BOAT PROPELLING APPARATUS

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to boat propelling apparatuses, and more specifically to a boat propelling apparatus which includes a bracket for mounting to an edge of a boat.

2. Description of the Related Art

A conventional technique of this kind is disclosed in JP-A 2005-193810, for example. JP-A 2005-193810 discloses an outboard-engine mounting system which includes a mounting member for mounting to an edge of a boat; an outboard-engine mounting unit fixed to the mounting member; and a clamp bracket and a swivel bracket for connecting the outboard-engine mounting unit and the outboard engine main body with each other. The outboard-engine mounting unit included in the outboard-engine mounting system according to JP-A 2005-193810 allows an outboard engine (boat propelling apparatus) to be mounted on a side portion of a boat body.

JP-A 2005-88615 discloses an outboard engine which includes a clamp bracket mountable to and dismountable from a side portion of a boat body; a swivel bracket supported by the clamp bracket horizontally pivotably and fixed at a predetermined pivot angle; a propelling component supported by the swivel bracket horizontally pivotably around a pivotal center located separately from that of the swivel bracket; and a steering unit for pivoting the propelling component with respect to the swivel bracket.

However, according to the technique in JP-A 2005-193810, there is a problem of increased number of parts and increased cost of manufacture since the technique requires a clamp bracket and an outboard-engine mounting unit in addition to a mounting member and a swivel bracket in order to mount the outboard engine (boat propelling apparatus) onto a side portion of the boat body.

Also, according to the technique in JP-A 2005-88615, the swivel bracket includes a swivel bracket main body, and the swivel bracket main body is composed of a supporting block which has a C-shaped cross-section; tilt shaft supporting bosses which protrude upward from a left and a right end regions of an upper end portion of the supporting block; and stoppers which protrude downward from left and right end regions of a lower end portion of the supporting block. As understood, the swivel bracket according to JP-A 2005-88615 has a complicated structure. Especially, the supporting block, which has a C-shaped cross-section made by machining a metal ingot into the shape, which takes time to manufacture, is not suitable for mass production and therefore results in increased cost of manufacture.

SUMMARY OF THE INVENTION

Therefore, preferred embodiments of the present invention provide a boat propelling apparatus which can be manufactured at a reduced cost.

According to a preferred embodiment of the present invention, there is provided a boat propelling apparatus which includes a propelling apparatus main body arranged to propel a boat; a first bracket arranged to pivotably support the propelling apparatus main body, including a platy first side-portion and a platy second side-portion opposed to each other, and a platy front portion arranged to connect the first side-portion and the second side-portion with each other; and a second bracket mountable to and demountable from an edge of the boat, and connected with the first bracket via one of the first side portion, the second side portion, and the front portion.

According to a preferred embodiment of the present invention, the second bracket is connected directly to one of the first side portion, the second side portion, and the front portion in the first bracket, whereby the propelling apparatus main body can be mounted easily to an edge of the boat simply via the first bracket and the second bracket. Therefore, unlike JP-A 2005-193810, no members are required between the first bracket and the second bracket, and the arrangement can reduce the number of parts and cost of manufacture. Also, the first side-portion, the second side-portion, and the front portion in the first bracket are provided by platy members which do not require machining an ingot into shape. Therefore, unlike JP-A 2005-88615, these members can be mass-produced by metallic molding for example, and hence it is possible to reduce the cost of manufacture.

Preferably, the second bracket includes a swivel bracket arranged to be mounted to the first bracket, and a holding portion arranged to hold the swivel bracket, and in this arrangement the holding portion and the swivel bracket are capable of making contact with each other at a variable location to adjust a horizontal positional relationship between the first bracket and the second bracket. In this case, it is possible to easily adjust a horizontal positional relationship between the first bracket and the second bracket by adjusting a location of contact of the swivel bracket to the holding portion when mounting the swivel bracket to the first bracket.

Here, the horizontal positional relationship between the first bracket and the second bracket represents a positional relationship between the first bracket and the second bracket in a plan view in a state where an outboard engine is mounted to a boat.

Further preferably, one of the holding portion and the swivel bracket includes a concave portion whereas the other includes a convex portion for surface-to-surface contact with the concave portion. The concave portion and the convex portion have an identical curvature. In this case, a location of contact between the concave portion and the convex portion can be changed simply by sliding the convex portion with respect to the concave portion. The arrangement provides easy and reliable adjustment of the horizontal positional relationship between the first bracket and the second bracket.

Further, preferably, the second bracket further includes a pair of clamp portions arranged to be mounted to the edge of the boat, and the holding portion connects the pair of clamp portions with each other. In this case, it is possible to hold the swivel bracket rigidly by the holding portion which connects the two clamp portions with each other.

Preferably, the holding portion is pivotably provided in the pair of clamp portions to adjust a vertical positional relationship between the first bracket and the second bracket. The arrangement makes it possible, even in cases where an edge of a boat to which the second bracket is mounted is not vertical with respect to a horizontal plane, to pivot the holding portion and thereby adjust the vertical positional relationship between the first bracket and the second bracket, and therefore adjust a slanting angle of the propelling apparatus main body with respect to the edge of the boat so that the propelling apparatus main body is made vertical to the horizontal plane.

Here, the vertical positional relationship between the first bracket and the second bracket represents a positional relationship between the first bracket and the second bracket in an elevation view (or a side view) in a state where an outboard engine is mounted to a boat.

Further preferably, the first bracket further includes a main body holding portion capable of holding the propelling apparatus main body at a plurality of slanting angles. When the propelling apparatus main body is pivoted by a large angle, there is a case where the propelling apparatus main body makes contact with the boat. However, by holding the propelling apparatus main body with the main body holding portion, it becomes possible to hold the propelling apparatus main body at a slanting angle which does not result in contact between the boat and the propelling apparatus main body.

Further, preferably, the main body holding portion includes a groove portion provided in at least one of mutually opposing surfaces of the first side-portion and the second side-portion and including a plurality of notches corresponding to the plurality of slanting angles; and a rod-like engager arranged to engage with the notches. In this case, the propelling apparatus main body is held easily at any of the predetermined slanting angles simply by engaging the engager with one of the notches.

Preferably, the boat propelling apparatus further includes a first regulating member provided in the first bracket and a second regulating member provided in the propelling apparatus main body to engage with the first regulating member. With this arrangement, the first regulating member and the second regulating member make engagement with each other when the boat moves in a rearward direction so as to prevent a lower portion of the propelling apparatus main body from being tilted in a forward direction of the boat. With such an arrangement as described above, even if the propelling apparatus main body is rotated to move the boat in a rearward direction and the propelling apparatus main body comes under a load, it is possible to reduce a tilt of a lower portion of the propelling apparatus main body in the forward direction of the boat.

The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view showing an overall configuration of an outboard engine according to a preferred embodiment of the present invention, as mounted to a side portion of a boat.

FIG. 2 is a front view showing a configuration of the outboard engine in FIG. 1.

FIG. 3 is a plan view of a double-ender boat mounted with the outboard engine.

FIG. 4 is a plan view of a traditional Japanese boat mounted with the outboard engine.

FIG. 5 a drawing for describing a trim bracket.

FIG. 6 is a plan view for describing a configuration around a trim bracket and a clamp bracket in the outboard engine in FIG. 1.

FIG. 7 is a front view for describing the configuration around the trim bracket and the clamp bracket of the outboard engine in FIG. 1.

FIG. 8 is a side view of a first main surface of a side portion included in the trim bracket.

FIG. 9 is a side view of a second main surface of the side portion included in the trim bracket.

FIG. 10 is a front view showing a state where a swivel bracket is mounted to the trim bracket in the outboard engine in FIG. 1.

FIG. 11 is a side view showing a state where the swivel bracket is mounted to the trim bracket of the outboard engine in FIG. 1.

FIG. 12 is an exploded perspective view showing the swivel bracket and a holding portion.

FIG. 13 is a front view for describing a range of vertical mounting angles of the trim bracket with respect to the clamp bracket in the outboard engine in FIG. 1.

FIG. 14 is a plan view for describing a range of horizontal mounting angles of the trim bracket with respect to the clamp bracket in the outboard engine in FIG. 1.

FIG. 15 is a sectional view showing a state where two stoppers (a first regulating member and a second regulating member) are not engaged with each other.

FIG. 16 is a sectional view showing a state where the two stoppers are engaged with each other.

FIGS. 17A-17C are drawings showing a process in which rotation of the outboard engine main body causes the two stoppers to engage with each other.

FIG. 18 is a side view showing an overall configuration of an outboard engine according to a preferred embodiment of the present invention, as mounted to a rear portion of a boat.

FIG. 19 is a plan view for describing a configuration around a trim bracket and a clamp bracket in the outboard engine in FIG. 18.

FIG. 20 is a front view showing a state where a swivel bracket is mounted to the trim bracket in the outboard engine in FIG. 18.

FIG. 21 is a side view showing a state where the swivel bracket is mounted to the trim bracket in the outboard engine in FIG. 18.

FIG. 22 is a side view for describing a range of vertical mounting angles of the trim bracket with respect to the clamp bracket in the outboard engine in FIG. 18.

FIG. 23 is a side view showing a state where an outboard engine main body of the outboard engine in FIG. 18 is tilted.

FIG. 24 is a plan view for describing a range of horizontal mounting angles of the trim bracket with respect to the clamp bracket in the outboard engine in FIG. 18.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

Referring to FIG. 1 and FIG. 2, an outboard engine 10 according to a preferred embodiment of the present invention is an example of the boat propelling apparatus.

FIG. 3 shows a so-called double-ender boat S1 in which both of the front and the rear end portions have a pointed shape in a plan view. FIG. 4 shows a boat body S2 of a so-called traditional Japanese type in which the rear end portion extends substantially perpendicularly in a plan view, to a travelling direction indicated by Arrow FWD. The outboard engine 10 is mountable to whichever of boat edges E1, E2 in side portions of the double-ender boat S1 and a boat edge E3 in a rear portion of the traditional Japanese-style boat body S2.

First, description will cover a case where the outboard engine 10 is mounted to the boat edge E1 in the right side portion of the double-ender boat S1.

Referring to FIG. 1 and FIG. 2, the outboard engine 10 includes an outboard engine main body 12, a trim bracket 14 as the first bracket, and a clamp bracket 16 as the second bracket.

The outboard engine main body 12 is an example of the propelling apparatus main body, and includes a cowling 18; an upper casing 20 provided at a lower end portion of the cowling 18, and a lower casing 22 provided at a lower end portion of the upper casing 20.

The cowling 18 houses an engine 24. The upper casing 20 and the lower casing 22 house a drive shaft 26 extending from the engine 24. In the lower casing 22 the drive shaft 26 has its tip portion connected to a propeller shaft 28, and the propeller shaft 28 is mounted with a propeller 30. The engine 24 is preferably of a non-submerged exhaust discharge type in which combustion gas is discharged into the air. For changing the direction of travel of the boat S1 the user can turn the propeller 30 together with the cowling 18, the upper casing 20, the lower casing 22, and the propeller shaft 28 about an axis L1 of the drive shaft 26.

The outboard engine main body 12 as described is pivotably supported by a trim bracket 14.

Referring to FIG. 5, the trim bracket 14 includes a cylindrical portion 32 provided between an upper flange 20a and a lower flange 20b which are provided around an outer circumference of the upper casing 20.

Referring also to FIG. 15, the cylindrical portion 32 includes a circular tube portion 36 provided around the outer circumference of the upper casing 20 via bearings 34a and 34b; a connecting member 38 provided on an upper outer circumferential surface of the circular tube portion 36; and a left-and-right pair of support members 40 (the left is indicated by Arrow L while the right is indicated by Arrow R in FIG. 5) provided on a lower outer circumferential surface of the circular tube portion 36. The circular tube portion 36, the connecting member 38, and the support members 40 are made integral with each other by welding, for example. The cylindrical portion 32 does not rotate with the outboard engine main body 12.

As shown in FIG. 5, a through-hole 42 penetrates the connecting member 38 in the up-down direction. The pair of support members 40 are connected with each other by a support bracket 44, which is provided by a platy metal for example. A guide hole 46 penetrates a center region of the support bracket 44 in the up-down direction.

The lever member 48 is supported by the connecting member 38 and the support bracket 44 described above. The lever member 48 has a generally I-shape as a whole, and includes a lever portion 50 which extends in the left and right directions (indicated by Arrow L and Arrow R respectively) at an upper portion of the connecting member 38; a shaft portion 52 which is connected to a substantially longitudinal center region of the lever portion 50 and extending axially of the circular tube portion 36; and a rod-shaped engager 54 which is connected with a lower end region of the shaft portion 52 and extending in the left and right directions. The shaft portion 52 is inserted into the through-hole 42 and the guide hole 46. A compressed coil spring 56 is provided between the support bracket 44 and the engager 54 around the outer circumferential surface of the shaft portion 52. Therefore, pulling the lever portion 50 in an upward direction (Direction A) will remove the engager 54, which is seated in notches 76a and 76b (to be described below: see FIG. 8 and FIG. 9) of the trim bracket 14, from the notches 76a and 76b. On the other hand, when the user releases his/her hand from the lever portion 50, the compressed coil spring 56 returns the engager 54 in Direction B.

The connecting member 38 has its tip portion provided with two through-holes 58 extending in the left-right direction. A tilting shaft 60 is pivotably inserted into the through-holes 58. The tilting shaft 60 has its tip portion formed with a threaded portion 62.

It should be noted here that a curved stopper 64 which has an L-shaped section is provided on an upper surface of the lower flange 20b of the upper casing 20. The stopper 64 has an upward-protruding projected portion 64a, is made of a platy metal for example, and is screwed to the upper surface of the lower flange 20b.

Referring to FIG. 6 and FIG. 7, the trim bracket 14 further includes mutually opposed, platy, side portions 66a and 66b, and a platy front portion 68 which connects the side portions 66a and 66b with each other.

Referring to FIG. 8 and FIG. 9, the side portions 66a and 66b will be described.

The side portions 66a and 66b are identical members each including a side-portion main body 70. The side-portion main body 70 is preferably a platy member which has an upper forward region defining a bulge portion 70a, and a generally arc-shaped rear portion 70b. The bulge portion 70a has a through-hole 72 for supporting an end portion of the tilting shaft 60. Referring to FIG. 8, the side-portion main body 70 has a first main surface formed with an arcuate groove portion 74a around the through-hole 72 as a center. The groove portion 74a has, for example, eight notches 76a recessing outwardly along the arc which has its center at the through-hole 72. The eight notches 76a are formed at an approximate angular interval of ten degrees, for example, from the through-hole 72 as a center. The groove portion 74a has an upper end, which is exposed to an upper end edge of the side-portion main body 70, whereby the engager 54 of the lever member 48 is removable from the groove portion 74a. Referring to FIG. 9, the side-portion main body 70 has a second main surface formed with an arcuate groove portion 74b around the through-hole 72 as a center. The groove portion 74b has eight notches 76b recessing outwardly along the arc which has its center at the through-hole 72. The eight notches 76b are formed at an approximate angular interval of ten degrees, for example, from the through-hole 72 as a center. The groove portion 74b has an upper end, which is exposed to an upper end edge of the side-portion main body 70, whereby the engager 54 of the lever member 48 is removable from the groove portion 74b. Also, the side-portion main body 70 has four through-holes identified as screw holes 78 for attaching a swivel bracket 96 (to be described below). The four screw holes 78 are located at lower positions than the through-hole 72. Further, the side-portion main body 70 is formed with through-holes 80a, 80b and 80c for weight reduction purpose. As described, the side-portion main body 70 has two main surfaces which are formed identically with each other. In the present preferred embodiment, the cylindrical portion 32; the lever member 48 which has the engager 54; the groove portion 74a which has the notches 76a; and the groove portion 74b which has the notches 76b are members included in a main body holding portion P (see FIG. 5). The main body holding portion P makes it possible to hold the outboard engine main body 12 at a plurality of slanting angles.

Referring to FIG. 7 and FIG. 10, the front portion 68 is preferably a generally square plate, and includes four through-holes identified as screw holes 82 for mounting the swivel bracket 96, and a large through-hole 84 for weight reduction purpose.

The front portion 68 is placed between two forward end portions (Arrow FWD indicates the forward direction: see FIG. 6) of the pair of side portions 66a and 66b, to make a generally U-shaped section. The side portions 66a and 66b and the front portion 68 are joined together by bolting, for example. In this state, as shown in FIG. 7, the front portion 68 has a height (dimension in Arrow A direction), which is shorter than that of the side portions 66a and 66b erected on its sides, to define a stepped portion 86 provided by the pair of side portions 66a and 66b and by the front portion 68.

With the above, the cylindrical portion 32 which is provided around the outer circumference of the outboard engine main body 12 is disposed so as to be surrounded by the side portions 66a, 66b and the front portion 68, with a forward end portion of the connecting portion 38 disposed at the stepped portion 86. Further, the tilting shaft 60 is inserted through the through-holes 72 in the side portions 66a and 66b, as well as through the through-holes 58 of the connecting portion 38, and a nut 88 is threaded around the threaded portion 62 at the tip of the tilting shaft 60. Also, the engager 54 in the lever member 48 has its both end portions placed in respective ones of the groove portions 74a and 74b of the side portions 66a and 66b. In the above-described arrangement, the tilting shaft 60 is placed above an upper side of the front portion 68 and is parallel to the front portion 68. The tilting shaft 60 and the engager 54 are both substantially perpendicular to the direction of travel of the boat S1 in a plan view.

Thus, the outboard engine main body 12 is pivotably mounted to the trim bracket 14 (trim and tilt) around the tilting shaft 60.

In normal situations where the lever portion 50 is not in a pulled position in Direction A, the engager 54 is under a force from the compressed coil spring 56 in Direction B, and therefore the engager 54 has its two end portions arrested within one of the eight pairs of the notches 76a and 76b. Therefore, by making an adjustment so that the engager 54 is in one of the eight pairs of the notches 76a and 76b, it is possible to hold the cylindrical member 26 and the outboard engine main body 12 at a predetermined slanting angle around the tilting shaft 64 with respect to the trim bracket 14. Specifically, the trim bracket 14 can tilt and hold the outboard engine main body 12 at any of the plurality (eight) of slanting angles (at an approximately 10-degree angular interval around the tilting shaft 60 within a range of approximately 0 degrees through approximately 70 degrees, for example).

Also, there can be cases where an excessive load is applied to the upper casing 20 or the lower casing 22 of the outboard engine main body 12 in an opposite direction from the direction of travel. In these cases, the engager 54 moves in Direction C (see FIG. 1) along the groove portions 74a and 74b against the force from the compressed coil spring 56, and as the engager 54 eventually comes out of the upper ends of the groove portions 74a and 74b, the propeller 30 in the outboard engine main body 12 becomes movable to above the water surface.

Further, the side portions 66a and 66b are identical members with each other, and their two main surfaces are formed identically with each other. Thus, it is not necessary to make the left and right side portions 66a and 66b separately from each other, which provides an advantage that the side portions 66a and 66b are common parts.

Also, as understood clearly from FIGS. 17A-17C, a stopper 90 is provided in a manner to ride on each of the lower surfaces of the side portions 66a and 66b, and is bolted thereto, for example. By this arrangement, the respective lower surfaces of the side portions 66a and 66b are connected with each other. The stopper 90 is preferably a platy metal member, for example, and has a semi-annular projected portion 90a which is forwardly convex and projecting downward.

The clamp bracket 16 is mounted to the trim bracket 14 as described above.

In this preferred embodiment, the clamp bracket 16 is mounted directly to an outer surface of the side portion 66a of the trim bracket 14.

The clamp bracket 16 is mountable to and demountable from the boat edge E1 (see FIG. 3). Referring to FIG. 6 and FIG. 7, the clamp bracket 16 includes a pair of clamp portions 92 for mounting to the boat edge E1; a holding portion 94 which connects the clamp portions 92 with each other; a swivel bracket 96 which connects the holding portion 94 and the trim bracket 14 with each other; and a shaft member 98 which connects the clamp portions 92 with each other.

The pair of clamp portions 92 is mounted to clamp the boat edge E1. Each of the clamp portions 92 includes a generally J-shaped clamp main body 100 and a presser member 102.

The clamp main body 100 includes a shorter hand-portion 100a and a longer hand-portion 100b which are opposed to each other, and a connector portion 100c which connects the shorter hand-portion 100a and the longer hand-portion 100b with each other. The shorter hand-portion 100a has a lower portion which has a screw hole 104 extending in the same direction as the direction in which the connector portion 100c extends. The longer hand-portion 100b of the clamp main body 100 has a corner region which has a screw hole 106. The longer hand-portion 100b has a long hole 108. The long hole 108 is arcuate having its center at the screw hole 106.

The presser member 102 includes a threaded portion 110 for threading into the screw hole 104; a presser portion 112 provided at an end of the threaded portion 110; and a handlebar portion 114 provided on the other end of the threaded portion 110. In a state where the clamp main bodies 100 are hooked over the boat edge E1, when the user rotates the handlebar portions 114, the rotating action causes the threaded portions 110 to rotate and the presser portions 112 to move in the direction of the thickness of the boat edge E1. The boat edge E1 can thus be clamped by using the presser portions 112 of the presser members 102 and the longer hand-portions 100b of the clamp main bodies 100, and hence it is possible to fix the clamp bracket 16 to the boat S1.

The shaft member 98 is attached near a corner portion of the shorter hand-portion 100a of the clamp main body 100, and serves as a spacer for reduced distance variation between the two clamp portions 92.

Referring to FIG. 6, FIG. 11, and FIG. 12, the swivel bracket 96 is preferably curved, platy, and includes a convex portion 116 which has an arcuate shape in a plan view. Two long holes 118 penetrate the swivel bracket 96 and extend in the lateral direction (along the arc) at upper central and lower central regions of the convex portion 116. The swivel bracket 96 is mountable to whichever of the side portions 66a, 66b and the front portion 68 of the trim bracket 14. The swivel bracket 96 has two lateral end portions, each of which is provided with a mounting surface 120 contactable with an outer surface of the side portion 66a, 66b or the front portion 68. Also, the swivel bracket 96 has four screw holes 122 which penetrate the mounting surface 120 at four corner positions corresponding to the screw holes 78 of the side portions 66a, 66b and the screw holes 82 of the front portion 68.

The holding portion 94 has a concave portion 124 which is arcuate in a plan view, for surface-to-surface fitting with the convex portion 116 of the swivel bracket 96. In other words, the convex portion 116 and the concave portion 124 have the same curvature in plan views. Two screw holes 126 penetrate the holding portion 94 at an upper central and a lower central regions of the concave portion 124 corresponding to the long holes 118 in the swivel bracket 96. Also, the holding portion 94 is provided with guide portions 127a and 127b extending in the lateral direction above and beneath the concave portion 124. The guide portions 127a and 127b are spaced from each other by a distance which is slightly greater than a dimension in the up-down direction of the convex portion 116 in the swivel bracket 96. Therefore, the convex portion 116 is held by the guide portions 127a and 127b from up and down directions, and is guided thereby for easy sliding movement in the lateral direction.

Returning to FIG. 6 and FIG. 7, the holding portion 94 as described is disposed so that its two end portions come between the pair of clamp portions 92 to correspond to the screw holes 106 and the long holes 108, and then is screwed through the screw holes 106 and the long holes 108, thereby being connected with the pair of clamp portions 92. After being mounted to the clamp portions 92, the holding portion 94 is pivotable around the screw hole 106 within a range provided by the long hole 108. In other words, as shown in FIG. 13, the holding portion 94 is mounted to the clamp portions 92 pivotably around the screw hole 106 so that the propeller 30 can come close to or go away from the boat edge E1. Specifically, the holding portion 94 can be slanted by an approximate angle of two degrees, for example, in Direction D1 and by an approximate angle of thirteen degrees, for example, in Direction D2 from a position at which the side portion 66a and the boat edge E1 are parallel to each other. Hence, it is possible to adjust a mounting angle of the holding portion 94 with respect to the clamp portions 92, i.e., a vertical positional relationship between the trim bracket 14 and the clamp bracket 16.

Also, the holding portion 94 and the swivel bracket 96 are coupled with each other so that the concave portion 124 and the convex portion 116 make surface-to-surface contact, and the two screw holes 126 are aligned with the two respective long holes 118. In the assembling process, the convex portion 116 is disposed between the guide portions 127a and 127b, and in this state, two screw members 128 are threaded through the respective upper and lower screw holes 126 and inserted through the long holes 118. Then, a spacer 130 is placed on an inner-surface side of the swivel bracket 96, and a nut 132 is threaded around the screw member 128. As shown in FIG. 14, the nut 132 may be loosened to adjust the position of the swivel bracket 96 within a longitudinal range of the long hole 118 while mounting the swivel bracket 96 to the holding portion 94. The swivel bracket 96 can then be slanted to the holding portion 94 by approximately fifteen degrees, for example, in Direction E1 as well as Direction E2. As described, it is possible to adjust a mounting angle of the swivel bracket 96 with respect to the holding portion 94, i.e., to adjust a horizontal positional relationship between the trim bracket 14 and the crank bracket 16.

The swivel bracket 96 as described above is mounted to an outer surface of the side portion 66a. When mounting, the swivel bracket 96 is disposed on the outer surface of the side portion 66a so that the four screw holes 78 are aligned with the corresponding four screw holes 122, and four screw members 134 are threaded into the respective screw holes 78 and 122. Thus, the swivel bracket 96 is mounted to the side portion 66a. Specifically, the clamp bracket 16 is mounted to the trim bracket 14 via the swivel bracket 96.

Here, reference will be made to FIG. 15 through FIGS. 17C to describe the stoppers 64 and 90.

FIG. 17A corresponds to FIG. 15 whereas FIG. 17C corresponds to FIG. 16, and FIG. 17B shows a state between the two.

The stopper 64 represents the second regulating member whereas the stopper 90 represents the first regulating member.

The projected portion 90a of the stopper 90 is formed as an arc around a center defined by an axis L1 which is an axis of the drive shaft 26 when the outboard engine main body 12 has an approximate pivoting angle of zero degree (when the engager 54 is engaged with the lowermost notches 76a, 76b). The projected portion 64a of the stopper 64, which extends substantially perpendicular to an upper surface of the lower flange 20b, is formed similarly to the projected portion 90a in the stopper 90, as an arc around a center defined by the axis L1 which is an axis of the drive shaft 26 when the outboard engine main body 12 has an approximate pivoting angle of zero degree (when the engager 54 is engaged with the lowermost notches 76a, 76b). The projected portion 90a has a slightly larger diameter than that of the projected portion 64a, so that during engagement the projected portion 90a is radially outside of the projected portion 64a with respect to the axis L1 as the center. The stopper 90 does not rotate about the axis L1, on the other hand, the stopper 64 rotates together with the upper casing 20 as the outboard engine main body 12 rotates with the upper casing 20.

By arranging the stoppers 64 and 90 as described, it becomes possible to make the projected portion 64a of the stopper 64 and the projected portion 90a of the stopper 90 engage with each other as shown in FIG. 16 and FIG. 17C when the stopper 64 is rotated about the axis L1 by approximately 180 degrees to move the boat S1 in the reverse direction (the opposite direction from the direction indicated by Arrow FWD).

Thus, in cases where the drive shaft 26 is under a load from Direction F (see FIG. 16) from a thrust of the propeller 30, for example, the projected portion 64a of the stopper 64 and the projected portion 90a of the stopper 90 are engaged with each other, and therefore the engager 54 of the lever member 48 stays engaged with the notches 76a and 76b in the side portions 66a and 66b of the trim bracket 14. This arrangement makes it possible to reduce tilting of a lower portion of the outboard engine main body 12 in Direction F (in the forward direction of the boat S1).

Next, description will cover a case where the outboard engine 10 is mounted to the boat edge E3 in the rear portion of a traditional Japanese-style boat S2 shown in FIG. 4.

In this case, referring to FIG. 18 and FIG. 19, in a state where the clamp main bodies 100 are hooked over the boat edge E3, when the user rotates the handlebar portions 114, the rotating action causes the threaded portions 110 to rotate and the presser portions 112 move in the direction of the thickness of the boat edge E3. The boat edge E3 can thus be clamped by using the presser portions 112 of the presser members 102 and the longer hand-portions 100b of the clamp main bodies 100, and hence it is possible to fix the clamp bracket 16 to the boat S2.

The swivel bracket 96 of the clamp bracket 16 is mounted directly to an outer surface of the front portion 68 of the trim bracket 14. When mounting, referring to FIG. 20 and FIG. 21, the swivel bracket 96 is disposed on the outer surface of the front portion 68 so that the four screw holes 82 are aligned with the corresponding four screw holes 122, and four screw members 134 are threaded into the respective screw holes 82 and 122. Thus, the swivel bracket 96 is mounted to the front portion 68. Specifically, the clamp bracket 16 is mounted to the trim bracket 14 via the swivel bracket 96.

Referring to FIG. 22, in the outboard engine 10 as described, the holding portion 94 of the clamp bracket 16 which is mounted to the boat edge E3 can be slanted by an approximate angle of two degrees, for example, in Direction G1 and by an approximate angle of thirteen degrees, for example, in Direction G2 from a position at which the front portion 68 and the boat edge E3 are parallel to each other. Hence, it is possible to adjust a mounting angle of the holding portion 94 with respect to the clamp portions 92. Further with reference to FIG. 23, the trim bracket 14 can tilt and hold the outboard engine main body 12 at any of the plurality (eight, for example) of slanting angles (at an approximately 10-degree angular interval, for example, around the tilting shaft 60 within a range of approximately 0 degrees through approximately 70 degrees, for example).

Also, referring to FIG. 24, the swivel bracket 96 can be slanted to the holding portion 94 by approximately fifteen degrees, for example, in each of Direction H1 and Direction H2. When mounting, similarly to the case where the outboard engine 10 is mounted to the double-ender boat S1, the user can loosen the nut 132 to adjust the position of the swivel bracket 96 within a longitudinal range of the long hole 118 while mounting the swivel bracket 96 to the holding portion 94.

The other arrangement in the case where the outboard engine 101 is mounted to the boat edge E3 of the boat S2 is the same as in the case when mounted to the boat edge E1 of the boat S1.

According to the outboard engine 10 which has been described thus far, the clamp bracket 16 is connected directly to one of the side portions 66a, 66b or to the front portion 68 in the trim bracket 14, whereby the outboard engine main body 12 can be mounted easily to one of the boat edges E1 through E3 simply via the trim bracket 14 and the clamp bracket 16. Therefore, no members are required between the trim bracket 14 and the clamp bracket 16. This arrangement can reduce the number of parts and the cost of manufacture. Also, the side portions 66a, 66b and the front portion 68 in the trim bracket 14 are provided by platy members which do not require machining an ingot into the shape. These members can therefore be mass-produced by metallic molding for example, and hence the arrangement can reduce the cost of manufacture. Also, the side portions 66a and 66b and the front portion 68 can be easily assembled to have a U-shaped section by bolting, for example, and thus, the trim bracket 14 can be obtained easily.

Since the clamp bracket 16 can be mounted to whichever of the side portions 66a, 66b and the front portion 68 in the trim bracket 14, the outboard engine main body 12 can be mounted directly and easily not only to side edges but also to a rear edge of a boat. For example, when the clamp bracket 16 is to be mounted to the boat edge E1 (see FIG. 3) on the right-hand side of the boat S1, the clamp bracket 16 should simply be connected to the side portion 66a of the trim bracket 14. When the clamp bracket 16 is to be mounted to the boat edge E2 (see FIG. 3) on the left-hand side of the boat S1, the clamp bracket 16 should simply be connected to the side portion 66b of the trim bracket 14. When the clamp bracket 16 is to be mounted to the boat edge E3 (see FIG. 4) on the rear of the boat S2, the clamp bracket 16 should simply be connected to the front portion 68 of the trim bracket 14.

By adjusting a location of contact of the swivel bracket 96 to the holding portion 94 of the clamp bracket 16 when mounting the swivel bracket 96 to the trim bracket 14, the user can easily adjust a horizontal positional relationship between the trim bracket 14 and the clamp bracket 16. It should be noted here that the trim bracket 14 may already be mounted on the swivel bracket 96 when making the adjustment on the location of contact of the swivel bracket 96 to the holding portion 94 to adjust the horizontal positional relationship between the trim bracket 14 and the clamp bracket 16. Especially, the swivel bracket 96 and the holding portion 94 make surface-to-surface contact with each other between the arcuate convex portion 116 and the arcuate concave portion 124 which have the same curvature. Therefore, a simple sliding movement of the convex portion 116 with respect to the concave portion 124 is sufficient to change the place of contact between the concave portion 124 and the convex portion 116. This arrangement provides easy and reliable adjustment of the horizontal positional relationship between the trim bracket 14 and the clamp bracket 16. Also, the swivel bracket 96 can be held rigidly by the holding portion 94 which connects a pair of clamp portions 100 with each other.

The holding portion 94 is pivotably provided in a pair of clamp portions 100 for adjusting a vertical positional relationship between the trim bracket 14 and the clamp bracket 16. Therefore, even in cases where an edge of a boat to which the clamp bracket 16 is mounted is not vertical with respect to a horizontal plane, it is possible to pivot the holding portion 94 around the screw hole 106, and adjust the vertical positional relationship between the trim bracket 14 and the clamp bracket 16, and therefore to adjust a slanting angle of the outboard engine main body 12 with respect to the edge of the boat, so that the outboard engine main body 12 is vertical to the horizontal plane.

When the outboard engine main body 12 is pivoted by a large angle, there is a case where the outboard engine main body 12 (the cowling 18 for example) makes contact with the boat. However, the main body holding portion P can hold the outboard engine main body 12 at a slanting angle which does not result in contact between the boat and the outboard engine main body 12.

Also, the outboard engine main body 12 can be held easily at any one of the plurality of slanting angles simply by bringing the engager 54 into engagement with the notches 76a, 76b in the main body holding portion P.

Further, the stopper 90 provided in the trim bracket 14 and the stopper 64 provided in the outboard engine main body 12 engage with each other when the boat travels in a rearward direction, so that a lower portion of the outboard engine main body 12 is not tilted forwardly of the boat. With such an arrangement as described above, even if the outboard engine main body 12 is rotated so as to move the boat in a rearward direction and the outboard engine main body 12 comes under a load, it is possible to reduce a tilt of a lower portion of the outboard engine main body 12 in the forward direction of the boat.

It should be noted here that in the preferred embodiments described above, the side portions 66a, 66b and the front portion 68 are assembled by, for example, bolting. However, the present invention is not limited to this. For example, the side portions 66a, 66b and the front portion 68 may be made integral with each other by welding, or the side portions 66a, 66b and the front portion 68 may be formed as unitary part.

Positional relationship between the side portions 66a, 66b and the front portion 68 in the trim bracket 14 is not limited to a case where the front portion 68 is between forward end portions of the side portions 66a, 66b (Arrow FWD indicates the forward direction: see FIG. 6). For example, the front portion 68 may be placed at a position which is slightly set back (in the opposite direction from the direction indicated by Arrow FWD) as long as the swivel bracket 96 is mountable to the front portion 68. Also, the front portion 68 may be curved.

Also, the arrangement may be that the holding portion 94 has a convex portion whereas the swivel bracket 96 has a concave portion for surface-to-surface contact with the convex portion. Also, the convex portion, which should be included in one of the holding portion 94 and the swivel bracket 96, may have a greater curvature than the concave portion which should be included in the other of the holding portion 94 and the swivel bracket 96 for contact with the convex portion.

Further, the groove portion which has notches may be provided only in one of the side portions 66a and 66b.

In the preferred embodiments described above, the swivel bracket 96 is screwed to the trim bracket 14. However, the present invention is not limited to this. For example, each of the trim bracket 14 and the swivel bracket 96 may be provided with an engager which is engagable with each other, and the trim bracket 14 may be connected with the swivel bracket 96 by engaging the two engagers with each other.

In the preferred embodiments described above, description is made for a case where the holding portion 94 mounted to the clamp portion 100 is pivotable around a screw which is threaded into the screw hole 106. However, the present invention is not limited to this. For example, a rod-like member other than a screw may be inserted into the clamp portion 100 and the holding portion 94 so that the holding portion 94 can pivot around the rod-like member.

The preferred embodiments of the present invention are also applicable to an outboard engine 10 in which an engine 24 is not covered by a cowling 18.

In the preferred embodiments described above, the engine 24 is of a non-submerged exhaust discharge type. However, the engine may be of a submerged exhaust discharge type.

While preferred embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.

BOAT PROPELLING APPARATUS

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