Ship propulsion machine, ship and mobile body

Abstract

To improve a temperature rise rate of an engine in a ship propulsion machine.SOLUTION: A ship propulsion machine comprises: an engine; an oil pan which stores oil supplied to the engine; a case which houses at least a portion of the oil pan; and a pump which sends cooling water to a cooling water flow passage formed in the ship propulsion machine. The cooling water flow passage includes: a first flow passage which is configured to allow the cooling water sent by the pump to pass first through a gap between the oil pan and the case and then through a periphery of the engine; and a second flow passage which branches off from the first flow passage between the oil pan and the case and is configured not to allow the cooling water to pass through the periphery of the engine. The ship propulsion machine also has a flow rate change mechanism which changes at least either a flow rate of the cooling water flowing into the first flow passage or a flow rate of the cooling water flowing out of the first flow passage.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The technology disclosed in this specification relates to marine propulsion units, ships, and mobile bodies.

Background Art

[0002] Conventionally, an outboard motor, which is an example of a marine propulsion unit, is provided in a cooling water passage and includes a thermostat that increases or decreases the flow rate of water passing through the engine. In a conventional outboard motor, the thermostat is provided downstream of the portion of the cooling water passage that passes through the engine (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The above-described marine propulsion unit has a problem in that the temperature rise of the engine is slow because the capacity of the cooling water near the engine does not decrease even when the temperature of the engine is low enough not to require cooling.

[0005] This specification discloses a technology capable of solving the above-described problems.

Means for Solving the Problems

[0006] The technology disclosed in this specification can be realized, for example, in the following forms.

[0007] The marine propulsion unit disclosed in this specification includes an engine, an oil pan for storing oil supplied to the engine, a case for accommodating at least a part of the oil pan, and a pump for sending cooling water into a cooling water flow path formed in the marine propulsion unit. The cooling water flow path includes a first flow path configured such that the cooling water sent out from the pump passes between the oil pan and the case and then passes around the engine, and a second flow path branched from the first flow path between the oil pan and the case, the second flow path being configured such that the cooling water does not pass around the engine. The marine propulsion unit further includes a flow rate changing mechanism for changing at least one of the flow rate of the cooling water flowing into the first flow path and the flow rate of the cooling water flowing out from the first flow path.

[0008] According to this marine propulsion unit, when the temperature of the engine is low, the capacity of the cooling water near the engine can be reduced, and the engine warm-up speed can be improved.

[0009] Note that the technology disclosed in this specification can be realized in various forms. For example, it can be realized in the form of a marine propulsion unit, a ship including the marine propulsion unit and a hull, and a moving body.

Effects of the Invention

[0010] According to this marine propulsion unit, when the temperature of the engine is low, the capacity of the cooling water near the engine can be reduced, and the engine warm-up speed can be improved.

Brief Description of the Drawings

[0011]

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

[0012] A. First Embodiment: A-1. Configuration of the Ship 10: FIG. 1 is a perspective view schematically showing the configuration of the ship 10. In FIG. 1 and other drawings described later, arrows indicating each direction based on the position of the ship 10 are shown. Each drawing shows arrows representing the front (FRONT), rear (REAR), left (LEFT), right (RIGHT), upper (UPPER), and lower (LOWER) respectively. The front-rear direction, left-right direction, and up-down direction (vertical direction) are directions orthogonal to each other. Note that the axis, member, etc. extending in the front-rear direction in this specification do not necessarily have to be parallel to the front-rear direction. The axis and member extending in the front-rear direction include the axis and member inclined within the range of ±45° with respect to the front-rear direction. Similarly, the axis and member extending in the up-down direction include the axis and member inclined within the range of ±45° with respect to the up-down direction, and the axis and member extending in the left-right direction include the axis and member inclined within the range of ±45° with respect to the left-right direction.

[0013] The ship 10 includes a hull 200 and an outboard motor 100. In this embodiment, the ship 10 has one outboard motor 100, but the ship 10 may have a plurality of outboard motors 100.

[0014] (Configuration of the hull 200) The hull 200 is the part where the crew boards on the ship 10. The hull 200 has a hull main body 202 having a living space 204, a cockpit 240 installed in the living space 204, and a control device 250 installed near the cockpit 240. The control device 250 is a device for ship operation. For example, it has a steering wheel 252, a shift throttle lever 254, a joystick 255, a monitor 256, and an input device 258. Further, the hull 200 has a partition wall 220 that partitions the rear end of the living space 204 and a transom 210 located at the rear end of the hull 200. In the front-rear direction, there is a space 206 between the transom 210 and the partition wall 220.

[0015] (Configuration of the outboard motor 100) FIG. 2 is a side view schematically showing the configuration of the outboard motor 100. Hereinafter, unless otherwise specified, the outboard motor 100 in the reference posture will be described. The reference posture is a posture in which the rotation axis Ac of the crankshaft 124 described later extends in the vertical direction and the rotation axis Ap of the propeller shaft 137 described later extends in the front-rear direction. Each of the front-rear direction, the left-right direction, and the vertical direction is defined based on the outboard motor 100 in the reference posture. The outboard motor 100 is an example of a ship propulsion machine.

[0016] The outboard motor 100 is a device that generates a thrust for propelling the ship 10. The outboard motor 100 is attached to the transom 210 at the rear part of the hull 200. The outboard motor 100 has an outboard motor main body 110 and a suspension device 150.

[0017] (Configuration of the outboard motor main body 110) The outboard motor main body 110 has a cowl 112, a casing 116, an engine 120, a transmission mechanism 130, a propeller 111, a pump shaft 134, a water pump 140, and an oil pan 500.

[0018] The cowl 112 is a housing disposed at the upper part of the outboard motor main body 110. The cowl 112 has an upper cowl 113 that constitutes the upper part of the cowl 112 and a lower cowl 114 that constitutes the lower part of the cowl 112. The upper cowl 113 is removably attached to the lower cowl 114.

[0019] The casing 116 is a housing located below the cowl 112 and disposed at the lower part of the outboard motor main body 110. The casing 116 has an upper case 117 that constitutes the upper part of the casing 116 and a lower case 118 that constitutes the lower part of the casing 116. The upper case 117 houses at least a part of the oil pan 500. The upper case 117 is an example of a case.

[0020] The engine 120 is a prime mover that generates power. The engine 120 is constituted by, for example, an internal combustion engine and has a combustion chamber which is a space where fuel burns (not shown). The engine 120 is disposed relatively upward in the outboard motor main body 110 and is housed in the cowl 112. The engine 120 has a crankshaft 124 that converts the reciprocating motion of a piston (not shown) into a rotational motion. The crankshaft 124 is disposed in a posture where its rotation axis Ac extends in the vertical direction.

[0021] The transmission mechanism 130 is a mechanism that transmits the driving force of the engine 120 to the propeller 111. The transmission mechanism 130 has an output shaft 132, a shift mechanism 300, a drive shaft 133, and a propeller shaft 137.

[0022] The output shaft 132 is a rod-shaped member that extends in the vertical direction. The upper end portion of the output shaft 132 is mechanically connected to the lower end portion of the crankshaft 124 in the engine 120 and extends downward from the connection portion with the engine 120. The output shaft 132 rotates together with the crankshaft 124 by the driving force of the engine 120.

[0023] The shift mechanism 300 is disposed below the output shaft 132. The shift mechanism 300 transmits the driving force of the output shaft 132 to the drive shaft 133 and the pump shaft 134. Further, the shift mechanism 300 changes the rotational direction of the propeller shaft 137 and the propeller 111 by switching the rotational direction of the drive shaft 133, thereby switching the ship 10 between the forward state and the reverse state.

[0024] The drive shaft 133 is a rod-shaped member that transmits power to the propeller shaft 137. The lower end portion of the drive shaft 133 has a gear 135. The drive shaft 133 is mechanically connected to the propeller shaft 137 by meshing of the gear 135 of the drive shaft 133 with a gear 138 (described later) of the propeller shaft 137. The rotation of the drive shaft 133 is transmitted to the propeller shaft 137 via the gear 135 of the drive shaft 133 and the gear 138 of the propeller shaft 137.

[0025] The propeller shaft 137 is a rod-shaped member and is disposed in a posture extending in the front-rear direction relatively below the outboard engine main body 110. The propeller shaft 137 rotates together with the propeller 111. The front end portion of the propeller shaft 137 is accommodated in the lower case 118, and the rear end portion of the propeller shaft 137 protrudes rearward from the lower case 118. The front end portion of the propeller shaft 137 has a gear 138.

[0026] The propeller 111 is a rotating body having a plurality of blades and is attached to the rear end portion of the propeller shaft 137. The propeller 111 rotates as the propeller shaft 137 rotates about the rotation axis Ap. The propeller 111 generates thrust by rotating.

[0027] The pump shaft 134 extends in the vertical direction. The pump shaft 134 is driven by the driving force of the engine 120 transmitted by the output shaft 132 and the shift mechanism 300, and transmits power to the water pump 140.

[0028] The water pump 140 sends cooling water to a cooling water flow path 400, which will be described later, formed in the outboard motor 100. The water pump 140 pumps water from outside the outboard motor 100. The water pump 140 is driven by the driving force of the engine 120 transmitted by the pump shaft 134. The water pump 140 is an example of a pump.

[0029] The oil pan 500 stores oil supplied to the engine 120. The oil has, for example, functions such as lubricating and cleaning the engine 120. The oil stored in the oil pan 500 is pumped up by an oil pump (not shown) and circulates inside the engine 120. The oil pan 500 is located above the water pump 140 and below the engine 120.

[0030] (Configuration of the suspension device 150) The suspension device 150 is a device that suspends the outboard motor body 110 to the hull 200. The suspension device 150 includes a pair of left and right clamp brackets 152, a tilt shaft 154, and a swivel bracket 156.

[0031] A pair of left and right clamp brackets 152 are arranged behind the hull 200 in a state of being separated from each other in the left - right direction, and are fixed to the transom 210 of the hull 200 by, for example, bolts. Each clamp bracket 152 has a cylindrical support portion 153 in which a through - hole extending in the left - right direction is formed.

[0032] The tilt shaft 154 is a rod - shaped member and is rotatably supported in the through - hole of the support portion 153 of the clamp bracket 152. The tilt axis At, which is the center line of the tilt shaft 154, constitutes the axis in the horizontal direction (left - right direction) in the tilt operation of the outboard motor 100.

[0033] The swivel bracket 156 is arranged to be sandwiched between a pair of clamp brackets 152, and is supported by a support portion 153 of the clamp bracket 152 via a tilt shaft 154 so as to be rotatable about a tilt axis At. The swivel bracket 156 is rotationally driven about the tilt axis At with respect to the clamp bracket 152 by a tilt device (not shown) including an actuator such as a hydraulic cylinder.

[0034] When the swivel bracket 156 rotates about the tilt axis At with respect to the clamp bracket 152, the outboard motor main body 110 supported by the swivel bracket 156 also rotates about the tilt axis At. Thereby, a tilt operation for rotating the outboard motor main body 110 in the vertical direction with respect to the hull 200 is realized. By the tilt operation of the outboard motor 100, the angle of the outboard motor main body 110 about the tilt axis At can be changed within a range from a tilt-down state where the propeller 111 is located in the water (a state where the outboard motor 100 is in a reference posture) to a tilt-up state where the propeller 111 is located above the water surface. In addition, a trim operation for adjusting the posture of the ship 10 during travel by adjusting the angle of the outboard motor main body 110 about the tilt axis At can also be executed.

[0035] A-2. Peripheral configuration of the oil pan 500: FIG. 3 is an explanatory diagram schematically showing a cross-sectional configuration around the oil pan 500 in the outboard motor 100 of the first embodiment. As shown in FIG. 3, around the oil pan 500 of the outboard motor 100, a cooling water flow path 400, which is a flow path for cooling water in the outboard motor 100, is arranged. In FIG. 3 and each subsequent figure, the arrows shown in each flow path constituting the cooling water flow path 400 indicate the direction in which the cooling water flows in each flow path constituting the cooling water flow path 400.

[0036] The cooling water flow path 400 includes a first flow path 410 and a second flow path 420 (see FIG. 4). Further, the first flow path 410 includes an inlet flow path 411 and an outlet flow path 412.

[0037] The first flow path 410 is a flow path for cooling water mainly for cooling the engine 120. The first flow path 410 is configured such that the cooling water sent out from the water pump 140 passes between the oil pan 500 and the upper case 117, then passes around the engine 120, and again passes between the oil pan 500 and the upper case 117. The first flow path 410 is configured such that the cooling water contacts the oil pan 500. Thus, the cooling water passing through the first flow path 410 can transfer heat to the oil pan 500 because it passes around the oil pan 500. Therefore, the cooling water passing through the first flow path 410 can cool not only the engine 120 but also the oil stored in the oil pan 500.

[0038] The inlet flow path 411 is a flow path for cooling water in the first flow path 410 from the point where it flows out of the water pump 140 to the point where it flows into the periphery of the combustion chamber in the engine 120. The inlet flow path 411 is configured such that the cooling water flows upward from the water pump 140. More specifically, in the inlet flow path 411, the cooling water is pumped up from the water pump 140, flows around the oil pan 500, and flows toward the periphery of the combustion chamber of the engine 120 located above the cross section shown in FIG. 3. At this time, the cooling water passes around the engine 120 and cools the engine 120.

[0039] The outlet flow path 412 is a flow path for cooling water in the first flow path 410 from the point where it flows out of the periphery of the combustion chamber in the engine 120 to the point where it is discharged outside the outboard motor 100. The outlet flow path 412 is configured such that the cooling water flows downward from the periphery of the combustion chamber in the engine 120. More specifically, in the outlet flow path 412, the cooling water is discharged from the periphery of the combustion chamber of the engine 120 located above the cross section shown in FIG. 3, flows around the oil pan 500, flows downward relative to the lower case 118, and is discharged outside the outboard motor 100. Thus, the periphery of the oil pan 500 has both the cooling water before it flows into the periphery of the combustion chamber of the engine 120 and the cooling water after it flows out of the periphery of the combustion chamber of the engine 120 flowing through it.

[0040] Further, as shown in FIG. 3, the outboard motor 100 includes an exhaust pipe 600 that is disposed adjacent to the oil pan 500 and through which exhaust gas discharged from the combustion chamber of the engine 120 flows. The exhaust pipe 600 is directly or indirectly connected to the combustion chamber of the engine 120 located above the cross section shown in FIG. 3, and has a portion disposed adjacent to the oil pan 500. More specifically, the exhaust pipe 600 has a portion surrounded by the oil pan 500 in a vertical view. Since the exhaust pipe 600 is disposed adjacent to the oil pan 500, the exhaust gas passing through the exhaust pipe 600 can warm the oil stored in the oil pan 500.

[0041] FIG. 4 is an explanatory view schematically showing a cross-sectional configuration around the oil pan 500 in the outboard motor 100 of the first embodiment. FIG. 4 schematically shows a cross-sectional configuration different from the cross section shown in FIG. 3 in the outboard motor 100. As shown in FIG. 4, the cooling water flow path 400 includes a second flow path 420. The second flow path 420 branches from the first flow path 410 between the oil pan 500 and the upper case 117. More specifically, around the oil pan 500, the inlet flow path 411 is formed integrally with the upper case 117. The connection position 422, which is the branching position between the first flow path 410 and the second flow path 420, is located between the oil pan 500 and the upper case 117. The first flow path 410 and the second flow path 420 branch below the lower end of the oil pan 500. In the second flow path 420, the cooling water is configured not to pass around the engine 120.

[0042] The outboard motor 100 further includes a valve 430 that changes at least one of the flow rate of the cooling water flowing into the first flow path 410 and the flow rate of the cooling water flowing out of the first flow path 410. The valve 430 is disposed outside the upper case 117 and is disposed in the middle of the second flow path 420. The outboard motor 100 adjusts the flow rate of the cooling water flowing into the first flow path 410 and the flow rate of the cooling water flowing into the second flow path 420 by opening and closing the valve 430. Specifically, when the outboard motor 100 closes the valve 430, the flow rate of the cooling water flowing into the second flow path 420 decreases, and the flow rate of the cooling water flowing into the first flow path 410 increases. Conversely, when the outboard motor 100 opens the valve 430, the flow rate of the cooling water flowing into the second flow path 420 increases, and the flow rate of the cooling water flowing into the first flow path 410 decreases. Thereby, the flow rate of the cooling water flowing into the first flow path 410 can be changed without changing the rotational speed of the engine 120. The valve 430 is an example of a flow rate changing mechanism.

[0043] The valve 430 is adjusted to an arbitrary valve opening degree from 0% to 100%. Thereby, the cooling water pumped up by the water pump 140 can flow into the first flow path 410 at an arbitrary flow rate from 0% to 100% thereof. Similarly, the cooling water pumped up by the water pump 140 can flow into the second flow path 420 at an arbitrary flow rate from 0% to 100% thereof.

[0044] FIG. 5 is a block diagram showing the control configuration of the outboard motor 100. The outboard motor 100 includes a first temperature sensor 441, a second temperature sensor 442, a third temperature sensor 443, and a fourth temperature sensor 444. The first temperature sensor 441 measures the temperature near the combustion chamber of the engine 120. The second temperature sensor 442 measures the temperature of the exhaust pipe 600 through which the exhaust gas discharged from the combustion chamber of the engine 120 flows. The third temperature sensor 443 measures the temperature of the oil supplied to the engine 120. The fourth temperature sensor 444 measures the temperature of the cooling water.

[0045] The outboard motor 100 further includes a controller 80. The controller 80 is configured using, for example, a CPU, a multi-core CPU, a programmable device (such as a Field Programmable Gate Array (FPGA), a Programmable Logic Device (PLD), etc.). The controller 80 is electrically connected to each of the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, the fourth temperature sensor 444, the valve 430, and the engine 120.

[0046] FIG. 6 is a flowchart showing a method for controlling the valve 430 by the controller 80. The controller 80 changes the flow rate of the cooling water flowing into the first flow path 410 by operating the valve 430. Specifically, when the temperatures measured by each of the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444 are less than a predetermined value (S110 - S140: YES), the controller 80 sets the flow rate of the cooling water flowing into the first flow path 410 to a first flow rate (S150). Conversely, when the temperature measured by any one of the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444 is equal to or greater than the predetermined value (S110: NO, S120: NO, S130: NO, or S140: NO), the controller 80 sets the flow rate of the cooling water flowing into the first flow path 410 to a second flow rate that is greater than the first flow rate (S160). By including the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444, the outboard motor 100 can comprehensively monitor the rise in the engine temperature and suppress an excessive rise in the engine temperature.

[0047] FIG. 7 is a flowchart showing a method for controlling the engine 120 by the controller 80. In the idling state of the outboard motor 100, the controller 80 changes the rotational speed of the engine 120. Specifically, in the idling state of the outboard motor 100, when the temperatures measured by the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444 are each less than a predetermined value (S210 - S240: YES), the controller 80 switches the rotational speed of the engine 120 to the first speed (S250). Conversely, in the idling state of the outboard motor 100, when the temperature measured by any one of the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444 is greater than or equal to the predetermined value (S210: NO, S220: NO, S230: NO, or S240: NO), the controller 80 switches the rotational speed of the engine 120 to a second speed lower than the first speed (S260). By including the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444, the outboard motor 100 can comprehensively monitor the load on the engine and suppress deterioration of the fuel efficiency of the outboard motor 100.

[0048] Note that for each of the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444, different values may be set as the above-mentioned "predetermined value". Also, regarding the above-mentioned "predetermined value", the value serving as the reference for switching the flow rate of the cooling water flowing into the first flow path 410 and the value serving as the reference for switching the rotational speed of the engine 120 may be different from each other.

[0049] A - 3. Performance Evaluation of Outboard Motor 100: Next, the performance evaluation of the outboard motor 100 will be described. For outboard motors with different configurations of the cooling water flow path, the engine warm - up speed was measured. A temperature sensor was arranged near the combustion chamber of the engine, and the temperature near the combustion chamber of the engine was measured for a certain period of time from engine start.

[0050] FIG. 8 is an explanatory diagram showing the results of performance evaluation. The vertical axis in FIG. 8 indicates the temperature (° C) near the combustion chamber of the engine in the outboard motor, and the horizontal axis in FIG. 8 indicates the elapsed time since the engine start of the outboard motor. The solid line in FIG. 8 shows the temperature change near the combustion chamber of the engine when the engine speed of the outboard motor 100 of the first embodiment is set to a high speed (twice the speed at low speed described later). The broken line in FIG. 8 shows the temperature change near the combustion chamber of the engine when the engine speed of the outboard motor 100 of the first embodiment is set to a low speed. The dotted line in FIG. 8 shows the temperature change near the combustion chamber of the engine when the engine speed of the outboard motor with the conventional configuration is set to a low speed. Note that the outboard motor with the conventional configuration more specifically means an outboard motor that does not include the second flow path 420 in the first embodiment. In such an outboard motor, it can be said that the flow rate of the cooling water flowing into the first flow path 410 is constant regardless of the engine temperature.

[0051] As shown in FIG. 8, the engine warm-up speed in the outboard motor 100 of the first embodiment is improved compared to the engine warm-up speed in the conventional outboard motor. Also, the engine warm-up speed in the outboard motor 100 of the first embodiment is further improved by increasing the engine rotation speed. From the above results, it was confirmed that the outboard motor 100 of the first embodiment has an improved engine warm-up speed.

[0052] B. Second Embodiment: (Configuration of Outboard Motor 100a) FIG. 9 is an explanatory diagram schematically showing the cross-sectional configuration around the oil pan 500 in the outboard motor 100a of the second embodiment. Hereinafter, among the configurations of the outboard motor 100a of the second embodiment, the same configurations as those of the outboard motor 100 of the first embodiment described above will be denoted by the same reference numerals, and the description thereof will be appropriately omitted. In the outboard motor 100a of the second embodiment, the configurations of the second flow path and the valve are different from those of the outboard motor 100 of the first embodiment.

[0053] The valve 430a in the outboard motor 100a is a three-way valve and is disposed inside the upper case 117. The second flow path 420a extends downward from the connection position 422 with the valve 430a in the outboard motor 100. The discharge port of the second flow path 420a is located at the lower part of the outboard motor 100 positioned below the cross section shown in FIG. 9. Due to such a configuration, in the outboard motor 100a of the second embodiment, since the valve 430a is disposed inside the upper case 117, deterioration of the valve 430a can be suppressed.

[0054] C. Third Embodiment: (Configuration of the outboard motor 100b) FIG. 10 is an explanatory view schematically showing a cross-sectional configuration around the oil pan 500 in the outboard motor 100b of the third embodiment. Hereinafter, among the configurations of the outboard motor 100b of the third embodiment, for the same configurations as those of the outboard motor 100 of the first embodiment described above, the description thereof will be appropriately omitted by attaching the same reference numerals. In the outboard motor 100b of the third embodiment, the configurations of the second flow path and the valve are different from those of the outboard motor 100 of the first embodiment.

[0055] The valve 430b in the outboard motor 100b is a three-way valve and is disposed inside the upper case 117. The second flow path 420b extends upward from the connection position 422 with the valve 430b in the outboard motor 100. The second flow path 420b is configured such that cooling water passes around the ignition plug of the combustion chamber in the engine 120 positioned above the cross section shown in FIG. 9. The ignition plug is an example of a device to be cooled. Due to such a configuration, the outboard motor 100b of the third embodiment can sufficiently supply cooling water to a device that requires cooling, such as the ignition plug in the third embodiment, even when the temperature of the engine is low.

[0056] D. Modification Example: The technology disclosed in this specification is not limited to the above-described embodiments, and can be modified into various forms without departing from the gist thereof. For example, the following modifications are also possible.

[0057] The configurations of the ship 10 and the outboard motor 100 in the above-described embodiment are merely examples, and various modifications are possible. For example, in the above-described embodiment, the outboard motor 100 is exemplified as the ship propulsion device, but for example, an inboard motor or a jet propulsion device may be used instead.

[0058] In the above-described embodiment, the outboard motor 100 includes only the engine 120 as a drive source, but the ship propulsion device may be a hybrid type including a motor in addition to the engine.

[0059] In the above-described embodiment, the outboard motor 100 includes the first temperature sensor 441, the second temperature sensor 442, the third temperature sensor 443, and the fourth temperature sensor 444, but the outboard motor may not include at least one of these temperature sensors, or may include other temperature sensors.

[0060] In the above-described embodiment, the outboard motor 100 includes the controller 80, but the outboard motor does not necessarily need to include a controller.

[0061] In the above-described embodiment, the first flow path 410 and the second flow path 420 branch below the lower end of the oil pan 500, but are not necessarily limited thereto.

[0062] In the above-described embodiment, the valves 430, 430a, and 430b are provided as the flow rate changing mechanism, but the flow path changing mechanism does not necessarily need to be a valve.

[0063] In the above-described embodiment, the valve 430 is adjusted to an arbitrary valve opening degree from 0% to 100%, but is not necessarily limited thereto.

[0064] In the above-described embodiment, the outboard motor 100 and the ship 10 equipped with the outboard motor 100 have been described, but the technology disclosed in this specification is similarly applicable to moving bodies such as vehicles and motorcycles.

Description of Reference Numerals

[0065] 10: Ship 100, 100a, 100b: Outboard motor 110: Outboard motor body 111: Propeller 112: Cowl 113: Upper cowl 114: Lower cowl 116: Casing 117: Upper case 118: Lower case 120: Engine 124: Crankshaft 130: Transmission mechanism 132: Output shaft 133: Drive shaft 134: Pump shaft 135: Gear 137: Propeller shaft 138: Gear 140: Water pump 150: Suspension device 152: Clamp bracket 153: Support part 154: Tilt shaft 156: Swivel bracket 200: Hull 202: Hull main body part 204: Living space 206: Space 210: Transom 220: Partition wall 240: Steering station 250: Steering device 252: Steering wheel 254: Shift throttle lever 255: Joystick 256: Monitor 258: Input device 300: Shift mechanism 400: Cooling water flow path 410: First flow path 411: Inlet flow path 412: Outlet flow path 420, 420a, 420b: Second flow path 422: Connection position 430, 430a, 430b: Valve 500: Oil pan 600: Exhaust pipe

Claims

1. A marine propulsion unit, comprising: an engine; an oil pan for storing oil supplied to the engine; a case that houses at least a part of the oil pan; a pump that sends cooling water to a cooling water flow path formed in the marine propulsion unit; and the cooling water flow path includes: a first flow path configured such that the cooling water sent from the pump passes between the oil pan and the case and then passes around the engine; a second flow path that branches from the first flow path between the oil pan and the case and is configured such that the cooling water does not pass around the engine; the marine propulsion unit further includes a flow rate changing mechanism that changes at least one of the flow rate of the cooling water flowing into the first flow path and the flow rate of the cooling water flowing out of the first flow path.

2. The marine propulsion unit according to claim 1, further comprising: at least one temperature sensor that measures any one of the temperature near the combustion chamber of the engine, the temperature of the exhaust pipe through which the exhaust gas discharged from the combustion chamber flows, the temperature of the oil, and the temperature of the cooling water.

3. The marine propulsion unit according to claim 2, further comprising: a controller, wherein the controller operates the flow rate changing mechanism to: set the flow rate of the cooling water flowing into the first flow path to a first flow rate when the temperature measured by the temperature sensor is less than a predetermined value; set the flow rate of the cooling water flowing into the first flow path to a second flow rate greater than the first flow rate when the temperature measured by the temperature sensor is greater than or equal to the predetermined value.

4. The marine propulsion unit according to claim 2, further comprising: a controller, wherein in the idling state of the marine propulsion unit, the controller: switches the rotational speed of the engine to a first speed when the temperature measured by the temperature sensor is less than a predetermined value; switches the rotational speed of the engine to a second speed lower than the first speed when the temperature measured by the temperature sensor is greater than or equal to the predetermined value.

5. The marine propulsion unit according to claim 2, wherein the temperature sensor includes: a first temperature sensor that measures the temperature near the combustion chamber; a second temperature sensor that measures the temperature of the exhaust pipe; a third temperature sensor that measures the temperature of the oil. A marine propulsion machine including a fourth temperature sensor for measuring the temperature of the cooling water. **Claim 6** The marine propulsion machine according to claim 5, further comprising a controller, wherein the controller operates the flow rate changing mechanism to set the flow rate of the cooling water flowing into the first flow path to a first flow rate when the temperatures measured by each of the first temperature sensor, the second temperature sensor, the third temperature sensor, and the fourth temperature sensor are less than a predetermined value; a marine propulsion machine that sets the flow rate of the cooling water flowing into the first flow path to a second flow rate greater than the first flow rate when the temperature measured by any one of the first temperature sensor, the second temperature sensor, the third temperature sensor, and the fourth temperature sensor is greater than or equal to the predetermined value. **Claim 7** The marine propulsion machine according to claim 5, further comprising a controller, wherein in the idling state of the marine propulsion machine, the controller switches the rotational speed of the engine to a first speed when the temperatures measured by each of the first temperature sensor, the second temperature sensor, the third temperature sensor, and the fourth temperature sensor are less than a predetermined value; a marine propulsion machine that switches the rotational speed of the engine to a second speed lower than the first speed when the temperature measured by any one of the first temperature sensor, the second temperature sensor, the third temperature sensor, and the fourth temperature sensor is greater than or equal to the predetermined value. **Claim 8** The marine propulsion machine according to claim 1, wherein the oil pan is located above the pump, and the engine is located above the oil pan. **Claim 9** The marine propulsion machine according to claim 8, wherein the first flow path and the second flow path branch below the lower end of the oil pan. **Claim 10** The marine propulsion machine according to claim 1, wherein the flow rate changing mechanism is a valve. **Claim 11** The marine propulsion machine according to claim 10, wherein the valve is adjusted to an arbitrary valve opening degree from 0% to 100%. **Claim 12** The marine propulsion machine according to claim 10, wherein the valve is disposed outside the case. **Claim 13** The marine propulsion machine according to claim 10, wherein the valve is a three-way valve and is disposed inside the case. The second flow path extends downward in the marine propulsion unit from the connection position with the valve. A marine propulsion unit, wherein an outlet of the second flow path is located below the marine propulsion unit.

14. The marine propulsion unit according to claim 10, further comprising: A device to be cooled that is cooled by the cooling water. The valve is a three-way valve and is disposed inside the case. A marine propulsion unit, wherein the second flow path is configured such that the cooling water passes around the device to be cooled.

15. The marine propulsion unit according to claim 1, wherein: The first flow path is configured such that the cooling water contacts the oil pan.

16. The marine propulsion unit according to claim 1, wherein: The first flow path is configured such that the cooling water passes around the engine and then passes again between the oil pan and the case.

17. The marine propulsion unit according to claim 1, further comprising: An exhaust pipe disposed adjacent to the oil pan and through which exhaust gas discharged from the engine flows.

18. A hull, The marine propulsion unit according to claim 1 attached to the rear part of the hull, A ship comprising the above.

19. A moving body, comprising: An engine, An oil pan for storing oil supplied to the engine, A case that houses at least a part of the oil pan, A pump that sends cooling water into a cooling water flow path formed in the moving body, The moving body further comprising: The cooling water flow path includes: A first flow path configured such that the cooling water sent out from the pump passes between the oil pan and the case and then passes around the engine. A second flow path that branches from the first flow path between the oil pan and the case and is configured such that the cooling water does not pass around the engine. The moving body further comprises a flow rate changing mechanism for changing at least one of the flow rate of the cooling water flowing into the first flow path and the flow rate of the cooling water flowing out of the first flow path.

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