Hybrid marine propulsion unit

Abstract

To prevent complication of an internal structure of a hybrid ship propulsion machine and inhibit deterioration of cruising performance of a ship during planing.SOLUTION: A hybrid outboard engine 1 includes: an internal combustion drive propulsion unit 11 which generates propulsion power of a ship by an internal combustion engine; a clamp bracket 24 which fixes the internal combustion drive propulsion unit 11 to the ship; an electric propulsion unit 33 which generates propulsion power of the ship by an electric motor; a lifting device 40 which moves up or down the electric propulsion unit 33; and an attachment bracket 55 which attaches the electric propulsion unit 33 and the lifting device 40 to the clamp bracket 24. The electric propulsion unit 33 includes an electric motor 34, a propeller shaft 35, a propeller 36, an inverter 37; and a housing case 38. The lifting device 40 moves up or down the electric propulsion unit 33 between a position where the propeller 36 sinks under a surface of water and a position where the propeller 36 gets out from under the surface of the water.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a hybrid marine propulsion device that includes an internal combustion propulsion unit powered by an internal combustion engine and an electric propulsion unit powered by an electric motor. [Background technology]

[0002] 2. Description of the Related Art Conventionally, marine propulsion units powered by internal combustion engines have been common, but recently, marine propulsion units powered by electric motors have also become popular.

[0003] When comparing internal combustion engines and electric motors, it can be said that internal combustion engines are superior to electric motors in terms of the ability to operate a ship at high speeds for long periods of time. Considering that a large-capacity battery is required to operate an electric motor at high speeds for long periods of time, internal combustion engines are currently more practical. On the other hand, it can be said that electric motors, which can generate high torque even in a low rotation range, are superior to internal combustion engines in terms of the ability to operate a ship at extremely low speeds. It can also be said that electric motors are superior to internal combustion engines in terms of quietness when operating at low speeds. With internal combustion engines, the loud driving noise can be unpleasant to the ears when operating at low speeds.

[0004] Another method is to use both an internal combustion engine and an electric motor as the power source for a marine propulsion system. This method makes it possible to take advantage of the high performance of the internal combustion engine at high speeds while using the electric motor to compensate for the lack of performance of the internal combustion engine at low speeds. This method also makes it possible to suppress noise during low-speed navigation.

[0005] Specifically, there are two methods for using both an internal combustion engine and an electric motor as the power source for a marine propulsion unit.

[0006] The first method is to prepare an internal combustion-driven marine propulsion unit powered solely by an internal combustion engine and an electric marine propulsion unit powered solely by an electric motor, and equip the marine vessel with these two types of marine propulsion units. For example, this would involve installing both an internal combustion-driven outboard motor and an electric outboard motor on a single marine vessel. The second method is to equip the marine vessel with a hybrid marine propulsion unit powered by both an internal combustion engine and an electric motor.

[0007] Patent Document 1 listed below describes an outboard motor equipped with both an internal combustion engine and an electric motor as power sources. This outboard motor incorporates an internal combustion engine and an electric motor, and is configured so that the power of the internal combustion engine and the power of the electric motor are transmitted to a common propeller via a common main drive shaft and a common propeller shaft. Figure 2 of Patent Document 1 shows a mechanism for transmitting the power of the internal combustion engine and the power of the electric motor to the main drive shaft, and this mechanism is equipped with an automatic centrifugal clutch and multiple gears. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-8329 Summary of the Invention [Problem to be solved by the invention]

[0009] According to the method of using both an internal combustion engine and an electric motor as the power source of a marine propulsion unit, as described above, the advantages of the internal combustion engine can be utilized while the disadvantages of the internal combustion engine can be compensated for by the electric motor, thereby improving the cruising performance of the marine vessel over a wide range of speeds.

[0010] However, the method of providing a boat with an internal combustion-driven boat propulsion unit that uses only an internal combustion engine as a power source and an electric boat propulsion unit that uses only an electric motor as a power source has the following problems.

[0011] Installing both an internal combustion-driven boat propulsion unit and an electric boat propulsion unit requires a certain amount of space. Therefore, it is difficult to install both an internal combustion-driven boat propulsion unit and an electric boat propulsion unit on a small boat with limited space at the stern. Even on a medium-sized boat, for example, if multiple internal combustion-driven outboard motors are already installed on the boat, it can be difficult to install an electric outboard motor on the boat.

[0012] Furthermore, with regard to the method of providing a hybrid marine propulsion unit, as in the outboard motor described in Patent Document 1, the mechanism for transmitting the power of the internal combustion engine and the power of the electric motor to a common drive shaft is complex, resulting in high manufacturing costs.

[0013] Therefore, the inventors of the present application have devised a method of externally mounting an electric propulsion unit, including an electric motor and a propeller connected to the output shaft of the electric motor, to an internal combustion-driven marine propulsion unit powered solely by an internal combustion engine. With this method, an internal combustion-driven marine propulsion unit with an external electric propulsion unit is mounted on a marine vessel, so that the only marine propulsion unit directly mounted on the marine vessel is the internal combustion-driven marine propulsion unit. Therefore, even small marine vessels with limited stern space or marine vessels already equipped with multiple internal combustion-driven outboard motors can easily be equipped with an internal combustion-driven marine propulsion unit with an external electric propulsion unit, thereby providing both internal combustion-driven and electric propulsion. Furthermore, with this method, because the electric propulsion unit is externally mounted on the internal combustion-driven marine propulsion unit, the propeller rotated by the power of the internal combustion engine and the propeller rotated by the power of the electric motor are separate, and the mechanism for transmitting power from the internal combustion engine to the propeller and the mechanism for transmitting power from the electric motor to the propeller are separate. Therefore, when obtaining propulsive force from the internal combustion engine and propulsive force from the electric motor, there is no need to provide the marine propulsion device with a complex mechanism for transmitting the power of the internal combustion engine and the power of the electric motor to a common drive shaft.

[0014] However, the method of attaching an electric propulsion unit externally to an internal combustion-driven boat propulsion unit has the following problem. An electric propulsion unit attached externally to an internal combustion-driven boat propulsion unit is submerged below the waterline. As a result, when the boat is moving, water hits the electric propulsion unit, creating resistance to the boat's movement. This resistance increases when the boat is planing, which could reduce the boat's sailing performance when planing.

[0015] The present invention has been made in consideration of the problems described above, and an object of the present invention is to provide a hybrid marine propulsion device that can prevent the internal structure from becoming complicated and can suppress a decrease in the marine vessel's sailing performance during planing. [Means for solving the problem]

[0016] In order to solve the above problems, a hybrid marine propulsion device of the present invention includes an internal combustion-driven propulsion unit that generates a propulsive force for a marine vessel by an internal combustion engine, and a propulsion system for connecting the internal combustion-driven propulsion unit to the marine vessel. Attached to the transom of Fix Clamp bracket an electric propulsion unit that generates a propulsive force for the vessel using an electric motor; a lifting device that raises and lowers the electric propulsion unit; and a lifting device that lifts and lowers the electric propulsion unit and the lifting device. Clamp bracket and a mounting bracket for mounting the electric propulsion unit to the internal combustion engine, the internal combustion-driven propulsion unit comprising the internal combustion engine, a first propeller shaft that rotates by power output from the internal combustion engine, a power transmission mechanism that transmits the power output from the internal combustion engine to the first propeller shaft, a first housing that houses the internal combustion engine, the first propeller shaft, and the power transmission mechanism, and a first propeller attached to the first propeller shaft; the electric propulsion unit comprising the electric motor, a second propeller shaft that rotates by power output from the electric motor, a second housing that houses the electric motor and the second propeller shaft, and a second propeller attached to the second propeller shaft; and the lifting device lifts and lowers the electric propulsion unit between a position where the second propeller is submerged below the water surface and a position where the second propeller is above the water surface. [Effects of the Invention]

[0017] According to the present invention, it is possible to prevent the internal structure of the hybrid marine vessel propulsion unit from becoming complicated, and to suppress a decrease in the marine vessel running performance during planing. [Brief explanation of the drawings]

[0018] [Figure 1] 1 is an explanatory diagram of a hybrid outboard motor according to an embodiment of the present invention, viewed from the left side, with the electric propulsion unit submerged below the water surface. FIG. [Figure 2] 1 is an explanatory diagram of a hybrid outboard motor according to an embodiment of the present invention, viewed from the left side, with the electric propulsion unit protruding above the water surface. FIG. [Figure 3] FIG. 2 is an explanatory diagram showing the hybrid outboard motor in FIG. 1 as viewed from the rear side. [Figure 4] 2 is an explanatory diagram showing the hybrid outboard motor in FIG. 1 as viewed from above. FIG. [Figure 5] 1 is an explanatory diagram showing an electric propulsion unit of a hybrid outboard motor according to an embodiment of the present invention; [Figure 6] 1 is an explanatory diagram showing a lifting device in an electric propulsion unit of a hybrid outboard motor according to an embodiment of the present invention; [Figure 7] 1 is an explanatory diagram showing a mounting structure for an electric propulsion unit of a hybrid outboard motor according to an embodiment of the present invention; [Figure 8] FIG. 2 is an explanatory diagram showing the electrical configuration of the hybrid outboard motor according to the embodiment of the present invention. [Figure 9] 5A and 5B are explanatory diagrams showing the movement control of a boat using a hybrid outboard motor according to an embodiment of the present invention. [Figure 10] 1A to 1C are explanatory diagrams showing some modified examples and applications of the hybrid outboard motor according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0019] A hybrid marine propulsion device according to an embodiment of the present invention includes an internal combustion-driven propulsion unit that generates propulsive force for the marine vessel using an internal combustion engine, a fixing bracket that fixes the internal combustion-driven propulsion unit to the marine vessel, an electric propulsion unit that generates propulsive force for the marine vessel using an electric motor, a lifting device that raises and lowers the electric propulsion unit, and a mounting bracket that attaches the electric propulsion unit and the lifting device to the fixing bracket.

[0020] The internal combustion-driven propulsion unit includes an internal combustion engine, a first propeller shaft that rotates by power output from the internal combustion engine, a power transmission mechanism that transmits the power output from the internal combustion engine to the first propeller shaft, a first housing unit that houses the internal combustion engine, the first propeller shaft, and the power transmission mechanism, and a first propeller attached to the first propeller shaft.

[0021] The electric propulsion unit includes an electric motor, a second propeller shaft that rotates by power output from the electric motor, a second housing that houses the electric motor and the second propeller shaft, and a second propeller attached to the second propeller shaft.

[0022] The lifting device raises and lowers the electric propulsion unit between a position where the second propeller is submerged below the water surface and a position where the second propeller is above the water surface.

[0023] According to the hybrid marine vessel propulsion device of this embodiment, when the vessel is planing, the lifting device raises the electric propulsion unit so that the second propeller is above the water surface. This reduces the resistance caused by water hitting the electric propulsion unit when the vessel is planing, and prevents the vessel's sailing performance when planing from being reduced by this resistance.

[0024] The hybrid marine propulsion device of this embodiment is configured such that the electric propulsion unit and the lifting device are attached via mounting brackets to a fixing bracket that secures the internal combustion propulsion unit to the marine vessel. As can be seen from this configuration, the internal combustion propulsion unit and the electric propulsion unit are separate and independent of each other. Specifically, the first propeller and the second propeller are separate and independent of each other. Furthermore, the mechanism that transmits the power of the internal combustion engine to the first propeller and the mechanism that transmits the power of the electric motor to the second propeller are separate and independent of each other. Therefore, the propulsive force of the internal combustion engine and the propulsive force of the electric motor can be generated without using a complex mechanism that transmits the power of the internal combustion engine and the power of the electric motor to a common drive shaft. This prevents the internal structure of the hybrid marine propulsion device from becoming complicated. [Example]

[0025] A hybrid outboard motor as an embodiment of a hybrid marine propulsion device of the present invention will be described below with reference to the drawings. In the embodiment, when directions such as front (Fd), rear (Bd), left (Ld), right (Rd), up (Ud), and down (Dd) are described, they refer to the arrows drawn at the bottom right in Figures 1 to 7 and 9.

[0026] (Hybrid outboard motor) Figures 1 and 2 show a hybrid outboard motor 1 according to an embodiment of the present invention as viewed from its left side, with Figure 1 showing the electric propulsion unit 33 submerged below the water surface and Figure 2 showing the electric propulsion unit 33 above the water surface. Figure 3 shows the hybrid outboard motor 1 in Figure 1 as viewed from its rear. Figure 4 shows the hybrid outboard motor 1 in Figure 1 as viewed from above.

[0027] The hybrid outboard motor 1 is an outboard motor powered by both an internal combustion engine and an electric motor. As shown in FIG. 3, the hybrid outboard motor 1 includes an internal combustion propulsion section 11 and two electric propulsion units 31, 32. The internal combustion propulsion section 11 generates the propulsive force for the boat using an internal combustion engine. Meanwhile, each electric propulsion unit 31, 32 includes an electric propulsion section 33, which generates the propulsive force for the boat using an electric motor. Hereinafter, the hybrid outboard motor 1 will be simply referred to as the "outboard motor 1."

[0028] (Internal Combustion Driven Propulsion Unit) As shown in FIG. 1, the internal combustion propulsion unit 11 includes an internal combustion engine 12 mounted on the top of the outboard motor 1, a drive shaft 13 extending vertically in the vertical middle of the outboard motor 1, a gear mechanism 14 mounted on the bottom of the outboard motor 1, a propeller shaft 15 mounted on the bottom of the outboard motor 1 and extending in the fore-and-aft direction, and a propeller 16 attached to the rear end of the propeller shaft 15.

[0029] The internal combustion engine 12 is, for example, a four-stroke engine that uses gasoline as fuel. The power output from the internal combustion engine 12 is transmitted to a propeller shaft 15 via a drive shaft 13 and a gear mechanism 14. As a result, the propeller shaft 15 rotates based on the power of the internal combustion engine 12. The propeller 16 rotates together with the propeller shaft 15, generating propulsion power for the vessel. In addition, a clutch (not shown) is provided in the gear mechanism 14, and operation of the clutch can switch whether or not the power of the internal combustion engine 12 is transmitted to the propeller shaft 15, and can switch the rotation direction of the propeller shaft 15.

[0030] The internal combustion propulsion unit 11 also includes a top cowl 18, a bottom cowl 19, an upper case 20, a middle case 21, and a gear case (lower case) 22. For ease of understanding, the exposed portions of the middle case 21 in Figures 1 and 2 are marked with a dot pattern.

[0031] The top cowling 18 and the bottom cowling 19 cover the internal combustion engine 12. The drive shaft 13 is housed in the upper case 20 and the middle case 21. The gear mechanism 14 and the front end portion of the propeller shaft 15 are housed in the gear case 22. An anti-cavitation plate 23 that suppresses air intake into the propeller 16 is provided above the propeller 16 in the upper rear portion of the gear case 22. A clamp bracket 24 is provided in front of the upper case 20 for mounting and securing the outboard motor 1 to the transom of the boat. A swivel bracket 25 is attached to the clamp bracket 24, and the outboard motor 1 is rotatably supported by the swivel bracket 25 via a steering shaft 26 so that it can be turned left and right.

[0032] The propeller shaft 15 is a specific example of a "first propeller shaft." The drive shaft 13 and the gear mechanism 14 are specific examples of a "power transmission mechanism." The propeller 16 is a specific example of a "first propeller." The top cowl 18, the bottom cowl 19, the upper case 20, the middle case 21, and the gear case 22 are specific examples of a "first housing section." The clamp bracket 24 is a specific example of a "fixing bracket."

[0033] (electric propulsion unit) As described above, the outboard motor 1 is equipped with two electric propulsion units 31, 32. As shown in FIG. 3, the electric propulsion unit 31 is disposed to the left of the internal combustion propulsion unit 11, and the electric propulsion unit 32 is disposed to the right of the internal combustion propulsion unit 11. The electric propulsion units 31, 32 are disposed symmetrically about the internal combustion propulsion unit 11. As shown in FIG. 4, when the outboard motor 1 is viewed from above, the two electric propulsion units 31, 32 are disposed so that their respective propeller shafts 35 form a V-shape. The electric propulsion units 31, 32 are also configured symmetrically with respect to each other in terms of their individual components, and both have substantially the same function and structure. Below, only the function and structure of the electric propulsion unit 31 will be described in detail.

[0034] 5 shows the electric propulsion unit 31. As shown in FIG. 5, the electric propulsion unit 31 includes an electric propulsion section 33, a lifting device 40, and a mounting bracket 55.

[0035] (Electric propulsion section) The electric propulsion unit 33 includes an electric motor 34, a propeller shaft 35, a propeller 36, an inverter 37, and a housing case 38.

[0036] The electric motor 34 is, for example, a brushless motor. As shown in FIG. 1 , when the outboard motor 1 is viewed from the side, the axis B of the propeller shaft 35 extends horizontally in the fore-and-aft direction, similar to the axis A of the propeller shaft 15 of the internal combustion-driven propulsion unit 11. As shown in FIG. 4 , when the outboard motor 1 is viewed from above, the axis B of the propeller shaft 35 of the left electric propulsion unit 31 is inclined, for example, by approximately 20 degrees relative to the axis A of the propeller shaft 15 of the internal combustion-driven propulsion unit 11, so that its rear end is located to the left of its front end. As shown in FIG. 5 , the front end of the propeller shaft 35 is connected to the output shaft of the electric motor 34. The propeller shaft 35 rotates together with the output shaft of the electric motor 34, transmitting the rotation of the electric motor 34 to the propeller 36.

[0037] The propeller 36 is attached to the rear end portion of the propeller shaft 35. The propeller 36 rotates together with the propeller shaft 35 and generates propulsive force for the vessel.

[0038] The inverter 37 is a circuit that controls the driving of the electric motor 34. As shown in Fig. 5, the electric motor 34, the front end portion of the propeller shaft 35, and the inverter 37 are housed in a housing case 38. The housing case 38 has a completely waterproof structure that prevents water from entering the interior thereof.

[0039] In addition, a harness 39 including a cable for sending a control signal for controlling the drive of the electric motor 34 to the inverter 37, and a cable for supplying power to the electric motor 34 and the inverter 37 is connected to the electric propulsion unit 33. The harness 39 is wired so as to run along the first link member 41, the third link member 43, and the support member 52 of the lifting device 40.

[0040] The propeller shaft 35 is a specific example of a "second propeller shaft." The propeller 36 is a specific example of a "second propeller." The housing case 38 is a specific example of a "second housing section."

[0041] (Lifting device) Fig. 6 shows the lifting device 40. The lifting device 40 is a device that raises and lowers the electric propulsion unit 33 between a position where the propeller 36 is submerged below the water surface as shown in Fig. 1 and a position where the propeller 36 is above the water surface as shown in Fig. 2. The lifting device 40 raises and lowers the electric propulsion unit 33 while keeping the propeller shaft 35 extended horizontally.

[0042] 6, the lifting device 40 includes four link members, namely, a first link member 41, a second link member 42, a third link member 43, and a fourth link member 44, and an actuator 49. The four link members 41 to 44 form a link mechanism, and more specifically, a parallel crank mechanism.

[0043] Specifically, each of the link members 41 to 44 is formed, for example, from a metal material, into a rod shape with a U-shaped cross section. The first link member 41 extends vertically. The second link member 42 extends vertically parallel to the first link member 41. The front end of the third link member 43 is rotatably joined to the lower end of the first link member 41 via a connecting pin 45, and the rear end of the third link member 43 is rotatably joined to the lower end of the second link member 42 via a connecting pin 46. The fourth link member 44 extends parallel to the third link member 43. The front end of the fourth link member 44 is rotatably joined to the upper end of the first link member 41 via a connecting pin 47, and the rear end of the fourth link member 44 is rotatably joined to the upper end of the second link member 42 via a connecting pin 48.

[0044] The actuator 49 is, for example, a hydraulic cylinder. However, an electric cylinder may also be used as the actuator 49. The front end of a cylinder tube 50 of the actuator 49 is rotatably joined to the upper end side of the first link member 41 via a joining pin 47. The rear end of a rod 51 of the actuator 49 is rotatably joined to the rear end side of the third link member 43 via a joining pin 46. Although not shown, a hydraulic line for circulating hydraulic oil between the actuator control device 79 (see FIG. 8) and the actuator 49 is connected to the actuator 49. The actuator 49 extends and retracts the rod 51 relative to the cylinder tube 50, thereby rotating the third link member 43 and the fourth link member 44 relative to the first link member 41 and moving the second link member 42 in the vertical direction.

[0045] 5, an upper end portion of a support member 52 extending in the vertical direction is fixed to a lower end portion of the second link member 42. An upper portion of a housing case 38 for the electric propulsion unit 33 is fixed to the lower end of the support member 52. Driven by an actuator 49, the electric propulsion unit 33 moves in the vertical direction while maintaining a state in which the propeller shaft 35 is extended horizontally.

[0046] (mounting bracket) 7 shows the left side portion of the clamp bracket 24, the mounting bracket 55, and the front portion of the lifting device 40. The mounting bracket 55 is a member that mounts the lifting device 40, to which the electric propulsion unit 33 is fixed, to the clamp bracket 24. The mounting bracket 55 is formed, for example, from a metal material, and extends generally in the left-right direction as shown in FIGS. 3 and 4. As shown in FIG. 7, the first link member 41 of the lifting device 40 is fixed to the left end (tip) of the mounting bracket 55 using a fixing member 56, for example, a bolt.

[0047] The right end (base end) of the mounting bracket 55 is attached to the left side of the clamp bracket 24. More specifically, the right end of the mounting bracket 55 is provided with a mounting portion 57 for mounting the electric propulsion unit 31, which includes the mounting bracket 55, the lifting device 40 fixed to the mounting bracket 55, and the electric propulsion unit 33 fixed to the lifting device 40, to the clamp bracket 24. Meanwhile, the left side of the clamp bracket 24 is provided with a mounting surface 58. The electric propulsion unit 31 is attached by fastening the mounting portion 57 of the mounting bracket 55 to the mounting surface 58 of the clamp bracket 24 using fixing members 59, such as bolts. This mounting structure allows the electric propulsion unit 31 to be easily attached to the clamp bracket 24 (mounted from the outside). This mounting structure also allows the electric propulsion unit 31 to be easily attached to and detached from the clamp bracket 24.

[0048] Furthermore, the mounting surface 58 of the clamp bracket 24 is provided with a mounting position change structure 60 that allows the mounting position of the electric propulsion unit 31 relative to the clamp bracket 24 to be changed in the vertical direction. Specifically, the mounting surface 58 has a plurality of holes 61 (e.g., threaded bolt holes) aligned in the vertical direction, to which fixing members 59 can be fastened. By selecting one of the plurality of holes 61 to fasten the fixing members 59, the mounting position of the electric propulsion unit 31 in the vertical direction can be selected. Note that this type of mounting position change structure may be provided in the mounting portion 57 of the mounting bracket 55, rather than in the mounting surface 58 of the clamp bracket 24.

[0049] (Lifting and lowering of electric propulsion unit) The lifting device 40 raises or lowers the electric propulsion unit 33 depending on the sailing state of the vessel. In this embodiment, the lifting devices 40 of the two electric propulsion units 31, 32 are basically controlled to operate in conjunction with each other. Specifically, when the vessel is traveling at a low speed and not planing, the lifting device 40 lowers the electric propulsion unit 33 to submerge the propeller 36 below the water surface, as shown in FIG. 1 . The two-dot chain line S1 in FIG. 1 indicates the water surface position when the vessel is traveling at a low speed and not planing. When the vessel is traveling at a low speed and not planing, most of the exposed portion of the middle case 21 (the portion marked with a dotted pattern in the figure) and the entire gear case 22 are submerged below the water surface, and the anti-cavitation plate 23 is also submerged below the water surface. When the vessel is traveling at a low speed and not planing, the lifting device 40 positions the electric propulsion unit 33 at a position equal to or lower than the anti-cavitation plate 23, which is submerged below the water surface. As a result, when the vessel is not in a planing state and is moving at a low speed, the electric propulsion unit 33 is positioned below the water surface S1, and the propeller 36 is submerged below the water surface.

[0050] When the vessel is not in a planing state but moving at low speed, the electric motor 34 is driven in response to the user's operation of the vessel, causing the propeller 36 to rotate. When the vessel is not in a planing state but moving at low speed, the propeller 36 of the electric propulsion unit 33 is submerged below the water surface, and therefore, by rotating the propeller 36, propulsive force can be applied to the vessel.

[0051] Furthermore, because the draft of the boat varies depending on the number of crew members and the amount of cargo carried, the position of the water surface S1 relative to the outboard motor 1 changes when the boat is moving at low speed and not planing. With the outboard motor 1, the up-and-down position of the electric propulsion unit 33 can be adjusted in accordance with such changes in the water surface S1 by operating the lifting device 40 to raise or lower the electric propulsion unit 33 by small amounts.

[0052] On the other hand, when the boat is planing, as shown in FIG. 2 , the lifting device 40 raises the electric propulsion unit 33 so that all or most of the electric propulsion unit 33, including the propeller 36, is above the water surface. The two-dot chain line S2 in FIG. 2 indicates the water surface position when the boat is planing. When the boat is planing, the boat and outboard motor 1 rise and are higher relative to the water surface than when the boat is moving at low speed and not planing. When the boat is planing, the water surface position becomes equal to the position of the anti-cavitation plate 23, and the entire middle case 21 and the upper part of the gear case 22 (the portion above the anti-cavitation plate 23) are above the water surface. When the boat is planing, the lifting device 40 positions the electric propulsion unit 33 at least above the anti-cavitation plate 23. As a result, all or most of the electric propulsion unit 33, including the propeller 36, is positioned above the water surface S2 when the boat is planing. In this embodiment, when the vessel is planing, the lifting device 40 raises the electric propulsion unit 33 above the anti-cavitation plate 23 to a position equal to or higher than the top of the part of the middle case 21 that is exposed to the outside.

[0053] When the vessel is planing, the electric motor 34 is stopped from driving, and the propeller 36 is stopped from rotating. When the vessel is planing, all or most of the electric propulsion unit 33, including the propeller 36, is above the water surface, which reduces resistance to the movement of the vessel. In other words, if all or most of the electric propulsion unit 33, including the propeller 36, were submerged below the water surface when the vessel was planing, resistance generated by water hitting the electric propulsion unit 33 would hinder the movement of the vessel. In this embodiment, when the vessel is planing, all or most of the electric propulsion unit 33 is above the water surface, which reduces the generation of such resistance.

[0054] 2, the lifting device 40 in this embodiment can raise the electric propulsion unit 33 to a position equal to or higher than the upper part of the portion of the middle case 21 that is exposed to the outside. This position is higher than the water surface S1 when the vessel is traveling at low speed and not in a planing state. As a result, the lifting device 40 in this embodiment can raise the electric propulsion unit 33 above the water surface not only when the vessel is planing, but also when the vessel is traveling at low speed and not in a planing state. When the boat is traveling at low speed and not in a planing state, the outboard motor 1 normally uses the lifting device 40 to submerge the electric propulsion unit 33 below the water surface, and generates propulsion for the boat by driving the electric motor 34 of the electric propulsion unit 33 and the internal combustion engine 12 of the internal combustion-driven propulsion unit 11. However, in response to operation by the boat operator, for example, when the boat is traveling at low speed and not in a planing state, the outboard motor 1 can stop driving the electric motor 34 of the electric propulsion unit 33 and activate the lifting device 40 to raise the electric propulsion unit 33 above the water surface, so that propulsion for the boat is generated solely by driving the internal combustion engine 12.

[0055] Furthermore, when the outboard motor 1 is viewed from the side, as shown in Fig. 1, when the electric propulsion unit 33 is submerged below the water surface, the electric propulsion unit 33 is located rearward of the drive shaft 13. On the other hand, when the electric propulsion unit 33 is above the water surface as shown in Fig. 2, the electric propulsion unit 33 is located forward of the drive shaft 13 or at the same position as the drive shaft 13. Thus, with the outboard motor 1, when the boat is planing, the lifting device 40 can be folded up and the electric propulsion unit 33 can be positioned close to the clamp bracket 24, as shown in Fig. 2. This makes it possible to prevent the electric propulsion unit 33 from swaying due to shocks and vibrations caused by collisions between the boat and the water surface when the boat is planing, and to stably support the electric propulsion unit 33.

[0056] (Vessel movement control) FIG. 8 shows the electrical configuration of the outboard motor 1. For example, a control unit 71 is provided on the top of the outboard motor 1. The control unit 71 includes a microcomputer and the like. As shown in FIG. 8, the input side of the control unit 71 is connected to a remote controller 72, a lifting / lowering operation device 74, a GPS (Global Positioning System) receiver 77, and a speed detection unit 78. The speed detection unit 78 detects the speed of the vessel. The output side of the control unit 71 is connected to the internal combustion-driven propulsion unit 11, an actuator control device 79 that controls the actuator 49 of the lifting device 40 of the left electric propulsion unit 31, the inverter 37 of the electric propulsion unit 33 of the left electric propulsion unit 31, an actuator control device 80 that controls the actuator 49 of the lifting device 40 of the right electric propulsion unit 32, and the inverter 37 of the electric propulsion unit 33 of the right electric propulsion unit 32. Each of the actuator control devices 79, 80 includes, for example, a hydraulic circuit. The remote controller 72, the lifting operation device 74, the GPS receiver 77, the speed detection unit 78, and the actuator control devices 79 and 80 are provided on the ship. The control unit 71 is a specific example of an "lifting control unit."

[0057] The operator of the vessel can operate the clutch by tilting the lever 73 of the remote controller 72 in the F direction or the R direction in Figure 8 to switch whether or not power from the internal combustion engine 12 is transmitted to the propeller shaft 15 and to switch the rotation direction of the propeller shaft 15. The operator can also increase or decrease the rotation speed of the internal combustion engine 12 by tilting the lever 73 of the remote controller 72 in the F direction or the R direction. The operator can also switch between driving and stopping the electric motor 34 of the electric propulsion section 33 of each electric propulsion unit 31, 32 and increase or decrease the rotation speed by tilting the lever 73 of the remote controller 72 in the F direction or the R direction.

[0058] Additionally, the operator can operate the actuator 49 of the lifting device 40 of the left electric propulsion unit 31 and the actuator 49 of the lifting device 40 of the right electric propulsion unit 32 by operating the lifting operation device 74. These two actuators 49 operate in conjunction with each other in response to the operation of the lifting operation device 74. Specifically, when the operator presses the up button 75 of the lifting operation device 74, the actuators 49 of the lifting devices 40 in each of the electric propulsion units 31 and 32 simultaneously contract, and the electric propulsion units 33 simultaneously rise. Additionally, when the operator presses the down button 76 of the lifting operation device 74, the actuators 49 of the lifting devices 40 in each of the electric propulsion units 31 and 32 simultaneously extend, and the electric propulsion units 33 simultaneously descend.

[0059] Specifically, when the operator places the lever 73 of the remote controller 72 in the neutral position (a state in which the lever 73 is not tilted in either the F direction or the R direction), the control unit 71 stops the internal combustion engine 12 (or places the internal combustion engine 12 in an idling state in which the power of the internal combustion engine 12 is not transmitted to the propeller shaft 15). Furthermore, if the electric propulsion units 33 of the electric propulsion units 31, 32 are submerged below the water surface when the operator places the lever 73 of the remote controller 72 in the neutral position, the control unit 71 stops the electric motors 34 of the electric propulsion units 33 of the electric propulsion units 31, 32. Note that when the electric propulsion units 33 of the electric propulsion units 31, 32 are above the water surface, the control unit 71 basically stops the electric motors 34 of the electric propulsion units 33.

[0060] Furthermore, when the operator operates the lifting operation device 74 to lower the electric propulsion sections 33 of each electric propulsion unit 31, 32 and submerge them below the water surface in order to move the vessel forward at an extremely slow speed, and then slightly tilts the lever 73 of the remote controller 72 in the F direction, the control unit 71 drives the electric motors 34 of the electric propulsion sections 33 of each electric propulsion unit 31, 32 to rotate the propellers 36 forward while keeping the internal combustion engine 12 stopped (or idling). This causes the vessel to move forward at an extremely slow speed using the propulsive force of the electric propulsion sections 33 of each electric propulsion unit 31, 32.

[0061] Furthermore, when the electric propulsion section 33 of each electric propulsion unit 31, 32 is submerged below the water surface and the operator moderately tilts the lever 73 of the remote controller 72 in the F direction to move the vessel forward at a speed that is not extremely slow but not enough to cause the vessel to plan, the control section 71 operates the internal combustion engine 12 at low speed, transmits that rotation to the propeller shaft 15 to rotate the propeller 16 in the forward direction, and drives the electric motor 34 of the electric propulsion section 33 of each electric propulsion unit 31, 32 to rotate the propeller 36 in the forward direction. As a result, the vessel moves forward at a low speed using the propulsive force of the internal combustion-driven propulsion section 11 and the propulsive force of the electric propulsion section 33 of each electric propulsion unit 31, 32.

[0062] Furthermore, when the electric propulsion units 33 of the electric propulsion units 31, 32 are submerged below the water surface and the operator tilts the lever 73 of the remote controller 72 significantly in the F direction to move the vessel forward in a planing state, the control unit 71 first operates the internal combustion engine 12 at high speed to rotate the propeller 16 forward at high speed, and then drives the electric motors 34 of the electric propulsion units 33 of the electric propulsion units 31, 32 to rotate the propellers 36 forward. As a result, the vessel accelerates using the propulsive force from the internal combustion-driven propulsion unit 11 and the propulsive force from the electric propulsion units 33 of the electric propulsion units 31, 32. When the vessel reaches a planing state, the control unit 71 recognizes that the vessel has reached a planing state based on the vessel's speed and stops the electric motors 34 of the electric propulsion units 33 of the electric propulsion units 31, 32 while maintaining the operation of the internal combustion engine 12. Next, the control unit 71 sends control signals to the actuator control devices 79 and 80, respectively, to raise the electric propulsion units 33 of the electric propulsion units 31, 32 and take them out of the water. In response, the actuator control devices 79 and 80 control the lifting devices 40 of the electric propulsion units 31, 32, respectively, to automatically raise the electric propulsion units 33 of the electric propulsion units 31, 32 and take them out of the water. As a result, the vessel plans using only the propulsion force of the internal combustion-driven propulsion units 11.

[0063] The control unit 71 also recognizes that the vessel has reached a planing state, for example, as follows: The control unit 71 detects the vessel speed using the speed detection unit 78, and recognizes that the vessel has reached a planing state when the vessel speed exceeds a predetermined reference speed at which the vessel reaches a planing state based on the detection result by the speed detection unit 78.

[0064] In addition, the control unit 71 can perform control (automatic movement control) to automatically move the ship at a slow speed to a position set by the operator based on the ship's position information received by the GPS receiver 77, and control (fixed position holding control) to keep the ship at its current position against waves and currents.

[0065] Specifically, when performing automatic movement control or fixed position maintenance control, the electric propulsion units 33 of each electric propulsion unit 31, 32 are submerged in advance. With the electric propulsion units 33 of each electric propulsion unit 31, 32 submerged in the water, the control unit 71 controls the drive of the electric motors 34 of each electric propulsion unit 31, 32 to simultaneously rotate the propellers 36 of each electric propulsion unit 31, 32 forward or reverse, respectively, to move the vessel 121 forward or reverse at a low speed, as shown in FIG. 9(A). Furthermore, the control unit 71 controls the drive of the electric motor 34 of the left electric propulsion unit 31 to reverse the propeller 36 of the left electric propulsion unit 31, and stops the electric motor 34 of the right electric propulsion unit 32 to stop the propeller 36 of the right electric propulsion unit 32, as shown by the solid arrows in FIG. 9(B), to turn the vessel 121 left. 9(B), the control unit 71 can turn the vessel 121 to the right by controlling the drive of the electric motor 34 of the right electric propulsion unit 32 to rotate the propeller 36 of the right electric propulsion unit 32 in the reverse direction and by stopping the electric motor 34 of the left electric propulsion unit 31 to stop the propeller 36 of the left electric propulsion unit 31. Furthermore, as shown in FIG. 9(C), the control unit 71 can move the vessel 121 to the left by controlling the drive of the electric motor 34 of the left electric propulsion unit 31 to rotate the propeller 36 of the left electric propulsion unit 31 in the reverse direction and by controlling the drive of the electric motor 34 of the right electric propulsion unit 32 to rotate the propeller 36 of the right electric propulsion unit 32 in the forward direction. In addition, as shown in Figure 9 (D), the control unit 71 controls the drive of the electric motor 34 of the right-side electric propulsion unit 32 to rotate the propeller 36 of the right-side electric propulsion unit 32 in the reverse direction, and controls the drive of the electric motor 34 of the left-side electric propulsion unit 31 to rotate the propeller 36 of the left-side electric propulsion unit 31 in the forward direction, thereby moving the ship 121 to the right.

[0066] The control unit 71 recognizes the current position of the ship based on the position information of the ship received by the GPS receiver 77, determines the direction of movement of the ship based on the current position of the ship and the position set by the operator, and controls the drive of the electric motors 34 of each electric propulsion unit 31, 32 to automatically move the ship in that direction. Furthermore, the control unit 71 recognizes the current position of the ship based on the position information of the ship received by the GPS receiver 77, and when the current position of the ship deviates from a fixed position due to waves or currents, controls the drive of the electric motors 34 of each electric propulsion unit 31, 32 to automatically move the ship so that it returns to that fixed position, and can keep the ship at that fixed position.

[0067] As described above, the outboard motor 1 according to an embodiment of the present invention has the lifting device 40 that raises and lowers the electric propulsion unit 33 between a position where the propeller 36 is submerged and a position where the propeller 36 is above the water surface. According to the outboard motor 1, when the boat is planing, the lifting device 40 raises the electric propulsion unit 33 so that all or most of the electric propulsion unit 33, including the propeller 36, is above the water surface. This reduces the resistance caused by water hitting the electric propulsion unit 33 when the boat is planing, and prevents a decrease in the boat's sailing performance when planing due to this resistance. Furthermore, by making it more difficult for water to hit the propeller 36 when the boat is planing, the effect of reducing resistance is enhanced, and a decrease in the boat's sailing performance when planing can be effectively prevented.

[0068] Furthermore, the lifting device 40 of the outboard motor 1 of this embodiment lifts and lowers the electric propulsion unit 33 while maintaining its propeller shaft 35 in a horizontally extended position. This allows the distance between the propeller 36 and the water surface to be changed underwater while maintaining the propeller shaft 35 of the electric propulsion unit 33 in a horizontal position by controlling the lifting device 40. This makes it easy to adjust the distance between the propeller 36 and the water surface underwater in accordance with the number of crew members on the boat, the weight of cargo carried, etc.

[0069] The lifting device 40 of the outboard motor 1 of this embodiment also includes four link members 41 to 44 that form a parallel crank mechanism, and an actuator 49. This configuration makes it easy to lift and lower the electric propulsion unit 33 while keeping its propeller shaft 35 extended horizontally.

[0070] Furthermore, in the outboard motor 1 of this embodiment, when the boat reaches a planing state, the control unit 71 controls the lifting device 40 to automatically raise the electric propulsion unit 33 so that the propeller 36 of the electric propulsion unit 33 comes out of the water. This eliminates the need for the operator to perform an operation to raise the electric propulsion unit 33 when accelerating the boat from a low-speed cruising state to a planing state. This reduces the operator's operational burden.

[0071] In the outboard motor 1 of this embodiment, the propeller 16 of the internal combustion propulsion unit 11 and the propeller 36 of the electric propulsion unit 33 are provided separately and independently of each other. In the internal combustion propulsion unit 11, the mechanism (drive shaft 13, gear mechanism 14, and propeller shaft 15) that transmits the power of the internal combustion engine 12 to the propeller 16 and the propeller shaft 35 of the electric propulsion unit 33 are provided separately and independently of each other. Therefore, with the outboard motor 1 of this embodiment, it is possible to generate propulsive force from the internal combustion engine and propulsive force from the electric motor without using a complex mechanism (such as an automatic centrifugal clutch or a mechanism with multiple gears as described in Patent Document 1) that transmits the power of the internal combustion engine and the power of the electric motor to a common drive shaft. This prevents the internal structure of the outboard motor 1 from becoming complicated.

[0072] In the outboard motor 1 of this embodiment, the mounting bracket 55 that mounts the electric propulsion unit 33 and the lifting device 40 to the clamp bracket 24 is provided with a mounting portion 57, and the clamp bracket 24 is provided with a mounting surface 58. The electric propulsion unit 31 (or 32) is detachably mounted to the clamp bracket 24 by fastening the mounting portion 57 to the mounting surface 58 using a fastening member 59. This allows the user to easily attach and detach the electric propulsion units 31, 32 to and from the clamp bracket 24 depending on the application of the outboard motor 1, providing high convenience. Furthermore, with the outboard motor 1 of this embodiment, the electric propulsion units 31, 32 can be easily attached externally to clamp brackets provided on existing internal combustion-driven outboard motors, facilitating the hybridization of existing internal combustion-driven outboard motors.

[0073] The outboard motor 1 of this embodiment is also equipped with an attachment position change structure that allows the attachment position of the electric propulsion unit 31 (or 32) relative to the clamp bracket 24 to be changed in the vertical direction. This makes it easy to adjust the attachment positions of the electric propulsion units 31, 32 according to the size of the outboard motor, etc.

[0074] Furthermore, in the outboard motor 1 of this embodiment, an inverter 37 that controls the drive of the electric motor 34 is provided inside the housing 38 of the electric propulsion section 33 of each electric propulsion unit 31, 32. By combining the electric motor and inverter into a single unit in this way, each electric propulsion unit 31, 32 can be easily attached to the clamp bracket 24.

[0075] Furthermore, in the outboard motor 1 of this embodiment, when viewed from above, the two electric propulsion units 31, 32 are arranged so that their respective propeller shafts 35 form a V-shape relative to each other. This makes it easy to move the boat forward, backward, and turn, as well as to move the boat laterally (moving the boat left or right without changing the direction of the bow). This makes it easy to automatically move the boat, keep the boat at a fixed position, or dock and undock the boat. Furthermore, the control unit 71 in this embodiment can easily use GPS to move the boat automatically or keep the boat at a fixed position.

[0076] Furthermore, the outboard motor 1 of this embodiment has an electric propulsion unit 33 whose power source, propeller, etc. are independent of the internal combustion propulsion unit 11. Therefore, even if the internal combustion propulsion unit 11 malfunctions and stops working while sailing, the boat can still be brought closer to the shore by using the electric propulsion unit 33.

[0077] Furthermore, in the outboard motor 1, each electric propulsion unit 31, 32 is attached to a clamp bracket 24 that secures the internal combustion-driven propulsion unit 11 to the boat. Therefore, by attaching the clamp bracket 24 to the boat, the internal combustion-driven propulsion unit 11 and each electric propulsion unit 31, 32 can be secured to the boat simultaneously, thereby enabling both propulsion force from the internal combustion engine and propulsion force from the electric motor to be obtained. Therefore, to obtain propulsion force from the internal combustion engine and propulsion force from the electric motor, it is not necessary to attach an internal combustion-driven outboard motor and an electric outboard motor to the boat separately. Therefore, even if the boat is small or if the boat already has multiple internal combustion-driven outboard motors attached, propulsion force from the internal combustion engine and propulsion force from the electric motor can be obtained.

[0078] Furthermore, with the outboard motor 1, the low-speed torque before planing can be easily compensated for by the electric propulsion units 33. As a result, even if an internal combustion engine with improved torque performance in the high-speed range is employed, the boat can ensure high sailing performance or good acceleration performance at low speeds. Furthermore, since the low-speed movement of the boat can be compensated for by the electric propulsion units 33, by using a propeller designed for high-speed sailing as the propeller 16 of the internal combustion-driven propulsion unit 11, the boat's sailing performance at high speeds can be improved without degrading its sailing performance at low speeds. Furthermore, by stopping the operation of the internal combustion engine 12 and moving the boat solely using the propulsion force of the electric propulsion units 33 when the boat is moving at low speeds, the boat can be moved at low speeds without emitting noise. Furthermore, using an internal combustion engine and an electric motor in combination can improve fuel efficiency.

[0079] While the above embodiment illustrates an example in which two electric propulsion units 31, 32 are mounted on the clamp bracket 24 of the outboard motor 1, a single electric propulsion unit 31 or 32 may be mounted on the clamp bracket 24 of the outboard motor 1. For example, as shown in FIG. 10(A), an outboard motor 81 with an electric propulsion unit 31 mounted on the left side of the clamp bracket 24 may be mounted on the leftmost side of the transom of the boat 122, an outboard motor 82 with an electric propulsion unit 32 mounted on the right side of the clamp bracket 24 may be mounted on the rightmost side of the transom of the boat 122, and an internal combustion-driven outboard motor that is not a hybrid outboard motor may be mounted in the center of the transom of the boat 122 in the lateral direction. This allows for a multi-motor setup consisting of two hybrid outboard motors 81, 82 and another internal combustion-driven outboard motor 83 that is not a hybrid outboard motor. Alternatively, only the two hybrid outboard motors 81, 82 may be mounted on the transom of the boat 122.

[0080] In the above embodiment, the two electric propulsion units 31, 32 are arranged so that their respective propeller shafts 35 form a V-shape when the outboard motor 1 is viewed from above. However, the present invention is not limited to this. As in the hybrid outboard motor 85 shown in Figure 10(B), the two electric propulsion units 86, 87 may be arranged so that their respective propeller shafts 88 are parallel to each other when the outboard motor 85 is viewed from above.

[0081] The present invention can also employ an elevator device 90 shown in FIG. 10(C). The four link members 91 to 94 of the elevator device 90 constitute a parallel crank mechanism, similar to the link members 41 to 44 of the elevator device 40 in the above-described embodiment. Specifically, the first link member 91 extends substantially in the front-to-rear direction, and the second link member 92 extends parallel to the first link member 91. The upper end of the third link member 93 is rotatably joined to the rear end of the first link member 91, and the lower end of the third link member 93 is rotatably joined to the rear end of the second link member 92. The fourth link member 94 extends parallel to the third link member 93. The upper end of the fourth link member 94 is rotatably joined to the front end of the first link member 91, and the lower end of the fourth link member 94 is rotatably joined to the front end of the second link member 92. The front end of the actuator 95 is rotatably joined to the front end side of the first link member 91, and the rear end of the actuator 95 is rotatably joined to the lower end side of the third link member 93. The first link member 91 is fixed to the mounting bracket 55 via a support member 96. The electric propulsion unit 33 is fixed to the second link member 92 via a support member 97. Note that mechanisms other than a parallel crank mechanism may also be used as the lifting device of the present invention.

[0082] 10(D), as a means for providing propulsive force to the vessel 123, only the two electric propulsion units 31, 32 may be attached to the transom of the vessel 123 via a fixing bracket 98. In this case, a joystick-type remote controller 99 may be provided on the vessel 123, and this remote controller 99 may be used to operate the lifting devices 40 of the electric propulsion units 31, 32 and the electric motors 34 of the electric propulsion section 33.

[0083] In addition, in FIG. 8, the connection between the control unit 71 and the inverter 37 of the electric propulsion section 33 of each electric propulsion unit 31, 32 may be wired or wireless.

[0084] Furthermore, the present invention is not limited to outboard motors, but can also be applied to inboard / outboard motors. When the present invention is applied to an inboard / outboard motor, for example, the electric propulsion units 31, 32 are attached to a fixing bracket that fixes the internal combustion-driven propulsion device of the inboard / outboard motor to the boat.

[0085] Furthermore, the present invention can be modified as appropriate within the scope of the claims and the spirit or concept of the invention as can be read from the entire specification, and a hybrid marine propulsion device with such modifications is also included in the technical concept of the present invention. [Explanation of symbols]

[0086] 1, 81, 82, 85 Hybrid outboard motors (hybrid marine propulsion units) 11 Internal combustion propulsion unit 12 Internal combustion engine 13 Drive shaft (power transmission mechanism) 14 Gear mechanism (power transmission mechanism) 15 propeller shaft 16 propellers 18 Top cowl (first storage section) 19 Bottom cowl (first housing section) 20 Upper case (first storage section) 21 Middle case (first storage section) 22 Gear case (first housing section) 24 Clamp bracket (fixing bracket) 31, 32, 86, 87 Electric Propulsion Units 33 Electric propulsion section 34 Electric motor 35, 88 Propeller shaft 36 propeller 37 Inverter 38 Storage case (second storage section) 40, 90 lifting device 41, 91 First link member 42, 92 Second link member 43, 93 Third link member 44, 94 Fourth link member 49, 95 Actuator 55 Mounting bracket 57 Mounting part 60 Mounting position change structure 61 holes 71 Control unit (lift control unit) 121, 122, 123 ships

Claims

1. an internal combustion-driven propulsion unit that generates a propulsive force for the vessel using an internal combustion engine; a clamp bracket for attaching and securing the internal combustion propulsion unit to the transom of the vessel; an electric propulsion unit that generates a propulsive force for the vessel using an electric motor; a lifting device that lifts and lowers the electric propulsion unit; a mounting bracket that mounts the electric propulsion unit and the lifting device to the clamp bracket, The internal combustion-driven propulsion unit includes: the internal combustion engine; a first propeller shaft that rotates by power output from the internal combustion engine; a power transmission mechanism that transmits power output from the internal combustion engine to the first propeller shaft; a first housing portion that houses the internal combustion engine, the first propeller shaft, and the power transmission mechanism; a first propeller attached to the first propeller shaft; The electric propulsion unit is the electric motor; a second propeller shaft that rotates by power output from the electric motor; a second housing portion that houses the electric motor and the second propeller shaft; a second propeller attached to the second propeller shaft; a lifting device for lifting and lowering the electric propulsion unit between a position where the second propeller is submerged below the water surface and a position where the second propeller is above the water surface.

2. 2. The hybrid marine propulsion device according to claim 1, wherein the lifting device lifts and lowers the electric propulsion unit while maintaining the second propeller shaft in a horizontally extended state.

3. The lifting device is a first link member extending in one direction and fixed to the mounting bracket; a second link member extending parallel to the first link member and to which the electric propulsion unit is fixed; a third link member having one end rotatably joined to one end of the first link member and the other end rotatably joined to one end of the second link member; a fourth link member extending parallel to the third link member, one end of which is rotatably joined to the other end of the first link member and the other end of which is rotatably joined to the other end of the second link member; 3. The hybrid marine propulsion device according to claim 2, further comprising an actuator that rotates the third link member and the fourth link member relative to the first link member.

4. 4. A hybrid marine vessel propulsion device according to claim 1, further comprising an elevation control unit that controls the elevation device to automatically elevate the electric propulsion unit so that the second propeller emerges from the water surface when the marine vessel reaches a planing state.

5. 5. The hybrid marine propulsion device according to claim 1, wherein an inverter for controlling the driving of the electric motor is provided in the second housing portion.

6. two electric propulsion units each including the electric propulsion section, the lifting device, and the mounting bracket; 6. A hybrid marine vessel propulsion device according to claim 1, wherein, when the hybrid marine vessel propulsion device is viewed from above, the two electric propulsion units are arranged so that the second propeller shafts of the two electric propulsion units are parallel to each other or in a V-shape.

7. the mounting bracket is provided with a mounting portion for mounting an electric propulsion unit including the electric propulsion unit, the lifting device, and the mounting bracket to the clamp bracket; 6. The hybrid marine vessel propulsion device according to claim 1, wherein the electric propulsion unit is detachably attached to the clamp bracket via the attachment portion.

8. 8. The hybrid marine propulsion device according to claim 7, wherein the clamp bracket or the mounting portion is provided with a mounting position change structure that allows the mounting position of the electric propulsion unit relative to the clamp bracket to be changed in the vertical direction.

Images