CN100519334C - Outboard motor - Google Patents

Abstract

The invention provides a marine external engine, which can improve the portability of the marine external engine, make it easy to install on the hull, and reduce the space occupied during storage. The driving source [specifically, the engine (20) and the electric motor (28)] is connected to the driving part in a detachable manner through a fastening part (38), wherein the driving part has at least a drive shaft (40) and a propeller (54), the drive shaft (40) is connected to the drive source so as to be driven by it, and the propeller (54) is connected to the drive shaft (40) through the gear mechanism (44). In addition, an elastic body (90) is arranged on the fastening part (38), and the driving source part and the driving part are connected by the elastic body.

Description

for boatswith outboard engine

technical field

The invention relates to a marine outboard engine.

Background technique

Traditionally, smaller marine outboard engines have only been mounted to the hull (hull) by the boat operator or custodian when in use and removed from the hull when not in use And keep it in the specified storage place. Therefore, various techniques have been proposed to facilitate the operation of moving the marine outboard engine to a storage place [for example, Japanese Patent Application Laid-Open No. 11-001199 (paragraphs 0019 and 0026, FIG. 10 , etc.)].

However, generally, even a small marine external engine is formed to be long in the vertical direction, so it is bulky, and it is necessary to improve the portability when moving the marine external engine. Also, for the same reason, the operation of mounting a marine outboard engine to the hull is not easy. In addition, such a marine external engine also takes up a lot of space when it is stored or transported by a vehicle, which is inconvenient.

Contents of the invention

Therefore, an object of the present invention is to provide a marine external engine capable of solving the above-mentioned problems, improving the portability of the marine external engine, making it easy to install on the hull, and reducing the space occupied during storage.

In order to achieve the above object, technical solution 1 is a marine external engine, which has a driving source and a driving part, and the driving part has at least a driving shaft and a propeller, and the driving shaft is connected to the aforementioned driving source so as to be driven by it. The propeller is connected to the drive shaft through a gear mechanism, wherein the drive source and the drive portion are detachably connected by a fastening portion.

In addition, the marine outboard engine according to claim 2 has a structure in which the fastening portion has a first connection portion connected to the drive source, a second connection portion connected to the drive portion, and a structure for fixing the first connection portion. A connecting portion and a fixing portion of the aforementioned second connecting portion.

According to the marine external engine of technical solution 1, the drive part has at least a drive shaft and a propeller, the drive shaft is connected to the drive source so as to be driven by it, and the propeller is connected to the drive shaft through a gear mechanism, since the drive source and the drive part are fastened In other words, since the external marine engine has a structure that can be divided into the driving source and the driving part, when the external marine engine is transported, the driving source and the driving part can be carried and transported. , so there is no longer the problem of bulkiness, and the portability (portability) can be improved. In addition, when the above-mentioned marine external engine is installed on the hull, for example, after the drive unit is installed on the hull, it is sufficient to connect the drive source to the drive unit by means of the fastening part. When the external engine is detached, it is the opposite. After detaching the drive source from the drive unit, the drive unit can be removed from the hull, so the marine outboard engine can be easily attached to or removed from the hull. Down. In addition, since the marine outboard engine can be divided into a drive source and a drive unit, the space required for storage can be reduced.

In addition, according to the marine external engine of claim 2, the fastening part has: a first connection part connected to the drive source, a second connection part connected to the drive part, and a fixing part for fixing the first connection part and the second connection part. Therefore, in addition to the above effects, the drive source and the drive unit can be securely fixed with a simple structure.

Description of drawings

Fig. 1 is a partial sectional view of a marine outboard engine according to a first embodiment of the present invention.

FIG. 2 is an enlarged partial cross-sectional view of the fastening portion shown in FIG. 1 .

FIG. 3 is an enlarged partial sectional view similar to FIG. 2 , showing a state where the fastening portion shown in FIG. 2 is divided into a driving source and a driving portion.

Fig. 4 is a sectional view taken along line IV-IV in Fig. 2 .

Fig. 5 is a side view of the fastening portion shown in Fig. 2 viewed from the right side.

Fig. 6 is a partial cross-sectional view of the same marine external engine as in Fig. 1, for explaining the installation work of the marine external engine shown in Fig. 1 .

Fig. 7 is a partial sectional view similar to Fig. 1, showing a marine outboard engine according to a second embodiment of the present invention.

FIG. 8 is an enlarged partial cross-sectional view of the fastening portion shown in FIG. 7 .

Fig. 9 is an enlarged partial cross-sectional view similar to Fig. 2, showing a state in which the fastening portion shown in Fig. 8 is divided into a driving source and a driving portion.

Fig. 10 is a sectional view taken along line X-X in Fig. 8 .

Fig. 11 is a partial cross-sectional view of the same marine external engine as in Fig. 6, for explaining the installation operation of the marine external engine shown in Fig. 7 .

Detailed ways

Hereinafter, preferred modes for implementing the marine outboard engine of the present invention will be described with reference to the accompanying drawings.

[Example 1]

Fig. 1 is a partial sectional view of a marine outboard engine according to Embodiment 1 of the present invention.

In FIG. 1, reference numeral 10 denotes a marine outboard engine. The marine outboard engine 10 is secured to the rear (stern frame) 18 of the hull 16 by two stern brackets (only one shown in FIG. 1 ) 14 with threaded clamping mechanisms 12 .

An internal combustion engine (drive source, hereinafter referred to as "engine") 20 is provided at a position above the marine outboard engine 10 in the vertical direction. The engine 20 is a single-cylinder gasoline engine with a displacement of about 50 cc, and generates an output of 1.5 kW (about 2 PS). As shown in the drawing, the crankshaft (output shaft) 22 of the engine 20 is arranged parallel to the vertical direction, and the engine 20 and the crankshaft 22 are covered by an engine cover 24 .

The so-called "up and down direction" below refers to the direction parallel (or roughly parallel) to the crankshaft 22. Due to the inclination angle or balance angle of the outboard engine 10, the above "up and down direction" is not necessarily consistent with the direction of gravity. In addition, the "horizontal direction" refers to a direction perpendicular to the "up and down direction" defined above. In addition, in the horizontal direction, when viewed from the position of the marine external engine 10, the hull 16 side, that is, the forward direction is referred to as "front", and the opposite direction is referred to as "rear". In addition, the "left-right direction" refers to a direction perpendicular to the front-back direction in the horizontal direction.

In the marine outboard engine 10 , a motor (drive source, generator motor) 28 is provided at a position below the engine 20 in the vertical direction. The motor 28 is a DC brushless motor having a stator 30 and a rotor (hereinafter referred to as “output shaft”) 32 and generates an output of several hundred W. The output shaft 32 of the motor 28 is arranged parallel to the vertical direction, and the motor 28 is covered by a motor cover 34 formed continuously from the engine cover 24 . In addition, the engine cover 24 and the motor cover 34 are made of an elastically deformable metal material, specifically, an aluminum material.

As shown in the figure, a plurality of (specifically, two) protrusions are connected to the motor cover 34 . Hereinafter, the protruding part connected to the front in the front-rear direction of the motor cover 34 is called "the 1st protruding part", and is shown by the code|symbol 34a. The protruding part connected to the rear is called a "second protruding part" and is shown by the code|symbol 34b.

The first protruding portion 34 a protrudes in a substantially horizontal direction toward the front of the motor cover 34 , and is formed continuously obliquely upward and forward. Moreover, the 2nd protrusion part 34b is protrudingly formed in the substantially horizontal direction toward the rear of the motor cover 34. As shown in FIG. Gripping portions 34a1, 34b1 that can be gripped by a boat operator are respectively connected to the ends of the first and second protrusions 34a, 34b formed as described above.

A centrifugal clutch 36 is arranged between the engine 20 and the electric motor 28 . Specifically, the lower end of the crankshaft 22 of the engine 20 and the upper end of the output shaft 32 of the electric motor 28 are connected by a centrifugal clutch 36 .

An upper end of a drive shaft (drive portion) 40 is detachably connected to a lower end of an output shaft 32 of the motor 28 via a fastening portion (described below) 38 . As shown in the figure, the drive shaft 40 is arranged parallel to the vertical direction, and is supported inside the drive shaft cover 42 so as to be rotatable around the vertical axis.

A propeller shaft 46 is connected to the lower end of the drive shaft 40 via a gear mechanism 44 . The gear mechanism 44 includes: a pinion gear 48 disposed at the lower end of the drive shaft 40 and a bevel gear 50 disposed at the end of the propeller shaft 46 , through their meshing, the drive shaft 40 and the propeller shaft 46 are connected to each other.

The gear mechanism 44 and the propeller shaft 46 are covered by a gear case 52 disposed below the drive shaft cover 42 , and the propeller shaft 46 is supported inside the gear case 52 so as to be rotatable about a horizontal axis. Moreover, the end of the propeller shaft 46 on the opposite side to the end where the bevel gear 50 is provided, that is, the rear end of the propeller shaft 46 protrudes from the gear box 52 to the rear of the marine external engine 10, and a Propeller (driving part) 54 . Accordingly, the drive shaft 40 connected to the engine 20 and the electric motor 28 as a drive source is connected to the propeller 54 through the gear mechanism 44 .

Thus, the output (rotation output) of the motor 28 is transmitted to the propeller shaft 46 through the fastening part 38, the drive shaft 40, and the gear mechanism 44 (pinion 48, bevel gear 50), and the propeller 54 rotates to cause the hull 16 to advance or Thrust in the backward direction.

Moreover, after the output (rotational output) of the engine 20 is transmitted to the output shaft 32 of the motor through the centrifugal clutch 36, it is transmitted to the propeller shaft 46 through the fastening part 38, the drive shaft 40 and the gear mechanism 44 similarly to the output of the motor 28, and the propeller 54 rotates to generate a thrust in a direction in which the hull 16 advances. That is, the propeller 54 is rotated by at least one of the output of the engine 20 and the output of the electric motor 28 .

As such, the marine external engine 10 is a hybrid type that is mounted on the hull 16 and uses the engine 20 and the electric motor 28 as the driving source of the propeller 54. More specifically, it is an engine 20 with a displacement of about 50 cc. , and a small marine outboard engine with an electric motor 28 outputting several hundreds of W, the driving part consisting of a drive shaft 40 and a propeller 54 is installed on the hull 16 through the stern bracket 14 .

A handle (tiller) 56 is provided at a position below the first protruding portion 34a. As shown in the figure, the steering handle 56 protrudes forward from the motor cover 34 and can be freely manipulated by the operator of the boat. The drive shaft cover 42 is supported on the aforementioned stern frame 14 in a manner to be freely rotatable around the vertical axis, whereby the operator of the boat can steer the steering wheel left and right by operating the joystick 56 in the horizontal direction, more precisely, in the left and right direction. (Operation) Marine outboard engine 10 .

A throttle handle 58 is provided at the front end of the operating handle 56 . The throttle handle 58 is freely rotatable and operated by the operator of the boat, and a rotation angle sensor (volume sensor) 60 is provided inside it. The rotation angle sensor 60 outputs a signal corresponding to the rotation angle (operation amount) of the throttle handle 58 to an electronic control unit (Electronic Control Unit) or a controller not shown in the figure, which is composed of a microcomputer or the like, and The controller changes the output of the motor 28 in response to the input signal, thereby adjusting the ship speed of the ship body 16 .

In addition, the throttle valve handle 58 is connected to the throttle valve (not shown in the figure) of the engine 20 through a push-pull wire. Thus, when the throttle handle 58 is manipulated, the throttle valve is opened or closed to adjust the engine speed, thereby adjusting the boat speed of the hull 16 .

In addition, near the throttle handle 58 is provided an operating state changeover switch 62 to which a start command or a stop command of the driving source (the engine 20 and the electric motor 28 ) is input by the operator of the boat. The operating state changeover switch 62 outputs a signal corresponding to the input start or stop command to the aforementioned controller, and the controller controls the driving of the engine 20 and the motor 28 corresponding to the input signal.

Next, the fastening portion 38 that detachably connects the lower end of the output shaft 32 of the electric motor 28 and the upper end of the drive shaft 40 will be described in detail.

2 is an enlarged partial cross-sectional view of the fastening portion 38 shown in FIG. 1, and FIG. 3 is an enlarged partial cross-sectional view similar to FIG. 2, showing a state in which the fastening portion 38 shown in FIG.

As shown in FIGS. 2 and 3 , the fastening portion 38 has: a convex portion (first connecting portion) 66 which is connected (formed) to the lower end portion 32a of the output shaft 32 of the motor 28; a concave portion (second connecting portion) 70 , which is connected to the upper end portion 40a of the drive shaft 40 by a connecting member 68 .

Further, a substantially cylindrical receiving portion 34 c is formed near the lower end of the motor cover 34 . A space (shown only in FIG. 3 ) 72 is formed inside the receiving portion 34c, and the lower end portion 32a of the output shaft 32 and the convex portion 66 are arranged in the space 72 . Further, a substantially cylindrical protrusion 42 a is formed near the upper end of the drive shaft cover 42 . A space 74 is formed inside the protrusion 42 a, and the upper end 40 a of the drive shaft 40 , the connection member 68 and the recess 70 are arranged in the space 74 .

Fig. 4 is a sectional view taken along line IV-IV in Fig. 2 .

As shown in the drawing, the convex portion 66 has a polygonal shape (specifically, a substantially square shape) in cross-sectional view, and its inside is formed solid. Similarly, the concave portion 70 also has a polygonal shape (specifically, approximately square) in cross-sectional view, and its interior is hollow, and the hollow portion is formed in a shape that the above-mentioned convex portion 66 can fit into. In addition, the inner circumference of the receiving part 34c is set to be slightly larger than the outer circumference of the protrusion part 42a.

FIG. 5 is a side view of the fastening portion 38 shown in FIG. 2 viewed from the right side.

A fixing portion 80 for fixing the convex portion 66 and the concave portion 70 is formed near the lower end of the receiving portion 34c. The fixing portion 80 has a first fixing member 80a and a second fixing member 80b protruding from the side of the receiving portion 34c, and a gap portion 82 formed between the first and second fixing members 80a, 80b.

A through hole 86 through which a bolt 84 can be inserted is perforated in the first fixing part 80a, and a threaded hole 88 capable of engaging with the aforementioned bolt 84 is perforated in the second fixing part 80b. Furthermore, as shown in FIG. 5 , the gap portion 82 is notched at a predetermined distance upward from the lower end of the receiving portion 34c. Hereinafter, the notched surface on the left side in FIG. 5 is referred to as "the first notched surface 82a", and the notched surface on the right side is referred to as the "second notched surface 82b".

Therefore, when the bolt 84 is tightened, the distance between the first and second fixing members 80a, 80b decreases, and the receiving portion 34c of the motor cover 34 elastically deforms accordingly, thereby deforming the gap portion 82. The distance between the first and second notch surfaces 82a, 82b is reduced.

On the other hand, when the bolt 84 is loosened, the distance between the first and second fixing members 80a, 80b increases, and accordingly, the receiving portion 34c of the motor cover 34 elastically deforms to deform the gap portion 82, specifically, , the distance between the first and second notch surfaces 82a, 82b increases. In addition, in FIG. 5 , the state in which the bolt 84 is tightened is shown by a solid line, and the state in which the bolt 84 is loosened is shown by a dashed-two dotted line.

Next, the operation of attaching the marine outboard engine 10 having the above structure to the hull 16 will be described.

FIG. 6 is a partial sectional view of the same marine external engine 10 as in FIG. 1 , for explaining the installation operation of the marine external engine 10 .

A boat operator or the like operates the clamping mechanism 12 of the stern bracket 14 to connect (fix) the stern bracket 14 to the hull 16 . Thereby, driving parts such as the drive shaft 40 connected to the stern frame 14 , the gear mechanism 44 , and the propeller 54 are attached to the hull 16 .

Next, the operator or the like grasps the grip parts 34a1 and 34b1 of the motor cover 34, and moves the engine cover 24 and the motor cover 34 in which the driving source is housed above the driving part. After that, the engine cover 24 and the motor cover 34 are moved downward, the receiving portion 34c of the motor cover 34 is fitted into the protrusion 42a of the drive shaft cover 42, and the convex portion 66 of the output shaft 32 is aligned with the concave portion of the drive shaft 40. 70 phase fit.

Thereafter, by tightening the bolt 84 of the fixing portion 80, the distance between the first and second notch surfaces 82a, 82b is reduced, that is, the inner circumference of the receiving portion 34c is reduced. Thereby, the inner peripheral surface 34c1 of the receiving portion 34c is pressed into close contact with the outer peripheral surface 42a1 of the protrusion 42a, thereby fixing the receiving portion 34c to the protrusion 42a.

By fixing the receiving portion 34c to the protrusion 42a, the convex portion 66 of the output shaft 32 does not disengage from the concave portion 70 of the drive shaft 40, so that the convex portion 66 and the concave portion 70 can be securely fixed. Thus, the rotational output from the output shaft 32 can be transmitted to the drive shaft 40 through the fastening portion 38 . As described above, the marine outboard engine 10 is mounted on the hull 16 .

On the other hand, when the marine outboard engine 10 is removed from the hull 16, the above operation is reversed. Specifically, by loosening the bolt 84 of the fixing portion 80, the distance between the first and second notch surfaces 82a, 82b is increased, that is, the inner circumference of the receiving portion 34c is increased. Thereby, the inner peripheral surface 34c1 of the receiving portion 34c is not pressed tightly against the outer peripheral surface 42a1 of the protrusion 42a, in other words, the fixing of the receiving portion 34c and the protrusion 42a is released.

Thereafter, a boat operator or the like grasps the grips 34a1, 34b1, lifts the engine cover 24 and the motor cover 34 upwards, and removes them from the drive unit. Then, the clamping mechanism 12 of the stern bracket 14 is operated to remove the stern bracket 14 from the hull 16 , and drive parts such as the drive shaft 40 , the gear mechanism 44 and the propeller 54 are removed from the hull 16 .

In this way, in the marine outboard engine 10 of the first embodiment of the present invention, the drive portion at least has a drive shaft 40 and a propeller 54, the drive shaft 40 is connected to the drive source so as to be driven by it, and the propeller 54 is connected to the drive source through the gear mechanism 44. On the shaft 40, due to the drive source, specifically due to the engine 20 and the motor 28 are connected to the driving part in a detachable manner through the fastening part 38, in other words, because the marine external engine 10 can be divided into drive parts. Because of the structure of the source and the driving part, when the external engine 10 is transported, the driving source and the driving part can be carried and transported, so there is no longer a problem of bulkiness, and the portability (portability) can be improved.

In addition, when the above-mentioned marine external engine 10 is installed on the hull 16, after the drive unit is installed on the hull 16, it is sufficient to connect the drive source to the drive unit by means of the fastening portion 38. Then just opposite when the marine external engine 10 on 16 is unloaded, after driving source can be unloaded from driving part, drive part can be taken off from hull 16, therefore marine external engine 10 can be installed on easily on or off the hull 16.

In addition, since the marine outboard engine 10 can be divided into a drive source and a drive unit, the space occupied during storage can be reduced.

In addition, since the fastening portion 38 has: a convex portion 66 connected to the driving source, precisely, the output shaft 32 of the motor 28; and a concave portion 70 connected to the driving portion, precisely, the drive shaft 40; As well as the fixing portion 80 for fixing the convex portion 66 and the concave portion 70, the driving source and the driving portion can be securely fixed with a simple structure.

[Example 2]

Fig. 7 is a partial cross-sectional view of the same marine outboard engine as in Fig. 1, showing a second embodiment of the present invention.

While focusing on points different from the embodiment in FIG. 1 , in the second embodiment, a rubber mount (elastic body) 90 is arranged (assembled) inside the receiving portion 34c formed near the lower end of the motor cover 34 .

As shown in FIGS. 8 to 10 , the rubber mount 90 is formed in a substantially cylindrical shape. The rubber mount 90 is made of an elastic material (specifically, chloroprene rubber), and its hardness (elasticity) is set to suppress transmission of the vibration of the driving source (the engine 20 and the electric motor 28) to the driving part (specifically, the driving part). Shaft cover 42) (for example, about HS60°).

This will be described below. Conventionally, a marine external engine in which an internal combustion engine or the like is mounted on a ship as a drive source of a propeller has been widely known. In this marine outboard engine, the marine outboard engine main body is directly mounted on the hull of the ship. Therefore, the vibration generated by the operation of the drive source is transmitted to the hull, thereby generating noise. Therefore, in order to reduce the vibration and noise, the suspension portion of the outboard engine of the ship (for the mechanism for fixing the outboard engine of the ship, specifically, the stern bracket, the hinge sleeve) by connecting elastic bodies such as rubber, etc. etc.), and the main body of the marine external engine are connected [for example, Japanese Patent Application Laid-Open No. 5-278684 (the 0009, 0015, 0016 paragraphs, Fig. 1 etc.)].

However, in the above-mentioned prior art, since the suspension part of the marine external engine and the marine external engine body are connected by an elastic body, when the hardness of the elastic body is set too low (soft), the Maneuverability is deteriorated, and specifically, there are disadvantages such as vibration of a marine outboard engine. Therefore, it is necessary to ensure a certain degree of hardness and the like to prevent deterioration of the maneuverability, so there is a limit to setting the hardness of the elastic body, so it is not always possible to sufficiently reduce the vibration and noise of the marine outboard engine.

In the second embodiment, in view of the above, in addition to the ease of transportation, vibration and noise accompanying the operation of the drive source can be reduced without causing a decrease in operability.

FIG. 11 is a partial cross-sectional view of the same marine outboard engine 10 as in FIG. 6, illustrating the installation operation of the marine outboard engine 10 of the second embodiment.

The installation of the second embodiment is the same as that of the first embodiment. The operator of the boat operates the clamping mechanism 12 to connect (fix) the stern bracket 14 to the hull 16; grasp the handles 34a1, 34b1 of the motor cover 34, and simultaneously The engine cover 24 and the motor cover 34 housing the drive source are moved above the drive unit.

Thereafter, as indicated by arrows in FIG. 11 , the engine cover 24 and the motor cover 34 are moved downward, and the receiving portion 34 c of the motor cover 34 is engaged with the protrusion 42 a of the drive shaft cover 42 . As a result, the rubber mount 90 is held between the motor cover 34 and the drive shaft cover 42 of the drive unit.

In addition, the sequence of the remaining installation operations and the structure of the marine outboard engine of the second embodiment are the same as those of the first embodiment.

In this way, in the marine outboard engine 10 according to the second embodiment of the present invention, the rubber bearing 90 is arranged inside the receiving portion 34c formed near the lower end of the motor cover 34 of the fastening portion 38, thereby, the engine 20, The motor 28 accommodates the engine cover 24, the motor cover 34 and the driving part installed on the hull 16 through a rubber bearing 90, wherein the driving part at least includes: connected to the engine 20 and the motor 28 so as to drive the drive shaft 40 , and the propeller 54 connected to the drive shaft 40 through the gear mechanism 44, so in addition to the effects described in the first embodiment, the vibration of the driving source such as the engine 20 can be attenuated by the rubber bearing 90, and it can be suppressed from being transmitted to the hull 16 , so that the vibration and noise of the marine outboard engine 10 generated with the operation of the driving source can be reduced. In addition, since the installation position of the rubber mount 90 is not at the suspension portion of the outboard engine 10 for marine use, the hardness of the rubber mount 90 does not affect the maneuverability. Therefore, there is no restriction on setting the hardness of the rubber bearing 90 , so that the vibration and noise of the marine outboard engine 10 can be effectively reduced.

In addition, since the prior art elastic body used to reduce the vibration and noise of the marine external engine is fixed by bolts, washers, nuts, etc., its structure is complicated, and there are inconveniences that the installation operation of the elastic body cannot be easily performed. place. However, in the marine outboard engine 10, since the elastic body is clamped between the drive source part (specifically, the motor cover 34) and the driving part (specifically, the drive shaft cover 42), the rubber mount 90 Therefore, a simple structure can be formed, and operations such as assembly and replacement of the rubber mount 90 can be easily performed.

In addition, since the power source is composed of at least one of the engine 20 and the electric motor 28, the vibration and noise of the marine outboard engine 10 can be effectively reduced regardless of the type of the power source. In particular, in the relatively small hybrid type marine outboard engine 10 having the engine 20 and the electric motor 28, the vibration and noise of the marine outboard engine 10 can be reduced more effectively.

As described above, in the first embodiment of the present invention, the marine outboard engine 10 has a drive source (engine 20, electric motor 28) and a drive portion having at least a drive shaft 40 and a propeller 54, and the drive shaft 40 Connected to and driven by the driving source, the propeller 54 is connected to the driving shaft 40 through the gear mechanism 44 , wherein the driving source and the driving part are detachably connected through the fastening part 38 .

Moreover, the aforementioned fastening portion 38 has: a first connecting portion (convex portion 66) connected to the aforementioned driving source, a second connecting portion (recessed portion 70) connected to the aforementioned driving portion, and a fixing portion for fixing the aforementioned first connecting portion and the aforementioned second connecting portion. The fixing part 80 of the two connecting parts.

In addition, in the second embodiment of the present invention, an elastic body (rubber support 90), thus, the drive source part (engine cover 24 and motor cover 34) that accommodates the aforementioned drive source (engine 20 and motor 28) is connected to the drive part installed on the hull 16 through the aforementioned elastic body, wherein the drive part It has at least a drive shaft 40 connected to and driven by the drive source, and a propeller 54 connected to the drive shaft 40 via a gear mechanism 44 .

Furthermore, the elastic body is constituted by a rubber mount 90 sandwiched between the driving source parts 24 , 34 and the driving parts 40 , 54 .

Also, the aforementioned power source is constituted by an internal combustion engine 20 and an electric motor 28, and at least one of the aforementioned internal combustion engine and the aforementioned electric motor is connected to the aforementioned drive shaft.

In addition, in the above description, the marine outboard engine 10 is divided into two parts, the drive source and the drive part, but the drive part may be further divided into three or more.

Moreover, in the above content, the fixing part 80 has the first and second fixing members 80a, 80b, the gap part 82, the bolt 84, etc. The structure of the portion 66 and the recessed portion 70 is sufficient.

Moreover, in the above, when the marine external engine 10 is mounted on the hull 16, after the drive unit is mounted on the hull 16, the drive source is connected to the drive unit, but the stern bracket 14 may also be connected to the drive source side. , so that after the driving source is installed on the hull 16, the driving part is connected to the driving source.

Furthermore, in the above description, the motor 28 is a DC brushless motor, but other types of motors may also be used.

In addition, in the above, the displacement of the engine 20 is 50 cc, and the output of the electric motor 28 is several hundred W, but these are only examples and are not limiting.

Furthermore, in the above description, the centrifugal clutch 36 is provided between the engine 20 and the electric motor 28, but an electromagnetic clutch or the like may also be used.

Moreover, in the above content, the small marine external engine 10 is used as an example for description, but it is not limited thereto, and the present invention is also applicable to relatively large marine external engines.

Claims (5)

1. outboard motor, it has drive source and drive division, described drive division has axle drive shaft, screw propeller at least and accommodates case, described axle drive shaft is connected with described drive source, thereby by its driving, described screw propeller is connected on the described axle drive shaft by gear mechanism, and described axle drive shaft can be housed in described accommodating in the case with rotating freely, it is characterized in that:

Described drive source is connected in the mode that can freely load and unload by the fastening part with described drive division.

2. outboard motor according to claim 1 is characterized in that:

Described fastening part has: the fixed part of first connecting portion that is connected with described drive source, second connecting portion that is connected with described drive division and fixing described first connecting portion and described second connecting portion.

3. outboard motor according to claim 1 is characterized in that:

Described fastening part is provided with elastic body, described drive division and contain described drive source drives source portion and couple together by described elastic body.

4. outboard motor according to claim 3 is characterized in that:

Described elastic body comprises the rubber plinth that is clamped between described drive source portion and the described drive division.

5. according to claim 1 or 3 described outboard motors, it is characterized in that:

Described propulsion source comprises combustion engine and electrical motor, and in described combustion engine and the described electrical motor at least one is connected on the described axle drive shaft.

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