JPH0737238B2 - Ship propulsion equipment - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship propulsion device, and more particularly to a propulsion device having a structure for preventing water from entering an internal combustion engine.

PRIOR ART AND PROBLEM TO BE SOLVED BY THE INVENTION Outboard motors are designed to minimize the likelihood of drawing water to the engine during wet and high sea conditions. Typically, engine canopies provide such protection.
Large outboard motors are used for large vessels designed for offshore navigation under severe sea conditions. Standard or common height (20 inches) to allow trails to enter the ship
It is not advisable to operate such a ship in Transom. Therefore, such ships typically have outboard motors mounted behind very high transoms. In order to supply combustion air to the engine, such outboard motors are sometimes
A flexible air supply hose or duct was provided that was connected between the engine cover and the transom and extended through the transom to supply air from the cockpit of the ship. As a result, in order to steer the outboard motor, the duct must be bent, and there is a problem that a great amount of labor is required for steering. In addition, when inspecting an internal combustion engine or the like, it is necessary to disconnect the duct from the canopy and remove the canopy from the outboard motor, which makes maintenance difficult.

In addition, regarding the above-mentioned prior art, there are No. 4,375,356 licensed on March 1, 1983, No. 4,371,348 licensed on February 1, 1983, and No. 4,396,238 licensed on July 26, 1983. See U.S. Patent.

The present invention has been made in view of the problems of the prior art, and it is possible to easily carry out steering of an outboard motor without labor and to promote a ship that is easy to handle during maintenance. It is intended to provide a device.

(Means for Solving Problems) Therefore, in the present invention, a mounting bracket assembly,
A propulsion unit having an internal combustion engine, a cover substantially surrounding the internal combustion engine, and a duct, the propulsion unit being adapted to rotate about a steering axis substantially perpendicular to the mounting bracket assembly. Rotatably coupled to a bracket assembly, the canopy having a combustion air opening substantially coaxially aligned with the steering axis, and the duct having an interior of the canopy through the combustion air opening. In communication with
A structure in which the duct is connected to the canopy, and the duct is connected to an opening provided in a transom of a ship, whereby the internal combustion engine can suck combustion air from the inside of the ship. It was adopted.

The duct may be connected to the canopy so that it can rotate about the substantially vertical steering axis.

The canopy may include a lower portion, and the combustion air opening may be formed in the lower portion.

A means for sealing the duct and the canopy against water intrusion may further be provided.

The duct means comprises a rigid duct part rotatable with respect to the canopy, and a flexible duct part,
The flexible duct portion may include a first end connected to the rigid duct portion and a second end connectable to the opening of the transom.

Means for sealing the rigid duct portion and the canopy against water intrusion may further be provided.

The canopy has an inner surface, the rigid duct portion has a downwardly facing tubular portion, the tubular portion projecting through the combustion air opening of the canopy, The tubular portion has a groove disposed inside the canopy and a retaining ring engaged in the groove, the retaining ring disposed on an inner surface of the canopy,
Thereby, the rigid duct portion may be held in the combustion air opening.

The canopy has an outer surface, the tubular portion has a shoulder, and the shoulder is adapted to engage the outer surface of the canopy opposite the retaining ring. Good.

Adjacent to the shoulder, a seal may be provided to engage the shoulder with the canopy.

Further, the invention of the present application includes an internal combustion engine, a cover that substantially surrounds the internal combustion engine, and a duct, and the cover includes a lower portion, and a combustion air opening is formed in the lower portion. The duct is connected to the lower portion of the canopy, and the duct is in communication with the inside of the canopy through the combustion air opening,
As a result, the internal combustion engine is configured to be able to suck the combustion air from the inside of the ship.

The duct may be connected to the canopy so that it can rotate about a substantially vertical axis.

The duct includes a rigid portion rotatably connected to the lower portion of the canopy and a flexible portion, the flexible portion being connected to the rigid portion. A first end and a second end connectable to the transom opening.

Means may further be provided for sealing the rigid portion of the duct and the canopy against ingress of water.

The lower portion of the canopy has an inner surface, the rigid portion of the duct has a tubular portion, and the tubular portion projects through the combustion air opening of the canopy. The tubular portion has a groove arranged inside the canopy and a retaining ring engaged in the groove, the retaining ring being arranged on the inner surface,
This may hold the rigid part of the duct in the combustion air opening.

The lower portion of the canopy has an outer surface and the tubular portion has a shoulder such that the shoulder is engaged with the outer surface opposite the retaining ring. Good.

Adjacent to the shoulder, a seal may be provided to engage the shoulder with the canopy.

Further, the present invention comprises an engine having a power head and a downward propulsion unit, a cover assembly for the engine, a combustion air opening provided in the cover assembly, and a duct, and the cover assembly comprises:
A dish-shaped lower cover and a dome-shaped upper cover, wherein the lower cover and the upper cover surround the power head, and the duct is rotatably connected to the cover assembly. The duct communicates with the inside of the cover assembly through the combustion air opening, and the duct is connected to an opening provided in a transom of a ship, whereby the engine is
The configuration is such that combustion air can be sucked from the inside of the ship.

The combustion air opening may be provided in the lower cover.

The outboard motor may have a steering axis, and the duct may be coupled to the cover assembly for rotation about an axis substantially aligned with the steering axis.

The duct may include a first end that is rotatably connected to the cover assembly and an end on the other end side that is connectable to the opening of the transom.

The first end may be rigid.

The first portion of the duct has a tubular portion, the tubular portion projecting through the combustion air opening of the cover assembly, the tubular portion being located inside the cover assembly. And a retaining ring engaged with the groove, the retaining ring comprising:
Disposed on the inner surface of the cover assembly,
Thereby, the first portion of the duct may be retained in the combustion air opening.

The tubular portion may have a shoulder that engages the outer surface of the cover assembly opposite the retaining ring.

Means may be included for sealing the first portion of the duct to the cover assembly and a seal for engaging the shoulder and the lower cover.

The end of the duct on the other end side may have flexibility.

Means may be provided for sealing the portion of the duct connecting the first end and the cover assembly against ingress of water.

The invention is described below but is not limited to the details of construction and arrangement of the parts shown in the drawings. The present invention can be embodied in other embodiments and can be implemented in various other methods. It should also be understood that the terminology used is for the purpose of description and should not be regarded as limiting.

(Embodiment) FIG. 1 shows a ship propulsion apparatus including an outboard motor 10 having an engine 12 shown by a dotted line. The engine 12 is connected to a propeller 14 via a drive shaft, a transmission device, etc. not shown.
To drive. Vaporizer with combustion air in front of engine 12
Pass 16 The outboard motor 10 is mounted for steering around a vertical axis 18 at the rear of the bracket 20. The bracket 20 pivots about a horizontal axis of a pivot pin 21 supported by a bracket 22 fixed to a transom 24 of a hull 26. Outboard motor 10 is first
In the position shown, the propeller 14 is in water and the bracket 20 is in pressure contact with the stopper 28. Outboard motor 10 has a horizontal axis
The propeller 14 is pulled up from the water by pivoting around 21. The outboard motor can be slightly moved for trim adjustment purposes.

High transom vessels are often operated offshore where high sea conditions are encountered. The transom 24 of the ship is extremely tall and the outboard motor 10 is exposed to the sea. The engine 12 is protected from the ingress of water and this protection is provided by a cover assembly or canopy 25. The canopy 25 comprises a lower dish or cover 27 and an upper dome-shaped cover 29 to seal the engine 12 from rain and seawater. Air for the engine 12 comes from inside the cockpit of the hull 26, i.e. the transom 24
It is pulled out through the opening 30 of the transom from inside. If desired, opening 30 can be protected by a hood or other means to protect it from water entering it.

The propulsion device of the ship comprises duct means having first and second opposite ends. First end is canopy 25
To the transom 24 and has a second end connected therethrough. As a result, the engine 12 can suck the combustion air from the inside of the hull 26. The duct means includes a flexible portion and a rigid portion. Although various suitable means can be used to employ such an arrangement, in the preferred embodiment such means include a flexible duct 32, a rigid conduit 34, and a flexible duct 36. It consists of a solid duct or turret 38.

As shown in detail in FIG. 2, a short flexible duct 32 is connected between the opening 30 and the upper end of a rigid conduit 34. Conduit 34 has an upper elbow connected to flexible duct 32, a generally vertical portion 35, and a lower elbow extending rearwardly to flexible duct 36.
The duct 36 is connected to the front end of a rigid duct or turret 38. The turret 38 is in communication with the combustion air opening 42 provided in the canopy 25 and is rotatably connected to the canopy 25.

As shown in detail in FIG. 4, the turret 38 has a duct portion 56 and a tubular portion. The tubular part is
It penetrates through an opening 42 provided in the lower cover 27 and projects upward. As a result, the groove 46 is formed in the lower motor cover 27.
Is positioned on the inner surface of. The turret 38 includes means for preventing axial movement of the tubular portion with respect to the lower cover 27. Although any suitable means may be used for this purpose, in the structure shown, such means would include a snap ring 48 and a lower cover near opening 42.
And a tubular shoulder 54 that engages the outside of 27. The snap ring 48 is divided by a boss 50 formed in an upright state. A hole is formed in the boss 50 to accommodate the cotter pin 52, and the snap ring 48 divided by the cotter pin 52 is held in a closed state. It will be appreciated that the shoulders 54 are inclined towards each other as they go down towards the duct portion 56 of the turret. An annular seal 60 surrounds the shoulder 54 and engages the outside of the lower cover 27. This makes the shoulders
The joint between 54 and the lower cover 27 is sealed and the turret 38 is rotatable with respect to the cover 27. Shoulder 58 is provided at a location other than duct portion 56 to contain seal 60.

As shown in detail in FIG. 3, when the outboard motor rotates, the turret 38 rotates relative to the cover 27.
A flexible duct 36 can rotate and extend the outboard motor. The rotation of the turret 38 reduces the required amount of refraction of the flexible duct 36.

Combustion air enters the air introduction passage indicated by reference numeral 30 from the cockpit. This air descends through the smooth interior of conduit 34 and enters turret 38, where it is directed upwardly into engine canopy 25. The opportunity for water to enter the canopy 25 is limited by the breaking of the waves on the outboard or the instantaneous submersion of the transom 24. Water entering the canopy 25 collects in the lower pan 27 and can be removed by any suitable pumping or draining means.

5 to 12 show modified examples of the present invention. Although these modified examples are shown in connection with a particular outboard motor mounting structure, each modified example is similar to the specific example shown in FIGS. It should be understood that they can be used in connection. For example, the duct means shown in FIG. 6 could also be used in the engine well mounting structure shown in FIG.

FIG. 5 shows one modified embodiment of the present invention. A propulsion device for a ship in the form of an outboard motor 110 similar to the embodiment shown in FIG. 1 is shown. The outboard motor 110 is mounted to the transom 116 of the ship by a prior art mounting bracket assembly. The outboard motor 110 has a nearly vertical steering axis 1
The outboard motor 110 is pivotally attached to the swivel bracket 112 so that the outboard motor 110 can pivot with respect to the swivel bracket 112 about 14. The swivel bracket 112 is connected to the transom bracket 113 attached to the transom 116 of the ship. The outboard motor 110 and the swivel bracket 112 both have a horizontal tilt axis 11
It is designed so that you can pivot about 8.
This allows the outboard motor 110 to pivot about the tilt axis 118 and pull the propeller out of the water. The hull has an engine well 120 that provides room for tilting the outboard motor 110.

The outboard motor 110 includes a lower cover 126 and an upper dome-shaped cover 12.
Engine 12 almost surrounded by a canopy 124 including 8 and
Contains 2 Air for engine 122 is transom 11
It is withdrawn from the inside of the cockpit of the ship via duct means connected between the opening 129 provided in 6 and the combustion air opening 130 provided in the lower cover 126. The duct means includes an air box 132 having one end connected to an opening provided in the transom 116 and the other end connected to the lower end of a flexible duct or bellows 134. The upper end of the flexible duct 134 is
It is connected to the front end of a rigid duct or turret 136 connected to the combustion air opening 130. Turret 136
It has the same structure as the turret 38 shown in FIG. 4 and is also rotatably connected to the lower cover 126 for rotation about a generally vertical axis.

When the outboard motor 110 is rotated, the turret 136 rotates relative to the lower cover 126. The flexible duct 134 is stretched and twisted to cause the turret 136 to move in this manner. When the outboard motor 110 is tilted, the turret 136 moves to the tilt axis 118.
Flexible duct that rotates downward around the center
Compresses and bends to help this movement.

6 and 7 show another modified embodiment of the present invention. An outrigger 210 is shown mounted to a transom 212 of a ship by an outrigger bracket assembly 214.
Outrigger bracket assembly 214 includes a rearwardly extending bracket 216 that fixedly mounts to a ship transom 212 and supports a tensioned transom 218 that is generally parallel to the ship transom 212. The outboard motor 210 is attached to the tensioned transom 218 by a mounting bracket assembly 220 similar to the mounting bracket assembly 112 shown in FIG. The outboard motor 210 is steered relative to the mounting bracket assembly 220 about a steering axis 222 that is substantially perpendicular to the mounting bracket assembly 220, and is substantially horizontal to the attracting transom 218 about an inclined axis 224. It is pivotally connected to pivot machine 210.

The outboard motor 210 includes a lower cover 230 and an upper dome-shaped cover.
Engine 22 substantially surrounded by canopy 228, including 232 and
Contains 6 Air for the engine 226 is withdrawn from the inside of the ship's cockpit via duct means connected between the transom opening 238 and the combustion air opening 240 in the upper cover 232. Combustion air opening 240 has steering axis 2
Centered on 22.

The duct means includes a flexible duct or bellows 242 which communicates at one end with the transom opening and is sealingly connected to the transom 212 by any suitable means. The other end of the duct 242 is connected to the front end of the air box 244.
The rear end of the air box 244 is fixed to a turret 246 which is in communication with the opening 240 of the upper cover 232 and is rotatably connected to the upper cover 232 so as to rotate about the steering axis 222. The connection between the turret 246 and the upper cover 232 is essentially the same as the connection shown in detail in FIG. 7 and shown in FIG. Parts of the turret 246 shown in FIG. 7 with respect to the parts shown in FIG. 4 are given the same reference numerals.

Since the turret 246 is connected to the upper cover 232 for rotation about the steering axis 222,
The turret 246 and the rest of the duct means are the outboard motor 210.
It does not move relative to the ship's transom 212 during steering. When rotating the outboard motor 210, the turret 246 remains stationary and the upper cover 232 rotates relative to the turret 246. During tilting of the outboard motor 210, the duct means move only relative to the transom 212 of the ship. When the outboard motor 230 is tilted to raise the propeller, the turret 246 and the air box 224 rotate forward and downward with respect to the tilt axis 224. To move in this way, air box 224
A flexible duct 242 that connects the front end of the ship to the transom 212 of the ship.

8 to 10 show another modified embodiment of the present invention. FIG. 8 shows the outboard motor 310 mounted to the transom 312 of the ship by the same outrigger bracket assembly 314 as the outrigger bracket assembly 214 shown in FIG. The outboard motor 310 is capable of steering motion about a steering axis 318 that is substantially perpendicular to the mounting bracket assembly 316, and the outboard motor 310 is centered about a tilt axis 322 that is substantially horizontal to the tensioned transom 320. It is pivotally attached so that it can be pivoted.

The outboard motor 310 includes a lower cover 328 and an upper dome-shaped cover.
It includes an engine 324 that is substantially surrounded by a canopy 326 that includes 330. Air for the engine 324 is withdrawn from the inside of the ship's cockpit via duct means connected between the opening 332 of the transom 312 and a pair of combustion air openings 334 of the lower cover 328.

The duct means has a transom opening 33 at the base or front.
Almost Y-connected to the transom 312 and connected to the transom 312
Includes a V-shaped air box 336. In the structure shown, the air box 336 is connected to the transom 312 by screws,
Any suitable connecting means can be used. The air box 336 extends toward the outboard motor 310 behind the transom 312 of the ship and is split into two arms at a point forward of the tilt axis. The arms have outer ends that extend to points on the tilt axis 322 on either side of the outboard motor 310, as shown in detail in FIG.

As shown in detail in FIG. 10, each outer end of the arms of the air box 336 includes a circular hole 338 centered on the tilt axis 332. In the structure shown, the holes 338 are outward, but can be inward. A front turret 340 communicates with each hole 338 and is rotatably connected to the outer end of the arm. The connection of the front turret 340 to the arm of the air box 336 is similar to the connection of the turret 38 to the lower cover shown in FIG. Each front turret 340
Has a tubular portion that extends through the bore of the arm and projects inwardly to position the groove on the inner surface of the arm. Also, each front turret 340 is held in this position by a snap ring 342 held in a groove. A tubular seal 344 connected to the tubular portion of the front turret 340 on the outside of the arm engages the outside of the arm. Since the bore 338 of the arm is centered on the tilt axis, the front turret 340 rotates about the tilt axis 322 with respect to the arm.

Each front turret 340 is also connected to a flexible duct or bellows 346. This bellows 346
One end is connected to the front turret 340 and the other end is connected to the rear turret 348. This rear turret 348
Communicates with one of the combustion air openings 334 of the lower cover 328 and is connected to the lower cover 328 for rotation about a substantially vertical axis. Rear turret 348
The connection to the cover 328 below is similar to the connection shown in FIG.

When the outboard motor 310 is steered from one end to the other end, the rear turret 348 rotates relative to the lower cover 328, while the flexible duct 346 causes the rear turret 348 steering axis 318. Refracts to move around. When the outboard motor 340 is tilted about the tilt axis 322, the front turret 340 rotates relative to the arm of the air box 336. During this tilt, relative to the front turret 340, the rear turret 348 or flexible duct 3
46 does not exercise.

FIG. 11 and FIG. 12 show another embodiment of the present invention. FIG. 11 shows an outboard motor 410 mounted to a transom 412 of a ship with the same outrigger bracket assembly 414 as the outrigger bracket assembly shown in FIGS. 6 and 8. The outboard motor 410 pivots for steering motion about a steering axis 418 that is substantially perpendicular to the mounting bracket assembly 416, and the outboard motor 410 pivots about a tilt axis 422 that is substantially horizontal to the protruding transom 420. It is pivotally attached so that it can be exercised.

The outboard motor 410 is an engine that is almost surrounded by a canopy 426.
Contains 424. Air for the engine 424 is drawn from inside the ship's cockpit via duct means, which connects between the transom opening 428 and a pair of combustion air openings 430 on the sides of the canopy 426. Has been done.

The duct means shown in FIGS. 11 and 12 is very similar to the duct means shown in FIGS. 8-10. The duct means of FIGS. 11 and 12 includes a Y-shaped air box 432 similar to the air box 336 shown in FIGS. 8 and 9. Air box
The outer ends of each of the arms of 432 include a circular hole centered on the tilt axis 422 and a front turret 434 communicates with the circular hole and is rotatably connected to the outer ends of each arm. . The connection of the front turret 434 to the arm of the air box 432 is performed by connecting the air box 3 of the front turret 340 shown in FIG.
Same as connecting to 36 arms. Since the holes in the arms of the air box 434 are centered on the tilt axis 422,
The front turret 434 has a tilt axis 4 relative to the arm.
Rotate around 22.

Each front turret 434 is also connected to a flexible duct or bellows 436. This bellows 4
36 has one end connected to the front turret 434 and the other end connected to the engine cover 426. Also, the other end communicates with one of the combustion air openings 430 provided on the side of the canopy 426.

When the outboard motor 410 is steered from one end side to the other end side, the combustion duct opening 430 is moved around the steering axis 418, so that the flexible duct 436 bends. When the outboard motor 410 is tilted about the tilt axis 422, the front turret 434 rotates relative to the arm of the air box 432. During tilting, the flexible duct 436 does not move relative to the front turret 434.

Various features of the invention are set forth in the appended claims.

(Effect of the invention) As described above, according to the invention described in claim 1, the combustion air opening substantially aligned with the steering axis is provided, and the duct and the combustion air opening are provided. Since it is connected to the canopy via the inside of the canopy and can be connected to the opening provided in the transom of the ship, combustion air is supplied from the inside of the ship to the internal combustion engine through the duct, The effect is that there is almost no possibility that water will be drawn into the engine. When steering the propulsion unit, the canopy should rotate around the steering axis with respect to the duct, and the duct should not move with respect to the transom of the ship, and should not bend the flexible portion of the duct as in the past. Therefore, the steering of the propulsion unit can be easily performed without labor.

According to the invention described in claim 10, the combustion air opening is formed in the lower portion of the canopy, and the duct is connected to the lower portion by communicating with the inside of the canopy through the combustion air opening. Since the combustion air is supplied to the internal combustion engine from the inside of the ship via the duct, there is almost no possibility that water will be drawn into the internal combustion engine.

In addition, the duct includes a flexible portion, a first end portion, and a second end portion.
Since the first end is connected to the lower portion of the canopy in the vicinity of the tilt axis, the distance from the tilt axis to the connecting position of the duct is the upper portion of the canopy. Since the length is shorter than when connected, the proportion of bending the flexible portion of the duct when tilting the propulsion device is small, and the tilting motion of the propulsion device can be easily performed without labor. You can Therefore, it is not necessary to use a duct having great flexibility.

Further, the first end is in communication with the inside of the canopy through the combustion air opening and the second end is attachable to a transom of the ship such that the second end is in communication with the opening of the transom of the ship. Since the flexible portion of the duct bends not only during the steering movement but also during the tilting movement, the internal combustion engine has the effect of being able to suck the combustion air from the inside of the ship.

Also, since the first end of the duct is connected to the lower part of the canopy, when the internal combustion engine etc. is maintained from the hull side, the maintainer and the duct are sufficiently opened to facilitate the maintenance. In addition, there is almost no risk of accidentally damaging the duct, especially the flexible portion of the duct.

According to the invention as set forth in claim 17, a combustion air opening is provided in the cover assembly, and the duct is connected to the inside of the cover assembly through the combustion air opening and is rotatably connected to the cover assembly. Since the configuration is adopted, the combustion air is supplied from the inside of the ship to the internal combustion engine through the duct, and there is almost no possibility that water will be drawn into the internal combustion engine.

Further, since the flexible duct is rotatably connected to the cover assembly, when steering the propulsion unit,
Since the cover assembly rotates about the steering axis with respect to the duct and bends the flexible portion of the duct less than conventional ones, steering the propulsion unit without labor It can be carried out.

Further, since the duct is connected to the lower cover, when the internal combustion engine or the like is serviced from the hull side, the serviceman and the duct are sufficiently opened to facilitate the maintenance.
There is little risk of accidentally damaging the duct, especially the flexible part of the duct.

Further, since the duct is connected to the lower cover and the upper cover is removable from the lower cover, the upper cover can be removed without disconnecting the duct and the lower cover or worrying about the connection between the duct and the lower cover. Can be easily removed from the lower cover. Also, by doing this, it is possible to check the internal combustion engine,
It is possible to easily handle the maintenance.

Further, since the flexible duct is adopted, the internal combustion engine can suck the combustion air from the inside of the ship not only during the steering motion of the propulsion unit but also during the tilt motion.

[Brief description of drawings]

FIG. 1 is a side view showing an outboard motor mounted on a very high transom of a ship (only part of which is shown), and FIG.
FIG. 3 is a vertical cross-sectional partial view of the pivotable air guidance assembly for the outboard motor shown in FIG. 3, and FIG. 3 is a serpentine, generally horizontal cross-sectional view taken along line 3-3 of FIG. ,
FIG. 4 is a detailed sectional view showing a method of fixing a rigid duct or turret to a lower cover, and FIG. 5 is an outboard motor mounted on a transom of a ship having an engine well and a duct means for carrying combustion air to the engine. FIG. 6 is a side view of another modified example of the outboard motor mounted on the outrigger bracket assembly and another modified example of the duct means, and FIG. 7 is a side view of the turret shown in FIG. FIG. 8 is a side view showing a method of connecting to the upper cover, FIG. 8 is a side view of the outboard motor mounted on the outrigger bracket assembly, and another embodiment of the duct means, and FIG. 9 is shown in FIG. Fig. 10 is a partial sectional partial view of the outboard motor, Fig. 10 is an enlarged sectional view of a part of Fig. 9, and Fig. 11 is a side view of the outboard motor mounted on the outrigger bracket assembly and a further modified example of the duct means. Fig. 12 and Fig. 11 Some of the outboard motor is a cross-sectional top view. 10,110,210,310 …… Outboard motor (propulsion unit), 12,122…
… Engine (internal combustion engine), 14 …… Propeller, 20,22,112,
113,220 …… Mounting bracket assembly, 25,124,326…
… Canopy, 30… Transom opening, 32,34,36,38,112,
132 …… Duct means, 24,166,218,312 …… Transom, 1
8,114,222 ... Vertical axis (steering axis), 38,246,344
...... Turret, 27,126,230,328 …… Lower cover, 2
9,128,232,330 …… Lower cover, 118,224,322,422 ……
Horizontal axis.

Claims (25)

[Claims] 1. A ship propulsion device comprising a mounting bracket assembly 220 attachable to a ship transom 212, a propulsion unit 210, a canopy 228, and flexible ducts 242, 244, 246. The propulsion unit 210 is rotatably coupled to the mounting bracket assembly 220 such that the propulsion unit 210 is rotatable about a steering axis 222 that is substantially perpendicular to the mounting bracket assembly 220, and the propulsion unit 210 includes an internal combustion engine 226. The canopy 228 has a combustion air opening 240 that substantially surrounds the internal combustion engine 226 and that is substantially coaxially aligned with the steering axis 222, and the duct has the combustion air opening 240. Is in communication with the inside of the canopy via the canopy 228 and the duct is rotatable into an opening 238 in the transom 212 of the ship. A propulsion device for a ship, characterized in that the internal combustion engine can suck combustion air from the inside of the ship. 2. The ship propulsion device according to claim 1, wherein the ducts 242, 244 and 246 are connected to the canopy 228 so as to be rotatable about the substantially vertical steering axis 222. A ship propulsion device. 3. The ship propulsion device according to claim 1, wherein the canopy 228 includes a lower portion 230, and the combustion air opening is formed in the lower portion. And the ship propulsion device. 4. The marine vessel propulsion apparatus according to claim 2, further comprising means 60 for sealing the duct and the canopy against the intrusion of water. Propulsion device. 5. The ship propulsion device according to claim 1, wherein the duct includes rigid duct portions 244 and 246 that can rotate with respect to the canopy, and a flexible duct portion 242. And the flexible duct portion has a first end connected to the rigid duct portion and the opening 238 in the transom.
And a second end portion connectable to the ship propulsion device. 6. The propulsion device for a ship according to claim 5, further comprising means 60 for sealing the rigid duct portion and the canopy against water intrusion. And the ship propulsion device. 7. The propulsion device for a ship according to claim 5, wherein the cover has an inner surface, and the solid duct portion has a tubular portion facing downward. The tubular portion projects through the combustion air opening of the canopy, the tubular portion having a groove 46 disposed inside the canopy.
And a retaining ring 48 engaged in the groove, the retaining ring being disposed on the inner surface of the canopy, whereby the rigid duct portion is at the combustion air opening. A ship propulsion device characterized by being held. 8. The propulsion device for a ship according to claim 7, wherein the canopy has an outer surface, the tubular portion has a shoulder portion 54, and the shoulder portion is A propulsion device for a ship, which engages the outer surface of the canopy on the opposite side of the retaining ring. 9. The propulsion device for a ship according to claim 8, further comprising a seal 60 adjacent to the shoulder portion and engaging with the shoulder portion and the canopy. Ship propulsion device. 10. A propulsion device for a ship, wherein transom brackets 113,316,416 mountable on transoms 116,312,412 of a ship having openings 129,332,428 and coupled to said transom bracket for steering and tilting movements relative to said transom bracket. Internal combustion engine 122,324,424, and a canopy 124,326,426 that substantially surrounds the internal combustion engine, and a duct, the canopy 124,326,426 is provided with a lower portion 126,328 located in the vicinity of the tilt axis 118,322,422, in the lower portion Combustion air openings 130, 334, 430 are formed, and the duct includes flexible portions 134, 346, 436 and a first end 13
6,348 and second ends 132,336,432, the first end being connected to the lower portion of the canopy and in communication with the inside of the canopy through the combustion air opening. , The second end is provided with the opening 129,33 of the transom of the ship.
It is mountable on the transom of the ship so as to be able to communicate with the 2,428, whereby the internal combustion engine can draw combustion air from the inside of the ship despite the steering and tilting motions. Propulsion device. 11. A propulsion device for a ship according to claim 10, wherein said duct is connected to said canopy so as to be rotatable about substantially vertical axes 114, 318, 418. Propulsion device. 12. The propulsion device for a ship according to claim 10, wherein the duct includes rigid portions 136 and 348 rotatably connected to the lower portion of the canopy and flexible portions. 134,3
46, wherein the flexible portion has a first end connected to the rigid portion and a second end connectable to the transom openings 129, 332, 428. A propulsion device for ships characterized by the above. 13. The propulsion device for a ship according to claim 12, further comprising means 60 for sealing the rigid portion of the duct and the cover against the intrusion of water. A propulsion device for ships characterized by the above. 14. The propulsion device for a ship according to claim 12, wherein the lower portion of the cover has an inner surface, and the rigid portion of the duct has a tubular portion. The tubular portion projects through the combustion air opening of the canopy, the tubular portion having a groove 46 disposed inside the canopy.
And a retaining ring 48 engaged in the groove, the retaining ring being arranged on the inner surface, whereby a rigid part of the duct is retained in the combustion air opening. Propulsion device for ships characterized by being 15. The ship propulsion device according to claim 14, wherein the lower portion of the canopy has an outer surface, and the tubular portion has a shoulder portion 54, The propulsion device of the ship, wherein the shoulder portion engages with the outer surface on the opposite side of the retaining ring. 16. The propulsion device for a ship according to claim 15, further comprising a seal 60 adjacent to the shoulder portion and engaging with the shoulder portion and the canopy. Ship propulsion device. 17. An outboard motor comprising a mounting bracket 20,113,316 mountable to a transom 24,116,312 of a ship and a propulsion unit 10, coupled to the mounting bracket for tilting and steering movements relative to the mounting bracket. 1
10,310, the propulsion unit, the power head having an internal combustion engine 12,122,324, a lower unit having a propulsion member 14 attached to the internal combustion engine, and surrounding the power head, a dish-shaped lower cover 27,126,328 and a dome. Upper cover 29,1
28, 330 and a cover assembly 25, 124, 326, the upper cover being removable with respect to the lower cover, the combustion air openings 42, 130, 334 being provided in the dish-shaped lower cover, Duct 36,134,346 having the property of being rotatably connected to the dish-shaped lower cover, the duct through the combustion air openings 42,130,334,
It communicates with the inside of the cover assembly, and the duct has openings 30,129,3 in the transom of the ship.
An outboard motor, which is connectable to 32, whereby the internal combustion engine is capable of sucking combustion air from the inside of the ship despite the steering and tilting movements of the propulsion unit. 18. The outboard motor according to claim 17, wherein the outboard motor has steering axes 18, 114, 318, and the duct is centered on an axis substantially aligned with the steering axis. An outboard motor, wherein the outboard motor is connected to the cover assembly so that the outboard motor can rotate. 19. The outboard motor of claim 17, wherein the duct connects to a first end 38,136,348 rotatably connected to the cover assembly and an opening in a transom of the ship. An outboard motor, comprising: an end portion 32, 132, 336 on the other end side that is possible. 20. The outboard motor according to claim 19, wherein the first end portions 38, 136, 348 are rigid. 21. The outboard motor of claim 20, wherein the first portion of the duct comprises a tubular portion, the tubular portion comprising the combustion air of the cover assembly. Protruding through the opening, the tubular portion has a groove 46 disposed inside the cover assembly and a retaining ring 48 engaged in the groove, the retaining ring comprising the cover. An outboard motor disposed on the inner surface of the assembly such that the first portion of the duct is retained in the combustion air opening. 22. The outboard motor of claim 20, wherein the tubular portion has a shoulder 54, the shoulder opposite the retaining ring. An outboard motor characterized by being engaged with an outer surface of the outboard motor. 23. The outboard motor of claim 22, wherein the means for sealing the first portion of the duct with respect to the cover assembly and the shoulder and the lower cover. An outboard motor having a matching seal 60. 24. The outboard motor according to claim 19, wherein the end portion 32 of the duct on the other end side is flexible. 25. An outboard motor as set forth in claim 19, wherein a portion connecting said first end of said duct and said cover assembly is sealed against intrusion of water. means
An outboard motor characterized by having 60.