Motor assembly having lifting mechanism and watercraft incorporating same

A motor assembly having a lifting mechanism and associated watercraft are provided. The lifting mechanism is operable to lift a motor of the motor assembly from a deployed position to a stowed position. A user can then transition the motor from the stowed position back to the deployed position via a user control.

FIELD OF THE INVENTION

This invention generally relates to watercraft technology, and more particularly to watercraft employing a motor, and even more particularly to actuation mechanisms associated with such motors.

BACKGROUND OF THE INVENTION

Recreational watercraft such as kayaks have become increasingly popular for recreational activities. Kayakers have typically used a paddle to propel the kayaks. Unfortunately, many people cannot paddle a kayak for long distances or at all due to various physical conditions. Further, currents in the water, wakes from other watercraft, etc., can make paddling a challenging process even for the fit enthusiast. Even further, if a person is using the kayak to fish, paddling becomes a limitation of the kayak as the kayaker typically must use both hands to paddle the kayak and thus cannot hold the fishing pole or operate any fishing related equipment such as deep and shallow water anchors, etc.

It has become very popular to fish from kayaks as a kayak can be maneuvered into many areas that a typical boat for fishing cannot. Due to the benefits of the maneuverability of the kayak many fisherman who would not otherwise use a kayak have become drawn to their use. Some of these fishermen would prefer a method to reduce the amount of paddling, or the amount of time, required to get to and from their fishing spot but do not want to lose the shallow water capabilities of a traditional kayak.

In view of the above, there has been a trend in recent years to utilize additional componentry on the kayak to avoid the need for paddling the kayak, or at least reduce the amount of paddling necessary. An example of such componentry is the use of motors in the context of kayaks and the like. Such motors can take on a variety of forms and provide a means for moving relatively rapidly within the water when compared to a traditional paddle arrangement. Further, such motors can alleviate the need for paddles entirely, so that the user's hands are free to fish, etc.

For example, such motors may take the form of a conventional motor normally employed on larger fishing boats. Such a motor may be mounted generally along the peripheral edge of the kayak using a mounting structure. When so mounted, the thrust provided by the lower unit of the motor may be fixed in a given direction, or a steering arrangement may also be provided to direct the thrust provided by the lower unit.

Alternatively, some kayaks may include provisions for fully integrating the motor into the kayak as opposed to the “side mount” configurations described above. In these configurations, the kayak includes a passageway into which a motor can be mounted. The lower unit of the motor typically includes a device for providing thrust that extends through the passageway and below the kayak.

While the above configurations have proven very useful integrating the advantages of a motor into the context of a kayak, there remains some drawbacks. For example, whether a side mount style or a fully integrated style, once mounted the motor is generally fixed relative to the kayak. If the user desires to enter shallow water, they may need to raise or retract the motor such that its lower unit does not strike the bottom of the body of water. Alternatively, the user may simply want to retract the motor when the thrust provided thereby is not necessary, e.g. during hauling or storage of the watercraft.

In these cases, raising or retracting the motor typically requires manually adjusting a mounted configuration of the motor. This adjustment operation in many cases implicates the user repositioning themselves such that they are in proximity to the motor to adjust it. This repositioning may be undesirable or difficult, especially if the user is currently seated in the kayak and occupied with another activity, such as holding or casting a fishing rod. Further, many contemporary motors are somewhat heavy and cumbersome, making their adjustment difficult due to these factors alone. There have been attempts to automate this adjustment operation, but such attempts typically involve relatively complex, sometimes motorized, mechanisms which drive up the overall cost, weight, and battery power consumption of the water craft.

For example, U.S. Pat. No. 8,337,266 to Ellis et al. titled “Electrically Powered Watercraft,” the teachings and disclosure of which are incorporated by reference herein in their entireties, discloses the use of a motor integrated into a kayak. In order to transition the motor from its deployed position to its stowed position, a user must first manually remove a small safety pin at a hinge joint of the mechanism, which once removed, allows the motor to propel itself into a stowed position.

U.S. Pat. No. 9,290,251 to Schmidtke titled “Motor System For a Light-Weight Watercraft,” the teachings and disclosure of which are incorporated by reference herein in their entireties, discloses the use of a side mounted motor associated with a kayak. The system utilizes an electric winch to raise and lower the motor, which draws power from the onboard battery.

Accordingly, there is a need in the art for a watercraft and associated motor assembly that includes a lifting mechanism that utilizes an efficient and easily manipulated mechanism for transitioning the motor from a stowed position to a deployed position. The invention provides such a watercraft and associated motor assembly. These and other advantages of the invention, as well as additional inventive features, will be apparent from the description of the invention provided herein.

BRIEF SUMMARY OF THE INVENTION

In one aspect, the invention provides a watercraft. An embodiment of such a watercraft includes a hull having a passageway and defining a cockpit area, with a motor assembly situated within said passageway. The motor assembly includes a motor and a lifting mechanism operably connected to the motor for transitioning the motor from a deployed position to a stowed position. The watercraft also includes a user control coupled to the lifting mechanism and configured to allow a user to operate said lifting mechanism from said cockpit area.

In embodiments according to this aspect, the lifting mechanism also includes a biasing member which may be embodied for example as a gas spring. The lifting mechanism includes a base arm and a lifting arm. The lifting arm has a first end and a second end. The first end of the lifting arm is pivotably connected to a first end of the base arm. The motor is connected to the lifting arm adjacent the second end of the lifting arm by a connection joint.

In embodiments according to this aspect, the connection joint may for example be a ball joint. The ball joint includes an aperture in the lifting arm and a spherical member connected to the motor, with the spherical member rotatable within the aperture.

In embodiments according to this aspect, the gas spring has a first end and a second end. The first end of the gas spring is connected to the lifting arm. The second end of the gas spring is connected to the base arm such that elongation of the gas spring causes the lifting arm to rotate about a pivot axis defined by the base arm.

In embodiments according to this aspect, the lifting mechanism also includes a docking assembly configured to mount to the hull adjacent the passageway. The docking assembly can include a docking plate, a locking bracket, and a biasing element. The locking bracket pivotably coupled to the docking plate, the locking bracket having a locked position and an unlocked position, wherein the biasing element biases the locking bracket to the locked position. In the locked position, a pin mounted at the first end of the base arm and defining a pivot axis of the lifting arm relative to the base arm is situated within a slot formed in the locking bracket.

In embodiments according to this aspect, the user control includes a cable having a first end connected to the second end of the lifting arm and a second end with a handle attached to the second end of the cable. The user control also includes a locking mechanism for locking the cable in tension such that it applies an opposing force to oppose the biasing force to hold the motor in the deployed position. The locking mechanism may, for example, be a cable cleat. The second end of the cable with the handle may be situated adjacent a cockpit area of the hull.

In another aspect, the invention provides a motor assembly for a watercraft. An embodiment of such a motor assembly includes a motor. The motor includes a shaft having a first end and a second end, a head unit mounted at the first end, and a lower unit mounted at the second end. The lower unit includes a motor and a device for providing thrust. The motor assembly also includes a lifting mechanism operably connected to the motor for transitioning the motor from a deployed position to a stowed position. The lifting mechanism includes a docking assembly configured for mounting to a watercraft, a base arm removably received within the docking assembly, and a lifting arm having a first end and a second end.

The first end of the lifting arm is pivotably connected to a first end of the base arm such that in a first angular position of the lifting arm relative to the base arm the motor is in the deployed position and such that in a second angular position of the lifting arm relative to the base arm, the motor is in the stowed position. An angle between the lifting arm and the base arm in the first angular position is less than an angle of the lifting arm relative to the base arm in the second angular position. The lifting mechanism also includes a biasing member connected between the lifting arm and the base arm for biasing the motor to the stowed position.

In embodiments according to this aspect, the docking assembly includes a docking plate, a locking bracket, and a biasing element. The locking bracket is pivotably coupled to the docking plate. The locking bracket has a locked position and an unlocked position. The biasing element biases the locking bracket to the locked position. In the locked position, a pin mounted at the first end of the base arm and defining a pivot axis of the lifting arm relative to the base arm is situated within a slot formed in the locking bracket.

In yet another aspect, the invention provides a lifting mechanism for a motor that is configured for transitioning the motor from a deployed position to a stowed position. The motor has a shaft having a first end and a second end, a head unit mounted at the first end, and a lower unit mounted at the second end. The lower unit includes a motor and a device for providing thrust. The lifting mechanism includes a docking assembly configured for mounting to a watercraft, a base arm removably received within the locking bracket, and a lifting arm having a first end and a second end. The first end of the lifting arm is pivotably connected to a first end of the base arm. A second end of the lifting arm is configured for connecting to a motor via a connection joint. The first end of the lifting arm and the first end of the base arm are commonly connected at a pin defining a pivot axis of the lifting arm relative to the base arm. A biasing member is connected between the lifting arm and the base arm for biasing the motor to the stowed position. The docking assembly is configured to receive the base arm and lock the base arm into a cradle defined by the docking assembly as the base arm is rotated about a mounting axis defined by the docking assembly.

In embodiments according to this aspect, the docking assembly includes a docking plate, a locking bracket, and a biasing element. The locking bracket is pivotably coupled to the docking plate. The locking bracket has a locked position and an unlocked position. The biasing element biases the locking bracket to the locked position such that the pin is constrained within a slot formed in the locking bracket. The locking bracket includes at least one strike plate arranged such that the pin contacts the strike plate when rotating the base arm about the mounting axis and biases the locking bracket to the unlocked position. The pin biases the locking plate to the unlocked position such that the pin rests upon the docking plate. The biasing element may, for example, be a leaf spring.

DETAILED DESCRIPTION OF THE INVENTION

Turning now to the drawings, the same illustrate embodiments of a watercraft and its associated motor assembly. The motor assembly includes a lifting mechanism that allows a user to easily and rapidly stow and deploy a motor of the motor assembly while remaining in a cockpit area of the watercraft. It is contemplated by the disclosure herein that the motor assembly may be supplied as a stand-alone device which may be retrofit into an existing watercraft, or be supplied with a watercraft as a combined system.

As will be explained in greater detail below, the motor has a deployed position and a stowed position. In the deployed position, the motor is in an orientation such that it may provide thrust to the watercraft to propel it along the water. In the stowed position, the motor is in an orientation wherein it does not protrude from a bottom of the watercraft. Advantageously, this stowed position also allows for access to a lower unit of the motor assembly so that a user can clear weeds or other debris from the lower unit. This stowed position is ideal for shallow water operations, as the motor is positioned such that it will not strike a bottom of a body of water. The aforementioned functionality is achieved in part due to a compact and ergonomically designed lifting mechanism. The lifting mechanism itself utilizes a relatively small number of components thereby reducing its overall cost, complexity, and weight.

Turning now toFIG. 1, the same illustrates an exemplary embodiment of a watercraft20that incorporates a motor assembly22. Motor assembly22includes a motor30, as well as a lifting mechanism48(FIG. 2) for transitioning motor30from its deployed position to its stowed position, and vice versa. In the illustrated embodiment, watercraft20is depicted as a kayak. However, watercraft20may, for non-limiting example, be a kayak, canoe, or any other vessel where it may be desirable to include a motor. Watercraft20includes a hull24with a cockpit area26. Motor assembly22extends through a passageway28in hull24so that it may provide thrust to watercraft20. Passageway28extends from an exterior of hull to an interior of hull24as shown. In other watercraft styles, e.g. a canoe, the passageway may be longer, i.e. the body defining the length of the passageway may be longer, to position the system at a desirable height relative to a user. Alternatively, passageway28may be a cavity in hull24, within which a lower unit36of a motor30of motor assembly22transitions in and out of, with a shaft38of motor30extending through a small opening of this cavity to situate lower unit36therein.

Motor assembly22, and more particularly a motor30thereof, may communicate with a control device32. Control device32may for example be a remote control device. As another example, control device32may be an external component such as a fish finder or multi-function display, mobile device, a foot pedal device or other remote control, etc. In any case, control device32is operable to send control signals to motor30to control its function.

Motor30may include its own internal control system as well, which may include GPS technology, allowing motor30to determine its position, and hence the position of watercraft20, and automatically propel watercraft20along a selected route. For non-limiting example, motor30may include i-Pilot® or i-Pilot® Link™ by Johnson Outdoors Inc., which allows for a variety of navigational functionality using a motor. Indeed, the internal control system of motor30may be operable to cause watercraft20to automatically follow a given route, follow a depth contour, or hold a particular position. Alternatively, the aforementioned functionality of the internal control system of motor30may be integrated additionally and/or instead within control device32, and as such, all of the information and commands necessary to achieve the foregoing functionality may be communicated to motor30from control device32.

Motor30includes a head unit34which may house the aforementioned internal control system, GPS hardware, firmware, and software, and any other componentry for controlling the operation of motor30. Motor30also includes a lower unit36which houses a motor connected to a device for providing the aforementioned thrust. In the illustrated embodiment, this device is a propeller. However, in other embodiments, the device for providing thrust may be any device utilized in watercraft systems for providing thrust, e.g. fins, a shrouded propeller, a waterjet device, etc. A shaft38extends between head unit34and lower unit36and may be used for routing wiring to lower unit36from the remainder of motor30.

Motor30also includes a steering unit40, which is mechanically coupled to shaft38such that it can rotate shaft38, and hence head unit34and lower unit36, about the longitudinal axis of shaft38. This allows for the direction of thrust from lower unit36for purposes of steering watercraft20. Steering unit40may, for example, receive steering commands from head unit34and/or from control device32via a wired or wireless connection. Steering unit40includes an internal motor and any necessary mechanical components necessary to transfer input torque from this motor to shaft38. The aforementioned steering commands allow for the automatic operation of motor30to achieve the various navigational functionality described herein.

Watercraft20may also includes a rudder system42(shown in its folded configuration inFIG. 1) to allow for additional steering functionality. This rudder system42may, for example, be operated by foot pedals or a hand control near cockpit area26. Further, rudder system42could be controlled via a servo motor or other similar device, with this motor or other similar device receiving control signals from a controller. This rudder system may be utilized in combination with motor assembly22, or alternatively, may be used when a user is manually operating watercraft via paddling. Although illustrated as a folded rudder, it is also contemplated that rudder system42could be integrated into hull24such that it does not fold as shown.

Turning now toFIG. 2, the same illustrates a partial perspective view of watercraft20with motor assembly22, and more particularly motor30, in the deployed position. In this configuration, a lifting mechanism48of motor assembly22is in a retracted configuration, thereby allowing lower unit36to depend downwardly through passageway28as is shown inFIG. 1.

A console50of motor30which may house additional electronics for controlling the operation of motor30as needed and also provide a local user interface52mounts adjacent to passageway28through hull24such that passageway28is sealed off from the interior of watercraft20, e.g. cockpit area26, to thereby reduce or eliminate ingress of water through passageway28. Appropriate seals may also be incorporated on console50, the remainder of motor30, and/or on passageway28so as to facilitate the foregoing.

A user control60of watercraft20is configured to operate lifting mechanism48. As explained in greater detail below, user control60is configured to oppose a biasing force of a biasing member62(FIG. 3) of lifting mechanism48. In the illustrated embodiment, user control60is embodied as a cable arrangement, with one end connected to lifting mechanism48, and the other end routed such that it is accessible by a user while seated in cockpit area26. A tension in this cable arrangement opposes the aforementioned biasing force of the biasing member of lifting mechanism48described below, and thereby holds motor30in the deployed position as is illustrated inFIG. 2.

Turning now toFIG. 3, the same illustrates motor30in a stowed position such that its lower unit36no longer extends below hull24as is shown inFIG. 1. Motor30has been tilted within passageway28as is shown to achieve this configuration. More specifically, the above-introduced biasing member62is connected between a base arm64and a lifting arm66of lifting mechanism48. When the tension from user control60is relieved such that no opposing force is present to oppose the biasing force of biasing member62(other than that created by the weight of the mechanism and motor30, biasing member62will elongate such that lifting arm66rotates relative to base arm64. Motor30is connected to lifting arm66via a connection joint56and is connected to base arm64at a pivot point such that it may tilt to the position illustrated.

To transition motor30back to its deployed position, a user simply pulls on user control60such that a tension is created therein. The user then locks user control60in place such that the tension remains therein, and the biasing force generated by biasing member62is opposed.

Turning now toFIG. 4, the same illustrates motor assembly22removed from watercraft20. Base arm64has a first end76and a second end78. Motor30is pivotably connected to base arm64near its second end78as shown. Motor is pivotable at this point of connection about a pivot axis70in rotational directions72,74relative to base arm64. Lifting arm66has a first end86and a second end88. First end76of base arm64and first end86of lifting arm66are pivotably connected to one another at a pivot axis80. Lifting arm66is pivotable at this point of connection about pivot axis80in rotational directions82,84relative to base arm64.

Base arm64is received in a docking assembly68. Docking assembly68mounts to watercraft20(FIG. 1) and is operable to hold base arm64in place. Base arm64, as well as the remainder of motor assembly22are selectively removable from docking assembly68such that docking assembly68serves as a rapid means of mounting motor assembly22to watercraft20. Docking assembly68includes a docking plate90, a locking bracket92pivotably coupled to docking plate90, and a biasing element94which biases locking bracket92into the position shown inFIG. 4. As explained below, locking bracket92is used to lock the remainder of motor assembly22into docking assembly68. It is contemplated, however, that docking assembly68could be omitted entirely, with lifting mechanism48pivotably coupled directly to watercraft20instead

Still referring toFIG. 4, motor30is also connected to lifting arm66at a connection joint56. Connection joint56is a ball joint type joint, formed by a rounded aperture96formed in lifting arm66and a spherical member98mounted to shaft38of motor30. Spherical member98is received within aperture96such that it may rotate therein, but is trapped by aperture96such that motor30may rotate about longitudinal axis102defined by shaft member38in rotational directions104,106, and such that motor30may tilt at an angle theta as shown. Spherical member98is connected about shaft38such that it may not move axially along axis102relative to shaft38or rotate about axis102relative to shaft38. Spherical member98and aperture96thus act as a ball joint style connection between motor30and lifting arm66. Alternatively, any connection joint which permits the movement of motor30relative to lifting arm66could be utilized, and as such, the illustrated embodiment of a ball joint should be taken by way of non-limiting example only.

Turning now toFIG. 5, lifting mechanism48is illustrated removed from docking assembly68, with spherical member98held by lifting arm66for purposes of orientation. Lifting mechanism48is illustrated in its retracted configuration in this view, which places motor30in its deployed position (see e.g.FIG. 2). Biasing member62has a first end114connected to a lower pin116which extends through base arm64at the second end78thereof and defines pivot axis70(FIG. 4).

Biasing member62is connected at its second end118to lifting arm66at a point which is spaced from an upper connection pin120defining pivot axis80(FIG. 4) such that it can generate a torque upon lifting arm66to rotate lifting arm about pivot axis80. As can also be seen in this view, an intermediary pin124is used to pivotably connect motor30to base arm64as described above. Biasing member62is a gas spring in the illustrated embodiment. However, biasing member62may be any other actuator capable of pivoting lifting arm66relative to base arm64as described herein. For non-limiting example, biasing member62could be embodied as one or more springs, e.g. torsion springs, connected between base arm64and lifting arm66. Further, biasing member62could be omitted entirely in favor of a lever actuated system. In such a lever actuated system, it is contemplated that the user control described herein could include a mechanical linkage such operated by a pedal or hand control. This mechanical linkage could be used to raise motor assembly22from the deployed position to the stowed position using an input force provided by the user. Once in the stowed position, any mechanical expedient could be used to lock the mechanical linkage in place to thereby hold motor assembly22in the stowed position. Once unlocked, motor assembly can return to the deployed position under the force of gravity alone. In other words, a biasing member62as described herein is optional and only one way of many to provide the force necessary to transition motor assembly22from the stowed position to the deployed position and vice versa. As another example, a linear actuator could be utilized that directly acts upon lifting mechanism to transition the same.

Turning now toFIG. 6, lifting arm66includes one or more outwardly projecting portions126which serve as positive stops to limit continued rotation of lifting arm66relative to base arm64in rotational direction82. This configuration advantageously defines a maximum amount of travel lifting arm66may rotate relative to base arm64.

With reference now toFIG. 7, the same illustrates the same portion of lifting mechanism shown inFIG. 6, except that the same is now in its extended position, which places motor30into its stowed position (see e.g.FIG. 3). As may be seen from comparison ofFIG. 5toFIG. 7, biasing member62has lengthened, thereby causing lifting arm66to rotate relative to main arm64. As can also be seen in this view, spherical member98has tilted relative to base arm64with aperture96. When in the retraced position as may be seen with momentary reference toFIG. 5, lifting arm66is at a first angle relative to base arm64. When in the extended position as may be seen inFIG. 7, lifting arm66is at a second angle relative to base arm64which is greater than the first angle.

Turning now toFIG. 8, docking assembly68is shown removed from motor assembly22. Docking assembly68includes a cradle region130configured to receive base arm64. A pair of opposed notches132,134are formed on docking plate90and arranged to receive corresponding ends of lower pin116. Upper pin120rests upon opposed side edges136,138of docking plate90. When so rested, pin120is in a position such that the ends thereof are captured within opposing notches140formed in locking bracket92. This locks base arm64, and hence the remainder to motor assembly22relative to docking assembly68.

Locking bracket92is pivotably mounted to docking plate90about a pivot axis150. Biasing element94biases locking bracket92such that it rotates about pivot axis150in rotation direction152until notches140capture the ends of upper connection pin120. As can be seen inFIG. 8, biasing element is held in place by a retainer146, and functions as leaf spring. Locking bracket92may be rotated about axis150in rotational direction154to remove the remainder of motor assembly22from docking assembly68. To rotate locking bracket92in direction154, a user can depress flanges142,144.

Turning now toFIG. 9, once lower pin116is seated in notches132,134, and a user pivots motor assembly22in direction160as shown, upper pin120will contact flanges142,144momentarily out of the way so that pin120can come to rest against edges136,138(FIG. 8). Locking bracket92will then automatically pivot about axis150in direction152under the biasing force provided by biasing element94so that pin120is captured in notches140. (FIG. 8). This contact of pin120with flanges142,144is also shown inFIG. 10.FIG. 11illustrates locking bracket92returning to its locked position once upper pin120is in its final position, such that upper pin120is received by notches140.

Turning now toFIGS. 12-13, the above introduced user control60and its operation will be described in greater detail. With particular reference toFIG. 12, the remainder of watercraft20has been removed such that motor assembly22and user control60are visible. User control60includes a cable170routed through a series of pulleys172. The number and orientation of pulleys is entirely dependent upon the desired cable170routing. Pulleys172mount within an internal cavity of hull24(FIG. 1) of watercraft20.

A clasp180is attached to one end of cable170and connected to lifting arm66as shown. A handle184is attached at the other end of cable170. A user can pull upon handle184to apply a tensile force to cable170which is transmitted to lifting arm66, and creates a force F which opposes the biasing force provided by biasing member62. Once lifting mechanism148is in its fully retracted configuration as is shown inFIG. 12, the user can lock cable170down within a locking mechanism. In the illustrated embodiment, the locking mechanism is a cleat182mounted on watercraft120. This causes cable170to continue to exert force F so long as cleat182holds the same in place. Cleat182may be any cable cleat of the type used to hold ropes, cables, etc., or any other structure suitable to achieve such an end. Alternatively, user control60could be motorized such that the aforementioned locking mechanism is replaced with a motor that winds and unwinds one or more cables from a spool upon operation of a switch by a user.

Turning now toFIG. 13, to release the tension in cable170and thereby allow biasing member62to bias lifting arm66into the position shown in this view, cable172must be released from cleat182such that it no longer exerts force F (FIG. 12). Advantageously, handle184and cleat182are conveniently located near cockpit area26(FIG. 1) so that a user can transition motor30between its deployed and stowed position and vice versa from cockpit area26.