Hybrid endless direct drive unit

Abstract

A clutch (18) is proposed, configured to selectively connect a first shaft (62) to a belt or a roller chain (118). The clutch (18) has a first rotating shaft (26) and comprises a first clutch hub (30) and a first roller (34) aligned with the first rotating shaft (26), a first clutch mechanism (20), and a first actuator (42). The first clutch hub (30) is configured to be mounted on the first shaft (62), the first roller (34) is supported so as to be rotatable relative to the first clutch hub (30), and the first roller (34) forms a first interface (38) configured to cooperate with the belt or roller chain (118). A first clutch mechanism (20) operably connects a first clutch hub (30) and a first roller (34), and the first clutch mechanism (20) is positioned between a first rotating shaft (26) and the first roller (34). The first clutch mechanism (20) has a disengaged state in which the first roller (34) can rotate relative to the first clutch hub (30) and an engaged state in which the first roller (34) cannot rotate relative to the first clutch hub (30), and the first actuator (42) is configured to disengage or engage the first clutch mechanism (20). A belt drive or chain drive (14), powertrain (12), and outboard motor (200) also provided, each comprising a clutch (18).

Description

Technical Field

[0001] The proposed technology generally relates to a power train for a ship, and more particularly to a hybrid power train for a ship. Further, it relates to a belt drive or chain drive for a ship, and a clutch incorporated therein. Further, it relates to a hydrojet driven by a belt or roller chain. A specific application of the proposed technology is in an outboard motor for a boat.

Background Art

[0002] An outboard motor is a common independent propulsion system for a boat. An outboard motor typically has an engine, a gearbox, and a propeller or hydrojet, and is configured to be mounted outside the transom of the boat. In addition to providing thrust, the outboard motor is configured to pivot with respect to the boat and provide steering control. There are propulsion type and traction type outboard motors. The former generally relies on a propeller facing rearward with respect to the boat, and the latter generally relies on a propeller facing forward with respect to the boat. There are also outboard motors that rely on a hydrojet for thrust.

[0003] Belts and chains are usually used for power transmission between shafts. In a belt drive, the belt forms a loop and is typically connected to a shaft by a roller in the form of a pulley. In a chain drive, the chain forms a loop and is typically connected to a shaft by a roller in the form of a sprocket. It is known to use belt drives and chain drives in the power train for an outboard motor. Typically, the power train includes a gearbox that enables idling, forward drive, and reverse drive. The gearbox is typically located in the middle section of the outboard motor.

Summary of the Invention

Problems to be Solved by the Invention

[0004] The objective of the proposed technology is to provide a powertrain having a simplified design, such as a belt drive or chain drive without a gearbox. A further objective is to provide a simplified belt drive or chain drive. A further objective is to provide a compact belt drive or chain drive, such as a belt drive or chain drive that does not protrude much to the rear of the outboard motor. A further objective is to provide a hybrid outboard motor having an internal combustion engine and an electric motor as prime movers. A further objective is to provide a belt-driven hydrojet. A further objective is to provide a simplified aircraft drivetrain and an aircraft hybrid powertrain. [Means for solving the problem]

[0005] In a first aspect of the proposed technology, a clutch or clutch system is configured to selectively connect and disconnect a first shaft to a belt or roller chain, and the clutch comprises a first clutch hub having a first rotating shaft and centered on the first rotating shaft, a first roller or first pulley centered on the first rotating shaft, a first clutch mechanism, and a first actuator. The first clutch hub is configured or constructed to be mounted on or fixed thereto on the first shaft. The first roller is supported or configured to rotate rotatably with respect to the first clutch hub, and the first roller forms or comprises a first interface configured to cooperate with or relate to the belt or roller chain. The first clutch mechanism operably connects the first clutch hub and the first roller, and the first clutch mechanism is positioned between the first rotating shaft or the first clutch hub and the first roller. The first clutch mechanism has a disengaged state in which the first roller can rotate relative to or is unlocked to rotate from the first clutch hub, and an engaged state in which the first roller cannot rotate relative to or is locked to the first clutch hub. The first actuator is configured to transition the first clutch mechanism between the disengaged state and the engaged state, and / or to move the first clutch mechanism into the disengaged state or the engaged state. The first roller may be positioned radially outward of the first clutch hub with respect to the first rotation axis. It is specified that the first clutch mechanism is positioned between the first rotation axis or the first clutch hub and the first roller. In other words, the first clutch mechanism is located within the first roller or radially between the first roller and the first rotation axis, and axially between the first end and the opposite second end of the first roller along the first rotation axis. This means that a radial or transverse line intersecting the first rotation axis passes through the first clutch mechanism and the first roller.

[0006] It is understood that a belt or roller chain may be part of the drivetrain or powertrain. The first roller forming a first interface configured to cooperate with the belt or roller chain, and the first clutch mechanism being positioned between the first clutch hub and the first roller, together contribute to reducing the axial length of the powertrain, and consequently, to reducing the aft overhang of an outboard motor having an internal combustion engine with a crankshaft aligned with a first rotating shaft and connected to a first shaft. The belt and roller chain may form part of a belt drive and a chain drive, respectively. It is further understood that the belt and roller chain may be endless and form a loop. The first clutch mechanism may be positioned between the first interface and the first rotating shaft or the first clutch hub. This further contributes to reducing the axial length of the drivetrain.

[0007] It is understood that the first axis of rotation determines the intended rotation of the first clutch and the first roller. The first roller can define the first axis of rotation. If the first clutch is mounted on the first shaft, it is understood that the first shaft shares the first axis of rotation. The first clutch hub and the first roller may be annular and may be centered on the first axis of rotation or on the first shaft.

[0008] Here, when one element is fixed to another element in a way that prevents rotation, it means that the elements cannot rotate relative to each other about an axis of rotation. When one element is fixed to another element in an axial direction, it means that the elements cannot shift their position relative to each other along an axis of rotation. When one element is fixed to another element, this means that the elements cannot rotate or shift relative to each other. When one element is supported or unlocked in a way that allows rotation relative to another element, it means that the elements can rotate relative to each other. When one element is locked to another element in a way that prevents rotation, it means that the elements cannot rotate relative to each other.

[0009] In a second aspect of the proposed technology, the clutch shaft assembly comprises a clutch according to a first aspect of the proposed technology and a first shaft, the first shaft being fixed to a first clutch hub in a non-rotatable manner. The first shaft may be fixed to the first clutch hub axially or fixed to the first clutch hub. It is understood that the first shaft is aligned with a first axis of rotation. In a third aspect of the proposed technology, a belt drive or chain drive comprises a clutch shaft assembly according to a second aspect of the proposed technology, a belt or roller chain, and a second roller having or defining a second axis of rotation, the belt or roller chain interconnecting the first and second rollers of the clutch. In other words, a belt drive or chain drive comprises a clutch according to a first aspect of the proposed technology, a first shaft, a belt or roller chain, and a second roller. The first shaft is fixed non-rotatably to a first clutch hub, and the belt or roller chain interconnects the first and second rollers of the clutch. The first shaft may or may be fixed axially to the first clutch hub. It is understood that the first shaft is aligned with a first axis of rotation. It is understood that the second roller may or may define a second axis of rotation.

[0010] It is understood that the first axis of rotation and the second axis of rotation may be parallel. It is understood that the second roller is aligned with the second axis of rotation. It is further understood that the second axis of rotation of the second roller determines the intended rotation of the second roller. The belt drive or chain drive may be an outboard drive, meaning that it is positioned outside the hull of the vessel. It is understood that the first roller or clutch, the second roller, and the belt or roller chain are configured to transmit power or torque from the first roller to the second roller. It is further understood that the belt or roller chain may extend across the first axis of rotation or form a loop across the first axis of rotation.

[0011] In a fourth aspect of the proposed technology, the powertrain or drive unit comprises a belt drive or chain drive according to a third aspect of the proposed technology and a first prime mover, the first shaft being connected to the first prime mover. In other words, the powertrain or drive unit comprises a clutch according to a first aspect of the proposed technology, a first shaft, a belt or roller chain, a second roller, and a prime mover. The first shaft is fixed to a first clutch hub in a non-rotatable manner, the belt or roller chain interconnects the first roller and the second roller of the clutch, and the first shaft is connected to the first prime mover. It is understood that the second roller may or may define a second axis of rotation. The first shaft may or may be fixed axially to the first clutch hub. It is understood that the first shaft is aligned with the first axis of rotation. It is understood that the powertrain may be one for vehicles such as automobiles, ships, and aircraft, for example, for electric scooters, boats, jet skis, and airplanes. It is understood that the first shaft is connected to the prime mover in a manner that allows it to receive torque from the prime mover.

[0012] The powertrain may further include an additional belt drive or chain drive according to a third aspect of the proposed technology, wherein the first shaft of the additional belt drive or chain drive is connected to the first prime mover via the first shaft of the belt drive or chain drive. The first shaft of the additional belt drive or chain drive may be fixed to the first shaft of the belt drive or chain drive in a non-rotatable manner. The first shaft of the additional belt drive or chain drive may be fixed axially to the first shaft of the belt drive or chain drive. It is understood that the first shaft or first rotation axis of the additional belt drive or chain drive and the first shaft or first rotation axis of the belt drive or chain drive may be collinear or coaxial. It is understood that the additional belt and chain drive may be different from the belt and chain drive. For example, they may have different characteristics or be configured differently.

[0013] In a fifth aspect of the proposed technology, the outboard motor is equipped with a powertrain according to a fourth aspect of the proposed technology.

[0014] In a sixth aspect of the proposed technology, a hydrojet or pump jet for a ship is configured to be driven by a belt or roller chain.

[0015] In a seventh aspect of the proposed technology, a vessel such as a boat or jet ski is equipped with the powertrain described above according to a fourth aspect of the proposed technology, an outboard motor according to a fifth aspect of the proposed technology, or a hydrojet according to a sixth aspect of the proposed technology.

[0016] In an eighth aspect of the proposed technology, a housing or casing for a belt drive or chain drive comprises a first roller or clutch shaft assembly according to a second aspect of the proposed technology, a second roller, and a belt or roller chain interconnecting the first and second rollers of the clutch, wherein the housing is configured to enclose or house the first roller or clutch, the belt or roller chain, and the second roller. The housing may be configured or constructed to contain or hold a fluid, such as a lubricating coolant. It is understood that the first roller or clutch, the second roller, and the belt or roller chain are configured to transmit power or torque from the first roller to the second roller.

[0017] In a ninth aspect of the proposed technology, the impeller has or comprises an annular impeller housing or impeller shroud, the impeller housing forming or comprising an interface configured to cooperate with or be associated with a belt or roller chain. It is understood that the impeller may be for hydrojet applications.

[0018] In the tenth aspect of the proposed technology, an aircraft, such as an airplane, is equipped with a powertrain according to the fourth aspect of the proposed technology. It is understood that the powertrain is for propelling the aircraft.

[0019] In the eleventh aspect of the proposed technology, the vehicle comprises a powertrain according to the fourth aspect of the proposed technology. It is understood that the powertrain is configured to drive or propel the vehicle.

[0020] In the proposed clutch, the first clutch hub may be fixed to the first shaft, for example, by a spline coupling, or fixed in a non-rotatable manner. In the proposed clutch shaft assembly, the first clutch hub may be fixed to the first shaft, for example, by a spline coupling, or fixed in a non-rotatable manner.

[0021] The first actuator may be a linear actuator configured to engage with or actuate the first clutch mechanism or to perform motion along or parallel to the first rotation axis. This contributes to reducing the outer diameter of the first roller.

[0022] The clutch may be configured to connect the first shaft to the belt in particular. The first roller may be or constitute a pulley. The belt may be a flat belt, and the first interface may form a cylindrical surface or its contour, which is aligned with the first rotating shaft and configured to cooperate with the belt.

[0023] Alternatively, the belt may be a grooved belt having longitudinal grooves, and the first interface may additionally or alternatively have annular ridges or annular flanges, which are aligned with the first axis of rotation and configured to engage with or cooperate with the grooves. It is understood that the grooves are on the side of the belt facing the first interface. It is understood that a flat belt or a V-belt can be a grooved belt.

[0024] Alternatively, the belt may be a V-belt, and the first interface may or may have an annular groove, which is aligned with the first rotation axis and configured to mesh with or cooperate with the V-belt.

[0025] The belt may be a toothed belt or a timing belt that forms a plurality of teeth on the belt, and the first interface may form or include a plurality of teeth on the roller, and these teeth are configured to mesh or cooperate with the teeth of the belt. It is understood that the teeth of the belt are on the side facing the first interface of the belt.

[0026] The clutch may be configured to connect the first shaft to the roller chain in particular. The first interface may form or include a sprocket, and the sprocket is centered on the first axis of rotation and is configured to mesh or cooperate with the roller chain.

[0027] The clutch may further include a first bearing and a second bearing, which are configured to bear a load or radial load on the first roller relative to the first shaft or the first rotating shaft. The first clutch mechanism and / or first interface may be positioned axially between the first bearing and the second bearing with respect to the first rotating shaft. For example, the first and second bearings may be rolling bearings aligned with the first rotating shaft, such as rolling element bearings. The specified positioning of the first and second bearings reduces deformation of the first roller under radial load. It is specified that the first clutch hub is configured to be mounted on the first shaft. This means, again, that the first and second bearings are configured to bear a radial load on the first roller relative to the first clutch hub. For example, both the first and second bearings may be configured to interconnect the first roller and the first shaft, or the first bearing may be configured to interconnect the first roller and the first shaft and the second bearing may interconnect the first roller and the first clutch hub, or both the first and second bearings may interconnect the first roller and the first clutch hub. It is understood that the radial load may be from a belt or roller chain and is relative to the first rotating shaft.

[0028] The first roller may have or form a first radial wall. The first actuator may be configured to urge the first clutch mechanism into contact with the first radial wall when in an engaged state or when transitioning to an engaged state. The first radial wall may extend radially inward from the first interface with respect to the first rotation axis. In another expression, the first actuator may be configured to generate an axial load on the first roller when the first clutch mechanism is in an engaged state or when the first clutch mechanism transitions to an engaged state. The first roller may be configured to shift along the first rotation axis when the first clutch mechanism transitions to an engaged state. It is understood that it may also be configured to shift in the opposite direction when the first clutch mechanism transitions to a disengaged state. For example, the first bearing and the second bearing described above may be fixed to the first clutch hub or the first shaft, may be connected to the first roller so as to be slidable, or vice versa.

[0029] The first roller may have or form a second radial wall, and the second radial wall is configured to urge the first clutch hub or the first shaft when the first clutch mechanism is in an engaged state or when the first clutch mechanism transitions to an engaged state. The second radial wall may extend radially inward from the first interface with respect to the first rotation axis. The first actuator and / or the first clutch mechanism are positioned axially between the first radial wall and the second radial wall.

[0030] The clutch may include a third bearing, and the third bearing is configured to carry an axial load on the first roller with respect to the first shaft or the first rotation axis, for example, generated by the first actuator. For example, the third bearing may be a rolling bearing such as a ball bearing centered on the first rotation axis. The third rolling bearing may interconnect the second radial wall and the first clutch hub or the first shaft.

[0031] The first clutch mechanism may or may comprise a first clutch pack, and the first rollers may or may form a clutch basket. This means that the clutch basket itself may form the first interface. The clutch basket may be a single-walled clutch basket, meaning that there is only one wall between the clutch pack and the first interface. The clutch basket may have an outer surface that forms a cylindrical geometric contour. It is understood that the outer surface is oriented radially outward with respect to the first axis of rotation. It is understood that the first clutch pack operably connects the first clutch hub and the first rollers, or the first clutch hub and the clutch basket. The first clutch pack may be annular and may be centered on the first axis of rotation. The first clutch pack may comprise a plurality of inner plates or first plates connected to or fixed non-rotatably to the first clutch hub, and a plurality of outer plates or second plates connected to or fixed non-rotatably to the clutch basket. For example, the first clutch hub may have an internal spline extending along the first rotation axis and facing the first clutch pack, and each internal plate may have a notch or female spline facing the first clutch hub and cooperating with or conforming to the internal spline. Similarly, the clutch basket may have an external spline extending along the first rotation axis and facing the first clutch pack, and each external plate may have a notch or female spline facing the clutch basket and cooperating with or conforming to the external spline. In other words, the first clutch hub and internal plate may form an internal spline coupling, and the clutch basket and external plate may form an external spline coupling, the internal spline coupling configured to lock the internal plate to the first clutch hub in a non-rotatable manner, and the external spline coupling configured to lock the external plate to the clutch basket in a non-rotatable manner.The inner spline coupling and the outer spline coupling may be configured so that the inner plate and the outer plate, respectively, can shift position along the first axis of rotation. In other words, the inner plate may be configured to shift position along the first axis of rotation relative to the first clutch hub, and the outer plate may be configured to shift position along the first axis of rotation relative to the first clutch hub. This means that the first clutch hub forms the inner plate carrier and the clutch basket forms the outer plate carrier. The outer diameter of the clutch basket, the outer diameter of the first rollers at the first interface, the outer diameter of the first interface, or the average outer diameter of the first interface along the first axis of rotation may be less than 140%, 130%, or 120% of the outer diameter of the first clutch pack, the outer diameter of the first clutch mechanism, or the average outer diameter of the first clutch mechanism along the first axis of rotation. This contributes to a more compact configuration. It is understood that the first clutch pack or the first clutch mechanism may have an outer diameter smaller than the outer diameter of the clutch basket, the outer diameter of the first roller in the first interface, or the outer diameter of the first interface.

[0032] The inner and outer plates may overlap each other, form a continuous pair, and be aligned with the first axis of rotation. Alternatively, the inner and outer plates may be arranged in alternating stacks. The first clutch pack may be coaxial with the first clutch hub, and the clutch basket may be coaxial with the first clutch pack.

[0033] In the disengaged state, the inner and outer plates are spaced apart along the axis of rotation. In this way, the clutch basket is unlocked so as to be rotatable from the first clutch hub. In the engaged state, the inner and outer plates are pressed together along the first axis of rotation. In this way, the clutch basket is locked so as not to be rotatable from the first clutch hub. The inner and outer plates may be spring-biased into the disengaged state, for example, by a pair of springs. It is understood that in the disengaged state there is no mechanical friction between the inner and outer plates, and in the engaged state there is static friction between the inner and outer plates. The first clutch mechanism may further have a slip state in which there is dynamic friction between the inner and outer plates. The slip state may be reached during the transition between the disengaged state and the engaged state.

[0034] The first actuator may be configured to press the first clutch pack along the first rotation axis or to engage the first clutch pack, thereby transitioning the first clutch mechanism from a disengaged state to an engaged state. The first clutch hub may form or include a first axial support configured to prevent the first clutch pack from moving away from the first actuator, and the first actuator may be configured to bias the first clutch pack to contact the first axial support when transitioning from an engaged state to an engaged state, such as when it is engaged or slipped. For example, the first axial support may be an annular wall centered on the first rotation axis and extending radially outward with respect to the first rotation axis. Alternatively, the first actuator may be configured to bias the first clutch mechanism to contact the first radial wall described above when it is engaged or transitioning to an engaged state.

[0035] The first clutch pack described above contributes to reducing the radius of the clutch mechanism and the first roller, and increasing the axial length. The smaller radius enhances the mechanical advantages or contributes to increasing the gear ratio when the clutch is connected to the input of a belt drive or chain drive. The larger axial length allows for the use of wider belts in belt drives.

[0036] The characteristics described here are essentially equivalent to those of a multi-plate clutch.

[0037] The first clutch hub may further form or include a first conduit configured to guide or lead lubricating cooling fluid from the first shaft to the first clutch pack. The first conduit may have an inlet on the first shaft. The first shaft may have a first supply pipe configured to guide or lead lubricating cooling fluid to the clutch. The inlet may be configured to receive lubricating cooling fluid from the first shaft or from the first supply pipe. The first conduit may have an outlet on the first clutch pack. The outlet may be configured to discharge lubricating cooling fluid into the first clutch pack or between the inner and outer plates of the first clutch pack. The outlet may be located between the first clutch pack and the first rotating shaft. In other words, the first clutch pack may be positioned between the outlet and the clutch basket. With respect to the equipment configuration specified herein, the first clutch mechanism essentially corresponds to a multi-plate wet clutch.

[0038] The first roller or clutch basket may have an opening configured to allow cooling and lubricating fluid within the clutch basket to flow out or be discharged from the first roller or clutch basket. The outflow may be radially outward. The opening may be located in the first clutch pack. Alternatively or additionally, the opening may be located in the first interface. Within the clutch basket, the cooling and lubricating fluid may be discharged from the first clutch pack or from between the inner and outer plates of the first clutch pack. The opening allows the first interface and the belt or roller chain to be lubricated. Consequently, the first conduit described above allows lubrication through the shaft.

[0039] The first actuator can be a single actuator. This means that there is only one actuator mechanism to operate the first clutch pack. The fact that a single actuator can perform this function further contributes to making the clutch structure more compact.

[0040] As described above, the first actuator may be configured to press the first clutch pack along the first rotation axis. The first actuator may be a hydraulic actuator. The first actuator may comprise an annular recess or annular cylinder formed by the first clutch hub and aligned with the first rotation axis, and a ring-shaped piston positioned or seated in the recess and configured to move along the first rotation axis to bias the first clutch pack. It is understood that the annular recess faces the first clutch pack. The first clutch hub may further form or comprise a second conduit configured to guide or lead working fluid from the first shaft to the first actuator or the annular recess. In other words, the second conduit is configured to establish fluid communication between the first shaft and the first actuator or the annular recess. The second conduit may have an inlet to the first shaft. The first shaft may have a second supply pipe configured to guide or lead working fluid to the clutch. The inlet may be configured to receive working fluid from a first shaft or a second supply pipe. The second conduit may have an outlet to an annular recess. The outlet may be configured to discharge working fluid into the annular recess. In this way, the first actuator can be operated by supplying working fluid through the first shaft.

[0041] Instead of the first clutch mechanism being a first clutch pack, the first clutch mechanism may be or may comprise a first engagement clutch. The first engagement clutch may be centered on a first rotating shaft. The first engagement clutch may comprise a first member connected to or fixed non-rotatably to a first clutch hub, and a second member connected to or fixed non-rotatably to a first roller. The second member may be fixed axially to the first roller. For example, the second member may be fixed to the first radial wall described above.

[0042] In the disengaged state, the first and second members of the first meshing clutch are unlocked so as to be rotatable, for example, by being spaced apart along the axis of rotation. This means that they can rotate freely relative to each other. In the engaged state, the first and second members of the first meshing clutch are locked together so as to be non-rotatable, for example, by being pressed against each other. This means that they cannot rotate freely relative to each other. For example, the first and second members may have teeth that lock together and engage with each other.

[0043] The first actuator may be an electromechanical actuator. The first actuator may be configured to shift a first member along a first rotation axis to move the first clutch mechanism from a disengaged state to an engaged state. In other words, the first actuator may be configured to shift a first member along a first rotation axis or to actuate a first member to mutually lock with a second member. The first clutch hub may form or include a first axial support configured so that the first roller or the second member does not shift away from the first actuator, and the first actuator may, when engaged, bias the first roller or the second member to contact the first axial support. It is understood that this may be an alternative to the second radial wall described above.

[0044] In a first aspect of the proposed technology, the clutch may further be configured to connect a second shaft to a belt or roller chain, and the first roller is configured or constructed to be mounted on or fixed to the second shaft. This means that the first roller is configured to be permanently fixed to the second shaft in a non-rotatable manner. These features make the clutch essentially a single clutch that can selectively connect and disconnect the first shaft to and from the first roller. In a second aspect of the proposed technology, the clutch shaft assembly may further comprise a second shaft, and the first roller is mounted on or fixed to or fixed to the second shaft in a non-rotatable manner, and vice versa. It is understood that the second shaft is aligned with the axis of rotation.

[0045] The first shaft may have its front end attached to the clutch or the first clutch hub, and the second shaft may have its front end attached to the portion of the clutch or the first roller facing the front end of the first shaft. In other words, the first shaft and the second shaft may be positioned in series along the first axis of rotation.

[0046] Alternatively, the first shaft may have its front end attached to the clutch or the first clutch hub, and the second shaft may have its front end attached to the portion of the clutch or the first roller facing the same direction as the front end of the first shaft. In other words, the first shaft may be hollow and the second shaft may pass through the first shaft, or the second shaft may be hollow and the first shaft may pass through the second shaft.

[0047] Instead of the first roller being configured to be mounted on a second shaft, the clutch may further be configured to selectively connect and disconnect the second shaft to a belt or roller chain, and the clutch further comprises a second clutch hub, a second clutch mechanism, and a second actuator. The second clutch hub is configured or constructed to be mounted on or fixed to the second shaft. The first roller is supported or configured to rotate relative to the second clutch hub. The second clutch mechanism operably connects the second clutch hub and the first roller, and the second clutch mechanism is positioned on the first rotating shaft or between the second clutch hub and the first roller. The second clutch mechanism has a disengaged state in which the first roller can rotate relative to the second clutch hub or is unlocked to rotate from it, and an engaged state in which the first roller cannot rotate relative to the second clutch hub or is locked to it. The second actuator is configured to move the second clutch mechanism between a disengaged and engaged state, or to move the second clutch mechanism to either a disengaged or engaged state. The first roller may be positioned radially outward of the second clutch hub with respect to the first rotation axis. These features essentially make the clutch a dual clutch that selectively connects and disconnects the first shaft and the second shaft to the first roller.

[0048] It is specified that the second clutch mechanism is positioned between the first rotating shaft or the second clutch hub and the first roller. In other words, the second clutch mechanism is located within the first roller or between the first roller and the first rotating shaft, and axially along the first rotating shaft between the first end of the first roller and the second end on the opposite side. This means that a radial or transverse line intersecting the first rotating shaft passes through the second clutch mechanism and the first roller. The second clutch mechanism may be positioned between the first interface and the first rotating shaft or the first clutch hub. The features considered herein contribute to reducing the axial length of the drivetrain, and consequently to reducing the aft overhang of an outboard motor having an internal combustion engine in which the crankshaft is aligned with the first rotating shaft and connected to the first shaft.

[0049] In the two above alternative examples of the first aspect of the proposed technology, it is specified that the second clutch hub is configured to be mounted on the second shaft. In the second aspect of the proposed technology, the clutch shaft assembly may further comprise a second shaft, and the second clutch hub may be fixed to the second shaft or fixed to it in a non-rotatable manner, or vice versa.

[0050] It is understood that the second clutch hub may be aligned with the first axis of rotation. It is further understood that the second shaft may be aligned with or positioned relative to the first shaft. It is also understood that the second clutch hub may be annular and may be aligned with the first axis of rotation or the second shaft.

[0051] The first clutch hub and the second clutch hub may be configured in series along the first rotation axis. The first clutch hub and the second clutch hub may be spaced apart along the first rotation axis or may not overlap. The first clutch mechanism and the second clutch mechanism may be spaced apart along the first rotation axis. The first actuator and the second actuator may be spaced apart along the first rotation axis. The features described herein allow for the addition of a second clutch hub, a second clutch mechanism, and a second actuator without increasing the outer diameter of the clutch.

[0052] The second actuator may be a linear actuator configured to engage with a second clutch mechanism or to perform motion along or parallel to the first rotation axis. This contributes to reducing the outer diameter of the first roller.

[0053] The first actuator may be configured to transition the first clutch mechanism between a disengaged state and an engaged state, independently of the second actuator. Similarly, the second actuator may be configured to transition the second clutch mechanism between a disengaged state and an engaged state, independently of the first actuator. The first actuator may be configured to bias the first clutch mechanism toward the second actuator when the first clutch mechanism transitions from a disengaged state to an engaged state. Alternatively, the first actuator may be configured to bias the first clutch mechanism toward the second actuator when the first clutch mechanism transitions from a disengaged state to an engaged state. Similarly, the second actuator may be configured to bias the second clutch mechanism toward the first actuator when the second clutch mechanism transitions from a disengaged state to an engaged state. Alternatively, the second actuator may be configured to bias the second clutch mechanism toward the first actuator when the second clutch mechanism transitions from a disengaged state to an engaged state.

[0054] It is stated above that the first roller may have a first radial wall. The second actuator may be configured to bias the second clutch mechanism into contact with the first radial wall when the second clutch mechanism is engaged or transitioning to the engaged state. In other words, the second actuator may be configured to generate an axial load on the first roller when the second clutch mechanism is engaged or transitioning to the engaged state. The first roller may be configured to shift along the first axis of rotation when the second clutch mechanism is transitioning to the engaged state. It is understood that it may be configured to shift in the opposite direction when the second clutch mechanism is transitioning to the disengaged state. The equipment configuration described herein contributes to reducing the axial length when the first actuator and the second actuator are configured to bias the first clutch mechanism and the second clutch mechanism toward the other actuator, respectively.

[0055] Alternatively, the first roller may have or be formed a third radial wall. The second actuator may be configured to bias the second clutch mechanism into contact with the third radial wall when it is engaged or transitioning to the engaged state. The third radial wall may extend radially inward from the first interface with respect to the first axis of rotation. In other words, the second actuator may be configured to generate an axial load on the first roller when the second clutch mechanism is engaged or transitioning to the engaged state. The first roller may be configured to shift along the first axis of rotation when the second clutch mechanism is transitioning to the engaged state. It is understood that the first roller may be configured to shift in the opposite direction when the second clutch mechanism is transitioning to the disengaged state.

[0056] The first roller may have or may have a fourth radial wall, which is configured to bias the second clutch hub or the second shaft when the second clutch mechanism is engaged or transitioned to an engaged state. The fourth radial wall may extend radially inward with respect to the first interface and the first rotation axis. The second actuator and / or second clutch mechanism may be positioned axially between the first radial wall and the fourth radial wall or between the third radial wall and the fourth radial wall.

[0057] The clutch may include a fourth bearing configured to support the axial load on the first rollers relative to the second shaft, generated, for example, by a second actuator. For example, the fourth bearing may be a rolling bearing, such as a rolling element bearing, aligned with the first rotating shaft. The fourth rolling bearing may interconnect the fourth radial wall with the second clutch hub or the second shaft. In the proposed clutch, the second clutch hub may be fixed to the second shaft, for example, by a spline coupling, or configured to be fixed in a non-rotatable manner. In the proposed clutch shaft assembly, the second clutch hub may be fixed to the second shaft, for example, by a spline coupling, or configured to be fixed in a non-rotatable manner.

[0058] The first shaft may have its front end attached to the clutch or the first clutch hub, and the second shaft may have its front end attached to the portion of the clutch or the second clutch hub facing the front end of the first shaft. Alternatively, the first and second shafts may be positioned in series along the first axis of rotation. Alternatively, the first shaft may have its front end attached to the clutch or the first clutch hub, and the second shaft may have its front end attached to the portion of the clutch or the second clutch hub facing the same direction as the front end of the first shaft. Alternatively, the first shaft may be hollow and the second shaft may pass through the first shaft, or the second shaft may be hollow and the first shaft may pass through the second shaft.

[0059] The clutch may further comprise a first bearing and a second bearing, which are configured to bear the load on the first roller relative to the first shaft or the first rotating shaft. The first and second bearings may be configured to bear the load on the second shaft. The second clutch mechanism may be positioned axially between the first and second bearings with respect to the first rotating shaft. The first bearing may connect the first roller to the first clutch hub. In other words, the first bearing may be a rolling bearing having a race fixed to the first roller and another race fixed to the first clutch hub. Similarly, the second bearing may connect the first roller to the second clutch hub. In other words, the second bearing may be a rolling bearing having a race fixed to the first roller and another race fixed to the second clutch hub.

[0060] The second clutch mechanism may or may comprise a second clutch pack, and the first roller may or may form a clutch basket. It is understood that the second clutch pack operably connects the second clutch hub and the first roller. The second clutch pack may be annular and centered on the first rotation axis. The second clutch pack may comprise a plurality of inner plates connected to or fixed to the second clutch hub immobilely, and a plurality of outer plates connected to or fixed to the clutch basket immobilely. The second clutch hub, second clutch pack, and clutch basket may be configured as the first clutch hub, first clutch pack, and clutch basket described above. For example, the second clutch pack may comprise a plurality of inner plates and a plurality of outer plates, as well as a second clutch hub, wherein the inner plates may form inner spline couplings and clutch baskets, and the outer plates may form outer spline couplings, wherein the inner spline couplings are configured to non-rotatably lock the inner plates to the second clutch hub, and the outer spline couplings are configured to non-rotatably lock the outer plates to the clutch baskets. The clutch essentially corresponds to a dual multi-plate clutch when the first clutch mechanism has a first clutch pack and the second clutch mechanism has a second clutch pack, as described herein.

[0061] A second actuator may be configured to press the second clutch pack along the first rotation axis or to engage the second clutch pack, thereby transitioning the second clutch mechanism from a disengaged state to an engaged state. The second clutch hub may form or include a second axial support configured to prevent the second clutch pack from moving away from the second actuator, and the second actuator, when engaged, biases the first clutch pack to contact the second axial support. For example, the second axial support may be an annular wall aligned with the first rotation axis and extending radially outward with respect to the first rotation axis.

[0062] The second clutch pack described above contributes to reducing the radius of the dual clutch and increasing its axial length. The characteristics of the second clutch mechanism described here are essentially equivalent to those of a multi-plate clutch.

[0063] The second clutch hub may further form or include a third conduit configured to guide or direct lubrication-cooling fluid from the second shaft to the second clutch pack. The third conduit may have an inlet on the second shaft. The second shaft may have a third supply pipe configured to guide or direct lubrication-cooling fluid to the clutch. The inlet may be configured to receive lubrication-cooling fluid from the second shaft or from the third supply pipe. The third conduit may have an outlet on the second clutch pack. The outlet may be configured to discharge lubrication-cooling fluid into the second clutch pack or between the inner and outer plates of the second clutch pack. The outlet may be located between the first clutch pack and the first rotating shaft. In other words, the first clutch pack may be located between the outlet and the clutch basket.

[0064] As described above, the clutch basket may have an opening configured to allow the cooling lubricating fluid within the clutch basket to flow out of the clutch basket. The cooling lubricating fluid may also be released from the second clutch pack, or from between the inner and outer plates of the second clutch pack, and may flow out through the opening.

[0065] The second actuator may be a single actuator. This means that there is only one actuator that operates the clutch pack. As described above, the second actuator may be configured to press the second clutch pack along the first rotation axis. The second actuator may be a hydraulic actuator. The second actuator may comprise an annular recess formed by the second clutch hub and aligned with the first rotation axis, and a ring-shaped piston positioned or seated in the recess and configured to move along the first rotation axis to bias the second clutch pack. It is understood that the annular recess faces the second clutch pack.

[0066] The clutch hub may further form or include a fourth conduit configured to guide or direct working fluid from the second shaft to the second actuator or to an annular recess of the second actuator. In other words, the fourth conduit is configured to establish fluid communication between the second shaft and the second actuator or the annular recess of the second actuator. The fourth conduit may have an inlet on the second shaft. The second shaft may have a fourth supply pipe configured to guide or direct working fluid to the clutch. The inlet may be configured to receive working fluid from the second shaft or the fourth supply pipe. The fourth conduit may have an outlet to the annular recess of the second actuator. The outlet may be configured to discharge working fluid into the annular recess of the second actuator. This allows the second actuator to be actuated by the second shaft independently of the first actuator.

[0067] Instead of the second clutch mechanism being a second clutch pack, the first clutch mechanism may be or may comprise a second engagement clutch. The second engagement clutch may be centered on the first rotating shaft. The second engagement clutch may comprise a first member connected to or fixed non-rotatably to the second clutch hub, and a second member connected to or fixed non-rotatably to the first roller. The second member may be fixed axially to the first roller.

[0068] The first and second members may be configured as described with respect to the first clutch mechanism. For example, they are mutually locked so that they can rotate freely relative to each other when disengaged and cannot rotate when engaged. The second actuator may be an electromechanical actuator. The second actuator may be configured to shift the second member along the first axis of rotation to move the second clutch mechanism from disengaged to engaged. In other words, the second actuator may be configured to shift the first member along the first axis of rotation or to actuate the first member to mutually lock with the second member.

[0069] The second clutch hub may form or include a second axial support configured to prevent the first roller or second member from shifting away from the second actuator, and the second actuator may, when engaged, bias the first roller or second member to contact the second axial support. For example, the second axial support may be an annular wall aligned with the first axis of rotation and extending radially outward.

[0070] It is understood that the first clutch mechanism may comprise a first clutch pack, and simultaneously the second clutch mechanism may comprise a second clutch pack. This allows for smooth transitions between different operating modes in a parallel hybrid powertrain. It is further understood that the first clutch mechanism may comprise a first clutch pack, and simultaneously the second clutch mechanism may comprise a second engagement clutch. This may be advantageous in a parallel hybrid when the combustion engine is connected to a first shaft and the electric motor is connected to a second shaft, because electric motors generally respond better when changing rotational speed and can better match the rotational speed of the first roller. It is further understood that the first clutch mechanism may comprise a first engagement clutch, and simultaneously the second clutch mechanism may comprise a second clutch pack. Given the above connection of the combustion engine and electric motor, this may be advantageous when the parallel hybrid drive system is intended primarily to engage the combustion engine. It is further understood that the first clutch mechanism may be equipped with a first engagement clutch, and at the same time, the second clutch mechanism may be equipped with a second engagement clutch. This may be advantageous in applications where the first roller is not locked in a way that prevents it from rotating around it, such as in a powertrain connected to a propeller in marine applications.

[0071] It is noted above that the clutch may be further configured to connect the second shaft to a belt or roller chain. In a first aspect of the proposed technology, the clutch further comprises a third clutch mechanism and a third actuator, the third clutch mechanism connecting the first shaft and the second shaft in an operable manner. The third clutch mechanism has a disengaged state in which the second shaft can rotate relative to the first shaft or is unlocked to be rotatable to it, and an engaged state in which the second shaft cannot rotate relative to the first shaft or is locked to be immobile. The third actuator is configured to move the third clutch mechanism between the disengaged state and the engaged state, or to move the first clutch mechanism to the disengaged state or the engaged state.

[0072] The third clutch mechanism may be positioned between the first rotating shaft and the first roller. In other words, the third clutch mechanism may be located within the first roller, or radially between the first roller and the first rotating shaft, and axially between the first end and the second end of the first roller along the first rotating shaft.

[0073] A third clutch mechanism is advantageous in a parallel hybrid powertrain. When both the first and second clutch mechanisms are disengaged and the third clutch mechanism is engaged, the electric motor can be used as a starter motor for the combustion engine without supplying torque to a belt or roller chain. Furthermore, the electric motor may be configured to function as a generator for charging a battery, and the combustion engine can supply torque to the electric motor for charging the battery without supplying torque to a belt or roller chain.

[0074] The third actuator may be supported by or fixed to the first clutch hub in a non-rotatable manner. The third clutch mechanism may comprise a first member connected to or fixed to the first clutch hub in a non-rotatable manner, and a second member connected to or fixed to the second clutch hub in a non-rotatable manner. The second member may be fixed axially to the second clutch hub. The second member may be formed by the second clutch hub. Alternatively, the third actuator may be supported by or fixed to the second clutch hub in a non-rotatable manner. The first member may be connected to or fixed to the second clutch hub in a non-rotatable manner, and the second member may be connected to or fixed to the first clutch hub in a non-rotatable manner. Furthermore, the second member may be fixed axially to the first clutch hub, and the second member may be formed by the first clutch hub. For example, the third clutch mechanism may comprise or comprise a third engagement clutch. The third engagement clutch may be aligned with the first rotation axis. In these alternative examples, the third actuator may be a linear actuator configured to engage with the first clutch mechanism or to move along or parallel to the first rotation axis. This contributes to reducing the outer diameter of the first roller.

[0075] Instead of the first member being connected to the first clutch hub and the second member being connected to the second clutch hub, the third clutch mechanism may comprise a first member connected to or fixed to the first clutch hub in a non-rotatable manner, and a second member connected to or fixed to the second shaft in a non-rotatable manner. The second member may be fixed axially to the second shaft. The second member may be formed by the second shaft. Alternatively, the third clutch mechanism may comprise a first member connected to or fixed to the second clutch hub in a non-rotatable manner, and a second member connected to or fixed to the first shaft in a non-rotatable manner. The second member may be fixed axially to the second shaft. The second member may be formed by the second shaft. In this alternative example, the third actuator may be a linear actuator or a radial actuator configured to engage the first clutch mechanism or to perform motion across or perpendicular to the first axis of rotation.

[0076] In a second aspect of the proposed technology, it is noted above that the clutch shaft assembly may further comprise a second shaft. The assembly may further comprise a third clutch mechanism and a third actuator, the third clutch mechanism connecting the first shaft and the second shaft in an operable manner. The third clutch mechanism has a disengaged state in which the second shaft can rotate relative to the first shaft or is unlocked to be rotatable relative to it, and an engaged state in which the second shaft cannot rotate relative to the first shaft or is locked to be immobile. The third actuator is configured to move the third clutch mechanism between the disengaged state and the engaged state, or to move the first clutch mechanism between the disengaged state and the engaged state.

[0077] The third clutch mechanism may be configured as described in relation to the first embodiment. Instead of the third clutch mechanism forming part of the clutch, the third actuator may be supported by or fixed to the first shaft in a non-rotatable manner. The third clutch mechanism may comprise a first member connected to or fixed to the first shaft in a non-rotatable manner, and a second member connected to or fixed to the second shaft in a non-rotatable manner. Alternatively, the third actuator may be supported by or fixed to the second shaft in a non-rotatable manner. The third clutch mechanism may comprise a first member connected to or fixed to the second shaft in a non-rotatable manner, and a second member connected to or fixed to the first shaft in a non-rotatable manner. The third actuator may be a linear actuator configured to engage with the third clutch mechanism or to perform motion across or perpendicular to the first axis of rotation. The third clutch mechanism may be axially positioned outside the first roller. As stated above, the second shaft may be hollow, and the first shaft may pass through the second shaft. The third clutch mechanism may be positioned radially between the first shaft and the second shaft.

[0078] In a first aspect of the proposed technology, the third actuator may be a hydraulic actuator. The third actuator may comprise a cylinder formed by a first clutch hub and a piston configured to cooperate with the cylinder. The clutch may be configured to supply working fluid to the third actuator via the first shaft by means of a first clutch hub forming or comprising a conduit corresponding to the second conduit described above, and by a first shaft having a conduit corresponding to the second supply pipe described above. Alternatively, the third actuator may comprise a cylinder formed by a second clutch hub and a piston configured to cooperate with the cylinder. The clutch may be configured to supply working fluid to the third actuator via the second shaft by means of a second clutch hub forming or comprising a conduit corresponding to the fourth conduit described above, and by a second shaft having a conduit corresponding to the fourth supply pipe described above.

[0079] The third clutch mechanism may be biased to a disengaged state, or the third actuator may be biased to disengage the third clutch mechanism when it is started or stopped. For example, the biasing may be by a spring. This is advantageous in a parallel hybrid powertrain where the first actuator, the second actuator, and the third actuator are hydraulic actuators, the combustion engine is connected to the first shaft, and the electric motor and hydraulic pump providing hydraulic pressure are connected to the second shaft, so that the powertrain can operate as a completely electric powertrain independently of the combustion engine. Alternatively, the third clutch mechanism may be biased to an engaged state, or the third actuator may be biased to engage the third clutch mechanism when it is started or stopped. For example, the biasing may be by a spring. This is advantageous because, in a parallel hybrid powertrain, if the third actuator is a hydraulic actuator, and the combustion engine and the pump providing hydraulic pressure are connected to the first shaft, and the electric motor is connected to the second shaft, it can operate as a conventional powertrain having an electric motor that functions as a starter motor.

[0080] It is explicitly stated that the third actuator may be a hydraulic actuator. Alternatively, the third actuator may be an electromechanical actuator.

[0081] In a third aspect of the proposed technology, a belt drive or chain drive comprises a clutch shaft assembly according to a second aspect of the proposed technology, a belt or roller chain, and a second roller having or defining a second rotating shaft. The belt or roller chain interconnects the first and second rollers of the clutch.

[0082] It is understood that a first roller or first interface and a belt or roller chain are configured to cooperate in transmitting force between the first roller and the belt or roller chain. A second roller may form or include a second interface configured to cooperate with or be associated with the belt or roller chain. The second interface may share features with the first interface. In other words, the first interface and the second interface may be of the same type. For example, the first roller and the second roller may both be pulleys, the first interface may form an annular groove aligned with the first rotating shaft, the second interface may form an annular groove aligned with the second rotating shaft, and the grooves may both be configured to mesh with or cooperate with the same V-belt, or the first interface may form a sprocket aligned with the first rotating shaft, the second interface may form a sprocket aligned with the second rotating shaft, and the sprockets may both be configured to mesh with or cooperate with the same roller chain.

[0083] It is understood that a second roller or second interface, and a belt or roller chain are configured to cooperate in transmitting force between the second roller and the belt or roller chain.

[0084] A belt drive or chain drive according to a third aspect of the proposed technology may further comprise a third shaft, the second roller being fixed to the third shaft or fixed to it in a non-rotatable manner. It is understood that the third shaft may be aligned with the second rotation axis. It is stated above that the second rotation axis determines the intended rotation of the second roller. If the second roller is mounted on the second shaft, it is understood that the second shaft shares the second rotation axis. The second roller may be annular and may be aligned with the second rotation axis or the third shaft. The third shaft may be, for example, a propeller shaft in an outboard motor or aircraft, or an impeller shaft for a hydrojet.

[0085] It is understood that the clutch according to the first aspect of the proposed technology may be the first clutch. The belt drive or chain drive further comprises a second clutch according to the first aspect of the proposed technology, wherein a third shaft is fixed non-rotatably to the first clutch hub of the second clutch. It is understood that the second clutch may have any of the features of the clutch specified above, differing in that the second clutch comprises the second roller described above instead of the first roller, and the second roller forms or comprises the second interface described above, configured to cooperate with or relate to the belt or roller chain. In other words, the first roller of the second clutch may constitute the second roller described above. This means that the first clutch mechanism of the second clutch is positioned between the second rotating shaft or the first clutch hub of the second clutch and the second roller. Additionally, the first clutch mechanism of the second clutch may be positioned between the second interface and the second rotating shaft or the first clutch hub of the second clutch.

[0086] The second roller may or may constitute an impeller. The impeller may be aligned with the second axis of rotation. The second roller may or may include an annular impeller housing or annular impeller shroud, for example, for hydrojet applications. The second interface may be located on the impeller housing. The second roller may further form or include a plurality of blades fixed to the impeller housing. The blades may be located inside or radially inward of the impeller housing. The blades may extend axially from the impeller housing with respect to the second axis of rotation. The impeller or blades may be configured to generate a water flow along the second axis of rotation. The second roller may further form or include an impeller hub, and the blades may be joined to or fixed to the impeller hub. The impeller hub may be aligned with the second axis of rotation. The impeller hub may be configured to restrict the flow through the impeller housing. The impeller housing may form the impeller section of an impeller tunnel, such as the impeller tunnel of a hydrojet. It is understood that the blades and impeller hub may be located in or at least partially in the impeller section of the impeller tunnel.

[0087] A belt drive or chain drive may include an auxiliary belt or auxiliary roller chain, which interconnects the first and second rollers of the clutch. The belt or roller chain and the auxiliary belt or auxiliary roller chain may be of the same type. For example, both may be V-belts or grooved belts. It is understood that the belt or roller chain and the auxiliary belt or auxiliary roller chain are configured to transmit torque between the first and second rollers. The belt or roller chain and the auxiliary belt or auxiliary roller chain may be parallel, meaning that they extend in parallel planes. The belt or roller chain and the auxiliary belt or auxiliary roller chain may be spaced apart, for example, along the first and / or second axis of rotation.

[0088] The first roller may form or provide an auxiliary first interface configured to cooperate with or be associated with an auxiliary belt or auxiliary roller chain. The first clutch mechanism may be positioned between the first interface and / or the auxiliary first interface and the first rotating shaft or first clutch hub. The second roller may have an auxiliary second interface configured to cooperate with or be associated with an auxiliary belt or auxiliary roller chain.

[0089] An auxiliary belt or auxiliary roller chain may have the characteristics of either a belt or a roller chain, or may be configured as either a belt or a roller chain. An auxiliary first interface may have the characteristics of either a first interface, or may be configured as the first interface. An auxiliary second interface may have the characteristics of either a second interface, or may be configured as the second interface. For example, a first roller or auxiliary first interface and an auxiliary belt or auxiliary roller chain may be configured to cooperate in transmitting force between the first roller and the auxiliary belt or auxiliary roller chain, and a second roller or auxiliary second interface and an auxiliary belt or auxiliary roller chain may be configured to cooperate in transmitting force between the second roller and the auxiliary belt or auxiliary roller chain. The auxiliary belt or auxiliary roller chain contributes to improving the safety of the belt drive or chain drive. For example, if the belt or roller chain breaks, the auxiliary belt or auxiliary roller chain can continue to transmit power and torque between the first roller and the second roller.

[0090] In a third aspect of the proposed technology, the belt drive or chain drive may further comprise an additional belt or roller chain and a third roller having or defining a third axis of rotation, the additional belt or roller chain interconnecting the first roller and the third roller of the clutch. It is understood that the first axis of rotation and the third axis of rotation may be parallel. It is further understood that the third roller is aligned with the third axis of rotation. It is further understood that the third axis of rotation of the third roller defines the intended rotation of the second roller. The belt drive or chain drive may be, for example, a drive system for an aircraft, where the second and third rollers are located in a nacelle, as will be further described below. It is understood that the first roller, the third roller, and the additional belt or roller chain are configured to transmit power or torque from the first roller to the third roller. It is further understood that an additional belt or roller chain may extend across the first axis of rotation or form a loop across the first axis of rotation. The additional belt or roller chain may have the features of either a belt or a roller chain, or may be configured as a belt or a roller chain. The third roller may have the features of either a second roller, or may be configured as a second roller.

[0091] The first roller may form or include a third interface configured to cooperate with or be associated with an additional belt or roller chain. The first clutch mechanism may be positioned between the first interface and / or the third interface and the first rotating shaft or first clutch hub. It is understood that the first roller or the third interface, and the additional belt or roller chain are configured to cooperate to transmit force between the first roller and the additional belt or roller chain. The third roller may form or include a fourth interface configured to cooperate with or be associated with an additional belt or roller chain. The fourth interface may share features with the third interface. In other words, the third interface and the fourth interface may be of the same type. For example, both the first and third rollers may be pulleys, the third interface may form an annular groove aligned with the first rotating shaft, the fourth interface may form an annular groove aligned with the third rotating shaft, and the grooves may be configured to mesh with or cooperate with the same V-belt, or the third interface may form a sprocket aligned with the first rotating shaft, the fourth interface may form a sprocket aligned with the third rotating shaft, and the sprockets may be configured to mesh with or cooperate with the same roller chain. It is understood that the third roller or the fourth interface, and an additional belt or roller chain, are configured to cooperate in transmitting force between the third roller and the belt or roller chain. The third interface may have any of the features of the first interface, or may be configured as the first interface. Similarly, the fourth interface may have any of the features of the second interface, or may be configured as the second interface.

[0092] A belt drive or chain drive according to a third aspect of the proposed technology may further include a fourth shaft, the third roller being fixed to the fourth shaft or fixed to it in a non-rotatable manner. It is understood that the fourth shaft may be aligned with the third rotation axis. It is stated above that the third rotation axis determines the intended rotation of the second roller. If the third roller is mounted on the fourth shaft, it is understood that the third shaft shares the third rotation axis. The third roller may be annular and may be aligned with the third rotation axis or the fourth shaft. The fourth shaft may be, for example, a propeller shaft of an aircraft.

[0093] A belt drive or chain drive may include an additional auxiliary belt or auxiliary roller chain, which interconnects the first and third rollers of the clutch. The additional belt or roller chain and the additional auxiliary belt or auxiliary roller chain may be of the same type. For example, both may be V-belts or grooved belts. It is understood that the additional belt or roller chain and the additional auxiliary belt or auxiliary roller chain are configured to transmit torque between the first and third rollers. The additional belt or roller chain and the additional auxiliary belt or auxiliary roller chain may be parallel, meaning that they extend in parallel planes. The additional belt or roller chain and the additional auxiliary belt or auxiliary roller chain may be spaced apart, for example, along the first and / or third axis of rotation. The first roller may form or include an auxiliary third interface configured to cooperate with or be associated with an additional auxiliary belt or auxiliary roller chain. The first clutch mechanism may be positioned between the third interface and / or an auxiliary third interface and the first rotating shaft or first clutch hub. The third roller may have an auxiliary fourth interface configured to cooperate with or be associated with an additional auxiliary belt or auxiliary roller chain.

[0094] An additional auxiliary belt or auxiliary roller chain may have any of the features of an additional belt or roller chain, or may be configured as an additional belt or roller chain. An auxiliary third interface may have any of the features of a third interface, or may be configured as a third interface. An auxiliary fourth interface may have any of the features of a fourth interface, or may be configured as a fourth interface. For example, a first roller or auxiliary third interface and an additional auxiliary belt or auxiliary roller chain may be configured to cooperate in transmitting force between the first roller and the additional auxiliary belt or auxiliary roller chain, and a third roller or auxiliary fourth interface and an additional auxiliary belt or auxiliary roller chain may be configured to cooperate in transmitting force between the fourth roller and the additional auxiliary belt or auxiliary roller chain. The additional auxiliary belt or auxiliary roller chain contributes to improving the safety of the belt drive or chain drive. For example, if an additional belt or roller chain is damaged, the additional auxiliary belt or roller chain can continue to transmit power and torque between the first and third rollers.

[0095] In a third aspect of the proposed technology, a belt drive or chain drive comprises a clutch shaft assembly according to a second aspect of the proposed technology, a belt or roller chain, and a second roller having a second rotating shaft, wherein the belt or roller chain interconnects the first and second rollers of the clutch. The clutch shaft assembly is defined in relation to a second aspect of the proposed technology, and the first roller is specified in the clutch of a first aspect of the proposed technology.

[0096] A powertrain according to a fourth aspect of the proposed technology comprises a belt drive or chain drive according to a third aspect of the proposed technology and a first prime mover, wherein a first shaft is connected to the first prime mover. The first shaft is described in relation to a second aspect of the proposed technology. The clutch shaft assembly may further comprise a second shaft, wherein a second roller is fixed to the second shaft or fixed axially and non-rotatably.

[0097] In other words, a powertrain according to a fourth aspect of the proposed technology comprises a first prime mover, a clutch, a first roller having or defining a first rotation axis, a second roller having or defining a second rotation axis, and a belt or roller chain, wherein the clutch is configured to selectively connect and disconnect the first prime mover to and from the first roller, and the belt or roller chain interconnects the first roller and the second roller. It is understood that the first rotation axis and the second rotation axis may be aligned or parallel. It is further understood that the first roller may be aligned with the first rotation axis and the second roller may be aligned with the second rotation axis.

[0098] The powertrain may include a clutch shaft connecting the clutch to the first prime mover and a first roller shaft connecting the first roller to the clutch. The first roller, the second roller, and the belt or roller chain may have any of the associated features described above. The powertrain may further include a second roller shaft connected to the second roller, which may have any of the features of the third shaft described above.

[0099] Alternatively, the powertrain may comprise a first shaft and clutch according to the proposed first embodiment, the first shaft being non-rotatably fixed to a first clutch hub of the clutch and connected to a first prime mover. In this case, the first roller forms part of the clutch, and the clutch, first roller, second roller, and belt or roller chain may comprise any of the relevant features described above. The powertrain may further comprise a third shaft as described above.

[0100] The first prime mover may be a reciprocating combustion engine or a reciprocating internal combustion engine. It is understood that the engine has a crankshaft, which may be aligned with the first shaft or aligned with the first rotation axis of the clutch. The crankshaft may be fixed to the first shaft in a non-rotatable manner. This means that there is no gear shift mechanism or clutch mechanism between the crankshaft and the first shaft.

[0101] The engine or crankshaft may be directly connected to the first shaft. It is understood that any interconnecting engine or shaft elements, such as a flywheel, may form part of either the crankshaft or the first shaft. Alternatively, the powertrain may have a gear train between the crankshaft and the first shaft. The gear train may be positioned between the first prime mover and the clutch. The gear train may be configured to reduce the rotational speed of the first shaft relative to the crankshaft. The gear train may have input and output elements. It is understood that the gear train reduces the rotational speed between the input and output elements. The input elements may be fixed or immobile to the crankshaft, and the output elements may be fixed or immobile to the first shaft. The crankshaft may be directly connected to the input elements, and the output elements may be directly connected to the first shaft. For example, the gear train may be a planetary gear system aligned with the first rotation axis of the clutch. The planetary gear system comprises a sun gear, a ring gear, planetary gears, and a carrier connected to the planetary gears. The ring gear is held stationary, the crankshaft may or may not be fixed to the sun gear in a non-rotatable manner, and the first shaft may or may not be fixed to the carrier in a non-rotatable manner. The planetary gear system has the advantage of having a short axial length and not increasing the length of the powertrain in the first prime mover.

[0102] The powertrain may further include a second prime mover connected to a second shaft of the clutch shaft assembly. The second prime mover may be an electric motor. It is understood that the motor has a stator and a rotor, and the rotor may be aligned with the second shaft or centered on the first rotation axis of the clutch. The rotor may be fixed or immobile to the second shaft. This means that there is no gear shift mechanism or clutch mechanism between the rotor and the second shaft. The rotor may be directly connected to the second shaft. It is understood that any interconnected shaft elements may form part of either the rotor or the second shaft.

[0103] It is stated above that the second shaft may be hollow and the first shaft may pass through the second shaft. The second prime mover may further be positioned, for example, between the first prime mover and its clutch. This means that the first shaft also passes through the electric motor or the rotor of the electric motor. Such positioning of the second prime mover allows for the use of a more compact support structure for the second prime mover, which can handle greater loads. This is particularly advantageous when space is limited for outboard motors on ships.

[0104] It is stated above that the first shaft and the second shaft may be positioned in series along the first axis of rotation. Instead of the second prime mover being positioned between the first prime mover and the clutch, the clutch may be positioned between the first prime mover and the second prime mover. This makes it possible to reduce the outer diameter of the second shaft, thereby reducing the outer diameter of the first roller and increasing the gear ratio of the belt drive or chain drive.

[0105] In a third aspect of the proposed technology, the belt drive or chain drive comprises a clutch shaft assembly, a belt or roller chain, and a second roller. In a second aspect of the proposed technology, the clutch shaft assembly comprises a clutch and a first shaft, and may also comprise a second shaft. The belt drive or chain drive may further comprise a housing or casing that encloses or houses the clutch, the belt or roller chain, and the second roller. The housing may be configured to contain or hold a fluid, for example, the cooling lubricating fluid released from the first roller or clutch basket. The housing may have a first opening, through which the first shaft and / or second shaft may pass. The belt drive or chain drive may further comprise a first seal in the first opening, configured to prevent fluid from flowing out of the housing between the housing and the first shaft and / or second shaft. For example, the seal may be a rotary seal connecting the housing to the first shaft and / or the second shaft.

[0106] The housing may have a second opening, through which a second roller or a third shaft may pass. The belt drive or chain drive may further include a second seal in the second opening, configured to prevent fluid from leaking out of the housing between the housing and the second roller or third shaft. For example, the seal may be a rotary seal connecting the housing and the second roller or third shaft.

[0107] It is stated above that a belt drive or chain drive may include an auxiliary belt or auxiliary roller chain. The housing may enclose or house the auxiliary belt or auxiliary roller chain. The housing may form at least partially a partition between or between the belt or roller chain and the auxiliary belt or auxiliary roller chain. The partition may be configured so that the belt or roller chain does not reach the auxiliary belt or auxiliary roller chain when the belt or roller chain is broken or damaged, and vice versa.

[0108] It is noted above that a belt drive or chain drive may include an additional belt or roller chain, a third roller, and a fourth shaft. The housing may further enclose or house the additional belt or roller chain and the third roller. The housing may have a third opening through which the third roller or fourth shaft passes. The belt drive or chain drive may further include a third seal in the third opening, configured to prevent fluid from flowing out of the housing between the housing and the third roller or fourth shaft. For example, the seal may be a rotary seal connecting the housing and the third roller or fourth shaft.

[0109] It is noted above that a belt drive or chain drive may include an additional auxiliary belt or auxiliary roller chain. The housing may enclose or house the additional auxiliary belt or auxiliary roller chain. The housing may form at least partially an additional partition between or between the additional belt or roller chain and the additional auxiliary belt or auxiliary roller chain. The partition may be configured such that the additional belt or roller chain does not reach the additional auxiliary belt or auxiliary roller chain when the additional belt or roller chain is broken or damaged, and vice versa.

[0110] It is stated above that any of the first actuator, the second actuator, and the third actuator may be a hydraulic actuator. The powertrain may include a hydraulic pump configured to pressurize the working fluid. The pump may be configured to be powered by a first shaft or a second shaft. The pump may be a rotary pump. For example, the pump may be a gear pump having a drive gear and a free gear, the drive gear may be driven by or fixed to the first shaft or the second shaft, or the pump may be a vane pump having a rotor driven by or fixed to the second shaft. It is understood that the first shaft and / or the second shaft may pass through the pump.

[0111] If a second shaft is not present, the pump may be configured to be powered by the first shaft. It is noted above that the first prime mover may be an internal combustion engine and the second prime mover may be an electric motor. It is further noted that the second prime mover may be connected to a second shaft. If a second shaft is present, the pump may be configured to be powered by the second shaft. This allows for the supply of pressurized working fluid without the operation of the first prime mover.

[0112] The powertrain may include a first valve, which is operably coupled to a pump and a first actuator and configured to control the supply of working fluid to the first actuator. For example, the supply may be via the second conduit and second supply pipe described above. The powertrain may further include a second valve, which is operably coupled to a pump and a second actuator and configured to control the supply of working fluid to the second actuator. For example, the supply may be via the fourth conduit and fourth supply pipe described above. The powertrain may further include a third valve, which is operably coupled to a pump and a third actuator and configured to control the supply of working fluid to the third actuator. In this way, the valve can control the state of the clutch mechanism of the clutch.

[0113] A powertrain according to a fourth aspect of the proposed technology comprises a belt drive or chain drive and a first prime mover, wherein the first shaft is connected to the first prime mover and the third shaft may be a propeller shaft. In an alternative powertrain, the positioning of the components is reversed, with the third shaft connected to the first prime mover and the first shaft being a propeller shaft. When the powertrain is used in an outboard motor, this means that the clutch is positioned in the lower section of the outboard motor below the waterline of the vessel. It is noted above that an outboard motor of a fifth aspect of the proposed technology is equipped with a powertrain according to a fourth aspect of the proposed technology. The outboard motor may have an upper section or head, an intermediate section, and a lower section or lower unit, the upper section being connected to the intermediate section, and the intermediate section being connected to the lower section.

[0114] A first prime mover may be located in the upper section. If present, a second prime mover may be located in the upper section. The first prime mover may be mounted on or supported by the intermediate section. This means that the first prime mover is located above or at the upper end of the intermediate section. During operation, it is understood that the intermediate section is located below the upper section and the lower section is located below the intermediate section.

[0115] The outboard motor may further have a head cowl or motor cover, which is connected to an intermediate section and covers or encloses the first prime mover. For example, the cover may be connected to the intermediate section in a way that allows it to be removed or pivoted. The intermediate section may have brackets or mounting brackets configured to mount the outboard motor on a vessel, for example, on the hull or transom of a boat. The lower section is intended to be below the waterline of the vessel.

[0116] The belt or roller chain may extend from the upper section through the middle section to the lower section. If present, the housing enclosing the clutch, the belt or roller chain, and the second roller may extend from the upper section through the middle section to the lower section.

[0117] The outboard motor may further include a propeller configured to be driven by a powertrain. It is understood that the propeller is located in the lower section of the outboard motor. It is noted above that the third shaft may be a propeller shaft and the propeller may be mounted on the third shaft. The propeller may be centered on the second rotating shaft mentioned above. The first shaft, the second shaft, the first roller, and the clutch may be located in the upper section, and the second roller and the third shaft may be located in the lower section.

[0118] An alternative powertrain configuration is described above, in which a third shaft is connected to a first prime mover and the first shaft is a propeller shaft. In this configuration, the propeller is mounted on the first shaft. In such a configuration, the second roller and the third shaft may be located in the upper section, and the first shaft and clutch may be located in the lower section.

[0119] The outboard motor may be a pusher-type outboard motor. In other words, the propeller may be located aft of the lower section or configured to face aft. Alternatively, the outboard motor may be a tow-type outboard motor. In other words, the propeller may be located forward of the lower section or configured to face forward. This helps to compensate for any increased aft overhang resulting from the proposed powertrain. The relative position and aft overhang referred to herein are understood to be at the mounting point of the outboard motor at the stern of the boat.

[0120] Instead of a propeller, the outboard motor may further include a hydrojet or pumpjet configured to be driven by the powertrain. The hydrojet includes an impeller. The hydrojet may be located in or form part of the lower section of the outboard motor. It is understood that the hydrojet is fixed to the lower section. It is noted above that the third shaft may be an impeller shaft and the impeller may be attached to the third shaft. The impeller may be centered on the second rotation axis described above. The impeller may include a plurality of blades configured to generate a water flow along the third rotation axis. The impeller may further include an impeller hub, and the blades may be connected to or fixed to the impeller hub. The impeller hub may be fixed to the third shaft.

[0121] The first shaft, the second shaft, the first roller, and the clutch may be located in the upper section, and the second roller and the third shaft may be located in the lower section. More specifically, the third shaft and the second roller may be located within the water jet.

[0122] It is stated above that the second roller may form an annular impeller housing. In such a device configuration, it is understood that the powertrain does not need to have a third shaft. The second roller may further form a plurality of blades fixed to the impeller housing, the blades configured to generate a water flow along a third rotation axis, and it is further stated that the second roller may further form an impeller hub, to which the blades are fixed.

[0123] The hydrojet may include a hydrojet housing that forms an impeller tunnel or pump channel, and the impeller or impeller blades may be located in or inside the impeller tunnel. If a second roller forms the impeller housing, the impeller housing may form the impeller section of the impeller tunnel. The hydrojet may have an intake or inlet configured to allow water to enter the impeller tunnel. The intake may face forward relative to the impeller or outboard motor. In this case, the outboard motor may be configured to position the intake at a height below or partially below the bottom of the boat. Alternatively, the intake may face downward relative to the impeller or outboard motor. In this case, the outboard motor may be configured to position the intake at a height below the bottom of the boat.

[0124] The hydrojet may be equipped with a nacelle, which is located in or inside the impeller tunnel and fixed to the hydrojet housing. The impeller may be rotatably supported by the nacelle. The nacelle may be located forward or backward of the impeller, or upstream or downstream of the impeller in the impeller tunnel. A second roller may be located inside the nacelle, and a third shaft may extend from the nacelle to the impeller. The third shaft may be rotatably supported by the nacelle, for example, by bearings. It is noted above that the impeller may be attached to the third shaft.

[0125] Additionally or alternatively, the hydrojet may be equipped with a stator, which is located in or inside the impeller tunnel and fixed to the hydrojet housing. The stator may be located aft of the impeller or downstream of the impeller in the impeller tunnel. The impeller may be supported so as to be rotatable by the stator. For example, the stator may be equipped with the aforementioned nacelle and a plurality of stator blades. The stator blades may be connected to the nacelle in the hydrojet housing or the nacelle may be fixed to it. It is understood that the stator blades may extend radially outward with respect to, for example, a second axis of rotation or a third shaft.

[0126] In addition to, or instead of, the third shaft being rotatably supported by the nacelle, the impeller or impeller housing may be rotatably supported by the hydrojet housing. For example, the hydrojet may include an impeller bearing that interconnects the impeller housing and the hydrojet housing. The impeller bearing may be configured to bear an axial load on the second rotation axis. The impeller bearing may also be configured to bear a radial load on the second rotation axis. The hydrojet may further include an impeller seal, which is configured to prevent water from flowing between the impeller housing and the hydrojet housing and reaching, for example, the impeller bearing.

[0127] The hydrojet may have a nozzle or outlet configured to allow water to exit the impeller tunnel. The nozzle may be a fixed nozzle or a stationary nozzle, meaning that the orientation of the nozzle relative to the impeller tunnel is fixed. Alternatively, the nozzle may be a steering nozzle, meaning that the orientation of the nozzle relative to the impeller tunnel is adjustable, for example, by a nozzle actuator, which allows steering without turning the outboard motor.

[0128] The outboard motor or the bracket described above may be configured to allow the outboard motor to tilt about a transverse axis, for example, to lift the lower section of the outboard motor out of the water or partially out of the water. The outboard motor or the bracket described above may be configured to allow the outboard motor to turn laterally or to the right and left relative to the vessel. In other words, the outboard motor may be configured to pivot about a steering axis relative to the vessel. It is understood that the steering axis is perpendicular to the transverse axis. Such equipment configuration is advantageous when combined with a fixed nozzle because the pivot allows the vessel to be steered. It is also advantageous when combined with a steering nozzle that allows sharp turns at low speeds. The second prime mover described above may be configured to operate the impeller in the reverse direction, for example, when the first clutch mechanism is disengaged and the second clutch mechanism is engaged, in which case the pivot about the steering axis allows for counter-steering.

[0129] Alternatively, the outboard motor or the bracket described above may be configured so that the outboard motor does not rotate laterally or to the right and left relative to the vessel. In other words, the outboard motor may be configured so that it does not pivot around the steering axis. Such equipment configurations are advantageous when combined with a steering nozzle. In both equipment configurations, the outboard motor or the bracket described above may be configured so that the outboard motor can pivot forward or aft relative to the vessel, or so that the outboard motor can pivot around a transverse axis.

[0130] The entire hydrojet housing may be configured to be positioned at a distance from the vessel. In other words, the entire hydrojet or the entire hydrojet housing of the hydrojet may be supported by the lower section of the outboard motor. Such a configuration is advantageous when combined with an outboard motor that is pivotable around a steering axis. Alternatively, the hydrojet housing may have a first part configured to be attached to or fixed to the vessel, for example, the hull of a boat, and a second part fixed to the outboard motor or the lower section of the outboard motor. The first part forms a first section of the impeller tunnel, and the second part forms a second section of the impeller tunnel. It is noted above that the impeller housing may form the impeller section of the impeller tunnel, and the impeller housing may form the impeller section of the second section of the impeller tunnel. The first and second parts may be separable. This is advantageous when combined with an outboard motor that is configured to pivot around a transverse axis, as noted above. The hydrojet intake may be located in the first part, and the nozzle may be located in the second part. Such an equipment configuration is advantageous when combined with an outboard motor that is not pivotable around the steering axis.

[0131] In a sixth aspect of the proposed technology, a hydrojet or pumpjet for a ship is configured to be driven by a belt or roller chain. For example, it may be configured to be driven by the belt or roller chain of the powertrain described above. The hydrojet may comprise an impeller tunnel or pump channel and a hydrojet housing forming an impeller, the impeller being located in or inside the impeller tunnel and configured to be operably connected to the belt or roller chain.

[0132] The impeller may be aligned with a rotating shaft, such as the second rotating shaft described above. The impeller may have multiple blades configured to generate a water flow along the rotating shaft. It is understood that this flow is located within the impeller tunnel. The impeller may further include an impeller hub, and the blades may be connected to or fixed to the impeller hub.

[0133] The hydrojet may include an impeller shaft, such as the third shaft described above. The impeller or impeller hub may be attached to the impeller shaft.

[0134] The hydrojet may be equipped with a nacelle, which is located in or inside the impeller tunnel and fixed to the hydrojet housing. The impeller may be rotatably supported by the nacelle. The nacelle may be located forward or backward of the impeller, or upstream or downstream of the impeller in the impeller tunnel. The impeller shaft may be rotatably supported by the nacelle, for example by bearings. The impeller shaft may extend from the nacelle to the impeller.

[0135] The hydrojet may further include an impeller roller or impeller pulley, such as the second roller described above, the impeller roller being fixed to the impeller shaft or fixed axially and non-rotatably. The impeller roller may have an interface configured to cooperate with or be associated with a belt or roller chain. The interface may share the above-described features of the first interface. For example, the interface may form an annular groove configured to engage with a V-belt, aligned with the axis of rotation; the interface may form an annular ridge configured to engage with longitudinal grooves of a grooved belt, aligned with the axis of rotation; or it may form a sprocket configured to engage with a roller chain, aligned with the axis of rotation. The impeller roller may be located within the nacelle described above.

[0136] A hydrojet may include a stator, which is located in or inside the impeller tunnel and fixed to the hydrojet housing. The stator may be located aft of the impeller or downstream of the impeller in the impeller tunnel. The impeller may be supported so as to be rotatable by the stator. For example, the stator may include the nacelle and a plurality of stator blades as described above. The stator blades may be connected to the hydrojet housing by the nacelle or fixed to the hydrojet housing by the nacelle. It is understood that the stator blades may extend radially outward with respect to, for example, the axis of rotation or the impeller shaft.

[0137] Instead of having an impeller roller fixed to an impeller shaft, the hydrojet may have an annular impeller housing or an annular impeller shroud, and the blades described above are fixed to the annular impeller housing. The impeller housing may form the impeller section of an impeller tunnel. The blades may be located in or inside the impeller housing. The blades may extend forward and / or backward, or upstream and / or downstream, relative to the impeller housing. The blades may be configured to generate a water flow along a third axis of rotation. The impeller housing may or may form an impeller roller or an impeller pulley, and the impeller roller may have an interface configured to cooperate with or be associated with a belt or roller chain. The interface may be configured as the second interface described above. In such an equipment configuration, it is understood that the hydrojet does not need an impeller shaft and a nacelle.

[0138] The hydrojet may have an intake or inlet configured to allow water to enter the impeller tunnel. The intake may face forward relative to the impeller or outboard motor. Alternatively, the intake may face downward relative to the impeller or outboard motor.

[0139] The hydrojet may have a nozzle or outlet configured to allow water to exit the impeller tunnel. The nozzle may be a fixed nozzle or a stationary nozzle, meaning that the orientation of the nozzle relative to the impeller tunnel is fixed. Alternatively, the nozzle may be a steering nozzle, meaning that the orientation of the nozzle relative to the impeller tunnel or a second axis of rotation is adjustable, for example, by a nozzle actuator. This allows steering without turning the outboard motor.

[0140] The entire hydrojet housing may be configured to be positioned at a distance from the vessel. Alternatively, the hydrojet housing may have a first part configured to be attached to or fixed to a vessel, for example, the hull of a boat, and a second part configured to be fixed to an outboard motor for a vessel. The first part forms a first section of the impeller tunnel, and the second part forms a second section of the impeller tunnel. It is noted above that the impeller housing may form the impeller section of the impeller tunnel, and the impeller housing may form the impeller section of the second section of the impeller tunnel. The first and second parts may be separable.

[0141] In an eighth aspect of the proposed technology, the belt drive or chain drive may have or be formed a first shaft fixed non-rotatably to a first roller or first clutch hub of a clutch. The housing may have a first opening, which is configured to allow the first shaft to pass from the inside to the outside of the housing. Similarly, the belt drive or chain drive may have a second shaft fixed non-rotatably to a second roller. For example, the second shaft may correspond to the third shaft described above. The housing may have a second opening, which is configured to allow the second shaft to pass from the inside to the outside of the housing.

[0142] The housing may be provided with a first seal at a first opening, configured to prevent fluid from flowing out of the housing between the housing and the first shaft. Similarly, the housing may be provided with a second seal at a second opening, configured to prevent fluid from flowing out of the housing between the housing and the second shaft. For example, the first and second seals may be rotary seals connecting the first shaft and the second shaft to the housing, respectively.

[0143] A belt drive or chain drive may have an auxiliary belt or auxiliary roller chain connecting the first and second rollers of the clutch. The belt or roller chain and the auxiliary belt or auxiliary roller chain may be of the same type. The belt or roller chain and the auxiliary belt or auxiliary roller chain may be parallel to each other. The belt or roller chain and the auxiliary belt or auxiliary roller chain may be spaced apart, for example, along the first and second shafts.

[0144] The housing may form a partition configured to be at least partially positioned between or between a belt or roller chain and an auxiliary belt or auxiliary roller chain. The partition may be configured so that when the belt or roller chain breaks or is damaged, the belt or roller chain does not reach the auxiliary belt or auxiliary roller chain, and vice versa.

[0145] In a ninth aspect of the proposed technology, the impeller has an annular impeller housing that forms an interface configured to cooperate with a belt or roller chain. The impeller may have a rotation axis, such as the second rotation axis described above. It is understood that during operation, the impeller is intended to rotate about the rotation axis. The impeller or the impeller housing may be aligned with the rotation axis. The interface may be located on the impeller housing, or more precisely, outside the impeller housing.

[0146] The impeller may further form or comprise a plurality of blades fixed to the impeller housing. The blades may be located within or radially inward of the impeller housing. The impeller or blades may be configured to generate a water flow along the axis of rotation. The second roller may further form or comprise an impeller hub, and the blades may be connected to or fixed to the impeller hub. The impeller hub may be aligned with the second axis of rotation. The impeller housing may form an impeller section of an impeller tunnel, such as an impeller tunnel of a hydrojet. It is understood that the blades and / or impeller hub may be located within or at least partially within the impeller section of the impeller tunnel. The blades and / or impeller hub may extend axially from the impeller housing with respect to the second axis of rotation.

[0147] The impeller hub may be configured to restrict flow, for example, water flow, from passing through the impeller housing, or to reduce the cross-sectional area of ​​the impeller section of the impeller tunnel. It is understood that the cross-sectional area is across the axis of rotation.

[0148] The interface may have any of the features of the first interface and the second interface described above. For example, the interface may form an annular groove aligned with the rotating shaft, configured to engage with or cooperate with a V-belt, or the interface may form a sprocket aligned with the rotating shaft, configured to engage with or cooperate with a roller chain.

[0149] The first shaft, the second shaft, and the third shaft are as specified above. For example, in a clutch and shaft configuration, and in a belt drive or chain drive, it is understood that the first shaft may be the only shaft present. It is further understood that the second shaft may be present without the third shaft, and vice versa. It is further understood that the first shaft, the second shaft, and the third shaft may all be present simultaneously. It is further understood that a shaft may be made up of several shaft components, which are connected to each other and fixed or fixed so as not to rotate, and are aligned to the same axis of rotation.

[0150] In a tenth aspect of the proposed technology, the aircraft comprises a powertrain according to a fourth aspect of the proposed technology. It is understood that the powertrain is for propelling the aircraft. The powertrain comprises a belt drive or chain drive according to a third aspect of the proposed technology and a first prime mover. The belt drive or chain drive comprises a clutch according to a first aspect of the proposed technology and a first shaft fixed non-rotatably to a first clutch hub of the clutch. It is understood that the clutch, the belt drive or chain drive, or the powertrain may have any of the features described above.

[0151] The aircraft may comprise a fuselage, a nacelle or pod, a pylon, and a propeller. The nacelle is connected to the fuselage via the pylon. A first prime mover and a first roller or clutch are located in the fuselage, and a second roller is located in the nacelle. A belt or roller chain extends within or through the pylon. The propeller is located in the nacelle and is coupled to the second roller.

[0152] It is understood that the pylons can transmit thrust from the nacelle to the fuselage. It is further understood that the nacelle and pylons may be hollow. It is further understood that a belt or roller chain may extend from the fuselage into the nacelle. The propeller may be connected or supported by the nacelle in a rotatable manner by bearings, for example, such as rolling bearings. It is understood that the propeller is configured to transmit thrust to the nacelle via bearings, for example, such as rolling bearings. It is specified that a belt or roller chain may extend in or through the pylons. In other words, the belt or roller chain may extend from the fuselage through the pylons into the nacelle. It is specified that a belt drive or chain drive may be equipped with an auxiliary belt or auxiliary roller chain. It is understood that the auxiliary belt or auxiliary roller chain may extend in or through the pylons, or from the fuselage through the pylons into the nacelle.

[0153] It is specified that a belt drive or chain drive may have a third shaft, and a second roller may be fixed to the third shaft. The third shaft may be located in the nacelle. It is specified that the propeller is coupled to the second roller. In other words, the propeller may be connected to the second roller via the third shaft. The propeller may be mounted on the third shaft, or fixed to it, or fixed to it in a non-rotatable manner. The propeller may be configured to transmit thrust to the nacelle via the third shaft, and the third shaft may be configured to transmit thrust to the nacelle via bearings, for example, rolling element bearings.

[0154] It is specified that a belt drive or chain drive may include a housing or casing that encloses or houses a clutch, a belt or roller chain, and a second roller. The housing may extend within or through a pylon. Alternatively, the housing may extend from inside the fuselage through a pylon into the nacelle.

[0155] It is explicitly stated above that the powertrain may include a second prime mover connected to a second shaft. The second prime mover may be an electric motor. The second prime mover and the second shaft may be configured as described above. The second prime mover may be located in the fuselage.

[0156] It is noted above that the powertrain may further include an additional belt drive or chain drive according to a third aspect of the proposed technology. The additional belt drive or chain drive may have any of the belt drive or chain features described above. For example, it may include an additional clutch, an additional first shaft, an additional belt or roller chain, an additional second roller, and an additional third shaft according to a first aspect of the proposed technology, having any of the corresponding component features described above. The additional first shaft of the additional belt drive or chain drive may be connected to the first prime mover via the first shaft of the belt drive or chain drive, as described above. Furthermore, it may include an additional housing or casing that encloses or houses the additional clutch, the additional belt or roller chain, and the additional second roller. The additional housing may have any of the housing features described above. The aircraft may be equipped with an additional nacelle or additional pod, an additional pylon, and an additional propeller. The additional nacelle is connected to the fuselage via an additional pylon. An additional first roller or additional clutch is located in the fuselage, an additional second roller is located in the additional nacelle, and an additional belt or roller chain extends within or through the additional pylon. The additional propeller is located in the additional nacelle and is coupled to the additional second roller.

[0157] It is understood that additional pylons can transmit thrust from additional nacelles to the fuselage. It is further understood that additional nacelles and additional pylons may be hollow. It is further understood that additional belts or roller chains may extend from the fuselage into the additional nacelles. Additional propellers may be rotatably connected to or supported by the additional nacelles by bearings, for example, rolling bearings. It is understood that additional propellers may be configured to transmit thrust to the additional nacelles via bearings, for example, rolling bearings. It is specified that additional belts or roller chains may extend within or through additional pylons. In other words, additional belts or roller chains may extend from the fuselage through additional pylons into the additional nacelles. It is understood that additional belt drives or chain drives may include additional auxiliary belts or auxiliary roller chains. Additional auxiliary belts or roller chains may extend within or through additional pylons, or from the fuselage through additional pylons into additional nacelles.

[0158] An additional belt drive or chain drive may include an additional third shaft, and an additional second roller may be fixed to the additional third shaft. The additional third shaft may be located in an additional nacelle. An additional propeller may be coupled to an additional second roller. In other words, the additional propeller may be connected to the additional second roller via an additional third shaft. The additional propeller may be mounted on or fixed to the additional third shaft, or fixed to it in a non-rotatable manner. The additional propeller may be configured to transmit thrust to an additional nacelle via an additional third shaft, and the additional third shaft may be configured to transmit thrust to the additional nacelle via bearings, such as rolling element bearings.

[0159] It is specified that the belt drive or chain drive comprises an additional housing enclosing an additional clutch, an additional belt or roller chain, and an additional second roller. The additional housing may extend within or through an additional pylon. Alternatively, the additional housing may extend from within the fuselage through an additional pylon into an additional nacelle.

[0160] Instead of an additional belt drive or chain drive, the powertrain may include an additional belt or roller chain and a third roller, as described above. The aircraft may also include an additional nacelle or pod, an additional pylon, and an additional propeller. The additional nacelle is connected to the fuselage via an additional pylon. The third roller is located in the additional nacelle, and the additional belt or roller chain extends within or through the additional pylon. The additional propeller is located in the additional nacelle and is coupled to the third roller.

[0161] It is understood that additional pylons can transmit thrust from additional nacelles to the fuselage. It is further understood that additional nacelles and additional pylons may be hollow. It is further understood that additional belts or roller chains may extend from the fuselage into the additional nacelles. Additional propellers are rotatably connected to or supported by the additional nacelles by bearings, for example, rolling bearings. It is understood that additional propellers are configured to transmit thrust to the additional nacelles via bearings, for example, rolling bearings. It is specified that additional belts or roller chains may extend in or through additional pylons. In other words, additional belts or roller chains may extend from the fuselage through additional pylons into the additional nacelles. It is specified that belt drives or chain drives may include additional auxiliary belts or auxiliary roller chains. It is understood that additional auxiliary belts or roller chains may extend within or through additional pylons, or from the fuselage through additional pylons into additional nacelles.

[0162] It is specified that a belt drive or chain drive may include a fourth shaft, and a third roller may be fixed to an additional fourth shaft. The fourth shaft may be located in an additional nacelle. It is specified that an additional propeller is coupled to a third roller. In other words, the additional propeller may be connected to the third roller via a fourth shaft. The additional propeller may be mounted on the fourth shaft, or fixed to it, or fixed to it in a non-rotatable manner. The additional propeller may be configured to transmit thrust to an additional nacelle via a fourth shaft, and the fourth shaft may be configured to transmit thrust to the additional nacelle via bearings, for example, rolling element bearings.

[0163] It is specified that a belt drive or chain drive may include a housing that encloses a clutch, a belt or roller chain, a second roller, an additional belt or roller chain, and a third roller. It is further specified that the housing may extend within or through a pylon. The housing may further extend within or through an additional pylon. In other words, the housing may extend from within the fuselage through an additional pylon into an additional nacelle.

[0164] A more complete understanding of the above-mentioned and other features and advantages of the proposed technology will be made possible by the following detailed description of preferred embodiments of the proposed technology in conjunction with the accompanying drawings. [Brief explanation of the drawing]

[0165] [Figure 1] This is a schematic cross-sectional view of one embodiment of a clutch shaft assembly having a clutch comprising a single first clutch mechanism configured to connect a first shaft to a first roller, wherein the first clutch mechanism is a multi-plate wet clutch. [Figure 2] This is a schematic cross-sectional view of another embodiment of a clutch shaft assembly having a clutch comprising a single first clutch mechanism configured to couple a first shaft to a first roller, the first clutch mechanism being a multi-plate wet clutch, and a second shaft configured to be in series with the first shaft and fixed to the first roller. [Figure 3] This is a schematic cross-sectional view of another embodiment of a clutch shaft assembly having a clutch comprising a single first clutch mechanism configured to couple a first shaft to a first roller, the first clutch mechanism being a multi-plate wet clutch, wherein a hollow second shaft is fixed to the first roller, and the first shaft passes through the second shaft. [Figure 4]This is a schematic cross-sectional view of another embodiment of a clutch shaft assembly having a clutch comprising a single first clutch mechanism configured to couple a first shaft to a first roller, wherein the first clutch mechanism is an axial-meshing clutch. [Figure 5] This is a schematic cross-sectional view of another embodiment of a clutch shaft assembly, in which a first clutch mechanism and a second clutch mechanism have clutches configured to couple a first shaft and a second shaft to a first roller, respectively, the first shaft and the second shaft being configured in series, and the first clutch mechanism and the second clutch mechanism being multi-plate wet clutches. [Figure 6] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 5, but in which the second shaft is hollow and the first shaft passes through the second shaft. [Figure 7] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 6, but with different orientations of some components. [Figure 8] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly of Figure 6, but with modifications to the first clutch hub, the second clutch hub, and the first roller. [Figure 9] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 8, but in which the second clutch mechanism is an axial engagement clutch. [Figure 10] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly of Figure 9, but with modifications to the second clutch hub and the first roller. [Figure 11]This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 8, but in which the first and second clutch mechanisms are axial-meshing clutches. [Figure 12] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which generally corresponds to the clutch shaft assembly of Figure 6, but further includes a third clutch mechanism configured to couple a first shaft to a second shaft. [Figure 13] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 12, but differs in the configuration of the third clutch mechanism. [Figure 14] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which generally corresponds to the clutch shaft assembly of Figure 11, but further includes a third clutch mechanism configured to couple a first shaft to a second shaft. [Figure 15] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 12, but differs in the configuration of the third clutch mechanism. [Figure 16] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 12, but differs in the configuration of the third clutch mechanism. [Figure 17] This is a schematic cross-sectional view of one embodiment of an outboard motor having a powertrain with an engine and a clutch shaft assembly having a clutch that selectively couples the engine to a propeller, the clutch being connected to the engine's crankshaft. [Figure 18] This is a schematic cross-sectional view of another embodiment of an outboard motor having a powertrain with an engine and a clutch shaft assembly having a clutch that selectively couples the engine to a propeller, the clutch being connected to the propeller shaft. [Figure 19]This is a schematic cross-sectional view of another embodiment of an outboard motor having a powertrain with an engine, an electric motor, and a clutch shaft assembly having a clutch that selectively couples the engine and motor to a propeller. [Figure 20] Figure 19 is a schematic cross-sectional view of another embodiment of the outboard motor, which generally corresponds to the outboard motor of Figure 19, and further includes a second clutch connected to the propeller shaft and a gear train between the engine and the clutch. [Figure 21] This is a schematic cross-sectional view of another embodiment of the outboard motor, which is generally consistent with the outboard motor in Figure 19, but in which the electric motor is positioned between the engine and the clutch, and the propeller faces forward. [Figure 22] This is a schematic cross-sectional view of another embodiment of an outboard motor having a powertrain with an engine, an electric motor, and a clutch shaft assembly having a clutch that selectively couples the engine and electric motor to the impeller of a hydrojet, with the electric motor positioned between the engine and the clutch. [Figure 23] This is a schematic cross-sectional view of another embodiment of an outboard motor having a powertrain with an engine, an electric motor, and a clutch and shaft that selectively couple the engine and electric motor to the impeller of a hydrojet, with the clutch positioned between the engine and the electric motor and the belt directly connected to the impeller. [Figure 24] This is a schematic cross-sectional view of another embodiment of the outboard motor, which is generally consistent with the outboard motor in Figure 22, but has a different hydrojet and the belt is directly connected to the impeller. [Figure 25] This is a schematic cross-sectional view of another embodiment of the outboard motor, which is generally consistent with the outboard motor in Figure 24 but has a different hydrojet. [Figure 26] This is a schematic cross-sectional view of another embodiment of the clutch shaft assembly, which is generally consistent with the clutch shaft assembly in Figure 16, but has an additional interface. [Figure 27] This is a schematic diagram of one embodiment of an aircraft. [Figure 28]Figure 27 is a schematic diagram of one embodiment of a powertrain for an aircraft. [Figure 29] This is a schematic diagram of an alternative embodiment of a powertrain for an alternative embodiment of an aircraft. [Modes for carrying out the invention]

[0166] A clutch 18 having a single first clutch mechanism 20 is shown in Figure 1. The clutch 18 has a first rotating shaft 26 and a first clutch hub 30 and a first roller 34 aligned with the first rotating shaft 26. The clutch 18 forms part of a clutch shaft assembly 16, in which a first shaft 62 is aligned with the rotating shaft 26 and non-rotatably fixed to the first clutch hub 30 by a spline coupling (not shown).

[0167] The first roller 34 is rotatably supported relative to the first clutch hub 30 and is positioned radially outward of the first clutch hub 30 relative to the first rotation axis 26. The first roller 34 forms a first interface 38 that can cooperate with a belt (not shown). The first interface 38 forms the contour of a cylindrical surface 48 aligned with the first rotation axis 26 and is therefore capable of cooperating with a flat belt.

[0168] The clutch 18 further includes a first clutch mechanism 20 that operably connects a first clutch hub 30 and a first roller 34. The first clutch mechanism 20 is positioned within the first roller 34 between a first rotating shaft 26 and a first interface 38. The first clutch mechanism 20 has a disengaged state in which the first roller 34 can rotate relative to the first clutch hub 30, and an engaged state in which the first roller 34 is locked to the first clutch hub 30 so as not to rotate. The clutch 18 further includes a first linear actuator 42 that can move the first clutch mechanism 20 between the disengaged state and the engaged state.

[0169] The clutch 18 has a first bearing 58 and a second bearing 60 in the form of rolling bearings, which are aligned with the first rotating shaft 26 and interconnect the first roller 34 and the first shaft 62. Their bearings are configured primarily to bear the radial load from the belt (not shown) to the first roller 34 on the first shaft 62. The first clutch mechanism 20 and the first interface 38 are positioned axially between the first bearing 58 and the second bearing 60 with respect to the first rotating shaft 26.

[0170] The first clutch mechanism 20 essentially corresponds to a multi-plate wet clutch and has an annular first clutch pack 68 centered on the first rotating shaft 26, with the first rollers 34 forming a clutch basket. The first clutch hub 30 forms an inner plate carrier, and the first rollers 34 form an outer plate carrier. The first clutch pack 68 has a plurality of inner plates 72 connected to the first clutch hub 30 and a plurality of outer plates 74 connected to the first rollers 34. The first clutch hub 30 and the inner plates 72 form an inner spline that locks the inner plates 72 to the first clutch hub 30 in a non-rotatable manner, and the first rollers 34 and the outer plates 74 form an outer spline coupling that locks the outer plates 74 to the first rollers 34 in a non-rotatable manner. The inner spline coupling and the outer spline coupling are configured to allow the inner plates 72 and the outer plates 74 to shift their positions along the first rotating shaft 26, respectively. The inner plate 72 and the outer plate 74 are aligned with the first rotation axis 26 and are configured to be stacked alternately.

[0171] The inner plate 72 and the outer plate 74 are separated by a spring bias (not shown) of a pair of springs, so that the clutch mechanism 20 is disengaged and the first roller 34 is unlocked so that it can rotate away from the first clutch hub 30. The first clutch hub 30 forms a first axial support 76 in the form of an annular wall, the support 76 is centered on the first rotation axis 26 and extends radially outward with respect to the first rotation axis 26. The first axial support 76 prevents the first clutch pack 68 from moving away from the first actuator 42. The first actuator 42 is configured to press the first clutch pack 68 along the first rotation axis 26 when activated, biasing the first clutch pack 68 to contact the first axial support 76. Next, the inner plate 72 and the outer plate 74 are pressed against each other along the first rotation axis 26, and the first clutch mechanism 20 transitions from the disengaged state to the engaged state, where the first roller 34 is locked to the first clutch hub 30 in a non-rotatable manner. In this way, the first clutch pack 68 connects the first clutch hub 30 and the first roller 34 in an operable manner.

[0172] The first shaft 62 has a first supply pipe 88 that can guide lubricating cooling fluid to the clutch 18. The first clutch hub 30 forms a first conduit 80 that can guide lubricating cooling fluid from the first shaft 62 to the first clutch pack 68. The first conduit 80 has an inlet on the first shaft 62 that can receive lubricating cooling fluid from the first supply pipe 88. Furthermore, the first clutch pack 68 has an outlet between the inner plate 72 and the outer plate 74 that can discharge the lubricating cooling fluid.

[0173] The first roller 34 forms an opening 96 that allows the cooling lubricating fluid within the first roller 34 to flow radially outward. The opening 96 is located between the clutch pack 68 and the first interface 38, so that the cooling lubricating fluid released from the first clutch pack 68 works in cooperation with the first interface 38 to lubricate the belt (not shown).

[0174] The first actuator 42 is a single hydraulic actuator. The first actuator 42 has an annular recess 98, which is formed by the first clutch hub 30, is centered on the first rotation shaft 26 and faces the first clutch pack 68. The first actuator 42 further has a ring-shaped piston 100 seated in the recess 98, the piston 100 can move along the first rotation shaft 26 and bias the first clutch pack 68. The first shaft 62 has a second supply pipe 90 that can guide the working fluid to the clutch 18. The first clutch hub 30 forms a second conduit 82, which has an inlet on the first shaft 62 that can receive the working fluid from the second supply pipe 90 and an outlet to the annular recess 98. In this way, the second conduit 82 can guide the working fluid from the first shaft 62 to the annular recess 98, and the first actuator 42 can be operated by supplying the working fluid through the first shaft 62.

[0175] Another embodiment of the clutch 18 and clutch assembly 16 is shown in Figure 2. The clutch assembly 16 differs from the clutch assembly in Figure 1 in that it further has a second shaft 64 aligned with the rotating shaft 26. The first roller 34 of the clutch 18 is mounted on and fixed to the second shaft 64, and there is no first bearing. The first shaft 62 and the second shaft 64 are positioned in series along the first rotating shaft 26. Additionally, the clutch 18 differs in that the first interface 38 further forms an annular ridge 52 aligned with the first rotating shaft 26, which can engage with longitudinal grooves of a grooved belt (not shown).

[0176] Another embodiment of the clutch 18 and clutch assembly 16 is shown in Figure 3. The clutch assembly 16 differs from the clutch assembly in Figure 2 in that the second shaft 64 is hollow and the first shaft 62 passes through the second shaft 64. Additionally, the clutch 18 differs in that the first interface 38 forms an annular groove 50 aligned with the first rotating shaft 26, which can cooperate with a V-belt (not shown).

[0177] Another embodiment of the clutch 18 and clutch assembly 16 is shown in Figure 4. The clutch assembly 16 differs from the clutch assembly in Figure 1 in that the first clutch mechanism 20 is a first engagement clutch 20 aligned with the first rotating shaft 26. The first engagement clutch 20 has a first member 102 connected to the first clutch hub 30 and fixed so as not to rotate, and a second member 104 connected to the first roller 34 and fixed. The first actuator 42 differs in that it is an electromechanical actuator. The first actuator 42 is configured to shift the first member 102 along the first rotating shaft 26 to move the first clutch mechanism 20 from a disengaged state to an engaged state. In the disengaged state, the first member 102 and the second member 104 are spaced apart, can rotate freely relative to each other, and are unlocked to be rotatable. In the engaged state, the first member 102 and the second member 104 are pressed against each other, preventing them from rotating freely relative to each other, and are mutually locked in a non-rotatable manner. The first clutch hub 30 forms a first axial support 76, which is in the form of an annular wall aligned with the first rotation axis 26 and extends radially outward with respect to the first rotation axis 26. The first axial support 76 prevents the second member 104 and the first roller 34 from shifting away from the first actuator 42, and the first actuator 42 biases the second member 104 to contact the first axial support 76 when engaged. The clutch 18 further differs from the clutch assembly in Figure 1 in that the first interface 38 forms a sprocket 56 aligned with the first rotating shaft 26 that can cooperate with the roller chain, and the first bearing 58 and the second bearing 60 interconnect the first roller 34 and the first clutch hub 30.

[0178] Another embodiment of the clutch shaft assembly 16 is shown in Figure 5. The clutch shaft assembly 16 has a clutch 18 and a first shaft 62 and a second shaft 64 aligned with the rotating shaft 26. The first shaft 62 and the second shaft 64 are positioned in series along the first rotating shaft 26. The clutch 18 has a first roller 34, a first clutch hub 30, a first clutch mechanism 20, a first clutch pack 68, a first axial support 76, a first supply pipe 88, a first conduit 80, a first actuator 42, a second conduit 82, and a second supply pipe 90. They are configured as corresponding components in the embodiment of Figure 1 and share their features.

[0179] The clutch 18 further has a second clutch hub 32 aligned with the first rotating shaft 26, and a second shaft 64 is fixed non-rotatably to the second clutch hub 32 by a spline coupling (not shown). The first roller 34 is also supported rotatably relative to the second clutch hub 32 and is positioned radially outward of the second clutch hub 32 with respect to the first rotating shaft 26. The clutch 18 further has a second clutch mechanism 22, which operably connects the second clutch hub 32 and the first roller 34. The second clutch mechanism 22 is positioned within the first roller 34 between the first rotating shaft 26 and the first interface 38. The second clutch mechanism has a disengaged state in which the first roller 34 can rotate relative to the second clutch hub 32, and an engaged state in which the first roller 34 is locked non-rotatably to the second clutch hub 32. The clutch 18 further has a second linear actuator 44, which can move the second clutch mechanism 22 between a disengaged state and an engaged state.

[0180] The second clutch mechanism 22 essentially corresponds to a multi-plate wet clutch and has an annular second clutch pack 70 aligned with the first rotation axis 26, and the first rollers 34 also form a clutch basket for the second clutch mechanism 22. The second clutch hub 32 forms an inner plate carrier, and the first rollers 34 form an outer plate carrier. The second clutch pack 70 shares features with the first clutch pack 68 and is configured for the second clutch hub 32 and the first rollers 34, similar to the first clutch pack 68 for the first clutch hub 30 and the first rollers 34. The second clutch hub 32 forms a second axial support 78, which is in the form of an annular wall aligned with the first rotation axis 26 and extends radially outward with respect to the first rotation axis 26. The second axial support 78 prevents the second clutch pack 70 from moving away from the second actuator 44. The second actuator 44 is configured to press the second clutch pack 70 along the first rotation axis 26 when activated. The second clutch pack 70 is then biased to contact the second axial support 78, and the second clutch mechanism 22 transitions from the disengaged state to the engaged state, in which the first roller 34 is locked to the second clutch hub 32 in a non-rotatable manner. In this way, the second clutch pack 70 connects the second clutch hub 32 and the first roller 34 in an operable manner.

[0181] The second shaft 64 has a third supply pipe 92 that can guide lubricating cooling fluid to the clutch 18. The second clutch hub 32 forms a third conduit 84 that can guide lubricating cooling fluid from the second shaft 64 to the second clutch pack 70. The third conduit 84 has an inlet on the second shaft 64 that can receive lubricating cooling fluid from the third supply pipe 92. Furthermore, it has an outlet on the second clutch pack 70 that can discharge the lubricating cooling fluid from the second clutch pack 70. An opening 96 formed by the first roller 34 also allows the cooling lubricating fluid to flow radially outward from the second clutch hub 32.

[0182] The second actuator 44 is configured similarly to the first actuator 42, having an annular recess 98 formed by the second clutch hub 32 and a ring-shaped piston 100 seated in the recess 98 that can move along the first rotation axis 26 to bias the second clutch pack 70. The second shaft 64 has a fourth supply pipe 94 that can guide working fluid to the clutch 18. The second clutch hub 32 forms a fourth conduit 86, the fourth conduit 86 having an inlet on the second shaft 64 that can receive working fluid from the fourth supply pipe 94 and an outlet to the annular recess 98 formed by the second clutch hub 32. In this way, the fourth conduit 86 can guide working fluid from the second shaft 64 to the annular recess 98, and the second actuator 44 can be operated by supplying working fluid through the second shaft 64.

[0183] The first actuator 42 and the second actuator 44 are configured such that their annular recesses 98 face each other in opposite directions. The first bearing 58 interconnects the first roller 34 and the first clutch hub and is configured to bear the radial load on the first shaft 62, and the second bearing 60 interconnects the first roller 34 and the second clutch hub 32 and is configured to bear the load on the second shaft 64. The first roller 34 forms a first interface 38 that can cooperate with a synchronous belt (not shown). The first interface 38 forms a plurality of roller teeth 54 that can cooperate with the teeth of the belt on the side of the belt (not shown) facing the first interface 30.

[0184] Another embodiment of the clutch shaft assembly 16 is shown in Figure 6. This generally has the features of the embodiment described with respect to Figure 5, except that the second shaft 64 is hollow and the first shaft 62 passes through the second shaft 64.

[0185] Another embodiment of the clutch shaft assembly 16 is shown in Figure 7. This generally has the features of the embodiment described with respect to Figure 6, except that the annular recesses 98 face opposite each other, and the first actuator 42 and the second actuator 44 are configured accordingly.

[0186] Another embodiment of the clutch shaft assembly 16 is shown in Figure 8. This generally has the features of the embodiment described with respect to Figure 6, except that the first clutch hub 30 does not have a first axial support 76 and the second clutch hub 32 does not have a second axial support 78. Instead, the first roller 34 forms a first radial wall 106, a second radial wall 108, a third radial wall 110, and a fourth radial wall 112, which extend radially inward with respect to the first interface 38 and the first rotation axis 26. The first radial wall 106 and the third radial wall 110 are joined together to form a single wall.

[0187] The first actuator 42 and the first clutch mechanism 20 are positioned axially between the first radial wall 106 and the second radial wall 108. When transitioning to and while engaged, the first actuator 42 biases the first clutch mechanism 20 to contact the first radial wall 106, and therefore generates an axial load on the first roller 34 when the first clutch mechanism 20 is engaged. At that time, the second radial wall 108 is biased to contact the first clutch hub 30. The clutch 18 has a third bearing 114 in the form of a rotary rolling bearing, the third bearing 114 is centered on the first rotating shaft 26 and interconnects the second radial wall 108 and the first clutch hub 30. In this way, the third bearing 114 is configured to bear the axial load from the first actuator 42.

[0188] Similarly, the second actuator 44 and the second clutch mechanism 22 are positioned axially between the third radial wall 110 and the fourth radial wall 112. When transitioning to and while engaged, the second actuator 44 biases the second clutch mechanism 22 to contact the third radial wall 110, and therefore, when the second clutch mechanism 22 is engaged, it generates an axial load on the first roller 34 in the opposite direction to the axial load generated by the first actuator 42. At that time, the fourth radial wall 112 is biased to contact the second clutch hub 32. The clutch 18 has a fourth bearing 116 in the form of a rotary rolling bearing, the fourth bearing 116 is aligned with the first rotating shaft 26 and interconnects the fourth radial wall 112 and the second clutch hub 32. In this way, the third bearing 116 can bear the axial load from the second actuator 44.

[0189] Another embodiment of the clutch shaft assembly 16 is shown in Figure 9. This generally has the features of the embodiment described with respect to Figure 8, except that the second clutch mechanism 22 is a second engagement clutch 22 aligned with the first rotating shaft 26. Similar to the first engagement clutch described above, the second engagement clutch 22 has a first member 102 connected to and fixed to the second clutch hub 32 so as to be immobile, and a second member 104 connected to and fixed to the first roller 34. The second engagement clutch 22, the second actuator 42, and the first roller 34 are configured as corresponding features in the embodiment of Figure 4. The first clutch hub 30 does not form a first axial support 76 as in the embodiment of Figure 4. Instead, a fourth radial wall 112 prevents the first roller 34 from shifting away from the first actuator 42 when the second clutch mechanism 22 is engaged. The second actuator 44 differs from the embodiment in Figure 8 in that it is an electromechanical actuator.

[0190] Another embodiment of the clutch shaft assembly 16 is shown in Figure 10. This generally has the features of the embodiment described with respect to Figure 9, except that it does not have a first radial wall 106 and has a first axial support 76 configured as shown in the embodiment of Figure 5 instead of a second radial wall 108.

[0191] Another embodiment of the clutch shaft assembly 16 is shown in Figure 11. This generally has the features of the embodiment described with respect to Figure 9 and includes a first clutch hub 30, a first clutch mechanism 20, and a first actuator 42 configured as in the embodiment of Figure 4, except that, instead of contacting the first axial support 76 shown in Figure 4, the first actuator 42 biases the first clutch mechanism 20 to contact the first radial wall 106 when engaged.

[0192] Another embodiment of the clutch shaft assembly 16 is shown in Figure 12. This generally has the features of the embodiment described with respect to Figure 6. The clutch 18 further has a third clutch mechanism 24, which is positioned within the first roller 34 and fixed immobilely to the first clutch hub 30. Furthermore, it has a third hydraulic linear actuator 46 supported by and fixed immobilely to the first clutch hub 30. The third clutch mechanism 24 is a third engagement clutch 24 and has a first member 102 fixed immobilely to the first clutch hub 30 and a second member 104 formed by the second clutch hub 32 and thus fixed immobilely and axially to the second clutch hub 32. The first member 102 is fixed to a movable member of the third actuator 46 and can shift parallel to the first rotation axis 26. In this way, the third clutch mechanism 24 operably connects the first shaft 62 and the second shaft 64 via the first clutch hub 30 and the second clutch hub 32. The third clutch mechanism 24 has a disengaged state in which the first member 102 and the second member 104 are spaced apart and the first shaft 62 can rotate relative to the second shaft 64. The third clutch mechanism 24 also has an engaged state in which the first member 102 engages with the second member 104 and the first shaft 62 is locked to the second shaft 64 in a non-rotatable manner. The third actuator 46 has a spring (not shown) which, when started and stopped, biases the third actuator 46 to disengage the third clutch mechanism 24. The third actuator 46 is hydraulically operated in the same way as the first actuator 42 in the embodiment of Figure 1.

[0193] Another embodiment of the clutch shaft assembly 16 is shown in Figure 13. This has the general features of the embodiment described with respect to Figure 5, and additionally includes a third actuator 46 supported by the second clutch hub 32. The third actuator 46 corresponds to that of the embodiment in Figure 12, but differs in that a first member 102 of the third clutch mechanism 24 is fixed to the second clutch hub 32 in a non-rotatable manner, and a second member 104 is formed by the first clutch hub 30. Furthermore, the third actuator 46 has a spring (not shown) which, when started and stopped, biases the third actuator 46 to engage the third clutch mechanism 24.

[0194] Another embodiment of the clutch shaft assembly 16 is shown in Figure 14. This generally has the features of the embodiment described with respect to Figure 11, and further includes a third actuator 46 and a third clutch mechanism 24 corresponding to those of the embodiment in Figure 12, except that the third actuator is an electromechanical linear actuator and has a spring (not shown) which, when started and stopped, biases the third actuator 46 to engage the third clutch mechanism 24. This means that the first actuator 42, the second actuator 44, and the third actuator 46 are all electromechanical linear actuators.

[0195] Another embodiment of the clutch shaft assembly 16 is shown in Figure 15. This generally has the features of the embodiment described with respect to Figure 6, and the clutch 18 further includes a third clutch mechanism 24 positioned within the first roller 34 and a third hydraulic linear actuator 46 supported by a second clutch hub 32. The third clutch mechanism 24 includes a first member 102 fixed immobilely to the first clutch hub 30 and a second member 104 fixed immobilely and axially to the first shaft 62. The first member 102 is fixed to a movable member of the third actuator 46 and can move perpendicular to the first rotation axis 26. As in the previous embodiment, the third clutch mechanism 24 has an unengaged state in which the first member 102 and the second member 104 are spaced apart and the first shaft 62 can rotate relative to the second shaft 64, and an engaged state in which the first member 102 engages with the second member 104 and the first shaft 62 is locked to the second shaft 64 so as not to rotate. The third actuator 46 has a spring (not shown) that biases the third actuator 46 when started or stopped to engage the third clutch mechanism 24.

[0196] Another embodiment of the clutch shaft assembly 16 is shown in Figure 16. This generally has the features of the embodiment described with respect to Figure 6, and the assembly 16 further has a third clutch mechanism 24 positioned axially between the first shaft 62 and the second shaft 64 outside the first roller 34. The clutch 18 further has a hydraulic third radial actuator 46 supported by the first shaft 62.

[0197] The third clutch mechanism 24 includes a first member 102 fixed to the first shaft 62 in a non-rotatable manner, and a second member 104 formed by the second shaft 64 and therefore fixed to the second shaft 64 in a non-rotatable manner and axially. The first member 102 is fixed to the movable member of the third actuator 46 and can move perpendicular to the first rotation axis 26. The third clutch mechanism 24 has a disengaged state in which the first member 102 and the second member 104 are spaced apart and the first shaft 62 can rotate relative to the second shaft 64, and an engaged state in which the first member 102 engages with the second member 104 and the first shaft 62 is locked to the second shaft 64 in a non-rotatable manner. The third actuator 46 has a spring (not shown) that biases the third actuator 46 to disengage the third clutch mechanism 24 when started or stopped.

[0198] An embodiment of an outboard motor 200 for a boat is shown in Figure 17. The outboard motor 200 has an upper section 202 and a lower section 206, which are interconnected by an intermediate section 204. A first prime mover 208 in the form of an internal combustion engine is located in the upper section 202, mounted on the intermediate section 204, and supported by the intermediate section 204. A head cowl 212 is pivotably connected to the intermediate section 204 and covers the first prime mover 208. The intermediate section 204 has a bracket 214, which allows the outboard motor 200 to be mounted on the transom of the boat. The bracket 214 allows the outboard motor to be tilted about a transverse axis and to turn about a steering axis. The lower section 206 is located below the waterline of the boat when in use.

[0199] The first prime mover 208 forms part of the powertrain 12, which further includes a belt drive unit 14. The belt drive unit 14 includes a clutch shaft assembly 16 as described in Figure 1, a third shaft 66, a second roller 36 fixed to the third shaft 66, and a belt 118 interconnecting the first roller 34 and the second roller 36 of the clutch 18. The third shaft 66 and the second roller 36 are aligned with a second rotating shaft 28 parallel to the first rotating shaft 26. The first shaft 62 is fixed to the crankshaft of the first prime mover 208, which is aligned with the first rotating shaft 26. The third shaft 66 is a propeller shaft aligned with the second rotating shaft 28, which is fixed to a rearward-facing propeller 216. The second roller 36 has a second interface 40 of the same type as the first interface 38 of the first roller 34. The belt 118 is a flat belt and extends from the upper section 202 through the middle section 204 to the lower section 206. In this way, the belt 118 is configured to cooperate with the first roller 34 and the second roller 36 to transmit power and torque between them, and the clutch 18 is configured to selectively connect and disconnect the first prime mover 208 to the first roller 34 and, consequently, to the propeller 216.

[0200] The belt drive unit 14 has a housing 122, which extends from an upper section 202 through an intermediate section 204 to a lower section 206. The housing 122 encloses and houses the clutch 18, its first roller 34, belt 118, and second roller 36. The housing 122 is configured to contain the cooling lubricating fluid released from the first roller 34 through an opening 96 (see Figure 1). The housing 122 has a first opening 124 through which a first shaft 62 extends, and a first seal 128 positioned in the first opening 124, the first seal 128 being in the form of a rotary seal to prevent the cooling lubricating fluid from flowing between the housing 122 and the first shaft 62. Similarly, the housing 122 has a second opening 126 through which the third shaft 66 extends, and a second seal 130 positioned in the second opening 126, the second seal 130 being in the form of a rotary seal to prevent cooling lubrication fluid from flowing between the housing 122 and the third shaft 66.

[0201] The powertrain 12 has a hydraulic pump 220 for pressurizing the working fluid. The pump 220 is a rotary gear pump powered by a first shaft 62 and has a drive gear (not shown) aligned with the first shaft 62 that passes through the pump 220. The powertrain 12 further has a first valve (not shown) which is coupled to the pump 220 and the first actuator 42 of the clutch 18 via a second supply pipe 90 and a second conduit 82 (see Figure 1). In this way, the first valve (not shown) can control the supply of working fluid to the first actuator 42, and thus control the state of the first clutch mechanism 20 and the function of the clutch 18.

[0202] With this configuration of the powertrain 210, the outboard motor 200 can idle without the propeller 216 rotating when the first clutch mechanism 20 of the clutch 18 is disengaged.

[0203] In an alternative embodiment, the powertrain 12 in Figure 17 has a chain drive instead of the belt drive unit 14 and clutch shaft assembly described with respect to Figure 4. The second interface 40 forms a sprocket (not shown), which is interconnected with a sprocket 56 of the first interface 38 on the first roller 34 by a roller chain (not shown).

[0204] Another embodiment of the outboard motor 200 is shown in Figure 18. This is generally equivalent to the embodiment in Figure 17, but differs in that the positioning of the components is reversed, with the second roller 36 positioned in the upper section 202, the third shaft 66 connected to the crankshaft of the first prime mover 208, the clutch 18 positioned in the lower section 206, and the first shaft 62 connected to the propeller shaft of the propeller 216.

[0205] Another embodiment of the outboard motor 200 is shown in Figure 19. This generally corresponds to the embodiment in Figure 17, but differs in that the powertrain 12 has a clutch shaft assembly 16 as described with respect to Figure 2, a second prime mover 210 in the form of an electric motor, and a pump 220. The rotor (not shown) of the second prime mover 210 is aligned with the first rotating shaft 26 and fixed to the second shaft 64, which means that the clutch 18 is positioned between the first prime mover 208 and the second prime mover 210. The second prime mover 210 is positioned in the upper section 202 of the outboard motor 200 and enclosed by the head cowl 212. Additionally, the hydraulic pump 220 that pressurizes the working fluid for the clutch 18 is powered by the second shaft 64 via the rotor (not shown) of the second prime mover 210, instead of the first shaft 62. Here, the rotor (not shown) is understood to form part of the second shaft 64.

[0206] With this configuration of the powertrain 210, when the first clutch mechanism 20 is disengaged (see Figure 2), the outboard motor 200 can be operated in purely electric mode by the second prime mover 210. In this mode, it can be driven both forward and aft. When the first clutch mechanism 20 is engaged, the outboard motor 200 can be operated in parallel hybrid mode by both the first prime mover 208 and the second prime mover 210. Additionally, since the pump 220 is powered by the second shaft 64, the second prime mover 210 can be used as a starter motor for the first prime mover 208, however, this will turn the propeller 216.

[0207] The second interface 40 of the second roller 36 forms an annular ridge (not shown) aligned with the second rotation axis 28, and this annular ridge corresponds to the ridge 52 (see Figure 2) of the first interface 38 of the first roller, and the belt 118 is a belt with cooperative grooves.

[0208] In an alternative embodiment, the powertrain 12 in Figure 19 has a clutch shaft assembly as described with respect to Figure 5 and a toothed belt 118, where both the first interface 38 of the first roller 34 and the second interface 40 of the second roller 36 form the teeth 54 of the cooperating belt. With such equipment configuration of the powertrain 210, when the first clutch mechanism 20 is disengaged, the first prime mover 208 can idle without the first roller 34 or the propeller 216 rotating. When the first clutch mechanism 20 is engaged and the second clutch mechanism 22 is disengaged, the outboard motor 200 can operate in pure combustion mode. When the first clutch mechanism 20 is disengaged and the second clutch mechanism 22 is engaged, the outboard motor 200 can operate in pure electric mode. When both the first clutch mechanism 20 and the second clutch mechanism 22 are engaged, the outboard motor 200 can operate in parallel hybrid mode.

[0209] The powertrain 12 of this alternative embodiment further includes a second valve (not shown) which is coupled to the pump 220 and the second actuator 44 via a fourth supply pipe 94 and a fourth conduit 86 (see Figure 5). In this way, the second valve (not shown) can control the state of the second clutch mechanism 22.

[0210] In another embodiment, the powertrain 12 has a clutch shaft assembly as described with respect to Figure 13. In this case, the powertrain 12 has a third valve (not shown) which is coupled to a third actuator 46 of the pump 220 and clutch 18 to control the state of the third clutch mechanism 24 and the function of the clutch 18. When the third clutch mechanism 24 is disengaged, the outboard motor 220 may operate as described above. When both the first clutch mechanism 20 and the second clutch mechanism 22 are disengaged and the third clutch mechanism is engaged, the second prime mover 210 may be used as a starter motor for the first prime mover 218 without rotating the propeller 216. Additionally, the second prime mover 210 may operate as a generator powered by the first prime mover 208 for charging the battery without rotating the propeller 216.

[0211] Another embodiment of the outboard motor 200 is shown in Figure 20. This generally corresponds to the embodiment in Figure 19, differing in that the pump 220 is connected to the second shaft 64 between the clutch 18 and the second prime mover 210. The powertrain 12 further differs in that it has a gear train 134 in the form of a planetary gear system 134 aligned with the first rotating shaft 26 between the crankshaft and the first shaft 62. The ring gears of the planetary gear system 134 are held stationary, the sun gear forms an input element fixed to the crankshaft so as not to rotate, and the carrier connected to the planetary gears forms an output element fixed to the first shaft 62 so as not to rotate. In this way, the gear train 134 is configured to reduce the rotational speed of the first shaft 62 relative to the crankshaft. The belt drive 14 further differs in that, in addition to the first clutch 18, it has a second clutch 132 corresponding to the clutch 18 in Figure 1. The third shaft 66 is fixed to the first clutch hub of the second clutch 132, and the second roller 36 forms part of the second clutch 132 in the same way that the first roller 34 forms part of the first clutch 18. The gear train 134 compensates for the larger outer diameter of the first clutch 18.

[0212] The powertrain 12 further includes additional valves (not shown), which are coupled to the first actuators 42 of the pump 220 and the second clutch 132 via a second supply pipe 90 and a second conduit 82 (see Figure 1). In this way, the additional valves (not shown) can control the state of the first clutch mechanism 20 and the function of the second clutch 132.

[0213] With this configuration of the powertrain 210, when the first clutch mechanism 20 of the first clutch 18 is disengaged (see Figure 2) and the first clutch mechanism 20 of the second clutch 132 is engaged (see Figure 1), the outboard motor 200 can be operated in pure electric mode by the second prime mover 210. In this mode, both forward and aft operation is possible. When the first clutch mechanism 20 of the first clutch 18 is engaged and the first clutch mechanism 20 of the second clutch 132 is engaged, the outboard motor 200 can be operated in parallel hybrid mode by both the first prime mover 208 and the second prime mover 210. When the second clutch 132 is disengaged, the first prime mover 208 can idle without rotating the propeller 216, the second prime mover 210 can be used as a starter motor without rotating the propeller 216, and the second prime mover 210 can operate as a generator powered by the first prime mover 208 for charging the battery without rotating the propeller 216. Since the pump 220 is powered via the second shaft 64, the first clutch mechanism 20 of the first clutch 18 is engaged, making it possible for the second prime mover 210 to be used as a starter motor for the first prime mover 208.

[0214] In an alternative embodiment, the powertrain 12 in Figure 20 has a clutch shaft assembly as described with respect to Figure 5 and a toothed belt 118, where both the first interface 38 of the first roller 34 and the second interface 40 of the second roller 36 cooperate to form the teeth 54 of the belt. With such equipment configuration of the powertrain 12, when the first clutch mechanism 20 is disengaged, the first prime mover 208 can idle without the first roller 34 or the propeller 216 rotating. When the first clutch mechanism 20 is engaged and the second clutch mechanism 22 is disengaged, the outboard motor 200 can operate in pure combustion mode. When the first clutch mechanism 20 is disengaged and the second clutch mechanism is engaged, the outboard motor 200 can operate in pure electric mode. When both the first clutch mechanism 20 and the second clutch mechanism 22 are engaged, the outboard motor 200 can operate in parallel hybrid mode. Additionally, when both the first clutch mechanism 20 and the second clutch mechanism 22 of the first clutch 18 are engaged (see Figure 5), and the first clutch mechanism 20 of the second clutch 132 is disengaged (see Figure 1), the second prime mover 210 can be used as a starter motor for the first prime mover 208 without rotating the propeller 216.

[0215] Another embodiment of the outboard motor 200 is shown in Figure 21. This has the same general features as the outboard motor 200 shown in Figure 17. The belt drive unit 14 includes a clutch shaft assembly 16 as described with respect to Figure 6, a third shaft 66, a second roller 36 fixed to the third shaft 66, and a belt 118 interconnecting the first roller 34 and the second roller 36 of the clutch 18. The third shaft 66, the second roller 36, and the propeller 216 are configured as in the embodiment of Figure 1, except that the propeller 216 is oriented forward, meaning that the outboard motor 200 is a towed outboard motor rather than a propulsion outboard motor. The first shaft 62 is fixed to the crankshaft of the first prime mover 208, which is aligned with the first rotating shaft 26. The second shaft 64 is fixed to the rotor (not shown) of the second prime mover 210. The second shaft 64 is hollow, and the first shaft 62 passes through the rotor (not shown) of the second prime mover 210 and the second shaft 64.

[0216] The second roller 36 has a second interface 40 of the same type as the first roller 34, and the belt 118 is a toothed belt. The belt drive unit 14 has a housing 122 as described with respect to Figure 17. Both the first shaft 62 and the second shaft 64 pass through the first opening 124, and the first seal 128 prevents cooling and lubricating fluid from flowing between the housing 122 and the second shaft 64. The hydraulic pump 220 is positioned between the clutch 18 and the second prime mover 210 and is powered via the second shaft 64. In addition to the first valve (not shown) described with respect to Figure 1, the powertrain 12 further has a second valve (not shown), the second valve is coupled to the pump 220 and the second actuator 42 of the clutch 18 via a fourth supply pipe 94 and a fourth conduit 86 (see Figure 6). In this way, the second valve (not shown) can control the supply of working fluid to the second actuator 42 and control the state of the second clutch mechanism 20.

[0217] With this configuration of the powertrain 210, the outboard motor 200 can be operated in pure electric mode by the second prime mover 210 when the first clutch mechanism 20 of the clutch 18 is disengaged and the second clutch mechanism 22 of the clutch 18 is engaged. In this mode, both forward and aft operation is possible. When the first clutch mechanism 20 of the clutch 18 is engaged and the second clutch mechanism 22 of the clutch 18 is disengaged, the outboard motor 200 can be operated in pure combustion mode. When both the first and second clutch mechanisms are engaged, the outboard motor 200 can be operated in parallel hybrid mode. Additionally, the second prime mover 210 can be used as a starter motor for the first prime mover 208, although the second prime mover 210 is used as a starter motor for the first prime mover 208, with the pump 220 being powered by the second shaft 64 to rotate the propeller 216.

[0218] In an alternative embodiment, the powertrain 12 in Figure 21 has the clutch shaft assembly 16 shown in Figure 7 or Figure 8, and the outboard motor 200 may operate as described above. In another alternative embodiment, the powertrain 12 has the clutch shaft assembly 16 in Figure 9, Figure 10, or Figure 11, and the outboard motor 200 may operate as described above. This means that the second clutch mechanism 22 is a meshing clutch and is coupled to the second prime mover 210. The second prime mover 210 is an electric motor, which allows for quick and precise adjustment of the rotational speed of the first member 102 of the meshing clutch to the rotational speed of the second member 104 of the meshing clutch, and thus allows for a smooth transition from pure combustion mode to parallel hybrid mode during operation. In the case of the clutch shaft assembly 16 in Figure 9 or Figure 10, the powertrain 12 does not have the second valve described above. Instead, it has a power supply (not shown) and a switch (not shown) connected to operate the second actuator, thereby allowing the operation of the second actuator 42 to be controlled. In the case of the clutch shaft assembly 16 of Figure 11, the powertrain 12 has, instead of the first valve described above, an additional power supply (not shown) and a switch (not shown) connected to operate the first actuator 40.

[0219] In another alternative embodiment, the powertrain 12 of Figure 21 has a clutch shaft assembly 16 as shown in Figures 12, 13, 14, 15, or 16, and the outboard motor 200 may operate as described above with the third clutch mechanism 24 disengaged. When both the first clutch mechanism 20 and the second clutch mechanism 22 are disengaged and the third clutch mechanism is engaged, the second prime mover 210 may be used as a starter motor for the first prime mover 218 without rotating the propeller 216. Additionally, the second prime mover 210 may operate as a generator powered by the first prime mover 208 for charging the battery without rotating the propeller 216.

[0220] In embodiments having a clutch shaft assembly 16 as shown in Figures 12, 13, 15, and 16, the powertrain 12 further has a third valve (not shown) which is coupled to a third actuator 46 of the pump 220 and clutch 18 to control the state of a third clutch mechanism 24. In embodiments having a clutch shaft assembly as shown in Figure 14, the powertrain 12 has a power supply (not shown) and a switch (not shown) which are connected to operate the third actuator 46 so that the operation of the third actuator 46 can be controlled.

[0221] Another embodiment of the outboard motor 200 is shown in Figure 22. This has the same general features as the outboard motor 200 shown in Figure 21, but differs in having a hydrojet 222 with an impeller 218 instead of a propeller.

[0222] The hydrojet 222 has a hydrojet housing 224 that forms an impeller tunnel 226, and the impeller 218 is located within the impeller tunnel 226. The hydrojet housing 224 has a first portion 238 that is attached to the hull of a boat (not shown) and a second portion 240 that is fixed to the lower section 206 of the outboard motor 200. The first portion 238 forms a first section 242 of the impeller tunnel 226, and the second portion 240 forms a second section 244 of the impeller tunnel 226. The first portion 238 and the second portion 240 are separable, which allows the lower section 206 of the outboard motor 200 to be tilted rearward and upward relative to the first portion 238.

[0223] As described in Figure 1, the bracket 214 of the intermediate section 204 of the outboard motor 200 allows the lower section 206 to tilt about the transverse axis. The bracket 214 further prevents the outboard motor 200 from turning laterally.

[0224] The hydrojet 222 has a water intake 228, located in a first portion 238 of the downward-facing hydrojet housing 224, through which water can enter the impeller tunnel 226. The hydrojet 222 also has a nozzle 230, located in a second portion 240 of the hydrojet housing 224, which allows water to exit the impeller tunnel 226. The nozzle 230 is a steering nozzle whose direction can be adjusted by a nozzle actuator (not shown). The bracket 214 differs from Figure 21 in that the bracket 214 prevents the outboard motor from turning laterally, so that the boat is steered exclusively by the nozzle 230.

[0225] The hydrojet 222 has a nacelle 230, which is located aft of the impeller 218 in the impeller tunnel 224. The nacelle is fixed to the hydrojet housing 224 and supports the impeller 218 so that it can rotate. A second roller 36 is located inside the nacelle 232, and a third shaft 66 is an impeller shaft extending from the nacelle 232, to which the impeller 218 is attached. The hydrojet 222 has stator blades 234, which extend outward with respect to a second rotation axis 28 and connect and fix the nacelle 232 to the hydrojet housing 224. In this way, the stator blades 234 and the nacelle 232 together form a stator 236 located downstream of the impeller tunnel 226 relative to the impeller 218. With this equipment configuration, the hydrojet 222 is configured to be driven by a belt 118. The outboard motor may operate as described with respect to Figure 21. In an alternative embodiment, the powertrain 12 of Figure 22 has a clutch shaft assembly 16 as described with respect to any of Figures 12, 14, 15, 16, or 17, and may operate as described above.

[0226] Another embodiment of the outboard motor 200 is shown in Figure 23. This has the general features of the outboard motor 200 shown in Figure 19 and has the clutch shaft assembly 16 of Figure 13. It differs in having a hydrojet 222 which has an impeller 218 instead of a propeller. The hydrojet 222 shares the features of the hydrojet 222 of the embodiment in Figure 22. For example, the impeller 218 is connected to the nacelle 232 by a third shaft 66 centered on a second rotation shaft 28, and the third shaft 66 forms an impeller shaft connected to the nacelle 232 by rolling bearings (not shown). The third shaft 66 is connected to the impeller hub 252 of the impeller, and the impeller blades 248 are fixed to the impeller hub 252. In this way, the impeller 218 is supported so as to be rotatable by the nacelle 232.

[0227] The hydrojet 222 differs in that the second roller 36 of the belt drive unit 14 forms an annular impeller housing 246, and the blades 248 are located inside the impeller housing 246 and fixed thereto. In this way, the belt 118 is directly connected to the impeller 218. The impeller housing 246 forms the impeller section 250 of the second section 244 of the impeller tunnel 226. The hydrojet also has an impeller seal 256 that prevents water from passing between the impeller housing 246 and the hydrojet housing 224. Furthermore, the impeller housing 246 extends through a second opening (not shown) of the housing 122, and a second seal (not shown) positioned in the second opening (not shown) prevents cooling and lubricating fluid from flowing out between the housing 122 and the impeller housing 246.

[0228] Another embodiment of the outboard motor 200 is shown in Figure 24. This has the same general features as the outboard motor 200 shown in Figure 22. It differs in that the second roller 36 of the belt drive unit 14 forms an annular impeller housing 246, and the blades 248 are located inside the impeller housing 246 and fixed to it, which means that the belt 118 is directly connected to the impeller 218. The impeller housing 246 forms the impeller section 250 of the impeller tunnel 226. The hydrojet 222 has neither a nacelle nor a stator. Instead, the impeller housing 246 is supported so as to be rotatable by the hydrojet housing 224 by an impeller bearing 254 which interconnects the impeller housing 246 with the hydrojet housing 224. The hydrojet also has an impeller seal 256, which prevents water from passing between the impeller housing 246 and the hydrojet housing 224 and reaching the impeller bearing 254. Furthermore, the impeller housing 246 extends through a second opening (not shown) of the housing 122, and a second seal (not shown) positioned in the second opening (not shown) prevents cooling lubrication fluid from flowing between the housing 122 and the impeller housing 246.

[0229] Additionally, the entire hydrojet housing 224 forming the impeller tunnel 226 is supported by the lower section 206 of the outboard motor 206, and the nozzle 230 is a fixed nozzle 230. This means that the intake 228 is fixed to the nozzle 230. The bracket 214 of the intermediate section 204 allows the outboard motor 200 to be tilted around a transverse axis so that the lower section 206 moves up or down, as shown in the embodiment of Figure 22 above. Additionally, the bracket 214 allows the outboard motor to be pivoted around a steering axis, as shown in the embodiments of Figures 17 to 21. This allows the boat to be steered by turning the outboard motor 200 both when moving forward and backward. In an alternative embodiment, the nozzle is a T-steering nozzle whose orientation can be adjusted by a nozzle actuator (not shown), as described with respect to Figure 22.

[0230] Another embodiment of the outboard motor 200 is shown in Figure 25. This has the same general features as the outboard motor 200 shown in Figure 24, except that the intake port 228 faces forward rather than downward relative to the impeller 218. The hydrojet housing 224 that forms the impeller tunnel 226 is also positioned at a lower height. This further differs in that the belt drive unit 14 has an auxiliary belt 136 that interconnects the first roller 34 and the second roller 36, and is of the same type as the belt 118. The belt 118 and the auxiliary belt 136 are configured in parallel planes and cooperate to transmit torque in parallel between the first roller 34 and the second roller 36.

[0231] The first roller 34 forms an auxiliary first interface 138 of the same type as the first interface 38, which cooperates with the auxiliary belt 136. Similarly, the second roller 36 forms an auxiliary second interface 140 of the same type as the second interface 40, which cooperates with the auxiliary belt 136. The belt 118 and the auxiliary belt 136 are spaced apart along the first rotation axis 26 and the second rotation axis 28. The housing 122 forms a partition 142 between the belt 118 and the auxiliary belt 136 to prevent the belt 118 from reaching the auxiliary belt 136 if it breaks, and vice versa.

[0232] Another embodiment of the clutch shaft assembly 16 is shown in Figure 26. This generally has the features of the embodiment described with respect to Figure 16, except that instead of a single first interface 38, a first roller 34 forms an annular groove aligned with the first rotating shaft 26, forming the first interface 38, an auxiliary first interface 138, a third interface 258, and an auxiliary third interface 260, each capable of cooperating with a V-belt (not shown). The combined first clutch mechanism 20 and second clutch mechanism 22 are positioned between the first rotating shaft 26 and the combined first interface 38, auxiliary first interface 138, third interface 258, and auxiliary third interface 260.

[0233] An embodiment of aircraft 262 in the form of a loop-wing aircraft is shown in Figure 27. Aircraft 262 has a fuselage 264, a nacelle 266, a pylon 268, and a propeller 216. The nacelle 266 is connected to the fuselage 264 via the pylon 268. The nacelle 266 and pylon 268 are hollow. The propeller 216 is rotatably connected to the nacelle 266 and can transmit thrust to the nacelle 266, and the pylon 268 can transmit thrust from the nacelle 266 to the fuselage 264. Aircraft 262 further has an additional nacelle 266', an additional pylon 268', and an additional propeller 216. The additional nacelle 266' is connected to the fuselage 264 via the additional pylon 268'. The additional nacelle 266' and additional pylon 268' are hollow. An additional propeller 216' is rotatably connected to an additional nacelle 266' and can transmit thrust to the additional nacelle 266', and an additional pylon 268' can transmit thrust from the additional nacelle 266' to the fuselage 264.

[0234] An embodiment of the powertrain 12 for the aircraft 262 of Figure 27 is shown in Figure 28. The powertrain 12 has a first prime mover 208 in the form of an internal combustion engine located in the fuselage 264. The powertrain 12 further has a belt drive 14, which corresponds to the belt drive 14 described with respect to Figure 17. The belt drive 14 further has an auxiliary belt 136, which interconnects a first roller 34 and a second roller 36 and is of the same type as belt 118. The first roller 34 differs in that it further has an auxiliary first interface (not shown) of the same type as the first interface 38, which cooperates with the auxiliary belt 136, as in the configuration described with respect to Figure 25. Belt 118 and auxiliary belt 136 are configured in parallel planes and cooperate to transmit torque in parallel between the first roller 34 and the second roller 36. The auxiliary first interface (not shown) cooperates with the auxiliary belt 136. Similarly, the second roller 36 forms an auxiliary second interface 140 of the same type as the second interface 40, which works in cooperation with the auxiliary belt 136. The belt 118 and the auxiliary belt 136 are spaced apart along the first rotation axis 26 and the second rotation axis 28. The housing 122 forms a partition 142 between the belt 118 and the auxiliary belt 136 to prevent the belt 118 from reaching the auxiliary belt 136 if it breaks, and vice versa.

[0235] The clutch 18 is located inside the fuselage 264. The belt 38, auxiliary belt 118, and housing 122 extend from inside the fuselage 264 through the pylon 268 to the nacelle 266. The second roller 36 is located in the nacelle 266. The third shaft 66 and the second roller 36 are aligned with a second rotation axis 28 parallel to the first rotation axis 26. The first shaft 62 is locked to the crankshaft of the first prime mover 208 in a non-rotatable manner, and the crankshaft is aligned with the first rotation axis 26. The third shaft 66 is a propeller shaft, which is fixed to a forward-facing propeller 216 and is aligned with the second rotation axis 28 of the third shaft 66.

[0236] The powertrain 12 further has an additional belt drive 14' which essentially shares features with the belt drive 14. The additional belt drive 14' has an additional clutch 18', an additional first shaft 62', an additional belt 118', and an additional auxiliary belt 136, which share features with the corresponding components of the belt drive 14, as well as an additional second roller 36', an additional third shaft 66', and an additional housing 122'. The additional first shaft 62' of the additional belt drive 14' is connected to the first prime mover 208 via the first shaft 62 of the belt drive 14. The additional first shaft 62' is further coaxial with the first shaft 62 and is fixed to the first shaft 62 in a non-rotatable and axial manner. In this way, the additional first shaft 62' is non-rotatably locked to the crankshaft of the first prime mover 208.

[0237] An additional clutch 18' is located within the fuselage 264. An additional belt 118', an additional auxiliary belt 136', and an additional housing 122' extend from within the fuselage 264 through an additional pylon 268'' to an additional nacelle 266'. An additional second roller 36' is located within the additional nacelle 266'. An additional third shaft 66' and an additional second roller 36' are aligned with an additional second rotation axis 28' parallel to the first rotation axis 26. The additional third shaft 66' is a propeller shaft, fixed to a forward-facing additional propeller 216', and aligned with the additional second rotation axis 28'.

[0238] In this manner, the belt 118 and the auxiliary belt 136 are configured to cooperate with the first roller 34 and the second roller 36 to transmit power and torque between them, and the clutch 18 is configured to selectively connect the first prime mover 208 to the first roller 34, disconnect the first prime mover 208 from the first roller 34, and consequently, selectively connect the first prime mover 208 to the propeller 216, and disconnect the first prime mover 208 from the propeller 216. Similarly, the additional belt 118' and the additional auxiliary belt 136' are configured to cooperate with the additional first roller 34' and the additional second roller 36' to transmit power and torque between them, and the additional clutch 18' is configured to selectively connect the first prime mover 208 to the additional first roller 34' and disconnect the first prime mover 208 from the additional first roller 34', and consequently, to selectively connect the first prime mover 208 to the additional propeller 216' and disconnect the first prime mover 208 from the additional propeller 216'.

[0239] The powertrain 12 has a hydraulic pump 220 configured as shown in Figure 17. The powertrain 12 further has an additional first valve (not shown), which is coupled to the pump 220 and the additional clutch 18' in the same way as the clutch 18. In this way, the additional first valve (not shown) can control the function of the additional clutch 18'. This equipment configuration of the powertrain 12 allows the aircraft 262 to idle without the propeller 216 and the additional propeller 216' rotating when the clutch 18 and the additional clutch 18' are disengaged.

[0240] An alternative embodiment of the powertrain 12 for aircraft 262 is shown in Figure 29. Aircraft 262 shares the features of aircraft 262 described with respect to Figure 27, but differs in that the propeller 216 and the additional propeller 216' are facing rearward.

[0241] The powertrain 12 comprises a first prime mover 208 in the form of an internal combustion engine, a belt drive unit 14, and a second prime mover 210 in the form of an electric motor. The belt drive unit 14 has a clutch shaft assembly 16 as described with respect to Figure 26. The first shaft 62 is fixed to the crankshaft of the first prime mover 208, which is aligned with the first rotating shaft 26. The second shaft 64 is fixed to the rotor (not shown) of the second prime mover 210. The second shaft 64 is hollow, and the first shaft 62 passes through the rotor (not shown) of the second prime mover 210 and the second shaft 64.

[0242] The belt drive unit 14 has a third shaft 66 and a second roller 36 fixed to the third shaft 66. It further has a V-belt type belt 118 and an auxiliary belt 136 that interconnect the first roller 34 and the second roller 36 of the clutch 18. The third shaft 66 and the second roller 36 are aligned with a second rotation axis 28 parallel to the first rotation axis 26. The belt 118 and the auxiliary belt 136 are spaced apart along the first rotation axis 26 and the second rotation axis 28. The first shaft 62 is fixed to the crankshaft of the first prime mover 208, and the crankshaft is aligned with the first rotation axis 26. The first roller 34 has a first interface 38 and an auxiliary first interface 138, as described above with respect to Figure 26. The second roller 36 has a second interface 40 and an auxiliary second interface 140 of the same type as the first interface 38 and the auxiliary first interface 138. The first interface 38 and the second interface 40 are connected via a belt 118, which works with them to transmit power and torque between the first roller 34 and the second roller 36. Similarly, the auxiliary first interface 138 and the auxiliary second interface 140 are connected via an auxiliary belt 136, which works with them to transmit power and torque between the first roller 34 and the second roller 36.

[0243] The belt drive unit 14 further includes a fourth shaft 270 and a third roller 272 fixed to the fourth shaft 270. It further includes an additional belt 118' and an auxiliary additional belt 136' in the form of a V-belt, which interconnect the first roller 34 and the third roller 272 of the clutch 18. The fourth shaft 270 and the third roller 272 are aligned with a third rotation axis 274 parallel to the first rotation axis 26. The additional belt 118' and the additional auxiliary belt 136' are spaced apart along the first rotation axis 26 and the third rotation axis 274. The first roller 34 has a third interface 258 and an auxiliary third interface 260, as described above with respect to Figure 26. The third roller 272 has a fourth interface 276 and an auxiliary fourth interface 278 of the same type as the third interface 258 and the auxiliary third interface 260. The third interface 258 and the fourth interface 276 are connected via an additional belt 118', which works with them to transmit power and torque between the first roller 34 and the third roller 272. Similarly, the auxiliary third interface 260 and the auxiliary fourth interface 278 are connected via an auxiliary additional belt 136', which works with them to transmit power and torque between the first roller 34 and the third roller 272.

[0244] The belt drive unit 14 has a housing 122. The housing 122 encloses and houses the clutch 18, its first roller 34, belt 118, auxiliary belt 136, second roller 36, additional belt 118', auxiliary additional belt 136', and third roller 272. The housing 122 can accommodate the cooling lubricating fluid released from the first roller 34 through the opening 96 (see Figure 26). The housing 122 has a first opening (not shown) through which the first shaft 62 passes, and a first seal (not shown) in the form of a rotary seal positioned in the first opening (not shown), the first seal preventing the cooling lubricating fluid from flowing between the housing 122 and the first shaft 62. The housing 122 has a second opening (not shown) through which the third shaft 66 passes, and a second seal (not shown) in the form of a rotary seal positioned in the second opening (not shown), the second seal preventing cooling lubrication fluid from flowing out between the housing 122 and the third shaft 66. The housing further has a third opening (not shown) through which the fourth shaft 270 passes, and a third seal (not shown) in the form of a rotary seal positioned in the third opening (not shown), the third seal preventing cooling lubrication fluid from flowing out between the housing 122 and the fourth shaft 270.

[0245] The housing 122 forms a partition 142 between belt 118 and auxiliary belt 136 to prevent belt 118 from reaching auxiliary belt 136 when belt 118 is damaged, and vice versa. It further forms an additional partition 280 between the additional belt 118' and additional auxiliary belt 136' to prevent the additional belt 118' from reaching additional auxiliary belt 136' when additional belt 118' is damaged, and vice versa. The hydraulic pump 220 is positioned between the clutch 18 and the second prime mover 210 and is powered via the second shaft 64. The first actuator 42, the second actuator 44, and the third actuator 46 shown in Figure 26 are hydraulically operated, connected to the hydraulic pump 220, and controlled via valves (not shown).

[0246] The first prime mover 208, the second prime mover 210, the clutch 18, the first shaft 62, and the second shaft 64 are located within the fuselage 264. The third shaft 66 and the second roller 36 are located within the nacelle 266. The third shaft 66 is the propeller shaft, fixed to the rearward-facing propeller 216, and aligned with the second rotation axis 28. The belt 118 and auxiliary belt 136 extend from within the fuselage 264 through the pylon 268 into the nacelle 266. The fourth shaft 270 and the third roller 272 are located within an additional nacelle 266'. The fourth shaft 270 is the propeller shaft, fixed to the rearward-facing additional propeller 216', and aligned with the third rotation axis 274. The additional belt 118' and additional auxiliary belt 136' extend from within the fuselage 264 into the additional nacelle 266' via the additional pylon 268'. The housing 122 extends from within the fuselage 264 into the nacelle 266 via the pylon 268 and into the additional nacelle 266' via the additional pylon 268'.

[0247] With this configuration of the powertrain 12, the aircraft 262 can operate in pure electric mode with the second prime mover 210 when the first clutch mechanism 20 and the third clutch mechanism 24 of the clutch 18 are disengaged and the second clutch mechanism 22 of the clutch 18 is engaged (see Figure 26). The aircraft 262 can operate in pure combustion mode when the first clutch mechanism 20 of the clutch 18 is engaged and the second clutch mechanism 22 and the third clutch mechanism 24 of the clutch 18 are disengaged. The aircraft 262 can operate in parallel hybrid mode when both the first clutch mechanism 20 and the second clutch mechanism 22 are engaged. This can be done with or without the third clutch mechanism 24 engaged. When the first clutch mechanism 20 and the second clutch mechanism 22 are disengaged and the third clutch mechanism 24 is engaged, the second prime mover 210 can be used as a starter motor for the first prime mover 208 without the propeller 216 and the additional propeller 216' rotating. In such an equipment configuration of clutch mechanisms 20, 22, and 24, the second prime mover can also operate as a generator powered by the first prime mover 208 to charge the battery.

[0248] In the above embodiment including the powertrain 12, it is understood that there is a fuel tank capable of supplying fuel to the first prime mover 208. If the powertrain 12 has a second prime mover 210, it is understood that there is a battery capable of supplying power to the second prime mover 210. [Explanation of Symbols]

[0249] 12 Powertrain 14. Belt drive or chain drive 16. Clutch Shaft Assembly 18 Clutch 20. First clutch mechanism 22. Second clutch mechanism 24. Third clutch mechanism 26 First axis of rotation 28 Second axis of rotation 30 First clutch hub 32. Second clutch hub 34. The first roller 36. The second roller 38. The First Interface 40. Second Interface 42 First actuator 44 Second actuator 46. ​​Third Actuator 48 Cylindrical surface of the first interface 50 Annular groove of the first interface 52 Annular ridge of the first interface 54 Teeth of the first interface belt 56. Sprocket of the first interface 58 First bearing 60 Second bearing 62 First shaft 64 Second shaft 66. The third shaft 68 First Clutch Pack 70 Second Clutch Pack 72 Inner plate 74 Outer plate 76 First axial support 78 Second axial support 80 First conduit 82 Second conduit 84 The third conduit 86 The fourth conduit 88 First supply pipe 90 Second supply pipe 92 Third supply pipe 94 Fourth supply pipe 96 Aperture 98 Annular recess 100 Ring-shaped pistons 102 First component of the engagement clutch 104 Second component of the engagement clutch 106 First radial wall 108 Second radial wall 110 Third radial wall 112 Fourth radial wall 114 Third bearing 116 Fourth bearing 118 Belt 120 Chain 122 Housing 124 First opening 126 Second opening 128 First seal 130 Second seal 132 Second clutch 134 Gear train 136 Auxiliary belt 138 Auxiliary first interface 140 Auxiliary second interface 142 Partition 200 Outboard motor 202 Upper section 204 Intermediate section 206 Lower section 208 First prime mover 210 Second prime mover 212 Head cowl 214 Bracket 216 Propeller 218 Impeller 220 Hydraulic pump 222 Hydrojet 224 Hydrojet housing 226 Impeller tunnel 228 Water intake 230 Nozzle 232 Nacelle 234 Stator blade 236 Stator 238 First part of the housing 240 Second part of the housing 242 First section of the impeller tunnel 244 Second section of the impeller tunnel 246 Impeller housing 248 Blade 250 Impeller Section 252 Impeller Hub 254 Impeller bearing 256 Impeller Seal 258 The Third Interface 260 Auxiliary third interface 262 Aircraft 264 Torso 266 Nacelle 268 pylons 270 The fourth shaft 272 The third roller 274 Third axis of rotation 276 The fourth interface 278 Auxiliary fourth interface 280 Additional Partitions

Claims

1. A clutch (18) configured to selectively connect a first shaft (62) to a belt or roller chain (118), wherein the clutch (18) has a first rotating shaft (26), - The first clutch hub (30) is aligned with the first rotating shaft (26), - The first roller (34) is aligned with the first rotating shaft (26), - The first clutch mechanism (20), - First actuator (42) and Equipped with, The first clutch hub (30) is configured to be mounted on the first shaft (62), the first roller (34) is rotatably supported relative to the first clutch hub (30), and the first roller (34) forms a first interface (38) configured to cooperate with the belt or roller chain (118). The first clutch mechanism (20) operably connects the first clutch hub (30) and the first roller (34), and the first clutch mechanism (20) is positioned between the first rotating shaft (26) and the first roller (34). The first clutch mechanism (20) has a disengaged state in which the first roller (34) can rotate relative to the first clutch hub (30), and an engaged state in which the first roller (34) cannot rotate relative to the first clutch hub (30), and the first actuator (42) is configured to move the first clutch mechanism (20) to the disengaged state or the engaged state, the clutch (18).

2. A clutch (18) according to claim 1, wherein the first clutch mechanism (20) comprises a first clutch pack (68), the first roller (34) is a clutch basket, the first clutch pack (68) operably connects the first clutch hub (30) and the clutch basket, and so the clutch basket forms the first interface (38).

3. A clutch (18) according to claim 2, wherein the outer diameter of the clutch basket is less than 140%, less than 130%, or less than 120% of the outer diameter of the first clutch pack (68).

4. A clutch (18) according to claim 3, wherein the first roller (34) forms an opening (96) configured to allow cooling lubricating fluid in the clutch basket to flow out from the first roller (34), and the opening (96) is located in the first interface (38).

5. A clutch (18) according to any one of claims 1 to 4, wherein the clutch (18) is further configured to connect a second shaft (64) to the belt or roller chain (118), and the first roller (34) is configured to be fixed to the second shaft (64).

6. A clutch (18) according to any one of claims 1 to 4, wherein the clutch (18) is further configured to selectively connect and disconnect a second shaft (64) to a belt or roller chain (118), and the clutch (18) is further - The second clutch hub (32), - The second clutch mechanism (22), - The second actuator (44) and Equipped with, The second clutch hub (32) is configured to be mounted on the second shaft (64), the first roller (34) is rotatably supported relative to the second clutch hub (32), the second clutch mechanism (22) operably connects the second clutch hub (32) and the first roller (34), and the second clutch mechanism (22) is positioned between the first rotating shaft (26) and the first roller (34). The clutch (18) has a second clutch mechanism (22) having a disengaged state in which the first roller (34) can rotate relative to the second clutch hub (32) and an engaged state in which the first roller (34) cannot rotate relative to the second clutch hub (32), and the second actuator (44) is configured to move the second clutch mechanism (22) to the disengaged state or the engaged state.

7. A clutch (18) according to claim 6, wherein the first shaft (62) and the second shaft (64) are positioned in series along the first rotation axis (26), or the second shaft (64) is hollow and the first shaft (62) passes through the second shaft (64).

8. A clutch (18) according to claim 6 or 7, wherein the clutch (18) further comprises: - The third clutch mechanism (24), - The third actuator (46) and Equipped with, The clutch (18) comprises a third clutch mechanism (24) which connects the first shaft (62) and the second shaft (64) in an operable manner, the third clutch mechanism (24) having an unengaged state in which the second shaft (64) can rotate relative to the first shaft (62), and an engaged state in which the second shaft (64) cannot rotate relative to the first shaft (62), and the third actuator (46) which is configured to move the first clutch mechanism (20) to the unengaged state or the engaged state.

9. A belt drive or chain drive (14), wherein the belt drive or chain drive (14) is A clutch (18) according to any one of claims 1 to 8, The first shaft (62) and A belt or roller chain (118) and A second roller (36) having a second axis of rotation (28) and Equipped with, The first shaft (62) is fixed to the first clutch hub (30) in a non-rotatable manner, and the belt or roller chain (118) interconnects the first roller (34) and the second roller (36) of the clutch (18) in a belt drive or chain drive (14).

10. A belt drive or chain drive (14) according to claim 9, wherein the clutch (18) is according to any one of claims 5 to 8, and the belt drive or chain drive (14) further - Second shaft (64) Equipped with, A belt drive or chain drive (14) wherein the first roller (34) is fixed to the second shaft (64) in a non-rotatable manner, or the second clutch hub (32) is fixed to the second shaft (64) in a non-rotatable manner.

11. A belt drive or chain drive (14) according to claim 9 or 10, wherein the belt drive or chain drive (14) further comprises: - Third shaft (66) Equipped with, A belt drive or chain drive (14) wherein the second roller (36) is fixed to the third shaft (66), and the third shaft (66) is a propeller shaft or an impeller shaft.

12. A belt drive or chain drive (14) according to any one of claims 9, wherein the second roller (36) forms a second interface (40) configured to cooperate with the belt or roller chain (118), the second roller (36) forms an impeller (218) aligned with the second rotation shaft (28), the second roller (36) forms an annular impeller housing (246), and the second interface (40) is located on the impeller housing (246).

13. A powertrain (12), the powertrain (12) comprising a belt drive or chain drive (14) according to any one of claims 9 to 12 and a first prime mover (208), wherein the first shaft (62) is connected to the first prime mover (208).

14. The powertrain (12) according to claim 13, wherein the belt drive or chain drive (14) is as described in claim 12, and the powertrain (12) further comprises - Second prime mover (210) Equipped with, The powertrain (12) is connected to the second shaft (64) by the second prime mover (210).

15. An outboard motor (200), wherein the outboard motor comprises a powertrain (12) according to claim 13 or 14.

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