An outboard motor having lateral and rearward lowering capability

Abstract

An outboard motor has a cowling, a gear case, an intermediate portion axially between the cowling and the gear case, a tiller arm extending forwardly from the intermediate portion, and an air intake guard between the intermediate portion and the gear case. A wing extends laterally from the tiller arm. The wing, a side of the cowling, and a side of the gear case together define a side tripod that supports the outboard motor in a laterally down position. The air intake guard has a rear edge with laterally outer rear support members that, with a rear of the cowling, form a rear tripod that supports the outboard motor in a rearward down position.

Description

Technical Field

[0001] This disclosure relates to outboard motors, and in particular to outboard motors that are manually transportable and have side and rear laydown capabilities. Background Technology

[0002] The following content is incorporated into this article in its entirety by reference.

[0003] U.S. Patent No. 9,205,906 discloses a mounting device for supporting an outboard motor extending in a fore-aft plane relative to a marine vessel. The mounting device includes first and second mounting members, each having a housing, an inner wedge concentrically disposed within the housing, and a resilient spacer between the housing and the inner wedge. Each of the first and second mounting members extends along an axial direction, along a vertical direction perpendicular to the axial direction, and along a horizontal direction perpendicular to both the axial and vertical directions. When viewed in a cross-section perpendicular to the axial direction, the inner wedges of both the first and second mounting members have a non-circular shape. The non-circular shape includes a first outer surface that extends laterally at an angle to both the horizontal and vertical directions. The non-circular shape also includes a second outer surface that extends laterally at a different second angle to the horizontal and vertical directions. A method for manufacturing the mounting device is also provided.

[0004] U.S. Patent No. 9,701,383 discloses a marine propulsion support system having a transom support, a swivel support, and a mounting bracket. The drive unit is connected to the mounting bracket via multiple vibration-damping mounts configured to absorb loads on the drive unit not exceeding a design threshold. A buffer stop located between the swivel support and the drive unit limits deflection of the drive unit due to loads exceeding the threshold. An outboard motor includes a transom support, a swivel support, a bracket, and a drive unit supported between opposing first and second arms of the bracket. First and second vibration-damping mounts connect first and second bracket arms to the drive unit, respectively. An upper motion-limiting buffer stop is located away from the vibration-damping mounts and between the swivel support and the drive unit.

[0005] U.S. Patent No. 9,764,813 discloses a rudder handle for an outboard motor. The rudder handle includes a rudder handle body extending along a rudder handle axis between a fixed end and a free end. A throttle grip is disposed on the free end. The throttle grip is rotatable through a first (left-hand) range of motion from an idle position where the outboard motor is controlled at idle speed to a first (left-hand) fully open throttle position where the outboard motor is controlled at full throttle speed, and alternatively through a second (right-hand) range of motion from the idle position to a second (right-hand) fully open throttle position where the outboard motor is controlled at full throttle speed.

[0006] U.S. Patent No. 11,097,824 discloses an apparatus for steering an outboard motor relative to a marine vessel. The apparatus includes a stern support configured to support the outboard motor relative to the marine vessel; a rudder for manually steering the outboard motor relative to a steering axis; a steering arm extending above the stern support and connecting the rudder to the outboard motor such that rotation of the rudder causes rotation of the outboard motor relative to the steering axis, wherein the steering arm is located above the stern support; and a co-pilot device configured to lock the outboard motor in each of a plurality of steering positions relative to the steering axis. The co-pilot device extends above the steering arm and can be manually operated from above the steering arm.

[0007] U.S. Patent Application No. 17 / 487,116 discloses an outboard motor comprising a stern clamping bracket configured to be supported on the stern of a marine vessel and a rotating bracket configured to be supported by the stern clamping bracket. A propulsion unit, supported by the rotating bracket, includes a head unit, a mid-section below the head unit, and a lower unit below the mid-section. When the outboard motor is in a neutral tilt / horizontal position, the head unit, mid-section, and lower unit are substantially vertically aligned with each other. The propulsion unit is detachable from the stern clamping bracket. Summary of the Invention

[0008] This invention is intended to introduce a series of concepts, which will be further described in the detailed embodiments below. This invention is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help limit the scope of the claimed subject matter.

[0009] In a non-limiting example of this disclosure, the outboard motor extends from top to bottom in the axial direction, from one side to the other in a lateral direction perpendicular to the axial direction, and from front to rear in a longitudinal direction perpendicular to both the axial and lateral directions. The outboard motor has a fairing; a gearbox; an intermediate portion axially located between the fairing and the gearbox; a steering arm extending forward from the intermediate portion; and a wing extending laterally from the steering arm, wherein the wing, the side of the fairing, and the side of the gearbox together define a side tripod that supports the outboard motor in a laterally down position.

[0010] In other non-limiting examples of this disclosure, the rudder handle extends forward from the steering arm. A wing is located aft of the rudder handle and forward of the central portion, and has support members on the sides of the fairing. The support members are configured to support the outboard motor in a laterally downturned position together with the sides of the wing and gearbox. The wing includes a frame having an inner end coupled to the steering arm and an outer end having a base with a flat surface for supporting the outboard motor in a laterally downturned position together with the sides of the fairing and gearbox.

[0011] In other non-limiting examples of this disclosure, the outboard motor has a windproof flap between the intermediate section and the gearbox, the windproof flap having a rear edge with a laterally outward rear support member that, together with the rear of the fairing, forms a rear tripod that supports the outboard motor in a rear-down position. Attached Figure Description

[0012] Examples are described with reference to the following figures. The same reference numerals are used throughout to denote similar features and parts.

[0013] Figure 1 This is a side view of a marine drive supported on the stern of an ocean vessel by means of the device according to this disclosure.

[0014] Figure 2 This is a closer view of the device, which includes the stern support assembly, the rotating support, and the integrated co-pilot and locking mechanism.

[0015] Figure 3 yes Figure 2 An exploded view of the device shown.

[0016] Figure 4 yes Figure 2 The view captured in section 4-4.

[0017] Figure 5 yes Figure 2 The view captured in section 5-5 shows the mechanism in the locked position, where the marine drive is held on the ocean vessel and is steerable about the steering axis.

[0018] Figure 6 It is similar to Figure 5 The view shows the mechanism in the locked position, where the marine drive is further held in the steering direction relative to the steering axis.

[0019] Figure 7 It is similar to Figure 6 The view shows the mechanism in the unlocked position, allowing the marine drive to be removed from the ocean vessel.

[0020] Figure 8 This is a perspective view of the steering arm extending forward from the middle section of the marine drive and the wing extending laterally from the steering arm.

[0021] Figure 9 This is an exploded view of the steering arm and wing.

[0022] Figure 10 yes Figure 10 The view captured from 10-10.

[0023] Figure 11 It is a top-down side view of the marine drive.

[0024] Figure 12A yes Figure 11 Detailed images from the video.

[0025] Figure 12B yes Figure 11 Detailed images from the video.

[0026] Figure 13 This is a front view showing the marine drive in the side-down position.

[0027] Figure 14 It is a side view showing the marine drive in the rear-down position.

[0028] Figure 15 yes Figure 14 The view captured in section 15-15.

[0029] Figure 16 It is a perspective view of the windproof shield of a marine drive unit, viewed from below. Detailed Implementation

[0030] In the course of research and development in the field of marine propulsion systems, the applicant has determined that it would be advantageous to provide improved locking devices for detachably connecting marine drives, such as outboard motors, to marine vessels. Furthermore, the applicant has determined that it would be advantageous to provide improved co-pilot devices to selectively hold marine drives in various steering directions. Moreover, the applicant has determined that integrating the co-pilot device with the locking device would be advantageous to provide a more efficient and effective means of jointly locking, unlocking, and maintaining the steering direction of the marine drive relative to the marine vessel, which advantageously reduces the possibility of user error, limits the possibility of accidental equipment damage, and enhances the overall user experience.

[0031] Figure 1 A marine drive is depicted, in the example shown being an outboard motor 10. The outboard motor 10 has an upper fairing 12 and a driveshaft housing 14 extending downward from the upper fairing 12 to a lower gearbox 16. A power head 18 is covered by the upper fairing 12. The power head 18 causes rotation of a driveshaft 20, which extends from the power head 18 through the driveshaft housing 14 and engages with a propeller shaft 22 supported and rotating within the lower gearbox 16. The power head 18 may include an electric motor and / or an engine and / or any other conventional means for rotating the driveshaft 20. Rotation of the driveshaft 20 causes rotation of the propeller shaft 22, which in turn causes rotation of a propeller 15. The type and configuration of the marine drive may differ from those shown, and in other examples may include forward-facing or traction propeller configurations, impellers, and / or any other known means for generating propulsion for propelling a marine vessel in water.

[0032] refer to Figure 1and Figure 2 The outboard motor 10 is connected to the stern 24 of the marine vessel 26 via a stern bracket assembly 30. In the illustrated example, the stern bracket assembly 30 includes a stern bracket 32 ​​fixed to the stern 24 and a rotating bracket 34 pivotally connected to the stern bracket 32. The stern bracket 32 ​​has a pair of C-arms 36 mounted on top of the stern 24 and a pair of threaded plunger clamps 40 clamping the C-arms 36 to the stern 24. Rotation of a handle 43 in one direction clamps the stern 24 between the C-arms 36 and the plunger clamps 40. Rotation of the handle 43 in the opposite direction releases the C-arms 36 to remove them from the stern 24. The type and construction of the stern bracket 32 ​​may differ from those shown and described. In other examples, the stern bracket 32 ​​is secured to the stern 24 by fasteners.

[0033] The rotating support 34 is pivotally connected along the horizontal axis 38 to the upper end of the C-arm 36, thereby allowing the rotating support 34 to pivot up and down (adjustable) about the horizontal axis 38 in the direction of arrow 39. Referring to the aforementioned introduced U.S. patent, a similar conventional arrangement is shown to facilitate the pivoting movement of the rotating support relative to the stern support. This is a conventional arrangement and will not be discussed further here. For completeness, it should also be mentioned that, for the purposes of this invention, the stern support assembly 30 does not necessarily have a pivotable (adjustable) rotating support relative to the stern support. In other arrangements, the stern support assembly may consist of a single integral part or may consist of more than one part that cannot pivot about the horizontal axis.

[0034] Now for reference Figure 3 The rotating support 34 includes a rotating arm 42 having a first end 44 pivotally connected along a horizontal axis 38 to a C-shaped arm 36 of the stern support 32. The rotating arm 42 has an opposing second end 46, which is fixed to or formed with an elongated rotating cylinder 48, as will be referred to below. Figure 5 Further description. For example... Figure 3 and Figure 4 As shown, the first end 44 of the rotating arm 42 has a pair of sidewalls 50 and a top wall 52 connecting the sidewalls 50. Axial channel 54 (see...) Figure 5 It passes through the middle of the rotating arm 42, between the first end 44 and the second end 46, generally close to the top wall 52, close to the side wall 50 and located between the side walls 50.

[0035] refer to Figures 1 to 3The steering bracket 60 is fixed to and extends from the outboard motor 10, generally along the middle portion of the outboard motor 10, adjacent to the lower portion of the upper fairing 12 and the upper portion of the driveshaft housing 14. As will be further described below, the steering bracket 60 facilitates the detachable connection of the outboard motor 10 to the stern bracket assembly 30, i.e., allows the outboard motor 10 to be steered relative to the stern bracket assembly 30 about a steering axis 62, and allows the outboard motor 10 to be removed from the stern bracket assembly 30 for transport with the outboard motor 10. The steering bracket 60 has a steering arm 64 and a rotary tube assembly 66. The rotary tube assembly 66 is cylindrical with a smooth outer surface that extends generally laterally to the steering arm 64 from an upper end 70 secured to the middle portion of the steering arm 64 by fasteners 72 to a conical lower end 75. The steering arm 64 has a first end 74 and an opposing second end 76. As described above, the first end 74 is fixed to the support frame or other component of the outboard motor 10, and the second end 76 is fixed to a conventional rudder tread 78 by fasteners extending through holes 77 in the end wall 79 of the steering arm 64. Figure 1 As shown. The type and configuration of the rudder 78 may differ from those shown. The example shown is a rudder disclosed in currently incorporated U.S. Patent No. 9,764,813.

[0036] refer to Figure 3 The outboard motor 10 is lowered into the rotating cylinder 48 via the rotating tube assembly 66 and then mounted onto the rotating bracket 34, as shown below. Figure 3 As shown by the dashed lines in the diagram. The rotating cylinder 48 has a widened opening 80. The receiving cup 82 is nested in the widened opening 80 and secured thereto by fasteners 84. An annular locking flange 86 is secured to the upper end 70 of the rotating tube assembly 66. The receiving cup 82 and the annular locking flange 86 have complementary internal and external shapes, respectively, such that when the rotating tube assembly 66 descends into and is installed within the rotating cylinder 48, the annular locking flange 86 is nested in the receiving cup 82. The receiving cup 82 has an inner funnel surface 88, which centrally allows the conical lower end 75 of the rotating tube assembly 66 to enter the rotating cylinder 48 when the rotating tube assembly 66 descends into the receiving cup 82. The smooth outer surface of the rotating tube assembly 66 facilitates the sliding of the rotating tube assembly 66 along the smooth inner surface of the rotating cylinder 48 until the annular locking flange 86 engages and is nested in the receiving cup 82. The engagement between the outer contour of the annular locking flange 86 and the inner (funnel) contour of the receiving cup automatically aligns the rotating tube assembly 66 around the steering axis 62, preferably becoming Figure 5 The location shown.

[0037] refer to Figure 5The rotating tube assembly 66 has a stationary outer cylinder 90 and a rotatable inner cylinder 92, which is coaxially disposed within the outer cylinder 90. The upper end of the inner cylinder 92 is secured to a steering arm 64 by a fastener 72, allowing manual operation of a rudder 78 about the steering axis 62, as will be further described below, to rotate the steering arm 64 and the inner cylinder 92 together about the steering axis 62, while the outer cylinder 90 and the annular locking flange 86 remain stationary relative to the steering axis 62 due to the nested engagement between the annular locking flange 86 and the receiving cup 82. A bearing 94 facilitates the rotational (steering) movement of the inner cylinder 92 relative to the outer cylinder 90 of the rotating tube assembly 66.

[0038] Now for reference Figure 3 and Figure 4 The novel integrated co-pilot and locking mechanism 100 is configured to hold the steering bracket 60 relative to the steering axis 62 in multiple steering directions. The mechanism 100 is also configured to lock and alternatively unlock the steering bracket 60 relative to the stern bracket assembly 30, such that in the locked position of the mechanism 100, the outboard motor 10 is held on the stern bracket assembly 30, thereby held on the marine vessel 26, and that in the unlocked position of the mechanism 100, the outboard motor 10 can be removed therefrom.

[0039] Generally, mechanism 100 has a co-pilot arm 102 (comprising multiple components in the illustrated embodiment) for holding the steering bracket 60 in a selected steering direction about the steering axis 62 and for releasing the steering bracket 60 to allow the outboard motor 10 to steer freely about the steering axis 62. Mechanism 100 also has a locking arm 104 for locking and alternatively unlocking the steering bracket 60 and thus the outboard motor 10 relative to the stern support assembly 30 and therefore relative to the marine vessel 26. As shown and described below, the co-pilot arm 102 and the locking arm 104 are parallel and coaxial, with the co-pilot arm 102 integrated within, supported on, and movable relative to the locking arm 104.

[0040] refer to Figures 3 to 4The locking arm 104 extends generally laterally relative to the steering axis 62 and extends perpendicularly to the steering axis 62 along the steering arm 64. The locking arm 104 has a first handle end 106, an opposing second locking end 108, and an intermediate portion 109 between the handle end 106 and the locking end 108. The intermediate portion 109 of the locking arm 104 extends along the swivel arm 42 and through the axial channel 54. A bracket 110 connects the locking arm 104 to the bottom of the handle end 106 of the steering arm 64, allowing the locking arm 104 to slide radially toward and away from the swivel tube assembly 66 along the steering arm 64. The bracket 110 has opposing cross arms 112 and opposing bracket arms 113 for supporting the locking arm 104, the bracket arms being fixed to the end wall 114 along the bottom of the steering arm 64 adjacent to the axial channel 54.

[0041] An end flange 116 is provided on the handle end 106. (See below for reference.) Figures 5 to 8 In further detail, the end flange 116 provides a locking handle that facilitates manual gripping of the locking arm 104 and pulling / sliding it radially outward from the rotary tube assembly 66 to engage the locking end 108 from the top flange 118 of the annular locking flange 86 (see...). Figure 3 and Figure 7 Remove from above, thereby releasing or unlocking the outboard motor 10 for removal from the stern bracket assembly 30. The end flange 116 also facilitates the locking arm 104 to be pushed / slid radially inward toward the rotary tube assembly 66 to move the locking end 108 above the top flange 118 (e.g., Figure 5 and Figure 6 As shown), the rotating tube assembly 66 is locked onto the stern bracket assembly 30, thereby preventing the outboard motor 10 from being removed from the stern bracket assembly 30.

[0042] The stop device 120 holds the locking arm 104 in the locked position (e.g.) Figures 5 to 6 (as shown and described below) and unlock location (as follows) Figure 7 (As shown and described below). The type and configuration of the stop device may differ from those shown and described. In the example shown, the stop device 120 has a stop protrusion 121 extending from the bottom of the locking end 108 of the locking arm 104 and a spring clip 122 extending radially from the upper flange on the receiving cup 82. The spring clip 122 has a pair of resilient arms 124 with a wavy shape defined by an open outer end therebetween, a first (outer) recess, and a second (inner) recess. The open outer end is used to receive the stop protrusion 121, the first (outer) recess is used to retain the stop protrusion 121 when the locking arm 104 is in the unlocked position, and the second (inner) recess, located closer to the receiving cup 82, is used to retain the stop protrusion 121 when the locking arm 104 is in the locked position.

[0043] refer to Figure 3 The co-pilot arm 102 has a friction arm 130, a shuttle 132, and a handle or crank 134. The friction arm 130 and shuttle 132 are generally parallel to and coaxially extend with the locking arm 104. The friction arm 130 is disposed in an elongated channel formed through the locking end 108 of the locking arm 104 and is slidable along the locking arm 104. The spring 138 has a first end abutting abutment wall 136 on the bottom of the friction arm 130 and an opposite second end disposed on a spring-holding finger 140 at the bottom of the locking end 108 of the locking arm 104. Figure 4 As shown, the natural rebound force of the spring 138 pushes the adjacent wall 136 and the spring retaining finger 140 apart, thereby biasing the friction arm 130 toward the shuttle 132 and engaging it with the shuttle 132.

[0044] The shuttle 132 is embedded in the top of the locking arm 104 and has an elongated shuttle body 142, an adjacent flange 144 extending downward from the shuttle body 142 through a groove 145 in the middle portion 109 of the locking arm 104 and engaging with an outer end flange 146 on the friction arm 130, and a threaded sleeve 148 extending downward from the shuttle body 142 through a groove 150 in the handle end 106 of the locking arm 104. The threaded sleeve 148 engages with a threaded shaft 151 on a handle 134 extending through an unthreaded hole 154 within an end flange 116. A spring 156 has a first end adjacent to the threaded sleeve 148 and an opposing second end adjacent to the rear side of the end flange 116, opposite the handle 134. The natural elasticity of the spring 156 tends to push the shuttle 132 away from the rear side of the end flange 116. Manually rotating the handle 134 in the first direction causes the threaded sleeve 148 of the shuttle 132 to move inward toward the rotating tube assembly 66, causing the shuttle 132 to move inward (shuttle) along the locking arm 104. This inward movement of the shuttle 132 pushes the friction arm 130 inward toward the rotating tube assembly 66 until the inner end 160 of the friction arm 130 engages with the annular friction ring 162 on the inner cylinder 92 of the rotating tube assembly 66. Optionally, the inner end 160 of the friction arm 130 has a concave surface that substantially aligns the inner end 160 with the outer surface of the annular friction ring 162, thereby facilitating frictional engagement between them. The frictional engagement between the inner end 160 and the annular friction ring 162 frictionally maintains the steering orientation of the inner cylinder 92 and the associated steering arm 64, and thus the outboard motor 10 rigidly attached to the steering arm 64.

[0045] Conversely, manually rotating the handle 134 in the opposite second direction causes the threaded sleeve 148 and the associated shuttle 132 to move outward (shuttle) away from the rotary tube assembly 66 along the locking arm 104. This outward movement of the shuttle 132 allows the natural bias of the spring 138 to move the friction arm 130 away from the annular friction ring 162, thereby eliminating the frictional engagement between the inner end 160 and the annular friction ring 162. This, in turn, releases the rotary tube assembly 66 and the associated outboard motor 10 for steering motion about the steering axis 62, as described above.

[0046] Advantageously, the co-pilot arm 102 is configured such that, by the degree of rotation of the handle 134, the friction arm 130 can selectively move inward toward the annular friction ring 162 or alternatively outward away from the annular friction ring 162, thereby allowing the user to change the strength of the frictional engagement between the co-pilot arm 102 and the rotary tube assembly 66. This provides the ability to selectively change the amount of resistance to the steering movement of the steering support 60 relative to the stern support assembly 30. Therefore, mechanism 100 allows the user to control the degree of resistance to the steering movement of the outboard motor 10 via the rudder handle 78, i.e., according to personal preference. As a personal choice, some users prefer greater resistance to the steering input than others. Mechanism 100 advantageously allows the user to selectively change and set this characteristic.

[0047] Figure 5 The mechanism 100 is shown in the locked position, with the steering bracket 60 held on the stern support assembly 30. The co-pilot arm 102 is shown disengaged from the rotary tube assembly 66, allowing the steering bracket 60 and the associated outboard motor 10 to be freely steered about the steering axis 62 via the rudder tread 78. As described above, during installation, the rotary tube assembly 66 is lowered into the rotary bracket 34 such that the annular locking flange 86 engages with the receiving cup 82. The end flange 116 is then manually pushed inward toward the rotary tube assembly 66 to move the locking end 108 above the top flange 118, thereby locking the rotary tube assembly 66 onto the stern support assembly 30. In other words, the locking end 108 prevents the annular locking flange 86 from moving upward, thereby preventing the rotary tube assembly 66 from being removed from the rotary tube 48. Movement of the locking end 108 above the top of the top flange 118 also moves the stop protrusion 121 from the outer recess of the spring clip 122 to the inner recess, which holds the locking arm 104 in the illustrated position. The handle 134 is shown rotated to a position where the shuttle 132 moves outward away from the rotating tube assembly 66, thereby allowing the natural bias of the spring 138 away from the annular friction ring 162 to move the friction arm 130, as shown, thus preventing frictional engagement between the inner end 160 and the annular friction ring 162. This releases the rotating tube assembly 66 and the associated outboard motor 10 for steering movements.

[0048] Figure 6The diagram shows mechanism 100 in a locked position after the co-pilot's handle 134 has been manually rotated as indicated by arrow 200, causing the shuttle 132 to move inward toward the rotary tube assembly 66. This, in turn, causes the friction arm 130 to move toward and frictionally engage with the annular friction ring 162, as indicated by arrow 201. This frictional engagement counteracts or prevents steering movement of the rotary tube assembly 66 and the associated rudder 78, as well as the outboard motor 10, relative to the stern support assembly 30. Therefore, Figure 6 The mechanism 100 is depicted in the locked position, wherein the co-pilot arm 102 restricts the steering movement of the outboard motor 10 about the steering axis 62.

[0049] Figure 7 The mechanism 100 is shown in the unlocked position after the end flange 116 is pulled / slid radially outward away from the rotary tube assembly 66, as indicated by arrow 202, thereby removing the locking end 108 from above the top flange 118 of the annular locking flange 86. This releases or unlocks the outboard motor 10 for removal from the stern bracket assembly 30, as indicated by arrow 204. Advantageously, the co-pilot arm 102 is held in position relative to the locking arm 104, i.e., regardless of whether the locking arm 104 is in the locked or unlocked position. That is, the frictional engagement setting of the co-pilot arm 102 remains constant as the locking arm 104 moves between the locked and unlocked positions, thereby allowing the operator of the mechanism 100 to lock and unlock the device without losing its preferred frictional engagement (i.e., its preferred steering resistance setting).

[0050] Therefore, it can be seen that this disclosure provides a novel integrated co-pilot and locking mechanism, including a co-pilot arm for holding a steering bracket on a marine drive in each of a plurality of steering directions, and a locking arm configured to lock and alternately unlock the steering bracket relative to the stern bracket assembly, specifically such that in the locked position, the marine drive is held on the stern bracket assembly, and that in the unlocked position, the marine drive can be removed from the stern bracket assembly. This novel mechanism includes a single, multi-functional handle end (106, 116, 134) that is effectively operable to hold the steering bracket in each of the plurality of steering directions, and is also operable to lock and alternately unlock the steering bracket and stern bracket assembly relative to each other.

[0051] During the research and development process, the inventors realized that it was desirable to construct marine drives, such as outboard motors, that could be easily lifted from a position on a marine vessel, or from a sideways or rear-down position, transported to another location, and then safely returned to the ground or other supporting surface without damaging the fairing and other fragile components of the marine drive. This disclosure is the result of the inventors' efforts in this regard.

[0052] Figures 8 to 11 An embodiment of the outboard motor 10 is shown. The outboard motor 10 extends from top to bottom in the axial direction 200, from one side to the other in the transverse direction 202 perpendicular to the axial direction 200, and from front to rear in the longitudinal direction 204 perpendicular to both the axial direction 200 and the transverse direction 202. Similar to the first embodiment described above, the outboard motor 10 has a fairing 12 and a lower gearbox 16 located below the fairing 12 (see...). Figure 11 The outboard motor 10 also has a driveshaft housing 14 extending axially below the fairing 12 and located above the lower gearbox 16. The lower portion of the fairing 12 and the driveshaft housing 14 together form the middle portion 217 of the outboard motor 10 (see...). Figure 13 It is axially located between the upper part of the fairing 12 and the lower gearbox 16. A steering bracket 60 with a steering arm 64 extends forward from the middle portion 217. (As...) Figures 1 to 7 As shown and as described above, the first end 74 of the steering arm 64 is rigidly fixed to the support frame or other support component of the outboard motor 10. The opposite second end 76 of the steering arm 64 is fixed to a conventional rudder 78. As described above, the type and configuration of the rudder 78 may differ from those shown and described. In the example shown, the rudder 78 is disclosed in the currently incorporated U.S. Patent No. 9,764,813. As disclosed in U.S. Patent No. 9,764,813 and in this disclosure by comparison... Figure 1 and Figure 14 As shown, the rudder handle 78 can be pivoted into a position for steering the outboard motor 10. Figure 1 ) and storage location for manual transport of outboard motors ( Figures 13 to 14 Between, as will be further described below, the rudder 78 extends generally parallel to the rotary tube assembly 66.

[0053] like Figures 8 to 11 As shown, the first wing 211 and the second wing 213 extend laterally from opposite sides of the outboard motor 10 and from opposite sides of the steering arm 64. The wing 210 is located rear of the rudder 78 and the stern support assembly 30 relative to the longitudinal direction 204, and in front of the intermediate portion 217 of the outboard motor 10. Each wing 210 has a frame 212 with an inner end fixed to the steering arm 64 and an outer end with a base 214. The base 214 has an outer planar surface 216 on its side for supporting the outboard motor 10 in a laterally down position, as will be referred to below. Figure 13Further described. Each wing 210 also has a first arm 218 and a second arm 220, which extend laterally outward from the steering arm 64 to the base 214. The first arm 218 and the second arm 220 extend at an acute angle α to each other, such that when viewed from above, the frame 212 has a triangular shape, see [reference needed]. Figure 10 The base 214 is located at the vertex of the triangle shape, adjacent to the acute angle α. The first arm 218 and the second arm 220 are configured together to distribute the weight of the outboard motor 10 when it is in the side-down position, as described below. Figure 13 The ribbed gripping surface 221 is located at the apex of the triangle. The ribbed gripping surface 221 facilitates easier manual gripping of the corresponding wing 210 during the movement and / or transport of the outboard motor 10.

[0054] At the inner end of frame 212, each of the first arm 218 and the second arm 220 is fixed to the center wall 222 of steering arm 64 and also to the other wing 210. More specifically, as Figure 9 As shown, the front fastener 224 extends through a recessed hole 226 in the first arm 218 of the first wing 211, through a hole 228 in the central wall 222, and threadedly engages with a central hole 230 in the first arm 218 of the second wing 213. Similarly, the rear fasteners 232, 234 extend through recessed holes 236, 238 in the end flange 241 on the second arm 220 of the first wing 211, through holes 240, 242 in the central wall 222, and threadedly engage with recessed holes 244, 246 in the second arm 220 of the second wing 213. As shown, the wing 210 extends on opposite sides of the rotating tube assembly 66, with the first arm 218 located in front of the rotating tube assembly 66 and the second arm 220 located behind the rotating tube assembly 66. The inner end of the frame 212 is disposed in a recess 250 located on opposite sides of the steering arm 64, specifically defined by the space between the central wall 222 of the steering arm 64 and the top wall 252 and bottom wall 254.

[0055] like Figures 11 to 14As shown, the fairing 12 has an angled outer profile and includes a top fairing surface portion 260 that is generally planar and extends upward from front to rear relative to the longitudinal direction 204. Optionally, in the example shown, the top fairing surface portion 260 includes a trapdoor 262 that provides access to the power nacelle within the fairing 12. The fairing 12 also includes an angled trunk having an upper aft fairing surface portion 266 extending downward and rearward from the top fairing surface portion 260, and a lower aft fairing surface portion 268 extending forward and downward from the top fairing surface portion 260. A top apex portion 270 is defined at the transition between the top fairing surface and the upper aft fairing surface portion 266. A rear apex portion 272 is defined at the transition between the upper aft fairing surface portion 266 and the lower aft fairing surface portion 268. The fairing 12 also has opposing (first and second) side fairing sides 276 located on opposite sides of the top fairing surface portion 260, the upper rear fairing surface portion 266, and the lower rear fairing surface portion 268. Each side fairing side 276 has a front fairing portion 278 and a rear fairing portion 280. The front fairing portion 278 and the rear fairing portion 280 are connected by a laterally raised transition rib 282 that extends along the entire height of the fairing 12 from the top fairing surface portion 260 to the driveshaft housing 14. When viewed from the side, the raised transition rib 282 extends generally downward and rearward from the top fairing surface portion 260 to a side apex portion 284 positioned along the middle portion 217 of the outboard motor 10, and then further downward and generally forward to the driveshaft housing 14. The front fairing portion 278 extends laterally outward from its front side to the raised transition rib 282. The rear fairing portion 280 extends laterally outward from its rear side to the raised transition rib 282.

[0056] refer to Figure 12A and Figure 13 The first support member 286 is located on each side fairing side 276 along the raised transition rib 282, near the side apex portion 284. In the illustrated embodiment, each first support member 286 is a thickened portion of the sidewall of the fairing 12 (i.e., having increased thickness compared to the surrounding portion of the fairing 12), thus having increased rigidity compared to the surrounding portion of the fairing 12, particularly making the first support member 286 suitable for supporting the weight of the outboard motor 10 in a laterally down position, as referenced below. Figure 13 Further described. The first support member 286 has a planar lateral outer surface 290 for abutting against the ground or other support surface on which the outboard motor 10 is placed.

[0057] refer to Figure 12B and Figure 14The second support member 292 is located on the rear apex portion 272 of the fairing 12. The second support member 292 includes laterally elongated ribs 294 having a planar rear surface 296 for abutting against the ground or other supporting surface on which the outboard motor 10 is placed.

[0058] refer to Figure 11 and Figures 13-16 The lower gearbox 16 has a torpedo casing 298, which is bullet-shaped and has a nose cone 300, transitioning outwards from front to rear to a main body 302 with a generally cylindrical outer diameter. Figure 15 and Figure 16 As shown, the air intake baffle 304 is axially located between the lower gearbox 16 and the driveshaft housing 14. The air intake baffle 304 has a head 306 that is mounted to the lower portion of the driveshaft housing 14 and the upper portion of the lower gearbox 16 by fasteners (not shown), the fasteners extending through holes 310 in the head 306 and engaging one or both of the lower gearbox 16 and the driveshaft housing 14. The air intake baffle 304 also has a tail 312, which is an elongated plate extending rearward from the head 306, having laterally outwardly curved sides 314 and a rear edge 316. The rear edge 316 has a pair of spaced-apart, laterally outwardly extending rear support members 318, as referenced below. Figure 14 Further described, the aft support member supports the outboard motor 10 in a rear-down position. For example... Figure 15 As shown, the rear edge 316 has a V-shape with a valley 322, wherein the lateral rear support member 318 is the outermost edge of the V-shape of the tail 312 located on opposite sides of the valley 322.

[0059] like Figure 13 As shown, the outboard motor 10 is positioned laterally downwards on the support surface 320. As illustrated, the outboard motor 10 is fully supported on the support surface 320 by a side tripod formed by the outer plane surface 216 of the wing 210's base 214, the first support member 286 on the side fairing side 276 of the fairing 12 facing the support surface 320, and the side of the lower gearbox 16 facing the support surface 320, particularly along the outer diameter of its main body portion 302. It should be understood that... Figure 13 The outboard motor 10 is depicted in one of two opposing side-down positions, with only one wing 210 configured in one side-down position to form a side tripod together with the side of the first support member 286 and the lower gearbox. In the illustrated position, the opposing wings 210 along the ribbed gripping surface 221 provide a convenient location for manually gripping and moving the outboard motor 10. Alternatively, the rudder 78 and / or the rotary tube assembly 66 provide convenient locations for gripping and raising the outboard motor.

[0060] Figure 14The outboard motor 10 is shown in a rear-down position on support surface 320. As shown, the outboard motor 10 is fully supported on support surface 320 by a rear tripod consisting of the flat rear surface 296 of the second support member 292 on the rear apex portion 272 of the fairing 12 and the rear support member 318 on the tail portion 312 of the wind deflector 304. In this direction, the rudder 78 and / or the rotary tube assembly 66 provide convenient positions for gripping and lifting the outboard motor 10. Alternatively, either or both wings 210 can be manually gripped to lift the outboard motor 10.

[0061] Therefore, those skilled in the art will understand that this disclosure provides an improved outboard motor configuration that can be easily and safely lifted, transported, and then placed on the ground or other supporting surface in a manner that reduces the possibility of damage to the outboard motor during the process. In use, the rudder can be manually turned to... Figure 13 and Figure 14 The storage location is shown. Personnel can manually grasp the rudder and / or rotary tube assembly and lift the outboard motor off the ground. After transporting the outboard motor, it can be safely lowered into one of the side-down or rear-down positions, where the outboard motor is securely supported by one of the aforementioned side or rear tripods, thus advantageously reducing the possibility of damage to the more vulnerable parts of the outboard motor.

[0062] In this specification, certain terms are used for the purpose of brevity, clarity, and understanding. No unnecessary limitations are implied beyond the requirements of the prior art, as these terms are for descriptive purposes only and are intended to be broadly interpreted. The various devices described herein can be used alone or in combination with other devices. Various equivalents, substitutions, and modifications are possible within the scope of the appended claims.

Claims

1. An outboard motor extending in an axial direction from a top to a bottom, in a lateral direction perpendicular to the axial direction from one side to another, and in a longitudinal direction perpendicular to the axial direction and perpendicular to the lateral direction from a front to a back, the outboard motor comprising a cowling, a gear case, an intermediate portion axially between the cowling and the gear case, a steering arm extending forward from the intermediate portion, and a wing extending laterally from the steering arm, wherein the wing, a side of the cowling, and a side of the gear case together define a substantially planar side tripod that supports the outboard motor in a side-down position on a substantially planar surface.

2. The outboard motor of claim 1, further comprising a transom bracket assembly for coupling the outboard motor to a marine vessel, wherein the wing is rearward of the transom bracket assembly and forward of the intermediate portion.

3. The outboard motor of claim 1, further comprising a tiller extending forward from the steering arm, wherein the wing is rearward of the tiller and forward of the intermediate portion.

4. The outboard motor of any one of claims 1 to 3, further comprising a support member on the side of the cowling, the support member configured to support the outboard motor in the side-down position with the wing and the side of the gear case.

5. The outboard motor of claim 4, wherein, the side of the cowling comprises a sidewall having a thickened portion along the support member.

6. The outboard motor of claim 4 wherein, the support member is planar.

7. The outboard motor of any one of claims 1 to 3, wherein the gear case comprises a torpedo housing, and wherein the side of the gear case follows an outer diameter of the torpedo housing.

8. The outboard motor according to any one of claims 1 to 3, wherein, the wing comprises a frame having an inner end coupled to the steering arm and an outer end having a foot with a planar surface for supporting the outboard motor in the side-down position with the side of the cowling and the side of the gear case.

9. The outboard motor of claim 8 wherein, the frame comprises a plurality of arms that distribute a load of weight from the outboard motor.

10. The outboard motor of claim 9, wherein, the plurality of arms comprises a first arm extending from the steering arm to the foot and a second arm extending from the steering arm to the foot, wherein the first arm and the second arm extend at an angle to each other.

11. The outboard motor of claim 10, wherein, the frame has a triangular shape, and the foot is at a vertex of the triangular shape.

12. The outboard motor of any one of claims 1-3, wherein the side of the cowling is a first side of the cowling, wherein the side of the gear case is a first side of the gear case, wherein the wing is a first wing extending from a first side of the steering arm, and wherein the laterally down position is a first laterally down position, and further comprising a second wing extending from a second side of the steering arm opposite the first side of the steering arm, wherein, the second wing, a second side of the cowling, and a second side of the gear case define a back tripod that supports the outboard motor in a second side-down position opposite the first side-down position.

13. The outboard motor of claim 1 or 2, further comprising: a tiller extending forward from the steering arm, wherein the wing is rearward of the tiller and forward of the intermediate portion, and a support member on the side of the cowling, the support member configured to support the outboard motor in the side-down position with the wing and the side of the gear case, wherein the wing includes a frame having an inner end coupled to the steering arm and an outer end having a foot with a flat surface for supporting the outboard motor with the side of the cowl and the side of the gear case in the side down position.

14. The outboard motor of any one of claims 1-3, further comprising an air intake prevention panel between the intermediate portion and the gear case, the air intake prevention panel having a rear edge with laterally outer rear support members that form a substantially planar rear tripod with a rear of the cowl that supports the outboard motor in a rear down position on a substantially planar surface.

15. The outboard motor of claim 14, wherein, The rear edge has a V-shape when viewed down the axial direction.

16. The outboard motor of claim 15, wherein, A rear of the cowl includes a raised surface configured to support the outboard motor with the laterally outer rear support members in the rear down position.

17. The outboard motor of claim 16, wherein, A rear of the outboard motor includes an angled trunk having angled surfaces that intersect at an apex portion.

18. The outboard motor of claim 17, wherein, A tiller for manually pivoting the outboard motor via the squared transom bracket assembly is also included.

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