Outboard motor with lateral and backward lowering capabilities

Abstract

The outboard motor has a cowl, a gearbox, an intermediate portion axially located between the cowl and the gearbox, a steering arm extending forward from the intermediate portion, and an intake shield between the intermediate portion and the gearbox. A wing extends laterally from the steering arm. The sides of the wings, the fairing, and the gearbox collectively define a side tripod that supports the outboard motor in a laterally lowered position. The air intake shield has a rear edge with a laterally outer rear support member that together with the aft of the fairing forms a rear tripod that supports the outboard motor in a rear lowered position.

Description

[0001] This application is a divisional application of the application with the application number 202211631414.5 and the application date of 2022-12-19, and the title of "An Outboard Motor with Lateral and Aft Laydown Capability". TECHNICAL FIELD

[0002] The present disclosure relates to outboard motors, and in particular to manually transportable outboard motors with lateral and aft laydown capability. BACKGROUND

[0003] The following is incorporated by reference in its entirety.

[0004] U.S. Patent No. 9,205,906 discloses a mounting arrangement for supporting an outboard motor extending in a fore-aft plane relative to a marine vessel. The mounting arrangement includes first and second mounts, each having an outer shell, an inner wedge disposed concentrically in the outer shell, and a resilient spacer between the outer shell and the inner wedge. Each of the first and second mounts extends along an axial direction, along a vertical direction perpendicular to the axial direction, and along a horizontal direction perpendicular to the axial direction and to the vertical direction. The inner wedge of each of the first and second mounts has a non-circular shape when viewed in a cross-section perpendicular to the axial direction. The non-circular shape includes a first outer surface extending laterally at a first angle to the horizontal and vertical directions. The non-circular shape includes a second outer surface extending laterally at a second, different angle to the horizontal and vertical directions. A method is used to manufacture the mounting arrangement.

[0005] U.S. Patent No. 9,701,383 discloses a marine propulsion support system having a transom bracket, a swivel bracket, and a mounting bracket. A drive unit is connected to the mounting bracket by a plurality of vibration isolation mounts configured to absorb loads on the drive unit that do not exceed a mounting design threshold. A cushioning bumper between the swivel bracket and the drive unit limits deflection of the drive unit caused by loads that exceed the threshold. An outboard motor includes a transom bracket, a swivel bracket, a carriage, and a drive unit supported between opposing first and second arms of the carriage. First and second vibration isolation mounts connect the first and second carriage arms, respectively, to the drive unit. An upper motion-limiting bumper is located distally from the vibration isolation mounts and between the swivel bracket and the drive unit.

[0006] U.S. Patent No. 9,764,813 discloses a tiller for an outboard motor. The tiller includes a tiller body extending along a tiller 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 in which the outboard motor is controlled at an idle speed to a first (left hand) wide open throttle position in which the outboard motor is controlled at a wide open throttle speed, and alternately through a second (right hand) range of motion from the idle position to a second (right hand) wide open throttle position in which the outboard motor is controlled at the wide open throttle speed.

[0007] U.S. Patent No. 11,097,824 discloses an apparatus for steering an outboard motor relative to a marine vessel. The apparatus includes a transom bracket configured to support the outboard motor relative to the marine vessel; a tiller for manually steering the outboard motor relative to a steering axis; a steering arm extending above the transom bracket and coupling the tiller to the outboard motor such that rotation of the tiller causes the outboard motor to rotate relative to the steering axis, wherein the steering arm is positioned above the transom bracket; and a secondary steering device configured to lock the outboard motor in each of a plurality of steering positions relative to the steering axis. The secondary steering device extends above the steering arm and is manually operable from above the steering arm.

[0008] U.S. Patent Application No. 17 / 487,116 discloses an outboard motor including a transom clamp bracket configured to be supported on a transom of a marine vessel and a swivel bracket configured to be supported by the transom clamp bracket. A propulsion unit is supported by the swivel bracket, the propulsion unit including a head unit, a middle portion below the head unit, and a lower unit below the middle portion. When the outboard motor is in a neutral tilt / horizontal position, the head unit, the middle portion, and the lower unit are generally vertically aligned with one another. The propulsion device is detachable from the transom clamp bracket. SUMMARY

[0009] This summary is intended to introduce a series of concepts that will be further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

[0010] In non-limiting examples of the present disclosure, the outboard motor extends 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 has a cowl; a gear case; a middle portion axially between the cowl and the gear case; a steering arm extending forward from the middle portion; and a wing extending laterally from the steering arm, wherein the wing, sides of the cowl, and sides of the gear case together define a side tripod that supports the outboard motor in a side down position.

[0011] In other non-limiting examples of the disclosure, the tiller extends forward from the steering arm. The wing is located aft of the tiller and forward of the intermediate portion, and has support members on the sides of the cowling. The support members are configured to support the outboard motor in the laterally lowered position with the sides of the wing and the gear case. 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 in the laterally lowered position with the sides of the cowling and the gear case.

[0012] In other non-limiting examples of the disclosure, the outboard motor has a windscreen between the intermediate portion and the gear case, the windscreen having a rear edge with laterally outer rear support members that form a rear tripod with the rear of the cowling, the rear tripod supporting the outboard motor in the rearward lowered position. BRIEF DESCRIPTION OF DRAWINGS

[0013] Examples are described with reference to the following figures. Wherever possible, the same reference numbers are used in the drawings and the following description to refer to the same or like parts. Reference to these reference numbers in this detailed description is meant to illustrate the best several embodiments.

[0014] Figure 1 is a side view of a marine drive supported on a transom of a marine vessel by an apparatus according to the disclosure.

[0015] Figure 2 is a closer view of the apparatus, including a transom bracket assembly, a swivel bracket, and an integrated coxswain and locking mechanism.

[0016] Figure 3 is Figure 2 is an exploded view of the apparatus shown.

[0017] Figure 4 is Figure 2 is a view taken in section 4-4.

[0018] Figure 5 is Figure 2 is a view taken in section 5-5, showing the mechanism in a locked position in which the marine drive is held on the marine vessel and steerable about a steering axis.

[0019] Figure 6 is a view similar to Figure 5 , showing the mechanism in a locked position in which the marine drive is further held in a steered direction relative to the steering axis.

[0020] Figure 7 is a view similar to Figure 6 , showing the mechanism in an unlocked position allowing the marine drive to be removed from the marine vessel.

[0021] Figure 8is a perspective view of a steering arm extending forward from a midsection of a marine drive and a wing extending laterally from the steering arm.

[0022] Figure 9 is an exploded view of the steering arm and wing.

[0023] Figure 10 is Figure 8 view taken at 10-10 in

[0024] Figure 11 is a side view looking down on a marine drive.

[0025] Figure 12A is Figure 11 detail in

[0026] Figure 12B is Figure 11 detail in

[0027] Figure 13 is a front view showing a marine drive in a sideways down position.

[0028] Figure 14 is a side view showing a marine drive in a rearward down position.

[0029] Figure 15 is Figure 14 view taken at 15-15 in

[0030] Figure 16 is a perspective view of a wind baffle of a marine drive. DETAILED DESCRIPTION

[0031] In the course of research and development in the field of marine propulsion devices, the present applicant determined that it would be advantageous to provide an improved locking device for removably coupling a marine drive, such as an outboard motor, to a marine vessel. Further, the present applicant determined that it would be advantageous to provide an improved coxswain device to selectively hold the marine drive in various steering directions. Further still, the present applicant determined that it would be advantageous to integrate the coxswain device with the locking device to provide a more efficient and effective means for collectively locking, unlocking, and holding the steering direction of the marine drive relative to the marine vessel, which advantageously reduces the likelihood of user error, limits the potential for accidental damage to the equipment, and enhances the overall user experience.

[0032] Figure 1A marine drive, in the illustrated example an outboard motor 10, is depicted. The outboard motor 10 has an upper cowling 12 and a driveshaft housing 14 extending downwardly from the upper cowling 12 to a lower gearcase 16. A powerhead 18 is covered by the upper cowling 12. The powerhead 18 causes rotation of a driveshaft 20 which extends from the powerhead 18 through the driveshaft housing 14 to engage a propeller shaft 22 which is supported for rotation in the lower gearcase 16. The powerhead 18 can 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 can be different than that illustrated, and in other examples can include a forward or tractor propeller configuration, a impeller, and / or any other known means for producing a propulsive force in water to propel a marine vessel.

[0033] Reference is made to Figure 1 and Figure 2 The outboard motor 10 is coupled to a transom 24 of a marine vessel 26 by a transom bracket assembly 30 which in the illustrated example includes a transom bracket 32 secured to the transom 24 and a swivel bracket 34 pivotably coupled to the transom bracket 32. The transom bracket 32 has a pair of C-shaped arms 36 which are mounted on top of the transom 24 and a pair of threaded plunger clamps 40 which clamp the C-shaped arms 36 to the transom 24. Rotation of a handle 43 in one direction clamps the transom 24 between the C-shaped arms 36 and the plunger clamps 40. Rotation of the handle 43 in the opposite direction releases the C-shaped arms 36 to be removed from the transom 24. The type and construction of the transom bracket 32 can be different than that illustrated and described. In other examples, the transom bracket 32 is secured to the transom 24 by fasteners.

[0034] The swivel bracket 34 is pivotably coupled along a horizontal axis 38 to upper ends of the C-shaped arms 36 so that the swivel bracket 34 is pivotable (adjustable) up and down about the horizontal axis 38 in the direction of arrow 39. Reference is made to the above-incorporated U.S. patents which show similar conventional arrangements to facilitate pivotal movement of the swivel bracket relative to the transom bracket. This is a conventional arrangement and therefore will not be discussed further herein. For the sake of completeness, it should also be mentioned that for the purposes of the present invention, the transom bracket assembly 30 is not necessarily required to have a swivel bracket which is pivotable (adjustable) relative to the transom bracket. In other arrangements, the transom bracket assembly can consist of a single unitary component or can consist of more than one component which is not pivotable about a horizontal axis.

[0035] Reference is now made to Figure 3The rotating bracket 34 includes a rotating arm 42 having a first end 44 pivotably coupled to the C-arm 36 of the square transom bracket 32 along the horizontal axis 38. The rotating arm 42 has an opposite second end 46 secured to or formed with an elongated rotating cylinder 48, described below with reference to Figure 5 Further description. As shown in Figure 3 and Figure 4 , the first end 44 of the rotating arm 42 has a pair of side walls 50 and a top wall 52 connecting the side walls 50. An axial passage 54 (see Figure 5 ) passes through a middle portion of the rotating arm 42 between the first end 44 and the second end 46, generally proximate to the top wall 52, proximate to and between the side walls 50.

[0036] With reference to Figure 1 to Figure 3 , the turning bracket 60 is secured to and extends from the outboard motor 10 generally along a middle portion of the outboard motor 10, proximate to a lower portion of the upper cowling 12 and an upper portion of the drive shaft housing 14. As will be further described below, the turning bracket 60 facilitates detachable coupling of the outboard motor 10 to the square transom bracket assembly 30, i.e., so that the outboard motor 10 is turnable relative to the square transom bracket assembly 30 about a turning axis 62, and so that the outboard motor 10 is removable from the square transom bracket assembly 30 for transport with the outboard motor 10. The turning bracket 60 has a turning arm 64 and a rotating tube assembly 66. The rotating tube assembly 66 is cylindrical, having a smooth outer surface extending generally laterally from an upper end 70 secured to a middle portion of the turning arm 64 by fasteners 72 to a conical lower end 75. The turning arm 64 has a first end 74 secured to the support frame or other component of the outboard motor 10, as described above, and an opposite second end 76 secured to a conventional tiller 78 by fasteners extending through holes 77 in end walls 79 of the turning arm 64, as shown in Figure 1 . The type and configuration of the tiller 78 can differ from that shown. The example shown is the tiller disclosed in currently incorporated U.S. Patent No. 9,764,813.

[0037] With reference to Figure 3 , the outboard motor 10 is mounted to the rotating bracket 34 by lowering the outboard motor 10 into the rotating cylinder 48 through the rotating tube assembly 66, as shown in Figure 3The rotating cylinder 48 has a widened mouth 80. A receiving cup 82 nests in the widened mouth 80 and is 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 interior and exterior shapes, respectively, such that when the rotating tube assembly 66 is lowered into the rotating cylinder 48 and installed within the rotating cylinder 48, the annular locking flange 86 nests in the receiving cup 82. The receiving cup 82 has an interior funneling surface 88 that funnels the conical lower end 75 of the rotating tube assembly 66 centrally into the rotating cylinder 48 as the rotating tube assembly 66 is lowered into the receiving cup 82. The smooth exterior surface of the rotating tube assembly 66 facilitates the sliding of the rotating tube assembly 66 along the smooth interior surface of the rotating cylinder 48 until the annular locking flange 86 engages and nests in the receiving cup 82. The engagement between the outer profile of the annular locking flange 86 and the interior (funneling) profile of the receiving cup automatically aligns the rotating tube assembly 66 about the steering axis 62, preferably into the position shown in Figure 5

[0038] Referring to Figure 5 , the rotating tube assembly 66 has a stationary outer cylinder 90 and a rotatable inner cylinder 92, the inner cylinder 92 being coaxially disposed within the outer cylinder 90. The upper end of the inner cylinder 92 is secured to the steering arm 64 by fasteners 72 such that manual manipulation of the tiller 78 about the steering axis 62, as will be further described below, rotates the steering arm 64 and the inner cylinder 92 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 as described. 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.

[0039] Referring now to Figure 3 and Figure 4 , the novel integrated co-pilot and locking mechanism 100 is configured to hold the steering bracket 60 in a plurality of steering directions relative to the steering axis 62. The mechanism 100 is further configured to lock and alternately unlock the steering bracket 60 relative to the sponson bracket assembly 30 such that in the locked position of the mechanism 100, the outboard motor 10 is held on the sponson bracket assembly 30 and thus on the marine vessel 26, and such that in the unlocked position of the mechanism 100, the outboard motor 10 is able to be removed therefrom.

[0040] ​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 bracket 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 and supported on the locking arm 104 and movable relative to it.

[0041] refer to Figure 3 to Figure 4 The 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.

[0042] An end flange 116 is provided on the handle end 106. (See below for reference.) Figure 5 to Figure 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 rotary 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.

[0043] The stop device 120 holds the locking arm 104 in the locked position (e.g.) Figure 5 to Figure 6 (as shown and described below) and unlock location (as follows)Figure 7 The type and configuration of the stop device can differ from that shown and described below. In the example shown, the stop device 120 has a stop tab 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 spring arms 124 with a wave profile defined by an open outer end therebetween for receiving the stop tab 121, a first (outer) recess for retaining the stop tab 121 when the locking arm 104 is in the unlocked position, and a second (inner) recess for retaining the stop tab 121 when the locking arm 104 is in the locked position, located closer to the receiving cup 82.

[0044] Reference is made to Figure 3 The co-driver arm 102 has a friction arm 130, a shuttle 132, and a handle or crank 134. The friction arm 130 and the shuttle 132 extend generally parallel to and coaxially with the locking arm 104. The friction arm 130 is disposed in an elongated channel formed by the locking end 108 of the locking arm 104 and is slidable along the locking arm 104. A spring 138 has a first end abutting an abutment wall 136 on the bottom of the friction arm 130 and an opposite second end disposed on a spring retention finger 140 at the bottom of the locking end 108 of the locking arm 104. As shown, the natural spring force of the spring 138 pushes the abutment wall 136 and the spring retention finger 140 apart, thereby biasing the friction arm 130 toward and into engagement with the shuttle 132. Figure 4

[0045] ​The shuttle 132 is nested into the top of the locking arm 104, having an elongated shuttle body 142, an abutment flange 144 extending downwardly from the shuttle body 142, through a groove 145 in the intermediate portion 109 of the locking arm 104, and into engagement with an outer end flange 146 on the friction arm 130, and a threaded sleeve 148 extending downwardly from the shuttle body 142 through a groove 150 in the handle end 106 of the locking arm 104. The threaded sleeve 148 is in engagement with a threaded shaft 151 on the knob 134, which extends through an unthreaded hole 154 in the end flange 116. A spring 156 has a first end abutting the threaded sleeve 148, and an opposite second end abutting a rear side of the end flange 116, opposite the knob 134. The natural spring force of the spring 156 tends to urge the shuttle 132 away from the rear side of the end flange 116. Manually rotating the knob 134 in a first direction causes the threaded sleeve 148 of the shuttle 132 to move inwardly toward the rotating tube assembly 66, causing the shuttle 132 to move inwardly (shuttle) along the locking arm 104. Moving the shuttle 132 inwardly pushes the friction arm 130 inwardly toward the rotating tube assembly 66 until an inner end 160 of the friction arm 130 engages an annular friction ring 162 on the inner tube 92 of the rotating tube assembly 66. Optionally, the inner end 160 of the friction arm 130 has a concave surface that generally conforms to an outer surface of the annular friction ring 162, thereby facilitating frictional engagement therebetween. The frictional engagement between the inner end 160 and the annular friction ring 162 frictionally retains the inner tube 92 and associated steering arm 64, and thus the steering orientation of the outboard motor 10 rigidly attached to the steering arm 64.

[0046] Conversely, manually rotating the knob 134 in an opposite second direction causes the threaded sleeve 148 and associated shuttle 132 to move outwardly (shuttle) along the locking arm 104, away from the rotating tube assembly 66. Moving the shuttle 132 outwardly 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, which in turn releases the rotating tube assembly 66 and associated outboard motor 10 for steering movement about the steering axis 62, as described above.

[0047] Advantageously, the coxswain arm 102 is configured such that by the degree of rotation of the knob 134, the friction arm 130 is selectively movable either inwardly toward the annular friction ring 162 or alternatively outwardly away from the annular friction ring 162, thereby allowing the user to vary the strength of the frictional engagement between the coxswain arm 102 and the rotating tube assembly 66, and thus, provide the ability to selectively vary the amount of resistance to the steering motion of the outboard motor 10 relative to the transom bracket assembly 30. Thus, the mechanism 100 allows the user to control the degree of resistance to the steering motion of the outboard motor 10 by the tiller 78, i.e., according to personal preference. As a personal choice, some users prefer more resistance to the steering input than others. The mechanism 100 advantageously allows the user to selectively vary and set this characteristic.

[0048] Figure 5 The mechanism 100 is shown in the locked position with the steering bracket 60 held on the transom bracket assembly 30. The coxswain arm 102 is shown disengaged from the rotating tube assembly 66, such that the steering bracket 60 and associated outboard motor 10 are free to steer about the steering axis 62 by the tiller 78. As noted above, during installation, the rotating tube assembly 66 is lowered into the rotating bracket 34 such that the annular locking flange 86 is nested into the receiving cup 82. The end flange 116 is then manually pushed inwardly toward the rotating tube assembly 66 to move the locking end 108 above the top of the top flange 118, thereby locking the rotating tube assembly 66 on the transom bracket assembly 30. In other words, the locking end 108 prevents the annular locking flange 86 from moving upwardly, thereby preventing the rotating tube assembly 66 from being removed from the rotating cylinder 48. The movement of the locking end 108 above the top of the top flange 118 also moves the detent projection 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 knob 134 is shown rotated to a position in which the shuttle 132 is moved outwardly away from the rotating tube assembly 66, thereby allowing the natural bias of the spring 138 to move the friction arm 130 away from the annular friction ring 162, as shown, thereby preventing the frictional engagement between the inner end 160 and the annular friction ring 162, which releases the rotating tube assembly 66 and associated outboard motor 10 for steering motion.

[0049] Figure 6 The mechanism 100 is shown in the locked position after the coxswain handle 134 has been manually rotated as shown by the arrow 200, such that the shuttle 132 is moved inwardly toward the rotating tube assembly 66, which in turn moves the friction arm 130 toward the annular friction ring 162, as shown by the arrow 201, and into frictional engagement therewith, which frictional engagement opposes or resists the steering motion of the rotating tube assembly 66 and associated tiller 78 and outboard motor 10 relative to the transom bracket assembly 30. Thus, Figure 6The 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.

[0050] 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, as the locking arm 104 moves into and out of the locked and unlocked positions and moves between the locked and unlocked positions, the frictional engagement setting of the co-pilot arm 102 remains constant, 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).

[0051] 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) which 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.

[0052] 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.

[0053] Figure 8 to Figure 11An 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...) Figure 1 to Figure 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 ( Figure 13 to Figure 14 It is pivotable between the use position and the rotation position, as will be further described below, wherein the rudder 78 extends generally parallel to the rotating tube assembly 66.

[0054] like Figure 8 to Figure 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 13 Further 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.

[0055] 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.

[0056] like Figure 11 to Figure 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.

[0057] 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.

[0058] 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.

[0059] refer to Figure 11 and Figure 13 to Figure 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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 from top to bottom in an 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 comprising: Fairing; Gearbox; It is located axially in the middle portion between the fairing and the gearbox; as well as An air intake shield is axially located between the intermediate portion and the gearbox, the air intake shield having a rear edge with a laterally outward rear support member, the rear support member being configured together with the rear portion of the fairing to support the outboard motor in a rear-down position on a substantially flat surface.

2. The outboard motor according to claim 1, wherein, The rear portion of the fairing includes a raised surface configured to support the outboard motor in the rear-down position together with the laterally external rear support member of the wind deflector.

3. The outboard motor according to claim 1, wherein, The rear portion of the fairing has a vertex portion and a laterally elongated rib located on the vertex portion, the laterally elongated rib being configured to support the outboard motor in the rear-down position together with the rear support member of the lateral exterior of the wind deflector.

4. The outboard motor of claim 3, wherein the laterally elongated ribs provide raised surfaces for supporting the outboard motor on the substantially flat surface.

5. The outboard motor according to claim 1, wherein, When the air intake shield is viewed downward along the axial direction, the rear edge of the air intake shield has a V-shape, and the V-shape has the outermost edge of the rear support member that provides the lateral exterior.

6. The outboard motor according to claim 1, wherein, The rear portion of the fairing has an angled main body with angled surfaces intersecting at a apex, the apex being configured to support the outboard motor in the rear-down position together with the laterally external rear support member of the wind deflector.

7. The outboard motor of claim 1, further comprising a steering arm extending longitudinally forward from the intermediate portion and a rotary tube assembly extending axially downward from the steering arm, the rotary tube assembly being configured to be mounted in a rotary cylinder connected to a stern support assembly of a marine vessel, such that the outboard motor is rotatable relative to the marine vessel about a steering axis.

8. The outboard motor according to claim 7, wherein, Rotating the steering arm relative to the stern support assembly causes the rotating tube assembly in the rotating cylinder to rotate.

9. The outboard motor according to claim 8, wherein, The rotating tube assembly has an outer cylinder and an inner cylinder, the inner cylinder being coaxially disposed inside the outer cylinder, and the outer cylinder being rotatable relative to the inner cylinder.

10. The outboard motor of claim 9, wherein the inner cylinder is fixed to the steering arm such that rotating the steering arm about the steering axis causes both the steering arm and the inner cylinder to rotate relative to the outer cylinder and the stern support assembly.

11. The outboard motor of claim 7, further comprising a rudder handle connected to the steering arm, the rudder handle being pivotable into and between a use position and a storage position, the use position for rotating the outboard motor about the steering axis, and the storage position for manually transporting the outboard motor.

12. The outboard motor of claim 11, wherein in the stored position, the rudder extends axially downward from the steering arm and is substantially parallel to the rotary tube assembly.

13. The outboard motor according to claim 12, wherein, In the storage location, the rudder and the rotary tube assembly are configured such that the outboard motor can be lifted off the substantially flat surface by lifting the rudder and / or the rotary tube assembly.

14. The outboard motor of claim 7, further comprising a co-pilot mechanism configured to hold the steering arm in a plurality of steering directions, the co-pilot mechanism including a co-pilot arm that frictionally engages with an outer surface of the rotary tube assembly to limit or prevent rotation of the rotary tube assembly in the rotary cylinder, thereby holding the steering arm in each of the plurality of steering directions.

15. The outboard motor according to claim 14, wherein, The co-pilot arm is radially movable toward and radially away from the rotary tube assembly to change the intensity of the frictional engagement with the rotary tube assembly.

16. An apparatus for supporting a marine drive on a marine vessel, the apparatus comprising: A stern support assembly for installation onto the marine vessel, the stern support assembly including a rotating cylinder; A steering bracket for connecting the marine drive to the stern bracket assembly, such that the marine drive is steerable relative to the stern bracket assembly, the steering bracket including a steering arm and a rotating tube assembly, the rotating tube assembly being mounted in the rotating cylinder, such that the steering of the steering arm relative to the stern bracket assembly causes the rotating tube assembly in the rotating cylinder to rotate. as well as A co-pilot mechanism configured to hold the steering bracket in multiple steering directions, the co-pilot mechanism including a co-pilot arm extending between a co-pilot handle or knob and an inner end that frictionally engages with the outer surface of the rotating tube assembly to limit or prevent rotation of the rotating tube assembly in the rotating cylinder, thereby holding the steering bracket in each of the multiple steering directions.

17. The device according to claim 16, wherein, The co-pilot arm is radially movable toward and radially away from the rotary tube assembly to change the intensity of the frictional engagement with the rotary tube assembly.

18. The device according to claim 17, wherein, The co-pilot handle or knob can be rotated to change the strength of the frictional engagement.

19. An apparatus for supporting a marine drive on a marine vessel, the apparatus comprising: A stern support assembly for installation onto the marine vessel, the stern support assembly including a rotating cylinder; A steering bracket for connecting the marine drive to the stern bracket assembly, such that the marine drive is steerable relative to the stern bracket assembly, the steering bracket including a steering arm and a rotating tube assembly, the rotating tube assembly being mounted in the rotating cylinder, such that the steering of the steering arm relative to the stern bracket assembly causes the rotating tube assembly in the rotating cylinder to rotate. as well as A co-pilot mechanism configured to hold the steering bracket in multiple steering directions, the co-pilot mechanism including a co-pilot arm that frictionally engages with the outer surface of the rotating tube assembly to limit or prevent rotation of the rotating tube assembly in the rotating cylinder, thereby holding the steering bracket in each of the multiple steering directions.

20. The device according to claim 19, wherein, The co-pilot arm includes a co-pilot handle or knob and a friction arm having an inner end that engages with the outer surface of the rotary tube assembly.

21. The device according to claim 20, wherein, The co-pilot arm has an inner end with a concave surface that substantially matches the outer surface of the rotary tube assembly.

22. The device according to claim 20, wherein, Rotation of the co-driver's handle or knob in a first direction moves the inner end into frictional engagement with the outer surface of the rotating tube assembly, wherein rotation of the co-driver's handle or knob in a second direction opposite to the first direction moves the inner end out of frictional engagement with the outer surface of the rotating tube assembly.

23. The device according to claim 22, wherein, The rotation of the co-driver's handle or knob alters the strength of the frictional engagement.

24. The device according to claim 22, wherein, The co-pilot arm is spring-biased away from the friction engagement.

25. The device according to claim 24, wherein, The co-pilot arm includes a shuttle and a spring that biases the shuttle away from the rotating tube assembly.

26. The device according to claim 19, wherein, The co-pilot arm is spring-biased away from frictional engagement with the outer surface of the rotary tube assembly.

27. The device of claim 19, further comprising an annular friction ring provided on the outer surface of the rotating tube assembly.

28. The device of claim 19, further comprising a locking arm configured to lock and unlock the steering bracket relative to the stern bracket assembly.

29. The device according to claim 28, wherein, The co-pilot arm and the locking arm are parallel.

30. The device according to claim 28, wherein, The co-pilot arm and the locking arm are coaxial.

31. The device according to claim 28, wherein, The co-pilot arm is supported on the locking arm and is movable relative to the locking arm.

32. The device of claim 28, further comprising a multi-function handle end operable to allow the co-pilot mechanism to hold the steering bracket in each of a plurality of steering directions, and operable to lock and unlock the steering bracket relative to the stern bracket assembly.

33. An integrated co-pilot and locking mechanism for a marine drive, the integrated co-pilot and locking mechanism comprising: A co-pilot arm configured to hold a steering bracket on the marine drive in each of a plurality of steering directions relative to the stern bracket assembly. A locking arm configured to lock and alternatively unlock the steering bracket relative to the stern bracket assembly, such that in the locked position, the marine drive is held on the stern bracket assembly, and in the unlocked position, the marine drive is removable from the stern bracket assembly. as well as The multi-function handle end is operable to allow the co-pilot arm to hold the steering bracket in each of the plurality of steering directions, and is also operable to allow the locking arm to lock and unlock the steering bracket relative to the stern support assembly.

34. The integrated co-pilot and locking mechanism according to claim 33, wherein, The co-pilot arm and the locking arm are coaxial.

35. The integrated co-pilot and locking mechanism according to claim 33, wherein, The multi-functional handle end is configured to move the co-driver's arm parallel to the locking arm.

36. An outboard motor extending from top to bottom in an 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 comprising: Fairing; Gearbox; It is located axially in the middle portion between the fairing and the gearbox; A wing extending laterally from the outboard motor and axially along the central portion, wherein the wing, the side of the fairing, and the side of the gearbox are configured together to support the outboard motor in a laterally down position on a substantially flat surface. as well as A draft shield is located between the middle section and the gearbox. The draft shield has a rear edge with a laterally outward rear support member. The rear support member, together with the rear portion of the fairing, is configured to support the outboard motor in a rear-down position on a substantially flat surface.

37. The outboard motor according to claim 36, wherein, The wing is a first wing, and also includes a second wing that extends laterally relative to the first wing from the opposite side of the outboard motor, wherein the second wing, the opposite side of the fairing, and the opposite side of the gearbox are configured together to support the outboard motor in a laterally opposite, laterally downward position on a substantially flat surface.

38. The outboard motor of claim 36, further comprising a support frame configured to support the outboard motor relative to a marine vessel, wherein the wing is connected to the support frame.

39. The outboard motor of claim 36, further comprising a steering arm for steering the outboard motor relative to the marine vessel.

40. The outboard motor of claim 36, further comprising a support member located on the side of the fairing, the support member being configured to support the outboard motor together with the side of the wing and the gearbox in the side-down position.

41. The outboard motor according to claim 40, wherein, The support member is a thickened portion of the side of the fairing, having an increased thickness compared to the surrounding portion of the side of the fairing.

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