Abstract:
A directional nozzle for the jet output that is attached to a control cable system. This cable turns the directional nozzle, which causes the trust of the jet output to turn the boat. Thus, the boat can be steered without having to turn the entire motor. Two different mechanisms are disclosed that enable the steering. The first is a tiller system that operates much like the traditional tiller on an outboard motor. However, unlike those tillers, this tiller operates the directional nozzle and does not turn the entire motor. The second mechanism is a bicycle handlebar system that is placed forward of the motor, much like a traditional wheel. The handlebar system, when combined with the directional nozzle system, produces faster steering response without the effort required to turn the wheel to make large sweeping turns.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
   Not Applicable 
   STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH AND DEVELOPMENT 
   Not Applicable 
   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   This invention relates to jet powered steering system for small boat outboard motors and particularly to jet powered steering system for small boats that steer without turning the outboard motor. 
   2. Description of the Prior Art 
   Outboard motors have been in use decades. These units have a small engine that is attached to a drive shaft, which in turn, drives a propeller or jet drive. The output of these motors propels the boat forward. To turn the boat, the user must guide the output of the motor to one side of the stern. This is typically accomplished in one of two ways. The first uses a tiller arm that is directly attached to the motor. This system is usually found on smaller motors. It has an extended handle, usually with a throttle grip attached. The motor is secured to the transom of the boat on a pivot that allows the motor to be rotated about the pivot. This is done by moving the tiller handle from side to side. For larger boats, a steering wheel system is often used. The steering wheel is typically located forward in the boat and is connected to the motor by cables. As the steering wheel is turned, the steering wheel pulls the cables, which in turn, cause the motor to pivot about its pivot, thereby steering the boat. 
   The problem with this system is that it requires the entire motor to move. Besides the effort needed to move the motor, the amount the motor can turn is often limited by the space behind the transom. Moreover, turning the motor from one side of the boat to the other takes some time, especially for the steering wheel controls. 
   BRIEF DESCRIPTION OF THE INVENTION 
   The instant invention overcomes this problem by creating a directional nozzle for the jet output that is attached to a control cable system. This cable causes the directional nozzle to turn, which causes the trust of the jet output to turn the boat. Thus, the boat can be steered without having to turn the entire motor. Two different mechanisms are disclosed that enable the steering. The first is a tiller system that operates much like the traditional tiller on an outboard motor. However, unlike those tillers, this tiller operates the directional nozzle and does not turn the entire motor. The second mechanism is a bicycle handlebar system that is placed forward of the motor, much like a traditional wheel. The handlebar system, when combined with the new steering system, produces faster steering response without the effort required to turn the wheel to make large sweeping turns. 
   The system has a substantial advantage over standard steering systems. First, is speed of control. The boat turns much faster because the movement of the steering control is minimized. Second, the operation of the boat is optimized because the motor remains stationary, which helps maintain optimum water flow under the boat. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a detail view of the first embodiment of the invention, the jet pump steering system. 
       FIG. 2  is a side detail view of the jet pump steering system lower portion. 
       FIG. 3  is a rear view of the jet pump steering system lower portion, in place on a motor. 
       FIG. 4  is a perspective detail view of the adapter ring frame of the jet pump steering system. 
       FIG. 5  is a perspective detail view of the directional nozzle of the jet pump steering system. 
       FIG. 6  is a perspective detail view of the reverse thrust cup of the jet pump steering system. 
       FIG. 7  is a perspective view of a handlebar steering control portion of the system. 
       FIG. 8  is a perspective detail view of the steering tiller for the new steering system. 
       FIG. 9  is a detail view of a portion of the fixed portion of the tiller arm. 
       FIG. 10  is a detail view of the movable portion of the tiller arm. 
       FIG. 11  is a detail view of the underside of the fixed portion of the tiller arm. 
       FIG. 12  is a detail view of the underside of the movable portion of the tiller arm. 
       FIG. 13  is a perspective view of another embodiment of the tiller arm. 
       FIG. 14  is a bottom view of the embodiment of the tiller arm of  FIG. 13 . 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   Referring now to  FIG. 1 , a detail view of the invention, the jet pump steering (JPS) system is shown.  FIG. 1  shows a portion of a boat  100  that has a transom  100   a  on which an outboard motor  101  is mounted. The motor  101  has a jet pump drive  102  (see  FIG. 2 ) on its lower unit  110   a . The figure shows the JPS system  1  mounted to the lower unit  101   a  of the motor  101 . Control cables  2  and  3  are shown running from the JPS system  1  to the control tiller  30 . Dashed lines  2   a  and  3   a  are shown running to the optional handlebar steering system  40 . Both the control tiller and the handlebar steering system are discussed in greater detail below. 
     FIG. 2  is a side detail view of the JPS system  1 . Here, the lower unit  110   a  of the motor  101  is shown. The jet pump output  102  extends out from the back of the lower unit  110   a . The JPS has three main parts. First, there is an adaptor ring  5  (see  FIG. 4 ). Next, there is a directional nozzle  15  (see  FIG. 5 ) and then there is a reverse thrust cap  20  (see  FIG. 6 ). When assembled, these components allow a user to steer a boat quickly and easily. Cables  2  and  3  are shown attaching to the directional nozzle  15  and to the reverse thrust cap  20 . These connections are described in detail below. The cables also are held by bracket  4 , which is secured to the lower unit  101   a.    
     FIG. 3  is a rear view of the JPS system lower portion, in place on a motor. Here, the adaptor ring  5 , the directional nozzle and reverse thrust cap are shown in relation to the lower unit  101   a  of the motor. Note the positions of cables  2  and  3  in making connections to the different components. Note also bracket  4 , which is secured to the lower unit  101   a . This bracket holds the cables  2  and  3  in the proper position. 
     FIG. 4  is a perspective detail view of the adapter ring frame of the JPS system. The adaptor ring  5  is used to attach the directional components of the JPS to the lower unit. The adapter ring  5  has two brackets  6  that connect the adapter ring to the lower unit  101   a . See  FIG. 2 . The adapter ring  5  does not move after it is installed. Rather, it acts as a means for attaching the movable components of the system to the motor. The adapter ring  5  also has a bracket  7  that is used to secure the cable  2  as it feeds back to the directional nozzle  15 . Finally, the adapter ring  5  has two holes  8  that are used to secure the directional nozzle  15 , as discussed below. 
     FIG. 5  is a perspective detail view of the directional nozzle of the JPS system. The directional nozzle  15  has a tapered body to allow for maximum efficiency in the jet flow. The directional nozzle  15  has two brackets  16  (see  FIG. 2 ) that secure it to the adaptor ring  5  using bolts  17 , or other common fasteners. A bracket  18  is formed on the side of the directional nozzle  15  to which the cable  2  is attached. Two ears  19  extend out of the top of the directional nozzle  15  as shown. These ears bolt the reverse thrust cap  20  in place (see  FIG. 2 ). The directional nozzle  15  is designed to pivot side to side around the adapter ring  5 . By pulling or pushing the cable  2 , the directional nozzle  15  moves right or left. If this is done while the motor is operating, the movement of the directional nozzle  15  will cause the boat to steer left or right while the motor remains stationary. 
     FIG. 6  is a perspective detail view of the reverse thrust cup  20  of the JPS system. In a jet drive boat, there is no propeller to reverse to reverse the thrust of the motor. Thus, the reverse thrust cup  20  is designed to move down over the output of the directional nozzle  15 , which causes the jet output to strike the reverse thrust cup  20 , which causes the boat to move in the reverse direction of normal thrust. The reverse thrust cup  20  is a curved member that has a pair of brackets  21  (see  FIG. 3 ), which hook over the ears  19  on the directional nozzle  15 . This allows the reverse thrust cup  20  to move in a vertical direction, up and down. The reverse thrust cup  20  is controlled by the cable  3  (see  FIG. 2 ), which is secured to a bracket  22  that extends back from the reverse thrust cup  20  as shown. This, if cable  3  is pulled, the reverse thrust cup  20  is pulled up, which is the normal operating position. If cable  3  is pushed, the reverse thrust cup  20  is moved down into the reverse position. 
   In the preferred embodiment, there are two types of controls disclosed. The choice of control depends on a number of factors, including the size of the motor, the size of the boat, and the personal preferences of the operator. It is also possible to have both control systems installed and available for use on a single boat. 
     FIG. 7  is a perspective view of a handlebar steering control portion  30  of the system. The handlebar steering control portion  30  consists of a support stand  31  that holds the unit in a convenient position and height for the user. The control has a handlebar portion  32  that is attached to a shaft  33 . The shaft extends down through the support stand  31  until it connects to a horizontal connector  34 . The connector  34  attached to cable  2  and to the shaft  33  such that as the shaft  33  is turned, it acts to pull or push the cable  2 , which in turn, causes the directional nozzle  15  to turn, thereby steering the boat. The shaft is secured within the support stand by brackets  35  as shown. Of course, other means may be used in place of these brackets as well. 
   The reverse thrust handle  36  is attached to the support stand as shown. A lever connects to the cable  3  and operates the reverse thrust cup  20  by moving the lever back and forth. A speed control  37  can also be connected to the support stand as shown. Moreover, the speed control can be incorporated into one of the handles  38  of the handlebar  32 . In this case, the speed control operates as the speed control on a motorcycle, or the tiller control, discussed below. 
   Ordinarily, the tiller is attached to the motor so that as the tiller is pushed from side to side, the motor is turned. The steering tiller for the instant invention, however, has a different structure.  FIG. 8  is a perspective detail view of the steering tiller for the new steering system. In this system, the steering tiller  40  has a mounting arm  41 , which is secured to the motor tiller mount  105 . At the front of the mounting arm  41  is the steering control  42 . As discussed below, the steering control  42  is attached to the mounting arm by two brackets  43  located on the mounting arm and two brackets  44  that are attached to the steering control  42 . The brackets  43  and  44  are secured by fasteners  45 . Linked in this way, the steering control is able to move back and forth while the mounting arm  41  remains stationary. Two adjustable stops  46  are attached to the steering control as shown. These stops limit the side-to-side movement of the steering control to a preferred range of 45 degrees of movement on each side of the centerline of the mounting arm. The stops are adjustable so that this angle can be set within a narrow range. A lever  47  is attached to the steering control as shown. Control cable  2  is attached to the lever  47 . Now, as the steering control is moved from side to side, cable  2  causes the directional nozzle  15  to move from side to side. In this way, the boat can be steered using the tiller in much the same fashion as a standard tiller. 
   Throttle control is obtained by a universal joint  48 , which allows the throttle mechanism to turn regardless of the position of the steering control  42 . 
   In this embodiment, the reverse mechanism is handled by a lever attached to the motor, in much the same way as a normal reverse lever is used. Here, however, the reverse lever is connected to cable  3 , which operates the reverse thrust cup  20 . A cable stabilizer bracket  49  may be attached to the mounting arm  41  to support the cable  3  in a non-obstructive position. 
     FIG. 9  is a detail view of a portion of the mounting arm  41 . Here, the brackets  43  are shown as well as one-half of the universal joint  48 . The cable stabilizer bracket  49  is also shown. 
     FIG. 10  is a detail view of the steering control  42 . This view shows the two brackets  44  that are attached to the steering control  42 , as well as the lever  47 , which is attached to the steering control as shown. This view also shows the other half of the universal joint  48 . 
     FIG. 11  is a detail view of the underside of the mounting arm  41 . Note that a bearing  50  is installed on the underside of the arm to support the shaft  51  from the universal joint  48 . Note that only one of the brackets  43  is shown in this view to allow the bearing  50  to be seen. 
     FIG. 12  is a detail view of the underside of the steering control  42 . As in  FIG. 11 , only one bracket  44  is shown. This allows the bearing  52  to be seen. This bearing supports the shaft  53  extending from the universal joint. 
     FIG. 13  is a perspective view of the modified tiller arm. In this view, the cable  2  is shown connecting to the lever  47 . The cable  2  is also shown passing through another type of cable stabilizer bracket  49 . 
     FIG. 14  is a bottom view of the embodiment of the tiller arm of  FIG. 13 . This view shows the lever  47  and the universal joint  48  and the shafts  51  and  52 . 
   In normal operation, the device is operated much like a traditional steering system for a boat. In the case of the tiller, the operator holds the end of the tiller in the same manner as one would use a standard outboard motor tiller. The throttle is connected to the handgrip and is operated by twisting the handgrip. The boat is steered by moving the end of the tiller back and forth in a horizontal plane. Unlike the standard tiller, which when moved causes the entire motor to turn; the tiller of the instant invention causes the directional nozzle to move back and forth, which causes the boat to turn without moving the motor. In the case of the handlebar steering, turning the handlebars causes the cable to move the directional nozzle, thereby turning the boat. Again, the motor is not moved and the turning action does not require many rotations of a steering wheel. 
   The present disclosure should not be construed in any limited sense other than that limited by the scope of the claims having regard to the teachings herein and the prior art being apparent with the preferred form of the invention disclosed herein and which reveals details of structure of a preferred form necessary for a better understanding of the invention and may be subject to change by skilled persons within the scope of the invention without departing from the concept thereof.