Vessel propulsion machine

Abstract

To suppress size of a vessel propulsion machine from becoming large while securing sufficient support strength for a motor and an invertor.SOLUTION: An outboard engine includes a motor unit 2 with a motor 3 and an invertor 14; the motor 3 includes a motor housing 7 provided with a motor shaft 4, a rotor 5, and a stator 6, a bottom motor bracket 8 to which a bottom unit of the motor housing 7 is fixed, and a top motor bracket 11 to which a top unit of the motor housing 7 is fixed; a bottom unit of an invertor 14 is attached to the bottom motor bracket 8; and a top unit of the invertor 14 is attached to the top motor bracket 11.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a marine propulsion unit using a motor (electric motor) as a power source for propelling a ship.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2005-153727 (Patent Document 1) describes an electric outboard motor. In this outboard motor, a motor as a power source for propelling a ship is provided at the upper part of the outboard motor, and a propeller shaft to which a propeller is fixed is provided at the lower part of the outboard motor. Further, a drive shaft extending in the vertical direction is provided between the motor and the propeller shaft, and the power of the motor is transmitted to the propeller shaft via the drive shaft.

[0003] In an electric marine propulsion unit, an alternating current motor is often used as a power source for propelling a ship. Further, when an alternating current motor is used, an inverter that converts a direct current from a battery into an alternating current is used as a control unit for driving the alternating current motor. In the prior art, the inverter is provided at the upper part of the outboard motor and disposed in the vicinity of the motor.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the electric outboard motor shown in FIG. 2 of Japanese Patent Application Laid-Open No. 2005-153727, a motor cover is provided at the upper part of the outboard motor, and a motor and a control unit for controlling the rotational speed of the motor are provided in the motor cover. In this outboard motor, the motor and the control unit are dispersedly supported at different locations on the bottom of the motor cover.

[0006] In an electric ship propulsion machine, when adopting the arrangement method of the motor and the control unit shown in FIG. 2 of JP-A-2005-153727 and dispersing and supporting the motor and the inverter at the bottom of the motor cover, there are the following problems.

[0007] An inverter that drives an AC motor, which is a power source for propelling a ship, includes a power semiconductor that handles a large current, and also includes a heat dissipation mechanism that dissipates heat generated from the power semiconductor or a cooling mechanism that cools the power semiconductor. Therefore, an inverter that drives an AC motor, which is a power source for propelling a ship, is larger in volume and heavier than an inverter used in household electrical appliances.

[0008] Therefore, when the motor and the inverter are dispersed and supported at the bottom of the motor cover, two devices with large volumes are dispersed and supported at the bottom of the motor cover, so there is a risk that the motor cover and thus the ship propulsion machine will become larger.

[0009] Also, when the motor and the inverter are dispersed and supported at the bottom of the motor cover, two heavy devices are dispersed and supported at the bottom of the motor cover. Therefore, in order to ensure sufficient strength to support the motor and the inverter, for example, it is necessary to provide a large and highly rigid base or pedestal having a large mounting area where the motor and the inverter can be dispersed and arranged at the bottom of the motor cover, and as a result, the motor cover and thus the ship propulsion machine will become larger.

[0010] The present invention has been made in view of the problems as described above, and an object of the present invention is to provide a ship propulsion machine that can suppress the enlargement of the ship propulsion machine while ensuring sufficient support strength for a motor and an inverter.

Means for Solving the Problems

[0011] In order to solve the above problems, the present invention provides a marine propulsion unit including a motor, an inverter that generates a drive current for driving and controlling the motor, a propeller, and a power transmission mechanism that transmits the power of the motor to the propeller, wherein the motor includes a motor shaft, a rotor, a stator, a motor housing provided with the motor shaft, the rotor, and the stator inside, a lower motor bracket to which the lower part of the motor housing is fixed, and an upper motor bracket to which the upper part of the motor housing is fixed, the lower part of the inverter is attached to the lower motor bracket, and the upper part of the inverter is attached to the upper motor bracket.

Advantages of the Invention

[0012] According to the present invention, while ensuring sufficient support strength for the motor and the inverter, it is possible to suppress the enlargement of the marine propulsion unit.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Mode for Carrying Out the Invention

[0014] The marine propulsion device according to an embodiment of the present invention includes a motor, an inverter that generates a drive current for driving and controlling the motor, a propeller, and a power transmission mechanism that transmits the power of the motor to the propeller.

[0015] The motor further includes a motor shaft, a rotor, a stator, a motor housing having the motor shaft, the rotor, and the stator provided inside, a lower motor bracket to which a lower portion of the motor housing is fixed, and an upper motor bracket to which an upper portion of the motor housing is fixed.

[0016] The lower portion of the inverter is attached to the lower motor bracket, and the upper portion of the inverter is attached to the upper motor bracket.

[0017] According to the marine propulsion device of the embodiment of the present invention, the inverter can be attached to the lower motor bracket and the upper motor bracket of the motor, and the motor to which the inverter is attached can be attached to a motor holder provided at the bottom of a motor cover at the upper part of the marine propulsion device, for example. In this case, the motor is directly supported by the motor holder, and the inverter is supported by the motor holder via the motor. Thereby, the motor and the inverter can be concentrated in a small area. Therefore, an increase in size of the marine propulsion device can be suppressed.

[0018] In addition, since the motor with the inverter attached is configured to be attached to the motor holder, when supporting the motor and the inverter on the motor holder, the area to be secured on the motor holder only needs to be the area for attaching the motor. Therefore, it is not necessary to increase the size of the motor holder. Thus, it is possible to prevent the ship propulsion unit from increasing in size due to the increase in the size of the motor holder.

[0019] In addition, by attaching the inverter to two motor brackets that are vertically separated from each other, the inverter can be firmly supported on the motor.

[0020] Basically, the motor housing, the lower motor bracket, and the upper motor bracket have high rigidity to prevent axial displacement of the motor shaft and the rotor, etc. In addition, the motor is firmly attached to the motor holder to prevent displacement of the motor shaft, etc. Furthermore, the motor holder has high rigidity to firmly support the motor rotating at high speed. Therefore, by attaching the motor with the inverter attached to the motor holder, the inverter can be firmly supported on the motor holder via the motor.

[0021] As described above, according to the ship propulsion unit of the embodiment of the present invention, it is possible to suppress an increase in the size of the ship propulsion unit while ensuring sufficient support strength for the motor and the inverter. First Embodiment

[0022] The first embodiment of the ship propulsion unit of the present invention will be described with reference to FIGS. 1 to 5. In the description of this embodiment, when describing the directions of up (Ud), down (Dd), front (Fd), rear (Bd), left (Ld), and right (Rd), follow the arrows drawn at the lower right of each figure. FIG. 1 shows the entire outboard motor 1 which is the first embodiment of the ship propulsion unit of the present invention. In FIG. 1, the outboard motor 1 includes a motor unit 2, a propeller 25, a drive shaft 26, a propeller shaft 27, and a gear mechanism 28. Note that the drive shaft 26, the propeller shaft 27, and the gear mechanism 28 are specific examples of the "power transmission mechanism", respectively.

[0023] The motor unit 2 generates the power for propelling the ship. The motor unit 2 is disposed on the upper part of the outboard motor 1 so as to be located above the water surface in a state where the outboard motor 1 is attached to the ship.

[0024] The propeller 25 converts the power generated by the motor unit 2 into propulsive force. The propeller 25 is disposed on the lower part of the outboard motor 1 so as to be located below the water surface in a state where the outboard motor 1 is attached to the ship.

[0025] The drive shaft 26, the propeller shaft 27 and the gear mechanism 28 transmit the power generated by the motor unit 2 to the propeller 25. The drive shaft 26 extends vertically from the upper part to the lower part of the outboard motor 1. The propeller shaft 27 is disposed at the lower part of the outboard motor 1 and extends in the front-rear direction. The propeller 25 is fixed to the rear part of the propeller shaft 27. The gear mechanism 28 is disposed at the front part of the lower part of the outboard motor 1. The gear mechanism 28 includes a drive gear 29 and a driven gear 30. The drive gear 29 is fixed to the lower end of the drive shaft 26, and the driven gear 30 is fixed to the front end of the propeller shaft 27. Both the drive gear 29 and the driven gear 30 are bevel gears. By the meshing of these gears, the rotation of the drive shaft 26 around the vertical axis is converted into the rotation of the propeller shaft 27 around the horizontal axis. The drive shaft 26 receives the power of the motor unit 2 and rotates, and the rotation of the drive shaft 26 is transmitted to the propeller shaft 27 via the gear mechanism 28, whereby the propeller 25 rotates together with the propeller shaft 27.

[0026] In addition, a motor holder 31 is provided at the upper part of the outboard motor 1. The motor holder 31 is formed of, for example, a metal material. The motor unit 2 is attached to and fixed to the motor holder 31. Further, at the upper part of the outboard motor 1, a motor cover 32 that covers the motor unit 2 and the motor holder 31 is provided. The motor cover 32 includes a bottom cover 33 that covers the lower part of the motor unit 2 and the motor holder 31, and a top cover 34 that covers the upper part of the motor unit 2. Further, the top cover 34 is detachable from the bottom cover 33. Also, the motor holder 31 is disposed at the bottom side portion within the bottom cover 33. Note that the motor cover 32 is a specific example of a "cover", the bottom cover 33 is a specific example of a "lower cover portion", and the top cover 34 is a specific example of an "upper cover portion".

[0027] In addition, a drive shaft case 35 that covers the outer peripheral side of the drive shaft 26 is provided at the intermediate portion in the vertical direction of the outboard motor 1. Further, a gear case 36 that covers the front portions of the gear mechanism 28 and the propeller shaft 27 is provided at the lower part of the outboard motor 1. Also, the outboard motor 1 is provided with a clamp mechanism 37 for detachably fixing the outboard motor 1 to the hull of the ship. The outboard motor 1 is also provided with a trim / tilt mechanism 38. The trim / tilt mechanism 38 has a function of adjusting the vertical angle of the outboard motor 1 with respect to the ship in order to optimize the attitude during the ship's navigation, etc., and a function of pulling up the lower part of the outboard motor 1 from the water surface when the ship is stopped. By the trim / tilt mechanism 38, the outboard motor 1 rotates vertically about the rotation axis X.

[0028] Figs. 2 to 5 respectively show the motor unit 2 and the motor holder 31 as viewed from the left front upper, left, upper, and rear directions.

[0029] As shown in Fig. 2, the motor unit 2 includes a motor 3 and an inverter 14.

[0030] The motor 3 is an alternating current motor, that is, an AC motor. As shown in FIG. 3, the motor 3 includes a motor shaft 4, a rotor 5 provided on the outer peripheral side of the motor shaft 4, a stator 6 provided on the outer peripheral side of the rotor 5, and a cylindrical motor housing 7 provided on the outer peripheral side of the stator 6. The motor shaft 4 extends in the vertical direction and is rotatably provided with respect to the motor housing 7. The rotor 5 rotates together with the motor shaft 4. The stator 6 is fixed to the motor housing 7. The motor housing 7 is formed of, for example, a metal material. Further, the upper end of the drive shaft 26 is connected to the lower end of the motor shaft 4.

[0031] Furthermore, as shown in FIG. 2, the motor 3 includes a bottom motor bracket 8 and a top motor bracket 11. The bottom motor bracket 8 and the top motor bracket 11 are each formed of, for example, a metal material. Note that the bottom motor bracket 8 is a specific example of the "lower motor bracket", and the top motor bracket 11 is a specific example of the "upper motor bracket".

[0032] The bottom motor bracket 8 is formed in a polygonal or circular plate shape and is disposed below the motor housing 7 so as to generally block the lower part of the motor housing 7. However, an insertion hole is formed in the central portion of the bottom motor bracket 8, and the lower end of the motor shaft 4 or the upper end of the drive shaft 26 is inserted into the insertion hole. Further, the lower part of the motor housing 7 is fixed to the bottom motor bracket 8. For example, a plurality of motor fixing portions 7A protruding outward are provided at the lower part of the motor housing 7. The motor housing 7 is firmly fixed to the bottom motor bracket 8 by fixing these motor fixing portions 7A to the bottom motor bracket 8 respectively. Also, as shown in FIG. 3, the bottom motor bracket 8 is placed on the upper surface of the front part of the motor holder 31, attached to the motor holder 31, and firmly fixed.

[0033] As shown in FIG. 2, the top motor bracket 11 is formed in a polygonal or circular plate shape and is disposed above the motor housing 7 so as to generally close the upper part of the motor housing 7. The upper part of the motor housing 7 is fixed to the top motor bracket 11. For example, a plurality of motor fixing portions 7B protruding outward are provided on the upper part of the motor housing 7. The motor housing 7 is firmly fixed to the top motor bracket 11 by fixing these motor fixing portions 7B to the top motor bracket 11 respectively.

[0034] The inverter 14 is a device that generates a drive current for driving and controlling the motor 3 by converting the current supplied from the battery from direct current to alternating current. As shown in FIG. 3, the inverter 14 includes an inverter main body 15 provided with a power semiconductor or the like, and an inverter housing 16 that covers the inverter main body 15. Although not shown, the inverter 14 and the motor 3 are electrically connected via a cable. Although not shown, a cooling mechanism for cooling the inverter main body 15 using cooling water is provided in the inverter housing 16. Further, a pipe 39 for supplying the cooling water into the inverter housing 16 and a pipe 40 for discharging the cooling water out of the inverter housing 16 are connected to the inverter housing 16.

[0035] The lower part of the inverter 14 is attached to the bottom motor bracket 8, and the upper part of the inverter 14 is attached to the top motor bracket 11. The left and right parts of the lower part of the inverter 14 are respectively attached to the bottom motor bracket 8. Also, the left and right parts of the upper part of the inverter 14 are respectively attached to the top motor bracket 11. Further, the inverter 14 is attached to the rear part of each of the bottom motor bracket 8 and the top motor bracket 11.

[0036] Specifically, in this embodiment, as shown in FIGS. 3 to 5, a left inverter mounting portion 9 protruding rearward from this portion is provided at the left rear part of the bottom motor bracket 8. Further, a right inverter mounting portion 10 protruding rearward from this portion is provided at the right rear part of the bottom motor bracket 8. Further, a left inverter mounting portion 12 protruding rearward from this portion is provided at the left rear part of the top motor bracket 11. Further, a right inverter mounting portion 13 protruding rearward from this portion is provided at the right rear part of the top motor bracket 11. On the other hand, a lower left protruding portion 17 extending obliquely downward to the left from this portion is provided at the lower left part of the front surface of the inverter housing 16. Further, a lower right protruding portion 18 extending obliquely downward to the right from this portion is provided at the lower right part of the front surface of the inverter housing 16. Further, an upper left protruding portion 19 extending obliquely upward to the left from this portion is provided at the upper left part of the front surface of the inverter housing 16. Further, an upper right protruding portion 20 extending obliquely upward to the right from this portion is provided at the upper right part of the front surface of the inverter housing 16.

[0037] Then, as shown in FIG. 5, at the rear end of the left inverter mounting portion 9 of the bottom motor bracket 8, the lower left protruding portion 17 of the inverter housing 16 is attached and fixed using, for example, bolts 21. Also, at the rear end of the right inverter mounting portion 10 of the bottom motor bracket 8, the lower right protruding portion 18 of the inverter housing 16 is attached and fixed using, for example, bolts 22. Further, at the rear end of the left inverter mounting portion 12 of the top motor bracket 11, the upper left protruding portion 19 of the inverter housing 16 is attached and fixed using, for example, bolts 23. Additionally, at the rear end of the right inverter mounting portion 13 of the top motor bracket 11, the upper right protruding portion 20 of the inverter housing 16 is attached and fixed using, for example, bolts 24. For example, a bolt insertion hole penetrating the lower left protruding portion 17 in the front-rear direction is formed in the lower left protruding portion 17, and a bolt fastening hole with a threaded inner peripheral surface is formed on the rear end surface of the left inverter mounting portion 9. The bolt 21 is inserted into the bolt insertion hole of the lower left protruding portion 17 from the rear of the lower left protruding portion 17 and fastened to the bolt fastening hole of the left inverter mounting portion 9. Similarly, the bolts 22, 23, and 24 are respectively inserted into the bolt insertion holes formed in the lower right protruding portion 18, the upper left protruding portion 19, and the upper right protruding portion 20 from the rear of the lower right protruding portion 18, the upper left protruding portion 19, and the upper right protruding portion 20, and fastened to the bolt fastening holes formed in the right inverter mounting portion 10, the left inverter mounting portion 12, and the right inverter mounting portion 13, respectively. In this way, the inverter 14 is firmly fixed to the rear part of the bottom motor bracket 8 and the rear part of the top motor bracket 11. Also, each of the bolts 21, 22, 23, 24 is fastened so that its head faces rearward.

[0038] Note that the left inverter mounting portion 9 of the bottom motor bracket 8 is a specific example of the "first inverter mounting portion", and the right inverter mounting portion 10 of the bottom motor bracket 8 is a specific example of the "second inverter mounting portion". Also, the left inverter mounting portion 12 of the top motor bracket 11 is a specific example of the "third inverter mounting portion", and the right inverter mounting portion 13 of the top motor bracket 11 is a specific example of the "fourth inverter mounting portion".

[0039] Further, as shown in FIG. 1, the bottom cover 33 covers the lower part of the motor 3 and the lower part of the inverter 14. Also, the top cover 34 covers the upper part of the motor 3 and the upper part of the inverter 14. Further, in a side view of the outboard motor 1, the upper end surface 33A of the bottom cover 33 extends between the lower end surface and the upper end surface of the motor housing 7 and between the lower end surface and the upper end surface of the inverter housing 16, respectively. Also, the upper end surface 33A of the bottom cover 33 is inclined such that the rear part of the upper end surface 33A is at a lower position than the front part.

[0040] As described above, in the outboard motor 1 according to the first embodiment of the present invention, the motor 3 has a bottom motor bracket 8 to which the lower part of the motor housing 7 is fixed, and a top motor bracket 11 to which the upper part of the motor housing 7 is fixed. The lower part of the inverter 14 is attached to the bottom motor bracket 8, and the upper part of the inverter 14 is attached to the top motor bracket 11. Thus, the inverter 14 is attached to the motor 3. And the motor 3 to which the inverter 14 is attached is attached to a motor holder 31 disposed at the bottom side portion within the bottom cover 33. Thereby, the motor 3 is directly supported by the motor holder 31, and the inverter 14 is supported by the motor holder 31 via the motor 3. According to such a configuration, the motor 3 and the inverter 14 can be brought closer to each other, and the motor 3 and the inverter 14 can be concentrated within a small area. Therefore, it is possible to suppress the enlargement of the motor cover 32, and thus it is possible to suppress the enlargement of the outboard motor 1.

[0041] In addition, since the motor 3 to which the inverter 14 is attached is configured to be attached to the motor holder 31, when supporting the motor 3 and the inverter 14 on the motor holder 31, the area to be secured on the motor holder 31 only needs to be the area for attaching the motor 3. Therefore, it is not necessary to increase the size of the motor holder 31. Thus, it is possible to prevent the outboard motor 1 from increasing in size due to the increase in the size of the motor holder 31. Also, the motor holder 31 can be reduced in size and weight, and thereby, the weight of the outboard motor 1 can be reduced.

[0042] In addition, by attaching the inverter 14 to two motor brackets 8 and 11 that are vertically separated from each other, the inverter 14 can be firmly supported on the motor 3.

[0043] Also, the motor housing 7, the bottom motor bracket 8, and the top motor bracket 11 have high rigidity to prevent axial displacement and the like of the motor shaft 4 and the rotor 5. Further, the motor 3 is firmly attached to the motor holder 31 to prevent displacement and the like of the position of the motor shaft 4. Furthermore, the motor holder 31 has high rigidity to firmly support the motor 3 that rotates at high speed. Therefore, by attaching the motor 3 to which the inverter 14 is attached to the motor holder 31, the inverter 14 can be firmly supported on the motor holder 31 via the motor 3.

[0044] Thus, according to the outboard motor 1 of this embodiment, it is possible to suppress the increase in size of the outboard motor 1 while ensuring sufficient support strength for the motor 3 and the inverter 14.

[0045] Further, in the outboard motor 1 of the present embodiment, the left and right portions at the lower part of the inverter 14 are respectively attached to the bottom motor bracket 8. With this configuration, the inverter 14 can be firmly fixed to the motor 3, and it is possible to prevent the heavy inverter 14 equipped with a water-cooled cooling mechanism from being displaced or rattling. Further, in the outboard motor 1 of the present embodiment, the left and right portions at the upper part of the inverter 14 are respectively attached to the top motor bracket 11. Also with this configuration, the inverter 14 can be firmly fixed to the motor 3, and it is possible to prevent the displacement and rattling of the inverter 14.

[0046] Further, in the outboard motor 1 of the present embodiment, a left inverter mounting portion 9 and a right inverter mounting portion 10 are respectively provided at the left rear portion and the right rear portion of the bottom motor bracket 8, and a left inverter mounting portion 12 and a right inverter mounting portion 13 are respectively provided at the left rear portion and the right rear portion of the top motor bracket 11. The lower left, lower right, upper left, and upper right portions of the inverter 14 are respectively attached to the left inverter mounting portion 9, the right inverter mounting portion 10, the left inverter mounting portion 12, and the right inverter mounting portion 13. With this configuration, the four corners of the inverter 14 can be fixed to the motor 3. Therefore, the inverter 14 can be fixed more firmly to the motor 3, and the effect of preventing the displacement and rattling of the inverter 14 can be enhanced.

[0047] In addition, by adopting a configuration in which the motor 3 to which the inverter 14 is attached is attached to the motor holder 31, the assemblability of the outboard motor 1 can be improved. That is, the inverter 14 is attached to the motor 3, the motor 3 and the inverter 14 are electrically connected via a cable, and the motor unit 2 in which the cable is routed is manufactured in advance. At the time of assembling the outboard motor 1, the pre-manufactured motor unit 2 is attached to the motor holder 31. Thereby, the outboard motor 1 can be assembled efficiently and quickly. In addition, since the motor unit 2 in which the motor 3 and the inverter 14, which are highly related to each other, are combined can be handled as one part, repairs, improvements, etc. of the outboard motor 1 can be easily performed.

[0048] In the outboard motor 1 of the present embodiment, the inverter 14 is attached to the rear part of each of the bottom motor bracket 8 and the top motor bracket 11. Thereby, in a state where the lower part of the outboard motor 1 is lifted by the trim / tilt mechanism 38, the inverter 14 can be easily touched, and the maintenance of the inverter 14 can be easily performed. Also, when the outboard motor 1 is removed from the ship and attached to the outboard motor stand, the inverter 14 can be easily touched from the rear of the outboard motor 1, and the maintenance of the inverter 14 can be easily performed. Further, as shown in FIG. 5, since the bolts 21, 22, 23, 24 fixing the inverter 14 to the bottom motor bracket 8 and the top motor bracket 11 are fastened so that their heads face rearward, the bolts 21, 22, 23, 24 can be removed or tightened easily from the rear of the outboard motor 1. Therefore, when performing maintenance on the inverter 14, the inverter 14 can be easily attached and detached. In addition, since the inverter 14 is arranged behind the motor 3 instead of above the motor 3, other parts can be arranged above the motor 3.

[0049] In addition, in a side view of the outboard motor 1 of the present embodiment, the upper end surface 33A of the bottom cover 33 extends between the lower end surface and the upper end surface of the inverter housing 16. As a result, when the top cover 34 is removed, the upper part of the inverter 14 is exposed from the bottom cover 33, making it easy to check the state of the inverter 14 and facilitating operations such as replacing the inverter 14. Also, even when the top cover 34 is removed, the lower part of the inverter 14 is covered by the bottom cover 33, preventing the inverter 14 from being wetted when seawater or the like splashes up.

[0050] In the present embodiment, the upper end surface 33A of the bottom cover 33 is inclined such that the rear part of the upper end surface 33A is at a lower position than the front part. As a result, even when the trim angle of the outboard motor 1 is large, the position of the upper end surface at the rear part of the bottom cover 33 is lowered. Therefore, when performing maintenance work on the motor 3 or the inverter 14 with the top cover 34 removed in a state where the trim angle of the outboard motor 1 is large, the work can be easily carried out. Second Embodiment

[0051] The outboard motor 41, which is a second embodiment of the ship propulsion device of the present invention, will be described with reference to FIGS. 6 to 10. In the description of this embodiment, when referring to the directions of up (Ud), down (Dd), front (Fd), rear (Bd), left (Ld), and right (Rd), follow the arrows drawn in the lower right of each figure. The feature of the second embodiment compared to the first embodiment is that the outboard motor 41 has two motor units 51 and 61. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is simplified or omitted.

[0052] FIG. 6 shows the entirety of the outboard motor 41. FIGS. 7 and 8 respectively show the two motor units 51 and 61 and the motor holder 31 of the outboard motor 41 as viewed from the upper left front and from the left.

[0053] As shown in Fig. 7, the outboard motor 41 has a first motor unit 51 and a second motor unit 61. The first motor unit 51 is disposed on the motor holder 31, and the second motor unit 61 is disposed above the first motor unit 51.

[0054] The two motor units 51 and 61 stacked vertically in this way are provided at the upper part of the outboard motor 41 as shown in Fig. 6. Further, a motor cover 91 is provided at the upper part of the outboard motor 41. The motor cover 91 includes a bottom cover 33 and a top cover 92. The bottom cover 33 is substantially the same as that in the first embodiment. On the other hand, the top cover 92 has a vertical dimension larger than the vertical dimension of the top cover 34 in the first embodiment and has a larger volume than the top cover 34 in the first embodiment. The bottom cover 33 covers the lower part of the first motor unit 51 and the motor holder 31. The top cover 92 covers the upper part of the first motor unit 51 and the whole of the second motor unit 61.

[0055] In FIG. 8, the first motor unit 51 includes a motor 52 and an inverter 55. A clutch cam shaft 85, which will be described later, is attached to the front portion of the top motor bracket 54 of the motor 52. A plurality of connecting members 71, which will be described later, are attached to the left, right, and rear portions of the top motor bracket 54 of the motor 52. Also, as will be described later, the motor shaft 53 of the motor 52 is formed in a cylindrical shape, and the upper portion of the drive shaft 26 is inserted into the inner peripheral side thereof. Also, as will be described later, a connected member 83 is attached to the upper end portion of the motor shaft 53 of the motor 52 (see FIG. 9(B)). Except for these points, the motor 52 is substantially the same as the motor 3 in the first embodiment. Also, a pipe 93 for sending cooling water from the inverter 55 of the first motor unit 51 to the inverter 64 of the second motor unit 61 is connected to the upper portion of the inverter 55. Except for this point, the inverter 55 is substantially the same as the inverter 14 in the first embodiment. Also, in the first motor unit 51, the inverter 55 is attached to and fixed to the rear portions of the bottom motor bracket 8 and the top motor bracket 54 of the motor 52. This point is the same as that of the motor unit 2 in the first embodiment.

[0056] Further, the second motor unit 61 includes a motor 62 and an inverter 64. A clutch camshaft 85, which will be described later, is attached to the front portion of the bottom motor bracket 63 of the motor 62. Further, a plurality of connecting members 71, which will be described later, are attached to the left, right, and rear portions of the bottom motor bracket 63 of the motor 62. Further, as will be described later, a connected member 84 is attached to the lower end portion of the motor shaft 4 of the motor 62 (see FIG. 9(B)). Except for these points, the motor 62 is substantially the same as the motor 3 in the first embodiment. Further, a pipe 93 for sending cooling water from the inverter 55 of the first motor unit 51 to the inverter 64 of the second motor unit 61 is connected to the lower portion of the inverter 55. Except for this point, the inverter 64 is substantially the same as the inverter 14 in the first embodiment. Further, in the second motor unit 61, the inverter 64 is attached to and fixed to the rear portions of the bottom motor bracket 63 and the top motor bracket 11 of the motor 62. This point is the same as that of the motor unit 2 in the first embodiment.

[0057] The motor 52 of the first motor unit 51 is fixed to the motor holder 31 by attaching the bottom motor bracket 8 to the motor holder 31, similarly to the motor 3 in the first embodiment. The motor 62 of the second motor unit 61 is disposed above the motor 52 of the first motor unit 51 and is attached to and fixed to the motor 52 of the first motor unit 51 using a plurality of connecting members 71. Further, a space is formed between the motor 52 and the motor 62. Further, the motor 52 and the motor 62 are arranged such that their respective motor shafts 53 and 4 are coaxial. Further, the inverter 64 is disposed directly above the inverter 55, and in a top view of the outboard motor 41, the inverter 64 substantially completely overlaps the inverter 55.

[0058] Each connecting member 71 is a columnar member formed of, for example, a metal material or the like. The lower part of each connecting member 71 is fixed to the top motor bracket 54 of the motor 52. Further, the bottom motor bracket 63 of the motor 62 is fixed to the upper part of each connecting member 71. In the present embodiment, a through hole penetrating in the axial direction is formed in the central part of each connecting member 71. Further, through holes penetrating in the vertical direction are formed in the portions of the top motor bracket 54 of the motor 52 and the bottom motor bracket 63 of the motor 62 where the connecting members 71 are arranged. Each connecting member 71 is fixed between the top motor bracket 54 and the bottom motor bracket 63 by inserting a bolt 72 into the respective through holes of the connecting member 71, the top motor bracket 54 of the motor 52, and the bottom motor bracket 63 of the motor 62, and fastening a nut 73 to the end of the bolt 72. Thereby, the motor 52 and the motor 62 are connected.

[0059] The plurality of connecting members 71 are arranged on the outer peripheral side portions of the top motor bracket 54 and the bottom motor bracket 63, respectively. FIG. 9(A) shows a state in which the portion between the motor unit 51 and the motor unit 61 in FIG. 8 is cut along the cutting line IX-IX, and the cross section of the cut portion is viewed from above. As shown in FIG. 9(A), in the present embodiment, two of the seven connecting members 71 are arranged on the left part of the top motor bracket 54 and the bottom motor bracket 63, two other connecting members 71 are arranged on the right part of the top motor bracket 54 and the bottom motor bracket 63, and the remaining three connecting members 71 are arranged on the rear part of the top motor bracket 54 and the bottom motor bracket 63.

[0060] In addition, the outboard motor 41 is provided with a power switching mechanism 81. The power switching mechanism 81 is a mechanism that switches the connection mode between the two motors 52 and 62 and the drive shaft 26 among a first mode in which the motors 52 and 62 are connected to the drive shaft 26, a second mode in which only the motor 52 is connected to the drive shaft 26, and a third mode in which only the motor 62 is connected to the drive shaft 26. When the connection mode between the motors 52 and 62 and the drive shaft 26 is switched to the first mode, the power of both the motor 52 and the motor 62 is transmitted to the drive shaft 26, and the propeller 25 rotates by the combined power of both the motor 52 and the motor 62. When the connection mode between the motors 52 and 62 and the drive shaft 26 is switched to the second mode, only the power of the motor 52 is transmitted to the drive shaft 26, and the propeller 25 rotates only by the power of the motor 52 among the motors 52 and 62. When the connection mode between the motors 52 and 62 and the drive shaft 26 is switched to the third mode, only the power of the motor 62 is transmitted to the drive shaft 26, and the propeller 25 rotates only by the power of the motor 62 among the motors 52 and 62. As shown in FIG. 8, the power switching mechanism 81 is provided between the motor 52 and the motor 62.

[0061] Figure 9(B) schematically shows the configuration of the power switching mechanism 81. The upper end of the motor shaft 53 of the motor 52 and the lower end of the motor shaft 4 of the motor 62 face each other in the space formed between the motor 52 and the motor 62 as shown in Figure 9(B). Also, the upper part of the drive shaft 26 is located in the space formed between the motor 52 and the motor 62 through the inner peripheral side of the cylindrical motor shaft 53 of the motor 52. Although the upper part of the drive shaft 26 is inserted into the inner peripheral side of the motor shaft 53, the outer peripheral surface of the drive shaft 26 and the inner peripheral surface of the motor shaft 53 do not contact each other. Therefore, the drive shaft 26 and the motor shaft 53 can rotate independently of each other. Further, a connecting member 82 formed in a cylindrical shape is provided at the upper end of the drive shaft 26. The connecting member 82 is attached to the outer peripheral side of the upper end of the drive shaft 26 so as not to be rotatable with respect to the drive shaft 26 and to be movable in the vertical direction with respect to the drive shaft 26. Also, a connected member 83 is attached and fixed to the upper end of the motor shaft 53 of the motor 52. Further, a connected member 84 is attached and fixed to the lower end of the motor shaft 4 of the motor 62. The connecting member 82 is located between the connected member 83 and the connected member 84. The connecting member 82 is, for example, a dog clutch, and teeth are formed at each of the lower end and the upper end of the connecting member 82. Also, teeth that can be engaged with the teeth at the lower end of the connecting member 82 are formed on the connected member 83, and teeth that can be engaged with the teeth at the upper end of the connecting member 82 are formed on the connected member 84.

[0062] Also, a clutch cam shaft 85 is provided in the vicinity of the connecting member 82 in the space between the motor 52 and the motor 62. The clutch cam shaft 85 extends in the vertical direction, the lower end is rotatably supported by the top motor bracket 54 of the motor 52, and the upper end is rotatably supported by the bottom motor bracket 63 of the motor 62. Also, a cam groove 86 is formed on the outer peripheral surface of the clutch cam shaft 85.

[0063] Further, a fork unit 87 is attached to the clutch cam shaft 85. The fork unit 87 includes a cylindrical base portion 88, a driven pin 89 provided on the base portion 88, and a fork portion 90 extending from the base portion 88 toward the connecting member 82. The base portion 88 is disposed on the outer peripheral side of the clutch cam shaft 85, and the tip of the driven pin 89 is inserted into the cam groove 86 of the clutch cam shaft 85. Further, as shown in FIG. 9(A), the tip of the fork portion 90 is bifurcated and grips the connecting member 82. The grip of the connecting member 82 by the fork portion 90 is not strong, and therefore, the connecting member 82 can rotate while being gripped by the fork portion 90.

[0064] The clutch cam shaft 85 and the fork unit 87 constitute a cylindrical cam. For example, when the clutch cam shaft 85 rotates in one direction, the fork unit 87 moves upward, and accordingly, the connecting member 82 moves upward. On the other hand, when the clutch cam shaft 85 rotates in the other direction, the fork unit 87 moves downward, and accordingly, the connecting member 82 moves downward.

[0065] When the connecting member 82 is positioned at an intermediate portion between the connected member 83 and the connected member 84, the teeth at the lower end of the connecting member 82 and the teeth of the connected member 83 are engaged with each other, and at the same time, the teeth at the upper end of the connecting member 82 and the teeth of the connected member 84 are engaged with each other. Thereby, both the motor shaft 53 of the motor 52 and the motor shaft 4 of the motor 62 are connected to the drive shaft 26. That is, the connection mode between the two motors 52 and 62 and the drive shaft 26 becomes the above-described first mode. Further, when the connecting member 82 moves to the lower part between the connected member 83 and the connected member 84, the teeth at the lower end of the connecting member 82 and the teeth of the connected member 83 are engaged with each other, and the engagement between the teeth at the upper end of the connecting member 82 and the teeth of the connected member 84 is released. Thereby, only the motor shaft 53 of the motor 52 is connected to the drive shaft 26. That is, the connection mode between the two motors 52 and 62 and the drive shaft 26 becomes the above-described second mode. Further, when the connecting member 82 moves to the upper part between the connected member 83 and the connected member 84, the teeth at the upper end of the connecting member 82 and the teeth of the connected member 84 are engaged with each other, and the engagement between the teeth at the lower end of the connecting member 82 and the teeth of the connected member 83 is released. Thereby, only the motor shaft 4 of the motor 62 is connected to the drive shaft 26. That is, the connection mode between the two motors 52 and 62 and the drive shaft 26 becomes the above-described third mode. Although not shown, the outboard motor 41 is provided with an actuator (for example, a DC motor) that rotates the clutch cam shaft 85 based on an operation signal input from the outside, and based on the operation signal, the connection mode between the two motors 52 and 62 and the drive shaft 26 can be switched.

[0066] The outboard motor 41 can switch the connection mode between the two motors 52, 62 and the drive shaft 26, so the performance of the outboard motor 41 can be enhanced. Specifically, the output or torque of the outboard motor 41 can be significantly changed according to the navigation conditions of the ship, etc., and the electricity cost of the outboard motor 41 can be adjusted. For example, by switching the connection mode between the two motors 52, 62 and the drive shaft 26 to the first mode, the output or torque of the outboard motor 41 can be significantly increased. Also, by switching the connection mode between the two motors 52, 62 and the drive shaft 26 to the second mode or the third mode, the electricity cost of the outboard motor 41 can be reduced. Further, for example, when one of the motors 52 and 62 fails during navigation, the failed motor can be disconnected from the drive shaft 26, and the non-failed motor can be connected to the drive shaft 26, so that the propeller 25 can be rotated only by the power of the non-failed motor to move the ship.

[0067] According to the outboard motor 41 of the second embodiment of the present invention having such a configuration, a small-sized outboard motor with high performance can be realized while ensuring sufficient support strength for the two motors 52, 62 and the two inverters 55, 64.

[0068] That is, in the first motor unit 51, the inverter 55 is attached to the bottom motor bracket 8 and the top motor bracket 54 of the motor 52. Also, in the second motor unit 61, the inverter 64 is attached to the bottom motor bracket 63 and the top motor bracket 11 of the motor 62. Further, the motor 62 is disposed above the motor 52 and is connected to the motor 52 using a plurality of connecting members 71. And by connecting the motor 62 to the motor 52 in this way, the inverter 64 attached to the motor 62 is disposed above the inverter 55 attached to the motor 52. According to such a configuration, the two inverters 55 and 64 can be arranged in the vertical direction, and the two inverters 55 and 64 arranged in the vertical direction can be brought closer to the two motors 52 and 62 arranged in the vertical direction. Thereby, the two motors 52 and 62 and the two inverters 55 and 64 can be concentrated in a small area. Also, the motor 52 can be disposed at the lower front part of the area above the motor holder 31, the motor 62 can be disposed at the upper front part of the area, the inverter 55 can be disposed at the lower rear part of the area, and the inverter 64 can be disposed at the upper rear part of the area. Therefore, the area above the motor holder 31 can be utilized extremely efficiently. Thereby, the concentration of the two motors 52 and 62 and the two inverters 55 and 64 can be enhanced. Thus, according to the outboard motor 41 of the present embodiment, a small outboard motor can be realized while having the two motors 52 and 62 and the two inverters 55 and 64.

[0069] Further, since the motor 62 with the inverter 64 attached is arranged above the motor 52 with the inverter 55 attached, and the motor 62 with the inverter 64 attached is connected to the motor 52 with the inverter 55 attached using a plurality of connecting members 71, when supporting the two motors 52, 62 and the two inverters 55, 64 on the motor holder 31, the area to be secured on the motor holder 31 only needs to be the area for attaching the motor 52. Therefore, it is not necessary to increase the size of the motor holder 31. Thus, it is possible to prevent the outboard motor 1 from increasing in size due to the increase in size of the motor holder 31.

[0070] Also, similar to the motor unit 2 in the first embodiment, the inverter 55 can be firmly supported by the upper and lower motor brackets 8, 54 of the motor 52, and the inverter 64 can be firmly supported by the upper and lower motor brackets 63, 11 of the motor 62. Also, the motor 62 can be firmly supported by the motor 52 using a plurality of connecting members 71. Further, similar to the motor 3 in the first embodiment, the motor 52 and the motor 62 each have high rigidity, and the motor 52 is firmly attached to the motor holder 31 having high rigidity. Therefore, according to the outboard motor 41 of this embodiment, the motor 52 can be directly and firmly supported by the motor holder 31, the inverter 55 can be firmly supported by the motor holder 31 via the motor 52, the motor 62 can be firmly supported by the motor holder 31 via the motor 52 and the connecting members 71, and the inverter 64 can be firmly supported by the motor holder 31 via the motor 52, the connecting members 71 and the motor 62.

[0071] In addition, according to the outboard motor 41 of the present embodiment, the assemblability of the outboard motor 41 can be improved. That is, as shown in FIG. 10, the first motor unit 51 and the second motor unit 61 are each manufactured in advance. When assembling the outboard motor 41, the first motor unit 51 and the second motor unit 61, which have been manufactured in advance, are connected to each other using a connecting member 71, and the connected first motor unit 51 and second motor unit 61 are attached to the motor holder 31. Thereby, the assembly of the outboard motor 41 can be performed efficiently and quickly.

[0072] In each of the above embodiments, the case where the lower left and lower right portions of the inverter 14 (55, 64) are attached to the bottom motor bracket of the motor and the upper left and upper right portions of the inverter 14 (55, 64) are attached to the top motor bracket of the motor is taken as an example. However, in the inverter 14 (55, 64), the portions attached to the motor are not limited to this. For example, the lower left and lower right portions of the inverter 14 (55, 64) may be attached to the bottom motor bracket of the motor, and the central portion of the upper part of the inverter 14 (55, 64) may be attached to the top motor bracket of the motor. Also, the central portion of the lower part of the inverter 14 (55, 64) may be attached to the bottom motor bracket of the motor, and the upper left and upper right portions of the inverter 14 (55, 64) may be attached to the top motor bracket of the motor. Further, in the inverter, the number of portions attached to the upper and lower motor brackets may be five or more.

[0073] In the second embodiment above, the outboard motor 41 in which two motor units 51 and 61 are arranged in the vertical direction is taken as an example. However, three or more motor units may be arranged in the vertical direction.

[0074] Also, in the present invention, when a plurality of motor units are provided in the outboard motor, the power switching mechanism is not limited to that described in the second embodiment. For example, the upper end of the drive shaft 26 may be constantly connected to the lower end of the motor shaft of the motor 52 of the first motor unit 51, and between the upper end of the motor shaft of the motor 52 of the first motor unit 51 and the lower end of the motor shaft of the motor 62 of the second motor unit 61, a power switching mechanism for switching the connection and separation between these two motor shafts may be provided. Further, the present invention includes an outboard motor in which both the motor shaft of the motor of the first motor unit and the motor shaft of the motor of the second motor unit are constantly connected to the drive shaft without a power switching mechanism.

[0075] Further, the present invention can also be applied to other types of marine propulsion engines other than outboard motors.

[0076] Also, the present invention can be appropriately modified within the scope not contrary to the gist or idea of the invention that can be read from the claims and the entire specification, and a marine propulsion engine with such modifications is also included in the technical idea of the present invention.

Explanation of Reference Numerals

[0077] 1, 41 Outboard motor (marine propulsion engine) 2 Motor unit 3, 52, 62 Motor 4, 53 Motor shaft 5 Rotor 6 Stator 7 Motor housing 8, 63 Bottom motor bracket (lower motor bracket) 9 Left inverter mounting portion (first inverter mounting portion) 10 Right inverter mounting portion (second inverter mounting portion) 11, 54 Top motor bracket (upper motor bracket) 12 Left inverter mounting portion (third inverter mounting portion) 13 Right inverter mounting portion (fourth inverter mounting portion) 14, 55, 64 Inverter 25 Propeller 26 Drive Shaft (Power Transmission Mechanism) 27 Propeller Shaft (Power Transmission Mechanism) 28 Gear Mechanism (Power Transmission Mechanism) 31 Motor Holder 32, 91 Motor Cover (Cover) 33 Bottom Cover (Lower Cover Portion) 33A Upper End Surface 34, 92 Top Cover (Upper Cover Portion) 51 First Motor Unit 61 Second Motor Unit 71 Connecting Member

Claims

1. A marine propulsion machine comprising a motor, an inverter that generates a drive current for controlling the drive of the motor, a propeller, and a power transmission mechanism that transmits the power of the motor to the propeller, wherein the motor includes a motor shaft, a rotor, a stator, a motor housing having the motor shaft, the rotor, and the stator provided therein, a lower motor bracket to which a lower portion of the motor housing is fixed, and an upper motor bracket to which an upper portion of the motor housing is fixed, and a lower portion of the inverter is attached to the lower motor bracket, and an upper portion of the inverter is attached to the upper motor bracket. A marine propulsion machine characterized by this.

2. The marine propulsion machine according to claim 1, wherein a left portion and a right portion of the inverter are respectively attached to the lower motor bracket.

3. The marine propulsion machine according to claim 1, wherein a left portion and a right portion of the inverter are respectively attached to the upper motor bracket.

4. The marine propulsion machine according to claim 1, wherein the inverter is attached to a rear portion of each of the lower motor bracket and the upper motor bracket.

5. The lower motor bracket includes a first inverter attachment portion that protrudes rearward from a left rear portion of the lower motor bracket, and a second inverter attachment portion that protrudes rearward from a right rear portion of the lower motor bracket, the upper motor bracket includes a third inverter attachment portion that protrudes rearward from a left rear portion of the upper motor bracket, and a fourth inverter attachment portion that protrudes rearward from a right rear portion of the upper motor bracket, and a lower left portion of the inverter is attached to the first inverter attachment portion, a lower right portion of the inverter is attached to the second inverter attachment portion, an upper left portion of the inverter is attached to the third inverter attachment portion, and an upper right portion of the inverter is attached to the fourth inverter attachment portion. A marine propulsion machine characterized by this.

6. A cover that covers the motor, the inverter, and the motor and the inverter is provided on an upper portion of the marine propulsion machine, and the cover includes a lower cover portion and an upper cover portion. The lower cover portion covers the lower part of the motor and the lower part of the inverter, the upper cover portion covers the upper part of the motor and the upper part of the inverter, the upper cover portion is detachable from the lower cover portion, and in a side view of the marine propulsion unit, an upper end surface of the lower cover portion extends between a lower end surface and an upper end surface of the inverter. The marine propulsion unit according to claim 1, characterized in that.

7. The marine propulsion unit according to claim 6, characterized in that an upper end surface of the lower cover portion is inclined such that a rear portion of the upper end surface is at a lower position than a front portion thereof.

8. Comprising a first motor unit and a second motor unit each having the motor, the inverter supported by the lower motor bracket and the upper motor bracket of the motor, The second motor unit is disposed above the first motor unit, The marine propulsion unit according to claim 1, characterized in that the second motor unit is supported by the first motor unit by connecting the upper motor bracket of the motor in the first motor unit and the lower motor bracket of the motor in the second motor unit to each other.

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