from below to above in the vertical direction regardless of the rotation direction of the rotor 32, that is, regardless of the rotation direction of the rotor 32, the electric motor 28, centrifugal Since the clutch 36 and the engine 20 are cooled in this order, the electric motor 28 and the centrifugal clutch 36 can be cooled before the cooling air is heated by the engine 20 having a large heat generation amount. The centrifugal clutch 36 can be efficiently cooled.

  Furthermore, since the intake port 74 of the centrifugal fan 72 is arranged below the electric motor 28 in the vertical direction, fresh air sucked from the intake port 74 is efficiently supplied to the electric motor 28, and thus the electric motor. The cooling effect of 28 can be further improved. Further, since the air passage 80 continuing to the air inlet 74 has a labyrinth structure, the electric motor 28 can be prevented from getting wet, and the operation sound of the electric motor 28 leaks to the outside of the outboard motor 10. Can be suppressed.

  Further, the throttle grip 90 provided on the bar handle 50 is moved forward and backward by a controller 96 for controlling the driving of the electric motor 28 according to the turning operation and the throttle cable 102 connected to the throttle valve of the engine 20. Since the pulley 100 for adjusting the opening degree is provided, it is possible to adjust the rotation speed of the electric motor 28 and the rotation speed of the engine 20 without deteriorating operability and increasing the size of the outboard motor 10. it can.

  Further, since the bar handle 50 is provided with a control switch 94 for controlling the start and stop of the engine 20 and the electric motor 28 and the rotation direction of the electric motor 28 in the vicinity of the throttle grip 90, the adjustment target (engine 20 , Any one of the normal rotation speed and the reverse rotation speed of the electric motor 28), and the operability can be further improved.

  Further, the propeller 44 is attached to the lower end of the drive shaft 40 and rotated around the vertical axis together with the drive shaft 40, and the propeller 44 is covered with the S-shaped propeller cover 46 when viewed from the side. Gears can be eliminated from the entire power transmission system, and thus quietness can be improved (no gear noise is generated).

  Further, since the propeller cover 46 is provided with the openings 46a1 and 46b1 in the forward and rearward directions of the hull 14, the water flow (propulsive force) in the direction of moving the hull 14 forward according to the rotation direction of the propeller 44. It is possible to generate a water flow (propulsive force) in a direction to move backward.

  Furthermore, since the propeller cover 46 has a split structure including two left and right detachable members 46L and 46R, the replacement and maintenance of the propeller 44 can be easily performed.

  The fixing mechanism 12 for fixing the outboard motor 10 to the transom 16 of the hull 14 includes a transom abutting portion 110 a that abuts against the rear surface 16 a of the transom 16 and a slide beam 110 b that projects forward of the transom 16. A stern bracket 110, a slide bracket 112 that is slidably attached to the slide beam 110b in the thickness direction of the transom 16, and a clamp portion 114 that is slidably supported by the slide bracket 112 in the thickness direction of the transom 16. A manual lever 116 that is swingably supported around a rotation shaft 120 provided on the slide bracket 112, a clamp portion 114, and a manual lever 116 are connected to each other, and a link that transmits the displacement of the manual lever 116 to the clamp portion 114. 118 and the manual lever 116 is Thus, the clamp part 114 is slid to a position where it abuts against the front surface 16b of the transom 16, so that the transom 16 is sandwiched between the transom abutment part 110a of the stern bracket 110 and the clamp part 114. Fixing work can be easily performed.

  Further, the clamp portion 114 includes a stopper (link housing portion 112b) that terminates the displacement of the manual lever 116 at a position beyond the dead center of the slider crank mechanism including the manual lever 116, the link 118, and the clamp portion 114. An elastic material 114c having an elastic deformation amount larger than the displacement of the clamp portion 114 from the dead point to the end of the displacement of the manual lever 116 is attached to the contact portion 114b of the transom 16 with the front surface 16b. Therefore, the outboard motor 10 can be fixed to the hull 14 only by positioning the slide bracket 112 and operating the manual lever 116, and therefore, the fixing operation to the hull 14 can be performed more easily.

  As described above, in the first embodiment of the present invention, in the outboard motor (10) provided with the internal combustion engine (engine 20) and the electric motor (28) as drive sources for the propeller (44), A bar handle (50) attached to the machine, and a rotatable throttle grip (90) provided on the bar handle. The throttle grip is provided with the electric motor according to the turning operation. A controller (96) for controlling driving and a throttle opening adjustment mechanism (pulley 100) for adjusting the throttle opening by moving the throttle cable (102) connected to the throttle valve of the internal combustion engine forward and backward are provided. As a result, the rotational speed of the electric motor and the rotational speed of the internal combustion engine can be adjusted without deteriorating operability and increasing the size of the outboard motor.

  Further, since the bar handle is provided with a control switch (94) for controlling the start and stop of the internal combustion engine and the electric motor and the rotation direction of the electric motor in the vicinity of the throttle grip, (Either the rotational speed of the internal combustion engine, the normal rotation speed or the reverse rotation speed of the electric motor) can be easily switched, and the operability can be further improved.

  In the above description, the electric motor 28 is a DC brushless motor, but other types of motors may be used. For example, when using a brush motor, the operation of the switch contact of the brush motor is mechanically interlocked with the operation of the electromagnetic solenoid 70 so that the convex portion 54a of the outer clutch and the convex portion 60a of the drive plate are engaged. Thus, the electric motor can be driven, and the configuration of the controller 96 can be simplified.

  In the above description, the displacement of the engine 20 is set to about 50 cc and the output of the electric motor 28 is set to several hundred watts. However, these are examples and are not limited.

  Further, although the engine 20 is started by the electric motor 28, an electric motor for starting the engine may be provided separately from the electric motor 28.

  Further, although the centrifugal fan 72 is disposed on the rotor 32 between the centrifugal clutch 36 and the electric motor 28, it may be disposed below the electric motor 28.

  Further, the propeller 44 is attached to the drive shaft 40 and rotated about the vertical axis. However, a propeller shaft arranged in parallel with the horizontal direction is provided, and the propeller is attached to the propeller shaft, and the drive shaft 40 is rotated by a bevel gear or the like. May be converted to the horizontal direction and transmitted to the propeller shaft. That is, the propeller may be rotated around the horizontal axis. In this case, the propeller cover 46 is not necessary.

  Further, the outboard motor 10 may be fixed to the hull 14 using a screw-type clamp mechanism or the like instead of the fixing mechanism 12.

1 is a partial cross-sectional view of an outboard motor according to a first embodiment of the present invention. It is an expanded sectional view of the centrifugal clutch vicinity shown in FIG. FIG. 3 is an enlarged cross-sectional view in the vicinity of a centrifugal clutch similar to FIG. 2. It is a top view of the centrifugal fan shown in FIG. FIG. 3 is an enlarged cross-sectional view in the vicinity of a centrifugal clutch similar to FIG. 2. FIG. 2 is an enlarged partial cross-sectional view near the propeller cover shown in FIG. 1. It is the VII-VII sectional view taken on the line of FIG. FIG. 2 is an enlarged partial cross-sectional view near the tip of the bar handle shown in FIG. 1. It is the IX-IX sectional view taken on the line of FIG. FIG. 2 is a block diagram showing the operation of the outboard motor shown in FIG. 1. It is an expanded sectional view of the fixing mechanism shown in FIG. It is an enlarged front view of the slide type bracket shown in FIG. FIG. 13 is an enlarged plan view of a sliding bracket similar to FIG. 12. FIG. 13 is an enlarged plan view of a sliding bracket similar to FIG. 12.

Explanation of symbols

10 Outboard motor 20 Engine (Internal combustion engine)
28 Electric motor 44 Propeller 50 Bar handle 90 Throttle grip 94 Control switch 96 Controller 100 Pulley (throttle opening adjusting mechanism)
102 Throttle cable

Claims (2)

  An outboard motor provided with an internal combustion engine and an electric motor as a propeller drive source, and a bar handle attached to the outboard motor, a throttle grip provided on the bar handle and capable of being rotated, A controller for controlling the driving of the electric motor in response to a turning operation of the throttle grip; and a throttle opening adjusting mechanism for adjusting a throttle opening by moving a throttle cable connected to a throttle valve of the internal combustion engine forward and backward. An outboard motor characterized by the provision of 2. The outboard as claimed in claim 1, wherein a control switch for controlling start and stop of the internal combustion engine and the electric motor and a rotation direction of the electric motor is provided in the bar handle in the vicinity of the throttle grip. Machine.

Images