Outboard Motor Steering Assembly for Modular Boat Mounting
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Solution Overview
Problem
Existing systems for controlling outboard engine steering and throttle on boats suffer from inefficiencies, lack of modularity, and are not easily adaptable to different boat structures, particularly when a tiller is absent.
Innovation Solution
A mechanical system comprising a first tube, a T-shaped through-connector, a rotary joint, and a third tube, allowing handlebar motion to be transferred to engine deflection with low losses, and enabling quick installation on various boat elements, with throttle control options for both tiller and non-tiller engines.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If tiller steering is used to control the outboard engine, then the system is simple and directly connected, but the system lacks adaptability to different boat structures and is difficult to install on various reference structures
Solution Approach 1:
The steering system is divided into separate modular components: a first tube connected to the engine, a T-shaped through-connector, a second tube, a rotary joint, and a third tube. This segmentation allows each component to be independently installed and configured on different boat structures (transom, gunwales, hull bottom, or seat), providing adaptability while maintaining overall system simplicity.
Solution Approach 2:
The support-and-bearing assembly with the rotary joint serves multiple functions: it provides a vertical axis of rotation, creates a horizontal through-passage for the third tube, and enables mounting to various reference structures. This multi-functionality allows the same basic design to adapt to different boat configurations without requiring complete system redesign.
2Loss of energy
If steering cables and rods are used to transmit torque from the handlebar to the engine, then the system can be mounted on a column or console, but torque transmission losses increase and the system becomes less stiff
Solution Approach 1:
The patent replaces the traditional cable/rod mechanical transmission system with a direct rigid tube connection system. The first, second, and third tubes provide a stiff, direct mechanical path for torque transmission from the handlebar to the engine, eliminating the flexibility and energy losses associated with cables and rods while maintaining manageable system complexity through modular design.
3Loss of energy
If a rigid direct connection is used between the handlebar and the engine, then torque transfer efficiency increases, but the system becomes difficult to adapt to different installation locations and boat structures
Solution Approach 1:
The system combines rigid tubes for efficient torque transfer with a rotary joint that provides rotational degrees of freedom. The second tube is rotatably supported in the rotary joint, allowing the system to accommodate different installation angles and orientations while maintaining rigid torque transmission along the tube axes. This dynamic capability enables adaptation to various reference structures without sacrificing torque transfer efficiency.
4Loss of time
If the system is designed for quick installation to different reference structures, then installation time decreases, but the connection stiffness and structural integrity may be compromised
Solution Approach 1:
The support-and-bearing assembly is pre-configured with a vertical axis of rotation and a horizontal through-passage, allowing the third tube to be directly inserted and immobilized. The T-shaped through-connector is pre-designed to slide onto the first tube and connect to the second tube. These preliminary design decisions enable quick field installation to different reference structures while maintaining rigid, strong connections through the modular interface design.
Data Source
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AI summary
A control system for an outboard engine of a powerboat, in which the position of a handlebar (19) is converted into yaw of the engine (11) about a vertical axis via a tube arrangement (1-5), a rotary joint (4), and a support-and-bearing assembly (30) fixed to a boat reference structure (31) (transom, gunwales, hull bottom or seat-individually or in combination). A handlebar twist grip (13) actuates the throttle via cables (14). In variant A (tiller engine) throttle actuation is provided in two alternatives: (I) the cables (14) cooperate with a tiller twist grip (15), from which cables (24) run to a throttle lever (23), or (II) after minor modifications the cables (14) are routed directly to the lever (23), bypassing the tiller twist grip (15), analogously to variant B (no tiller). A dual push-pull cable arrangement is preferred; a single cable with a resilient return is admissible. The assembly (30) provides a stiff rotation axis and a horizontal pass-through for the third tube (5), facilitating adaptation to various boat types. Selected figure for publication with the abstract: Fig. 3.