Marine propulsion device

Abstract

To improve space efficiency.SOLUTION: A marine propulsion device includes: a first drive shaft 7; a drive gear 4 which rotates integrally with the first drive shaft 7; a second drive shaft 14 which is parallel to the first drive shaft 7; a driven gear 13 which rotates around a center axis of the second drive shaft 14; and a water pump assembly 10 for supplying a coolant to an engine 131. The driven gear 13 is driven by the drive gear 4 to drive the second drive shaft 14 rotationally. The water pump assembly 10 is disposed in the first drive shaft 7 and driven by the first drive shaft 7.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a boat propulsion device. [Background technology]

[0002] There are known marine propulsion devices equipped with two rotating shafts. For example, Patent Document 1 discloses an outboard motor in which the power of an engine, which is a drive source, is transmitted from a first rotating shaft to a second rotating shaft via a transmission unit such as a gear. The rotation of the second rotating shaft is transmitted to a propeller shaft. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-30819 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in Patent Document 1, the first rotating shaft has no function other than transmitting rotation to the second rotating shaft. For example, a water pump that supplies cooling water to the drive source is disposed on the second rotating shaft, which is driven by the first rotating shaft. Therefore, there is room for improvement in terms of improving space efficiency.

[0005] An object of the present invention is to provide a boat propulsion device that can improve space efficiency. [Means for solving the problem]

[0006] A marine propulsion device according to one embodiment of the present invention has a first rotating shaft, a drive gear that rotates integrally with the first rotating shaft, a second rotating shaft parallel to the first rotating shaft, a driven gear that rotates around the axial center of the second rotating shaft, and a water pump that supplies cooling water to a drive source, wherein the second rotating shaft is driven to rotate by the driven gear being driven by the drive gear, and the water pump is disposed on the first rotating shaft and driven by the first rotating shaft.

[0007] According to this configuration, the drive gear rotates integrally with the first rotating shaft, and the driven gear rotates around the center of the second rotating shaft parallel to the first rotating shaft. Cooling water is supplied to the drive source by a water pump. The second rotating shaft is driven and rotated by the driven gear driven by the drive gear, and the water pump is disposed on the first rotating shaft and driven by the first rotating shaft. [Effects of the Invention]

[0008] According to the present invention, space efficiency can be improved. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic plan view of a ship. [Figure 2] FIG. 2 is a schematic left side view of the vessel propulsion device. [Figure 3] FIG. 1 is a perspective view of a portion of the main drive mechanism that drives the water pump assembly and the propeller. [Figure 4] FIG. 2 is a vertical cross-sectional view of a main part of the main drive mechanism. [Figure 5] FIG. 2 is a vertical cross-sectional view of a steering mechanism and its surroundings. [Figure 6] FIG. 10 is a vertical cross-sectional view of a main part of a main drive mechanism according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0011] Fig. 1 is a schematic plan view of a boat to which a boat propulsion device according to one embodiment of the present invention is applied, and Fig. 2 is a schematic left side view of the boat propulsion device.

[0012] The boat 220 includes a hull 210 and two outboard motors 100. In Figures 1 and 2, FWD, BWD, L, R, Z1, and Z2 indicate the front, rear, left, right, top, and bottom of the boat 220, respectively.

[0013] As shown in Figure 1, two outboard motors 100 are attached to the stern 211 of a hull 210, lined up in the left-right direction. Since the two outboard motors 100 have the same configuration, the configuration of one of the outboard motors 100 will be described as a representative. The outboard motor 100 is a boat propulsion unit for propelling the hull 210. The outboard motor 100 includes an engine 131, a steering mechanism 140, an ECU (Engine Control Unit) 151, and an SCU (Steering Control Unit) 152.

[0014] 1, the hull 210 includes a control unit 213 and an operation unit 212 that receives operations for steering (piloting) the vessel 220. The operation unit 212 includes a remote controller 212a, a steering wheel 212b, and a joystick 212c.

[0015] By tilting a lever (not shown) provided on the remote controller 212a, the thrust of the outboard motor 100 (the rotation speed of the propeller 135 (FIG. 2)) is changed, and the shift state of the outboard motor 100 (forward, reverse, neutral) is switched. By turning the steering wheel 212b, the outboard motor 100 is steered (the direction of the propeller 135 relative to the hull 210 is changed). In the boat 220, translational movement, turning, etc. of the boat 220 are performed by combining operations on the remote controller 212a and the steering wheel 212b.

[0016] The joystick 212c is provided with a tiltable and rotatable lever (not shown). By tilting, rotating, or both tilting and rotating the lever of the joystick 212c, the thrust of the outboard motor 100 is changed, the shift state of the outboard motor 100 is switched, and the outboard motor 100 is steered. By operating the lever of the joystick 212c, the boat 220 can be translated, turned, and pivoted.

[0017] The control unit 213 controls the ECU 151, SCU 152, etc. of the outboard motor 100 based on operations on the operation unit 212. The control unit 213 includes, for example, a CPU, a ROM, a RAM, etc.

[0018] In the outboard motor 100, the ECU 151 controls the operation of the engine 131 and the operation of the shift actuator (not shown) based on control by the control unit 213. The SCU 152 controls the operation of the steering mechanism 140 based on control by the control unit 213. The ECU 151 and the SCU 152 each include, for example, a CPU, a ROM, a RAM, etc.

[0019] 2, the outboard motor 100 includes an outboard motor main body 102. The outboard motor main body 102 is attached to a stern 211 of a hull 210 via a bracket 101.

[0020] The outboard motor main body 102 includes an upper section 110, a lower section 120, and a support section 60 (see FIG. 3). The configuration of the support section 60 will be described in detail using FIGS. 3 and 5, but in summary, the support section 60 includes a movable case member 17 and a steering shaft member 5. The support section 60 supports the lower section 120 so that it can rotate relatively to the upper section 110 around the steering shaft 5a of the steering shaft member 5, and rotates integrally with the lower section 120. In other words, the outboard motor 100 is configured so that the upper section 110 of the outboard motor main body 102 does not rotate relative to the hull 210, but the lower section 120 does.

[0021] Hereinafter, the up-down direction of the outboard motor body 102 will be determined based on the attitude during sailing shown in FIG.

[0022] The upper section 110 is attached to the stern 211 via a bracket 101. The lower section 120 includes a propeller 135 and is disposed below the upper section 110. The upper section 110 includes a cowl 111 that houses the engine 131, and an upper case 112 that is disposed below the cowl 111 and attached to the stern 211. The lower section 120 includes a lower case 121.

[0023] The outboard motor main body 102 includes an engine 131, a first drive shaft 7, a second drive shaft 14, a gear unit 133, a propeller shaft 134 (propeller shaft), and a propeller 135. The engine 131 is an example of a drive source for obtaining rotational force to rotate the propeller shaft 134. The engine output shaft 138 is the output shaft of the engine 131 and is rotated by output from the crankshaft. The first drive shaft 7 is concentric with the engine output shaft 138 and rotates integrally with the engine output shaft 138. The first drive shaft 7 is the first rotating shaft, and the second drive shaft 14 is the second rotating shaft.

[0024] The second drive shaft 14 is a separate shaft from (i.e., not concentric with) the first drive shaft 7 and the engine output shaft 138 and is parallel to them. The first drive shaft 7 is rotatable in one direction, while the second drive shaft 14 is rotatable in both directions. The gear unit 133 is disposed within the lower case 121. The gear unit 133 is connected to the lower end of the second drive shaft 14. The propeller shaft 134 is connected to the gear unit 133. The propeller shaft 134 is disposed rearward of the gear unit 133 and extends in the fore-and-aft direction. The propeller 135 is connected to the rear end of the propeller shaft 134. The propeller 135 is disposed outside the lower case 121 so as to be exposed to the outside of the outboard motor main body 102.

[0025] The fixed case member 31 is fixed relative to the upper portion 110. The fixed case member 31 is fixed to a steering housing (not shown) that covers the steering mechanism 140, and the steering housing is fixed to the upper portion 110. A water pump assembly 10 is disposed within the fixed case member 31. The water pump assembly 10 is disposed at a lower end portion 7a of the first drive shaft 7 and is driven by the first drive shaft 7. The first drive shaft 7 is rotated by a rotational force from the engine 131 via an engine output shaft 138. The water pump assembly 10 supplies cooling water to the engine 131.

[0026] 3 is a perspective view of the main part of the main drive mechanism that drives the water pump assembly 10 and the propeller 135. The components shown in FIG.

[0027] Fig. 4 is a longitudinal sectional view of the main drive mechanism. Fig. 5 is a longitudinal sectional view of the steering mechanism 140 and its surroundings. The cross sections shown in Figs. 4 and 5 are parallel to and include the axis P1 of the first drive shaft 7 and the axis P2 of the steering shaft member 5. The axis P1 and the axis P2 are parallel to each other.

[0028] The main drive mechanism will be described with reference to FIGS.

[0029] First, as shown in Figure 3, the main drive mechanism includes a dog clutch 1, a first bevel gear 2, a drive gear 4, a steered shaft member 5 (see also Figure 5), a pinion gear 6, a first drive shaft 7, a gear 8, a water pump assembly 10, a second bevel gear 11, a pinion gear 12, and a driven gear 13. The main drive mechanism further includes a second drive shaft 14, a reduction gear 15, a gear 16, a support portion 60, and a hydraulic cylinder 144 (see Figure 2, not shown in Figures 3 to 5). The water pump assembly 10 includes an upper housing 9 and a lower housing 41 (housing portion). Both the drive gear 4 and the driven gear 13 are helical gears.

[0030] The steering mechanism 140 includes a support unit 60, a first mechanism, and a second mechanism. The first mechanism includes a motor (not shown), a reduction gear 15, a gear 16, and a gear 8. The second mechanism includes a hydraulic cylinder 144 (FIG. 2), and a rack gear and a pinion gear 6 (not shown).

[0031] The engine output shaft 138 is rotationally driven by the output from the crankshaft (not shown). Then, the water pump assembly 10 is driven by the first drive shaft 7, which rotates integrally with the engine output shaft 138. In parallel with this, the drive gear 4, which rotates integrally with the first drive shaft 7, drives the driven gear 13 to rotate.

[0032] A transmission mechanism that transmits the rotation of the first drive shaft 7 to the second drive shaft 14 is mainly composed of the dog clutch 1, the first bevel gear 2, the drive gear 4, the second bevel gear 11, the pinion gear 12, and the driven gear 13.

[0033] The rotation of the driven gear 13 is transmitted to the first bevel gear 2 and further to the second bevel gear 11 via the pinion gear 12. The first bevel gear 2 and the second bevel gear 11 rotate in opposite directions.

[0034] Although details will be described later, a shift mechanism 30 that switches the shift position is disposed above the driven gear 13. In the shift mechanism 30, the dog clutch 1 moves in the axial direction of the second drive shaft 14, thereby switching between forward, reverse, and neutral.

[0035] The second drive shaft 14 rotates integrally with the dog clutch 1 around the axis P2 (FIG. 5). The second drive shaft 14 rotates in the same direction as either the first bevel gear 2 or the second bevel gear 11, whichever gear is meshed with the dog clutch 1. The rotational force of the second drive shaft 14 rotates the propeller shaft 134 (FIG. 2) via a gear portion 133 in the lower portion 120. The axial direction of the propeller shaft 134 intersects (is perpendicular to) the axial direction of the second drive shaft 14 (the direction of the axis P2) (in this embodiment, is perpendicular to) the axial direction of the second drive shaft 14.

[0036] The first bevel gear 2 and the driven gear 13 are arranged around a common sleeve 53 (FIG. 4) that is disposed on the outer periphery of the second drive shaft 14. The first bevel gear 2 has an extension 2a that extends downward (FIG. 4). The extension 2a is constantly engaged with the driven gear 13, so that the first bevel gear 2 is constantly engaged with the driven gear 13 and rotates integrally with the driven gear 13. That is, the driven gear 13 is driven by the drive gear 4, so that the first bevel gear 2 rotates integrally with the driven gear 13 around the axis P2 (axial center). Furthermore, due to the engagement between the drive gear 4 and the driven gear 13, the rotation of the first drive shaft 7 is decelerated and transmitted to the first bevel gear 2.

[0037] The axis P2 is the axis of the steered shaft 5a of the steered shaft member 5 and also the axis of the second drive shaft 14. In other words, the steered shaft member 5 is concentric with the second drive shaft 14. The pinion gear 6 and the gear 8 rotate integrally with the steered shaft member 5.

[0038] In the steering mechanism 140, either the first mechanism or the second mechanism is selectively operated in response to an instruction from the operator. It is not necessary to provide both the first mechanism and the second mechanism, and the configuration may include only one of them.

[0039] First, when the first mechanism is applied, rotational force from a motor (not shown) in the first mechanism is transmitted to gear 8 via reduction gear 15 and gear 16. This causes movable case member 17 to rotate integrally with steered shaft member 5. As a result, lower portion 120 is steered (rotationally driven) relative to upper portion 110.

[0040] On the other hand, when the second mechanism is applied, a rack gear (not shown) is moved by a driving force from the second mechanism (hydraulic cylinder 144 (FIG. 2)), and this rack gear rotates and drives the pinion gear 6. As a result, the lower part 120 is turned (rotated) relative to the upper part 110.

[0041] A water flow path is formed by the respective internal spaces of the lower case 121, movable case member 17, fixed case member 31, and lower housing 41 of the water pump assembly 10. The movable case member 17 of the support part 60 is fixed to the lower part 120, and in particular, the movable case member 17 is fixed to the upper part of the lower case 121. A plate 33 (FIG. 5) is interposed between the lower case 121 and the movable case member 17. The plate 33 is made of, for example, metal.

[0042] As shown in FIG. 5 , the filter 35 is fixed to the support part 60 in a space formed inside the support part 60. First, in the space inside the movable case member 17, the filter 35 is fixed to the upper part of the tubular member 34, and the filter 35 is further fixed to the movable case member 17. Specifically, the annular member 36 is sandwiched between the lower part of the tubular member 34 and the upper surface of the plate 33. The filter 35 and the upper part of the tubular member 34 are fastened together to the movable case member 17 by bolts (not shown). Therefore, the filter 35 is also fixed to the lower part 120 via the tubular member 34 and the annular member 36. The annular member 36 is made of an elastic member such as rubber.

[0043] As described above, the movable case member 17 is rotationally driven by the first mechanism or the second mechanism described above. Since the fixed case member 31 does not rotate, sliding portions occur between the fixed case member 31 and the movable case member 17. Seal portions 37, 38 are disposed in these sliding portions (steered portions). Therefore, the sliding portions between the fixed case member 31 and the movable case member 17 are sealed by the seal portions 37, 38.

[0044] 3 and 4, the shift mechanism 30 will be described. The shift mechanism 30 is mainly disposed on the second drive shaft 14 and includes the dog clutch 1, the first bevel gear 2, the second bevel gear 11, the pinion gear 12, and a drive mechanism (a shift rod 56 and a slide shaft 57). The shift mechanism 30 is disposed within the upper part 110. The fact that the shift mechanism 30 does not need to be disposed in the lower part 120 leads to space savings.

[0045] The first bevel gear 2 and the second bevel gear 11 are rotatable around the center of the second drive shaft 14. The second bevel gear 11 is disposed above the first bevel gear 2 in the direction of the axis P2. The pinion gear 12 is always in mesh with the first bevel gear 2 and the second bevel gear 11. The dog clutch 1 is restricted from moving in the rotational direction relative to the second drive shaft 14, but is movable in the direction of the axis P2.

[0046] Shift rod 56 and slide shaft 57, which constitute the drive mechanism, drive dog clutch 1 in the direction of axis P2. First, slide shaft 57 is inserted into second drive shaft 14 and moves in the direction of axis P2. By inserting slide shaft 57 into second drive shaft 14, shift mechanism 30 can be made compact.

[0047] The dog clutch 1 and slide shaft 57 are connected by a pin member 51, and the two move together in the direction of the axis P2. The upper end of the slide shaft 57 forms a constricted cam engagement portion 57a ​​(FIG. 4). Meanwhile, the tip of the shift rod 56 forms a cam portion 56a (FIG. 3). The cam portion 56a engages with the cam engagement portion 57a. The cam portion 56a is eccentric with respect to the axis of the shift rod 56. When the shift rod 56 rotates around the axis within a predetermined range, the cam portion 56a moves up and down, driving the cam engagement portion 57a. Therefore, when the shift rod 56 rotates within a predetermined range, the slide shaft 57 moves up and down (toward the axis P2). The dog clutch 1 then moves together with the slide shaft 57.

[0048] The dog clutch 1 switches the rotation direction of the second drive shaft 14 by meshing with either the first bevel gear 2 or the second bevel gear 11. When the dog clutch 1 moves downward, it meshes with the first bevel gear 2. In this case, the rotation of the first drive shaft 7 is transmitted to the second drive shaft 14 via the drive gear 4 → driven gear 13 → first bevel gear 2 → dog clutch 1. Therefore, the first bevel gear 2 transmits rotation in one of the two directions to the second drive shaft 14 without passing through the pinion gear 12 and the second bevel gear 11, resulting in high rotation transmission efficiency between the drive shafts 7 and 14.

[0049] On the other hand, when the dog clutch 1 moves upward, it meshes with the second bevel gear 11. In this case, the rotation of the first drive shaft 7 is transmitted to the second drive shaft 14 via the drive gear 4 → driven gear 13 → first bevel gear 2 → pinion gear 12 → second bevel gear 11 → dog clutch 1. Therefore, the first bevel gear 2 transmits rotation in the opposite direction to the one direction to the second drive shaft 14 via the pinion gear 12, the second bevel gear 11, and the dog clutch 1.

[0050] The shift position when the dog clutch 1 meshes with the first bevel gear 2 corresponds to the forward position, and the shift position when the dog clutch 1 meshes with the second bevel gear 11 corresponds to the reverse position. It is assumed that forward driving is more frequent than reverse driving, and that the driving force transmitted by the transmission mechanism is greater. Since rotation is transmitted without passing through the pinion gear 12 during forward driving, transmission efficiency can be improved, particularly during forward driving.

[0051] Here, since both the driven gear 13 and the drive gear 4 are helical gears, the driven gear 13 is urged upward by being driven by the drive gear 4. Moreover, the first bevel gear 2 is disposed above the driven gear 13. Therefore, the meshing between the driven gear 13 and the first bevel gear 2 is strong.

[0052] Next, the configuration regarding lubrication will be described with reference to FIG.

[0053] A spiral groove portion 7b is provided on the outer periphery of the first drive shaft 7. The spiral groove portion 7b is formed directly on the outer periphery of the first drive shaft 7. The spiral groove portion 7b is disposed within the upper portion 110. As the first drive shaft 7 rotates, the spiral groove portion 7b moves oil from below to above. An oil passage 54 is provided and connected to the upper part of the spiral groove portion 7b. The oil passage 54 guides oil from a first position Q1 in the spiral groove portion 7b that is higher than the oil level Q0 to a second position Q2 that is higher than the first position Q1.

[0054] Discharge port 55 of oil passage 54 opens toward components arranged on the axis of second drive shaft 14. For example, oil is supplied to cam engagement portion 57a ​​of slide shaft 57 and cam portion 56a of shift rod 56 in shift mechanism 30, thereby smoothing their engagement.

[0055] According to this embodiment, the drive gear 4 and the driven gear 13 are disposed in the upper section 110, and the shift mechanism 30 is disposed above the driven gear 13. This prevents the space in the lower section 120 from being wasted when arranging the shift mechanism 30 in a marine propulsion device having two parallel drive shafts. This allows for space savings within the lower section 120.

[0056] According to this embodiment, the first bevel gear 2 transmits rotation in one of the two directions to the second drive shaft 14 via the dog clutch 1 without via the pinion gear 12. This improves the efficiency of rotation transmission between the two drive shafts.

[0057] Furthermore, when driven by the drive gear 4, the driven gear 13 is urged toward the first bevel gear 2 above, thereby strengthening the meshing between the driven gear 13 and the first bevel gear 2. Furthermore, the first bevel gear 2 is constantly engaged with the driven gear 13 because the extension portion 2a is constantly engaged with the driven gear 13, and rotates integrally with the driven gear 13. This makes it possible to suppress tilting of the driven gear 13 while saving space. Moreover, the first bevel gear 2 and the driven gear 13 are arranged around a common sleeve 53 (FIG. 4) that is arranged on the outer periphery of the second drive shaft 14, so the precision of the integral rotation of the driven gear 13 and the first bevel gear 2 is high. These also contribute to improving the efficiency of rotation transmission between the two drive shafts.

[0058] According to this embodiment, the water pump assembly 10 is disposed on the first drive shaft 7 and is driven by the first drive shaft 7. This improves space efficiency. For example, one of the two shafts can be given multiple functions, including a water intake function.

[0059] Furthermore, because the first drive shaft 7 is a rotating shaft that rotates in one direction, the mechanism for driving the water pump assembly 10 is not complicated. Furthermore, through engagement between the drive gear 4 and the driven gear 13, the rotation of the first drive shaft 7 is reduced in speed and transmitted to the second drive shaft 14. By providing the water pump assembly 10 on the first drive shaft 7, which rotates at high speed, a wider variety of water pumps can be adopted. Furthermore, because the water pump assembly 10 is located on the lower end 7a of the first drive shaft 7, which is not concentric with the second drive shaft 14, maintenance of the water pump assembly 10 is easy.

[0060] Furthermore, according to this embodiment, as the first drive shaft 7 rotates, the spiral groove portion 7b provided on the outer periphery of the first drive shaft 7 moves oil from below to above, so that parts located higher than the oil level Q0 can be lubricated without using a separate pump.

[0061] In addition, an oil passage 54 is provided in the spiral groove portion 7b to guide oil from a first position Q1, which is higher than the oil level Q0, to a second position Q2, which is higher than the first position Q1, so that parts such as the shift mechanism 30, which are located at higher positions, can be lubricated.

[0062] In this embodiment, the driven gear 13 is directly driven by directly meshing with the drive gear 4. However, this is not limiting, and as shown in a modified example in FIG. 6, when helical gears are not used for the drive gear 4 and the driven gear 13, chain drive may be used. In this case, the drive gear 4 and the driven gear 13 may be referred to as sprockets. A chain 61 is wound around the drive gear 4 and the driven gear 13. Rotation is transmitted from the drive gear 4 to the driven gear 13 via the chain 61.

[0063] From the viewpoint of achieving the effect of saving space within the lower section 120, it is not essential that the drive shaft (first drive shaft 7) that is rotationally driven by the drive source and the drive shaft (second drive shaft 14) that is driven by the drive gear 4 are parallel to each other. Also, at least a part of the shift mechanism 30, rather than the entirety of it, may be configured to be disposed above the driven gear 13.

[0064] The drive source that rotates the first drive shaft 7 does not have to be the engine 131, but may be an electric motor.

[0065] The present invention has been described in detail above based on its preferred embodiments, but the present invention is not limited to these specific embodiments, and various forms within the scope of the invention that do not deviate from the gist of the invention are also included in the present invention. [Explanation of symbols]

[0066] 4 drive gear, 7 first drive shaft, 10 water pump assembly, 13 driven gear, 14 second drive shaft, 131 engine

Claims

1. A first rotation axis; a drive gear that rotates integrally with the first rotary shaft; a second rotation axis parallel to the first rotation axis; a driven gear that rotates around the axis of the second rotation shaft; a water pump that supplies cooling water to the drive source; The driven gear is driven by the drive gear, thereby rotating the second rotation shaft, The water pump is disposed on the first rotary shaft and is driven by the first rotary shaft.

2. The marine vessel propulsion device according to claim 1 , wherein the first rotary shaft rotates in one direction.

3. The marine vessel propulsion device according to claim 1 , wherein the second rotation shaft is rotatable in both directions.

4. The marine vessel propulsion device according to claim 1 , wherein the first rotary shaft is rotationally driven by the drive source.

5. 2. The marine vessel propulsion device according to claim 1, wherein the rotation of the first rotary shaft is reduced in speed and transmitted to the second rotary shaft by engagement between the drive gear and the driven gear.

6. The marine vessel propulsion device according to claim 1 , wherein the drive gear and the driven gear are disposed within an upper portion.

7. the first rotation shaft and the second rotation shaft are not concentric, The marine vessel propulsion device according to claim 1 , wherein the water pump is disposed at a lower end of the first rotary shaft.

8. 2. The marine vessel propulsion device according to claim 1, further comprising a propeller shaft whose axial direction intersects with the axial direction of the second rotary shaft and which is rotationally driven by the second rotary shaft.

9. 2. The marine vessel propulsion device according to claim 1, wherein the lower section is rotatable relative to the upper section.

10. 2. The marine vessel propulsion device according to claim 1, wherein the driven gear is directly driven by meshing with the drive gear, or is driven via a chain.

11. A driving source; a first rotation shaft that is rotationally driven by the drive source; a drive gear that rotates integrally with the first rotary shaft; A second rotation axis; a driven gear that rotates around the axis of the second rotation shaft; a water pump for supplying cooling water to the driving source; The driven gear is driven by the drive gear, thereby rotating the second rotation shaft, The water pump is disposed on the first rotary shaft and is driven by the first rotary shaft.

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