JP2717782B2 - Ship propulsion device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a marine vessel propulsion device such as an outboard motor and an inboard / outboard motor. 2. Description of the Related Art Two propulsion units are arranged in parallel on a ship.
In a marine vessel propulsion device, the propeller rotation direction of the first propulsion device and the propeller rotation direction of the second propulsion device are set to be opposite to each other, so that the steering torque generated by the propeller is reduced to reduce the steering torque. It is possible to improve the running stability of the vehicle. Each of the first and second propulsion devices includes a forward gear and a reverse gear that are arranged above the output shaft and are rotationally driven in opposite directions by meshing with a pinion fixed to the drive shaft end. A clutch body that slides in the axial direction on the output shaft between the two gears and selectively meshes with one of the two gears, and is selectively operated in one of a forward operation direction and a reverse operation direction. And a shift operation section for selectively moving the clutch body as described above. [0003] In the case where the above-mentioned two-unit marine propulsion device is constituted by the first propulsion device and the second propulsion device, the first propulsion device and the second propulsion device require a
Is a forward gear in a propulsion direction, and a reverse gear is a gear disposed in a rear direction in the propulsion direction. The second propulsion device is a rear gear in the propulsion direction. The gears arranged on the side are used as forward gears, the gears arranged on the front side in the propulsion direction are used as reverse gears, and the forward operation directions of the shift operation parts of both propulsion units are set to be opposite to each other. It is conceivable that the reverse operation directions are also opposite to each other. [0004] However, in the marine vessel propulsion system of the two-engine type constructed as described above, the shift operation direction to be simultaneously applied to the shift operation section of each propulsion machine is opposite. It is a direction, and there is a possibility that the shift operation is erroneously performed. When a remote control device is used for the shift operation unit, it is necessary to use different control devices. SUMMARY OF THE INVENTION The present invention provides a two-engine hook-up system having a clutch body that selectively meshes with one of two gears between a forward gear and a reverse gear, and that sets the propeller rotation directions of the two propulsion units to be opposite to each other. In response to a shift operation of the same size in the same direction input to the shift operation units of the two propulsion units, the moving directions of the clutch bodies of the two propulsion units are opposite to each other and of the same size. It is an object to obtain the output of [0005] The present invention has a first propulsion device and a second propulsion device that can be arranged in parallel on a ship,
Each of the propulsion devices has a forward gear and a reverse gear that are driven to rotate in opposite directions by meshing with a pinion fixed to the drive shaft end, and slides axially on the output shaft between the two gears. A clutch body that moves and selectively meshes with one of the two gears; and a shift that is selectively operated in one of the forward operation direction and the reverse operation direction to selectively move the clutch body as described above. A marine propulsion device comprising an operating unit and having the propellers coupled to the output shafts of the two propulsion units with the twisting directions of the propellers being opposite to each other, wherein the first propulsion unit has a gear disposed on the front side in the propulsion direction. Is a forward gear, a gear disposed on the rear side in the propulsion direction is a reverse gear, and the second propulsion unit uses a gear disposed on the rear side in the propulsion direction as a forward gear, Placed on the front side of the direction The gears are used as reverse gears, and the shift operating parts of both propulsion units have the same forward operation direction and the same reverse operation direction. At the lower end of the connected shift rod, a drive pin eccentric to the crankshaft with respect to the rotation center axis of the shift rod is formed, and the drive pin is engaged with the engagement groove of the driven body connected to the clutch body. The eccentric directions of the drive pins of the two propulsion units are opposite to each other, and the shift operation direction transmitted from the shift operation unit of one of the propulsion units to the clutch body and the shift operation unit of the other propulsion unit are transmitted to the clutch unit. And the shift operation directions are opposite to each other. FIG. 1 to FIG. 5 show a first embodiment of a marine vessel propulsion apparatus according to the present invention. The two propulsion units 10A and 10B are outboard motors having engines 12A and 12B at the upper portions of casings 11A and 11B, and are arranged in parallel with the ship 13 to constitute a two-unit ship propulsion device. Each propulsion unit 10A, 10B
The operation can be controlled by remote control devices 14A and 14B arranged in the ship. 15A and 15B are operation knobs (shift operation parts), 16A and 16B are shift cables, 17A and 17B
Is a throttle cable. Here, each propulsion unit 10A,
10B is a state in which the rotation directions of the propellers 22 and 55 are reversed by adopting a mechanism described later and the steering torque generated by the propellers 22 and 55 is reduced under the condition that the rotation directions of the engines 12A and 12B are the same. This makes it possible to achieve 13 navigation safety. The first propulsion device 10A is shown in FIGS. 1, 2 (a) and 2 (c).
, FIG. 3 and FIG. 5 (a). That is, an output shaft 21 that penetrates through the center of the bearing housing 20 held by the casing 11A by the nut 19 and projects rearward is disposed below the casing 11A.
A propeller 22 having a twisting direction to the right is fixed to the rear protruding end of the output shaft 21, and a forward gear 23 and a reverse gear 24 can idle in a portion of the output shaft 21 located in the casing 11A. It is attached to. The forward gear 23 is arranged on the front side in the propulsion direction, and the reverse gear 24 is arranged on the rear side. The two gears 23 and 24 are rotatable in opposite directions by meshing with a pinion 26 fixed to the lower end of a drive shaft 25 driven by the engine 12A. Reference numeral 27 denotes a bearing mounted on the casing 11A and supporting the forward gear 23, and reference numeral 28 denotes a bearing mounted on the bearing housing 20 and supporting the reverse gear 24. The output shaft 21 is radially supported by the casing 11A via a radial bearing 29, a forward gear 23, and a bearing 27, and the casing 11A via a radial bearing 30 and a bearing housing 20.
A is radially supported. Further, the forward thrust acting on the output shaft 21 is abutted between the forward thrust transmitting portion 31 of the output shaft 21 and the end face of the forward gear 23,
The reverse thrust supported on the output shaft 21 and acting on the output shaft 21 includes a reverse thrust transmitting section 32 acting on the output shaft 21 and a reverse gear 24.
Through the bearing 28 and the bearing housing 20
It is supported by the casing 11A. Also,
The two gears 23 and 24 are positioned at a predetermined position with respect to the output shaft 21 by abutment between the gear 23 and the forward thrust transmission part 31 of the output shaft 21 and between the gear 24 and the reverse thrust transmission part 32 of the output shaft 21. And a proper meshing state with the pinion 26 can be ensured. That is, at the time of forward movement, the forward thrust acts on the end face of the forward gear 23 from the forward thrust transmitting portion 31, the forward gear 23 is pressed forward and held at a predetermined position, and the forward gear 23 and the pinion 26 have good teeth. Mesh in a hit state. Similarly, at the time of reverse travel, it acts on the reverse thrust transmission section 32 and the end face of the reverse gear 24,
Is pressed rearward and held at a predetermined position, and the reverse gear 24 and the pinion 26 mesh with a good tooth contact state. Reference numeral 33 denotes a clutch body, and the two gears 23, 24
The shaft slides on the output shaft 21 in the axial direction, and can selectively mesh with either one of the gears 23 and 24. The clutch body 33 has claws 34 and 35 on both end faces, and the claws 34
The pawl 35 can be engaged with the pawl 37 of the reverse gear 24. 38 is the propeller 22 inside the output shaft 21
Is a plunger inserted from the opposite end face (front). The output shaft 21 has an elongated hole (not shown) formed in the axial direction. Reference numeral 39 denotes a pin, which penetrates one end of the plunger 38 and a long hole of the output shaft 21 and further includes the clutch body.
An annular groove formed on the outer periphery of the clutch body 33 through the
You are facing 40. A coil spring 41 is mounted in the annular groove 40 to prevent the pin 39 from falling off. This pin 39 moves in the axial direction together with the plunger 38 within the range of the elongated hole, and enables the clutch body 33 to move. As shown in FIGS. 1, 2 (a) and (c), FIGS. 3 and 5 (a), a follower 42 is slidable and reciprocable in a sliding hole at the front end of a casing 11A. Movably mounted, follower
One end (rear end) of 42 extends toward the output shaft 21 and is connected to the plunger 38 via a rotary joint 43 so as to be relatively rotatable and integrally in the axial direction. A shift rod 44 extending in the vertical direction is rotatably mounted in a space in the front part of the casing 11A, and a shift lever 45 is fixed to an upper end of the shift rod 44. One end of a link 46 is pin-coupled to the shift lever 45, and the other end of the link 46 moves along a guide groove of a guide 47, and the shift cable 16
The ends of A are joined. That is, the shift rod 44
Is the operation knob (shift operation unit) 15A of the remote control device 14A.
Can be selectively rotated in one of the forward operation direction and the reverse operation direction by a shift operation added to. The lower end of the shift rod 44 is eccentric to the right in the traveling direction in a crank shape with respect to the rotation center axis of the shift rod 44 (by the length of the crank arm with respect to the rotation center axis of the shift rod 44). A drive pin 48 is formed, and the drive pin 48
Is mounted (engaged) in an engagement groove 49 formed on the driven body 42 and opened on the right side in the traveling direction. As a result, in the first propulsion device 10A,
When the operation knob 15A of the remote control device 14A is operated in the forward operation direction (F direction), the rotation of the shift rod 44 causes the drive pin 48 to swing in the F direction shown in FIG. And the clutch body 33 is engaged with the forward gear 23, so that the output shaft 21 and the propeller 22 can rotate forward. On the other hand, when the operation knob 15A of the remote control device 14A is operated in the reverse operation direction (R direction), the rotation of the shift rod 44 causes the drive pin 48 to swing in the R direction shown in FIG.
Is moved to the rear side to engage the clutch body 33 with the reverse gear 24, thereby enabling the output shaft 21 and the propeller 22 to rotate backward. The second propulsion unit 10B is shown in FIGS. 1, 2 (b) and 2 (d).
And it is comprised as shown in FIG. Casing 11B
A propeller shaft 53 that penetrates the center of a bearing housing 52 held by the casing 11B by a nut 51 and protrudes rearward is disposed at a lower portion of the gear shaft. A gear mount shaft 54 is concentric with a front side of the propeller shaft 53. Are splined together.
The propeller shaft 53 and the gear mount shaft 54 constitute the output shaft 21, a propeller 55 having a twisting direction to the left is fixed to the rear protruding end of the propeller shaft 53, and the gear mount shaft 54 has a forward gear 56. , A reverse gear 57 is mounted so as to freely rotate. The forward gear 56 is disposed on the rear side in the propulsion direction, and the reverse gear 57 is disposed on the front side. Also, both gears
The wheels 56 and 57 are rotatable in opposite directions by meshing with a pinion 59 fixed to the lower end of a drive shaft 58 driven by the engine 12B. A forward gear is provided at a front end in the bearing housing 52.
A bearing 60 supporting 56 is mounted, and a casing
A bearing 61 for supporting the reverse gear 57 is mounted on 11B. The propeller shaft 53 is radially supported by the casing 11B via radial bearings 62, 63 provided at two axial positions and a bearing housing 52 that holds the bearings 62, 63. Further, the propeller shaft 53 includes a thrust transmitting portion 64 having a flange shape, and forward thrust acting on the propeller shaft 53 is formed as a forward thrust transmitting portion 64F formed by a front end surface of the thrust transmitting portion 64 and a forward thrust receiving portion. Of the bearing 60 with the end face of the inner ring, and is supported by the casing 11B via the plate 65. The reverse thrust acting on the propeller shaft 53 abuts the reverse thrust transmitting portion 64 formed by the rear end face of the thrust transmitting portion 64 with the thrust bearing 66 as the reverse thrust receiving portion, and supports the thrust bearing 66 on the rear side. Casing 11 via bearing housing 52 and nut 51
Supported by B. The gear mount shaft 54 includes a radial bearing 67, a forward gear 56, a bearing 60, and a bearing housing 52 at a rear portion.
At the front end of the casing 11B via a radial bearing 68, a reverse gear 57, and a bearing 61. In addition, the two gears 56 and 57 are respectively brought into contact with a step between the gear 56 and the gear mount shaft 54, and by contact with a step between the gear 57 and the gear mount shaft 54,
It is held at a predetermined position with respect to the gear mount shaft 54, so that a proper meshing state (tooth contact state) with the pinion 59 can be ensured. A clutch body 69 slides axially on the gear mount shaft 54 between the gears 56 and 57, and can selectively mesh with either one of the gears 56 and 57. The clutch body 69 has claws 70 and 71 on both end surfaces, and the claws 70
The pawl 71 can be engaged with the pawl 72 of the reverse gear 57.
Can be engaged. A plunger 74 is inserted into the gear mount shaft 54 from the opposite (front) end face of the propeller 55, and the gear mount shaft 54 has an elongated hole (not shown) formed in the axial direction. A pin 75 penetrates one end of the plunger 74 and the elongated hole of the gear mount shaft 54, further penetrates the clutch body 69, and faces an annular groove 76 formed on the outer periphery of the clutch body 69. A coil spring 77 is mounted in the annular groove 76 to prevent the pin 75 from falling off. This pin 75 moves in the axial direction together with the plunger 74 within the range of the elongated hole, and enables the clutch body 69 to move. As shown in FIGS. 1, 2 (b) and 4 (d), and FIGS. 4 and 5 (b), the follower 78 is slidable and reciprocable in the sliding hole at the front end of the casing 11B. Movably mounted, follower
One end (rear end) of 78 extends toward the gear mount shaft 54, and is connected to the plunger 74 via a rotary joint 79 so as to be relatively rotatable and integrally in the axial direction. A shift lever 81 is fixed to the upper end of the shift rod 80, one end of a link 82 is pin-coupled to the shift lever 81, and the other end of the link 82 moves along the guide groove of the guide 83, and The end of the shift cable 16B is connected. That is, the shift rod 80 can be selectively rotated in either the forward operation direction or the reverse operation direction by a shift operation applied to the operation knob (shift operation section) 15B of the remote control device 14B. At the other end of the shift rod 80, a drive pin 84 formed eccentrically in a crank shape to the left in the traveling direction with respect to the rotation center axis of the shift rod 80 is formed,
The drive pin 84 is mounted (engaged) in an engagement groove 85 formed on the driven body 78 and opened on the left side in the traveling direction. A remote control device 14A for both propulsion units 10A and 10B,
14B, the operation knobs 15A and 15B have the same forward operation direction and the same reverse operation direction. When the two propulsion units 10A and 10B are arranged in parallel, the drive pin 84 of the second propulsion unit 10B is connected to the first propulsion unit 10B.
The drive pin 48 of A is provided with a bent shape in the opposite direction as described above, for example, a line symmetry. Thus, the second propulsion device 10A and the second propulsion device 10B can be operated under the same shift operation direction applied to the shift operation portions of the two propulsion devices 10A and 10B.
The moving direction transmitted to the clutch body 69 from the remote control device 14B of B is opposite to the moving direction transmitted to the clutch body 33 from the remote control device 14A to the first propulsion unit 10A. In the second propulsion device 10B, a remote control device
When the operation knob 15B of the 14B is operated in the forward operation direction (F direction), the rotation of the shift rod 80 causes the drive pin 84 to move as shown in FIG.
(b), the driven body 78 is moved backward, the clutch body 69 is engaged with the forward gear 56, and the gear mount shaft 54, the propeller shaft 53, and the propeller 55 are rotated forward. Make it possible. On the other hand, when the operation knob 15B of the remote control device 14B is operated in the reverse operation direction (R direction), the rotation of the shift rod 80 causes the drive pin 84 to swing in the R direction shown in FIG. Move the clutch body 69 forward to the reverse gear.
The gear mount shaft 54, the propeller shaft 53, and the propeller 55 are allowed to rotate backward. At this time, the arrangement of the forward gear 23 and the reverse gear 24 in the first thruster 10A and the second thruster 10B
The arrangement of the forward gear 56 and the reverse gear 57 is set so that the phases are opposite to each other before and after the pinions 26 and 59. Therefore, even if the rotation directions of the pinions are the same, the first Propeller 22 of propulsion device 10A and second propulsion device 10B
The propellers 55 are driven with their rotational directions opposite to each other. Therefore, according to the first embodiment,
Under the condition that the shift operation directions applied to the shift operation sections of the two propulsion units 10A and 10B are the same, the clutch bodies 33 and 69 are used.
In opposite directions, thereby rotating their output shafts 21, 53 in opposite directions, so that the two propulsors 10 A, 10 A
The propeller rotation directions of B can be made opposite to each other. As a result, there is no risk of erroneous shift operation, and the same remote control devices 14A and 14B can be used. FIG. 6 is a schematic diagram showing the overall configuration of a marine vessel propulsion apparatus according to a second embodiment of the present invention (the second embodiment has no direct relationship with the claims). The differences from the first embodiment are as follows. That is, in the second embodiment, the shift rod 44 of the first propulsion device 10A is placed under the condition that the two propulsion devices 10A and 10B are arranged in parallel.
And the drive pin 84X of the shift rod 80 in the second propulsion device 10B are bent in the same direction. When the two propulsion units 10A and 10B are arranged in parallel, the second propulsion unit
The connecting point of the link 82X to the shift lever 81 in 10B is arranged at a position that is line-symmetric with the connecting point of the link 46 to the shift lever 45 in the first propulsion unit 10A. Accordingly, under the condition that the shift operation directions applied to the shift operation portions of both the propulsion units 10A and 10B are the same, the movement direction transmitted from the remote control device 14B of the second propulsion unit 10B to the clutch body 69 is changed to the second direction. The direction is opposite to the moving direction transmitted to the clutch body 33 from the remote control device 14A of the one propulsion unit 10A. FIGS. 7 to 9 show a third embodiment of the marine vessel propulsion apparatus according to the present invention (the third embodiment has no direct relation to the claims). FIG. FIG. 7 (b) and FIG. 8 are sectional views taken along line VIII-VIII and IX-IX in FIG. 7 (a). FIG. 9 and FIG. 9 are explanatory diagrams of the operation of the other outboard motor 100B. As shown in FIG. 7, the first outboard motor 100A has an output shaft disposed substantially horizontally in a casing 101.
A gear 103 and a gear 104 for forward movement are mounted on the motor 102 so as to rotate freely.The gears 103 and 104 mesh with a pinion 106 fixed to a drive shaft 105 driven by the engine, and are opposite to each other. Rotated in the direction. 107, 108 is gear 10
3 and 104 are bearings that rotatably support the inside of the casing 101. A propeller whose twisting direction is rightward is fixed to the rear protruding end of the output shaft 102. Also, the forward gear
103 is located forward of the propulsion direction and has a reverse gear 104
Is disposed on the rear side in the propulsion direction. Reference numeral 109 denotes a clutch body, and both gears 103 and 104
Are spline-coupled to the output shaft 102 so as to be slidable in the axial direction. The clutch body 109 has pawls 110 and 111 protruding in the axial direction, and the two gears 103 and 104 have pawls 110 and 111.
Claws 112 and 113 are formed opposite to 110 and 111, and these claws are formed.
The engagement clutches are formed by 110, 112 and 111, 113, respectively. A plunger 114 is inserted into the output shaft 102 from the side opposite to the propeller, and has a substantially cylindrical shape with one end opened. The output shaft 102 has an elongated hole 115 long in the axial direction.
Is formed, and a pin 116 penetrates one end of the plunger 114.
Penetrates the elongated hole 115 and the clutch body 109 and faces an annular groove 117 provided on the outer periphery of the clutch body 109. Annular groove 1
A coil spring 117A is mounted on 17 to prevent the pin 116 from falling off. As a result, the clutch body 109 moves integrally with the plunger 114 within the range of the elongated hole 115. The plunger 114 incorporates a day tent mechanism. The day tent mechanism includes a ball 118 that can be advanced and retracted in the radial direction through the cylindrical portion of the plunger 114, and a pair of retainers 119 and 120 that are inside the plunger 114 and have a substantially symmetric conical tapered surface that sandwiches the ball 118. Prepare. The retainers 119 and 120 are slidably supported on a single shaft 121. One end of the shaft 121 is in contact with one of the retainers 119, and the other end is provided between the washer locked at the other end and the other retainer 120. The spring 122 is contracted. As a result, retainers 119 and 12
0 presses the ball 118 from both sides with an equal force. Further, a concave portion 123 is formed on the inner surface of the output shaft 102, and the clutch body 10 is formed.
In the neutral position 9, the ball 118 engages with this recess 123. Therefore, this day tent mechanism is used for the ball 11
8 retains the clutch body 109 at the neutral position engaged with the concave portion 123, while when a predetermined axial load is applied to the plunger 114, the ball 118 compresses the spring 122 while the retainer 119,
120 is pushed open and pushed in toward the center to escape from the concave portion 123. Since the tapered surfaces of the retainers 119 and 120 are substantially symmetric, the load required to cause the ball 118 to escape from the concave portion 123 is substantially the same in both directions. Reference numeral 124 denotes a cam follower,
1 is housed in the cam follower loading chamber 125, and the output shaft 102
Move forward and backward in parallel. One end of the cam follower 124 is rotatably connected to the plunger 114. Shift axis 12
6 The shift lever 127 is fixed to the upper end of the
Has a lower end extending into a cam follower loading chamber 125, to which a substantially diamond-shaped cam 128 is splined. The cam follower 124 has a substantially arcuate cam surface with which the cam 128 slides.
129 are formed, and the cam follower rotates with the rotation of the cam 128.
124 moves back and forth in the axial direction (FIG. 8). The shift lever 127 can be fixed at each of neutral (N), forward rotation 8 forward, F) and reverse rotation (reverse, R) positions. That is, in the outboard motor 100A, when the shift lever 127 is in the neutral position (N), the ball 118 of the detent mechanism is engaged with the concave portion 123, and the clutch body 109 is
Does not mesh with either 103 or 104. Therefore, the output shaft 102
Is not transmitted to the engine. Shift lever 127
Is rotated to the forward position (F), the cam 128 is twisted counterclockwise in FIG. 8, and the ball 118 escapes from the concave portion 123 when the torsion spring force applied to the shift shaft 126 reaches the set load of the detent mechanism. At this time, the cam follower 124, the plunger 114, and the clutch body 109 move toward the forward gear 103 with a snap operation due to the torsional spring force stored in the shift shaft 126, and the claws 110 and 112 mesh with each other. Therefore, the rotation of the gear 103 is transmitted to the propeller via the clutch body 109 and the output shaft 102, and the boat moves forward. Shift lever 127 to reverse position (R)
, The clutch body 109 meshes with the reverse gear 104 in the opposite direction to the forward rotation, and the propeller rotates in the reverse direction. The second outboard motor 100B is configured as shown in FIG. 9 and differs from the first outboard motor 100A in the following points. That is, in the outboard motor 100B, the twisting direction of the propeller fixed to the output shaft 102 is set to the left direction, and the forward gear 103X is disposed on the rear side in the propulsion direction, and the forward gear in the propulsion direction. The reverse gear 104X is arranged at the rear end. The forward operation direction and the reverse operation direction of the shift lever 127 X are respectively set to the shift lever 127 of the outboard motor 100.
In the forward operation direction and the reverse operation direction. That is, when the outboard motors 100A and 100B are arranged in parallel, the cam surface 129X and the cam 128X of the cam follower 124X of the outboard motor 100B become the cam surface of the cam follower 124X of the outboard motor 100A. 129 and the cam 128 are set to be line-symmetric. As a result, both outboard motors 10
Under the condition that the shift operation directions applied to the shift levers 127, 127X of A, 100B are the same, the second outboard motor 100B
The movement direction transmitted from the shift lever 127X of the first outboard motor 100A to the clutch body 109 is opposite to the movement direction transmitted from the shift lever 127 of the first outboard motor 100A to the clutch body 109. According to the present invention, the shift operation portions of the two propulsion units have their forward operation directions identical to each other and their reverse operation directions mutually identical. At the lower end of the shift rod connected to the shift operating portion, a drive pin eccentrically formed in a crank shape with respect to the rotation center axis of the shift rod is formed, and the drive pin is formed in the engagement groove of the driven body connected to the clutch body. The pins are engaged, and the eccentric directions of the drive pins of the two propulsion units are set to be opposite to each other. The moving direction transmitted to the clutch body is configured to be opposite to each other. Therefore, the operating force applied to the shift operation section becomes the rotational movement of the shift rod, and this rotational movement becomes the oscillating movement of the drive pin, and the oscillating movement is converted into the reciprocating movement of the driven body, and the clutch body is moved. Regardless of the direction of operation, the input is smoothly converted into a reciprocating motion for moving the clutch body. Therefore, a two-engine marine vessel having a clutch body that selectively meshes with one of the two gears between the forward gear and the reverse gear, and in which the propeller rotation directions of the two propulsion units are opposite to each other. In the propulsion device, in response to a shift operation of the same magnitude in the same direction input to the shift operation units of both propulsion units, outputs of the same magnitude in which the moving directions of the clutch bodies of both propulsion units are opposite to each other. Is obtained.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall configuration of a first propulsion device and a second propulsion device that constitute a first embodiment of a marine vessel propulsion device according to the present invention. FIGS. 2 (a) and 2 (b) are schematic diagrams respectively showing main parts of a first propulsion device and a second propulsion device of the first embodiment, and FIG. 2 (a) is a sectional view taken along the line IVA-IVA, FIG. 2 (d) is a sectional view taken along the line IVB-IVB in FIG. 2 (b), and FIG. 2 (e) is a sectional view of the first embodiment. It is a top view which shows a use state. FIG. 3 is a cross-sectional view showing a main part of the first propulsion device of the first embodiment in detail. FIG. 4 is a cross-sectional view showing a main part of a second propulsion device of the first embodiment in detail. 5 (a) is an enlarged view of a main part of FIG. 3, and FIG. 5 (b)
FIG. 5 is an enlarged view of a main part of FIG. 4. FIG. 6 is a schematic diagram showing an overall configuration of a marine vessel propulsion apparatus according to a second embodiment of the present invention. 7 (a) is an enlarged sectional view of a main part of one of the outboard motors of the two-unit marine vessel propulsion apparatus according to Embodiment 3 of the marine vessel propulsion apparatus of the present invention, and FIG. FIG. 8 is a sectional view taken along line VIII-VIII in FIG. FIG. 8 is an operation explanatory view taken along a line IX-IX in FIG. 7 (a). FIG. 9 is an operation explanatory view of the other outboard motor of the two-unit marine vessel propulsion apparatus according to Embodiment 3 of the marine vessel propulsion apparatus of the present invention. [Description of Signs] 10A: first propulsion unit 10B: second propulsion unit 22: propeller 23: forward gear 24: reverse gear 26: pinion 33: clutch body 42: driven body 44: shift rod 55: propeller 59: Pinion 56: Forward gear 57: Reverse gear 78: Follower 80: Shift rod 84: Drive pin

Claims (1)

(57) [Claims] A first propulsion unit and a second propulsion unit that can be arranged in parallel on a ship
A forward gear and a reverse gear, each of which is driven to rotate in opposite directions by meshing with a pinion fixed to a drive shaft end, and an output between the two gears. A clutch body that slides on the shaft in the axial direction and selectively meshes with one of the two gears; and a clutch body that is selectively operated in one of the forward operation direction and the reverse operation direction, and the clutch body is moved as described above. And a shift operation unit for selectively moving the propellers, and wherein the propellers coupled to the output shafts of the two propulsors have the torsional directions opposite to each other. The gear disposed on the front side is a forward gear, the gear disposed on the rear side in the propulsion direction is a reverse gear, and the second propulsion unit uses the gear disposed on the rear side in the propulsion direction as the forward gear. Gears and in front of the propulsion direction The gears arranged on the side are reverse gears, and the shift operating portions of the two propulsion units have the same forward operation direction and the same reverse operation direction. At the lower end of the shift rod connected to the shift operation part, a drive pin eccentric in a crank shape with respect to the rotation center axis of the shift rod is formed,
The drive pin is engaged with the engagement groove of the driven body connected to the clutch body so that the rotational movement of the shift rod can be converted to the reciprocating movement of the driven body, and the eccentric directions of the drive pins of the two propulsion units can be mutually changed. The movement direction transmitted from the shift operation unit of one propulsion unit to the clutch body and the movement direction transmitted from the shift operation unit of the other propulsion unit to the clutch unit are opposite to each other. Ship propulsion device.