Outboard engine and vessel

Abstract

To provide an outboard engine capable of enlarging an angle range where an outboard engine body is capable of being revolved in horizontal direction to a hull while simplifying an attachment structure of the outboard engine body to the hull.SOLUTION: A turning unit 30 in this outboard engine 100 includes: a first turning unit 31 for having a lower case 12a (first lower unit) revolved in the horizontal direction to a hull 110 and a second turning unit 32 for revolving the lower case 12a and the first turning unit storing case 12b (second lower unit) integrally in the horizontal direction to the hull 110. In addition, the turning unit 30 is composed so that a cowl 11 (upper unit) is not revolved in the horizontal direction to the hull 110.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an outboard motor and a watercraft. [Background technology]

[0002] 2. Description of the Related Art Conventionally, outboard motors are known in which a lower section can be rotated laterally relative to a hull (see, for example, Patent Document 1).

[0003] The above-mentioned Patent Document 1 describes an outboard motor that includes an outboard motor body including a lower section in which a propeller is mounted and an upper section in which a drive source for the propeller is mounted, a first steering mechanism that rotates the upper section and the lower section together in the left-right direction relative to the hull, and a second steering mechanism that rotates the lower section in the left-right direction relative to the hull. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2023-26904 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the outboard motor described in the above-mentioned Patent Document 1, the angular range in which the outboard motor body can be rotated in the left-right direction relative to the hull can be relatively large by combining the integral left-right rotation of the upper and lower parts relative to the hull by the first steering mechanism and the left-right rotation of the lower part relative to the hull by the second steering mechanism. However, it is necessary to rotate the upper part, which is provided with the drive source of the propeller. In this case, the outboard motor body needs to be attached to the hull in consideration of the fact that the electric wiring, fuel tubes, etc. connected between the hull and the upper part are swung in the left-right direction when the upper part is rotated, so the mounting structure of the outboard motor body to the hull is relatively complicated. For this reason, a configuration is desired that can increase the angular range in which the outboard motor body can be rotated in the left-right direction relative to the hull while simplifying the mounting structure of the outboard motor body to the hull.

[0006] The present invention has been made to solve the above-mentioned problems, and one object of the present invention is to provide an outboard motor and a boat that can increase the angular range over which the outboard motor body can be rotated left and right relative to the hull while simplifying the mounting structure of the outboard motor body to the hull. [Means for solving the problem]

[0007] In order to achieve the above-mentioned object, an outboard motor according to a first aspect of the present invention includes an outboard motor main body including a lower section having a first lower section provided with a propeller and a second lower section arranged above the first lower section, and an upper section provided with a drive source for the propeller and arranged above the lower section, the outboard motor main body being attached to a hull via a bracket, and a steering section configured to prevent the upper section from rotating left or right relative to the hull and to rotate the lower section left or right relative to the hull, the steering section including a first steering section that rotates the first lower section left or right relative to the hull, and a second steering section that rotates the first lower section and the second lower section together left or right relative to the hull.

[0008] In the outboard motor according to the first aspect of the present invention, as described above, the steering unit includes a first steering unit that rotates the first lower unit in the left-right direction relative to the hull, and a second steering unit that rotates the first lower unit and the second lower unit together in the left-right direction relative to the hull. This allows the left-right rotation of the first lower unit relative to the hull by the first steering unit and the integrated left-right rotation of the first lower unit and the second lower unit relative to the hull by the second steering unit to be combined, thereby making it possible to relatively increase the angular range over which the outboard motor body can be rotated left-right relative to the hull. Also, in the outboard motor according to the first aspect, as described above, the steering unit is configured not to rotate the upper unit in the left-right direction relative to the hull. This allows electrical wiring, fuel tubes, and the like connected between the hull and the upper unit to not be swung left-right, simplifying the mounting structure of the outboard motor body to the hull. As a result, the mounting structure of the outboard motor body to the hull can be simplified while the angular range over which the outboard motor body can be turned laterally relative to the hull can be increased.

[0009] In the outboard motor according to the first aspect, the first steering section and the second steering section are preferably configured to be able to operate independently of each other. With this configuration, the angular range over which the outboard motor body can be turned left and right relative to the hull is the sum of the angular range over which the first lower section can be turned left and right relative to the hull by the first steering section and the angular range over which the first lower section and the second lower section can be turned left and right together relative to the hull by the second steering section, thereby making it possible to maximize the angular range over which the outboard motor body can be turned left and right relative to the hull in a configuration in which the steering section includes the first steering section and the second steering section.

[0010] In the above-mentioned configuration in which the first steering section and the second steering section can operate independently of each other, preferably, the first steering section is configured to rotate the first lower section in the left-right direction relative to the hull about a first steering shaft provided on the outboard motor body, and the second steering section is configured to rotate the first lower section and the second lower section together in the left-right direction relative to the hull about a second steering shaft provided on the outboard motor body separately from the first steering shaft. With this configuration, the first lower section can be rotated left-right relative to the hull by the first steering structure section in a state in which the position of the first steering shaft, which is the rotation center for the left-right rotation of the first lower section relative to the hull by the first steering section, is changed by the integrated left-right rotation of the first lower section and the second lower section relative to the hull by the second steering section. As a result, when multiple outboard motors are mounted side by side in the left-right direction on the hull, the first lower section can be rotated left-right relative to the hull by the first steering section, in a state in which the position of the first steering axis, which is the rotation center for the left-right rotation of the first lower section relative to the hull by the first steering section, is changed by the second steering section so that adjacent outboard motors are separated from each other. In this case, adjacent outboard motors are less likely to come into contact with each other, so the mounting pitch of adjacent outboard motors to the hull can be prevented from becoming large.

[0011] In the above-mentioned configuration in which the first steering unit rotates the first lower unit laterally relative to the hull about a first steering shaft provided on the outboard motor body and the second steering unit rotates the first lower unit and the second lower unit laterally relative to the hull about the second steering shaft, preferably, a first angle range within which the first steering unit can rotate the first lower unit laterally relative to the hull is set to be larger than a second angle range within which the second steering unit rotates the first lower unit and the second lower unit together laterally relative to the hull. With this configuration, when multiple outboard motors are mounted lined up in the left-right direction on the hull, the first lower unit can be rotated laterally by the first steering unit at a relatively large angle within the first angle range in the left-right direction relative to the hull with the positions of the first steering shaft, which is the rotation center for the left-right rotation of the first lower unit relative to the hull by the first steering unit, changed so that adjacent outboard motors are separated from each other. In other words, while making it difficult for adjacent first lower sections to come into contact with each other, the first steering section can effectively rotate the first lower sections in the left-right direction relative to the hull at a relatively large angle within the first angle range.

[0012] In the above configuration in which the first angle range is set larger than the second angle range, preferably, the first steering unit includes an electric motor as a drive source for turning the first lower unit in the left-right direction relative to the hull, and the second steering unit includes a hydraulic pump as a drive source for turning the first lower unit and the second lower unit together in the left-right direction relative to the hull. With this configuration, the electric motor can directly output rotational motion, and the hydraulic pump cannot directly output rotational motion, so that the first angle range in which the first lower unit can be turned left-right relative to the hull by the first steering unit including the electric motor as a drive source can be easily made larger than the second angle range in which the first lower unit and the second lower unit are turned left-right together relative to the hull by the second steering unit including the hydraulic pump as a drive source.

[0013] In the configuration in which the first angle range is set to be larger than the second angle range, the first angle range is set to 360 degrees. With this configuration, the first lower section, to which the propeller is provided, can be rotated in the left-right direction by the first steering section to a desired angle about the first steering axis, which is the center of rotation relative to the hull, thereby obtaining good maneuverability.

[0014] In the above-mentioned configuration in which the first steering section rotates the first lower section laterally about the first steering axis relative to the hull and the second steering section rotates the first lower section and the second lower section together laterally about the second steering axis relative to the hull, the first steering axis is preferably disposed rearward of the second steering axis in the outboard motor body. With this configuration, the first steering axis and the second steering axis can be disposed side by side in the fore-and-aft direction, so that the left-right rotation of the first lower section and the second lower section together about the second steering axis relative to the hull by the second steering section, and the left-right rotation of the first lower section about the first steering axis relative to the hull by the first steering section can be performed in a well-balanced manner in the left-right direction.

[0015] In the above-mentioned configuration in which the first steering section rotates the first lower section left and right about the first steering axis relative to the hull and the second steering section rotates the first lower section and the second lower section integrally left and right about the second steering axis relative to the hull, preferably, the configuration further includes a propeller shaft provided in the first lower section and rotating together with the propeller, and a drive shaft transmitting the driving force of the drive source of the propeller to the propeller shaft, the drive shaft including a first drive shaft arranged coaxially with the first steering axis and a second drive shaft arranged coaxially with the second steering axis. With this configuration, since the first drive shaft is arranged coaxially with the first steering axis, it is possible to prevent the space for arranging the first drive shaft and the first steering axis from becoming large compared to a case in which the first drive shaft is not arranged coaxially with the first steering axis. Similarly, since the second drive shaft is arranged coaxially with the second steering shaft, the space required for arranging the second drive shaft and the second steering shaft can be prevented from becoming large, compared to when the second drive shaft is not arranged coaxially with the second steering shaft. Also, since the first drive shaft is arranged coaxially with the first steering shaft, the first lower section can be rotated left and right about the first steering shaft by the first steering section without changing the horizontal position of the first drive shaft, so the structure of the first steering section can be prevented from becoming complicated, compared to when the first steering shaft is not arranged coaxially with the first drive shaft. Similarly, since the first lower section and the second lower section can be rotated left and right together about the second steering shaft by the second steering section without changing the horizontal position of the second drive shaft, the structure of the second steering section can be prevented from becoming complicated, compared to when the second steering shaft is not arranged coaxially with the second drive shaft.

[0016] In the configuration in which the drive shaft includes a first drive shaft arranged coaxially with the first turning shaft and a second drive shaft arranged coaxially with the second turning shaft, preferably the first drive shaft passes through the inside of the hollow first turning shaft, and the second drive shaft passes through the inside of the hollow second turning shaft. With this configuration, the first drive shaft can be easily arranged coaxially with the first turning shaft, and the second drive shaft can be easily arranged coaxially with the second turning shaft.

[0017] In the above-mentioned configuration in which the first steering section rotates the first lower section left and right about the first steering axis relative to the hull and the second steering section rotates the first lower section and the second lower section together left and right about the second steering axis relative to the hull, it is preferable that the second steering section rotates the first lower section left and right about the first steering axis relative to the hull while rotating the first lower section left and right about the second steering axis together relative to the hull so that the first steering axes move away from each other between adjacent outboard motors. With this configuration, when multiple outboard motors are mounted in a line up in the left-right direction on the hull, the first steering unit can rotate the first lower unit in the left-right direction relative to the hull while reliably changing the position of the first steering axis, which is the rotation center for the left-right rotation of the first lower unit relative to the hull by the first steering unit, so that adjacent outboard motors are separated from each other.

[0018] In the outboard motor according to the first aspect, the steering unit is preferably configured to prevent the upper section, on which an engine serving as a drive source for the propeller is mounted, from turning left or right relative to the hull, and to turn the lower section left or right relative to the hull. With this configuration, the upper section, on which an engine serving as a drive source for the propeller is mounted, has a relatively large size, so that by preventing the upper section from turning left or right relative to the hull by the steering unit, it is possible to effectively prevent an increase in drive energy for turning the outboard motor body left or right relative to the hull.

[0019] In addition, in order to achieve the above-mentioned object, a watercraft according to a second aspect of the present invention comprises a hull and a plurality of outboard motors mounted in a line in the left-right direction on the hull, each of the plurality of outboard motors comprising an outboard motor main body including a lower section having a first lower section in which a propeller is provided and a second lower section arranged above the first lower section, and an upper section in which a drive source for the propeller is provided and arranged above the lower section, and a steering section configured to prevent the upper section from rotating left-right relative to the hull and to rotate the lower section left-right relative to the hull, and the steering section includes a first steering section that rotates the first lower section left-right relative to the hull, and a second steering section that rotates the first lower section and the second lower section together left-right relative to the hull.

[0020] In the watercraft according to the second aspect of the present invention, as described above, the steering section includes a first steering section that turns the first lower section laterally relative to the hull, and a second steering section that turns the first lower section and the second lower section together laterally relative to the hull. This makes it possible to provide a watercraft that, like the outboard motor according to the first aspect, can simplify the mounting structure of the outboard motor body to the hull while increasing the angular range over which the outboard motor body can be turned laterally relative to the hull.

[0021] In the outboard motor according to the first aspect, the first steering section and the second steering section are preferably configured to be able to operate independently of each other. With this configuration, like the outboard motor according to the first aspect, the angular range within which the outboard motor body can be turned laterally relative to the hull can be maximized in a configuration in which the steering section includes the first steering section and the second steering section.

[0022] In the above-mentioned configuration in which the first and second steering sections can operate independently of each other, the first steering section is preferably configured to rotate the first lower section in the left-right direction relative to the hull about a first steering shaft provided on the outboard motor body, and the second steering section is configured to rotate the first lower section and the second lower section integrally in the left-right direction relative to the hull about a second steering shaft provided on the outboard motor body separately from the first steering shaft. With this configuration, it is possible to prevent the mounting pitch of adjacent outboard motors to the hull from becoming large, as with the outboard motor according to the first aspect above.

[0023] In the above-mentioned configuration in which the first steering section rotates the first lower section left and right relative to the hull about the first steering axis and the second steering section rotates the first lower section and the second lower section together left and right relative to the hull about the second steering axis, the hull preferably includes a control section that controls the first steering section and the second steering section of each of the multiple outboard motors, and the control section is configured to control the first steering section and the second steering section of each of the multiple outboard motors so that the first steering section rotates the first lower section left and right about the first steering axis relative to the hull while the second steering section rotates the first lower section left and right relative to the hull while the first steering axis moves the first lower section left and right relative to the hull so that the first steering axes move away from each other between adjacent outboard motors. With this configuration, when multiple outboard motors are mounted in a line up in the left-right direction on the hull, the first steering unit can rotate the first lower unit in the left-right direction relative to the hull while reliably changing the position of the first steering axis, which is the rotation center for the left-right rotation of the first lower unit relative to the hull by the first steering unit, so that adjacent outboard motors are separated from each other.

[0024] In the above-mentioned configuration in which the first steering unit rotates the first lower unit left and right about the first steering axis relative to the hull and the second steering unit rotates the first lower unit and the second lower unit together left and right about the second steering axis relative to the hull, preferably, a first angle range in which the first steering unit can rotate the first lower unit left and right relative to the hull is set to be larger than a second angle range in which the second steering unit rotates the first lower unit and the second lower unit together left and right relative to the hull. With this configuration, as with the outboard motor according to the first aspect, the first lower unit can be effectively rotated left and right by the first steering unit at a relatively large angle in the first angle range in the left and right direction relative to the hull in a state in which adjacent first lower units are unlikely to come into contact with each other, as with the outboard motor according to the first aspect.

[0025] In a configuration in which the first angle range is set larger than the second angle range, the first steering unit includes an electric motor as a drive source for turning the first lower unit in the left-right direction relative to the hull, and the second steering unit includes a hydraulic pump as a drive source for turning the first lower unit and the second lower unit together in the left-right direction relative to the hull. With this configuration, as with the outboard motor according to the first aspect, the first angle range in which the first lower unit can be turned left-right relative to the hull by the first steering unit including the electric motor as a drive source can be easily made larger than the second angle range in which the first lower unit and the second lower unit are turned left-right together relative to the hull by the second steering unit including the hydraulic pump as a drive source.

[0026] In the configuration in which the first angle range is set to be greater than the second angle range, the first angle range is preferably set to 360 degrees. With this configuration, good maneuverability can be obtained, similar to the outboard motor according to the first aspect.

[0027] In the configuration in which the first steering section rotates the first lower section laterally about the first steering axis relative to the hull and the second steering section rotates the first lower section and the second lower section integrally about the second steering axis relative to the hull, the second steering axis is preferably disposed rearward of the first steering axis in the outboard motor body. With this configuration, like the outboard motor according to the first aspect, the horizontal rotation of the first lower section and the second lower section integrally about the second steering axis relative to the hull by the second steering section, and the horizontal rotation of the first lower section about the first steering axis relative to the hull by the first steering section can be performed in a well-balanced manner in the horizontal direction.

[0028] In the above-mentioned configuration in which the first steering section rotates the first lower section left and right relative to the hull about the first steering axis and the second steering section rotates the first lower section and the second lower section integrally left and right relative to the hull about the second steering axis, preferably the outboard motor further includes a propeller shaft provided in the first lower section and rotating together with the propeller, and a drive shaft for transmitting driving force of a drive source of the propeller to the propeller shaft, the drive shaft including a first drive shaft arranged coaxially with the first steering axis and a second drive shaft arranged coaxially with the second steering axis. With this configuration, as with the outboard motor according to the first aspect, it is possible to prevent the space required for arranging the first drive shaft and the first steering axis from becoming large compared to a case in which the first drive shaft is not arranged coaxially with the first steering axis. Also, as with the outboard motor according to the first aspect, the space required for arranging the second drive shaft and the second steering shaft can be prevented from becoming large, compared to a case in which the second drive shaft is not arranged coaxially with the second steering shaft. Also, as with the outboard motor according to the first aspect, the structure of the first steering section can be prevented from becoming complicated, compared to a case in which the first steering shaft is not arranged coaxially with the first drive shaft. Also, as with the outboard motor according to the first aspect, the structure of the second steering section can be prevented from becoming complicated, compared to a case in which the second steering shaft is not arranged coaxially with the second drive shaft. Effect of the Invention

[0029] According to the present invention, as described above, it is possible to provide an outboard motor and a ship that can increase the angular range over which the outboard motor body can be rotated left and right relative to the hull, while suppressing an increase in the mounting pitch of adjacent outboard motors to the hull when multiple outboard motors are mounted in a line in the left-right direction on the hull. [Brief description of the drawings]

[0030] [Figure 1] 1 is a schematic diagram of a watercraft according to an embodiment of the present invention; FIG. [Diagram 2] FIG. 2 is a block diagram of a control system of a marine vessel according to one embodiment of the present invention. [Diagram 3] 1 is a cross-sectional view showing a configuration of an outboard motor according to a preferred embodiment of the present invention. [Figure 4] FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. [Diagram 5] FIG. 4 is a cross-sectional view taken along line VV in FIG. [Figure 6] 2 is a schematic diagram showing a lower case, a first steering unit accommodating case, and an oil pan according to one embodiment of the present invention. FIG. [Figure 7] 7 is a view showing a state in which the lower case has been rotated from the state shown in FIG. 6. FIG. [Figure 8] 7 is a diagram showing a state in which the lower case and the first steering unit accommodating case are rotated together from the state shown in FIG. 6. FIG. [Figure 9] This figure shows a state in which the lower case and the first steering unit housing case are rotated together in the left-right direction around the second steering axis relative to the hull so that the first steering axes are separated between adjacent outboard motors by the second steering unit in an outboard motor according to one embodiment of the present invention. [Figure 10] FIG. 10 is a diagram showing a state in which the lower case has been rotated left and right about the first steering shaft relative to the hull by the first steering unit from the state shown in FIG. 9. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

[0032] An outboard motor 100 and a boat 120 according to an embodiment of the present invention will be described with reference to Figures 1 to 10. Note that FWD, BWD, L, R, Z1, and Z2 in the drawings respectively indicate the front, rear, left (port side), right (starboard side), upper (upper side), and lower (lower side) of the boat 120 (outboard motor 100).

[0033] (Overall configuration of the ship) As shown in Fig. 1, the boat 120 includes a hull 110 and an outboard motor 100. The outboard motor 100 is a boat propulsion device for propelling the hull 110. The outboard motor 100 is attached to a stern 111 of the hull 110. A plurality of (two) outboard motors 100 are attached to the hull 110 so as to be aligned in the left-right direction. The boat 120 is a relatively small boat. The boat 120 is a boat used, for example, for sightseeing, fishing, etc.

[0034] (Hull configuration) As shown in FIG. 2, the hull 110 includes an operation unit 112 and a control unit 113.

[0035] The operation unit 112 receives operations for steering (operating) the vessel 120. The operation unit 112 includes a remote controller and a steering wheel.

[0036] The control unit 113 controls each of the multiple (two) outboard motors 100 (such as the ECU (Engine Control Unit) 41 and the SCU (Steering Control Unit) 42) based on operations on the operation unit 112. The control unit 113 is a computer including an arithmetic device such as a CPU (Central Processing Unit), non-volatile memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and the like.

[0037] (Outboard motor configuration) 3, each of the multiple (two) outboard motors 100 includes a bracket 101 and an outboard motor body 102. The outboard motor body 102 is attached to a stern 111 of a hull 110 via the bracket 101.

[0038] The outboard motor body 102 includes a cowl 11, a lower section 12, an upper case 13, and an oil pan 14. The lower section 12 has a lower case 12a and a first steering unit housing case 12b. The cowl 11, the upper case 13, and the lower case 12a form the housing of the outboard motor body 102. The cowl 11 is disposed at the top of the outboard motor body 102. An engine 21 is housed inside the cowl 11. That is, the engine 21 is provided in the cowl 11. The lower case 12a is disposed at the bottom of the outboard motor body 102. That is, the cowl 11 is disposed above the lower case 12a. The lower case 12a is provided with a propeller 22. The upper case 13 is disposed between the cowl 11 and the lower case 12a. The first steering unit housing case 12b is housed inside the upper case 13. That is, the first turning portion housing case 12b is disposed above the lower case 12a. The oil pan 14 is housed inside the upper case 13 above the first turning portion housing case 12b. The cowl 11 is an example of an "upper portion" in the claims. The lower case 12a is an example of a "first lower portion" in the claims. The first turning portion housing case 12b is an example of a "second lower portion" in the claims. The engine 21 is an example of a "propeller drive source" in the claims.

[0039] Each of the multiple (two) outboard motors 100 is an engine-type outboard motor configured to drive a propeller 22 by an engine 21. Specifically, the outboard motor body 102 includes the engine 21, a drive shaft 23, a gear unit 24, a propeller shaft 25, and the propeller 22. The engine 21 is an internal combustion engine that generates driving force. The drive shaft 23 includes a first drive shaft 23a and a second drive shaft 23b. The first drive shaft 23a is connected to a crankshaft (not shown) of the engine 21. The first drive shaft 23a is disposed to extend in the vertical direction across the cowl 11 and the upper case 13. The second drive shaft 23b is disposed rearward of the first drive shaft 23a. The second drive shaft 23b is connected to the first drive shaft 23a via a gear 26a fixed to the first drive shaft 23a and a gear 26b fixed to the second drive shaft 23b. The second drive shaft 23b is disposed so as to extend in the vertical direction across the upper case 13 and the lower case 12a. The gear portion 24 is provided in the lower case 12a. The gear portion 24 is connected to the lower end of the second drive shaft 23b. The propeller shaft 25 is provided in the lower case 12a. The front end of the propeller shaft 25 is connected to the gear portion 24. The propeller shaft 25 is disposed so as to extend in the front-rear direction behind the gear portion 24. The propeller 22 is connected to the rear end of the propeller shaft 25. That is, the propeller shaft 25 rotates together with the propeller 22. The propeller 22 is provided in the lower case 12a so as to be exposed to the outside of the lower case 12a. The driving force of the engine 21 is transmitted to the propeller 22 via the first drive shaft 23a, the second drive shaft 23b, the gear unit 24, and the propeller shaft 25. That is, the drive shaft 23 transmits the driving force of the engine 21 to the propeller shaft 25. The propeller 22 rotates in water by the transmitted driving force of the engine 21, thereby generating thrust.

[0040] Each of the multiple (two) outboard motors 100 includes a steering unit 30 for changing the orientation of the propeller 22 relative to the hull 110 so as to change the traveling direction of the boat 120 (see FIG. 1). The steering unit 30 is configured not to rotate the cowl 11 in the left-right direction relative to the hull 110. Specifically, the steering unit 30 does not include a structure for rotating the cowl 11 in the left-right direction relative to the hull 110. Note that each of the multiple (two) outboard motors 100 does not include a structure for rotating the cowl 11 in the left-right direction relative to the hull 110. Also, the steering unit 30 is configured to rotate the lower section 12 in the left-right direction relative to the hull 110. Specifically, the steering unit 30 includes a first steering unit 31 that rotates the lower case 12a in the left-right direction relative to the hull, and a second steering unit 32 that rotates the lower case 12a and the first steering unit housing case 12b in the left-right direction together relative to the hull 110. Details of the steering unit 30 will be described later.

[0041] As shown in Fig. 2, each of the multiple (two) outboard motors 100 includes an ECU 41 that controls the engine 21, and an SCU 42 that controls the steering unit 30. The ECU 41 is configured to control the operation of the engine 21 based on control by a control unit 113 provided in the hull 110. The SCU 42 is configured to control the operation of the steering unit 30 based on control by the control unit 113. In other words, the control unit 113 of the hull 110 controls the first steering unit 31 and the second steering unit 32 of each of the multiple outboard motors 100. The ECU 41 and SCU 42 are computers that include an arithmetic device such as a CPU, non-volatile memories such as ROM and RAM, etc.

[0042] (Details of steering section) As shown in FIG. 3, the first steering unit 31 is configured to rotate the lower case 12a in the left-right direction about a first steering shaft 31a provided on the outboard engine main body 102 relative to the hull 110 (see FIG. 1). Specifically, as shown in FIG. 4, the first steering unit 31 includes an electric motor 31b, a worm 31c, a worm wheel 31d, a first steering shaft side gear 31e, and a first steering shaft 31a. The electric motor 31b is a drive source for rotating the lower case 12a in the left-right direction relative to the hull 110. The output shaft of the electric motor 31b is connected to the worm 31c. The worm wheel 31d constitutes a worm gear together with the worm 31c. That is, the teeth of the worm 31c mesh with the teeth of the worm wheel 31d. A plurality of gears that mesh with each other are arranged between the worm 31c and the first steering shaft side gear 31e. The first steering shaft side gear 31e is fixed to the first steering shaft 31a. That is, when the first steering shaft side gear 31e rotates, the first steering shaft 31a rotates. The driving force of the electric motor 31b is transmitted to the first steering shaft 31a via the worm 31c, the worm wheel 31d, a plurality of gears arranged between the worm 31c and the first steering shaft side gear 31e, and the first steering shaft side gear 31e. As shown in FIG. 3, the lower end of the first steering shaft 31a is fixed to the lower case 12a. Therefore, when the first steering shaft 31a rotates in the left-right direction, the lower case 12a rotates in the left-right direction around the first steering shaft 31a with respect to the hull 110. The first steering section 31 is accommodated in the first steering section accommodation case 12b, except for the lower end of the first steering shaft 31a.

[0043] The first drive shaft 23a passes through the inside of the first steering shaft 31a. That is, the first drive shaft 23a passes through the inside of the hollow first steering shaft 31a. The first drive shaft 23a is disposed coaxially with the first steering shaft 31a.

[0044] The second steering section 32 is configured to rotate the lower case 12a and the first steering section housing case 12b together in the left-right direction relative to the hull 110 (see FIG. 1) about a second steering shaft 32a provided in the outboard engine body 102 separately from the first steering shaft 31a. Specifically, as shown in FIG. 5, the second steering section 32 includes a hydraulic pump 32b (see FIG. 3), a hydraulic cylinder 32c, a link member 32d, and a second steering shaft 32a. The hydraulic pump 32b is a drive source for rotating the lower case 12a and the first steering section housing case 12b together in the left-right direction relative to the hull 110. The hydraulic cylinder 32c is disposed so as to extend along the front-rear direction. A linear motion member 32e is accommodated inside the hydraulic cylinder 32c. Two oil chambers 32f are formed inside the hydraulic cylinder 32c. The two oil chambers 32f are formed on one side and the other side of the linear motion member 32e in the front-rear direction. By driving the hydraulic pump 32b, the hydraulic oil is supplied to one of the two oil chambers 32f and the hydraulic oil is discharged from the other of the two oil chambers 32f. By adjusting the amount of hydraulic oil in the two oil chambers 32f, the linear motion member 32e moves linearly in the front-rear direction inside the hydraulic cylinder 32c. The second steering shaft 32a is connected to the linear motion member 32e via the link member 32d. The driving force of the hydraulic pump 32b is transmitted to the second steering shaft 32a via the linear motion member 32e and the link member 32d. That is, the linear motion of the linear motion member 32e in the front-rear direction causes the second steering shaft 32a to rotate in the left-right direction. Note that the upper case 13 and the bracket 101 are not shown in FIG. 5. As shown in Fig. 3, the lower end of the second turning shaft 32a is fixed to the first turning portion housing case 12b. Therefore, when the second turning shaft 32a rotates in the left-right direction, the first turning portion housing case 12b rotates in the left-right direction. As described above, since the lower end of the first turning shaft 31a is fixed to the lower case 12a, when the second turning shaft 32a rotates in the left-right direction, the lower case 12a and the first turning portion housing case 12b rotate together in the left-right direction around the second turning shaft 32a.

[0045] The second steering shaft 32a, the link member 32d and the hydraulic cylinder 32c are disposed in an upper portion of the upper case 13. The hydraulic cylinder 32c is disposed in a lower portion of the cowl 11.

[0046] The second drive shaft 23b passes through the interior of the second steering shaft 32a. That is, the second drive shaft 23b passes through the interior of the hollow second steering shaft 32a. The second drive shaft 23b is arranged coaxially with the second steering shaft 32a. As described above, the second drive shaft 23b is arranged rearward of the first drive shaft 23a. That is, the first steering shaft 31a is arranged rearward of the second steering shaft 32a in the outboard motor body 102.

[0047] As shown in Figs. 6 to 8, the first angle range A1 in which the lower case 12a can be rotated left and right relative to the hull 110 (see Fig. 3) by the first steering unit 31 (see Fig. 3) is set to be larger than the second angle range A2 in which the lower case 12a and the first steering unit housing case 12b are rotated left and right together relative to the hull 110 by the second steering unit 32. Specifically, as shown in Fig. 7, the first angle range A1 is set to 360 degrees. Also, as shown in Fig. 8, the second angle range A2 is set to 30 degrees, for example. Note that Fig. 7 shows a state in which the lower case 12a has been rotated rightward by approximately 80 degrees relative to the hull 110 from the state shown in Fig. 6 by the first steering unit 31. FIG. 8 shows a state in which the second steering unit 32 has rotated the lower case 12a and the first steering unit accommodating case 12b integrally by approximately 30 degrees to the right relative to the hull 110 from the state shown in FIG.

[0048] (Control of steering units for multiple outboard motors) As shown in Figures 9 and 10, the control unit 113 (see Figure 2) is configured to control the first steering unit 31 and the second steering unit 32 of each of the multiple outboard motors 100 so that, while the second steering unit 32 rotates the lower case 12a and the first steering unit accommodating case 12b together in the left-right direction around the second steering axis 32a relative to the hull 110, so that the first steering axes 31a move away from each other between adjacent outboard motors 100 (see Figure 1), the first steering unit 31 rotates the lower case 12a in the left-right direction around the first steering axis 31a relative to the hull 110. In other words, the outboard motor 100 is configured so that the second steering section 32 rotates the lower case 12a and the first steering section accommodating case 12b together in the left-right direction around the second steering axis 32a relative to the hull 110 so that the first steering axes 31a move apart between adjacent outboard motors 100, and then the first steering section 31 rotates the lower case 12a in the left-right direction around the first steering axis 31a relative to the hull 110.

[0049] Specifically, as shown in Fig. 9, the control unit 113 (see Fig. 2) first controls the SCU 41 (see Fig. 2) for the R-side outboard motor 100 to rotate the lower case 12a and the first steering unit housing case 12b together to the right about the second steering shaft 32a relative to the hull 110 (see Fig. 1) by the second steering unit 32, and controls the SCU 41 for the L-side outboard motor 100 to rotate the lower case 12a and the first steering unit housing case 12b together to the left about the second steering shaft 32a relative to the hull 110 by the second steering unit 32. As a result, the first steering shaft 31a of the R-side outboard motor 100 and the first steering shaft 31a of the L-side outboard motor 100 move away from each other in the left-right direction. Furthermore, the angle by which the lower case 12a and the first steering unit housing case 12b are rotated together to the left around the second steering axis 32a relative to the hull 110 by the second steering unit 32 for the R-side outboard motor 100, and the angle by which the lower case 12a and the first steering unit housing case 12b are rotated together to the left around the second steering axis 32a relative to the hull 110 by the second steering unit 32 for the L-side outboard motor 100 may be equal to or different from each other.

[0050] Thereafter, as shown in Fig. 10, the control unit 113 (see Fig. 2) controls the SCU 41 (see Fig. 2) to rotate the lower case 12a in the left-right direction about the first steering shaft 31a relative to the hull 110 by the first steering unit 31 for the R-side outboard motor 100 (see Fig. 1), and controls the SCU 41 to rotate the lower case 12a in the left-right direction about the first steering shaft 31a relative to the hull 110 by the first steering unit 31 for the L-side outboard motor 100. Note that the angle by which the lower case 12a is rotated in the left-right direction about the first steering shaft 31a relative to the hull 110 by the first steering unit 31 for the R-side outboard motor 100 may be equal to or different from the angle by which the lower case 12a is rotated in the left-right direction about the first steering shaft 31a relative to the hull 110 by the first steering unit 31 for the L-side outboard motor 100. In addition, Figure 10 shows an example in which, in the outboard motor 100 on the R side, the lower case 12a is rotated leftward around the first steering shaft 31a relative to the hull 110 by the first steering section 31, and, in the outboard motor 100 on the L side, the lower case 12a is rotated rightward around the first steering shaft 31a relative to the hull 110 by the first steering section 31.

[0051] [Effects of the embodiment] In this embodiment, the following effects can be obtained.

[0052] In this embodiment, as described above, the steering unit 30 includes the first steering unit 31 that rotates the lower case 12a (first lower part) in the left-right direction relative to the hull 110, and the second steering unit 32 that rotates the lower case 12a and the first steering unit housing case 12b (second lower part) in the left-right direction together with the hull 110. This allows the angle range in which the lower part 12 can be rotated in the left-right direction relative to the hull 110 to be relatively large by combining the left-right rotation of the lower case 12a by the first steering unit 31 with the integrated left-right rotation of the lower case 12a and the first steering unit housing case 12b with respect to the hull 110 by the second steering unit 32. In addition, in this embodiment, as described above, the steering unit 30 is configured not to rotate the cowl 11 (upper part) in the left-right direction with respect to the hull 110. This prevents the electrical wiring, fuel tubes, etc. connected between the hull 110 and the cowl 11 from swinging left or right, simplifying the mounting structure of the outboard motor body 102 to the hull 110. As a result, the angular range over which the outboard motor body 102 can be rotated left or right relative to the hull 110 can be increased, while simplifying the mounting structure of the outboard motor body 102 to the hull 110.

[0053] Also, in this embodiment, as described above, the first steering section 31 and the second steering section 32 are configured to be able to operate independently of each other. As a result, the angular range in which the outboard motor main body 102 can be turned left and right relative to the hull 110 is the sum of the angular range (first angular range A1) in which the first steering section 31 can turn the lower case 12a (first lower section) left and right relative to the hull 110, and the angular range (second angular range A2) in which the second steering section 32 can turn the lower case 12a and the first steering section housing case 12b (second lower section) together left and right relative to the hull 110. Therefore, the angular range in which the outboard motor main body 102 can be turned left and right relative to the hull 110 can be maximized in the configuration in which the steering section 30 includes the first steering section 31 and the second steering section 32.

[0054] In this embodiment, as described above, the first steering section 31 is configured to rotate the lower case 12a (first lower section) in the left-right direction relative to the hull 110 about the first steering shaft 31a provided in the outboard motor main body 102. The second steering section 32 is configured to rotate the lower case 12a and the first steering section housing case 12b (second lower section) in the left-right direction integrally with the hull 110 about the second steering shaft 32a provided in the outboard motor main body 102 separately from the first steering shaft 31a. As a result, the lower case 12a can be rotated left and right relative to the hull 110 by the first steering section 31 in a state in which the position of the first steering shaft 31a, which is the rotation center for the left and right rotation of the lower case 12a relative to the hull 110 by the first steering section 31, is changed by the integral left and right rotation of the lower case 12a and the first steering section housing case 12b relative to the hull 110 by the second steering section 32. As a result, when multiple outboard motors 100 are attached to the hull 110 so as to be lined up in the left and right direction, the lower case 12a can be rotated left and right relative to the hull 110 by the first steering section 31 in a state in which the position of the first steering shaft 31a, which is the rotation center for the left and right rotation of the lower case 12a relative to the hull 110 by the first steering section 31, is changed by the second steering section 32 so that adjacent outboard motors 100 are separated from each other. In this case, since the adjacent outboard motors 100 are less likely to come into contact with each other, the mounting pitch of the adjacent outboard motors 100 on the hull 110 can be prevented from becoming large.

[0055] In this embodiment, as described above, the first angle range A1 within which the lower case 12a (first lower section) can be rotated in the left-right direction relative to the hull 110 by the first steering unit 31 is set to be larger than the second angle range A2 within which the lower case 12a and the first steering unit housing case 12b (second lower section) can be rotated integrally in the left-right direction relative to the hull 110 by the second steering unit 32. As a result, when multiple outboard motors 100 are attached to be lined up in the left-right direction relative to the hull 110, the lower case 12a can be rotated in the left-right direction by the first steering unit 31 at a relatively large angle in the first angle range A1 relative to the hull 110 in a state in which the positions of the first steering shaft 31a, which is the rotation center for the left-right rotation of the lower case 12a relative to the hull 110 by the first steering unit 31, are changed so that adjacent outboard motors 100 are separated from each other. In other words, while making it difficult for adjacent lower cases 12a to come into contact with each other, the first steering portion 31 can effectively rotate the lower case 12a in the left-right direction relative to the hull 110 at a relatively large angle within the first angle range A1.

[0056] In this embodiment, as described above, the first steering unit 31 includes the electric motor 31b as a drive source for turning the lower case 12a (first lower section) in the left-right direction relative to the hull 110. The second steering unit 32 includes the hydraulic pump 32b as a drive source for turning the lower case 12a and the first steering unit housing case 12b (second lower section) in the left-right direction together with the hull 110. As a result, the electric motor 31b can directly output rotational motion, and the hydraulic pump 32b cannot directly output rotational motion, so that the first angle range A1 in which the lower case 12a can be turned in the left-right direction with respect to the hull 110 by the first steering unit 31 including the electric motor 31b as a drive source can be easily made larger than the second angle range A2 in which the lower case 12a and the first steering unit housing case 12b are turned in the left-right direction together with the hull 110 by the second steering unit 32 including the hydraulic pump 32b as a drive source.

[0057] In this embodiment, as described above, the first angle range A1 is set to 360 degrees. This allows the lower case 12a (first lower section) on which the propeller 22 is provided to be rotated laterally by the first steering section 31 at a desired angle about the first steering shaft 31a, which is the center of rotation, relative to the hull 110, thereby providing good maneuverability.

[0058] Also, in this embodiment, as described above, the first steering shaft 31a is disposed rearward of the second steering shaft 32a in the outboard motor body 102. This allows the first steering shaft 31a and the second steering shaft 32a to be disposed side by side in the fore-and-aft direction, so that the left-right rotation of the lower case 12a (first lower section) and the first steering section housing case 12b (second lower section) relative to the hull 110 about the second steering shaft 32a by the second steering section 32, and the left-right rotation of the lower case 12a relative to the hull 110 about the first steering shaft 31a by the first steering section 31 can be performed in a well-balanced manner in the left-right direction.

[0059] In this embodiment, as described above, the outboard motor 100 includes the propeller shaft 25 that is provided in the lower case 12a (first lower section) and rotates together with the propeller 22, and the drive shaft 23 that transmits the driving force of the engine 21 (drive source of the propeller 22) to the propeller shaft 25. The drive shaft 23 includes a first drive shaft 23a arranged coaxially with the first steering shaft 31a, and a second drive shaft 23b arranged coaxially with the second steering shaft 32a. As a result, since the first drive shaft 23a is arranged coaxially with the first steering shaft 31a, it is possible to prevent the space required for arranging the first drive shaft 23a and the first steering shaft 31a from becoming large, compared to a case in which the first drive shaft 23a is not arranged coaxially with the first steering shaft 31a. Similarly, since the second drive shaft 23b is arranged coaxially with the second steering shaft 32a, the space required for arranging the second drive shaft 23b and the second steering shaft 32a can be prevented from becoming large, compared to a case in which the second drive shaft 23b is not arranged coaxially with the second steering shaft 32a. Also, since the first drive shaft 23a is arranged coaxially with the first steering shaft 31a, the lower case 12a can be rotated in the left-right direction about the first steering shaft 31a by the first steering unit 31 without changing the horizontal position of the first drive shaft 23a, so that the structure of the first steering unit 31 can be prevented from becoming complicated, compared to a case in which the first steering shaft 31a is not provided coaxially with the first drive shaft 23a. Similarly, the second steering section 32 allows the lower case 12a and the first steering section accommodating case 12b (second lower section) to be rotated together in the left-right direction around the second steering axis 32a relative to the hull 110 without changing the horizontal position of the second drive shaft 23b, thereby preventing the structure of the second steering section 32 from becoming complicated compared to a case in which the second steering axis 32a is not arranged coaxially with the second drive shaft 23b.

[0060] In this embodiment, as described above, the first drive shaft 23a penetrates the inside of the hollow first turning shaft 31a. The second drive shaft 23b penetrates the inside of the hollow second turning shaft 32a. This makes it possible to easily arrange the first drive shaft 23a coaxially with the first turning shaft 31a, and also to easily arrange the second drive shaft 23b coaxially with the second turning shaft 32a.

[0061] In this embodiment, as described above, the hull 110 includes a control unit 113 that controls the first steering unit 31 and the second steering unit 32 of each of the multiple outboard motors 100. The control unit 113 is configured to control the first steering unit 31 and the second steering unit 32 of each of the multiple outboard motors 100 so that the first steering unit 31 rotates the lower case 12a in the left-right direction about the first steering shaft 31a relative to the hull 110 in a state in which the lower case 12a (first lower section) and the first steering unit housing case 12b (second lower section) are rotated together in the left-right direction about the second steering shaft 32a relative to the hull 110 so that the first steering shafts 31a of adjacent outboard motors 100 are separated from each other by the second steering unit 32. In other words, the outboard motor 100 is configured so that the second steering section 32 rotates the lower case 12a and the first steering section accommodating case 12b together in the left-right direction around the second steering axis 32a relative to the hull 110 so that the first steering axes 31a move apart between adjacent outboard motors 100, and then the first steering section 31 rotates the lower case 12a in the left-right direction around the first steering axis 31a relative to the hull 110. As a result, when multiple outboard motors 100 are mounted in a line up in the left-right direction on the hull 110, the second steering unit 32 allows the lower case 12a to be rotated left-right relative to the hull 110 by the first steering unit 31, while reliably changing the position of the first steering axis 31a, which is the rotation center for the left-right rotation of the lower case 12a relative to the hull 110 by the first steering unit 31, so that adjacent outboard motors 100 are separated from each other.

[0062] Also, in this embodiment, as described above, the steering unit 30 is configured so as not to rotate the cowl 11 (upper part) on which the engine 21 serving as the drive source of the propeller 22 is mounted in the left-right direction relative to the hull 110, and is configured so as to rotate the lower part 12 in the left-right direction relative to the hull 110. As a result, since the cowl 11 on which the engine 21 serving as the drive source of the propeller 22 is mounted has a relatively large size, by preventing the cowl 11 from rotating in the left-right direction relative to the hull 110 by the steering unit 30, it is possible to effectively suppress an increase in the drive energy for rotating the outboard motor main body 102 in the left-right direction relative to the hull 110.

[0063] [Variations] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is indicated by the claims rather than the description of the above embodiments, and further includes all modifications (variations) within the meaning and scope of the claims.

[0064] For example, in the above embodiment, an example was shown in which the steering unit 30 is configured to prevent the cowl 11 (upper part) on which the engine 21 serving as the drive source for the propeller 22 is provided from rotating left and right relative to the hull 110, and is configured to rotate the lower part 12 left and right relative to the hull 110, but the present invention is not limited to this. In the present invention, the steering unit may be configured to prevent the upper part on which the electric motor serving as the drive source for the propeller is provided from rotating left and right relative to the hull, and is configured to rotate the lower part left and right relative to the hull.

[0065] In addition, in the above embodiment, an example was shown in which the outboard motor 100 is configured so that the second steering section 32 rotates the lower case 12a (first lower section) and the first steering section housing case 12b (second lower section) together in the left-right direction around the second steering axis 32a relative to the hull 110 so that the first steering axes 31a are separated between adjacent outboard motors 100, and then the first steering section 31 rotates the lower case 12a in the left-right direction around the first steering axis 31a relative to the hull 110. However, the present invention is not limited to this. In the present invention, the outboard motor may be configured so that the first lower section is rotated left and right about the first steering axis relative to the hull by the first steering section, while the first lower section and the second lower section are rotated left and right integrally about the second steering axis relative to the hull so that the first steering axes do not change between adjacent outboard motors.

[0066] In the above embodiment, the first drive shaft 23a passes through the inside of the hollow first steering shaft 31a, and the second drive shaft 23b passes through the inside of the hollow second steering shaft 32a, but the present invention is not limited to this. In the present invention, the first steering shaft may pass through the inside of the hollow first drive shaft, and the second steering shaft may pass through the inside of the hollow second drive shaft.

[0067] In the above embodiment, the drive shaft 23 includes the first drive shaft 23a arranged coaxially with the first turning shaft 31a and the second drive shaft 23b arranged coaxially with the second turning shaft 32a, but the present invention is not limited to this. In the present invention, the drive shaft may include a first drive shaft that is not arranged coaxially with the first turning shaft, or may include a second drive shaft that is not arranged coaxially with the second turning shaft.

[0068] In the above embodiment, the first steering shaft 31a is disposed rearward of the second steering shaft 32a in the outboard motor body 102, but the present invention is not limited to this. In the present invention, the first steering shaft may be disposed forward of the second steering shaft in the outboard motor body, or may be disposed to the left or right of the second steering shaft.

[0069] In the above embodiment, the first angle range A1 is set to 360 degrees, but the present invention is not limited to this. In the present invention, the first angle range may be set to less than 360 degrees.

[0070] In the above embodiment, the first steering unit 31 includes an electric motor 31b as a drive source for turning the lower case 12a (first lower unit) in the left-right direction relative to the hull 110, and the second steering unit 32 includes a hydraulic pump 32b as a drive source for turning the lower case 12a and the first steering unit housing case 12b (second lower unit) in the left-right direction together with the hull 110, but the present invention is not limited to this. In the present invention, the first steering unit may include a hydraulic pump as a drive source for turning the first lower unit in the left-right direction relative to the hull, and the second steering unit may include an electric motor as a drive source for turning the first lower unit and the second lower unit in the left-right direction together with the hull.

[0071] Also, in the above embodiment, an example was shown in which the first angle range A1 within which the lower case 12a (first lower section) can be rotated left and right relative to the hull 110 by the first steering section 31 is set to be larger than the second angle range A2 within which the lower case 12a and the first steering section housing case 12b (second lower section) are rotated left and right together relative to the hull 110 by the second steering section 32, but the present invention is not limited to this. In the present invention, the first angle range within which the first lower section can be rotated left and right relative to the hull by the first steering section may be set to be equal to or smaller than the second angle range within which the first lower section and the second lower section are rotated left and right together relative to the hull by the second steering section.

[0072] In the above embodiment, an example has been shown in which the first steering section 31 is configured to rotate the lower case 12a (first lower section) in the left-right direction relative to the hull 110 about the first steering shaft 31a provided in the outboard motor main body 102, and the second steering section 32 is configured to rotate the lower case and the first steering section housing case 12b (second lower section) in the left-right direction integrally relative to the hull 110 about the second steering shaft 32a provided in the outboard motor main body 102 separately from the first steering shaft 31a, but the present invention is not limited to this. In the present invention, the first steering section may be configured to rotate the first lower section in the left-right direction relative to the hull about the first steering shaft provided in the outboard motor main body, and the second steering section may be configured to rotate the first lower section and the second lower section in the left-right direction integrally relative to the hull about the first steering shaft.

[0073] In the above embodiment, the first turning section 31 and the second turning section 32 are configured to be able to operate independently of each other, but the present invention is not limited to this. In the present invention, the first turning section and the second turning section do not have to be configured to be able to operate independently of each other. In other words, the first turning section and the second turning section may be configured to operate in conjunction with each other.

[0074] In the above embodiment, an example has been shown in which two outboard motors 100 are attached to the hull 110 in a line up in the left-right direction, but the present invention is not limited to this. In the present invention, three or more propulsion units may be attached to the hull in a line up in the left-right direction.

[0075] In the above embodiment, an example has been shown in which the operation unit 112 includes a remote controller and a steering wheel, but the present invention is not limited to this. In the present invention, the operation unit may include a joystick. In that case, the operation unit may include a joystick without including a remote controller and a steering wheel, or may include a joystick in addition to a remote controller and a steering wheel.

[0076] In the above embodiment, the hydraulic cylinder 32c is disposed in the lower part of the cowl 11, but the present invention is not limited to this. In the present invention, the hydraulic cylinder may be disposed in the upper case. [Explanation of symbols]

[0077] 11 Cowl (upper part) 12 Lower section 12a Lower case (first lower section) 12b First steering section housing case (second lower section) 21 Engine (propeller drive source) 22 Propeller 23 Drive shaft 23a 1st drive shaft 23b Second drive shaft 25 Propeller shaft 30 Steering section 31 First steering section 31a 1st steering shaft 31b Electric motor 32 Second steering section 32a 2nd steering shaft 32b Hydraulic pump 100 Outboard Motor 101 Bracket 102 Outboard motor body 110 Hull 113 Control Unit 120 Ships A1 First angle range A2 Second angle range

Claims

1. an outboard engine body including: a lower section having a first lower section in which a propeller is provided and a second lower section located above the first lower section; and an upper section in which a drive source for the propeller is provided and located above the lower section, the outboard engine body being attached to a hull via a bracket; a steering unit configured to prevent the upper section from rotating in the left-right direction relative to the hull and to rotate the lower section in the left-right direction relative to the hull, the steering section includes a first steering section that rotates the first lower section in the left-right direction relative to the hull, and a second steering section that rotates the first lower section and the second lower section together in the left-right direction relative to the hull.

2. 2. The outboard motor according to claim 1, wherein the first steering unit and the second steering unit are configured to be operable independently of each other.

3. the first steering section is configured to rotate the first lower section in the left-right direction relative to the hull about a first steering shaft provided in the outboard motor main body, 3. The outboard motor according to claim 2, wherein the second steering section is configured to rotate the first lower section and the second lower section integrally with respect to the hull in the left-right direction about a second steering shaft that is provided in the outboard motor body separately from the first steering shaft.

4. 4. An outboard motor according to claim 3, wherein a first angular range within which the first lower section can be rotated in the left-right direction relative to the hull by the first steering unit is set larger than a second angular range within which the first lower section and the second lower section can be rotated integrally in the left-right direction relative to the hull by the second steering unit.

5. The first steering unit includes an electric motor as a drive source for turning the first lower unit in the left-right direction relative to the hull, 5. The outboard motor according to claim 4, wherein the second steering section includes a hydraulic pump as a drive source for turning the first lower section and the second lower section integrally in the left-right direction relative to the hull.

6. 5. The outboard motor of claim 4, wherein the first angular range is set to 360 degrees.

7. 4. The outboard motor according to claim 3, wherein the first steering shaft is disposed rearward of the second steering shaft on the outboard motor body.

8. a propeller shaft provided in the first lower portion and rotating together with the propeller; A drive shaft that transmits the driving force of the drive source of the propeller to the propeller shaft, 4. The outboard motor according to claim 3, wherein the drive shafts include a first drive shaft arranged coaxially with the first steering shaft, and a second drive shaft arranged coaxially with the second steering shaft.

9. The first drive shaft passes through the hollow first steering shaft, 9. The outboard motor according to claim 8, wherein the second drive shaft extends through an interior of the hollow second steering shaft.

10. 4. The outboard motor according to claim 3, wherein the first steering section rotates the first lower section left and right about the first steering axis relative to the hull in a state in which the first lower section and the second lower section are rotated together left and right about the second steering axis relative to the hull so that the first steering axes move apart between adjacent outboard motors.

11. 2. The outboard motor according to claim 1, wherein the steering section is configured to prevent the upper section, on which an engine as a drive source for the propeller is mounted, from rotating left and right relative to the hull, and is configured to rotate the lower section in the left and right direction relative to the hull.

12. The hull and a plurality of outboard motors mounted to the hull in a line in the left-right direction, Each of the plurality of outboard motors is an outboard motor body including: a lower section having a first lower section in which a propeller is provided and a second lower section disposed above the first lower section; and an upper section in which a drive source for the propeller is provided and disposed above the lower section; a steering unit configured to prevent the upper section from rotating in the left-right direction relative to the hull and to rotate the lower section in the left-right direction relative to the hull, The ship, wherein the steering section includes a first steering section that rotates the first lower section in the left-right direction relative to the hull, and a second steering section that rotates the first lower section and the second lower section integrally in the left-right direction relative to the hull.

13. The vessel according to claim 12 , wherein the first steering unit and the second steering unit are configured to be operable independently of each other.

14. the first steering section is configured to rotate the first lower section in the left-right direction relative to the hull about a first steering shaft provided in the outboard motor main body, 14. The watercraft according to claim 13, wherein the second steering section is configured to rotate the first lower section and the second lower section integrally with respect to the hull in the left-right direction about a second steering shaft provided in the outboard motor body separately from the first steering shaft.

15. the hull includes a control unit that controls the first steering unit and the second steering unit of each of the plurality of outboard motors, 15. The ship according to claim 14, wherein the control unit is configured to control the first steering unit and the second steering unit of each of the plurality of outboard motors so that, in a state in which the first lower unit and the second lower unit are rotated integrally in the left-right direction about the second steering axis relative to the hull by the second steering unit, the first lower unit is rotated in the left-right direction about the first steering axis relative to the hull so that the first steering axes move away from each other between adjacent outboard motors.

16. The ship described in claim 14, wherein a first angle range within which the first lower section can be rotated left and right relative to the hull by the first steering unit is set larger than a second angle range within which the first lower section and the second lower section can be rotated left and right together relative to the hull by the second steering unit.

17. The first steering unit includes an electric motor as a drive source for turning the first lower unit in the left-right direction relative to the hull, 17. The marine vessel according to claim 16, wherein the second steering section includes a hydraulic pump as a drive source for rotating the first lower section and the second lower section integrally in the left-right direction relative to the hull.

18. The marine vessel according to claim 16, wherein the first angle range is set to 360 degrees.

19. The watercraft according to claim 14, wherein the second steering shaft is disposed rearward of the first steering shaft in the outboard motor body.

20. a propeller shaft provided in the first lower portion and rotating together with the propeller; A drive shaft that transmits the driving force of the drive source of the propeller to the propeller shaft, 15. The marine vessel according to claim 14, wherein the drive shafts include a first drive shaft arranged coaxially with the first steering shaft, and a second drive shaft arranged coaxially with the second steering shaft.

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