JP3159294U - Outboard motor - Google Patents

Abstract

An outboard motor capable of sufficiently suppressing vibration transmitted to a hull and realizing excellent maneuverability. An outboard motor 1 is supported by an outboard motor main body 2, a lower bracket 18 having a first seat surface 31, a bolt shaft 21a extending rearward from the first seat surface 31, and a bolt shaft 21a. A mount 26 and a front stopper 27 are included. The outboard motor 1 includes a holding unit 25 that is fixed to the outboard motor main body 2 and holds the mount 26. The front stopper 27 includes a second inner cylinder 46 inserted into the bolt shaft 21 a and a second outer cylinder 47. The front stopper 27 is disposed between the first flange 48 formed outward on the front end edge 47 a of the second outer cylinder 47, the second elastic member 49, and the first flange 48 and the first seat surface 31. And the third elastic member 50. The holding unit 25 includes a second seat surface 32 that faces the rear surface 48a of the first flange 48 with a predetermined first gap 52 therebetween. [Selection] Figure 4

Description

  The present invention relates to an outboard motor.

The outboard motor described in Patent Document 1 includes a clamp bracket attached to the hull, a swivel bracket attached to the clamp bracket, and a steering bracket attached to an upper portion of the swivel bracket. The outboard motor further includes a lower mount bracket attached to a lower portion of the swivel bracket.
The steering bracket supports the engine holder via the upper mount unit. The lower mount bracket supports the drive shaft housing below the engine holder via the lower mount unit. As described above, the engine holder and the drive shaft housing are supported by the upper mount unit and the lower mount unit arranged in the vertical direction.

  The lower mount unit is described, for example, in FIG. The lower mount unit includes a first lower mount. The first lower mount is inserted into a lower mount bolt that extends rearward from the lower mount bracket. The first lower mount is held by the lower mount holding portion of the drive shaft housing. Thereby, the drive shaft housing (lower mount holding part) is supported by the lower mount bracket via the first lower mount and the lower mount bolt. The first lower mount is an elastic member and absorbs vibration of the drive shaft housing when the engine is running at a low speed.

  Further, a second lower mant is disposed in the gap between the lower mount holding part and the lower mount bracket. As the outboard motor propeller rotates to advance the hull, the propeller scrapes the water so that the water flows backwards. Thereby, the lower mount holding portion is displaced forward toward the lower mount bracket. When the engine is operated at a high output to advance the hull (during high load forward operation), the lower mount holding portion is displaced forward by a predetermined amount or more toward the lower mount bracket. At this time, the second lower mount is sandwiched between the lower mount holding portion and the lower mount bracket. Accordingly, the second lower mount restricts the lower mount holding portion from being displaced forward.

JP 2006-31379 A

  In transportation equipment used on land such as automobiles and motorcycles, engine vibrations are transmitted to the ground via tires, so engine vibrations are easily suppressed. On the other hand, since the ship is used in a floating state on the water, vibrations generated by the engine of the outboard motor are difficult to be suppressed. The vibration generated by the engine of the outboard motor vibrates the entire outboard motor from front to back and from side to side, and this vibration is further transmitted to the hull to vibrate the hull.

The vibration of the engine of the outboard motor is transmitted to the clamp bracket mainly through the upper mount unit and the lower mount unit, and further to the hull. Therefore, in order to make it difficult to transmit engine vibration to the hull, the elastic member of the upper mount unit and the elastic member of the lower mount unit are preferably soft.
On the other hand, when the ship is moving forward at high speed, a load directed forward is applied to the lower portion of the outboard motor, and a load directed backward is applied to the upper portion of the outboard motor. Therefore, during high-speed navigation, the lower mount unit among the upper mount unit and the lower mount unit mainly contributes to the coupling between the swivel bracket (stern) and the outboard motor main body. That is, the forward propulsive force generated by the outboard motor is transmitted to the hull mainly through the lower mount. For this reason, the lower mount unit has a great influence on the maneuverability during high-speed navigation. Therefore, if the elastic member of the lower mount unit is softened to suppress the vibration of the engine, the maneuverability at the time of high speed traveling may be impaired.

In Patent Document 1, a relatively soft first lower mount is responsible for suppressing the vibration of the engine. Further, the function of restricting the displacement of the outboard motor main body during high-speed navigation is handled by the relatively hard second lower mount. According to this configuration, it seems that the vibration of the engine can be suppressed and the maneuverability at the time of advancement can be enhanced.
However, the second lower mount only has a width about the diameter of the lower mount bolt. For this reason, the contact area between the second lower mount and the lower mount holding portion is small, and the contact area between the second lower mount and the lower mount bracket is also small. Therefore, when the outboard motor is operating forward with a high load, the coupling between the lower mount bracket and the lower mount holding portion becomes unstable. Therefore, there is a possibility that the controllability improvement effect as expected is not obtained.

Accordingly, an object of the present invention is to provide an outboard motor capable of sufficiently suppressing vibration transmitted to the hull and realizing excellent maneuverability.
In order to achieve the above object, an invention according to claim 1 includes an outboard motor main body including an engine and a propeller, and a first seat surface that is configured to be attached to the stern of the hull and is directed to the rear of the hull. A bracket having a shaft member extending rearward from the first seat surface, a mount supported by the shaft member, and a front stopper supported by the shaft member between the mount and the first seat surface; A holding unit that is fixed to the outboard motor main body and holds the mount. The mount includes a first inner cylinder into which the shaft member is slidably inserted, and a first outer cylinder that surrounds the first inner cylinder. A cylinder, and a first elastic member disposed between the first inner cylinder and the first outer cylinder and coupled to the first inner cylinder and the first outer cylinder, and the front stopper includes the shaft member 2nd inner cylinder in which is slidably inserted A second outer cylinder surrounding the second inner cylinder, a first flange formed outwardly at a front end edge of the second outer cylinder, and the second inner cylinder and the second outer cylinder. A second elastic member coupled to the second inner cylinder and the second outer cylinder; and a third elastic member disposed between the first flange and the first seat surface, the holding unit comprising: An outboard motor including a holding groove for holding the first outer cylinder in a state where movement in the front-rear direction is restricted, and a second seating surface facing the rear surface of the first flange with a predetermined first gap. It is.

  When the propeller is rotating in a direction to generate a propulsive force that advances the hull, the outboard motor main body is pushed forward by the propulsive force. Accordingly, the holding unit is displaced forward toward the bracket. In particular, when the propeller is rotating at a high speed in order to advance the hull at high speed (hereinafter also referred to as “high load advance”), the holding unit extends over a distance greater than or equal to the first gap toward the bracket. Displace forward. Thereby, the 2nd seat surface of a holding unit contacts the rear surface of the 1st flange. The first flange is received by the first seating surface of the bracket via the third elastic member, thereby restricting the forward displacement of the holding unit. Since the first flange is formed outward from the second outer cylinder, the area facing the first seat surface and the third elastic member is wide. Therefore, the first seating surface of the bracket can receive the forward driving force transmitted from the holding unit with a wide contact area with the third elastic member. As a result, the bracket can receive a forward propulsive force transmitted from the outboard motor main body in a stable state during high-load advancement, so that excellent maneuverability can be ensured.

  Also, the force acting on the outboard motor main body during forward high load is transmitted from the second seat surface of the holding unit to the first flange and received by the first seat surface of the bracket via the third elastic member. Therefore, the first elastic member does not need to receive a large force and can be made of a soft material. For this reason, the vibration of the engine can be effectively damped by the first elastic member. Therefore, it is possible to suppress the engine vibration that is felt by the operator and other passengers. As described above, an outboard motor that achieves both vibration suppression effects and maneuverability can be realized.

The invention according to claim 2 is the outboard motor according to claim 1, wherein a spring constant of each elastic member of the front stopper is larger than a spring constant of the first elastic member of the mount.
According to this configuration, when the front stopper regulates the displacement of the holding unit, the rigidity with which the front stopper supports the holding unit can be increased. Thereby, the outstanding maneuverability at the time of high load driving | operation is realizable.

According to a third aspect of the present invention, the holding unit includes a main body unit integrated with a case of the outboard motor main body, and a cover configured to be detachable from the main body unit. The cylindrical holding groove extending over the entire circumference of the first outer cylinder is formed inside, and the annular second seating surface surrounding the shaft member is formed in the front part. The outboard motor described.
In this configuration, the second seating surface is formed in an annular shape. Therefore, at the time of high-load advance, the second seat surface is in contact with the first flange over the entire circumferential direction of the first flange. For this reason, at the time of high load advance, the first flange of the front stopper can stably receive the second seating surface of the holding unit. Therefore, excellent maneuverability can be ensured. Moreover, the holding groove | channel of a main-body part can be exposed by removing a cover from a main-body part. The mount can be fitted into the holding groove with the holding groove of the main body exposed. Furthermore, a cover can be attached to the main body part in which the mount is fitted. Therefore, the work of attaching the mount to the holding unit can be facilitated.

According to a fourth aspect of the present invention, the second elastic member and the third elastic member of the front stopper are integrally formed, and the third elastic member is formed in the radial direction of the first flange with respect to the first flange. It is an outboard motor as described in any one of Claims 1-3 which has a clearance gap between outer periphery, and has a clearance gap between the said 2nd inner cylinders.
According to this configuration, the second elastic member and the third elastic member are integrally formed. Thereby, the 2nd elastic member and the 3rd elastic member can cooperate, and can absorb an impact when a holding unit contacts a front stopper. In addition, the outer peripheral edge of the first flange protrudes radially outward from the third elastic member. Therefore, when the third elastic member is compressed and bulges outward in the radial direction, it is suppressed that the third elastic member is scraped and scraped against the outer peripheral edge of the first flange. Furthermore, a space necessary for the third elastic member to elastically deform is secured between the third elastic member and the second inner cylinder. For this reason, the third elastic member can be reliably elastically deformed when the holding unit comes into contact with the first flange, and the impact caused by the contact can be reliably mitigated.

The invention according to claim 5 is the outboard according to any one of claims 1 to 4, wherein the thickness of the second elastic member of the front stopper is thinner than the thickness of the first elastic member of the mount. Machine.
With this configuration, the elastic deformation amount of the second elastic member is smaller than the elastic deformation amount of the first elastic member. Accordingly, when the holding unit is in contact with the front stopper, the front stopper can regulate the displacement of the holding unit (outboard motor main body) with higher rigidity. Therefore, excellent maneuverability can be ensured during forward high load. Further, since the second elastic member is thin, the space for disposing the front stopper can be reduced. For this reason, a sufficient space for holding the front stopper can be secured, so that a configuration for holding the front stopper can be easily adopted.

  The holding unit may have a cylindrical seating surface facing the outer peripheral surface of the second outer cylinder of the front stopper with a predetermined gap. When a large force in the vertical direction or the horizontal direction is applied to the outboard motor main body, the second outer cylinder of the front stopper comes into contact with the cylindrical seat surface by elastic deformation of the first elastic member. Thereafter, the second elastic member is elastically deformed. Accordingly, a large force acting in the vertical direction or the horizontal direction on the outboard motor main body is received by the first elastic member and the second elastic member. Since the second elastic member is thinner than the first elastic member, the amount of elastic deformation is smaller than that of the first elastic member, so that a large force in the vertical direction or the horizontal direction can be reliably received. Accordingly, it is possible to receive a lateral force acting when the outboard motor main body is steered from side to side, and thus excellent steering performance can be realized. Moreover, the up-down direction impact which arises when a ship sails between waves can also be reliably received by the 2nd elastic member.

The invention according to claim 6 is characterized in that the third elastic member of the front stopper has a gap with the outer peripheral edge of the first flange in the radial direction of the first flange. 5. The outboard motor according to claim 5. In other words, the outer peripheral edge of the first flange is located radially outward from the third elastic member.
When the third elastic member is sandwiched and compressed between the first flange and the bracket, the third elastic member is elastically deformed so as to expand outward in the radial direction of the first flange. When the third elastic member at this time reaches the outer peripheral edge of the first flange, the third elastic member may be scraped by being rubbed against the outer peripheral edge of the first flange. Thus, by configuring the first flange so that the outer peripheral edge protrudes radially outward from the third elastic member, it is possible to suppress the third elastic member from being scraped by the first flange. It is preferable that the outer peripheral edge of the first flange is located radially outward from the third elastic member in the maximum deformation state of the third elastic member. As a result, contact between the third elastic member and the outer peripheral edge of the first flange can be reliably avoided.

The invention according to claim 7 is characterized in that the third elastic member of the front stopper is formed in a cylindrical shape surrounding the shaft member, and has a gap with the second inner cylinder. It is an outboard motor as described in any one of 1-6.
When the third elastic member is sandwiched and compressed between the first flange and the first seat surface of the bracket, the third elastic member is elastically deformed not only radially outward of the first flange but also inward thereof. That is, the third elastic member is elastically deformed toward the second inner cylinder. At this time, the third elastic member can enter the gap between the second inner cylinder and elastically deform. Thus, since the space required for the third elastic member to elastically deform is secured, the third elastic member can be reliably elastically deformed when subjected to a compressive force. As a result, the third elastic member can be elastically deformed reliably when the holding unit receives the compressive force by contacting the first flange, and can reduce the impact at the time of the contact.

  The invention according to claim 8 is a regulating member that is disposed behind the mount, is supported by the shaft member in a state in which rearward movement is regulated, and has a third seat surface that faces the front of the hull, A rear stopper supported by the shaft member between the mount and the third seating surface, wherein the rear stopper includes a third inner cylinder into which the shaft member is slidably inserted; A third outer cylinder surrounding the inner cylinder, a second flange formed outwardly at a rear end edge of the third outer cylinder, and the third outer cylinder arranged between the third inner cylinder and the third outer cylinder. A fourth elastic member coupled to the inner cylinder and the third outer cylinder; and a fifth elastic member disposed between the second flange and the third seat surface, wherein the holding unit includes the second elastic member. A fourth seating surface that faces the front surface of the flange with a predetermined second gap is provided. Of a outboard motor of any one.

  When the propeller is rotating in a direction that generates a propulsive force that moves the hull backward, the outboard motor main body is pushed backward by the propulsive force. Therefore, the holding unit is displaced rearward away from the bracket. In particular, when the propeller is rotating at a high speed in order to move the hull backward at high speed (hereinafter also referred to as “high load reverse travel”), the holding unit extends over a distance greater than the second gap so as to move away from the bracket. To move backward. Thereby, the 4th seat surface of a holding unit contacts the front surface of the 2nd flange. The second flange is received by the third seating surface of the restricting member via the fifth elastic member, thereby restricting rearward displacement of the holding unit. Since the second flange is formed outward from the third outer cylinder, the area facing the third seat surface and the fifth elastic member is wide. Accordingly, the third seating surface of the restricting member can receive the backward propulsive force transmitted from the holding unit with a wide contact area with the fifth elastic member. As a result, the restricting member can receive the propulsive force transmitted rearward from the outboard motor main body in a stable state during reverse travel with a high load, and thus excellent maneuverability can be ensured even during reverse travel.

  Further, the force acting on the outboard motor main body when the vehicle is traveling at a high load is transmitted from the fourth seat surface of the holding unit to the second flange, and is received by the third seat surface of the restricting member via the fifth elastic member. Therefore, the first elastic member does not need to receive a large force and can be made of a soft material. For this reason, the vibration of the engine can be effectively damped by the first elastic member. Therefore, it is possible to suppress the engine vibration that is felt by the operator and other passengers. As described above, for example, in an outboard motor that can change forward and reverse by changing the rotation direction of the propeller, both vibration suppression effects and maneuverability can be achieved.

The invention according to claim 9 is the outboard motor according to claim 8, wherein a spring constant of each elastic member of the rear stopper is larger than a spring constant of the first elastic member of the mount.
According to this configuration, when the rear stopper restricts the displacement of the holding unit, the rigidity with which the rear stopper supports the holding unit can be increased. Thereby, the outstanding maneuverability at the time of high load driving | operation is realizable.

The invention according to claim 10 is the outboard motor according to claim 8 or 9, wherein when the outboard motor is not generating a propulsive force, the first gap is wider than the second gap. .
During forward operation of the outboard motor, the holding unit is displaced forward by the distance of the first gap until it comes into contact with the first flange. Further, during the reverse operation of the outboard motor, the holding unit is displaced backward by the distance of the second gap until it comes into contact with the second flange. Since the first gap is wider than the second gap, the movable distance of the holding unit (outboard motor main body) is longer during forward operation than during reverse operation. Thereby, the vibration absorption effect of the 1st elastic member at the time of forward drive can be made larger than the vibration absorption effect of the 1st elastic member at the time of reverse drive. Generally, in an outboard motor, the time during which the forward operation is performed is longer than the time during which the reverse operation is performed. Therefore, the vibration transmitted from the outboard motor to the hull can be reduced by increasing the vibration absorption effect of the first elastic member during forward operation.

  The invention according to claim 11 is characterized in that the holding unit includes a main body unit integrated with a case of the outboard motor main body, and a cover configured to be detachable from the main body unit. The cylindrical holding groove extending over the entire circumference of the first outer cylinder is formed inside, and the annular fourth seating surface surrounding the shaft member is formed in the rear part. It is an outboard motor as described in any one.

  In this configuration, the fourth seat surface is formed in an annular shape. Therefore, at the time of reverse traveling at a high load, the fourth seat surface contacts the second flange over the entire circumferential direction of the second flange. For this reason, the second flange of the rear stopper can stably receive the fourth seating surface of the holding unit at the time of high load reverse travel. Therefore, excellent maneuverability can be ensured. Moreover, the holding groove | channel of a main-body part can be exposed by removing a cover from a main-body part. The mount can be fitted into the holding groove with the holding groove of the main body exposed. Furthermore, a cover can be attached to the main body part in which the mount is fitted. Therefore, the work of attaching the mount to the holding unit can be facilitated.

The invention according to claim 12 is characterized in that the fifth elastic member of the rear stopper has a gap with the outer peripheral edge of the second flange in the radial direction of the second flange. The outboard motor according to any one of 11. In other words, the outer peripheral edge of the second flange is located radially outward from the fifth elastic member.
When the fifth elastic member is compressed by being sandwiched between the second flange and the regulating member, the fifth elastic member is elastically deformed so as to expand outward in the radial direction of the second flange. When the fifth elastic member at this time reaches the outer peripheral edge of the second flange, the fifth elastic member may be scraped by being rubbed against the outer peripheral edge of the second flange. Thus, by configuring the second flange so that the outer peripheral edge protrudes radially outward from the fifth elastic member, the fifth elastic member can be prevented from being scraped by the second flange. It is preferable that the outer peripheral edge of the second flange is located radially outward from the fifth elastic member in the maximum deformation state of the fifth elastic member. Thereby, the contact with a 5th elastic member and the outer periphery of a 2nd flange can be avoided reliably.

The invention according to claim 13 is characterized in that the fifth elastic member of the rear stopper is formed in a cylindrical shape surrounding the shaft member, and has a gap with the third inner cylinder. It is an outboard motor as described in any one of 8-12.
When the fifth elastic member is sandwiched and compressed between the second flange and the third seating surface of the restricting member, the fifth elastic member is elastically deformed not only radially outward of the second flange but also inward thereof. That is, the fifth elastic member is elastically deformed toward the third inner cylinder. At this time, the fifth elastic member can enter the gap between the third inner cylinder and elastically deform. Thus, since the space required for the fifth elastic member to elastically deform is secured, the fifth elastic member can be reliably elastically deformed when subjected to a compressive force. Thereby, when the holding unit receives a compressive force due to contact with the second flange, the fifth elastic member is surely elastically deformed and can reduce the impact at the time of the contact.

According to a fourteenth aspect of the present invention, the fourth elastic member and the fifth elastic member of the rear stopper are integrally formed, and the fifth elastic member is formed in the radial direction of the second flange with respect to the second flange. It is an outboard motor as described in any one of Claims 8-13 which has a clearance gap between outer periphery, and has a clearance gap between said 3rd inner cylinders.
According to this configuration, the fourth elastic member and the fifth elastic member are integrally formed. Thereby, a 4th elastic member and a 5th elastic member can cooperate, and can absorb the impact when a holding | maintenance unit contacts a back stopper. Moreover, since the outer peripheral edge of the second flange protrudes radially outward from the fifth elastic member, the fifth elastic member is prevented from being scraped and scraped against the outer peripheral edge of the second flange. Furthermore, a space necessary for the fifth elastic member to elastically deform is secured between the fifth elastic member and the third inner cylinder. For this reason, the fifth elastic member can be reliably elastically deformed when the holding unit comes into contact with the second flange, and the impact caused by the contact can be reliably mitigated.

The invention according to claim 15 is the outboard according to any one of claims 8 to 14, wherein a thickness of the fourth elastic member of the rear stopper is thinner than a thickness of the first elastic member of the mount. Machine.
With this configuration, the amount of elastic deformation of the fourth elastic member is smaller than the amount of elastic deformation of the first elastic member. Thus, when the holding unit is in contact with the rear stopper, the rear stopper can regulate the displacement of the holding unit (outboard motor main body) with higher rigidity. Therefore, excellent maneuverability can be ensured when the vehicle is traveling with a high load. Further, since the fourth elastic member is thin, the space for arranging the rear stopper can be reduced. For this reason, a sufficient space for holding the rear stopper can be secured, so that a configuration for holding the rear stopper can be easily adopted.

  The holding unit may have a cylindrical seating surface facing the outer peripheral surface of the third outer cylinder of the rear stopper with a predetermined gap. When a large force in the vertical direction or the horizontal direction is applied to the outboard motor main body, the third outer cylinder of the rear stopper comes into contact with the cylindrical seat surface by elastic deformation of the first elastic member. Thereafter, the fourth elastic member is elastically deformed. Therefore, a large force acting on the outboard motor main body in the vertical direction or the horizontal direction is received by the first elastic member and the fourth elastic member. Since the fourth elastic member is thinner than the first elastic member, the amount of elastic deformation is smaller than that of the first elastic member, so that a large force in the vertical direction or the horizontal direction can be reliably received. Accordingly, it is possible to receive a lateral force acting when the outboard motor main body is steered from side to side, and thus excellent steering performance can be realized. Moreover, the impact of the up-down direction produced when a ship sails between waves can also be reliably received by the 4th elastic member.

1 is a left side view of an outboard motor according to an embodiment of the present invention. It is a disassembled perspective view of the upper part of an outboard motor. It is a disassembled perspective view of the lower part of an outboard motor. It is sectional drawing of the principal part which follows the IV-IV line of FIG. FIG. 5 is an enlarged cross-sectional view around the front stopper of FIG. 4. FIG. 5 is an enlarged cross-sectional view around the rear stopper of FIG. 4. It is sectional drawing which looked at the outboard motor from the top for explaining the operation of the outboard motor at the time of high load advance. It is sectional drawing which looked at the outboard motor from the top for explaining the operation of the outboard motor at the time of high load reverse travel. FIG. 5 is a cross-sectional view of the outboard motor as viewed from above for explaining the operation of the outboard motor when the outboard motor body is displaced vertically or horizontally. FIG. 4 is a schematic cross-sectional view of the periphery of the holding unit as viewed from above, and shows a state in which a clockwise yaw moment acts on the outboard motor main body when the outboard motor is viewed from above. FIG. 5 is a schematic cross-sectional view of the periphery of the holding unit as viewed from above, and shows a state in which a counterclockwise yaw moment acts on the outboard motor body when the outboard motor is viewed from above.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a left side view of an outboard motor 1 according to an embodiment of the present invention. FIG. 1 shows a state in which the outboard motor 1 is in the reference posture. The reference attitude is an attitude of the outboard motor 1 in which the rotation axis of the propeller 7 is horizontal and is oriented along the hull center line. In the following description, front and rear, left and right, and top and bottom are front and rear, left and right, and top and bottom, respectively, when the outboard motor 1 is in the reference posture. In the following description, unless otherwise specified, the outboard motor 1 is described as being in a state in which no propulsive force is generated.

The outboard motor 1 includes an outboard motor main body 2 and an attachment mechanism 3. The outboard motor main body 2 is configured to be attached to the stern 102 of the hull 101 by the attachment mechanism 3. The ship 100 includes a hull 101 and an outboard motor 1.
The outboard motor main body 2 includes an engine 4, a drive shaft 5, a propeller shaft 6, a propeller 7, and a gear mechanism 8. The engine 4 is accommodated in the engine cover 9. The drive shaft 5, the propeller shaft 6, and the gear mechanism 8 are accommodated in the upper case 10 and the lower case 11. The upper case 10 is disposed below the engine cover 9. The lower case 11 is disposed below the upper case 10.

  The drive shaft 5 is disposed below the engine 4 along the vertical direction Z1. The drive shaft 5 is rotated by the engine 4. Further, the propeller shaft 6 is disposed below the drive shaft 5 along the front-rear direction X1. The gear mechanism 8 connects the lower end portion of the drive shaft 5 and the front end portion of the propeller shaft 6. The drive shaft 5 is configured such that its rotation is transmitted to the propeller shaft 6 by the gear mechanism 8. The propeller 7 is attached to the rear end portion of the propeller shaft 6. The propeller 7 is disposed outside the lower case 11. A propulsive force that moves the hull 101 forward or backward is generated by the rotation of the propeller 7. The propulsive force generated by the propeller 7 is a force in the front-rear direction X1. The propulsive force generated by the propeller 7 is input to the upper case 10 via the lower case 11.

The attachment mechanism 3 includes a clamp bracket 12, a swivel bracket 13, a tilt shaft 14, a steering shaft 15, a steering bracket 16, and a lower bracket 18.
FIG. 2 is an exploded perspective view of the upper portion of the outboard motor 1. As shown in FIG. 1 and FIG. 2, the clamp bracket 12 includes a right bracket 12R and a left bracket 12L that are spaced apart from each other on the left and right. The left and right brackets 12R and 12L are configured to be fixed to the stern 102 of the hull 101, respectively. The outboard motor 1 is configured to be attached to the hull 101 by fixing the left and right brackets 12R, 12L to the hull 101.

  The swivel bracket 13 has an interposition part 13a and a cylindrical part 13b connected to the interposition part 13a. As shown in FIG. 2, the interposition part 13a is disposed between the left and right brackets 12R, 12L. The interposition part 13a is connected to the left and right brackets 12R, 12L via the tilt shaft 14. The tilt shaft 14 is disposed along the left-right direction Y1. The swivel bracket 13 is connected to the clamp bracket 12 so as to be rotatable about the central axis of the tilt shaft 14.

  As shown in FIG. 1, the cylindrical part 13b is arrange | positioned along the up-down direction Z1 behind the interposition part 13a. The steering shaft 15 is inserted through the cylindrical portion 13b. The steering shaft 15 is configured to be rotatable around the central axis of the steering shaft 15 with respect to the cylindrical portion 13b. Moreover, the upper end part and lower end part of the steering shaft 15 protrude from the upper end and lower end of the cylindrical part 13b, respectively.

  An upper end portion of the steering shaft 15 is attached to an upper portion of the outboard motor main body 2 via a steering bracket 16. The lower end portion of the steering shaft 15 is attached to the lower portion of the upper case 10 of the outboard motor main body 2 via the lower bracket 18. The outboard motor main body 2 is rotated left and right around the central axis of the steering shaft 15 by operating the steering bracket 16 left and right. Thereby, the ship 100 is steered.

  As described above, the outboard motor main body 2 is connected to the attachment mechanism 3 at two locations, the upper portion and the lower portion. More specifically, as shown in FIG. 2, the upper portion of the outboard motor main body 2 is supported by the steering bracket 16 at two positions sandwiching the center of the outboard motor main body 2 in the left-right direction Y1. Further, as shown in FIG. 3 which is an exploded perspective view of the lower portion of the outboard motor 1, the lower portion of the upper case 10 of the outboard motor main body 2 has two places sandwiching the center of the outboard motor main body 2 in the left-right direction Y1. Are supported by the lower bracket 18.

Referring to FIG. 1, the outboard motor 1 has two mount structures (an upper mount structure and a lower mount structure) for mounting the outboard motor main body 2 on the attachment mechanism 3.
The steering bracket 16 and the lower bracket 18 are configured to be attached to the stern 102 of the hull 101 via the swivel bracket 13 and the clamp bracket 12.

4 is a cross-sectional view of a main part taken along line IV-IV in FIG. Next, the lower mount structure of the outboard motor 1 will be described. The lower mount structure has the same configuration on the left side of the center of the outboard motor main body 2 and the right side of the center of the outboard motor main body 2. Therefore, in the following, the structure on the left side of the center of the outboard motor main body 2 in the lower mount structure will be described.
The lower bracket 18 is an example of the “bracket” of the present invention. The lower bracket 18 includes a first seat surface 31. The first seat surface 31 is a substantially vertical flat surface disposed at the rear end of the lower bracket 18. The first seat surface 31 is arranged so as to face the rear of the hull (backward).

  An insertion hole 18 a is formed in the lower bracket 18. The insertion hole 18 a passes through the lower bracket 18 in the front-rear direction X 1 and is open to the first seat surface 31. The outboard motor 1 includes a bolt 21. The shaft of the bolt 21 (bolt shaft 21a) is inserted through the insertion hole 18a of the lower bracket 18. The bolt shaft 21a is an example of the “shaft member” of the present invention.

  The front end of the bolt shaft 21 a protrudes forward of the lower bracket 18. A male screw portion 21b is formed at the front end of the bolt shaft 21a. A washer 22 and a nut 23 are attached to the male screw portion 21b. The bolt shaft 21 a protrudes rearward from the first seat surface 31. The outboard motor 1 includes a restriction member 24. The restricting member 24 is attached to the rear end of the bolt shaft 21a.

  The restricting member 24 is formed using a disc having an insertion hole 24a at the center, such as a metal washer. The restricting member 24 is inserted into and supported by the bolt shaft 21a. Further, the restricting member 24 is received by a head 21c formed at the rear end of the bolt 21, and the rearward movement is restricted. The restricting member 24 includes a third seat surface 33. The third seat surface 33 is disposed in front of the regulating member 24 and faces the front of the hull 101. The third seat surface 33 is a substantially vertical flat surface.

The outboard motor 1 includes a holding unit 25 fixed to the outboard motor main body 2, a mount 26 held by the holding unit 25 and the bolt shaft 21a, a front stopper 27 and a rear stopper 28 supported by the bolt shaft 21a. including.
The upper case 10 of the outboard motor main body 2 is supported by the lower bracket 18 via the holding unit 25, the mount 26, and the bolt shaft 21a. Further, the holding unit 25 (the upper case 10 of the outboard motor main body 2) is configured such that the displacement with respect to the lower bracket 18 is regulated by the front stopper 27 and the rear stopper 28.

When the holding unit 25 comes into contact with the front stopper 27, the forward displacement of the upper case 10 (a portion around the holding unit 25) of the outboard motor main body 2 is restricted. Further, when the holding unit 25 comes into contact with the rear stopper 28, the rearward displacement of the outboard motor body 2 is restricted.
As shown in FIG. 3, the holding unit 25 includes a main body 29 integrated with the upper case 10 of the outboard motor main body 2, and a cover 30 configured to be detachable from the main body 29. The main body 29 is disposed at the lower part of the left side surface of the upper case 10.

  The cover 30 is disposed on the left side of the main body portion 29. The cover 30 is formed in a substantially rectangular shape that is long in the front-rear direction X1 and short in the up-down direction Z1 in the left side view. The cover 30 is fixed to the main body 29 using mounting bolts 39 and 40. The mounting bolts 39 and 40 are inserted through an insertion hole 30 a formed at the center of the upper end of the cover 30 and an insertion hole 30 b formed at the center of the lower end of the cover 30, respectively. As shown in FIG. 4, the cover 30 and the main body portion 29 form an annular second seat surface 32 and a fourth seat surface 34 in cooperation with each other by attaching the cover 30 to the main body portion 29. Yes.

The second seat surface 32 is disposed at the front end of the holding unit 25 and faces forward, and faces the first seat surface 31 in the front-rear direction X1. The second seat surface 32 is formed in an annular shape surrounding the bolt shaft 21a.
The fourth seat surface 34 is disposed at the rear end of the holding unit 25 and faces rearward, and faces the third seat surface 33 of the restricting member 24 in the front-rear direction X1. The fourth seat surface 34 is formed in an annular shape surrounding the bolt shaft 21a.

  The cover 30 and the main body 29 cooperate to form an accommodation space 41 inside. The accommodation space 41 accommodates the mount 26, the front stopper 27, and the rear stopper 28. The inner peripheral surface 25a of the holding unit 25 is formed in a cylindrical shape, and forms the accommodation space 41 described above. The inner peripheral surface 25 a of the holding unit 25 includes a holding groove 42, a fifth seat surface 35, and a seventh seat surface 37.

The holding groove 42 is a groove that holds the mount 26. A bottom surface 42a of the holding groove 42 is formed in a cylindrical shape.
The fifth seat surface 35 is configured to be able to contact the front stopper 27. The fifth seat surface 35 is disposed between the holding groove 42 and the second seat surface 32 and is formed in a cylindrical shape to form a cylindrical seat surface. The diameter of the fifth seat surface 35 is smaller than the diameter of the bottom surface 42 a of the holding groove 42.

The seventh seat surface 37 is configured to be able to contact the rear stopper 28. The seventh seat surface 37 is disposed between the holding groove 42 and the fourth seat surface 34 and is formed in a cylindrical shape to form a cylindrical seat surface. The diameter of the seventh seat surface 37 is smaller than the diameter of the bottom surface 42 a of the holding groove 42.
The mount 26 includes a first inner cylinder 43, a first outer cylinder 44, and a first elastic member 45. The first inner cylinder 43 is formed using metal or the like.

The first inner cylinder 43 is slidably inserted into the bolt shaft 21a. The first inner cylinder 43 has an overall length longer than the holding groove 42 and protrudes from the holding groove 42 in the front-rear direction X1.
The first outer cylinder 44 is formed into a cylinder using metal or the like. The first outer cylinder 44 is held in the holding groove 42. Specifically, the outer peripheral surface of the first outer cylinder 44 is received by the bottom surface 42 a of the holding groove 42 over the entire periphery. Further, the first outer cylinder 44 is sandwiched between the front side surface 42 b and the rear end side surface 42 c of the holding groove 42. Thereby, the first outer cylinder 44 is fixed to the holding groove 42, and the back and forth movement with respect to the holding groove 42 is restricted. The first outer cylinder 44 surrounds the first inner cylinder 43.

  The first elastic member 45 is formed in a cylindrical shape using an elastic member such as rubber. The first elastic member 45 is disposed between the first inner cylinder 43 and the first outer cylinder 44. The first elastic member 45 is coupled to the first inner cylinder 43 and the first outer cylinder 44 by vulcanization adhesion or the like. Thus, the holding unit 25 is supported by the lower bracket 18 via the mount 26 and the bolt shaft 21a. The displacement of the upper case 10 with respect to the lower bracket 18 is made possible by the first elastic member 45 being elastically deformed.

  FIG. 5 is an enlarged cross-sectional view around the front stopper 27 of FIG. The front stopper 27 is configured to restrict the upper case 10 of the outboard motor main body 2 from being displaced forward by a predetermined amount toward the lower bracket 18. The front stopper 27 is disposed between the first seat surface 31 of the lower bracket 18 and the mount 26. The front stopper 27 includes a second inner cylinder 46, a second outer cylinder 47, a first flange 48, a second elastic member 49, and a third elastic member 50.

The second inner cylinder 46 is formed into a cylinder using metal or the like, and has substantially the same outer diameter as the first inner cylinder 43. The second inner cylinder 46 is slidably inserted into the bolt shaft 21a. The second inner cylinder 46 is sandwiched between the lower bracket 18 and the first inner cylinder 43 in the front-rear direction.
The second outer cylinder 47 is formed into a cylinder using metal or the like, and surrounds the second inner cylinder 46. The rear part of the second outer cylinder 47 is accommodated in the holding unit 25, and the front part of the second inner cylinder 47 protrudes forward of the holding unit 25. The outer peripheral surface of the second outer cylinder 47 includes a sixth seat surface 36. The sixth seat surface 36 is surrounded by the fifth seat surface 35 of the holding unit 25 over the entire circumference. The sixth seat surface 36 and the fifth seat surface 35 face each other with a gap 51 therebetween. The gap 51 has a predetermined length L11 in the radial direction of the fifth seat surface 35.

  The first flange 48 is integrated with the second outer cylinder 47. The first flange 48 is an annular plate that extends outward from the front end edge 47 a of the second outer cylinder 47. The first flange 48 is disposed between the first seat surface 31 and the second seat surface 32. The rear surface 48a of the first flange 48 and the second seat surface 32 are arranged in the front-rear direction X1 with a first gap 52 therebetween. The first gap 52 has a predetermined length L1 along the front-rear direction X1.

  The second elastic member 49 and the third elastic member 50 are integrated by being formed of a single material. The second elastic member 49 and the third elastic member 50 surround the second inner cylinder 46 and the bolt shaft 21a. The second elastic member 49 is formed in a cylindrical shape that is long in the front-rear direction X1 using an elastic member such as rubber. The second elastic member 49 is disposed between the second inner cylinder 46 and the second outer cylinder 47. The second elastic member 49 is coupled to the second inner cylinder 46 and the second outer cylinder 47 by vulcanization adhesion or the like.

The rear end portion 49 a of the second elastic member 49 has a gap 53 between the rear end edge 46 a of the second inner cylinder 46 in the axial direction of the second inner cylinder 46. The gap 53 is also a gap between the rear end portion 49 a and the rear end edge 47 b of the second outer cylinder 47 in the axial direction of the second inner cylinder 46.
The thickness T2 of the second elastic member 49 is thinner than the thickness T1 of the first elastic member 45. Further, since the spring constant K2 of the second elastic member 49 is larger than the spring constant K1 of the first elastic member 45 (K2> K1), the second elastic member 49 is harder than the first elastic member 45.

  The third elastic member 50 is disposed in front of the second elastic member 49. The third elastic member 50 is formed in a cylindrical shape. The length of the third elastic member 50 in the front-rear direction X1 is shorter than the length of the second elastic member 49 in the front-rear direction X1. The third elastic member 50 is disposed between the front surface of the first flange 48 and the first seat surface 31. The third elastic member 50 is coupled to the front surface of the first flange 48 by vulcanization adhesion or the like. Nearly the entire front surface of the third elastic member 50 is in contact with the first seat surface 31.

The outer peripheral edge 50 a of the third elastic member 50 has a gap 54 between the outer peripheral edge 48 b of the first flange 48 in the radial direction of the first flange 48. The gap 54 is also a gap formed between the outer peripheral edge 50 a of the third elastic member 50 and the outer peripheral edge 31 a of the first seat surface 31 in the radial direction of the first flange 48.
A gap 55 is formed between the third elastic member 50 and the second inner cylinder 46. The gap 55 is formed by a circumferential recess 50 b on the inner peripheral edge of the front portion of the third elastic member 50. The gap 55 is located between the inner peripheral edge of the front portion of the third elastic member 50 and the outer peripheral surface of the second inner cylinder 46.

The spring constant K3 of the third elastic member 50 is equal to the spring constant K2 of the second elastic member 49. Therefore, the spring constant K3 of the third elastic member 50 is higher than the spring constant K1 of the first elastic member 45 (K3> K1).
Referring to FIG. 4, the rear stopper 28 is configured to restrict the upper case 10 of the outboard motor main body 2 from being displaced rearward by a predetermined amount or more so as to move away from the lower bracket 18. The rear stopper 28 is disposed between the third seat surface 33 of the restricting member 24 and the mount 26. The rear stopper 28 is formed in a shape symmetrical with the front stopper 27 in the front-rear direction. Thereby, since the same components can be used as the front stopper 27 and the rear stopper 28, the manufacturing cost of the outboard motor 1 can be reduced.

The rear stopper 28 is disposed behind the mount 26 and in front of the restricting member 24, and is inserted into the bolt shaft 21a. The rear stopper 28 includes a third inner cylinder 57, a third outer cylinder 58, a second flange 59, a fourth elastic member 60, and a fifth elastic member 61.
The third inner cylinder 57 is formed into a cylinder using metal or the like, and has substantially the same outer diameter as the first inner cylinder 43. The third inner cylinder 57 is slidably inserted into the bolt shaft 21a. The third inner cylinder 57 is sandwiched between the restriction member 24 and the first inner cylinder 43 in the front-rear direction. By connecting the bolt 21 and the nut 23, the regulating member 24, the third inner cylinder 57 of the rear stopper 28, the first inner cylinder 43 of the mount 26, the second inner cylinder 46 of the front stopper 27, and the lower bracket 18 are fastened together. ing.

  FIG. 6 is an enlarged cross-sectional view around the rear stopper 28 of FIG. The third outer cylinder 58 is formed into a cylinder using metal or the like, and surrounds the third inner cylinder 57. The front part of the third outer cylinder 58 is accommodated in the holding unit 25, and the rear part of the third outer cylinder 58 protrudes rearward of the holding unit 25. The outer peripheral surface of the third outer cylinder 58 includes an eighth seat surface 38. The eighth seat surface 38 is surrounded by the seventh seat surface 37 of the holding unit 25 over the entire circumference. The eighth seat surface 38 and the seventh seat surface 37 face each other with a gap 62 therebetween. The gap 62 has a predetermined length L11 in the radial direction of the seventh seat surface 37. That is, the length L11 of the gap 62 is the same as the length L11 (see FIG. 5) of the gap 51 between the fifth seat surface 35 of the holding unit 25 and the sixth seat surface 36 of the front stopper 27.

  As shown in FIG. 6, the second flange 59 is integrated with the third outer cylinder 58. The second flange 59 is an annular plate that extends outward from the rear end edge 58 a of the third outer cylinder 58. The second flange 59 is disposed between the third seat surface 33 and the fourth seat surface 34. The front surface 59a of the second flange 59 and the fourth seat surface 34 are arranged in the front-rear direction X1 with a second gap 63 therebetween. The second gap 63 has a predetermined length L2 along the front-rear direction X1. The length L2 of the second gap 63 is shorter than the length L1 (see FIG. 5) of the first gap 52 between the first flange 48 of the front stopper 27 and the second seat surface 32 (L2 <L1).

  As shown in FIG. 6, the fourth elastic member 60 and the fifth elastic member 61 are integrated by being formed of a single material. The fourth elastic member 60 and the fifth elastic member 61 surround the third inner cylinder 57 and the bolt shaft 21a. The fourth elastic member 60 is formed in a cylindrical shape that is long in the front-rear direction X1 using an elastic member such as rubber. The fourth elastic member 60 is disposed between the third inner cylinder 57 and the third outer cylinder 58. The fourth elastic member 60 is coupled to the third inner cylinder 57 and the third outer cylinder 58 by vulcanization adhesion or the like.

The front end portion 60 a of the fourth elastic member 60 has a gap 64 between the front end edge 57 a of the third inner cylinder 57 in the axial direction of the third inner cylinder 57. The gap 64 is also a gap between the front end portion 60 a of the fourth elastic member 60 and the front end edge 58 a of the third outer cylinder 58 in the axial direction of the third inner cylinder 57.
The thickness T4 of the fourth elastic member 60 is thinner than the thickness T1 of the first elastic member 45. Further, since the spring constant K4 of the fourth elastic member 60 is larger than the spring constant K1 of the first elastic member 45 (K4> K1), the fourth elastic member 60 is harder than the first elastic member 45.

  The fifth elastic member 61 is disposed behind the fourth elastic member 60. The fifth elastic member 61 is formed in a cylindrical shape. The length of the fifth elastic member 61 in the front-rear direction X1 is shorter than the length of the fourth elastic member 60 in the front-rear direction X1. The fifth elastic member 61 is disposed between the rear surface of the second flange 59 and the third seat surface 33. The fifth elastic member 61 is coupled to the rear surface of the second flange 59 by vulcanization adhesion or the like. Substantially all of the rear surface of the fifth elastic member 61 is in contact with the third seat surface 33.

The outer peripheral edge 61 a of the fifth elastic member 61 has a gap 65 between the outer peripheral edge 59 b of the second flange 59 in the radial direction of the second flange 59. The gap 65 is also a gap formed between the outer peripheral edge 61 a of the fifth elastic member 61 and the outer peripheral edge 33 a of the third seat surface 33 in the radial direction of the second flange 59.
A gap 66 is formed between the fifth elastic member 61 and the third inner cylinder 57. The gap 66 is formed by a circumferential recess 61 b at the inner peripheral edge of the rear portion of the fifth elastic member 61. The gap 66 is located between the inner peripheral edge of the rear portion of the fifth elastic member 61 and the outer peripheral surface of the third inner cylinder 57.

  The spring constant K5 of the fifth elastic member 61 is equal to the spring constant K4 of the fourth elastic member 60. Therefore, the spring constant K5 of the fifth elastic member 61 is higher than the spring constant K1 of the first elastic member 45 (K5> K1). With the above configuration, the spring constants K2, K3, K4, and K5 of the second to fifth elastic members 49, 50, 60, and 61 are larger than the spring constant K1 of the first elastic member 45 of the mount 26.

The above is the schematic configuration of the outboard motor 1. Next, the operation of the outboard motor 1 will be described.
As shown in FIG. 4, when the outboard motor 1 is not generating propulsive force, the holding unit 25 is supported by the lower bracket 18 via the mount 26 and the bolt 21. At this time, the front stopper 27 and the rear stopper 28 are not in contact with the holding unit 25. Therefore, vibration of the outboard motor main body 2 such as engine vibration is absorbed by the first elastic member 45 of the mount 26 and is prevented from being transmitted to the lower bracket 18.

  Referring to FIG. 1, when the outboard motor 1 moves the ship 100 forward, the outboard motor 1 rotates the propeller 7 in one direction. Thereby, the outboard motor 1 generates a propulsive force that moves the ship 100 forward. At this time, the outboard motor main body 2 receives a forward force F1 in a portion around the upper case 10 and the lower case 11, and receives a rearward force F2 in the upper portion around the engine cover 9. At this time, as shown in FIG. 7, the holding unit 25 of the outboard motor main body 2 is displaced forward toward the lower bracket 18. When the ship 100 is moving forward with a high load (high speed), the forward force F1 is large. Then, the amount of forward displacement of the holding unit 25 becomes equal to or longer than the length L1 (see FIG. 5) of the first gap 52 when the outboard motor 1 does not generate a propulsive force.

  As a result, as shown in FIG. 7, the second seating surface 32 of the holding unit 25 contacts the rear surface 48 a of the first flange 48. At this time, the impact of the contact between the second seat surface 32 of the holding unit 25 and the first flange 48 is alleviated by the elastic deformation of the third elastic member 50. The holding unit 25 has its second seat surface 32 received by the rear surface 48 a of the first flange 48, so that the forward displacement is restricted. At this time, the holding unit 25 is supported by the lower bracket 18 with high rigidity via the first flange 48 and the third elastic member 50. Therefore, excellent maneuverability can be ensured when traveling forward.

  Referring to FIG. 1, when the outboard motor 1 moves the boat 100 backward, the outboard motor 1 rotates the propeller 7 in the other direction opposite to the one direction. As a result, the outboard motor 1 generates a propulsive force that moves the ship 100 backward. At this time, the outboard motor main body 2 receives a backward force F3 in the vicinity of the upper case 10 and the lower case 11, and receives a forward force F4 in the upper portion around the engine cover 9. At this time, as shown in FIG. 8, the holding unit 25 of the outboard motor main body 2 is displaced rearward toward the regulating member 24. When the ship 100 is moving backward with a high load (high speed), the backward force F3 increases. Then, the rearward displacement amount of the holding unit 25 is equal to or longer than the length L2 (see FIG. 6) of the second gap 63 when the outboard motor 1 does not generate a propulsive force.

  As a result, as shown in FIG. 8, the fourth seat surface 34 of the holding unit 25 contacts the front surface 59 a of the second flange 59. At this time, the impact of the contact between the fourth seat surface 34 of the holding unit 25 and the second flange 59 is alleviated by the elastic deformation of the fifth elastic member 61. The holding unit 25 has its fourth seat surface 34 received by the front surface 59 a of the second flange 59, so that rearward displacement is restricted. At this time, the holding unit 25 is supported by the restriction member 24 with high rigidity via the second flange 59 and the fifth elastic member 61. Therefore, excellent maneuverability can be ensured during reverse travel.

  Further, as shown in FIG. 9, the upper case 10 of the outboard motor main body 2 may be displaced in the radial direction (vertical direction Z1, horizontal direction Y1) of the bolt shaft 21a with respect to the lower bracket 18. In this case, the holding unit 25 is longer than the length L11 (see FIGS. 5 and 6) of the gap 51 (gap 62) when the outboard motor 1 does not generate propulsive force in the radial direction of the bolt shaft 21a. May be displaced over a distance. At this time, as shown in FIG. 9, the fifth seat surface 35 and the seventh seat surface 37 of the holding unit 25 are in contact with the sixth seat surface 36 of the front stopper 27 and the eighth seat surface 38 of the rear stopper 28, respectively. (FIG. 9 shows a state in which the outboard motor main body 2 is displaced to the left). At this time, the impact of the contact between the fifth seat surface 35 and the sixth seat surface 36 is alleviated by the elastic deformation of the second elastic member 49. Further, the impact of the contact between the seventh seat surface 37 and the eighth seat surface 38 is mitigated by the elastic deformation of the fourth elastic member 60. At this time, the holding unit 25 is supported by the lower bracket 18 with high rigidity via the front stopper 27, the rear stopper 28 and the bolt 21. Therefore, excellent maneuverability can be ensured.

  Further, as shown in FIG. 10, which is a schematic cross-sectional view of the periphery of the holding unit 25 from above, a yaw moment about a substantially vertical axis may act on the outboard motor body 2. For example, a clockwise yaw moment M1 may act on the upper case 10 in plan view. In this case, the upper case 10 of the outboard motor main body 2 is displaced clockwise in plan view while elastically deforming the first elastic member 45. When the amount of clockwise rotational displacement of the upper case 10 exceeds a predetermined value, the fifth seat surface 35 of the holding unit 25 contacts the sixth seat surface 36 of the front stopper 27. The impact of the contact between the fifth seat surface 35 and the sixth seat surface 36 is alleviated by the elastic deformation of the second elastic member 49. At this time, the seventh seat surface 37 of the holding unit 25 contacts the eighth seat surface 38 of the rear stopper 28. The impact of the contact between the seventh seat surface 37 and the eighth seat surface 38 is alleviated by the elastic deformation of the fourth elastic member 60.

  When the fifth seat surface 35 and the seventh seat surface 37 of the holding unit 25 are received by the sixth seat surface 36 and the eighth seat surface 38, respectively, the holding unit 25 rotates clockwise in plan view. Be regulated. At this time, the holding unit 25 is supported by the lower bracket 18 with high rigidity via the front stopper 27, the rear stopper 28 and the bolt shaft 21. Therefore, excellent maneuverability can be ensured.

  Similarly, as shown in FIG. 11, a counterclockwise yaw moment M2 may act on the outboard motor main body 2 in a plan view. In this case, the upper case 10 of the outboard motor body 2 is displaced counterclockwise in plan view while elastically deforming the first elastic member 45. When the amount of counterclockwise rotational displacement of the upper case 10 exceeds a predetermined value, the fifth seat surface 35 of the holding unit 25 contacts the sixth seat surface 36 of the front stopper 27. The impact of the contact between the fifth seat surface 35 and the sixth seat surface 36 is alleviated by the elastic deformation of the second elastic member 49. At this time, the seventh seat surface 37 of the holding unit 25 contacts the eighth seat surface 38 of the rear stopper 28. The impact of the contact between the seventh seat surface 37 and the eighth seat surface 38 is alleviated by the elastic deformation of the fourth elastic member 60.

  When the fifth seat surface 35 and the seventh seat surface 37 of the holding unit 25 are received by the sixth seat surface 36 and the eighth seat surface 38, respectively, the holding unit 25 rotates counterclockwise in plan view. Displacement is restricted. At this time, the holding unit 25 is supported by the lower bracket 18 with high rigidity via the front stopper 27, the rear stopper 28 and the bolt 21. Therefore, excellent maneuverability can be ensured.

  As described above, according to this embodiment, when the propeller 7 is rotating in a direction in which a propulsive force for advancing the ship 100 is generated, the outboard motor main body 2 is pushed forward by the propulsive force. Accordingly, the holding unit 25 and the upper case 10 are displaced forward toward the lower bracket 18. In particular, when the propeller 7 is rotating at a high speed (at the time of high load advance) in order to advance the ship 100 at a high speed, the holding unit 25 and the upper case 10 are at a distance greater than or equal to the first gap 52 toward the lower bracket 18. Displace forward.

  As a result, the second seat surface 32 of the holding unit 25 contacts the rear surface 48 a of the first flange 48. The first flange 48 is received by the first seat surface 31 of the lower bracket 18 via the third elastic member 50, thereby restricting the forward displacement of the holding unit 25. Since the first flange 48 is formed outward from the second outer cylinder 47 of the front stopper 27, the area facing the first seat surface 31 and the third elastic member 50 is wide. Therefore, the first seat surface 31 of the lower bracket 18 can receive the forward driving force transmitted from the holding unit 25 with a wide contact area with the third elastic member 50. As a result, the lower bracket 18 can receive the forward propulsive force transmitted from the outboard motor main body 2 in a stable state during a high load forward movement, so that excellent maneuverability can be ensured.

  Further, the force F <b> 1 acting on the outboard motor main body 2 at the time of high load forward is transmitted from the second seat surface 32 of the holding unit 25 to the first flange 48, and the first bracket of the lower bracket 18 through the third elastic member 50. It is received by the seat surface 31. Therefore, the first elastic member 45 does not need to receive a large force, and therefore the first elastic member 45 can be made of a soft material. For this reason, the vibration of the engine 4 can be effectively damped by the first elastic member 45. Therefore, it is possible to suppress the engine vibration that is felt by the operator and other passengers. As described above, the outboard motor 1 that achieves both the vibration suppression effect and the maneuverability can be realized.

  The spring constants K2 and K3 of the elastic members 49 and 50 of the front stopper 27 are larger than the spring constant K1 of the first elastic member 45 of the mount 26, respectively. Thereby, when the front stopper 27 restricts the displacement of the holding unit 25, the rigidity with which the front stopper 27 supports the holding unit 25 can be further increased. Thereby, the outstanding maneuverability at the time of high load driving | operation is realizable.

  Further, the second seating surface 32 of the holding unit 25 is formed in an annular shape. Therefore, the second seat surface 32 can come into contact with the first flange 48 over the entire area in the circumferential direction of the first flange 48 at the time of high load advance. For this reason, the 1st flange 48 of the front stopper 27 can receive the 2nd seat surface 32 of the holding | maintenance unit 25 stably at the time of high load advance. Therefore, excellent maneuverability can be ensured. Further, by removing the cover 30 from the main body 29 of the holding unit 25, the holding groove 42 of the main body 29 can be exposed. The mount 26 can be fitted into the holding groove 42 with the holding groove 42 of the main body 29 exposed. Furthermore, the cover 30 can be attached to the main body 29 to which the mount 26 is fitted. Therefore, the work of attaching the mount 26 to the holding unit can be facilitated.

Further, the second elastic member 49 and the third elastic member 50 are integrally formed. Thereby, the 2nd elastic member 49 and the 3rd elastic member 50 can absorb the impact when the holding unit 25 contacts the front stopper 27 in cooperation.
Further, the third elastic member 50 of the front stopper 27 has a gap 54 between the outer peripheral edge 48 b of the first flange 48 in the radial direction of the first flange 48. In other words, the outer peripheral edge 48 b of the first flange 48 is located radially outward from the third elastic member 50. When the third elastic member 50 is compressed by being sandwiched between the first flange 48 and the lower bracket 18, the third elastic member 50 is elastically deformed so as to expand outward in the radial direction of the first flange 48. If the third elastic member 50 at this time reaches the outer peripheral edge 48 b of the first flange 48, the third elastic member 50 may be scraped against the outer peripheral edge 48 b of the first flange 48. Therefore, by configuring the first flange 48 so that the outer peripheral edge 48b protrudes radially outward from the third elastic member 50, it is possible to suppress the third elastic member 50 from being scraped by the first flange 48. . Moreover, the outer peripheral edge 48 b of the first flange 48 is positioned radially outward from the third elastic member 50 in the maximum deformed state of the third elastic member 50. Thereby, the contact with the 3rd elastic member 50 and the outer periphery 48b of the 1st flange 48 can be avoided reliably.

  The third elastic member 50 of the front stopper 27 is formed in a cylindrical shape surrounding the bolt shaft 21 a, and has a gap 55 between the second inner cylinder 46. As a result, when the third elastic member 50 is compressed by being sandwiched between the first flange 48 and the first seat surface 31 of the lower bracket 18, not only the radially outer side of the first flange 48 but also the inner side thereof. Also elastically deforms. That is, the third elastic member 50 is elastically deformed toward the second inner cylinder 46. At this time, the third elastic member 50 can enter the gap 55 between the second inner cylinder 46 and be elastically deformed. Thus, since the space required for the third elastic member 50 to elastically deform is secured, the third elastic member 50 can be reliably elastically deformed when it receives a compressive force. Thereby, when the holding | maintenance unit 25 receives compression force because the holding unit 25 contacts a 1st flange, the 3rd elastic member 50 can be elastically deformed reliably and can relieve | moderate the impact at the time of the said contact.

  The thickness T2 of the second elastic member 49 of the front stopper 27 is thinner than the thickness T1 of the first elastic member 45 of the mount 26. Thereby, the elastic deformation amount of the second elastic member 49 is smaller than the elastic deformation amount of the first elastic member 45. Thus, when the holding unit 25 is in contact with the front stopper 27, the front stopper 27 can regulate the displacement of the holding unit 25 (outboard motor main body 2) with higher rigidity. Therefore, excellent maneuverability can be ensured during forward high load. Moreover, since the 2nd elastic member 49 is thin, the arrangement space of the front stopper 27 can be decreased. For this reason, since a sufficient space for holding the front stopper 27 can be secured, a configuration for holding the front stopper 27 can be easily adopted.

  The fifth seating surface 35 of the holding unit 25 is formed in a cylindrical shape facing the sixth seating surface 36 of the second outer cylinder 47 of the front stopper 27 with a predetermined gap L11. When a large force in the up-down direction Z1 or the left-right direction Y1 acts on the outboard motor main body 2, the second outer cylinder 47 of the front stopper 27 is applied to the fifth seat surface 35 by elastic deformation of the first elastic member 45. Abut. Thereafter, the second elastic member 49 is elastically deformed. Therefore, a large force acting on the outboard motor main body 2 in the vertical direction Z1 or the horizontal direction Y1 is received by the first elastic member 45 and the second elastic member 49. Since the second elastic member 49 is thinner than the first elastic member 45 and its elastic deformation amount is smaller than that of the first elastic member 45, the second elastic member 49 reliably receives a large force in the vertical direction Z1 or the horizontal direction Y1. Can do. Therefore, since the force in the left-right direction Y1 acting when the outboard motor main body 2 is steered left and right can be received, excellent steering performance can be realized. Further, the impact in the vertical direction Z <b> 1 generated when the ship 100 sails between waves can be reliably received by the second elastic member 49.

  Further, since the third elastic member 50 of the front stopper 27 has a shape that greatly expands outward, the front and rear surface areas are increased. Thereby, the 3rd elastic member 50 can receive the thrust force of the holding | maintenance unit 25 with a large area at the time of high load advance. Therefore, since the load of each part of the 3rd elastic member 50 can be made small, durability of the 3rd elastic member 50 can be made high.

  Furthermore, the rear end portion 49 a of the second elastic member 49 has a gap 53 between the rear end edge 46 a of the second inner cylinder 46 in the axial direction of the second inner cylinder 46. Therefore, even when the second elastic member 49 is compressed by the contact between the fifth seating surface 35 of the holding unit 25 and the second outer cylinder 47, the second elastic member 49 remains behind the rear end edge 46 a of the second inner cylinder 46. Further, contact with the rear end edge 47a of the second outer cylinder 47 is suppressed. Thereby, it can suppress that the 2nd elastic member 49 is shaved.

  Further, when the propeller 7 is rotating in a direction in which a propulsive force for moving the ship 100 backward is generated, the outboard motor body 2 is pushed backward by the propulsive force. Accordingly, the holding unit 25 and the upper case 10 are displaced rearwardly away from the lower bracket 18. In particular, when propeller 7 is rotating at a high speed in order to move ship 100 backward at a high speed (during high load reverse travel), holding unit 25 and upper case 10 are not less than second gap 63 so as to move away from lower bracket 18. Displace backwards over distance.

  Thereby, the fourth seat surface 34 of the holding unit 25 comes into contact with the front surface 59 a of the second flange 59. The second flange 59 is received by the third seat surface 33 of the restricting member 24 via the fifth elastic member 61, thereby restricting rearward displacement of the holding unit 25. Since the second flange 59 is formed outward from the third outer cylinder 58, the area facing the third seat surface 33 and the fifth elastic member 61 is wide. Therefore, the third seating surface 33 of the restricting member 24 can receive the rearward propulsive force transmitted from the holding unit 25 with a wide contact area with the fifth elastic member 61. As a result, the control member 24 can receive the propulsive force transmitted rearward from the outboard motor body 2 in a stable state at the time of reverse driving at a high load, so that excellent maneuverability is ensured even at the time of reverse driving. it can.

  Further, the force F3 acting on the outboard motor main body 2 at the time of reverse traveling at a high load is transmitted from the fourth seat surface 34 of the holding unit 25 to the second flange 59, and the third force of the restricting member 24 via the fifth elastic member 61. It is received by the seating surface 33. Accordingly, the first elastic member 45 does not need to receive a large force and can be made of a soft material. For this reason, the vibration of the engine 4 can be effectively damped by the first elastic member 45. Therefore, it is possible to suppress the engine vibration that is felt by the operator and other passengers. As described above, for example, in the outboard motor 1 that can change forward and reverse by changing the rotation direction of the propeller 7, it is possible to achieve both vibration suppression effects and maneuverability.

  The spring constants K4 and K5 of the elastic members 60 and 61 of the rear stopper 28 are larger than the spring constant K1 of the first elastic member 45 of the mount 26, respectively. Thereby, when the rear stopper 28 regulates the displacement of the holding unit 25, the rigidity with which the rear stopper 28 supports the holding unit 25 can be further increased. Thereby, the outstanding maneuverability at the time of high load driving | operation is realizable.

  Further, when the outboard motor 1 does not generate a propulsive force, the first gap 52 is made wider than the second gap 63. Accordingly, during the forward operation of the outboard motor 1, the holding unit 25 is displaced forward by the distance of the first gap 52 before contacting the first flange 48. Further, during the reverse operation of the outboard motor 1, the holding unit 25 is displaced rearward by the distance of the second gap 63 before coming into contact with the second flange 59. Since the first gap 52 is wider than the second gap 63, the movable distance of the holding unit 25 (outboard motor body 2) is longer during forward operation than during reverse operation. Thereby, the vibration absorption effect of the 1st elastic member 45 at the time of forward drive can be made larger than the vibration absorption effect of the 1st elastic member 45 at the time of reverse drive. In general, in the outboard motor 1, the time during which the forward operation is performed is longer than the time during which the reverse operation is performed. Therefore, the vibration transmitted from the outboard motor 1 to the hull 101 can be reduced by increasing the vibration absorption effect of the first elastic member 45 during forward operation of the outboard motor 1.

  The fourth seat surface 34 of the holding unit 25 is formed in an annular shape. Accordingly, the fourth seat surface 34 can come into contact with the second flange 59 over the entire area in the circumferential direction of the second flange 59 during reverse travel at a high load. For this reason, the second flange 59 of the rear stopper 28 can stably receive the fourth seat surface 34 of the holding unit 25 during reverse travel with a high load. Therefore, excellent maneuverability can be ensured. Further, by removing the cover 30 from the main body 29 of the holding unit 25, the holding groove 42 of the main body 29 can be exposed. The mount 26 can be fitted into the holding groove 42 with the holding groove 42 of the main body 29 exposed. Furthermore, the cover 30 can be attached to the main body 29 to which the mount 26 is fitted. Therefore, the work of attaching the mount 26 to the holding unit 25 can be facilitated.

  Further, the fifth elastic member 61 of the rear stopper 28 has a gap 65 between the outer peripheral edge 59 b of the second flange 59 in the radial direction of the second flange 59. In other words, the outer peripheral edge 59 b of the second flange 59 is located radially outward from the fifth elastic member 61. When the fifth elastic member 61 is compressed by being sandwiched between the second flange 59 and the restriction member 24, the fifth elastic member 61 is elastically deformed so as to expand outward in the radial direction of the second flange 59. If the fifth elastic member 61 at this time reaches the outer peripheral edge 59b of the second flange 59, the fifth elastic member 61 may be scraped by being rubbed against the outer peripheral edge 59b of the second flange 59. Accordingly, by configuring the second flange 59 so that the outer peripheral edge 59b protrudes radially outward from the fifth elastic member 61, the fifth elastic member 61 can be suppressed from being scraped by the second flange 59. . Moreover, the outer peripheral edge 59 b of the second flange 59 is positioned radially outward from the fifth elastic member 61 in the maximum deformation state of the fifth elastic member 61. Thereby, the contact between the fifth elastic member 61 and the outer peripheral edge 59b of the second flange 59 can be reliably avoided.

  Further, the fifth elastic member 61 of the rear stopper 28 is formed in a cylindrical shape surrounding the bolt shaft 21 a and has a gap 66 between the third stopper 57 and the third inner cylinder 57. Thus, when the fifth elastic member 61 is compressed by being sandwiched between the second flange 59 and the third seating surface 33 of the restricting member 24, not only the radially outer side of the second flange 59 but also the inner side thereof. Also elastically deforms. That is, the fifth elastic member 61 is elastically deformed toward the third inner cylinder 57. At this time, the fifth elastic member 61 can enter the gap 66 between the fifth inner cylinder 57 and be elastically deformed. Thus, since the space required for the fifth elastic member 61 to be elastically deformed is secured, the fifth elastic member 61 can be reliably elastically deformed when receiving a compressive force. As a result, the fifth elastic member 61 is reliably elastically deformed when the holding unit 25 contacts the second flange 59 and receives a compressive force, and can reduce the impact during the contact.

Further, the fourth elastic member 60 and the fifth elastic member 61 are integrally formed. Thereby, the 4th elastic member 60 and the 5th elastic member 61 can absorb the impact when the holding unit 25 contacts the back stopper 28 in cooperation.
Further, the thickness T4 of the fourth elastic member 60 of the rear stopper 28 is thinner than the thickness T1 of the first elastic member 45 of the mount 26. Thereby, the elastic deformation amount of the fourth elastic member 60 is smaller than the elastic deformation amount of the first elastic member 45. Accordingly, when the holding unit 25 is in contact with the rear stopper 28, the rear stopper 28 can regulate the displacement of the holding unit 25 (outboard motor main body 2) with higher rigidity. Therefore, excellent maneuverability can be ensured when the vehicle is traveling with a high load. Further, since the fourth elastic member 60 is thin, the arrangement space of the rear stopper 28 can be reduced. For this reason, since a sufficient space for holding the rear stopper 28 can be secured, a configuration for holding the rear stopper 28 can be easily adopted.

  Further, the seventh seat surface 37 of the holding unit 25 is formed in a cylindrical shape facing the eighth seat surface 38 of the third outer cylinder 58 of the rear stopper 28 with a predetermined gap L11. When a large force in the up-down direction Z1 or the left-right direction Y1 acts on the outboard motor main body 2, the third outer cylinder 58 of the rear stopper 28 is applied to the seventh seat surface 37 by elastic deformation of the first elastic member 45. Abut. Thereafter, the fourth elastic member 60 is elastically deformed. Therefore, a large force acting on the outboard motor main body 2 in the vertical direction Z1 or the horizontal direction Y1 is received by the first elastic member 45 and the fourth elastic member 60. Since the fourth elastic member 60 is thinner than the first elastic member 45 and its elastic deformation amount is smaller than that of the first elastic member 45, the fourth elastic member 60 reliably receives a large force in the vertical direction Z1 or the horizontal direction Y1. Can do. Therefore, since the force in the left-right direction Y1 acting when the outboard motor main body 2 is steered left and right can be received, excellent steering performance can be realized. Further, the impact in the vertical direction Z <b> 1 generated when the ship 100 sails between waves can be reliably received by the fourth elastic member 60.

  Further, since the fifth elastic member 61 has a shape that greatly expands outward, the surface area of the front surface and the rear surface is increased. Thereby, the 5th elastic member 61 can receive the thrust force of the holding | maintenance unit 25 in a large area at the time of high load reverse drive. Therefore, since the load of each part of the 5th elastic member 61 can be made small, durability of the 5th elastic member 61 can be made high.

  Further, the front end portion 60 a of the fourth elastic member 60 of the rear stopper 28 has a gap 64 between the front end edge 57 a of the third inner cylinder 57 in the axial direction of the third inner cylinder 57. Therefore, even when the fourth elastic member 60 is compressed by the contact between the seventh seating surface 37 of the holding unit 25 and the third outer cylinder 58, the fourth elastic member 60 is connected to the front end edge 57 a of the third inner cylinder 57 and The contact with the front end edge 58a of the third outer cylinder 58 is suppressed. Thereby, it can suppress that the 4th elastic member 60 will be shaved.

  Further, the holding unit 25 may be displaced in the vertical direction Z1 or the left-right direction Y1 over a distance equal to or longer than the length L11 of the gap 51 (gap 62). In this case, the front stopper 27 and the rear stopper 28 are in contact with the fifth seat surface 35 and the seventh seat surface 37 of the holding unit 25, respectively. This contact shock is alleviated by the second elastic member 49 and the fourth elastic member 60. As described above, since the shock is absorbed by the cooperation of the two elastic members (the second elastic member 49 and the fourth elastic member 60), the springs of the second elastic member 49 and the fourth elastic member 60 are used. The constants K2 and K4 can be reduced. Therefore, the impact absorption effect (anti-vibration effect) when the holding unit 25 comes into contact with the front stopper 27 and the rear stopper 28 can be further increased. Moreover, the displacement of the holding unit 25 is reliably regulated by the front stopper 27 and the rear stopper 28 even if the displacement amount in the vertical direction Z1 or the horizontal direction Y1 is increased. Therefore, since the first elastic member 45 of the mount 26 can be softened, the vibration absorption effect of the mount 26 can be further enhanced.

  In addition, since the cylindrical surfaces of the fifth seat surface 35 of the holding unit 25 and the sixth seat surface 36 of the front stopper 27 contact each other along the radial direction, the front stopper 27 stabilizes the holding unit 25. Can be supported. Similarly, when the cylindrical surfaces of the seventh seat surface 37 of the holding unit 25 and the eighth seat surface 38 of the rear stopper 28 contact each other along the radial direction, the rear stopper 28 stabilizes the holding unit 25. Can be supported. Therefore, excellent maneuverability can be ensured.

  Further, when the ship 100 jumps and then the ship 100 lands, the upper case 10 of the outboard motor main body 2 may receive a large impact force toward the front. At this time, the holding unit 25 is received by the lower bracket 18 via the first flange 48 and the third elastic member 50 of the front stopper 27. Since the third elastic member 50 has a large area when viewed in the front-rear direction X1, durability against this impact is high.

  Further, when the ship 100 jumps and then the ship 100 lands, the upper case 10 of the outboard motor main body 2 may receive a large impact force toward the rear. At this time, the holding unit 25 is received by the regulating member 24 via the second flange 59 and the fifth elastic member 61 of the rear stopper 28. Since the fifth elastic member 61 has a large area when viewed in the front-rear direction X1, durability against this impact is high.

  Further, when the ship 100 jumps and then the ship 100 lands, the upper case 10 of the outboard motor main body 2 may receive a large impact force in the vertical direction Z1 or the horizontal direction Y1. At this time, the holding unit 25 is received by the front stopper 27 and the rear stopper 28, respectively. At this time, the front stopper 27 and the rear stopper 28 cooperate to receive the impact force from the holding unit 25, so that the durability of the second elastic member 49 and the fourth elastic member 60 can be increased.

Although the embodiments of the present invention have been described above, the present invention is not limited to the contents of the above-described embodiments, and various modifications can be made within the scope of the claims.
For example, in the above-described embodiment, the holding groove 42 and the first outer cylinder 44 of the mount 26 are formed in a cylindrical shape, but are not limited thereto. The holding groove 42 and the first outer cylinder 44 of the mount 26 may be polygonal when viewed in the front-rear direction X1.

Moreover, in the above-mentioned embodiment, although the 1st seat surface 31, the 2nd seat surface 32, the 3rd seat surface 33, and the 4th seat surface 34 are formed in cyclic | annular form, it is not restricted to this. The 1st seat surface 31 and the 2nd seat surface 32 should just be a shape which can mutually contact. Similarly, the 3rd seat surface 33 and the 4th seat surface 34 should just be a shape which can mutually contact.
Furthermore, in the above-described embodiment, the fifth seat surface 35, the sixth seat surface 36, the seventh seat surface 37, and the eighth seat surface 38 are formed in a cylindrical shape, but are not limited thereto. The fifth seat surface 35 and the sixth seat surface 36 may have polygonal shapes similar to each other when viewed in the front-rear direction X1. Similarly, the seventh seat surface 37 and the eighth seat surface 38 may have polygonal shapes similar to each other when viewed in the front-rear direction X1.

  Furthermore, in the above-described embodiment, the third elastic member 50 of the front stopper 27 has the gap 54 between the outer peripheral edge 48b of the first flange 48 in the radial direction of the first flange 48. Not limited to. The gap 54 may not be present. Further, in the above-described embodiment, the fifth elastic member 61 of the rear stopper 28 has the gap 65 between the outer peripheral edge 59b of the second flange 59 in the radial direction of the second flange 59. Not limited to. The gap 65 may not be present.

In the above-described embodiment, the third elastic member 50 of the front stopper 27 has the gap 55 between the second inner cylinder 46, but this is not restrictive. The gap 55 may not be present. Further, in the above-described embodiment, the fifth elastic member 61 of the rear stopper 28 has the gap 66 between the third inner cylinder 57, but this is not limitative. The gap 66 may not be present.
Furthermore, in the above-mentioned embodiment, although the 2nd elastic member 49 and the 3rd elastic member 50 of the front stopper 27 are integrated, it is not restricted to this. The second elastic member 49 and the third elastic member 50 may be formed separately. In the above-described embodiment, the fourth elastic member 60 and the fifth elastic member 61 of the rear stopper 28 are integrated, but the present invention is not limited to this. The fourth elastic member 60 and the fifth elastic member 61 may be formed separately.

  In the above-described embodiment, the thickness T2 of the second elastic member 49 of the front stopper 27 is thinner than the thickness T1 of the first elastic member 45 of the mount 26, but is not limited thereto. The thickness T2 of the second elastic member 49 of the front stopper 27 may be the same as or thicker than the thickness T1 of the first elastic member 45 of the mount 26. In the above-described embodiment, the thickness T4 of the fourth elastic member 60 of the rear stopper 28 is thinner than the thickness T1 of the first elastic member 45 of the mount 26, but is not limited thereto. The thickness T4 of the fourth elastic member 60 of the rear stopper 28 may be the same as or thicker than the thickness T1 of the first elastic member 45 of the mount 26.

Furthermore, in the above-described embodiment, the restriction member 24 is a member different from the bolt 21, but is not limited thereto. The restricting member 24 may be integrally formed with the bolt 21.
In the above-described embodiment, when the outboard motor 1 does not generate a propulsive force, the first gap 52 is wider than the second gap 63, but the present invention is not limited to this. When the outboard motor 1 does not generate a propulsive force, the first gap 52 may be the same as the second gap 63 or may be narrower than the second gap 63.

  Further, in the above-described embodiment, the spring constants K2, K3, K4, K5 of the elastic members 49, 50, 60, 61 of the stoppers 27, 28 are larger than the spring constant K1 of the first elastic member 45 of the mount 26. Large but not limited to this. The spring constants K2 and K3 of the second elastic member 49 and the third elastic member 50 of the front stopper 27 may be the same as or smaller than the spring constant K1 of the first elastic member 45 of the mount 26, respectively. Similarly, the spring constants K4 and K5 of the fourth elastic member 60 and the fifth elastic member 61 of the rear stopper 28 are respectively the same as or smaller than the spring constant K1 of the first elastic member 45 of the mount 26. Also good.

  In addition, various design changes can be made within the scope of the matters described in the claims of utility model registration.

DESCRIPTION OF SYMBOLS 1 Outboard motor 2 Outboard motor main body 4 Engine 7 Propeller 10 Upper case (Case of outboard motor main body)
18 Lower bracket (bracket)
21a Bolt shaft (shaft member)
24 restricting member 25 holding unit 26 mount 27 front stopper 28 rear stopper 29 main body 30 cover 31 first seat surface 32 second seat surface 33 third seat surface 34 fourth seat surface 42 retaining groove 43 first inner cylinder 44 first Outer cylinder 45 First elastic member 46 Second inner cylinder 47 Second outer cylinder 47a Front end edge of second outer cylinder 48 First flange 48a Rear surface of first flange 48b Outer edge of first flange 49 Second elastic member 50 Third Elastic member 52 First gap 54 (Between third elastic member and outer peripheral edge of first flange) Gap 55 (Between third elastic member and second inner cylinder) 57 Third inner cylinder 58 Third Outer cylinder 58a Rear end edge of third outer cylinder 59 Second flange 59a Front surface of second flange 59b Outer peripheral edge of second flange 60 Fourth elastic member 61 Fifth elastic member 63 Second gap 65 (Fifth elastic member and first flange 2 Gap 66 (between the outer periphery of the lunge) Gap (between the fifth elastic member and the third inner cylinder) 101 Hull 102 Stern K1 Spring constant of the first elastic member K2 to K5 Spring constant of the elastic member of the stopper T1 Thickness of first elastic member T2 Thickness of second elastic member T4 Thickness of fourth elastic member X1 Front-back direction

Claims (15)

An outboard motor body including an engine and a propeller;
A bracket configured to be attached to the stern of the hull and having a first seat facing the rear of the hull;
A shaft member extending rearward from the first seat surface;
A mount supported by the shaft member;
A front stopper supported by the shaft member between the mount and the first seat surface;
A holding unit fixed to the outboard motor main body and holding the mount;
The mount is disposed between a first inner cylinder into which the shaft member is slidably inserted, a first outer cylinder that surrounds the first inner cylinder, and the first inner cylinder and the first outer cylinder. A first elastic member coupled to the first inner cylinder and the first outer cylinder,
The front stopper includes a second inner cylinder into which the shaft member is slidably inserted, a second outer cylinder that surrounds the second inner cylinder, and a second outer cylinder that is formed outwardly at a front end edge of the second outer cylinder. A first flange, a second elastic member disposed between the second inner cylinder and the second outer cylinder and coupled to the second inner cylinder and the second outer cylinder, the first flange and the first seat surface A third elastic member disposed between and
The holding unit includes a holding groove that holds the first outer cylinder in a state where movement in the front-rear direction is restricted, and a second seat surface that is opposed to the rear surface of the first flange with a predetermined first gap. Including outboard motor.   The outboard motor according to claim 1, wherein a spring constant of each elastic member of the front stopper is larger than a spring constant of the first elastic member of the mount.   The holding unit includes a main body unit integrated with a case of the outboard motor main body, and a cover configured to be detachable with respect to the main body unit, and the main body unit and the cover are formed of the first outer cylinder. The outboard motor according to claim 1 or 2, wherein the cylindrical holding groove extending over the entire circumference is formed inside, and the annular second seating surface surrounding the shaft member is formed in the front part.   The second elastic member and the third elastic member of the front stopper are integrally formed, and the third elastic member forms a gap with the outer peripheral edge of the first flange in the radial direction of the first flange. The outboard motor according to any one of claims 1 to 3, further comprising a gap with the second inner cylinder.   The outboard motor according to any one of claims 1 to 4, wherein a thickness of the second elastic member of the front stopper is thinner than a thickness of the first elastic member of the mount.   The said 3rd elastic member of the said front stopper has a clearance gap between the outer periphery of the said 1st flange in the radial direction of the said 1st flange, The method of any one of Claims 1-5. Outboard motor.   The third elastic member of the front stopper is formed in a cylindrical shape surrounding the shaft member, and has a gap with the second inner cylinder. Outboard motor as described in A regulating member disposed behind the mount, supported by the shaft member in a state in which rearward movement is regulated, and having a third seat surface directed toward the front of the hull;
A rear stopper supported by the shaft member between the mount and the third seat surface;
The rear stopper is formed outwardly at a third inner cylinder into which the shaft member is slidably inserted, a third outer cylinder surrounding the third inner cylinder, and a rear end edge of the third outer cylinder. A second flange, a fourth elastic member disposed between the third inner cylinder and the third outer cylinder and coupled to the third inner cylinder and the third outer cylinder; the second flange and the third seat; And a fifth elastic member disposed between the surfaces,
The outboard motor according to any one of claims 1 to 7, wherein the holding unit includes a fourth seat surface facing the front surface of the second flange with a predetermined second gap.   The outboard motor according to claim 8, wherein a spring constant of each elastic member of the rear stopper is larger than a spring constant of the first elastic member of the mount.   The outboard motor according to claim 8 or 9, wherein the first gap is wider than the second gap when the outboard motor is not generating propulsive force.   The holding unit includes a main body unit integrated with a case of the outboard motor main body, and a cover configured to be detachable with respect to the main body unit, and the main body unit and the cover are formed of the first outer cylinder. The ship according to any one of claims 8 to 10, wherein the cylindrical holding groove extending over the entire circumference is formed inside, and the annular fourth seating surface surrounding the shaft member is formed in the rear part. Outside machine.   The said 5th elastic member of the said rear stopper has a clearance gap between the outer periphery of the said 2nd flange in the radial direction of the said 2nd flange, It is any one of Claims 8-11. Outboard motor.   The fifth elastic member of the rear stopper is formed in a cylindrical shape surrounding the shaft member, and has a gap with the third inner cylinder. Outboard motor as described in   The fourth elastic member and the fifth elastic member of the rear stopper are integrally formed, and the fifth elastic member has a gap between the second flange and the outer peripheral edge of the second flange in the radial direction of the second flange. The outboard motor according to any one of claims 8 to 13, wherein the outboard motor has a gap with the third inner cylinder.   The outboard motor according to any one of claims 8 to 14, wherein a thickness of the fourth elastic member of the rear stopper is thinner than a thickness of the first elastic member of the mount.

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