JP2003205893A - Outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent leakage of oil from a head of an engine when holding a propulsion unit in a tilted-up state during stopping or the like. <P>SOLUTION: In the outboard motor capable of tilting up the propulsion unit 6, the propulsion unit 6 is supported on a hull 1 via a swivel bracket 33, a propeller 25 arranged in a lower rear part of the propulsion unit 6 is driven by a four cycle engine 9 arranged in an upper interior of the propulsion unit 6 via a drive shaft 15 and a propeller shaft 22, a cylinder shaft is arranged in a fore and aft direction in the engine 9, and the propulsion unit 6 can be turned with respect to the swivel bracket 33 and forward and reverse positions can be changed. It is provided with a tilt-up mechanism X capable of tilting up the propulsion unit 6, and a tilt-up holding mechanism Y holding the propulsion unit 6 at either one of the forward or reverse positions only in a tilted-up state with the head of the engine 9 facing upward. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to outboard motors.

[0002]

2. Description of the Related Art Generally, an outboard motor has a propulsion unit supported on a hull via a swivel bracket, and a propulsion unit is driven by a four-cycle engine arranged inside the propulsion unit via a drive shaft and a propeller shaft. It is designed to drive a propeller located in the lower rear part of the.

In such a propulsion unit, the cylinder shaft of the engine is arranged in the front-rear direction, and the propulsion unit rotates 180 degrees with respect to the swivel bracket to change the direction to drive the propeller and reverse the propeller. There are things that move forward and backward without them.

[0004]

As described above, when the propulsion unit is capable of rotating 180 degrees with respect to the swivel bracket and changing the forward and reverse positions, the propulsion unit is tilted up when the vehicle is stopped. If the head of the engine is held downward while being placed, the oil that lubricates the engine may flow toward the head of the engine and further leak from the head.

The present invention has been made in view of the above circumstances, and provides an outboard motor that prevents oil from leaking from the head of an engine when the propulsion unit is held in a tilted-up state when the vehicle is stopped. The purpose is.

[0006]

In order to solve the above-mentioned problems and to achieve the object, the present invention has the following constitution.

According to a first aspect of the present invention, the propulsion unit is supported on the hull via a swivel bracket, and the four-cycle engine disposed inside the upper part of the propulsion unit is driven by a drive shaft and a propeller shaft. Drives a propeller located at the bottom rear of the propulsion unit,
The engine has a cylinder shaft arranged in the front-rear direction, the propulsion unit is rotatable with respect to a swivel bracket, and the forward and reverse positions can be changed. In the machine
A tilt-up mechanism capable of tilting up the propulsion unit, and a tilt-up holding mechanism that holds the propulsion unit only in one of the forward and reverse positions and in a state where the head of the engine is tilted upward. The outboard motor is characterized by being equipped.

According to the first aspect of the present invention, by holding the head of the engine only in a state where it is tilted upward, the oil is held when the propulsion unit is held in the tilted state when the vehicle is stopped. Can be prevented from leaking from the head of the engine.

According to a second aspect of the present invention, the tilt-up holding mechanism holds the propulsion unit to restrict tilt-down in a state where the head of the engine is tilted up, and the tilt-down holding mechanism controls the tilt-down. The outboard motor according to claim 1, wherein the propulsion unit cannot be held and tilt down is allowed when the head is tilted up in a direction other than the above direction.

According to the second aspect of the present invention, the propulsion unit is held only when the head of the engine is tilted upward, and the propulsion unit cannot be held in other states. It is possible to reliably prevent oil from leaking from the head of the engine when the propulsion unit is held in the tilted-up state at the time of stopping.

According to a third aspect of the present invention, the tilt-up holding mechanism is a holding lever that is rotatably supported by the recess provided in the propulsion unit and the swivel bracket, and is engaged with and held in the recess. And a stopper lever that is rotatably supported by the swivel bracket and that engages with and holds the hull side at a position where the propulsion unit can be held,
A connecting rod that connects the holding lever and the stopper lever, and a biasing unit that biases the stopper lever in a direction in which the stopper lever is engaged with the hull, are provided at one of the forward and reverse positions. The holding lever can be engaged with the concave portion of the propulsion unit tilted up only, and in this engageable state, the stopper lever is moved in the direction of engaging with the hull side to hold the engagement. 3. The outboard motor according to claim 2, wherein the holding lever engages with the recess of the propulsion unit via the connecting rod to hold the propulsion unit in a tilted-up state.

According to the third aspect of the present invention, with a simple structure, the propulsion unit can be held in the tilted-up state with the head of the engine facing upward.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of an outboard motor of the present invention will be described in detail with reference to the drawings. 1 is a side view of the outboard motor, FIG. 2 is a front view of the outboard motor, FIG. 3 is a plan view of the outboard motor, FIG. 4 is a vertical sectional view of a case portion of the outboard motor, and FIG. 6 is a front view of the engine part of the outboard motor, FIG. 7 is a plan view of the engine part of the outboard motor, and FIG. 8 is a plan view of the outboard motor with the fuel tank removed. 9 is a side view of the engine portion of the outboard motor, FIG. 10 is a rear view of the engine portion of the outboard motor, FIG. 11 is a cross-sectional view of the swivel bracket portion in the forward traveling state, and FIG. 12 is a swivel bracket portion in the reverse traveling state. FIG. 13 is a cross-sectional view, FIG. 13 is a plan view of the upper case portion of the propulsion unit in the forward movement state, FIG. 14 is a view showing tilt-up in the forward movement state, FIG. 15 is an enlarged view showing tilt-up in the forward movement state, and FIG. 16 is a backward movement state. FIG. 17 is a diagram showing tilt-up, FIG. 17 is an enlarged view showing tilt-up in a reverse drive state, and FIG. Shows a state, FIG. 19 and FIG. 20 is a view showing a state that regulates the tilt-up holding.

At the stern of the hull 1 of a small boat, there is a transom board 1a, and the clamp bracket 3 of the outboard motor 2 is sandwiched between the transom board 1a and the transom board 1a.
It is fixed by the tightening member 4. The clamp bracket 3 is provided with a swivel bracket 33 via a tilt shaft 5, and the propulsion unit 6 uses the tilt shaft 5 as a fulcrum.
Is provided so that it can be tilted up.

The propulsion unit 6 includes a top cowl 6A,
It has a bottom cowl 6B, an upper case 6C, and a lower case 6D. Top cowl 6A and bottom cowl 6
The engine 9 and the like are housed inside B. A choke knob 10 and a starter handle 11 project from the front side of the top cowl 6A, and a fuel cap 12 projects from the upper side. Further, a pair of left and right air intakes 34 are formed in the upper portion of the top cowl 6A, and air is introduced from the air intakes 34 into the top cowl 6A and the bottom cowl 6B,
The intake of the engine 9 is performed.

A carrying handle 13 is provided on the upper rear side of the upper case 6C, and a bottom cowl 6B is provided.
On the left side surface of the steering wheel 7 is a bar-shaped steering handle 7 protruding forward.
The carrying unit 13 or the steering handle 7 allows the propulsion unit 6 to rotate 180 degrees to move from forward to backward or from backward to forward. Further, a shift lever 8 for connecting the propulsive force and switching it to neutral is attached to the right side surface of the bottom cowl 6B.

The drive shaft 15 driven by the engine 9 extends substantially vertically downward in the upper case 6C and the lower case 6D. The upper case 6C and the lower case 6D are assembled by a tightening bolt 16.

A small diameter bevel gear 17 is fixed to the lower end of the drive shaft 15, and the bevel gear 17 meshes with a large diameter bevel gear 18. The bevel gear 18 is rotatably supported by the lower case 6D via a bearing 19 to reduce the rotation of the drive shaft 15.

The propeller housing 20 is fixed to the rear end of the lower case 6D by a plurality of bolts 21. A propeller shaft 22 penetrates the propeller housing 20 in the front-rear direction, and an intermediate portion of the propeller shaft 22 is rotatably supported by the propeller housing 20 via a bearing 23.

A boss portion 25a of a propeller 25 is fitted on the rear end side of the propeller shaft 22 and is integrally fixed by a nut 26. Boss 25a and collar 27
Are integrated via a rubber damper 28 and a collar 27
Is spline-engaged with the rear end of the propeller shaft 22, so that the propeller 25 rotates integrally.

Above the propeller 25, the propeller 2
A cavity plate 30 is attached to the lower case 6D by bolts 31 so as to be close to the outer periphery of the lower casing 5. An exhaust passage 32 is formed in the upper case 6C and the lower case 6D, and an outlet 32a of the exhaust passage 32 is formed in the lower front portion of the cavity plate 30.

A dog clutch 40 is provided on the front end side of the propeller shaft 22 so as to be movable in the axial direction, and is biased by a spring 41 so as to always abut the shift pin 42. The shift pin 42 is shift-operated by the shift rod 50. The shift rod 50 has an upper portion 50.
It consists of a and a lower part 50b.
Can be connected by connecting means 60.

When the shift lever 8 is shifted, the shift rod 50 moves up and down around the shift shaft 55 via the link 56, and the shift pin 42 is pushed by the operating portion 50b1 provided in the lower portion 50b. Then, the clutch convex portion 40a of the dog clutch 40 is released from the mesh with the clutch concave portion 18a of the bevel gear 18, and the rotation of the propeller shaft 22 is stopped.

On the other hand, if the operating portion 50b1 does not push the shift pin 42, the dog clutch 40 is pushed by the spring 41 at this connecting position, and the clutch convex portion 40a of the dog clutch 40 is changed to the clutch concave portion 18 of the bevel gear 18.
The propeller shaft 22 is integrally rotated by meshing with a.

A recess 6C provided in the upper case 6C
A ball 58 is biased by a spring 57 to be housed in the housing 4, and the ball 58 comes into contact with the recess 8a of the shift lever 8 so that a neutral and connection moderation can be obtained.

The upper portion 50a and the lower portion 50 of the shift rod 50
The connecting means 60 for connecting b is a pair of tightening plates 6
1, 62 and a tightening bolt 63. The pair of tightening plates 61 and 62 are temporarily fixed by tightening bolts 63 and are held by the washer 64 on the upper portion 50 a of the shift rod 50.

A lower portion 5 of the shift rod 50 is temporarily fixed to the upper portion 50a of the shift rod 50 with a pair of tightening plates 61 and 62.
0b to the tightening plates 61, 62 and the upper part 50a
The lower part 50b and the lower part 50b at predetermined positions to tighten the tightening bolt 6
The pair of tightening plates 61 and 62 is tightened and fixed by 3.

Work openings 70a and 70b are provided at a pair of left and right facing positions at a portion of the case corresponding to the connecting portion between the upper portion 50a and the lower portion 50b of the shift rod 50.

The upper case 6C of the propulsion unit 6 is
The upper portion 6C1 of the portion where the drive shaft 15 is arranged has a circular cross section, and the lower portion 6C2 has a substantially wing cross section which is long in the front-rear direction.
Is provided.

The working openings 70a and 70b are used for the lid member 7.
1, 72 can be closed, and the lid members 71, 7
2 is made of a rubber member, and the working openings 70a, 70b are sealed by lid members 71, 72.

The upper portion of the drive shaft 15 located behind the shift rod 50 is integrally rotatably connected to the crankshaft 100 of the engine 9, and the lower portion thereof is supported by the lower case 6D via a bearing 81. There is.
The drive shaft 15 drives the water pump 82, and water is sucked into the water passage 84 from the water hole 83 formed in the lower case 6D. The water discharged from the water pump 82 is supplied from the water passage 85 to the water passage 87 formed between the upper case 6C and the crankcase 105 via the water pipe 86, and from this water passage 87 to each part of the engine 9. Sent to cool the engine 9. The water passage 87 includes a groove 6C3 formed in a joint surface of an upper portion 6C1 of the upper case 6C and a lower portion 10 of the crankcase 105.
5a and the groove 105a1 formed on the joint surface.

Excess pilot water from the water passage 87 falls through a water discharge hole 88 formed in the upper portion 6C1 of the upper case 6C and is drained to the outside.

The upper case 6C of the propulsion unit 2 is
The swivel bracket 33 is rotatably supported by the bearing portion 33a, and the propulsion unit 2 can be rotated 180 degrees with respect to the swivel bracket 33 by holding the carrying handle 13 to change the forward and reverse positions. FIG. 11 shows the forward drive position, and FIG. 12 shows the reverse drive position.

The swivel bracket 33 has a water discharge hole 8
A separate gutter member 89 for receiving the pilot water falling from 8 and flowing it to the side other than the hull side is attached. The gutter member 89 is located at a lower position of the trajectory drawn by the water discharge hole 88 when the propulsion unit 6 is rotated and on the hull side portion, and is attached to the swivel bracket 33.

The swivel bracket 33 has a mounting rib 3
3b is formed, and a hole 33d is further formed.
The gutter member 89 is formed of an elastic body such as rubber in an arc shape along the locus, and has a rising wall portion 89a. The propulsion unit side 89b is overhung, the hull side 89c is formed with a positioning notch, and the protrusion 89e is fitted into the hole 33d to assemble the upper portion of the rising wall 89a.

As described above, the upper case 6C of the propulsion unit 2 is rotatably supported by the bearing portion 33a of the swivel bracket 33, and the propulsion unit 2 is held by the carrying handle 13 with respect to the swivel bracket 33.
It is possible to change the forward and reverse positions by turning 0 degree. When moving forward, the water discharge hole 88 is located on the rear side, and the pilot water drops from the rear side of the propulsion unit 6 and is discharged. It On the other hand, when the propulsion unit 6 is rotated 180 degrees to move backward, the water discharge hole 88 changes its position to the front side to the hull side, but the pilot water flows from the water discharge hole 88 to the gutter member 89.
The gutter member 89 causes the water to drop to the upper side, and to flow outside the hull side to be discharged, so that the dropped pilot water is prevented from entering the hull side.

The gutter member 89 is formed of an elastic body, and when the propulsion unit 6 is tilted up or tilted down, the end of the gutter member 89 interferes with other parts on the hull side, for example, the clamp bracket 3. Even if something happens, it will not be elastically deformed and damaged. Further, since the upper part of the rising wall portion 89a is overhung on the propulsion unit side, the gutter member 89 repels the pilot water falling from the water discharge hole 88, and the pilot water is scattered or flows into the hull side. Can be prevented more reliably.

The engine 9 of this embodiment is constructed as shown in FIGS. 6 to 10, is a single-cylinder four-cycle engine, in which the cylinder shaft is arranged in the front-rear direction, and the head is in the forward state and rearward. positioned. The engine 9 includes a crankcase 105, a cylinder body 102, a cylinder head 103, and a head cap 104. The crankshaft 100 arranged in the vertical direction has a cylinder body 10
2 and the crankcase 105 are rotatably supported. The crankcase 105 has an oil storage portion 105b and constitutes an oil pan.

The cylinder body 102 has a piston 10
6 is movably provided, the piston 106 is connected to the crankshaft 100 via a piston pin 107 and a connecting rod 108, and the movement of the piston 106 rotates the crankshaft 100. An intake passage 110 and an exhaust passage 111 are formed in the cylinder head 103 so as to open to the combustion chamber 112, and the respective openings are opened and closed by an intake valve 113 and an exhaust valve 114.

The combustion chamber 112 is formed by the cylinder body 102, the piston 106 and the cylinder head 103. The intake passage 110 communicates with a fuel supply device 115, and fuel is supplied to the fuel supply device 115 from a fuel tank 116 via a fuel hose 117. Further, the exhaust passage 111 communicates with an exhaust passage 118 formed in the crankcase 105, and exhaust gas is exhausted through the exhaust passage 118 and the exhaust passage 32 formed in the upper case 6C and the lower case 6D.

A drive gear 120 is provided on the crankshaft 100, and the drive gear 120, as shown in FIG.
The driven gear 121 meshes with the driven gear 121.
Thereby rotating the cam shaft 122. The cam shaft 122 has a cam 123a, which corresponds to the intake valve 113 and the exhaust valve 114.
123b is provided, and each cam 123a,
The push lots 124a, 124 are rotated by the rotation of 123b.
b is activated, and the respective rocker arms 125a, 12a
The intake valve 113 and the exhaust valve 114 are opened and closed at a predetermined timing via 5b.

The rocker arms 125a and 125b are attached to the cylinder head 103. In addition, a spark plug 126 is attached to the combustion chamber 11 on the cylinder head 103.
It is attached so as to face 2. Bottom cowl 6B
An opening 127 is formed at a position facing the spark plug 126, and is closed by a cap 128. At the time of maintenance or replacement of the spark plug 126, the cap 128 can be removed and a tool can be inserted through the opening 127 to remove the spark plug 126 without removing the bottom cowl 6B. Further, the opening 127 is provided in the bottom cowl 6B.
Since it is formed on the inclined surface facing downward, and is closed by the cap 128, it is difficult for water to enter, and it is hard to see from the outside and the appearance is good.

On the upper part of the crankshaft 100, a mounting hole 130a of a flywheel 130 is mounted, a key 131 is engaged, and a nut 132 is tightened and fixed.
30 can rotate integrally with the crankshaft 100.
A protrusion 130b is formed on the upper surface of the flywheel 130 so that an air flow can be generated by the rotation of the flywheel 130.

The flywheel 130 is covered with a flywheel cover 133, and the flywheel cover 13
3 is fixed to the cylinder body 102 by tightening bolts 135 together with the extending portion 134a of the starter cover 134 of the starter 140.

The starter 140 is the primary rotating body 14
1, a return spring 142, an engagement slider 143, and a driven rotating body 144. The primary rotating body 141 is rotatably supported by the rotation center shaft 146, and the wire 147 wound around the primary rotating body 141 is connected to the starter handle 1.
It is connected to 1. By pulling the starter handle 11, the primary rotating body 141 rotates about the rotation center shaft 146 and is returned to the original position by the return spring 142.

The driven rotary body 144 has the crankshaft 10
The upper part of 0 is fixed by a nut 132. The engagement slider 143 moves due to the rotation of the primary rotary body 141 and engages with the engaging portion 144a of the driven rotary body 144, the driven rotary body 144 rotates integrally with the primary rotary body 141, and the crankshaft 100 is rotated at the time of starting. The engine 9 is forcibly rotated to start the engine 9, and when the engine 9 is started, the engagement slider 143 returns to the original position and the engagement is released.

The rotation center shaft 146 is tightened and fixed to the starter cover 134 by tightening bolts 147. A handle mounting portion 134b is formed on the starter cover 134, and a rubber seal 14 is formed on the handle mounting portion 134b.
8 is provided, and a rubber seal 148 seals between the top cowl 6 </ b> A.

In this embodiment, the starter cover 1
34 to form a partition wall, and the extending portion 134a
A partition wall seal 150 is provided on the outer peripheral portion 134c and the rising portion 134d of the starter cover 134, and the partition wall seal 150 seals between the top cowl 6A.

The starter cover 134 and the partition seal 1 are provided inside the cowl formed by the top cowl 6A and the bottom cowl 6B.
The fuel tank chamber A is arranged in the upper part and the engine chamber B is arranged in the lower part. In the fuel tank chamber A,
The fuel tank 116 is arranged, and the engine 9 is arranged in the engine compartment B.

A front end portion 116a of the fuel tank 116 is attached and fixed to the rotation center shaft 146 of the starter 140 with a tightening bolt 147 via a rubber damper 151. Further, the other end portion 11 on the rear side of the fuel tank 116
6b and 116c are attached and fixed by tightening bolts 154 and 155 via rubber dampers 152 and 153. The fuel cap 12 is provided above the fuel tank 116. In this way, the one end portion 116a of the fuel tank 116 is attached and fixed to the rotation center shaft 146 of the starter 140. Originally strongly supported starter 14
By attaching the fuel tank 116 to the rotation center shaft 146 of 0, it is possible to firmly attach the fuel tank 116 with a compact structure without using a special attachment member.

Further, a part of the fuel tank 116 extends to the front side and a tank capacity portion 116d is arranged above the starter 140, and a part of the fuel tank 116 extends to easily increase the tank capacity. Can be secured. Further, the upper part of the starter 140 is covered with a part of the tank capacity portion 116d of the fuel tank 116.
The starter cover 134 covered with a part of the communication hole 17
0 is formed, and the fuel tank chamber A and the engine chamber B are communicated with each other. Fuel tank 116 arranged in fuel tank chamber A
And a starter cover 134 forming a partition wall, a gap 180 is formed, and outside air can be introduced into the gap 180.

Outside air is introduced into the fuel tank chamber A through a pair of left and right air intakes 34, and this outside air is supplied to the fuel tank 11.
6 and the top cowl 6A can be introduced into the engine compartment B through the clearance 180 through the clearance 181 and the communication hole 170.

The outside air to the engine room B is introduced from the communication hole 170 by the rotation of the flywheel 130, further passes through the opening 133a of the flywheel cover 133 to cool the cylinder body 102, and further the cylinder head 103.
To cool.

This outboard motor 2 holds the tilt-up mechanism X capable of tilting up the propulsion unit 6 and the tilt-up mechanism X which holds the propulsion unit 6 only in the forward position and in the state where the head of the engine 9 is tilted upward. And a holding mechanism Y.
Here, the head of the engine 9 is on the cylinder head 103 side in the cylinder axis direction.

The tilt-up mechanism X comprises a clamp bracket 3 provided with a swivel bracket 33 via a tilt shaft 5, and a propulsion unit 6 tilted up by hand with the tilt shaft 5 as a fulcrum.

Further, the tilt-up holding mechanism Y holds the propulsion unit 6 to restrict tilt-down in a state where the head of the engine 9 is tilted up and the tilt-down holding mechanism Y controls the head of the engine 9 in a direction other than the above. In the state of tilting up with, the propulsion unit 6 cannot be held and tilting down is allowed.

The tilt-up holding mechanism Y has a recess 6C10 provided in the upper case 6C of the propulsion unit 6, and this recess 6C10 is the upper portion 6C of the upper case 6C.
It is formed by cutting out a part of C1.

Further, the tilt-up holding mechanism Y includes a holding lever 400 pivotally supported by the swivel bracket 33 so as to be engaged with and held in the recess 6C10, and a propulsion unit pivotally supported by the swivel bracket 33. Stopper lever 4 that engages with and holds the hull side at a position where 6 can be held
01, a connecting rod 402 that connects the holding lever 400 and the stopper lever 401, and a biasing means 403 that biases the stopper lever 401 in the direction of engaging the hull side.

The holding lever 400 is rotatably supported by the swivel bracket 33 by a pin 410, and the engaging portion 4
The end portion 402a of the connecting rod 402 is engaged with 00a. In the stopper lever 401, the shaft portion 401a is rotatably supported by the swivel bracket 33, and
01b, a lever portion 401c and a connecting portion 401d,
The end portion 402b of the connecting rod 402 is engaged with the connecting portion 401d.

The urging means 403 is composed of a coil spring wound around the shaft portion 401a, one end 403a is locked to the swivel bracket 33, and the other end 403b is connected to the connecting portion 401.
The stopper portion 401b is always biased in a direction in which the stopper portion 401b is engaged with the hull side. Further, the urging means 403 may be provided with a weight on the stopper portion 401b, or may be increased in size so that the urging means 403 can move in the direction of engaging with the hull side by its own weight.

Therefore, as shown in FIG. 14 and FIG.
When the propulsion unit 6 is tilted up at the forward position, the biasing means 403 biases the stopper portion 401b of the stopper lever 401 in the direction of engaging the hull side in conjunction with this tilting up. 401b is shown in FIG.
At 5, move in the direction of arrow a.

In this state, the connecting portion 401d of the stopper lever 401 rises and the connecting rod 402 pushes up the holding lever 400, so that the holding lever 400 rotates in the direction of arrow b in FIG. .

When the propulsion unit 6 is in the forward position, as shown in FIG. 18, since the recessed portion 6C10 provided in the upper portion 6C1 of the upper case 6C is located at the front center position, the holding lever 400 is placed on the other portion of the upper case 6C. It fits in the recess 6C10 without interference, and the stopper portion 401b engages with the receiving portion 3e of the clamp bracket 3.

By thus engaging the stopper portion 401b with the receiving portion 3e of the clamp bracket 3, it is possible to hold the propulsion unit 6 in a tilted-up state and restrict tilting-down.

In order to release the tilted up and held state of the propulsion unit 6, when the lever portion 401c of the stopper lever 401 is rotated in the direction of arrow c in FIG. 15, the stopper portion 401b is received by the receiving portion 3e of the clamp bracket 3. Therefore, the load of the propulsion unit 6 tilts down.

On the other hand, as shown in FIGS. 16 and 17, when the propulsion unit 6 is tilted up in the reverse position, the biasing means 403 causes the stopper portion 401 of the stopper lever 401 to move.
Since b is urged in the direction of engaging the hull side, the stopper portion 401b tries to move in the direction of arrow a in FIG. 17, but cannot engage with the receiving portion 3e of the clamp bracket 3. .

That is, in this state, the propulsion unit 6 is in the reverse drive position, and the recess 6C10 provided in the upper portion 6C1 of the upper case 6C is in a position displaced from the front center position, so that the holding lever 400 is opposite to the recess 6C10. The connecting rod 402 restricts the stopper portion 401b from engaging with the receiving portion 3e of the lamp bracket 3 by interfering with the side portion.

As described above, the holding lever 400 has the concave portion 6C.
Since it cannot be engaged with the stopper 10,
01b is restricted from engaging with the receiving portion 3e of the clamp bracket 3, the propelling unit 6 cannot be held in the tilted up state, and the propelling unit 6 tilts down in the reverse position.

Further, as shown in FIGS. 19 and 20, even when the propulsion unit 6 is not in the reverse position, the concave portion 6C10 provided in the upper portion 6C1 of the upper case 6C is located away from the center position on the front side. The lever 400 interferes with the portion on the opposite side of the recess 6C10, and the connecting rod 40
2 is the stopper portion 401b and the receiving portion 3 of the lamp bracket 3
It is not possible to hold the propulsion unit 6 in the tilted-up state by restricting the engagement with e, and the propulsion unit 6 cannot be held.
Tilts down.

As described above, the propulsion unit 6 is moved forward and held only when the head of the engine 9 is tilted upward, so that the propulsion unit 6 can be held when the vehicle is stopped.
When holding the car in the tilted up state, the oil
Can be prevented from leaking from the head.

In this embodiment, when the propulsion unit 6 moves forward and the head of the engine 9 is located on the rear side, the head of the engine 9 is held when the propulsion unit 6 is held in the tilted-up state when it is stopped. Although it is above, the engine 9 moves forward.
When an engine whose head is located on the front side is mounted, the propulsion unit 6 is tilted up and held at the reverse position when the vehicle is stopped, etc. It is possible to prevent leakage.

Further, according to the present invention, even in the case of an engine in which the cylinder axis of the engine is arranged in an oblique direction with a slight deviation from the front-rear direction, or in the case of a V-type engine, the head of the engine is kept in a state in which oil does not leak. Any configuration that can be set upward can be used.

[0073]

As is apparent from the above description, in the invention described in claim 1, the propulsion unit is held when the vehicle is stopped by holding the engine head only in a state where it is tilted upward. It is possible to prevent oil from leaking from the head of the engine when the engine is held in the tilted up state.

According to the second aspect of the present invention, the propulsion unit is held only when the head of the engine is tilted upward, and cannot be held in other states.
It is possible to easily and surely prevent oil from leaking from the head of the engine when the propulsion unit is held in the tilt-up state at the time of stopping.

According to the third aspect of the invention, with a simple structure, the propulsion unit can be held in a tilted-up state with the head of the engine facing upward.

[Brief description of drawings]

FIG. 1 is a side view of an outboard motor.

FIG. 2 is a front view of an outboard motor.

FIG. 3 is a plan view of an outboard motor.

FIG. 4 is a vertical sectional view of a case portion of the outboard motor.

FIG. 5 is a front view of a case portion of the outboard motor.

FIG. 6 is a cross-sectional view of an engine portion of the outboard motor.

FIG. 7 is a plan view of an engine unit of the outboard motor.

FIG. 8 is a plan view showing a state in which a fuel tank of the outboard motor is removed.

FIG. 9 is a side view of the engine section of the outboard motor.

FIG. 10 is a rear view of the engine section of the outboard motor.

FIG. 11 is a cross-sectional view of the swivel bracket portion in the forward movement state.

FIG. 12 is a sectional view of a swivel bracket portion in a reverse drive state.

FIG. 13 is a plan view of the upper case portion of the propulsion unit in the forward movement state.

FIG. 14 is a diagram showing tilt-up in a forward movement state.

FIG. 15 is an enlarged view showing tilt-up in a forward movement state.

FIG. 16 is a diagram showing tilt-up in a reverse drive state.

FIG. 17 is an enlarged view showing tilt-up in a reverse drive state.

FIG. 18 is a diagram showing a tilt-up holding state.

FIG. 19 is a diagram showing a state in which tilt-up holding is restricted.

FIG. 20 is a diagram showing a state in which tilt-up holding is restricted.

[Explanation of symbols]

1 hull 2 outboard motor 3 clamp bracket 3a Receiver 6 propulsion unit 9 engine 15 drive shaft 22 Propeller shaft 25 propeller 33 swivel bracket X tilt up mechanism Y Tilt-up holding mechanism

Claims (3)

[Claims] 1. A propulsion unit is supported on a hull via a swivel bracket, and is arranged in a lower rear portion of the propulsion unit via a drive shaft and a propeller shaft from a four-cycle engine arranged inside the propulsion unit. The engine has a cylinder shaft arranged in the front-rear direction, and the propulsion unit can rotate with respect to a swivel bracket to change the forward and reverse positions. In an outboard motor capable of tilting up, a tilt-up mechanism capable of tilting up the propulsion unit, and a state in which the head of the engine is tilted upward at one of the forward and reverse positions. An outboard motor, comprising: a tilt-up holding mechanism that holds only at. 2. The tilt-up holding mechanism holds the propulsion unit to restrict tilt-down in a state where the head of the engine is tilted upward, and the tilt-down holding mechanism controls the head of the engine in a direction other than the above. The outboard motor according to claim 1, wherein the propulsion unit cannot be held in a tilted up state and the tilted down is allowed. 3. The tilt-up holding mechanism includes a recess provided in the propulsion unit, a holding lever pivotally supported by the swivel bracket to hold the swivel bracket in engagement with the swivel bracket. A stopper lever that is movably supported and engages and holds the hull side at a position where the propulsion unit can be held, a connecting rod that connects the holding lever and the stopper lever, and the stopper lever to the hull. A biasing means for biasing in the direction of engaging the side, and the holding lever is engageable with the recess of the propulsion unit tilted up only at one of the forward and reverse positions. In the engageable state, by moving the stopper lever in the direction of engaging the hull side and engaging the stopper lever, the holding lever moves through the connecting rod. Engages in the recess of the bets, outboard motor according to claim 2, characterized in that to hold the propulsion unit in a tilt-up state.