JP3472382B2 - Outboard motor shift device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an outboard motor shift device for controlling power transmission from an engine to a propeller by means of a rotary shift rod.

[0002]

2. Description of the Related Art Outboard motor shift devices (forward / reverse switching devices)
There are two types of shift rods, a vertical type and a rotary type. Considering interference between the upper end of the shift rod extending in the engine room and other members, the rotary type in which the shift rod does not move vertically is advantageous.

As such a rotary type shift device, the one described in Japanese Utility Model Publication No. 44-13325 is known.

[0004]

By the way, the shift output shaft is arranged in parallel with the shift rod, and the drive sector gear fixed to the shift output shaft is engaged with the driven sector gear fixed to the shift rod to shift the rotation of the shift output shaft. In the case of transmission to the rod, if the drive sector gear and the driven sector gear are disengaged during maintenance or the like, the engagement phase may shift when the both sector gears are engaged next time.
When the phases of both sector gears are deviated in this way, the shift rod cannot be sufficiently rotated in the forward rotation direction or the reverse rotation direction, and the forward rotation or the reverse rotation of the propeller becomes impossible,
Alternatively, the shift rod may overstroke and damage the shift gear mechanism.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to properly engage a drive sector gear and a driven sector gear during maintenance or the like.

[0006]

In order to achieve the above-mentioned object, the invention described in claim 1 is mounted in a power transmission system for transmitting a driving force of an engine to a propeller, and the propeller is rotated forward and backward and rotated. A shift gear mechanism that controls stop, a rotatable shift rod that is connected to the shift gear mechanism and controls the operation of the shift gear mechanism, a shift output shaft that is connected to a shift operation lever and that rotates, and is fixed to the shift output shaft. And a driven sector gear that is fixed to the shift rod and meshes with the driving sector gear.The operation of the shift operating lever is performed by the shift gear mechanism via the shift output shaft, the driving sector gear, the driven sector gear, and the shift rod. An outboard motor shift device for transmitting,
At least one side of a straight line connecting the shift output shaft and the shift rod is provided with a stopper which serves as a guide when the rotating ends of the drive sector gear and the driven sector gear are restricted to engage with each other.

The invention described in claim 2 is characterized in that, in addition to the structure of claim 1, a pair of stoppers for restricting the left and right rotating ends of the driven sector gears on both sides of the straight line are provided.

[0008]

According to the structure of claim 1, when the drive sector gear and the driven sector gear are meshed with each other, the drive sector gear and the driven sector gear are brought into contact with a stopper provided on at least one side of a straight line connecting the shift output shaft and the shift rod. Positioning allows the drive sector gear and the driven sector gear to mesh with each other in the correct phase.

According to the second aspect of the present invention, even if the drive sector gear and the driven sector gear mesh with each other in a state where the phases are deviated from each other, one of the pair of stoppers restricts the rotation end of the driven sector gear, and thus the shift gear. It is possible to prevent the mechanism from overstroke.

[0010]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 9 show an embodiment of the present invention. FIG. 1 is an overall side view of an outboard motor, FIG. 2 is an enlarged cross-sectional view of an essential part of FIG. 1, and FIG. 3 is a left side surface of an engine. Fig. 4, Fig. 4 is an enlarged view in the four directions of Fig. 3, Fig. 5 is an enlarged view of the main part of Fig. 2, Fig. 6 is a view of the line 6-6 in Fig. 5, and Fig. 7 is an enlarged cross section of the main part of Fig. 1. FIG. 8 is an enlarged sectional view taken along line 8-8 of FIG. 7, and FIG. 9 is an explanatory view of the operation.

As shown in FIGS. 1 and 2, the outboard motor O is
A mount case 2 coupled to the upper portion of the extension case 1 is provided, and an in-line 4-cylinder 4-cycle engine E is supported on the upper surface of the mount case 2. An under case 3 having an open upper surface is coupled to the mount case 2, and an engine cover 4 is detachably attached to an upper portion of the under case 3. An under cover 5 is attached between the lower edge of the under case 3 and the upper edge of the extension case 1 so as to cover the outside of the mount case 2.

The engine E includes a cylinder block 6, a crankcase 7, a cylinder head 8, a head cover 9, a lower belt cover 10, an upper belt cover 11 and an oil pan 40. The cylinder block 6 and the crankcase 7 are the mount cases. 2 is supported on the upper surface.
Oil discharge passage ₆₁ formed in the cylinder block 6 communicates with the interior of the oil pan 40. The cylinder block 6, the crankcase 7 and the mount case 2 constitute an engine main case, and the cylinder head 8, the head cover 9, the lower belt cover 10, the upper belt cover 11 and the oil pan 40 are attached to the engine main case.

The pistons 13 ... Are slidably fitted in the four cylinders 12a ₁ , 12a ₂ , 12b ₁ , 12b ₂ formed in the cylinder block 6, and the pistons 13 ... It is connected to the crankshaft 15 arranged in the vertical direction.

The flywheel 1 is attached to the lower end of the crankshaft 15.
The drive shaft 17 connected together with 6 extends downward inside the extension case 1, and the lower end thereof is a gear case 18
It is connected to a propeller shaft 21 having a propeller 20 at its rear end via a shift gear mechanism 19 provided inside. The lower end of the shift rod 22 is connected to the front portion of the shift gear mechanism 19 so as to switch the rotation direction of the propeller shaft 21.

A swivel shaft 25 is fixed between an upper mount 23 provided on the mount case 2 and a lower mount 24 provided on the extension case 1, and a swivel case 26 rotatably supporting the swivel shaft 25.
Is supported by a stern bracket 27 attached to the stern S so as to be vertically swingable via a tilt shaft 28.

One camshaft 29 parallel to the crankshaft 15
Is rotatably supported by the cylinder head 8, and a timing belt 33 is wound around a crank pulley 30 provided at the upper end of the crank shaft 15 and a cam pulley 31 provided at the upper end of the cam shaft 29. A generator 36 including a stator 34 and a rotor 35 is provided above the crank pulley 30, and a starting pulley 37 for manually starting the engine E is provided above the generator 36. The crank pulley 30, the cam pulley 31, the timing belt 33, the generator 36, and the starting pulley 37 are housed inside the lower belt cover 10 and the upper belt cover 11.

Next, the outboard motor O will be described with reference to FIGS.
The structure of the shift device will be described.

As is apparent from FIGS. 3 and 4, a shift input shaft 72 extending in the vertical direction is rotatably supported by a mounting bracket 71 fixed to the left side surface of the crankcase 7 of the engine E, and this shift is performed. The shift input arm 73 and the first regulating arm 74 are fixed to the lower end and the upper end of the input shaft 72, respectively. A tip of the shift input arm 73 is connected to a shift operation lever 98 provided at a position apart from the outboard motor O by a Bowden wire 75 penetrating the wall portion of the undercase 3.

A throttle arm 91 is pivotally supported on the mounting bracket 71 via a throttle shaft 90 extending in the left-right direction, and the tip of the throttle arm 91 is located at a position away from the outboard motor O via a Bowden wire 92. It is connected to the provided throttle operation lever 99. The throttle arm 91 is integrally formed with a drive pulley 93 and a second restriction arm 94 that can come into contact with the first restriction arm 74. The Bowden wire 95 wound around the drive pulley 93 is in front of the engine E. The portion is bypassed from the left side surface to the right side surface and connected to a throttle valve lever (not shown).

A shift output shaft 76 extending in the vertical direction is rotatably supported on the front portion of the crankcase 7, and a shift fixed to the upper end of the shift output shaft 76 extending upward from the upper surface of the crankcase 7. The tip of the output arm 77 and the intermediate portion of the shift input arm 73 are connected by a shift link 78.

The shift output arm 77 has three recesses 7
7 _N , 77 _F , 77 _R and one dog 77 ₁ are formed. A leaf spring 79 is provided on the side wall of the crankcase 7.
One end of the leaf spring 79 is fixed by a bolt 80, and a roller 81 provided at the other end of the leaf spring 79 selectively engages with the three recesses 77 _N , 77 _F , 77 _R. In the neutral position shown in FIG. 4, the roller 81 engages with the recess 77 _N to position the shift output shaft 76, and the dog 77 ₁ kicks the limit switch 82 to detect the neutral position. At the forward position where the shift output shaft 76 rotates clockwise from the position of FIG. 4, the roller 81 engages with the recess 77 _F to position the shift output shaft 76, and the shift output shaft 76 rotates counterclockwise. In the moved reverse position, the roller 81 engages with the recess 77 _R to position the shift output shaft 76.

Therefore, the shift operating lever 98 is operated.
And Bowden wire 75, shift input arm 73, shift
Shift output via link 78 and shift output arm 77
The force shaft 76 rotates and the shift output shaft 76 shifts the output.
Three recesses 77 of arm 77 _N, 77_F, 77_RAnd low
By the engagement with the la 81, the neutral position,
Either forward position or reverse position
Stop at.

When the shift output shaft 76 is in the neutral position, the second restricting arm 94 comes into contact with the first restricting arm 74 which rotates integrally with the shift input arm 73, so that the throttle arm 91 moves from the fully closed position. The rotatable angle is restricted to the minimum value, which restricts the idling of the engine E in the neutral position.

When the shift output shaft 76 is in the forward position, the second restricting arm 94 moves toward the first restricting arm 74.
The throttle arm 91 can be freely rotated without coming into contact with the engine, and the operating state of the engine E can be changed from low speed to high speed by rotating the throttle arm 91 from the fully closed position to the fully opened position. Further, when the shift output shaft 76 is in the reverse position, the first restricting arm 74 has the second restricting arm 9
By the contact of 4 with each other, the rotatable angle of the throttle arm 91 from the fully closed position is regulated to an intermediate value larger than the minimum value, whereby the high speed operation of the engine E in the reverse position is regulated.

As is apparent from FIGS. 5 and 6, the intermediate portion of the shift output shaft 76 is supported by the holder 51 provided in the crankcase 7 via the seal member 52, and
The lower end is supported by the mount case 2 via a bush 53. The shift output arm 77 and the drive sector gear 83 are fixed to the upper end and the lower end of the shift output shaft 76, respectively. On the other hand, a sleeve 54, to which a driven sector gear 84 is fixed, is supported on the mount case 2 via a bush 55 and a seal member 56, and the lower end of the sleeve 54 is prevented from coming off by a washer 57 and an E ring 58. The upper end of the shift rod 22 is splined to the inner circumference of the sleeve 54. The drive sector gear 83 and the driven sector gear 84 mesh with each other inside the flywheel storage chamber 38.

On the inner wall surface of the mount case 2, a pair of left and right first stoppers 2 ₁ , 2 _{1 with} which both side edges 83 ₁ , 83 ₁ of the drive sector gear 83 can abut are formed, and from the bottom surface of the mount case 2. Both side edges 8 of the driven sector gear 84
A pair of left and right second stoppers 2 ₂ and 2 ₂ which can contact 4 ₁ and 84 ₁ are projected.

As is apparent from FIGS. 7 and 8, a first driven bevel gear 85 and a second driven bevel gear 86 are rotatably supported on the outer periphery of the propeller shaft 21, and these first and second driven bevel gears are supported. 85 and 86 are drive shafts 17
Meshes with a drive bevel gear 97 provided at the lower end of the. First,
A shift member 87 that is spline-fitted to the propeller shaft 21 is slidably supported between the second driven bevel gears 85 and 86. Axial ends respectively engaging the Tomeha 87 of the shift member 87 ₁ ..., along with 87 ₂ ... are formed, these locking teeth 87 ₁ ..., the locking teeth 85 that face engageable 87 ₂ ...
₁ ..., 86 ₁ are respectively provided to the first driven bevel gear 85 and the second driven bevel gear 86.

A sliding shaft 88 is slidably supported in the shaft hole 21 ₁ of the propeller shaft 21 and the shaft hole 18 _{1 of the} gear case 18, and a pair of flanges 88 provided on the sliding shaft 88.
An eccentric pin 22 ₁ provided at the lower end of the shift rod 22 is engaged between ₁ and 88 ₁ . Both ends of a pin 89 provided on the sliding shaft 88 penetrate the long holes 21 ₂ and 21 ₂ of the propeller shaft 21 and engage with the shift member 87. Reference numeral 88 ₂ in FIG. 8 is a ball and detent mechanism consisting of a spring for positioning the sliding shaft 88 to the neutral position.

Next, the operation of the embodiment of the present invention having the above construction will be described.

When the shift position is in the neutral position, the roller 81 provided at the tip of the leaf spring 79 in FIG.
7 _N is engaged. At this time, in FIG. 8, the locking teeth 87 ₁ ... 87 ₂ of the shift member 87 of the shift gear mechanism 19
... is the locking teeth 85 ₁ ... and the second of the first driven bevel gear 85
It is not engaged with any of the locking teeth 86 ₂ of the driven bevel gear 86. Therefore, the first and second driven bevel gears 85, which mesh with the drive bevel gear 97 provided at the lower end of the drive shaft 17,
86 idles, and power is not transmitted to the propeller shaft 21.

In FIG. 4, when the Bowden wire 75 is pulled, the shift input shaft 72 and the shift input arm 73 rotate clockwise, so that the shift output shaft 76 and the shift output arm 77 are moved to the forward position via the shift link 78. And the driven sector gear 84 and the shift rod 22 rotate counterclockwise via the drive sector gear 83. As a result, the eccentric pin 22 ₁ of the shift rod 22 in FIG.
8, the shift member 87 moves to the right, and the lock teeth 87 _{1 of the} shift member 87 are locked by the lock teeth 85 ₁ of the first driven bevel gear 85.
Engage with. Accordingly, the rotation of the drive bevel gear 97 is transmitted to the first driven bevel gear 85 and the shift member 87, and the propeller shaft 21 rotates in the forward direction.

On the other hand, when the Bowden wire 75 is pushed in FIG. 4, the shift input shaft 72 and the shift input arm 73 rotate in the counterclockwise direction, and the shift output shaft 76 and the shift output arm 77 via the shift link 78. Rotates counterclockwise toward the reverse position, and further the driven sector gear 84 and the shift rod 22 rotate clockwise via the drive sector gear 83. As a result, in FIG. 8, the eccentric pin 22 ₁ of the shift rod 22 moves the shift member 87 together with the sliding shaft 88 to the left, and the shift member 87 is moved.
The locking teeth 87 of the ₂ ... is locking teeth 8 of the second driven bevel gear 86
It engages with 6 ₁ . As a result, the rotation of the drive bevel gear 97 is transmitted to the second driven bevel gear 86 and the shift member 87, and the propeller shaft 21 rotates in the reverse direction.

Now, when the driving sector gear 83 and the driven sector gear 84 are disengaged from each other after maintenance, etc., when the two sector gears 83 and 84 are again meshed, the phase of the two sector gears 83 and 84 must be exactly matched to each other, and the shift operation lever There is a possibility that the propeller 20 may rotate normally or reversely even if 98 is in the neutral position, or that the propeller 20 may not rotate normally or reversely even if the shift operation lever 98 is operated to the forward position or the reverse position.

In order to avoid such a problem, it is necessary to mesh both sector gears 83 and 84 in the correct phase. That is, as shown in FIG. 9 (A), the shift output shaft 7
6 and the first example the right of the straight line L connecting the shift rod 22, the second stopper 2 _1, 2 _2, the side edges 84 _first side edge 83 ₁ and the driven sector gear 84 of the driving sector gear 83 is brought into contact, respectively. At this time, the ridges of the drive sector gear 83 and the ridges of the driven sector gear 84 come into contact with each other so that the sector gears 83 and 84 do not mesh with each other.

From this state, as shown in FIG.
By separating the driving sector gear 83 from pivot slightly be allowed first stopper 2 ₁ in the direction of arrow a, another is meshed both sector gear 83, 84. By utilizing this manner the stopper 2 _1, 2 ₂ as a guide, both the sector gear 83 is meshed with the correct phase it is possible to reliably operate the shift gear mechanism 19.

Further, even if the drive sector gear 83 and the driven sector gear 84 mesh with each other in an incorrect phase,
Since the left and right turning ends of the driven sector gear 84 connected to the shift gear mechanism 19 are restricted by the pair of stoppers 2 ₂ and 2 ₂ , the shift gear mechanism 1 due to overstroke
The damage of 9 can be prevented in advance.

Although the embodiments of the present invention have been described in detail above, the present invention can be modified in various ways without departing from the scope of the invention.

For example, in the embodiment, when the drive sector gear 83 and the driven sector gear 84 are meshed with each other, the drive sector gear 83, which is once in contact with the first stopper 2 ₁ , is slightly separated from the first stopper 2 ₁ and is driven. Although it is meshed with the sector gear 84, if the positions of the first and second stoppers 2 ₁ and 2 ₂ are set appropriately, the drive sector gear 83 and the driven sector gear 84 are respectively set to the first and second stoppers 2 ₁ and 2 _2.
It is also possible to engage them while they are in contact with. In the embodiment, the shift output shaft 76 and the shift rod 22 are also included.
Although the first and second stoppers 2 ₁ and 2 ₂ are provided on both sides of the straight line L connecting the _two , it is possible to provide the _first and second stoppers 2 ₁ and 2 ₂ on only one side of the straight line L. .

[0040]

As described above, according to the invention described in claim 1, the stopper for restricting the rotation ends of the drive sector gear and the driven sector gear is provided on at least one side of the straight line connecting the shift output shaft and the shift rod. By providing the stopper, the drive sector gear and the driven sector gear can be engaged with each other in a correct phase by using the stopper as a guide, and the shift gear mechanism can be reliably operated.

According to the invention described in claim 2,
By providing the pair of stoppers for restricting the left and right rotating ends of the driven sector gears on both sides of the straight line, even if the both-moving sector gears engage with each other illegally, the overstroke of the shift gear mechanism can be prevented in advance. .

[Brief description of drawings]

1] Overall side view of the outboard motor

FIG. 2 is an enlarged cross-sectional view of the main part of FIG.

FIG. 3 is a left side view of the engine

FIG. 4 is an enlarged view in the four directions of FIG.

5 is an enlarged view of a main part of FIG.

6 is a view taken along the line 6-6 of FIG.

7 is an enlarged cross-sectional view of the main part of FIG.

8 is an enlarged sectional view taken along line 8-8 of FIG.

FIG. 9 is an explanatory diagram of operation

[Explanation of symbols]

E engine L straight line 2 ₁ first stopper (stopper) 2 ₂ second stopper (stopper) 19 shift gear mechanism 20 propeller 22 shift rod 76 shift output shaft 83 drive sector gear 84 driven sector gear 98 shift operation lever

Continuation of the front page (56) Reference JP-A-1-262292 (JP, A) JP-A-8-91296 (JP, A) JP-A 64-52591 (JP, A) Actual development Sho-60-131641 (JP , U) Jitsukaihei 4-22396 (JP, U) Jitsuho 44-13325 (JP, Y1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B63H 20/14

Claims (2)

(57) [Claims] 1. A driving force of an engine (E) is applied to a propeller (2).
0) and a propeller (2)
0) the forward / reverse rotation and rotation stop of the shift gear mechanism (19), and the rotatable shift rod (2) connected to the shift gear mechanism (19) and controlling the operation of the shift gear mechanism (19).
2), a shift output shaft (76) which is connected to the shift operation lever (98) and rotates, and a drive sector gear (8) fixed to the shift output shaft (76).
3) and a driven sector gear (84) which is fixed to the shift rod (22) and meshes with the drive sector gear (83). The shift operation lever (98) is operated by the shift output shaft (76), A shift device for an outboard motor, which transmits to a shift gear mechanism (19) via a drive sector gear (83), a driven sector gear (84) and a shift rod (22), the shift output shaft (76) and the shift rod (22). At least one side of the straight line (L) connecting the drive sector gear (8
3) and the outboard motor, which is provided with stoppers (2 ₁ , 2 ₂ ) that serve as guides for engaging the two sector gears (83, 84) by restricting the rotational ends of the driven sector gears (84). Shift device. 2. The outboard motor according to claim 1, further comprising a pair of stoppers (2 ₂ ) for restricting left and right turning ends of the driven sector gear (84) on both sides of the straight line (L). Shift device.