WO2005030574A1

WO2005030574A1 - Outboard motor

Info

Publication number: WO2005030574A1
Application number: PCT/JP2004/014271
Authority: WO
Inventors: Hidenori Atsusawa
Original assignee: Yamaha Hatsudoki Kabushiki Kaisha
Priority date: 2003-09-29
Filing date: 2004-09-29
Publication date: 2005-04-07

Abstract

An outboard motor, wherein a detachable mounting member (6) is fitted to the side part of a hull (5), and a propelling device (4) vertically rotatably supported through a tilt shaft (52) is mounted at the hull outside end part of the mounting member (6). The tilt shaft (52) is formed to have an axis in a direction crossingly perpendicular to a virtual line L longitudinally extending along a side plate (5a) in plan view. The propelling device (4) is formed to drive a propeller (3) fitted to the lower end part thereof by an engine (2), and the rotation of the propelling device (4) in the forward movement direction about the tilt shaft (52) is restricted by coming into contact with a thrust receiver on the mounting member (6) side in forward movement. Also, the propelling device (4) is formed to be rotatable rearward about the tilt shaft (52) when the lower end part is pressed rearward in the forward movement.

Description

Specification

Outboard motor

Technical field

The present invention relates to a technique for improving the degree of freedom of a mounting position of an outboard motor on a hull, a posture during sailing, and the like.

Background art

Conventionally, as disclosed in, for example, Japanese Patent Application Laid-Open No. 11-79088 or Japanese Utility Model Publication No. 6-15836, an outboard motor includes a propulsion device having an engine and a propeller, and the propulsion device mounted on a hull. And a mounting member for mounting. The mounting member is a clamp bracket that is detachably mounted on the stern plate of the hull, and is supported by the clamp bracket so as to be rotatable up and down via a horizontal tilt shaft and a steering device via a steering shaft. It is composed of a swivel bracket that supports the steering freely.

[0003] The tilt shaft is attached to the clamp bracket so that the axis is directed in the left-right direction of the hull. The swivel bracket supports a shaft formed into a cylindrical shape in the upper casing of the propulsion device so as to be rotatable (steerable) in the horizontal direction, and receives thrust even when the propulsion device is steered. It is configured to be able to. When not in use, the propulsion device is tilted up so that the lower end moves upward on the rear side about the tilt axis.

[0004] The outboard motor disclosed in Japanese Utility Model Publication No. 6-15836 is configured to rotate the propulsion device about the tilt axis so that the angle of the propeller axis with respect to the horizontal direction during sailing can be adjusted. And a trim angle adjusting device for maintaining a predetermined trim angle is provided.

This trim angle adjusting device is composed of a stopper port detachably mounted on a clamp bracket and a pressing member on the propulsion device side that comes into contact with the stopper rod rearward.

[0005] The stopper rod is passed through a mounting hole that provides a desired trim angle among a plurality of mounting holes formed in the clamp bracket. These mounting holes are spaced apart from each other at positions along an imaginary arc extending in the front-rear direction about the tilt axis. It is made. In order to change the tilt angle of the propulsion device by this tilt angle adjustment device, the stopper rod is pulled out from the mounting hole while the propulsion device is tilted up, and is passed through another mounting hole.

[0006] Further, in the conventional outboard motor, the reverse lock device is provided to prevent the propulsion device from rotating in the tilt-up direction due to the thrust of the propeller when the propeller reverses and reverses. Equipped. As the reverse lock device, for example, as disclosed in Japanese Utility Model Publication No. 5-29897, a structure is employed in which a front end of a hook extending forward from a swivel bracket is engaged with a tilt pin of a clamp bracket. .

[0007] On the other hand, the hull of a conventional small boat used on the coasts around the world has a stern formed like a bow and tapered in a plan view. It was called. With the motorization, the hull has been remodeled by cutting the tapered part of the stern and arranging a flat stern plate at the cut part, and has a so-called transom's stern shape (a forward U-shape in plan view). (A shape that opens out into a shape), and a conventional outboard motor came to be attached. When a hull with a lightweight transom stern is equipped with an outboard motor with high horsepower and the engine output is fully opened under light loads, the entire hull can be lifted for planing cruising, and high-speed traveling can do. However, ships composed of this type of hull, even when traveling at medium speed and low speed, are not only used during planing cruises, but because they generate large wakes during cruising, they travel along soft shores and other waterways. It is not suitable for running. This is because the shore is eroded by waves hitting the shore.

[0008] An outboard motor equipped with a water-cooled engine is disclosed, for example, in Japanese Utility Model Publication No. 7-32386. The outboard motor disclosed in this publication employs a configuration in which a cooling water pump is driven by a drive shaft that transmits engine power to a propeller. The drive shaft is provided in an upper casing on which the engine is mounted at the upper end and a lower casing attached to the lower end of the upper casing so as to extend vertically, and at a predetermined height above the water surface. A cooling water pump is mounted on the shaft.

[0009] The cooling water pump includes a rotor with an impeller fixed to the drive shaft in a state where the drive shaft penetrates, and a housing that rotatably houses the rotor. Yes. The suction port of this cooling water pump is connected via a cooling water suction passage to a cooling water inlet formed on the side of the lower casing for sucking seawater etc. out of the outboard motor, and the discharge port is connected to the upper casing. A cooling water pipe penetrating through the inside and communicating with the engine cooling water passage is connected.

[0010] On the other hand, in the conventional outboard motor disclosed in Japanese Utility Model Publication No. 7-32386, water splashes generated when the leading edge of the upper casing collides with water near the water surface during sailing are generated by water droplets on the wall of the upper casing. A splash plate is provided on the upper casing to prevent it from climbing up. In addition, a cavitation plate is provided on the outer surface of the upper casing below the water surface to prevent air from being caught in the spout.

[0011] Further, as a conventional outboard motor, for example, there is one disclosed in Japanese Patent Publication No. 18403/1990. The outboard motor disclosed in this publication is composed of a clamp bracket detachably attached to a hull, and a propulsion device which is movably supported on the clamp bracket via a swivel bracket. The propulsion device includes an upper casing supported by a clamp bracket via a swivel bracket, an engine mounted on an upper end of the upper casing, a lower casing mounted on a lower end of the upper casing, and a lower casing. It consists of a propeller that is rotatably supported by a motor and a transmission that transmits the power of the engine to the propeller.

[0012] The upper casing is formed to be long in the vertical direction so that the lower end portion is immersed below the water surface when the outboard motor is used, and has an exhaust passage formed therein. The upper end of the exhaust passage communicates with the exhaust port of the engine, and the lower end communicates with the exhaust port formed at the rear end of the lower casing. This outlet is formed below the water surface and above the rear part of the propeller. That is, in this outboard motor, the exhaust gas is discharged into the water above the rear part of the exhausted Roca propeller.

Disclosure of the invention

Problems to be solved by the invention

[0013] The motorization of a small boat using a conventional outboard motor, which was developed on the assumption that the boat is attached to the stern board, would not allow the existing small boat to be flooded without reducing the strength of the hull. Thus, there is a problem that the cost for the remodeling becomes extremely high. In addition, Transa Ships with a stern-type stern are not only high-speed running but also low-speed running! For this reason, when navigating near shores or waterways where other ships are moored, other ships may shake and collide with the shore, or if the shore is a soft waterway, waves may hit the shore and the shore may be hit. There is a problem of erosion.

[0014] When a conventional outboard motor is mounted on a double-ender type ship without modifying the ship, the ship is mounted on the side of the hull. In this case, even if the hull did not touch the riverbed, the lower end of the outboard motor closer to the shore than the hull could hit the riverbed. In particular, when navigating in narrow waterways, the hull may pass beside stakes standing on the shore or driftwood hitting the shore. The outboard motor may collide with the pile or driftwood and be damaged.

Due to these problems, conventional outboard motors have not always been popular on coasts around the world.

[0015] As described above, if a conventional outboard motor as disclosed in, for example, Japanese Patent Application Laid-Open No. H11-79088 or Japanese Utility Model Publication No. H6-15836 is attached to the side of the hull, the performance will decrease. Problem has occurred. There are two possible causes for this. The first cause is that the thrust generating part (propeller) of the outboard motor is located on the side of the hull, so that even when the outboard motor is directed forward of the hull, the hull moves to the opposite side from the outboard motor. Since a component force in the turning direction acts like turning, it is necessary to cancel the component force in the turning direction in order to advance straight, and the propulsion device turns in the direction opposite to the direction in which the propulsion device is to turn with respect to the swivel bracket. This is because it is necessary to drive while moving, and the propulsion device's underwater running resistance increases.

[0016] The second cause is that the water propel- ted laterally by the hull hits the propeller of the outboard motor attached to the side of the hull, and the thrust generated by the propeller becomes unstable. Power is also.

Malfunctions caused by the first cause can be reduced by moving the outboard motor as close to the hull as possible, and malfunctions caused by the second cause can be reduced by moving the outboard motor away from the hull. it can. If the outboard motor is not configured to satisfy these conflicting conditions at the same time, sufficient performance will be obtained with the outboard motor mounted on the side of the hull. Can not.

[0017] Further, since the outboard motor is positioned on the side of the hull, even when the hull does not contact the river bottom, the lower end of the outboard motor that is closer to the shore than the hull may hit the river bottom or the like. was there. In particular, when navigating in narrow waterways, the hull may pass beside stakes standing on the shore or driftwood hitting the shore. The outboard motor may collide with the pile or driftwood and be damaged.

[0018] Further, in the transom 'stern type hull formed as described above, the force at which the stern plate is arranged at the stern The tilting force of the stern plate with respect to the water surface while the hull is floating on the water surface It has become.

The conventional outboard motor disclosed in Japanese Utility Model Publication No. 6-15836 cannot use the power at the trim angle determined by the trim angle adjusting device, so the trim angle is not necessarily adjusted according to the inclination of the stern plate. I couldn't set the right angle. This is because the trim angle adjusting device installed in the conventional outboard motor changes the trim angle stepwise by changing the mounting hole through which the stopper rod is inserted.

That is, the trim angle adjusting device cannot set the trim angle such that the stopper rod is located between the mounting holes. For this reason, this trim angle adjusting device has a low degree of freedom in setting the trim angle. If the trim angle cannot be set to an appropriate angle, the angle of the propeller axis with respect to the horizontal direction will be inappropriate, and the rear part of the hull will be pushed downward or upward by a part of the thrust during sailing. The hull tilts unnaturally in the vertical direction, and sufficient sailing performance cannot be obtained!

[0020] On the other hand, when mounting a conventional outboard motor developed on the assumption that the outboard motor is attached to the stern plate without modifying the hull of the above-mentioned double-ender type small boat, the following steps must be taken. Can be considered. In other words, to do this, the clamp bracket is attached to the side of the hull, and approximately 90 ° from the straight running position when the propulsion device is attached to the stern plate so that the thrust acts in front of the hull (maximum steering angle is If the angle is less than 90 °, it is possible to turn to the maximum steering angle).

[0021] However, the propeller of the outboard motor attached to the side of the hull comes into contact with water that has been swept away laterally by the hull, and especially when the propeller gets too close to the hull, this flow is The effect is greater and the thrust generated by the propeller becomes unstable. In some cases, the angle of the hull side (board) to the vertical direction is larger than the inclination angle of the stern plate. In such a case, by changing the side force distance of the hull by the trim angle adjusting device, the influence of water that is swept away by the hull in the lateral direction can be reduced.

In the conventional outboard motor disclosed in Japanese Utility Model Publication No. 6-15836, when mounted directly on the side of the hull, the axis of the tilt shaft is oriented in the front-rear direction, and the trim angle is increased. Depending on the adjusting device, the angle of the propeller axis to the horizontal direction cannot be adjusted. For this reason, it is not possible to run with the lower end of the propulsion device slightly trimmed up. Furthermore, when a foreign object such as a riverbed or a pile collides with the lower end during sailing, the impact force cannot be reduced and it is easily broken. It will not be attached to any.

[0023] Furthermore, in the conventional outboard motor disclosed in Japanese Utility Model Publication No. 6-15836, the stopper rod must be attached to and detached from the mounting hole every time the tilt angle is changed. There was a problem that the operation was complicated and the tilt angle could not be easily changed.

[0024] In the conventional outboard motor disclosed in Japanese Utility Model Publication No. 7-32386, supply of cooling water was sometimes delayed when the engine was started. This is because the cooling water suction passage also drains water when the engine is stopped. In other words, the cooling water pump is substantially in an idle state until the water in the cooling water suction passage rises to the suction port of the cooling water pump when the engine is started. The supply to the engine is delayed.

[0025] Due to the delay in the supply of the cooling water at the time of starting the engine, the temperature of the cylinder portion of the engine rapidly rises immediately after the start of the engine, and if the temperature rises repeatedly, there is a possibility that the piston may be damaged. is there. In addition, in a cooling water pump using a rubber impeller, the impeller is melted and loses its water pumping ability, so that the piston may be seized or melted.

In addition, the conventional outboard motor has a problem that the splash easily rises and the splash easily penetrates into the hull. [0026] In the conventional outboard motor disclosed in Japanese Patent Publication No. 18403/1990, the exhaust gas is discharged into the water, so that the exhaust gas is exhausted as compared with the case where the exhaust gas is discharged into the atmosphere from the upper casing. Although noise can be reduced, it is required to further reduce exhaust noise.

The present invention has been made to solve such a problem, and provides an outboard motor that can be easily mounted on the side of a hull and that is hardly damaged even when hit by a foreign matter. The primary purpose is to do so. A second object of the present invention is to make it possible to easily obtain sufficient sailing performance despite mounting an outboard motor on the side of a hull. A third object of the present invention is to improve the degree of freedom of setting the inclination angle of the propulsion device with respect to the vertical direction. A fourth object of the present invention is to provide an outboard motor capable of easily changing a tilt angle while adopting a configuration that can be mounted on a side portion of a hull without modification, and has a fourth object. A fifth object is to provide an outboard motor that can be easily changed. A fifth object of the present invention is to provide an outboard motor capable of supplying cooling water to an engine at the time of engine start without delay of cooling water supply. The sixth objective is to provide an outboard motor that is less prone to splash. A seventh object of the present invention is to further reduce exhaust noise in an outboard motor that discharges exhaust gas into water.

Means for solving the problem

[0028] The outboard motor according to the present invention includes a mounting member detachable to a side portion of the hull, and an outer end of the hull of the mounting member, the front-rear direction along the port board in plan view. And a propulsion device rotatably supported in a vertical direction via a substantially horizontal tilt axis whose axis is in a direction intersecting the imaginary line extending to the imaginary line. The driving unit is driven by a power unit. When the abutting member contacts the thrust receiver on the mounting member side during forward movement, rotation in the forward direction around the tilt axis is regulated, and the lower end portion during forward movement is controlled. Is configured to be rotatable rearward about the tilt axis when pressed rearward.

[0029] The outboard motor according to the second aspect of the invention is the outboard motor according to the first aspect, wherein the outboard motor restricts rotation of the propulsion device in the forward direction about the tilt axis. Allowed By changing the angle, the support angle of the propulsion device with respect to the mounting member around the tilt axis is made variable.

[0030] The outboard motor according to the invention described in claim 3 is the outboard motor according to the invention described in claim 1, wherein the pivot bracket is rotatable about the tilt shaft between the tilt shaft and the propulsion device. The pivot bracket supports the propulsion device so as to be rotatable in the horizontal direction. The steering unit rotates the propulsion device with respect to the pivot bracket. The pivot bracket or the propulsion device below the pivot bracket is brought into contact with the pivot bracket.

[0031] The outboard motor according to the invention described in claim 4 is the outboard motor according to the invention described in claim 3, wherein the mounting member has a clamp bracket having a clamp detachable from the hull, and the clamp bracket. And a swivel bracket which is supported rotatably in the horizontal direction and is fixed at a predetermined rotation angle.A tilt shaft is provided on the swivel bracket, and a thrust receiver on the mounting member side is provided on the swivel bracket. At the same time, the pivot bracket or the propulsion device below the pivot bracket is brought into contact with the thrust receiver.

[0032] The outboard motor according to the invention described in claim 5 is the outboard motor according to the invention described in claim 1, wherein the rotation center of the swivel bracket with respect to the clamp bracket and the rotation of the propulsion device with respect to the pivot bracket. The center is positioned on the same axis.

[0033] The outboard motor according to the invention described in claim 6 is the outboard motor according to the invention described in claim 1, wherein the propulsion device is configured to be rotatable 360 ° with respect to the pivot bracket. .

[0034] The outboard motor according to the seventh aspect of the present invention is the outboard motor according to the first aspect, wherein the thrust direction of the propeller is perpendicular to the tilt axis when the propulsion device is viewed from above. The pivot bracket can be rotated with respect to a pivot bracket between a left predetermined angular position in the left direction and a right predetermined angular position in the right direction.

[0035] The outboard motor according to the eighth aspect of the present invention is the outboard motor according to the first aspect, wherein the thrust receiver is rotatably supported by the tilt shaft and is provided below the tilt shaft. Through a thrust bracket with which the propulsion device abuts, and an engagement member provided on this thrust bracket, And a stopper on the side of the mounting member for restricting the movement of the thrust bracket, and a plurality of such stoppers are formed in the rotation direction of the engaging portion force thrust bracket in which the engaging member is selectively engaged. It is.

[0036] The outboard motor according to the ninth aspect of the present invention is the outboard motor according to the first aspect of the present invention, wherein the propeller shaft to which the propeller is attached is lowered backward with the drive shaft extending vertically downward. When the drive shaft is connected to the drive shaft so that it tilts, and the drive shaft is supported by the hull in a downwardly receding state so that the propeller shaft becomes substantially horizontal during forward cruising, the housing that accommodates the drive shaft is moved sideways. It is formed so that the shape of the leading edge that looks at the force is downward and recedes.

An outboard motor according to the tenth aspect of the present invention is the outboard motor according to the first aspect of the present invention, wherein the outboard motor is supported by the mounting member so as to be rotatable in a horizontal direction and has a predetermined shape. A swivel bracket fixed at a rotation angle is provided, and the propulsion device is supported by the swivel bracket so as to be rotatable in a horizontal direction with a portion separated from the rotation center of the swivel bracket as a rotation center. And a steering unit for rotating the device with respect to the swivel bracket.

[0038] An outboard motor according to the eleventh aspect of the present invention is the outboard motor according to the tenth aspect, further comprising a swivel bracket main body on which the swivel bracket is mounted on the mounting member, and the swivel bracket. A pivot bracket rotatably supported on the main body via a horizontal tilt shaft, and the propulsion device is supported by the pivot bracket so as to be able to rotate in the horizontal direction. The imaginary line extending in the front-back direction along the plate is configured such that the direction intersecting with the imaginary line is the axial direction.

[0039] The outboard motor according to the twelfth aspect of the present invention is directed to an outboard motor, comprising: a clamp bracket for detachably attaching a propulsion device having a propeller at a lower end portion to a hull; and a surface along the hull outer surface to which the clamp bracket is attached. A tilting member attached to the clamp bracket so as to be tiltable about a substantially parallel and substantially horizontal support shaft, and a substantially horizontal tilt shaft intersecting with an imaginary line extending in the longitudinal direction of the hull are provided on the tilting member. The propulsion device is provided rotatably in the vertical direction around the axis, and is interposed between the tilting member and the propulsion device at a position spaced downward from the tilt axis, supporting the propulsion device and acting on the propulsion device with a propeller. Tilting thrust to A propulsion device support member that transmits the power to the members and that changes the support angle of the propulsion device with respect to the tilting member about the tilt axis is provided.

[0040] The outboard motor according to the thirteenth aspect of the present invention is the outboard motor according to the twelfth aspect, wherein the tilt bracket is attached to the support shaft with the clamp bracket attached to the side of the hull. Is substantially orthogonal and substantially horizontal, so that it is substantially horizontal to intersect with a virtual line extending in the longitudinal direction of the hull.

[0041] The outboard motor according to the fourteenth aspect of the present invention is the outboard motor according to the twelfth aspect, wherein the first mounting bracket connects the tilting member to the clamp bracket and the first mounting bracket. A second mounting bracket fixed to the bracket and provided with a tilt shaft, and a second tilting member rotatably mounted on the second mounting bracket around the tilt shaft and supporting the propulsion device rotatably. Things.

[0042] The outboard motor according to claim 15 is the outboard motor according to claim 14, wherein the propulsion device support member is interposed between the second mounting bracket and the second tilting member. It is a thing.

[0043] The outboard motor according to the sixteenth aspect of the present invention is the outboard motor according to the fourteenth aspect, wherein the propulsion device support member is interposed between the second mounting bracket and the propulsion device. It is.

The outboard motor according to the seventeenth aspect of the present invention is the outboard motor according to the twelfth aspect, wherein a thrust bracket rotatable around a tilt axis is provided, and the thrust bracket is mounted on the outboard motor. The supporting angle of the thrust bracket with respect to the second mounting bracket around the tilt axis is variable between the second mounting bracket and the propulsion device, so that the supporting angle of the propulsion device with respect to the tilting member around the tilt axis is changed. It is variable.

[0045] The outboard motor according to the eighteenth aspect of the present invention is the outboard motor according to the twelfth aspect, wherein the propulsion device is configured such that when a force in the reverse direction that is greater than the thrust by the propeller acts on the propulsion device. The propulsion device support member is configured so that the support member and the propulsion device are separated from each other.

[0046] The outboard motor according to the nineteenth aspect of the present invention is an outboard motor, comprising: a mounting member detachable from the hull; and a substantially horizontal mounting member having an axial direction extending in the left-right direction of the hull in plan view. Tilt axis A thrust bracket and a propulsion device are respectively supported rotatably in the vertical direction through the propulsion device. The propulsion device is configured to drive a propeller provided at a lower end portion by a power unit. A thrust receiver is provided between the member and the propulsion device, and a thrust receiver against which the propulsion device abuts during forward movement is provided. Thrust during forward movement is transmitted from the thrust receiver to the mounting member via the engaging member, and When the lower end of the propulsion device is pressed rearward by a large load, the propulsion device is separated from the thrust receiving force and is able to rotate rearward around the tilt axis. The attachment member and the thrust bracket can be engaged with each other at at least two predetermined positions along the movable member, and a movable engagement member is provided on one of the attachment member and the thrust bracket. And an engagement portion with which the engagement member is engaged. The engagement portion acts on the engagement member, and the engagement state in which the engagement member engages with the engagement portion, and the engagement state of the engagement member with the engagement portion. An operating mechanism for switching between a disengaged state in which the engagement is released is provided.

[0047] The outboard motor according to the twentieth aspect of the invention is the outboard motor according to the nineteenth aspect, wherein the pivot bracket pivots about the tilt axis between the mounting member and the propulsion device. A steering unit that pivotally supports the propulsion device in the horizontal direction, and that rotates the propulsion device with respect to the pivot bracket. Or, the propulsion device below the pivot bracket is abutted.

[0048] The outboard motor according to the twenty-first aspect of the present invention is the outboard motor according to the twentieth aspect, wherein the mounting member includes a clamp bracket having a clamp that is attached to and detached from the hull; The swivel member is supported by the bracket so as to be rotatable in the horizontal direction, and is fixed at a predetermined angle, and the swivel member is provided with a tilt shaft, an engagement member, and one of the engagement portions. It is something.

[0049] The outboard motor according to the invention as set forth in claim 22 is the outboard motor according to the invention as set forth in claim 19, wherein the swivel member rotates about the center of rotation with respect to the clamp bracket and the propulsion device rotates with respect to the pivot bracket. The moving center is located on the same axis.

[0050] The outboard motor according to the twenty-third aspect of the present invention is the outboard motor according to the nineteenth aspect, wherein the propulsion device is configured to be rotatable 360 ° with respect to the pivot bracket. It is.

The outboard motor according to the invention described in claim 24 is the outboard motor according to the invention described in claim 19, wherein the thrust direction of the propeller is, when viewed from above, a left side from a position orthogonal to the tilt axis when the propulsion device is viewed from above. The pivot bracket is configured to be rotatable with respect to the pivot bracket between a predetermined left angle position in the right direction and a right predetermined angle position in the right direction.

[0052] The outboard motor according to the twenty-fifth aspect of the present invention is the outboard motor according to the nineteenth aspect, wherein the outboard motor includes two stoppers that are separated in the left-right direction on the mounting member side and extend in the front-rear direction. The stoppers are provided with engaging portions at at least two predetermined positions along an arc centered on the tilt axis, and the swivel members are provided with engaging members that can be engaged with the left and right engaging portions. Things.

[0053] The outboard motor according to the twenty-sixth aspect of the present invention is the outboard motor according to the nineteenth aspect, wherein a stopper extending in the front-rear direction on the thrust bracket side, and a tilt shaft attached to each of the stoppers. An engaging portion is provided at at least two predetermined positions along an arc centered on the center, and an engaging member capable of engaging with the engaging portion is formed on the mounting member side, and a rear end of a part of a stay extending in the front-rear direction. It is provided in the section.

[0054] An outboard motor according to the invention as set forth in claim 27 is an outboard motor in which a propeller is driven by an engine power and a cooling water pump is driven. At least one of the drive shafts transmitting power to the propeller shaft is provided with a cooling water pump at a position below the propeller shaft including the propeller shaft.

The outboard motor according to the twenty-eighth aspect of the present invention is the outboard motor according to the twenty-seventh aspect, wherein a propeller shaft is connected in the middle of the drive shaft, and the lower end of the drive shaft is A cooling water pump is connected.

The outboard motor according to the invention described in claim 29 is the outboard motor according to the invention described in claim 27, in which the housing accommodating the drive shaft has an outer shape on each plane orthogonal to the drive shaft. The width is larger at the center and the width is smaller at the front and rear than at the center.The width of the center of the housing and the shape of the front edge that looks at the side force of the housing are close to the water surface during forward cruising. From above the water surface to below the water surface The width of the central part is made substantially the same in the vertical direction or smaller in the lower part, and the housing is formed so that the front edge shape, which also looks at the lateral force, is retreated in a substantially vertical or lower part.

[0057] The outboard motor according to the invention described in claim 30 is the outboard motor according to the invention described in claim 27, wherein the propeller shaft is inclined backward and downward with the drive shaft extending vertically downward. When the drive shaft is supported on the hull in a state where the propeller shaft is retracted downward so that the propeller shaft is substantially horizontal during forward cruising, the housing accommodating the drive shaft is placed on each horizontal plane. The width of the housing is larger at the center and the width is smaller as the distance from the center increases.The width of the center of the housing and the shape of the front edge of the housing viewed from the side are the water surface near the water surface. The upward force is also applied to the lower part of the water surface so that the width of the center part of the housing is substantially the same in the vertical direction or smaller in the lower part. It is formed to retreat.

[0058] In the outboard motor according to the invention described in claim 31, the exhaust port from which the exhaust gas of the engine is exhausted is formed below the propeller.

[0059] The outboard motor according to the invention described in claim 32 is the outboard motor according to the invention described in claim 31, wherein the discharge port is formed behind the propeller.

[0060] The outboard motor according to the invention described in claim 33 is the outboard motor according to the invention described in claim 31, wherein an exhaust passage for guiding exhaust gas to an outlet is provided inside the outboard motor casing.

Are formed so as to pass in front of and below the gear coupling portion between the propeller drive shaft and the propeller shaft, and the exhaust passage and the gear coupling portion are defined by the exhaust passage inner wall.

The invention's effect

As described above, in the outboard motor according to the present invention, the axis of the tilt shaft is directed in the left-right direction of the hull in a state where it is attached to the side of the hull by the attachment member, and the thrust is increased. Becomes toward the front of the body. Therefore, according to the present invention, it is possible to provide an outboard motor that can be easily attached to a ship having a double-ender type hull without modifying the hull. In the outboard motor according to the present invention, the propulsion device moves forward while being mounted on the side of the hull, and when a foreign object such as a pile or driftwood hits, the propulsion device is chilled. The impact force is reduced by tilting up about the axis.

Therefore, according to the present invention, it is possible to provide an outboard motor that can be easily mounted on the side of the hull and that is hardly damaged even when hit by a foreign object.

[0062] In the outboard motor according to the second aspect of the present invention, the tilt angle of the propulsion device can be changed by changing the support angle of the propulsion device. For this reason, for example, when sailing in a shallow water, the propeller of the propulsion unit is tilted up to change the position of the propeller to the upper side, or the tilt angle is changed, so that the thrust of the propeller is applied to the upper or lower side to move the propeller forward and backward. The inclination of the direction can be corrected. Therefore, it is possible to provide an outboard motor that is easier to maneuver.

According to the third aspect of the present invention, the direction in which the thrust acts can be changed by rotating the propulsion device by the steering unit, so that the ship can be easily maneuvered while being attached to the side of the hull. An outboard motor that can be provided to an outboard motor can be provided. Further, when the pivot bracket is brought into contact with the thrust receiver on the mounting member side, lateral load due to the steering does not act on the thrust receiver, so that the durability of the thrust receiver can be improved. Further, when the propulsion device below the pivot bracket is brought into contact with the thrust receiver on the mounting member side, the pivot bracket can be reduced in size and weight.

[0064] The outboard motor according to the invention according to claim 4 has a tilt shaft even when the clamp bracket is attached to the side of the hull such that it is greatly inclined with respect to the longitudinal direction of the hull in plan view. Can be positioned to intersect the front and back directions. Further, the outboard motor according to the present invention can be attached to either the left side of the hull or the right side of the hull. Therefore, it is possible to provide an outboard motor having a wide range in which the hull can be mounted. Also, when the pivot bracket is brought into contact with the thrust receiver provided on the swivel bracket, lateral load due to steering does not act on the thrust receiver, thereby improving the durability of the thrust receiver. Further, when the propulsion device below the pivot bracket is brought into contact with the thrust receiver, the pivot bracket can be reduced in size and weight.

[0065] In the outboard motor according to the invention set forth in claim 5, the distance between the propulsion device and the hull is substantially constant even when the position of attachment to the hull changes. For this reason, the outboard motor according to the present invention can be operated in substantially the same posture regardless of the position where the outboard motor is mounted on the hull, so that the operation is further simplified. Becomes easier.

According to the invention as set forth in claim 6, the traveling direction including the forward and backward movement can be changed to any direction by 360 ° by changing the rotational position of the propulsion device. It is possible to provide an outboard motor that can more easily perform a boat maneuver in a folded state. According to the invention as set forth in claim 7, since the steering can be performed in the left-right direction in the forward state, it is possible to provide an outboard motor that can more easily perform steering. In addition, by installing a forward / reverse switching device that enables switching between forward and reverse rotation of the propeller in the propulsion device, it is possible to steer not only forward but also leftward and rightward.

[0067] In the outboard motor according to the invention of claim 8, the tilt angle of the propulsion device can be changed by changing the position of the thrust bracket. For this reason, for example, when sailing in a shallow water, the propeller of the propulsion unit is tilted up to change the position of the propeller to the upper side, or the tilt angle is changed, so that the thrust of the propeller is applied to the upper or lower side to move the propeller forward and backward. The inclination of the direction can be corrected. Therefore, it is possible to provide an outboard motor that is easier to maneuver.

[0068] The outboard motor according to the ninth aspect of the present invention can be attached to the side of the hull, and the front edge of the upper casing cuts off the surface of the water at the time of sailing. . In the case of conventional outboard motors, a plurality of splash plates that prevent the splash from rising are provided by protruding horizontally outward in a plate shape at the front of the upper casing with left and right forward forces. ing. Therefore, according to the present invention, the number of splash plates can be reduced, the shape can be reduced, or the splash plates can be eliminated. In these cases, the weight of the upper casing can be reduced.

[0069] The outboard motor according to the invention according to claim 10 can be attached to the side of the hull, and the propulsion device can be rotated in the horizontal direction with respect to the hull by rotating the swivel bracket relative to the clamp bracket. You can sail with the position changed.

When sailing with an outboard motor mounted on the side of the hull, even if the outboard motor is running straight, the component force in the direction to turn the hull to the opposite side of the outboard motor from side to side will be applied. Acts on hull. The component force in this direction increases to correspond to the distance between the hull and the outboard motor. On the other hand, the propeller of the outboard motor mounted on the side of the hull Thrust is likely to be unstable when the outboard motor is attached to the side of the hull, because the water that is hit by the hull comes into contact.

Therefore, according to the present invention, by changing the distance between the outboard motor and the hull, the outboard motor is arranged at a position where both the reduction of the component force acting in the turning direction and the stability of the thrust are compatible. Therefore, it is possible to provide an outboard motor capable of obtaining sufficient sailing performance.

[0070] In the outboard motor according to the eleventh aspect of the present invention, the axis of the tilt shaft is directed in the left-right direction of the hull in a state where the outboard motor is attached to the side of the hull by the clamp bracket. For this reason, the outboard motor according to the present invention advances while being attached to the side of the hull, and when a foreign object such as a pile or driftwood hits, the propulsion device tilts up about the tilt axis. This reduces the impact force.

Therefore, according to the present invention, it is possible to provide an outboard motor that is less likely to be damaged even if foreign matter hits the lower end in a state where the outboard motor is mounted on the side of the hull.

According to the invention as set forth in claim 12, by tilting the tilting member with respect to the clamp bracket with the outboard motor attached to the stern plate, the trim angle can be adjusted without using the propulsion device support member. Can be changed. Therefore, since the trim angle of the propulsion device can be finely adjusted by tilting the tilting member after setting the trim angle by the propulsion device support member, the outboard motor according to the present invention has a trim angle smaller than that of the conventional outboard motor. Adjustments can be made even more detailed.

Further, the outboard motor according to the present invention can adjust the axial angle (trim angle) of the underwater propeller with respect to the water surface. For this reason, the outboard motor according to the present invention can run with the lower end of the propulsion device slightly trimmed up, and can set the trim angle so that the inclination of the hull can be corrected. Sufficient sailing performance can be obtained.

[0072] According to the invention as set forth in claim 13, by tilting the tilting member with respect to the clamp bracket in a state where the outboard motor is attached to the side of the hull, regardless of the inclination of the sideboard, The lateral position of the propeller relative to the plate can be adjusted. For this reason, it is possible to prevent the water that is flushed laterally by the hull from affecting the propeller, and to stabilize the thrust generated by the propeller. The axial force (trim angle) of the underwater propeller with respect to the water surface Can be adjusted. For this reason, the outboard motor according to the present invention can run with the lower end of the propulsion device slightly trimmed up while mounted on the side of the hull, and can be trimmed so that the inclination of the hull can be corrected. Since the angle can be set, sufficient sailing performance can be obtained.

[0073] In the outboard motor according to the fourteenth aspect of the present invention, the propulsion device is rotated with respect to the second tilting member, so that the direction in which the thrust of the propeller acts is changed in the left-right direction and the steering is performed. Therefore, turning navigation can be performed.

In the outboard motor according to the invention of claim 15, the thrust of the propulsion device during steering is transmitted to the second tilting member force second mounting bracket, and the propulsion device support member has a large lateral load (= thrust force). Pressure coefficient of friction (X friction coefficient) does not act. Therefore, the durability of the propulsion device support member can be improved.

[0074] In the outboard motor according to the sixteenth aspect of the present invention, the second tilting member, which does not need to form a connection portion with the propulsion device support member on the second tilting member, exclusively supports the propulsion device rotatably. Therefore, the second tilting member can be formed compact.

In the outboard motor according to the seventeenth aspect of the present invention, the thrust of the propulsion device during steering is transmitted to the second mounting bracket by the second tilting member, so that the thrust bracket has a large lateral load (= thrust force due to thrust). X friction coefficient) has no effect. Therefore, the durability of the thrust bracket can be improved.

[0075] The outboard motor according to the eighteenth aspect of the present invention is arranged such that, when a foreign object collides with the lower end portion of the propulsion device during sailing, the propulsion device rotates around the tilt axis so as to be separated from the propulsion device support member. By moving, the impact force is reduced. Therefore, it is possible to provide an outboard motor that is hardly damaged even when a foreign object collides.

[0076] In the outboard motor according to the nineteenth aspect, the trim angle of the propulsion device is set to an angle corresponding to the position of the engagement portion by engaging the engagement member with the engagement portion. The thrust of the propulsion device is transmitted from the thrust bracket to the mounting member. To change the trim angle (tilt angle), the engagement between the engaging member and the engaging portion is released by the operating mechanism, and the propulsion device and the thrust bracket are turned to a desired angle around the tilt axis. Operate while moving This is performed by engaging the engaging member with the engaging portion by a mechanism. Therefore, the outboard motor according to the present invention has higher operability when changing the angle than a conventional outboard motor in which the trim angle (tilt angle) is changed by attaching and detaching the stopper rod, and the outboard motor is attached to the stern plate. The trim angle 'operability when changing the tilt angle' is improved both when installing the outboard motor and when installing the outboard motor on the sideboard.

Further, in the outboard motor according to the present invention, the propulsion device moves forward while being attached to the side of the hull, and tilts up around the tilt shaft when a foreign object such as a pile or driftwood hits the outboard motor. This alleviates the impact force. For this reason, according to the present invention, it is possible to provide an outboard motor that can be easily mounted on the side of the hull and that is hardly damaged even when hit by foreign matter.

[0077] According to the invention as set forth in claim 20, the direction in which the thrust acts can be changed by rotating the propulsion device by the steering unit, and turning around in a free direction becomes possible. An outboard motor capable of easily maneuvering a boat while attached to a side can be provided. Also, when the pivot bracket is brought into contact with the thrust bracket's thrust bearing, lateral load due to steering does not act on the thrust bracket, thereby improving the durability of the thrust bracket. In addition, when the thrust bracket receives a propulsion device below the pivot bracket, the pivot bracket can be reduced in size and weight.

[0078] The outboard motor according to the twenty-first aspect of the present invention provides a tilt shaft even when the clamp bracket is attached to a side of the hull which is greatly inclined with respect to the longitudinal direction of the hull in plan view. Can be positioned so that the axis points in the horizontal direction of the hull. Further, the outboard motor according to the present invention can be attached to either the left side of the hull or the right side of the hull. Therefore, it is possible to provide an outboard motor having a wide range in which the hull can be mounted.

[0079] In the outboard motor according to the invention described in claim 22, the distance between the propulsion device and the hull becomes substantially constant even when the position of attachment to the hull changes. Therefore, the outboard motor according to the present invention can be operated in substantially the same posture regardless of the position where the outboard motor is attached to the hull, so that the operation is further facilitated.

According to the twenty-third aspect of the present invention, after the propulsion device is moved forward, It is possible to change the traveling direction to any of 360 ° including the traveling direction, so that it is possible to provide an outboard motor that can more easily perform maneuvering while being attached to the side of the hull.

[0080] According to the invention described in claim 24, since the steering can be performed in the left-right direction in the forward state, it is possible to provide an outboard motor that can more easily perform steering. In addition, by installing a forward / reverse switching device capable of switching between forward and reverse rotation of the propeller in the propulsion device, it is possible to steer in the left-right direction not only in the forward direction but also in the reverse direction.

[0081] In the outboard motor according to the twenty-fifth aspect, the engaging members are engaged with the left and right engaging portions, so that the propeller thrust can be reliably transmitted to the hull.

According to the invention described in claim 26, the engagement member is provided on the side of the mounting member fixed to the hull, so that the operation mechanism is not affected by the tilt-up operation or the tilt-down operation.

[0082] In the outboard motor according to the invention according to claim 27, even when the cooling water pump is disposed on the propeller shaft, the propeller rotates below the water surface, and the depth of the propeller is at least half the outer diameter of the propeller. Since the cooling water pump is submerged and the cooling water pump is surely located below the water surface, water flows into the suction system of this pump even when the pump is stopped. Therefore, so-called priming is not required, and the cooling water is supplied to the engine at the same time as the rotation of the cooling water pump starts, for example, when the engine is started. Therefore, an outboard motor with high cooling reliability can be provided.

Further, in the outboard motor according to the present invention, since the cooling water pump is not located near the water surface, the portion of the upper casing near the water surface can be formed relatively thin. Therefore, it is possible to provide an outboard motor in which water droplets hardly rise and air does not easily enter the water.

[0083] In the outboard motor according to the invention described in claim 28, the cooling water pump is reliably located below the propeller shaft. Therefore, the lower casing having the cooling water pump and the lower casing at the lower casing to which the lower casing is attached can be formed so as to be as thin as possible in the left-right direction. .

[0084] In the outboard motor according to the invention described in claim 29, the front edge of the upper casing cuts the surface of the water at the time of sailing, so that it is possible to make it more difficult for water droplets to rise. In addition, conventional In outboard motors, a plurality of splash plates are provided in the front part of the upper casing so as to protrude outward in a horizontal direction in a horizontal direction with a forward force left and right to prevent the splash from rising. However, according to the present invention, the number of splash plates can be reduced, the shape can be reduced, or the splash plates can be eliminated. In these cases, the weight of the upper casing can be reduced.

[0085] Further, in the conventional ship and outer motor, at a position near the water surface above the rear propeller of the upper casing and below the water surface, a rearward force is made to project horizontally outward in a plate shape over the left and right, and the water force It has been practiced to provide a cavitation plate to prevent entanglement in front of the propeller. However, according to the present invention, the hydraulic power that separates right and left at the front edge of the upper casing and flows on both sides of the upper casing merges near the rear edge behind the rear edge of the upper casing. This makes it difficult for air to enter the propeller direction, so that the shape of the cavitation plate can be reduced or even eliminated. In these cases, it is advantageous to reduce the weight of the upper casing.

[0086] In the outboard motor according to the invention as set forth in claim 30, since the front edge of the upper casing cuts the water surface more reliably during sailing, it is possible to make it more difficult for water droplets to rise. . As a result, the number of splash plates can be reduced, the shape can be reduced, or the splash plates can be eliminated. In these cases, the weight of the upper casing can be reduced. Further, the water that splits right and left at the front edge of the upper casing and flows on both sides of the upper casing merges behind the rear edge of the upper casing, near the rear edge, and merges at a position. This makes it difficult for air to enter the propeller direction, so that the shape of the cavitation plate can be reduced or even eliminated. In these cases, the weight of the upper casing can be reduced.

[0087] In the outboard motor according to the invention according to claim 31, the exhaust gas flow from which the underwater discharge locus is also discharged is bubbled in the water, and the bubble rises in the water to reach the water surface and is repelled. Exhaust gas diffuses into the atmosphere. Part of the exhaust sound emitted from the underwater discharge rocker together with the exhaust gas flow is transmitted to the surface of the exhaust gas flow or the surface of the bubble, which is the exhaust gas power, and is transmitted to the water and transmitted to the atmosphere at the water surface. From the water surface to the human eardrum on the hull It propagates through and is perceived as noise by people on the hull.

[0088] Exhaust locus in water with exhaust gas flow The remaining exhaust sound released is trapped in bubbles (as compression waves of exhaust gas molecules reflected by the surrounding water wall inside bubbles) The exhaust noise is directly transmitted to the atmosphere when the air bubbles reach the surface of the water, and the sound is transmitted directly to the atmosphere. Acoustic energy is inefficiently transmitted from gas to water and from water to the atmosphere, and spreads widely in water, and its proportion at the water surface near the hull is extremely small. Acoustic energy is extremely small. From this, the exhaust sound power that is also emitted from underwater discharge locus is perceived by humans as S exhaust noise.In addition, the acoustic energy trapped in the air bubbles causes the air bubbles to burst into the atmosphere and be transmitted to humans. Mostly due to reaching

[0089] According to the invention of claim 31, since the exhaust gas is discharged into the water in the outboard motor, the exhaust gas is discharged into the water, so that the exhaust gas is discharged and the bubbled exhaust gas rises. The time required for the hull to move forward is relatively long, and the distance that the hull moves forward before the bubbles rise is longer. Therefore, it is difficult to hear the sound generated when the bubbles that generate the exhaust gas force float on the water surface.

[0090] According to the invention of claim 32, since the exhaust port force, the discharged exhaust gas force, rises behind the port propeller, it is pushed by the water flow generated by the propeller and is caused to flow backward. In addition, the sound generated by air bubbles floating on the surface of the water is more difficult to hear than the onboard force. In addition, the bubbles are violently stirred by the water flow generated by the propeller, and are crushed finely. At this time, the contact boundary between water and exhaust gas changes drastically, so that the compression wave of the exhaust gas is attenuated and the exhaust noise is reduced. In addition, when the bubbles are crushed, the rising resistance due to water increases, so that the bubbles are transported farther from the hull and reach the water surface, and the exhaust noise is reliably reduced.

[0091] According to the invention described in claim 33, the walls of the exhaust passage formed in front of and below the gear coupling portion between the drive shaft and the propeller shaft substantially function as a protection member, and the gear coupling portion is moved forward. And downward power can be protected. For this reason, the outboard motor according to the present invention has a gear coupling portion even if the lower end collides with a foreign substance such as a riverbed, a seabed, a pile, or driftwood. The vehicle can continue to run without damage.

Brief Description of Drawings

FIG. 1 is a side view of an outboard motor according to the present invention.

FIG. 2 is a plan view of an outboard motor according to the present invention.

FIG. 3 is a sectional view of an upper portion of an upper casing.

FIG. 4 is a cross-sectional view taken along line IV-IV of an upper portion of the upper casing in FIG.

FIG. 5 is a cross-sectional view of a lower casing and a lower casing.

FIG. 6 is a sectional view taken along line VI-VI in FIG. 5.

FIG. 7 is a sectional view taken along line VII-VII in FIG. 5.

FIG. 8 is a sectional view taken along line VIII-VIII in FIG.

FIG. 9 is a cross-sectional view of the swivel bracket.

FIG. 10 is a cross-sectional view taken along the line XX in FIG.

FIG. 11 is a sectional view taken along line XI-XI in FIG.

FIG. 12 is a cross-sectional view showing a state where the mounting member is mounted on the left side of the hull. [13] FIG. 13 is a cross-sectional view showing a state where the swivel bracket is rotated with respect to the clamp bracket.

FIG. 14 is a sectional view taken along line XIV-XIV in FIG. 9.

FIG. 15 is a sectional view taken along line XV-XV in FIG.

FIG. 16 is a sectional view for explaining the operation of the thrust bracket.

FIG. 17 is a cross-sectional view for explaining the operation of the thrust bracket.

FIG. 18 is a sectional view for explaining the operation of the thrust bracket.

[19] FIG. 19 is a cross-sectional view showing a state where an impact is applied to the propulsion device during cruising.

FIG. 20 is a plan view for explaining a position where an outboard motor according to the present invention is mounted.

[FIG. 21] FIG. 21 is a cross-sectional view corresponding to a cross section taken along the line XI-XI for showing another embodiment of the swivel bracket.

[22] FIG. 22 is a plan view showing a form in which an outboard motor is attached to the stern plate. BEST MODE FOR CARRYING OUT THE INVENTION

[0093] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a side view of an outboard motor according to the present invention, FIG. 2 is a plan view of the same, FIG. 3 is a cross-sectional view of an upper casing upper part, and FIG. 5 is a sectional view of the lower casing and the lower casing, FIG. 6 is a sectional view taken along line VI-VI in FIG. 5, FIG. 7 is a sectional view taken along line VII-VII in FIG. 5, and FIG. 8 is a sectional view taken along line VIII-VIII in FIG. It is.

[0094] Fig. 9 is a cross-sectional view of the swivel bracket, Fig. 10 is a cross-sectional view taken along line X-X in Fig. 9, Fig. 11 is a cross-sectional view taken along line XI-XI in Fig. 9, and Fig. 12 shows a mounting member on the left side of the hull. FIG. 13 is a cross-sectional view showing a state in which the swivel bracket is rotated with respect to the clamp bracket, FIG. 14 is a cross-sectional view taken along the line XIV—XIV in FIG. 9, and FIG. It is an XV line sectional view.

[0095] Fig. 16 to Fig. 18 are cross-sectional views for explaining the operation of the thrust bracket, and Fig. 19 is a cross-sectional view showing a state in which an impact is applied to the propulsion device during sailing. FIG. 20 is a plan view for explaining a position where an outboard motor according to the present invention is mounted, FIG. 21 is a cross-sectional view corresponding to a cross section taken along line XI-XI of another embodiment of the swivel bracket, and FIG. FIG. 4 is a plan view showing a form in which an outboard motor is attached to a board.

[0096] In these figures, the item denoted by reference numeral 1 is an outboard motor according to the present invention. The outboard motor 1 includes a propulsion device 4 configured to drive a propeller 3 by an engine 2, and an attachment member 6 for attaching the propulsion device 4 to a hull 5. The engine 2 constitutes a power unit according to the present invention.

The propulsion device 4 includes an upper casing 11 supported by a mounting member 6 described later, an engine 2 mounted on the upper casing 11, a cowling 12 covering the engine 2, and a lower end of the upper casing 11. It comprises a lower casing 13 attached, a propeller 3 rotatably supported by the lower casing 13, and the like.

[0097] The upper casing 11 is formed by using aluminum alloy as a material, and has an upper end portion 14 for supporting the engine 2 and a cylindrical shape extending downward from the upper end portion 14, as shown in Figs. And a flat portion extending downward from the lower end of the shaft portion 15. The part 16 is formed integrally. As shown in FIGS. 7 and 8, the width of the flat portion 16 is wider at the center in the front-rear direction than at both ends, and the width of the front end and the rear end is gradually narrower toward the front end. Formed to be!

[0098] That is, those having a shape that is symmetrical in front and rear, those having a streamlined shape in which the central portion is closer to the front, and those having a shape in which the central portion is closer to the rear can be adopted. In this embodiment, a drive shaft 20 to be described later becomes a wide central portion, and the drive shaft 20 is disposed rearward. As a result, a hollow portion 17 having a sufficient cross-sectional area can be formed inside the upper casing 11, and the water resistance of a portion that is submerged during sailing can be reduced. The portion of the flat portion 16 near the water surface is formed so that the cross-sectional shape is substantially equal from above the water surface to below the water surface. The position of the water surface is indicated by the two-dot chain line W in FIG. In other words, the flat portion 16 has a splash plate, which is provided in a conventional outboard motor, for preventing the rise of water droplets, and the air extends to above the propeller behind the upper casing, and the water force is also entrained in the propeller 3. A so-called cavitation plate has been formed to prevent this from happening.

[0099] The hollow portion 17 functions as a muffler. More specifically, the hollow portion 17 has an exhaust passage for the lower casing 13 when the opening at the upper end is closed by the engine 2 attached to the upper end of the upper casing 11 and the lower casing 13 is connected to the lower end. Connected to 18. The engine 2 is formed such that an exhaust port 2a (see FIGS. 3 and 9) opens toward the inside of the hollow portion 17. The exhaust passage 18 of the lower casing 13 is formed inside a protector 19 projecting below the propeller 3 so as to pass through the front side of the outboard motor and then bend to the rear side. It is open toward. The protector 19 according to the present embodiment is formed integrally with a rear end portion with a pipe 19a protruding rearward, and the pipe 19a is configured to be a downstream end of the exhaust passage 18. The pipe 19a is formed so as to be substantially parallel to the axis of the propeller 3 as shown in FIG. 1 and FIG. 5, and at the rear in the sailing state shown in FIG. 1 (the state in which the tilt angle is maximized). The end opening is formed so as to be located behind the propeller. An outlet 18a of the exhaust passage 18 is formed by an opening at the rear end of the pipe 19a.

[0100] In the hollow portion 17, a drive system for transmitting the power of the engine 2 to the propeller 3 is provided. A shaft 20 and a cooling water pipe 22 for guiding cooling water from a cooling water pump 21 (see FIGS. 5 and 6) in the lower casing 13 to the engine 2 are provided so as to vertically penetrate. The drive shaft 20 has an upper end connected to the crankshaft (not shown) of the engine 2 and a lower end rotatably supported by the upper casing 11 and the lower casing 13 by bearings 23 and 24 (see FIG. 5). ing. The bearing 23 is attached to a partition wall 25 interposed between the upper casing 11 and the lower casing 13. The partition wall 25 is for forming an oil chamber 13b (see FIG. 5) in which a bevel gear 37 described below is stored in a watertight manner.

[0101] The engine 2 is a water-cooled four-cycle single-cylinder engine, and is mounted on the upper end portion 14 of the upper casing 11 with the axis of the crankshaft (not shown) oriented vertically. In the engine 2 according to this embodiment, as shown in FIGS. 3 and 4, an oil pan 2b provided at the lower end is placed on the upper end 14, and at this time, the lower end of the crankshaft is connected to the drive shaft 20. Connected to. Note that an exhaust port 2a is formed in the oil pan 2b. Cooling water from the cooling water pump 21 is sent from the cooling water pipe 22 to a cooling water jacket (not shown) around the oil pan 2 b and the exhaust port 2 of the engine 2 and to the cooling water jacket of the cylinder / cylinder head. After each part is cooled by the cooling water jacket, the cooling water discharge force (not shown) is discharged to the outside.

[0102] The engine 2 is covered with a cowling 12 while being mounted on an upper casing 11, as shown in FIG. As is well known, the cowling 12 includes a bottom cowl 12a fixed to an upper end portion 14 and an upper cowl 12b detachably attached to an upper end portion of the bottom cowl 12a. .

[0103] The bottom cowl 12a has a carrying handle 26 at the rear end and a steering handle 27 at the front end. As shown in FIG. 2, the steering handle 27 is located at the center of the outboard motor 11 in the left-right direction. Further, as shown in FIG. 1, the steering handle 27 is attached to the bracket 12c on the bottom cowl 12a side through a support shaft 28 so as to be vertically swingable, and as shown in FIG. The propulsion device 4 is configured to extend substantially horizontally forward (in a state where the propulsion device 4 is inclined with respect to the vertical direction). At the tip of the steering handle 27, a throttle grip 27a is provided. Is provided. According to the invention described in claims 3, 10, and 20, the steering unit 27 is constituted by the steering window 27! RU

[0104] A cushion rubber 29 is attached to the lower surface of the bracket 12c. The cushion rubber 29 also comes into contact with the mounting member 6, which will be described later, when the inclination angle of the propulsion device 4 further increases, and restricts the inclination angle of the propulsion device 4 from increasing more than necessary. At the same time, it is for reducing the impact when the lower casing 13 collides with the driftwood.

As shown in FIGS. 1 and 2, the upper cowl 12b is provided with a starter handle 30 and a choke knob 31 at the front end. In FIGS. 1 and 2, what is denoted by reference numeral 32 at the upper end of the upper cowl 12b is a fuel tank cap.

[0105] Like the upper casing 11, the lower casing 13 is formed by using an aluminum alloy as a material. The lower casing 13 according to this embodiment is formed in a shape in which the flat portion 16 of the upper casing 11 is extended downward, that is, in a streamlined shape or a shape close thereto, with a small resistance, and a plate is formed at the lower end. The protector 19 is provided so as to project downward.

As shown in FIG. 5, the lower casing 13 has a propeller 3 rotatably provided at an upper end and a rear end (left side in the figure) of the outboard motor, and is provided in front of the propeller 3. A cooling water pump 21 is provided at the center in the vertical direction. That is, the cooling water pump 21 is disposed below the water surface indicated by a two-dot chain line W in FIG.

The propeller 3 is detachably attached to the propeller shaft 34. The propeller shaft 34 is rotatably supported by a bearing 36 on a cylindrical bearing member 35 fixed to the boss 13 a of the lower casing 13, and has an inner end connected to the drive shaft 20 via a bevel gear 37. That is, as shown in FIG. 5, the propeller shaft 34 is inclined such that the drive shaft 20 gradually decreases as it goes rearward while extending in the vertical direction.

[0107] The gear coupling portion where the bevel gear 37 and the member for driving the propeller, such as the lower end portion of the drive shaft 20 and the bearing 24, are located at the center of the lower casing 13 in the front-rear direction and at the top. . That is, in the lower casing 13 according to this embodiment, as shown in FIG. 5, an exhaust passage 18 is formed so as to pass in front of and below the gear coupling portion. Thus, the gear coupling portion and the exhaust passage 18 are defined by the exhaust passage inner wall 18b.

[0108] The cooling water pump 21 is a centrifugal pump, and is connected to the lower end of the drive shaft 20, as shown in Figs. More specifically, the rotor 21a of the cooling water pump 21 is fixed to the lower end surface of the drive shaft 20 so as to be located on the same axis as the drive shaft 20. The rotor 21a according to this embodiment includes two gears of the bevel gear 37 and bearings 24 provided in the lower casing 13 so that the rotor 21a does not increase the thickness of the lower casing 13 in the left-right direction. , 36 are formed to have a smaller outer diameter.

As shown in FIG. 6, the housing 21b that accommodates the rotor 21a is formed so that both ends in the left-right direction are along the side surface of the opening casing 13, and is fixed to the lower casing 13. The housing 21b has a cooling water inlet 38 (see FIG. 1) formed on the side surface of the lower casing 13, and a cooling water discharge port 39 (see FIG. 5) at the upper end on the rear side of the outboard motor. It is formed. The cooling water discharge port 39 is connected to a cooling water pipe 22 via a cooling water passage 40 formed in the lower casing 13. In FIG. 5, reference numerals 23a and 24a denote oil seals for sealing the outer periphery of the drive shaft 20; 36a, an oil seal for sealing the outer periphery of the propeller shaft 34 in the axial direction; and 25a, a watertight seal between the lower casing 13 and the partition 25. This is a gasket for preventing outside water from entering the lubricating oil in the oil chamber 13b. The lower casing 13 is provided with a lubricating oil inlet and an outlet (not shown), and a detachable stopper is attached. A part of the lower casing 13 and the front part of the cooling water intake 38 in the housing 2 lb arrangement part are recessed from the outer surface of the upper and lower lower casings 13 so that the dynamic pressure from the front reduces the cooling water intake 38 It may work on.

[0110] In the cooling water pump 21 according to the present embodiment, when the engine is started, the drive shaft 20 rotates and the rotor 21a rotates at the same time, and the external water is sucked in from the cooling water inlet 38 and discharged from the cooling water discharge port 39. Therefore, the cooling water is discharged from the cooling water pump 21 to the cooling water pipe 22 substantially in synchronization with the start of the rotation of the drive shaft 20, and supplied to the engine 2. The cooling water intake 38 is provided in the housing 21b of the cooling water pump 21, so that it is not necessary to form a suction passage in the lower casing 13 and cost can be reduced. In addition, multiple cooling water inlets 38 are provided to prevent clogging with algae, and cooling water pumps 21 A cooling water intake 38 may be arranged on the surface of the lower casing 13 at a position below or above the water surface, and may be led to the cooling water pump 21 through an internal suction passage.

[0111] As shown in FIG. 1, the mounting member 6 includes a clamp bracket 41 that is mounted on the side plate 5a of the hull 5, and a swivel for mounting the propulsion device 4 to an outer end of the clamp bracket 41. And a bracket 42. The hull 5, on which the outboard motor 1 according to this embodiment is mounted, has both sharp bow and stern, and has low hull resistance during mid-slow cruising and is unlikely to cause wakes. Type.

As shown in Fig. 9 and Fig. 11 and Fig. 16, the clamp bracket 41 is connected to the front clamp 43 and the rear clamp 44 which are fixed to the port board 5a by sandwiching the port board 5a on the starboard side of the hull 5. An upper rod 45 (see FIG. 10) and a lower rod 46 (see FIG. 1) connecting the clamps 43 and 44 to each other with the front and rear clamps 43 and 44 being separated from each other in the longitudinal direction of the hull 5. And a mounting plate 49 interposed between the upper ends of the clamps 43 and 44 and attached to the clamps 43 and 44 by an upper mounting bolt 47 and a lower mounting bolt 48. Have been. Each of the clamp 43 and the clamp 44 is provided with a pressing pad 41a for sandwiching the side plate 5a, a pressing screw 41b screw-engaged with the clamps 43 and 44, and a pressing handle 41c for rotating the pressing screw 41b. Has been. When the clamp bracket 41 is fixed to the port side board 5b as shown in FIG. 12, the clamps 43 and 44 are located rearward and forward.

[0112] As shown in Fig. 10, the mounting plate 49 is formed so that the center portion in the front-rear direction (the left-right direction in Fig. 10) has an arc shape that becomes convex toward the inside of the hull in plan view. A swivel bracket 42, which will be described later, is fixed by two fixing bolts 50 to the outer side of the curved portion where the hull strength also increases.

The two mounting bolts 47 and 48 that fix the mounting plate 49 to the front clamp 43 are screwed into the mounting plate 49 through the clamp 43 substantially horizontally from the front of the hull, while being separated from each other in the vertical direction. The two mounting bolts 47 and 48, which attach and secure the mounting plate 49 to the rear clamp 44, pass through the clamp 44 substantially horizontally from the rear side of the hull, while being separated vertically from each other. Screwed to the mounting plate 49.

[0113] As shown in Fig. 11 and Fig. 13, screws before and after the front and rear mounting bolts 47, 47 are screw-fitted. The holes 47a, 47a are formed coaxially with each other on the mounting plate 49, and the screw holes 48a, 48a before and after the front and rear mounting bolts 48, 48 are screw-fitted, respectively. Are formed coaxially. The screw through holes 47b, 47b of both clamps 43, 44 through which the upper mounting bolt 47 penetrates are formed in perfect circles respectively, and the through holes of the front and rear clamps 43, 44 through which the lower mounting bolt 48 is inserted. 48b and 48bi are formed by long holes along an imaginary arc centered at the upper rule attachment bonolet 47 as shown in FIG. For this reason, the mounting plate 49 can swing the lower end in the left-right direction of the hull 5 around the upper mounting bolt 47 when the four mounting bolts 47, 48 are loosened. The angle with respect to 5a can be adjusted by an angle corresponding to the length of the long hole 48a.

[0114] As shown in Fig. 11, the swivel bracket 42 includes a swivel bracket body 51 attached to a mounting plate 49 by two fixing bolts 50, and a horizontal tilt shaft 52 attached to the swivel bracket body 51. It is composed of a plurality of parts of a pivot bracket 53 that is supported rotatably in the vertical direction via (see FIG. 10). In addition, the tilt axis 52 has an angle with respect to the horizontal plane between 0 ° (parallel to the horizontal plane) and about 30 °, and extends vertically about the tilt axis so that the propulsion device 4 does not interfere with the hull 5. The bracket 51 may be attached to the bracket body 51 by being inclined so as to have an arbitrary angle (for example, 5 °, 10 °, 15 °, 20 °, 25 °, etc., or an intermediate angle between them). As a result, the trajectory at the time of the bouncing can be kept away from the hull strength, and the propulsion device 4 can be surely scattered outboard even if the pivot bracket is damaged in the event of a driftwood collision. (If the other end is lowered toward the surface of the water) or the trajectory at the time of jumping up can be made closer to the hull, making it easier to replace propellers from the hull (see the inner end of the tilt shaft 52 in Figure 10). Part is lowered toward the water surface).

[0115] The swivel bracket body 51 includes a support block 54 formed to have a C-shaped cross section, and a tilt projecting upward from both left and right ends at the upper end of the support block 54. It is formed of a boss 55 for supporting the shaft (see FIGS. 1 and 10) and a stopper 56 (see FIGS. 15 and 16) which is the lower end of the support block 54 and extends downward from both left and right ends. I have. In this embodiment, the swivel bracket body 51 is made of an aluminum alloy as a material, and the support block 54 and the tilt shaft support boss 55 are formed by a structure. And the stopper 56 is formed on the body!

As shown in FIG. 10, the tilt shaft 52 is horizontally mounted and fixed to the tilt shaft supporting boss 55. In this embodiment, a large-diameter hole 55a in which the tilt shaft 52 fits into both bosses 55, a small-diameter hole 55b serving as a tool hole for extracting the tilt shaft 52 into one boss 55, and the other boss 55 A female screw at the mouth of the large-diameter hole 55a is formed, and an embedding plug 55c for preventing the tilt shaft 52 from coming off is mounted.

As shown in FIG. 11, the support block 54 is formed such that the outer peripheral portion has a curvature that fits into the outer portion of the mounting plate 49, and two fixing bolts 50 are screwed around the outer peripheral portion. A plurality of screw holes 57 to be attached are formed at intervals in the circumferential direction.

As shown in FIG. 16, the fitting portion between the support block 54 and the mounting plate 49 is formed by a convex portion 54a formed at the center in the vertical direction of the support block 54, and a concave portion 49a of the mounting plate 49. The vertical movement of one of the two members with respect to the other of the two members is restricted by fitting into the first member.

[0117] The plurality of screw holes 57 formed in the support block 54 are supported so that the support block 54 can be horizontally rotated with respect to the mounting plate 49 to change the mounting angle. The blocks 54 are formed at predetermined intervals in the circumferential direction. The support block 54 is a member that supports the propulsion device 4 via a tilt shaft 52 and a pivot bracket 53 described below. Therefore, by changing the mounting angle of the support block 54 to the mounting plate 49 as described above, the angle (position) of the propulsion device 4 with respect to the clamp bracket 41 can be changed.

For example, as shown by a solid line in FIG. 20, when the clamp bracket 41 is attached to the center in the front-rear direction of the port board 5a on the right side of the hull, as shown in FIG. 10 and FIG. The left side of the block 54 is fixed to the mounting plate 49 when viewed from the stopper 56 side in a state in which a rear extension 56b at the lower end of a stopper 56 described later extends rearward of the hull. The mounting position of the support block 54 is hereinafter referred to as a right mounting position. At the right-hand mounting position, the imaginary line L extending in the front-rear direction along the port board 5a and the axis of the tilt shaft 52 are substantially perpendicular to the plan view shown in FIG. 10 (that is, substantially perpendicular to the front-rear direction of the hull 5). I will do it. As shown by (A) in FIG. 20, when the clamp bracket 41 is attached to the center in the front-rear direction of the port board 5b on the left side of the hull, as shown in FIG. Reference numeral 54 denotes a state in which a rear extension 56b at the lower end of the stopper 56 extends toward the rear of the hull, and the right side surface is fixed to the mounting plate 49 in view of the hull rear force. The mounting position of the support block 54 is hereinafter referred to as a left mounting position. At the left mounting position, the opposite side in the left and right direction is fixed to the mounting plate 49 at the right mounting position. In this state, the imaginary line L extending in the front-rear direction along the port board 5b and the axis of the tilt shaft 52 Are substantially orthogonal (that is, substantially orthogonal to the front-rear direction of the hull 5).

[0120] Further, as shown by (B) in Fig. 20, when the clamp bracket 41 is attached to the rear side of the port plate 5a on the right side of the hull, as shown in Fig. 13, the support block 54 is attached to the right side of the hull. The left end is fixed to the mounting plate 49 while being rotated counterclockwise with respect to the mounting position. This mounting position is hereinafter referred to as an intermediate position. At this intermediate position, even when the hull 5 is attached to a part that is inclined in plan view with respect to the longitudinal direction of the hull 5, the imaginary line L extending in the longitudinal direction along the The axes of the tilt axis 52 intersect.

In this embodiment, as shown in (C) of FIG. 20, a clamp bracket 41 is attached to the rear of the sideboard 5b on the left side of the hull, or as shown in (B) of FIG. A plurality of screw holes 57 are formed in the support block 54 so that the clamp bracket 41 can be attached also to the rear portion of the sideboard 5a on the right side of the hull. These screw holes 57 are provided so that the support block 54 can be positioned at seven intermediate positions between the right mounting position and the left mounting position. In FIG. 11, the support block 54 may be fixed to the mounting plate 49 with the stopper 56 extending in a direction perpendicular to the port plate 5a and outward of the hull. In this state, as shown in FIG. 22, similarly to the conventional outboard motor, the clamp bracket 41 can be attached to the stern plate 5c which is arranged at the stern in the lateral direction of the hull. In the present embodiment, the degree of freedom of the mounting position of the outboard motor 1 on the hull 5 can be increased.

In the embodiment shown in FIG. 21, the through holes 49a of the fixing bolts 50 of the mounting plate 49 are oriented in a direction perpendicular to the cylindrical center line of the outer peripheral surface of the cylindrical supporting block 54 (= (Horizontal direction). The one with reference numeral 50a through which the fixing bolt 50 penetrates It is a pusher. From the state shown in Fig. 21, the fixing bolt 50 is loosened and the support block 54 is turned to the right by a predetermined angle when viewed from the top, and the fixing bolt 50 is tightened up to be supported on the mounting plate 49. The clamp bracket 41 can be attached to the front of the sideboard 5a on the right side of the hull while the block 54 is fixed. This is shown as (D) in FIG. Similarly, the fixing bolt 50 is passed through the through hole 49a of the elongated hole so as to be attached to the screw hole 57 on the lower side in FIG. 21, and the fixing bolt 50 is turned counterclockwise from the center of the elongated hole of the through hole 49a. The clamp bracket 41 can be attached to the front part of the port board 5a on the right side of the hull, with the support block 54 fixed to the attachment plate 49 so as to be positioned on the side of the ship. This is shown as (E) in FIG.

In the embodiment shown in FIG. 21, the through-hole 49a is formed as an elongated hole, so that the support block 54 is attached to the attachment plate 49 at an angle larger than the angle formed by the screw holes 50 at both ends in the turning direction. The possible angle range can be increased. Further, the adjustability of the mounting angle of the support block 54 with respect to the mounting plate 49 can be increased. Furthermore, by making the angle range that the fixing bolt 50 can take in the elongated hole larger than the angle formed by the adjacent screw holes 50, the mounting plate can be mounted at any relative angle within the mountable angle range of 180 ° or more. The support block 54 can be fixed to 49, and the degree of freedom of the mounting position of the outboard motor 1 to the hull 5 can be further increased.

As another embodiment of the positional relationship between the rotation center P1 of the upper casing 11 and the rotation center P2 of the swivel bracket 42, the rotation center P1 of the upper casing 11 is A force that matches P2 may be displaced forward in the forward direction of propeller 3. As a result, the tilt shaft 52 located forward of the pivot center P1 without interfering with the upper casing 11 is located further forward as can be seen from FIGS. 9 and 10. For this reason, when the propulsion device 4 is tilted up while the swivel bracket 42 is rotated so that the tilt shaft 52 intersects the side plate 5a, the engine 2 part approaches the hull 5 and the engine 2. The maintenance and inspection properties are improved. In order to improve the maintenance and inspection performance of the engine 2, the tilt shaft 52 may be positioned above the upper end of the side plate 5a in the vertical direction. Thus, it is possible to prevent the tilt-up propulsion device 4 from interfering with the upper side of the side board 5a. [0125] The stopper 56 constitutes a part of a thrust stopper 58 to be described later, and as shown in Fig. 1, upward and downward extending portions extending downward from both left and right ends of the support block 54, respectively. 56a and a rear extending portion 56b extending rearward from the lower end of the vertical extending portion 56a.

The rear extending portion 56b is formed so as to have an arc shape centered on the tilt shaft 52, and as shown in FIG. 15, an engaging pin 59 of a thrust stopper 58 described later is provided on a side facing each other inside the outboard motor. An engagement groove 60 is formed therein. As shown in FIG. 16, the engaging groove 60 has a communicating portion 60a extending along an arc centered on the tilt shaft 52, and an engaging portion 60b extending radially outward from the communicating portion 60a in the arc. And composed by! The plurality of engaging portions 60b are formed at intervals in a direction along the arc.

As shown in FIG. 10, the pivot bracket 53 is a first pivot bracket inserted between two tilt shaft supporting bosses 55 and supported by the tilt shaft 52 so as to be rotatable vertically. 53a and a second pivot bracket 53b fixed by a fixing bolt 61 to a rotating end (rear end) of the first pivot bracket 53a. These first and second pivot brackets 53a, 53b rotatably support the shaft 15 of the upper casing 11. That is, the pivot bracket 53 is supported by the tilt shaft 52 so as to be rotatable in the vertical direction, and also supports the upper casing 11 by itself in the horizontal direction.

[0127] The rotation center P1 of the upper casing 11 rotatably supported by the pivot bracket 53 is a portion where the drive shaft 20 is located in FIG. It is positioned at a position away from the rotation center P2. As shown in FIGS. 10 and 11, when the support block 54 is located at the right mounting position, the rotation center P1 of the upper casing 11 is located behind the rotation center P2 of the swivel bracket 42. However, when the support block 54 is located at the intermediate position as shown in FIG. 13, the rotation center P1 of the upper casing 11 is located outside the hull with respect to the rotation center P2 of the swivel bracket 42. .

As another embodiment, in the case shown in FIG. 13, the rotation center P 1 of the upper casing 11 may be located closer to the hull than the rotation center P 2 of the swivel bracket 42. Yes. By moving the propulsion device 4 closer to the hull 5 to reduce the turning moment due to the propeller thrust and keeping the propulsion device 4 at a smaller turning position and moving forward more than the performance deterioration due to the disturbance of the flow to the propeller 3 It should be used when the performance can be improved by reducing the resistance.

As shown in FIG. 10, a belt-shaped friction plate 62 is interposed in a portion of the pivot bracket 53 that rotatably supports the upper casing 11. The friction plate 62 increases or decreases the sliding resistance when the upper casing 11 rotates with respect to the pivot bracket 53 by tightening or loosening a thumb screw indicated by reference numeral 63 in FIG. It is formed so that it can be.

The center of the first pivot bracket 53a in the left-right direction (axial direction of the tilt shaft 52) of the portion where the tilt shaft 52 penetrates, as shown in FIGS. 9 and 15, the upper end of a thrust stopper 58 described later. A concave portion 53c for accommodating the portion is formed so as to open downward.

[0130] The thrust stopper 58 regulates the tilt angle of the propulsion device 4 and receives the thrust of the propulsion device 4, and the thrust is partially formed by the swivel bracket body 51, which serves as the stopper 56, the mounting plate 49, and the clamp. It is transmitted to the hull 5 via the bracket 41. As shown in FIGS. 9, 14, and 18, the thrust stopper 58 includes a thrust bracket 64 rotatably supported by the tilt shaft 52 and a pin supported by the thrust bracket 64 to be vertically movable. It consists of 59.

The thrust bracket 64 includes a support stay 65 extending downward from the tilt shaft 52, and a pressure receiving block 66 fixed to a lower end of the support stay 65. The supporting stay 65 is made of a pipe, and as shown in FIGS. 15 to 18, a driving rod 67 to which an engaging pin 59 described later is screwed at its lower end is movably inserted in a vertical direction. Is

As shown in FIG. 14, the pressure receiving block 66 is a plate-shaped pressure receiving portion having a half cylindrical inner peripheral surface into which the shaft portion 15 of the upper casing 11 is slidably fitted in the circumferential direction. 66a is formed on the rear side of the outboard motor as a thrust receiver, and a concave groove 66b (see FIG. 15) into which the engaging pin 59 is fitted is formed. This concave groove 66b is, as shown in FIGS. It is formed so as to penetrate the pressure receiving block 66 in the left and right direction, and is opened downward!

[0132] As shown in FIGS. 14 and 15, the engaging pin 59 is parallel to the tilt shaft 52 and is longer than the length of the pressure receiving block 66 in the left-right direction (vertical direction in FIG. 14). And is housed in the concave groove 66b. Both ends of the engaging pin 59 protruding from the pressure receiving block 66 are engaged with the engaging groove 60 of the stopper 56. The engagement pin 59 constitutes an engagement member according to the invention of claims 8 and 19. When the pressure receiving block 66 is rotated around the tilt axis while the engagement pin 59 is located within the communication portion 60a of the engagement groove 60, the position in the rotation direction is changed, and the plurality of engagement portions 60b Is engaged with one of the engaging portions 60b selected from the following.

[0133] A driving rod 67 for vertically moving the engaging pin 59 in the concave groove is provided at a central portion in the longitudinal direction of the engaging pin 59. The driving rod 67 protrudes upward through the pressure receiving block 66, and a downward force is also inserted into the support stay 65. Further, a compression coil spring 68 for biasing the engagement pin 59 downward is provided between the engagement pin 59 of the driving rod 67 and the upper wall of the pressure receiving block 66.

Further, an operation wire 69 is connected to a portion of the driving rod 67 that is inserted into the support stay 65. The support bracket 100 for the inner cable of the operation wire 69 is screwed into the drive port 67 through a vertically long hole opened in the pipe-like support stay 65. The support bracket 101 for the outer cable of the operation wire 69 is fixed to the support stay 65 above the support bracket 100. The other end of the operation wire 69 is connected to an operation lever 70 attached to the clamp bracket 41, as shown in FIG. The operation lever 70 can be attached to the steering wheel 27 as shown in FIG.

In a state where the operating lever 70 is not operated, the engaging pin 59 according to this embodiment is urged downward by the resilient force of the compression coil spring 68, and both ends of the engaging pin 59 are engaged with the engaging groove 60. Engage in joint 60b. The engagement of the engagement pin 59 with the engagement portion 60b determines the position of the pressure receiving block 66 (the position of the upper casing 11 during sailing), and the rotation of the thrust bracket 64 around the tilt axis. Is restricted. For example, as shown in FIG. 16, of the plurality of engaging portions 60b formed on the stopper 56, the front side of the outboard motor (in FIG. (The right side) is engaged with the engaging pin 59, whereby the rotation of the thrust bracket 64 is restricted in a state where the pressure receiving block 66 is located closest to the outboard motor front side. In this state, the axis C (the axis parallel to the axis of the drive shaft 20) of the upper casing 11 of the propulsion device 4 is oriented in the vertical direction, as shown by the two-dot chain line in FIG.

In order to change the tilt angle of the propulsion device 4, first, the operating lever 70 is operated to pull the wire 69, and the driving rod 67 and the engaging pin 59 are moved upward. By this operation, both ends of the engaging pin 59 enter the communicating portion 60a from the engaging portion 60b, and the thrust bracket 64 can be rotated around the tilt axis. Next, as shown in FIG. 17, while continuously operating the operation lever 70, the propulsion device 4 and the thrust bracket 64 reach the desired tilt angle clockwise in FIG. 17 around the tilt axis. (Tilt up) and release the operating lever 70. By releasing the operating lever 70 in such a tilted state, the engaging pin 59 is pushed by the resilient force of the compression coil spring 68, and both ends of the engaging pin 59 are engaged with the engaging portion 60b. At this time, for example, when the propulsion device 4 and the thrust bracket 64 are tilted up to the position where the tilt angle is maximized, as shown in FIG. The engaging pin 59 is engaged with the engaging portion 60b located on the rear side of the machine.

[0137] In the outboard motor 1 according to this embodiment, by tilting the propulsion device 4 so that the tilt angle is maximized, the axis of the propeller 3 is substantially horizontal as shown in FIG. It is configured so that When tilting down, the engaging lever 59 is disengaged from the stopper pin 56 by operating the operating lever 70 in the same manner as when tilting up, and in this state, the propulsion device 4 and the thrust bracket 64 are disengaged. It is performed by rotating. A torsion spring 103 having one end fixed to the support block 54 with a bolt 102 and the other end in contact with the pressure receiving block 66 via a coil portion is provided.

As a result, the thrust bracket 64 is biased in the tilt-up direction, and only the propulsion device 4 needs to be tilted up during the tilt-up operation. Further, at the time of tilting down, the torsion spring 103 is displaced by the weight of the propulsion device 4, so that it is not necessary to work on the thrust bracket 64. By adopting this configuration, when tilting up or tilting down The thrust bracket 64 rotates following the propulsion device 4, so that there is no need to support the thrust bracket 64, and operability is improved.

[0139] As shown in FIG. 1, the outboard motor 1 configured as described above has a maximum trim-up position where the axis of the propeller 3 is substantially horizontal, and is indicated by a two-dot chain line in FIG. The tilt angle (also referred to as the trim angle between the maximum trim-up position and the tilt-down position) corresponds to the position of the engaging portion 60b between the tilt-down position where the propulsion device 4 stands up. It can change. In addition, the outboard motor 1 moves forward by rotating the propeller 3 with the power of the engine 2 at any of the tilt positions (also referred to as a trim position between the same maximum trim up position and the tilt down position). I do.

[0140] The forward thrust is transmitted from the upper casing 11 to the swivel bracket body 51 via the clamp bracket 41 and the tilt shaft 52. At the same time, the thrust during forward movement is transmitted from the upper casing 11 to the swivel bracket body 51 via the pressure receiving block 66 and the engagement pin 59, and the mounting plate 49 and the clamp bracket 41 are transferred from the swivel bracket body 51. Transmitted to the hull 5 via the Steering during sailing is performed by horizontally steering the steering handle 27 and turning the propulsion device 4 horizontally with respect to the pivot bracket 53.

On the other hand, when the hull 5 on which the outboard motor 1 is mounted is moved backward, first, the propulsion device 4 is tilted down to a tilt down position indicated by a two-dot chain line in FIG. Then, in this state, the propulsion device 4 is rotated in the horizontal direction with respect to the pivot bracket 53 so that the steering wheel 27 is directed rearward, and the thrust is used to direct the direction of travel rearward. By rotating the hook, the hook 15a protruding in an arc shape from the upper casing 11 is engaged with an arc-shaped engaging portion 66c formed integrally with the lower end of the pressure receiving block 66. Also in the case of retreating, the thrust of the thrust stopper 58 is received by the propulsion device 4, and the reverse thrust is transmitted to the hull 5 via the swivel bracket 42, the mounting plate 49 and the clamp bracket 41. Although not shown in the above-described embodiment, the outboard motor 1 has a well-known conventional force, and is provided with a rotary lever having a claw-like rotating lever and a pin engaged with the lever. It can be equipped with a throck device.

[0142] The outboard motor 1 according to this embodiment has a swivel bracket 42 as shown in Figs. Are constituted by a swivel bracket main body 51 attached to the clamp bracket 41 and a pivot bracket 53 rotatably supported by the swivel bracket main body 51 via a horizontal tilt shaft 52. The outboard motor 1 has the pivot bracket 53 support the propulsion device 4 so as to be rotatable in the horizontal direction.The tilt shaft 53 corresponds to an imaginary line extending in the front-rear direction along the port plates 5a and 5b in plan view. The axis of the tilt shaft 52 is oriented in the left-right direction of the hull 5 while being attached to the side of the hull 5 by the mounting member 6 so that the direction intersecting the axis is the axial direction. For this reason, it can be easily attached to the side plates 5a and 5b of the double-ender type hull 5 without any modification.

[0143] The outboard motor 1 moves forward with being attached to the side of the hull 5 as described above. When moving forward, for example, when foreign matter such as a riverbed, a seabed, a pile, or driftwood hits the protector 19 at the lower end, as shown in FIG. 19, the propulsion device 4 moves the maximum trim angle position around the tilt shaft 52 as shown in FIG. Tilt up more. By this tilt-up operation, the impact force transmitted to the hull 5 side due to the collision is reduced.

[0144] Therefore, although the outboard motor 1 is mounted on the side of the hull 5, it is difficult for the outboard motor 1 to be damaged even when hit by foreign matter. When the propulsion device 4 is tilted up so as to jump up, the cushion is relaxed by the cushion rubber 29 provided on the bracket 12c of the bottom cowl 12a abutting on the support block 54 of the swivel bracket body 51. Is done.

Further, in the outboard motor 1 according to the present embodiment, the direction in which the thrust acts can be changed by rotating the propulsion device 4 with the steering wheel 27, so that the outboard motors 5a, 5b The ship can be easily maneuvered even when it is attached to the boat. In particular, the outboard motor 1 has a force propeller that can change the traveling direction to any of 360 ° by changing the rotational position of the propulsion device 4, and the outboard motor 1 is mounted on the sideboards 5a and 5b. Can be performed more easily. In addition, by installing a forward / reverse switching device that enables switching between forward rotation and reverse rotation of the propeller 3 in the propulsion device 4, it becomes possible to steer not only in the forward direction but also in the left and right direction in the reverse state.

[0146] Furthermore, the outboard motor 1 according to the present embodiment has a case where the clamp bracket 41 is attached to the side plates 5a, 5b which are greatly inclined with respect to the longitudinal direction of the hull 5 in plan view. Also, by rotating the support block 54 with respect to the mounting plate 49, the tilt shaft 52 can be positioned so as to intersect the front-back direction. For this reason, the position where the outboard motor 1 is mounted is not restricted by the shape of the hull 5. The outboard motor 1 can be mounted on either the sternboard 5c on the right side of the hull or the sideboard 5b on the left side of the hull, in addition to the sternboard 5c. Become.

The outboard motor 1 according to this embodiment can be steered in the left-right direction even when the propulsion device 4 is turned by 180 ° so that the hull 5 moves backward, so that it is mounted on the sideboards 5a, 5b. In this state, the ship can be more easily maneuvered including the backward operation.

[0147] In addition, in the outboard motor 1 according to this embodiment, the tilt angle (also referred to as a trim angle) of the propulsion device 4 can be changed by changing the rotational position of the thrust bracket 64 around the tilt axis. it can. For this reason, for example, when sailing in a shallow water, the position of the propeller 3 of the propulsion device 4 can be changed to the upper side in order to avoid contact with the riverbed, the seabed, or foreign matters by tilting up (also referred to as trim-up here). . By changing the tilt angle, the outboard motor 1 can also apply the thrust of the propeller 3 upward or downward to correct the inclination of the hull 5 in the front-rear direction.

[0148] Outboard motor 1 according to the present embodiment can sail in a state where upper casing 11 and lower casing 13 are inclined so as to descend rearward. For this reason, it is possible to smoothly flow the foreign matter, which does not cause the polyethylene bag and the floating algae floating in the water to adhere to the front edge of the upper casing 11 and the lower casing 13. Therefore, the cooling water inlet 38 of the cooling water pump 21 is not blocked by foreign matter.

In the outboard motor 1 according to this embodiment, the operation of changing the tilt angle can be easily performed by simply operating the operation lever 70 to release the engagement state of the thrust stopper 58. .

[0149] In the outboard motor 1 configured as described above, the clamp bracket 41 that can be attached to and detached from the side plates 5a and 5b of the hull 5, and the clamp bracket 41 rotatably supports the horizontal direction. The swivel bracket 42 which is fixed at a predetermined rotation angle and which is separated from the rotation center P2 of the swivel bracket 42 is defined as a rotation center P1. The upper casing 11 is rotatably supported by the bracket 42 in the horizontal direction, and the steering handle 27 for rotating the upper casing 11 (the propulsion device 4) with respect to the swivel bracket 42 is provided. Therefore, by rotating the swivel bracket 42 with respect to the clamp bracket 41, the outboard motor 1 can travel in a state where the position of the propulsion device in the horizontal direction with respect to the hull is changed.

[0150] Therefore, the position was such that the component force in the direction in which the hull 5 was turned to the side opposite to the outboard motor 1 was as small as possible, and the hull 5 was swept to the side by the hull 5. The outboard motor should be placed at a position on the side of the hull where it is less susceptible to the effects of water, that is, a position where the reduction of the component force in the direction to be turned and the stability of the thrust are compatible. it can. Therefore, although the outboard motor 1 is mounted on the side plate 5a or 5b of the hull 5, sufficient outboard performance can be obtained.

[0151] The outboard motor 1 configured as described above includes a clamp bracket 41 for detachably attaching the propulsion device 4 having the propeller 3 at the lower end thereof to the hull 5, and an outer hull surface to which the clamp bracket 41 is attached. The tilting member (mounting plate 49, swivel bracket 42) attached to the clamp bracket 41 so as to be tiltable about a support shaft (upper mounting bolt 47) that is substantially parallel and substantially horizontal to the surface along 5 has a substantially horizontal tilt axis 52 intersecting with the virtual line extending in the front-rear direction. The outboard motor 1 is provided with a propulsion device 4 rotatably in the vertical direction around the tilt axis, and a position between the tilting member and the propulsion device 4 at a position separated downward from the tilt shaft 52. A thrust that supports the propulsion device, transmits the thrust acting on the propulsion device 4 by the propeller 3 to the tilting member, and varies the support angle of the propulsion device with respect to the tilting member around the tilt axis 52. A stopper 58 is provided. Therefore, as shown in Fig. 22, the trim angle can be changed without using the thrust stopper 58 by tilting the tilting member with respect to the clamp bracket 41 with the outboard motor 1 attached to the stern plate 5c. be able to.

[0152] Therefore, since the trim angle of the propulsion device 4 can be finely adjusted by the tilting of the tilting member after being set by the thrust stopper 58, the outboard motor 1 according to the present invention is different from the conventional outboard motor. In comparison, the trim angle can be more finely adjusted. Also, this outboard motor 1 can run with the lower end of the propulsion device 4 slightly trimmed up. Since the trim angle can be set so that the inclination of the hull 5 can be corrected, sufficient sailing performance can be obtained. For example, when sailing in a shallow water, the position of the propulsion device 3 of the propulsion device 4 can be changed to the upper side in order to avoid contact with the riverbed, the seabed or foreign matter when trimmed up. By changing the trim angle, the outboard motor 1 can also apply the thrust of the propeller 3 upward or downward to correct the inclination of the hull 5 in the front-rear direction.

[0153] In the outboard motor 1 according to this embodiment, with the clamp bracket 41 mounted on the side of the hull, the tilt shaft 52 is substantially perpendicular and substantially horizontal to the support shaft (upper mounting bolt 47). As a result, the hull 5 was made substantially horizontal to intersect with the imaginary line extending in the front-rear direction. For this reason, by tilting the tilting member with respect to the clamp bracket 41 in a state where the propeller 3 is mounted on the side of the hull 5, the lateral position of the propeller 3 with respect to the sideboards 5a and 5b is maintained regardless of the tilting of the sideboards. Can be adjusted. Therefore, the water that is flushed in the lateral direction by the hull 5 can be prevented from affecting the propeller 3, and the thrust generated by the propeller 3 can be stabilized. Also, the axial force (trim angle) of the propeller 3 in the water with respect to the water surface can be adjusted. Therefore, the outboard motor 1 can be run with the lower end of the propulsion device 4 slightly trimmed up while mounted on the side of the hull, and the trim angle can be corrected so that the inclination of the hull 5 can be corrected. Since the degree can be set, sufficient sailing performance can be obtained.

[0154] The outboard motor 1 according to this embodiment includes a mounting plate 49 for connecting the tilting member to the clamp bracket 41, and a swivel bracket body fixed to the mounting plate 49 and provided with the tilt shaft 52. The swivel bracket 51 includes a pivot bracket 53 rotatably mounted on the swivel bracket body 51 about a tilt axis and rotatably supporting the propulsion device 4. For this reason, by rotating the propulsion device 4 with respect to the pivot bracket 53, the direction in which the thrust of the propeller 3 acts changes to the left and right, and the steering can be performed, so that turning navigation can be performed. .

In the outboard motor 1 according to this embodiment, the thrust stopper 58 is interposed between the swivel bracket main body 51 and the propulsion device 4. For this reason, the pivot bracket 53 does not need to form a connection portion with the thrust stopper 58 on the pivot bracket 53, and the pivot bracket 53 can have a structure exclusively for rotatably supporting the propulsion device 4. For this reason, the pivot bracket 53 can be formed compact. [0156] The outboard motor 1 according to this embodiment is provided with a thrust bracket 64 rotatable around the tilt shaft 52, and this thrust bracket 64 is interposed between the swivel bracket body 51 and the propulsion device 4. By varying the angle of support of the thrust bracket 64 with respect to the swivel bracket body 51 around the tilt axis, the angle of support of the propulsion device 4 with respect to the tilting member around the tilt axis is variable. For this reason, the thrust of the propulsion device 4 at the time of steering is transmitted from the pivot bracket 53 to the swivel bracket body 51, so that a large lateral load does not act on the thrust bracket 64. The lateral load is obtained by multiplying the thrust force by the friction coefficient. Therefore, according to the outboard motor 1, the durability of the thrust bracket 64 can be improved.

[0157] As another embodiment of the outboard motor 1, a configuration in which a thrust stopper 58 is interposed between the swivel bracket body 51 and the pivot bracket 53 can be adopted. An outboard motor having this configuration constitutes an outboard motor according to claim 3 of the present invention. By adopting this configuration, the thrust of the propulsion device 4 at the time of steering is transmitted from the pivot bracket 53 to the swivel bracket main body 51, and a large lateral load (= thrust force X friction Coefficient) can be prevented from acting. Therefore, the durability of the thrust collar 58 can be improved.

[0158] The outboard motor 1 according to this embodiment has the thrust stopper 58 so that the thrust stopper 58 and the propulsion device 4 are separated from each other when a force in the reverse direction greater than the thrust by the propeller 3 acts on the propulsion device 4. Therefore, when a foreign object collides with the lower end of the propulsion device 4 during sailing, the propulsion device 4 rotates around the tilt axis so as to be separated from the thrust stopper 58. Be relaxed. Therefore, it is possible to provide the outboard motor 1 that is hardly damaged even when a foreign object collides.

[0159] The outboard motor configured as described above includes a mounting member (clamp bracket 41, swivel bracket body 51) that can be attached to and detached from the hull 5, and the left and right sides of the hull 5 in plan view. A thrust bracket 64 and a propulsion device 4 are respectively supported so as to be vertically rotatable via a substantially horizontal tilt shaft 52 whose direction is the axial direction. The propulsion device 4 is configured to drive a propeller 3 provided at a lower end portion by a power unit (engine 2). [0160] The thrust bracket 64 is interposed between the mounting member and the propulsion device 4, and is provided with a thrust receiver (pressure receiving block 66) with which the propulsion device 4 contacts when moving forward. The forward thrust is transmitted from the thrust receiver to the mounting member via the engaging member (engaging pin 59). Also, this outboard motor is designed such that when the lower end of the propulsion device 4 is pressed rearward by a large load, the propulsion device 4 is separated from the thrust receiving force and is rotatable rearward around the tilt shaft 52. Be composed. On the other hand, the attachment member and the thrust bracket 64 can be engaged with each other at at least two predetermined positions along an arc centered on the tilt shaft 52.

[0161] At the same time, a movable engaging member is provided on the thrust bracket 64, and an engaging portion 60b for engaging the engaging member is provided on the mounting member side, and acts on the engaging member. An operating mechanism (operating wire 69, operating lever 70) is provided to switch between an engaged state in which the engaging member 60b is engaged and a disengaged state in which the engaging member is disengaged from the engaging portion 60b. Was. Therefore, by engaging the engaging member with the engaging portion 60b, the trim angle of the propulsion device 4 is set to an angle corresponding to the position of the engaging portion 60b, and the thrust of the propulsion device 4 is transmitted from the thrust bracket 64. It is transmitted to the mounting member.

[0162] In the outboard motor 1, in order to change the trim angle (tilt angle), as described above, the engagement between the engaging member and the engaging portion 60b is released by the operating mechanism, and the propulsion device 4 The engagement member is engaged with the engagement portion 60b by the operating mechanism in a state where the and the thrust bracket 64 are rotated to a desired angle around the tilt axis. Therefore, the outboard motor 1 has higher operability when changing the angle than the conventional outboard motor in which the trim angle (tilt angle) is changed by attaching and detaching the stopper rod, and the outboard motor 1 is attached to the stern plate 5c. Even when the outboard motor 1 is mounted on the sideboards 5a, 5b, the operability when changing the trim angle and the tilt angle is improved.

[0163] In addition, in the outboard motor 1, the pivot bracket 53 is interposed between the mounting member and the propulsion device 4 so as to be rotatable around a tilt axis, and the propulsion device 4 is mounted on the pivot bracket 53. It is supported so that it can rotate in the horizontal direction. The outboard motor 1 includes a steering unit (steering wheel 27) for rotating the propulsion device 4 with respect to the pivot bracket 53. In the outboard motor 1, the pivot bracket 53 or the propulsion device 4 below the pivot bracket 53 was brought into contact with the thrust receiver (pressure receiving block 66) of the thrust bracket 64. For this reason, By rotating the propulsion device 4 with the steering unit, the direction in which the thrust acts can be changed, and turning and navigating in any direction can be performed. Therefore, it is possible to provide an outboard motor that can easily perform a maneuvering operation while being attached to the side of the hull 5.

[0164] Further, since the propulsion device 4 below the pivot bracket 53 is in contact with the thrust receiver, the pivot bracket 53, which does not need to be extended downward until it faces the thrust receiver, is used exclusively for the propulsion device 4. It is possible to adopt a structure only for rotatably supporting. Therefore, the pivot bracket 53 can be formed compact.

In the above-described outboard motor 1, the propeller 3 is driven by the power of the engine 2 and the cooling water pump 21 is driven. The outboard motor 1 includes at least one of the drive shaft 20 that transmits the power of the propeller shaft 34 on which the propeller 3 is mounted and the power of the engine 2 to the propeller shaft 34, including the propeller shaft 34, and is positioned below the propeller shaft 34. A cooling water pump 21 is provided. For this reason, since the cooling water pump 21 is reliably located below the water surface W, no water flows out of the cooling water pump 21 into the suction system of the pump 21 when the pump is stopped.

[0166] When the hull 5 is moored and left on the shore in the maximum tilted state in which the lower casing 13 including the propeller 3 is raised above the water surface, the cooling water in the outboard motor 1 is supplied to the cooling water inlet 38, In some cases, the coolant flows out of the cooling water discharger (not shown), and the cooling water is exhausted around the cooling water pump 21. Even in this case, if the lower casing 13 is submerged by tilting down for sailing, the cooling water is supplied from the cooling water intake 38 regardless of whether the cooling water intake 38 is above or below the cooling water pump 21. Power Cooling water pump 21 flows into. At this time, a part of the cooling system air (air of the same volume as the inflowing water) is pushed out by a cooling water discharge rocker (not shown).

[0167] Therefore, so-called priming is not required, and the cooling water is supplied to the engine 2 simultaneously with the start of rotation of the cooling water pump 21 at the time of engine start or the like. As a result, the cooling water can be reliably supplied to the engine 2, so that the engine temperature does not rise excessively. Even if the cooling water pump 21 is not a centrifugal pump type but an impeller type using a rubber impeller, the impeller does not melt down and lose the pumping capacity.

[0168] In addition, in this outboard motor 1, the cooling water pump 21 is located below the water surface W, and is positioned near the water surface W. Therefore, the portion of the upper casing 11 near the water surface can be formed relatively thin. Therefore, it is possible to provide an outboard motor in which water splash is hard to rise and air is hard to enter the water. For this reason, as shown in this embodiment, the splash plate and the cavitation plate can be eliminated, and the weight of the upper casing can be further reduced.

[0169] Further, in this outboard motor 1, the propeller shaft 34 is connected in the middle of the drive shaft 20, and the cooling water pump 21 is connected to the lower end of the drive shaft 20, so that the cooling water pump 21 is securely connected to the propeller shaft. It can be positioned below 34. Therefore, the force that can form the lower casing 13 having the cooling water pump 21 and the lower end of the upper casing 11 to which the lower casing 13 is attached so that the thickness in the left-right direction can be made as small as possible. Can be made even more difficult.

[0170] In the outboard motor 1 according to the present embodiment, the outer casing 11 accommodating the drive shaft 20 is formed such that the outer shape on each plane orthogonal to the drive shaft 20 has a larger width at the center and a larger width at the center. It was formed so that the width became smaller as the distance from the front and back increased. Also, in this outboard motor 1, the width of the central portion of the upper casing 11 and the shape of the front edge of the upper casing 11 as viewed from the side are such that the forward casing extends from above the water surface near the water surface to below the water surface during forward cruising. The width of the central portion of the par casing 11 is configured to be substantially the same in the vertical direction or to be smaller in the lower portion. Further, in the outboard motor 1, the front edge shape of the upper casing 11 with respect to the lateral force is formed so as to retreat substantially vertically or downward. For this reason, in the outboard motor 1, the front edge of the upper casing 11 cuts off the surface of the water during sailing, so that it is possible to make it more difficult for water splashes to rise.

[0171] Further, in a conventional ship or outer engine, at a position near the water surface above the rear propeller of the upper casing and below the water surface, a rearward force is projected horizontally outward in a plate shape over the left and right sides, and the water surface force It has been practiced to provide a cavitation plate to prevent entanglement in front of the propeller. However, in the outboard motor 1 according to this embodiment, the hydraulic power is divided into right and left at the front edge of the upper casing 11 and flows on both sides of the upper casing 11 at a position near the rear edge behind the rear edge of the upper casing 11. Become like This makes it difficult for air to enter the water surface force propeller 3 direction. Therefore The size of the cavitation plate can be reduced or even eliminated as shown in this embodiment. In these cases, the weight of the upper casing 11 can be reduced.

[0172] In the outboard motor 1 according to the present embodiment, the propeller shaft 34 is connected to the drive shaft 20 so that the drive shaft 20 is inclined backward and downward while the drive shaft 20 extends vertically downward. The outboard motor 1 has an upper casing 11 for accommodating the drive shaft 20 when the drive shaft 20 is supported on the hull 5 in an inclined state in which the lower portion of the drive shaft 20 is retracted so that the propeller shaft 34 becomes substantially horizontal during forward running. The outer shape on each horizontal plane was formed such that the width became smaller in the central portion, and the width became smaller as the distance from the central portion increased.

[0173] In the outboard motor 1, the width of the central portion of the upper casing 11 and the shape of the front edge of the upper casing 11 as viewed from the side extend from the upper surface of the water near the water surface to the lower surface of the water. The width is made substantially the same in the vertical direction or smaller in the lower direction. The outboard motor 1 is formed such that the front edge shape of the upper casing 11 as viewed from the side force also retreats vertically or downward. For this reason, the leading edge of the upper casing 11 can surely cut the water surface during cruising, so that it is possible to make it more difficult for water droplets to rise.

[0174] Thereby, the number of splash plates can be reduced, the shape can be reduced, and further, as shown in this embodiment, the splash plate can be eliminated. In these cases, the light weight of the upper casing 11 can be reduced. Further, the hydraulic power that separates right and left at the front edge of the upper casing 11 and flows on both sides of the upper casing 11 joins at a position near the rear edge behind the rear edge of the upper casing 11. For this reason, since it is difficult for air to enter the propeller 3 direction, it is possible to reduce the shape of the cavitation plate or to abolish it as shown in this embodiment. In these cases, the light weight of the upper casing 11 can be reduced.

[0175] In the outboard motor 1 according to the present embodiment, the upper casing 11 and the lower casing 13 are not provided with a splash plate or a cavitation plate. Therefore, unlike the conventional outboard motor, the splash plate and the cavitation plate do not incline with respect to the horizontal plane except at a specific trim angle, so that there is no running resistance. In addition, more certainly In order to prevent splash and cavitation, it is possible to reduce the shape of the splash plate and cavitation plate. For this reason, even when the splash plate or the cavitation plate having a specific trim angle other than the specified trim angle is inclined with respect to the horizontal plane, the sailing resistance can be reduced.

[0176] In the outboard motor 1 configured as described above, since the exhaust port 18a from which the exhaust gas of the engine 2 is discharged is formed below the propeller 3, the portion of the outboard motor 1 that is most deeply submerged in water is formed. Exhaust gas is discharged into the water. For this reason, the position of the discharge port 18a is located lower than that of the conventional outboard motor, and the time required for the bubbled exhaust gas discharged from the discharge port 18a to float is relatively long. For this reason, the distance that the hull 5 advances before the air bubbles rise becomes longer, and it is difficult to hear the sound generated when the air bubbles as the exhaust gas force floats on the water surface.

[0177] The outboard motor 1 is formed such that the discharge port 18a is located behind the propeller 3 in a normal running state. For this reason, the air bubbles that are discharged from the outlet 18a and rise in the shape of the exhaust gas rise up behind the propeller 3, and are pushed backward by the water flow generated by the propeller 3 to flow backward. Therefore, the sound generated by the bubbles floating on the water surface becomes more difficult to hear the onboard force. In addition, the air bubbles are vigorously stirred by the water flow generated by the propeller 3, and are finely crushed. At this time, the contact boundary between the water and the exhaust gas changes drastically, so that the compression wave of the exhaust gas is attenuated and the exhaust noise is reduced. Also, when the bubbles are crushed finely, the rising resistance due to the water increases, so that the bubbles are carried farther from the hull and reach the water surface, and the exhaust noise is surely reduced.

[0178] The outboard motor 1 includes an exhaust passage 18 for introducing exhaust gas to an exhaust port 18a inside the lower casing 13, and a gear coupling portion between the drive shaft 20 and the propeller shaft 34 (bevel gear 37, bearing 24, and the like). The exhaust passage 18 and the gear coupling portion are defined by an exhaust passage forming wall 18b. For this reason, the exhaust passage forming wall 18b substantially functions as a protection member, and the forward and downward forces of the gear coupling portion can be protected. Therefore, even when the lower end portion collides with a foreign matter such as a riverbed, a seabed, a pile, or a driftwood, the outboard motor 1 can continue to sail without breaking the gear coupling portion. In this embodiment, the cooling water pump 21 is also provided with a forward and downward force in the exhaust passage. Since it is protected by the wall 18, the cooling water can be continuously supplied to the engine 2 even after the collision.

[0179] The exhaust passage 18 is arranged vertically in front of the lower casing 13, and the exhaust passage forming wall 18b is formed integrally with the lower casing 13, and the outer surface of the exhaust passage forming wall 18b is Lower casing 13 is the outer surface. For this reason, the exhaust gas flowing through the exhaust passage 18 also collides with the lower casing 13 through the exhaust passage forming wall 18b, and the cooling gas is reliably cooled by the relative flow of the external water flowing without separating the outer surface of the lower casing 13. Is done. Therefore, the temperature of the exhaust gas flowing through the exhaust passage 18 decreases, and the temperature of the lubricating oil in the oil chamber 13b and the temperature of the cooling water passing through the cooling water passage 40 hardly increase. It is possible to prevent a decrease in the durability of the engine 2 due to an increase in the cooling water.

[0180] In the above-described embodiment, the outboard motor 1 in which the power unit is configured by the engine 2 is shown. However, the present invention is also applicable to the outboard motor 1 in which an electric motor is provided as a power unit instead of the engine 2. Can be applied. Further, in the above-described embodiment, the rotation center P1 of the upper casing 11 is located at a position separated from the rotation center P2 of the swivel bracket 42. The center of rotation P1 and the center of rotation P2 may be arranged on the same axis. With this configuration, an outboard motor according to the invention described in claim 22 is configured.

[0181] With this configuration, the distance between propulsion device 4 and hull 5 is substantially constant even when the position of attachment to hull 5 changes, so that the position of attachment to hull 5 is substantially the same regardless of the position. Can be operated by the user, and the operation is further facilitated. Further, in the above-described embodiment, an example is shown in which the mounting plate 49 is configured to be tilted with the upper mounting bolt 47 as a support shaft. However, the present invention is not limited to such a lower mounting bolt. The mounting plate 49 may be configured to be tilted with the support shaft 48.

In the present application, the angle when the propeller 3 is in the water is used as the trim angle, and the angle when the propeller 3 is out of the water is used as the tilt angle, but the support angle, the trim angle and the tilt angle are different. Are substantially the same. Similarly, the trim up is the upward rotation of the propulsion device 4 when the propeller 3 is underwater, and the tilt up is the This refers to the upward rotation of the propulsion device 4 in the state of being underwater, or the upward rotation of the propulsion device 4 that changes the propeller 3 from the state of being in the water to the surface of the water.

[0183] Here, a comparison between the names of the members described in the claims of the present invention and the names of the members according to the embodiment will be described.

The tilting member according to claim 12 of the present invention is constituted by a mounting plate 49 and a swivel bracket 42 (a swivel bracket body 51 and a pivot bracket 53), and a thrust stopper 58 (a thrust stopper 58) It consists of a bracket 64 and pins 59).

The support shaft described in claim 12 is constituted by an upper mounting bolt 47 or a lower mounting bolt 48 (when another form is adopted).

The first mounting bracket according to claim 14 is configured by a mounting plate 49, the second mounting bracket is configured by a swivel bracket body 51, and the second tilting member is configured by a pivot bracket 53.

The thrust receiver described in claims 1 and 3 is constituted by a pressure receiving block 66, and the operation mechanism is constituted by an operation wire 69, an operation lever 70, and the like. Industrial applicability

The present invention can be used as a drive source for a ship having a double-ender type hull or a ship having a transom's stern type hull.

Claims

The scope of the claims

[1] The direction in which the mounting member that can be attached to and detached from the side of the hull and the imaginary line extending in the front-rear direction along the port board in plan view intersects the axial direction at the outer end of the mounting member A propulsion device rotatably supported in a vertical direction via a substantially horizontal tilt shaft. The propulsion device has a configuration in which a propeller provided at a lower end portion is driven by a power unit. By contacting the thrust receiver on the mounting member side, rotation in the forward direction about the tilt axis is restricted, and when the lower end is pressed backward during forward movement, the rotation about the tilt axis is performed. An outboard motor configured to be rotatable rearward.

[2] The outboard motor according to [1], wherein a position for restricting rotation of the propulsion device in a forward direction about a tilt axis is variable, so that the propulsion with respect to the mounting member around the tilt axis is performed. An outboard motor characterized in that the support angle of the device is variable.

3. The outboard motor according to claim 1, wherein a pivot bracket is interposed between the tilt shaft and the propulsion device so as to be rotatable about the tilt shaft, and the propulsion device is mounted on the pivot bracket in a horizontal direction. And a steering unit for rotating the propulsion device with respect to the pivot bracket, and bringing the pivot bracket or a propulsion device below the pivot bracket into contact with a thrust receiver on the mounting member side. An outboard motor characterized in that:

[4] In the outboard motor according to claim 3, the mounting member is provided with a clamp bracket having a clamp detachably attached to the hull, and supported by the clamp bracket so as to be rotatable in a horizontal direction. A swivel bracket fixed at a predetermined rotation angle, a tilt shaft is provided on the swivel bracket, a thrust bracket on the mounting member side is provided on the swivel bracket, and the pivot bracket or the thrust bracket is mounted on the thrust bracket. An outboard motor characterized in that a propulsion device below a pivot bracket is abutted.

5. The outboard motor according to claim 1, wherein a center of rotation of the swivel bracket with respect to the clamp bracket and a center of rotation of the propulsion device with respect to the pivot bracket are positioned on the same axis.

[6] The outboard motor according to claim 1, wherein the propulsion device is turned 360 ° with respect to the pivot bracket. An outboard motor configured to be movable.

[7] In the outboard motor according to claim 1, between a position where the thrust direction of the propeller is orthogonal to the tilt axis and a left predetermined angular position and a right predetermined right angle when the propeller is viewed from above. An outboard motor configured to be rotatable with respect to a pivot bracket.

[8] The outboard motor according to claim 1, wherein the thrust bracket is rotatably supported by the tilt shaft, and a thrust bracket to which the propulsion device abuts below the tilt shaft, and an engagement provided on the thrust bracket. And a stopper on the mounting member side that regulates the movement of the thrust bracket via a member. The stopper has a plurality of engagement portions with which the engagement member selectively engages in the rotation direction of the thrust bracket. Outboard motor being formed.

[9] In the outboard motor according to claim 1, the propeller shaft on which the propeller is mounted is connected to the drive shaft so that the drive shaft extends vertically downward and tilts rearward and downward. When the drive shaft is supported on the hull in an inclined state in which the lower part retreats so as to be substantially horizontal, the ship accommodating the drive shaft is formed so that the front edge shape viewed from the side retreats downward. Outside machine.

[10] The outboard motor according to claim 1, further comprising a swivel bracket that is supported by the mounting member so as to be rotatable in a horizontal direction and is fixed at a predetermined rotation angle, and is connected to a rotation center of the swivel bracket. Is provided with a steering unit that rotatably supports the propulsion device on the swivel bracket in the horizontal direction with the separated part as a center of rotation, and that rotates the propulsion device with respect to the swivel bracket. Outboard motor.

[11] The outboard motor according to claim 10, further comprising: a swivel bracket main body for attaching the swivel bracket to the mounting member; and the swivel bracket main body is rotatably supported via a horizontal tilt shaft. A propulsion device is supported by the pivot bracket so as to be rotatable in the horizontal direction, and the tilt axis is in a direction intersecting with an imaginary line extending in the front-rear direction along the port board in plan view. The outboard motor is configured with the axis direction.

[12] A clamp bracket for detachably attaching a propulsion device having a propeller at the lower end to the hull, and a tilt bracket that can be tilted about a support shaft that is substantially parallel and substantially horizontal to a surface along the outer surface of the hull to which the clamp bracket is attached. A tilting member attached to the clamp bracket and a ship An imaginary line extending in the fore-and-aft direction of the body is provided, and a substantially horizontal tilt axis is provided.The propulsion device is provided rotatably in the vertical direction about the tilt axis, and at a position separated downward by the tilt axial force, It is interposed between the tilting member and the propulsion device, supports the propulsion device, transmits the thrust acting on the propulsion device by the probe to the tilting member, and changes the support angle of the propulsion device with respect to the tilting member around the tilt axis. An outboard motor characterized in that a propulsion device supporting member is provided.

[13] In the outboard motor according to the twelfth aspect, in a state where the clamp bracket is attached to the side of the hull, the tilt axis is substantially perpendicular and substantially horizontal to the support shaft, thereby extending in the front-rear direction of the hull. An outboard motor characterized by being substantially horizontal and intersecting with a virtual line.

[14] The outboard motor according to claim 12, wherein the tilting member is connected to the clamp bracket, the second mounting bracket fixed to the first mounting bracket and provided with a tilt shaft, and 2. An outboard motor comprising: a second tilting member that is rotatably mounted on a mounting bracket around a tilt axis and that rotatably supports a propulsion device.

15. The outboard motor according to claim 14, wherein the propulsion device support member is interposed between the second mounting bracket and the second tilting member.

16. The outboard motor according to claim 14, wherein a propulsion device support member is interposed between the second mounting bracket and the propulsion device.

[17] The outboard motor according to claim 12, further comprising: a thrust bracket rotatable around a tilt axis, the thrust bracket interposed between the second mounting bracket and the propulsion device, and a thrust bracket around the tilt axis. 2. An outboard motor characterized in that the support angle of the thrust bracket with respect to the mounting bracket is variable, so that the support angle of the propulsion device with respect to the tilting member around the tilt axis is variable.

[18] The outboard motor according to claim 12, wherein the propulsion device support member is configured such that the propulsion device support member is separated from the propulsion device when a force in a direction opposite to the thrust exerted by the propeller acts on the propulsion device. An outboard motor characterized by the following.

[19] A mounting member that can be attached to and detached from the hull, and the mounting member can be pivoted in a vertical direction via a substantially horizontal tilt shaft whose axis is in the horizontal direction of the hull in plan view. Supported A thrust bracket and a propulsion device, and the propulsion device is configured to drive a spout prop provided at a lower end portion by a power unit, and the thrust bracket is provided between the mounting member and the propulsion device. A thrust receiver is provided for contacting the propulsion device at the time of forward movement, and the thrust at the time of forward movement is transmitted from the thrust receiver to the mounting member via an engaging member, and the lower end of the propulsion device moves rearward. When the propulsion device is pressed by a large load, the propulsion device is configured to be separated from the thrust receiving force and rotatable rearward about the tilt axis, while at least along a circular arc around the tilt axis. The attachment member and the thrust bracket can be engaged with each other at two predetermined positions, and a movable engagement member is provided on one of the attachment member and the thrust bracket. The other is provided with an engaging portion with which the engaging member engages, acting on the engaging member, and the engaging state in which the engaging member engages with the engaging portion, and the engaging portion of the engaging member. An outboard motor provided with an operation mechanism for switching between a disengaged state in which engagement with the motor is released.

20. The outboard motor according to claim 19, wherein a pivot bracket is interposed between the mounting member and the propulsion device so as to be rotatable around a tilt axis, and the propulsion device is mounted on the pivot bracket in a horizontal direction. A steering unit for rotatably supporting the propulsion device with respect to the pivot bracket, and contacting the thrust receiver with the pivot bracket or a propulsion device below the pivot bracket. Outboard motor characterized by the following.

[21] The outboard motor according to claim 20, wherein the mounting member is supported by a clamp bracket having a clamp which is attached to and detached from the hull, and is rotatably supported by the clamp bracket in a horizontal direction. An outboard motor comprising a swivel member fixed at a predetermined angle, and the swivel member provided with a tilt shaft, one of the engagement member and one of the engagement portions.

22. The outboard motor according to claim 19, wherein a center of rotation of the swivel member with respect to the clamp bracket and a center of rotation of the propulsion device with respect to the pivot bracket are positioned on the same axis.

23. The outboard motor according to claim 19, wherein the propulsion device is configured to be able to rotate 360 ° with respect to the pivot bracket.

24. The outboard motor according to claim 19, wherein, when the propulsion device is viewed from above, the thrust direction of the propeller is at a left predetermined angle from a position orthogonal to the tilt axis, and a right predetermined angle at a right. An outboard motor configured to be rotatable relative to a pivot bracket between positions.

[25] The outboard motor according to claim 19, wherein the two stoppers are spaced apart in the left-right direction on the mounting member side and extend in the front-rear direction, and each of the two stoppers has at least a shape extending along an arc centered on the tilt axis. An outboard motor comprising: an engagement portion provided at two predetermined positions; and an engagement member capable of engaging with the left and right engagement portions is provided on a swivel member.

[26] The outboard motor according to claim 19, further comprising a stopper extending in the front-rear direction toward the thrust bracket and at least two predetermined positions along both arcs centered on the tilt axis with the stoppers. An outboard motor comprising: a mating portion; and an engaging member capable of engaging with the engaging portion is provided at a rear end portion of a part of a stay extending in a front-rear direction formed on a mounting member side.

[27] In an outboard motor in which a propeller is driven by an engine power and a cooling water pump is driven, a propeller axial force on which the propeller is mounted and a drive shaft for transmitting the engine power to the propeller shaft are provided. An outboard motor, wherein the cooling water pump is disposed at a position below the propeller shaft including at least one of the propeller shafts.

[28] The outboard motor according to claim 27, further comprising a propeller shaft connected in the middle of the drive shaft, and a cooling water pump connected to a lower end of the drive shaft. Outside machine.

[29] In the outboard motor according to claim 27, the width of the housing accommodating the drive shaft is larger as the outer shape on each plane orthogonal to the drive shaft is larger in the center portion than in the center portion. The width of the central part of the housing rises and falls from above the water surface near the water surface during forward cruising to below the water surface. An outboard motor in which the front edge shape of the housing is substantially vertical or downward when viewed from the side, so that the shape of the front edge retreats substantially vertically or downward.

[30] The outboard motor according to claim 27, wherein the propeller shaft is connected to the drive shaft such that the drive shaft extends vertically downward so as to be inclined backward and downward, and the propeller shaft becomes substantially horizontal during forward running. So that the drive shaft is supported by the hull In this case, the housing for accommodating the drive shaft is formed such that the outer shape on each horizontal plane becomes narrower as it moves forward and backward from the central part where the width is large at the central part. Leading edge shape force when looking at the housing side force From the water surface near the water surface to below the water surface, the width of the central part of the housing in the vertical direction is almost the same or smaller in the vertical direction. Leading edge shape force seen An outboard motor formed to recede vertically or downward.

[31] Outboard motor having an exhaust port for exhausting engine exhaust gas below the propeller

32. The outboard motor according to claim 31, wherein the discharge port is formed behind the propeller.

33. The outboard motor according to claim 31, wherein an exhaust passage for guiding exhaust gas to an exhaust port is provided inside the outboard motor casing and forward of a gear coupling portion between the drive shaft for driving the propeller and the propeller shaft. An outboard motor formed so as to pass therethrough and below, and the exhaust passage and the gear coupling portion are defined by an exhaust passage inner wall.