Fastener for attaching an outboard motor to a transom of a boat

The fastener for attaching a first component to a second component comprises an elongated opening formed in the first component with, the elongated opening having a plurality of similarly shaped portions. An insert is disposable into each one of the plurality of similarly shaped portions, which can be square in a preferred embodiment, and each of the plurality of the similarly shaped portions of the elongated opening is shaped to receive the insert therein. The insert is limited in movement by the elongated opening to a direction that is perpendicular to the plane of the elongated opening. A hole is formed in the second component and a cylindrical member is disposable through the insert, through the hole, and through the elongated opening. A capture mechanism prevents the insert from moving out of the elongated opening in a direction perpendicular to the plane of the elongated opening.

BACKGROUND OF THE INVENTION
 1. Field of the Invention
 The present invention is generally related to outboard motors and, more
 particularly, to specific mounting configurations of an outboard motor to
 a transom of a boat, including the arrangement of a motor and hydraulic
 pump relative to the steering components of the outboard motor and further
 including a secure means for fastening the outboard motor to the transom
 of a boat.
 2. Description of the Prior Art
 Many different types of outboard motors are well known to those skilled in
 the art. Numerous techniques have been developed for mounting an outboard
 motor to a transom of a boat, including many different types of steering
 and tilting arrangements.
 U.S. Pat. No. 3,911,853, which issued to Strang on Oct. 14, 1975, describes
 a low profile outboard motor with an in-line engine. The outboard motor
 comprises a propulsion unit that is adapted to be attached to the transom
 of a boat for vertical swinging movement relative to the transom about a
 horizontal tilt axis and for steering movement relative to the transom
 about a steering axis extending transversely of the tilt axis. The
 propulsion unit comprises a lower unit including an exhaust gas discharge
 outlet normally located under water, a power head assembly rigidly fixed
 to the top of the lower unit and including an engine with a plurality of
 vertical in-line cylinders each including an exhaust port, together with
 an exhaust gas discharge system including an inverted "U" shaped
 passageway comprising an upper junction portion located above the at rest
 water level when the outboard motor is boat mounted, a first leg extending
 downwardly from the junction portion and communicating with at least one
 of the exhaust ports, and a second leg extending downwardly from the
 junction portion and separately from the first leg and communicating with
 the lower unit underwater exhaust gas discharge outlet. Also included in
 the outboard motor is an upwardly open water guard which extends upwardly
 from above the lower unit, in watertight encircling relation to the
 engine, to above the at rest water level.
 U.S. Pat. No. 4,354,847, which issued to Blanchard on Oct. 19, 1982,
 describes a high tilt pivot mounting arrangement for an outboard motor.
 The marine propulsion device comprises a transom bracket adapted to be
 fixed to a boat transom, a swivel including a vertical leg having upper
 and lower ends, and a pair of arms extending upwardly in laterally spaced
 relation from the upper end of the swivel bracket vertical leg and
 including respective upper ends, a first pivot connecting the upper ends
 of the arms and the transom bracket for vertical swinging of the swivel
 bracket relative to the transom bracket about a first axis which is
 horizontal when the transom bracket is boat mounted, a propulsion unit
 including a power head and lower unit fixedly connected to the power head
 and including, at the lower end thereof, a propeller, and a second pivot
 connecting the propulsion unit and the swivel bracket vertical leg for
 movement of the propulsion unit in common with the swivel bracket about
 the first axis and for steering movement of the propulsion unit relative
 to the swivel bracket about an axis which extend transversely to the first
 axis.
 U.S. Pat. No. 4,355,986, which issued to Stevens on Oct. 26, 1982,
 describes an outboard motor with elevated horizontal pivot axis. The
 outboard comprises a transom bracket adapted to be fixed to a boat transom
 and having a generally flat mounting surface for engagement with the back
 of the transom, a swivel bracket, a pivot on the swivel bracket and on the
 transom bracket rearwardly of the mounting surface for pivotally
 connecting the swivel bracket and the transom bracket for tilting movement
 between a normal operating position and a raised tilt position and about a
 tilt axis which is generally horizontal when the transom bracket is fixed
 to the boat transom, a propulsion unit including a power head and a lower
 unit rigidly secured to the power head, and a pivot connected to the
 propulsion unit and located below the power head and connected to the
 swivel bracket for pivotally connecting the propulsion unit and the swivel
 bracket for steering movement about an axis transverse to the tilt axis
 and such that the propulsion unit remains rearwardly of the plane of the
 transom bracket mounting surface throughout movement of the swivel bracket
 from the normal operating position to the tilt position.
 U.S. Pat. No. 4,363,629 which issued to Hall et al on Dec. 14, 1982,
 describes a hydraulic system for outboard motors with sequentially
 operating tilt and trim means. The marine propulsion device comprises a
 transom bracket adapted to be connected to a boat transom, a first pivot
 connecting a stem bracket to the transom bracket for pivotal movement of
 the stem bracket relative to the transom bracket about a first pivot axis
 which is horizontal when the transom bracket is boat mounted, a second
 pivot connecting a swivel bracket to the stem bracket below the first
 pivot for pivotal movement of the swivel bracket with the stem bracket and
 relative to the stem bracket about a second pivot axis parallel to the
 first pivot axis, a king pin pivotally connecting a propulsion unit
 including a rotatably mounted propeller to the swivel bracket for steering
 movement of the propulsion unit relative to the swivel bracket about a
 generally vertical axis and for common pivotal movement with the swivel
 bracket in a vertical plane about the first and second horizontal axes, a
 trim cylinder piston assembly pivotally connected to the stem bracket and
 to the swivel bracket, a tilt cylinder-piston assembly pivotally connected
 to the transom bracket and to the stem bracket, and a fluid conduit system
 communicating between a source of pressure fluid and each of the tilt
 cylinder-piston assembly and the trim cylinder-piston assembly and
 including apparatus operable, during reverse operation of the propulsion
 unit, for causing initial full extension to the trim cylinder-piston
 assembly, followed by extension of the tilt cylinder-piston assembly, and
 for causing initial full contraction of the tilt cylinder-piston assembly,
 followed by subsequent contraction of the trim cylinder piston assembly.
 U.S. Pat. No. 4,384,856, which issued to Hall et al on May 24, 1983,
 describes a lateral support arrangement for outboard motors with separate
 tilt and trim axes. The outboard motor comprises a transom bracket adapted
 to be connected to a boat transom, a propulsion unit which is mounted to
 the transom bracket for pivotal steering movement of the propulsion unit
 in a horizontal plane and for pivotal movement of the propulsion unit in
 the vertical plane between a lowermost running position and a full tilt
 position, which propulsion unit mounting includes a first pivot connecting
 an intermediate bracket to the transom bracket for pivotal movement of the
 intermediate bracket relative to the transom bracket about a first pivot
 axis which is horizontal when the transom bracket is boat mounted, whereby
 to enable movement of the propulsion unit through a tilt range, a second
 pivot connecting a swivel bracket to the intermediate bracket for pivotal
 movement of the swivel bracket with the intermediate bracket and relative
 to the intermediate bracket about a second pivot axis parallel to the
 first pivot axis, whereby to enable movement of the propulsion unit
 through a trim range, and a king pin pivotally connecting the propulsion
 unit to the swivel bracket for steering movement of the propulsion unit
 relative to the swivel bracket about a generally vertical axis and for
 common pivotal movement of the swivel bracket in a vertical plane above
 the first and second horizontal axes, hydraulic cylinders for sequentially
 displacing the propulsion unit from the lowermost position through the
 trim range and then through the tilt range to the full tilt position, and
 a support on the transom bracket for providing side support to the
 intermediate bracket.
 U.S. Pat. No. 4,395,238, which issued to Payne on Jul. 26, 1983, describes
 an outboard motor mounting means which affords upward tilting without
 travel of the motor forward of the boat transom. The marine propulsion
 device comprises a bracket adapted to be fixed to the transom of a boat
 and including a generally planar mounting surface engaged with the boat
 transom when the boat is boat mounted, which bracket also includes a lower
 part having a lower bearing with a steering axis which extends generally
 vertical when the bracket is boat mounted, a member including a lower
 portion extending in the lower bearing and a pair of laterally spaced arms
 connected to the lower portion and respectively including upper horizontal
 bearings having a common axis located in spaced relation above the lower
 bearing, a steering arm fixed to the member for steerably rotating the
 member within the lower bearing about the generally vertical axis, a
 propulsion unit including a power head and a lower unit extending fixedly
 downward from the power head and including a rotatably mounted propeller,
 and trunnions on the power head adjacent the top thereof and received in
 the upper horizontal bearings for pivotally connecting the propulsion unit
 to the member for movement about the horizontal axis between a running
 position with the propeller submerged in water and with the propulsion
 unit located wholly aft of the bracket mounting surface and an elevated
 position with the propeller substantially out of the water and with the
 propulsion unit located wholly aft of the bracket mounting surface.
 U.S. Pat. No. 4,406,634, which issued to Blanchard on Sep. 27, 1983,
 describes an outboard motor with steering arm located aft of the transom
 and below the tilt axis. The outboard motor comprises a transom bracket
 adapted to be fixed to the transom of a boat, a propulsion unit supporting
 a thrust producing element, and a bracket assembly connecting the
 propulsion unit to the transom bracket so as to provide for pivotal
 steering movement of the propulsion unit relative to the transom bracket
 and for tilting of the propulsion unit relative to the transom bracket
 about a tilt axis located rearwardly of the transom, which bracket
 assembly connecting the propulsion unit to the transom bracket includes a
 steering arm connected to the propulsion unit and extending forwardly
 therefrom below the tilt axis and having a forward end terminating
 rearwardly of the transom.
 U.S. Pat. No. 4,449,945, which issued to Ferguson on May 22, 1984,
 describes an outboard motor mounting arrangement. The marine propulsion
 installation comprises a marine propulsion device including a transom
 bracket having a mounting portion fixed to the rear of the boat transom
 below the upper edge thereof, and a pair of laterally spaced arms
 extending upwardly from the mounting portion and including respective
 upper ends located rearwardly of the boat transom and above the upper edge
 thereof, a swivel bracket comprising a mounting portion and a pair of
 laterally spaced arms extending upwardly from the swivel bracket mounting
 portion and including respective upper ends, a tilt pin connecting the
 upper ends of the transom bracket and swivel bracket arms to provide the
 pivotal movement of the swivel bracket relative to the transom bracket
 about a tilt axis which is horizontally located rearwardly of the transom
 and above the upper edge thereof, a propulsion unit including an internal
 combustion engine and a propeller mounted for rotation and driven by the
 engine, and a king pin connecting the propulsion unit to the swivel
 bracket mounting portion for pivotal steering movement of the propulsion
 unit relative to the swivel bracket about a second axis transverse to the
 tilt axis and for common movement of the propulsion unit with the swivel
 bracket about the tilt axis and without travel of the propulsion unit over
 the transom upper edge or into engagement with the transom.
 U.S. Pat. No. 4,545,770, which issued to Ferguson on Oct. 8, 1985,
 describes an outboard motor mounting arrangement. The marine propulsion
 installation comprises a marine propulsion device including a transom
 bracket having a mounting portion fixed to the rear of the boat transom
 below the upper edge thereof, and a pair of laterally spaced arms
 extending upwardly from the mounting portion and including respective
 upper ends located rearwardly of the boat transom and above the upper edge
 thereof, a swivel bracket comprising a mounting portion and a pair of
 laterally spaced arms extending upwardly from the swivel bracket mounting
 portion and including respective upper ends, a tilt pin connecting the
 upper ends of the transom bracket and swivel bracket arms to provide the
 pivotal movement of the swivel bracket relative to the transom bracket
 about a tilt axis which is horizontally located rearwardly of the transom
 and above the upper edge thereof, a propulsion unit including an internal
 combustion engine and a propeller mounted for rotation and driven by the
 engine, and a king pin connecting the propulsion unit to the swivel
 bracket mounting portion for pivotal steering movement of the propulsion
 unit relative to the swivel bracket about a second axis transverse to the
 tilt axis and for common movement of the propulsion unit within the swivel
 bracket about the tilt axis and without travel of the propulsion unit over
 the transom upper edge or into engagement with the transom.
 U.S. Pat. No. 5,154,651, which issued to Binversie et al on Oct. 13, 1992,
 describes a marine propulsion device tilt tube. An outboard motor
 comprises a transom bracket which is adapted to be mounted on the transom
 of a boat and which includes first and second generally horizontally
 spaced apart portions, a tilt tube which extends through the transom
 bracket portions and along a generally horizontal tilt axis and which
 includes a first end portion extending outwardly of the first transom
 portion and a second end portion extending outwardly of the second transom
 bracket portion, a swivel bracket mounted on the tilt tube for pivotal
 movement relative to the transom bracket above the tilt axis, a propulsion
 unit mounted on the swivel bracket for common movement therewith about the
 tilt axis and for pivotal movement relative thereto about a generally
 vertical steering axis, the propulsion unit including a propeller shaft
 adapted to support a propeller, and a steering arm adapted to be mounted
 to a remote steering system, and structure on both of the tilt tube end
 portions for permitting the remote steering system to be alternatively
 connected to the first end portion or to the second end portion.
 Known outboard motor mounting arrangements exhibit several disadvantages.
 First, most known outboard motor mounting arrangements cause the steering
 axis to be tilted when the outboard motor is trimmed or tilted. In other
 words, the steering axis moves with the outboard motor relative to the
 transom when the outboard motor is trimmed or tilted. In addition, known
 mounting configurations for outboard motors typically leave hydraulic
 pumps and electric motors exposed within their structure and also require
 valuable space for mounting the hydraulic pump and its related electric
 motor. In addition, most outboard motors are attached to a transom of the
 boat in a way that results in disadvantageous force vectors and torques
 being imposed on the components of the outboard motor and mounting
 structure. It would therefore be beneficial if an outboard motor mounting
 structure arrangement could be provided which does not require the
 steering axis to be tilted when the outboard motor is trimmed or tilted.
 It would be further beneficial if a means could be provided which allowed
 the hydraulic pump and associated electric motor to be housed within
 components of the steering and tilting system to avoid the necessity of
 using valuable space for these components. In addition, it would be
 beneficial if a simple, but secure, fastening system could be providing
 for mounting the outboard motor to the transom of a boat.
 SUMMARY OF THE INVENTION
 The present invention is generally related to an improved mounting
 arrangement for an outboard motor. It includes improvements in the
 configuration of the tilting and steering components, the advantageous
 placement of the hydraulic pump and electric motor within certain
 components of the steering and tilting system, and a simplified means for
 attaching the outboard motor to the transom of a boat.
 An outboard motor made in accordance with one embodiment of the present
 invention comprises a pedestal which is attachable to a transom of a boat.
 It also comprises a motor support platform that is attached to the
 outboard motor and a steering mechanism that is attached to both the
 pedestal and the motor support platform. A tilting mechanism is attached
 to the motor support platform and to the outboard motor, the outboard
 motor being rotatable about a tilt axis relative to both the pedestal and
 the motor support platform. The tilting mechanism is rotatable relative to
 the pedestal and about a steering axis. The steering axis is generally
 vertical and stationary relative to the pedestal. The tilting mechanism is
 rotatable relative to the pedestal and about the steering axis with the
 outboard motor. When an outboard motor is tilted about its tilt axis, the
 steering axis does not move from its generally vertical position which is
 stationary relative to the transom of the boat.
 One embodiment of the present invention provides an outboard motor that
 comprises a pedestal which is attachable to the transom of a boat, a motor
 support platform attached to the outboard motor, and a steering mechanism
 attached to both the pedestal and the motor support platform. A hydraulic
 tilting mechanism is attached to the motor support platform and to the
 outboard motor. The outboard motor is rotatable about a tilt axis relative
 to both the pedestal and the motor support platform. The tilting mechanism
 is rotatable relative to the pedestal and about a steering axis which is
 generally vertical and stationary relative to the pedestal. The tilting
 mechanism is rotatable relative to the pedestal and about a steering axis
 with the outboard motor. A hydraulic pump is connected in fluid
 communication with the hydraulic tilting mechanism and provides
 pressurized fluid to cause the outboard motor to rotate about the tilting
 axis. An electric motor is connected in torque transmitting relation with
 the hydraulic pump and both the electric motor and the hydraulic pump are
 disposed within the steering mechanism.
 The attachment of an outboard motor to the transom of a boat is facilitated
 by an embodiment of the present invention which provides a fastener for
 attaching a first component to a second component. A preferred embodiment
 of the fastener comprises an elongated opening formed in the first
 component, with the elongated opening having a plurality of similarly
 shaped portions. An insert is disposable into each one of the plurality of
 similarly shaped portions. Each of the plurality of similarly shaped
 portions of the elongated opening is shaped to receive the insert therein.
 The insert is limited in movement by the elongated opening to a direction
 perpendicular to the plane of the elongated opening. A hole is formed in
 the second component and a cylindrical member is disposable through the
 insert, through the hole, and through the elongated opening. A capture
 mechanism prevents the insert from moving out of the elongated opening in
 the direction perpendicular to the plane of the elongated opening.

DESCRIPTION OF THE PREFERRED EMBODIMENT
 Throughout the description of the preferred embodiment of the present
 invention, like components will be identified by like reference numerals.
 FIG. 1 shows an outboard motor 10 having a cowl 12 and a lower cowl 14. An
 internal combustion engine (not shown in FIG. 1) is located under the cowl
 12 and a driveshaft extends downward from the internal combustion engine
 within the lower cowl 14, and in torque transmitting relation with a
 propeller shaft that is contained within the lower gear housing 16 to
 rotate about axis 18. This causes the propeller 20 to rotate about axis 18
 to provide propulsion for a boat. Attached to the outboard motor 10 is a
 pedestal 24. In certain embodiments of the present invention, the pedestal
 24 is shaped to be received within a track of an intermediate plate 26. As
 will be described in greater detail below, the pedestal 24 can be moved up
 or down relative to the intermediate plate 26 to select an appropriate
 operating position for the outboard motor 10. The pedestal 10 is then
 rigidly fastened to the intermediate plate 26 during operation of the
 outboard motor 10. It should be understood that not all embodiments of the
 present invention require the intermediate plate 26. Instead, the pedestal
 24 can be fastened directly to a transom of a boat. When the intermediate
 plate 26 is used, it is fastened directly to the transom of a boat and the
 pedestal 24 is attached to the intermediate plate 26.
 FIG. 2 shows the outboard motor 10 of FIG. 1, but from an opposite
 direction. As illustrated in FIG. 2, the pedestal 24 is slidable relative
 to the intermediate plate 26. In one embodiment of the present invention
 that will be described in greater detail below in conjunction with FIGS.
 15 and 16, a hydraulic cylinder is attached to both the pedestal 24 and
 intermediate plate 26 to automatically force the pedestal 24 linearly
 relative to the intermediate plate 26. This has the effect of
 automatically raising or lowering the outboard motor 10 relative to the
 transom of the boat.
 With continued reference to FIGS. 1 and 2, the propeller 20 rotates about
 its rotational axis 18 and is protected during operation by the skeg 17.
 Both the pedestal 24 and the intermediate plate 26 are provided with a
 plurality of elongated openings 30 which facilitate the attachment of the
 intermediate plate 26 to a transom of a boat or the pedestal 24 to a
 transom of a boat. When both the pedestal 24 and intermediate plate 26 are
 used, as in certain embodiments of the present invention, only the
 intermediate plate 26 is attached to the transom. The precise shapes of
 the elongated openings 30 and their plurality of similarly shaped portions
 34 will be described in much greater detail below. In FIG. 2, dimension H
 is provided to illustrate that the pedestal 24 can be raised relative to
 the intermediate plate 26 by a hydraulic mechanism (not shown in FIG. 2).
 FIG. 3 shows the outboard motor 10 tilted about its tilting axis 40. One of
 the most significant benefits of the present invention is illustrated in
 FIG. 3. It can be seen that the steering axis 44 remains generally
 vertical and stationary relative to the transom of a boat to which the
 intermediate plate 26 or the pedestal 24 is attached. Even though the
 outboard motor 10 is tilted about its tilting axis 40, the steering axis
 44 remains stationary and generally vertical.
 With continued reference to FIG. 3, the tilting mechanism of the present
 invention comprises a first cylinder 51 and a second cylinder 52. Pistons
 are located in each of the two cylinders and a first rod 61 is connected
 to the piston in the first cylinder 51 and a second rod 62 is connected to
 the second piston within the second cylinder 52. A pedestal tube 60 is
 rigidly attached to the pedestal 24. A steering head 64 is attached to a
 swivel tube (not shown in FIG. 3) which extends downward through the
 internal portion of the pedestal tube 60 and is attached to the lower yoke
 66. As can be seen in FIG. 3 the cylinders, 51 and 52, are connected to
 the lower yoke 66. The ends of their respective rods, 61 and 62, are
 attached to the outboard motor 10 so that the cylinders can exert an
 upward force that causes the outboard motor 10 to tilt about its tilting
 axis 40. The lower yoke 66 forms an important part of the motor support
 platform of the present invention.
 With continued reference to FIG. 3, it should be understood that when the
 outboard motor 10 is rotated about its steering axis 44, the motor support
 platform rotates with the outboard motor 10. In other words, the lower
 yoke 66, the steering head 64, and both cylinders, 51 and 52, rotate in
 unison about the steering axis 44 and relative to the pedestal tube 60.
 When a boat operator moves the steering control of the boat, the outboard
 motor 10 rotates about the steering axis 44 in unison with the lower yoke
 66, the steering head 64, the cylinders, 51 and 52, and the swivel tube
 (not shown in FIG. 3) that extends downward within the pedestal tube 60
 between the steering head 64 and the lower yoke 66. This characteristic is
 significantly different than outboard motor structures known to those
 skilled in the art. As will be described in greater detail below, known
 outboard motors cause the steering axis 44 to move when the outboard motor
 is tilted about its tilting axis 40. The arrangement generally known to
 those skilled in the art can have serious deleterious effects that will be
 described in greater detail below.
 FIG. 4 shows the prior art outboard motor support structure. For purposes
 of clarity, an outboard motor is not illustrated in FIG. 4. First and
 second clamp brackets, 81 and 82, are individual components that are
 connected together by a tilt tube 86 that extends horizontally. The tilt
 tube 86 defines the tilting axis 40 and outboard motor support structures
 known in the prior art. A lower yoke assembly 90 and an upper yoke
 assembly 92 provide the supporting attachment to an outboard motor. A
 swivel bracket 96 rotates about the tilting axis 40 under the control of
 hydraulic cylinders, 101 and 102, which are associated with rods, 111 and
 112, respectively. As is generally known to those skilled in the art, each
 of the rods, 111 and 112 is attached to a piston that is disposed within
 the cylinders, 101 and 102, respectfully. In certain outboard motors, an
 additional cylinder 121 is provided to further tilt the outboard motor in
 an upward direction about the tilting axis 40. The rod 131, is attached to
 the swivel bracket 96 for these purposes.
 With continued reference to the prior art structure shown in FIG. 4, it can
 be seen that when the outboard motor is tilted about the tilting axis 40,
 the steering axis 44 moves from a generally vertical position to a tilted
 position. As a result, the steering effect generated by an operator of a
 watercraft always causes the outboard motor to rotate about a steering
 axis 44 that is located relative to the boat as a function of the position
 of the swivel bracket 96 relative to the tilting axis 40.
 By comparing FIGS. 3 and 4, it can be seen that the present invention does
 not move the steering axis 44 when the outboard motor 10 is tilted about
 the tilting axis 40. However, the prior art device shown in FIG. 4 changes
 the position of the steering axis 44 relative to the transom of a boat
 when the swivel bracket 96 is rotated about the tilting axis 40.
 FIGS. 5A and 5B show the pedestal 24 and intermediate plate 26 without an
 outboard motor attached. In FIG. 5A, the steering head 64 and the lower
 yoke 66 of the motor support platform are aligned in a central position.
 This is the position that the motor support platform would be in when a
 boat is moving in a straight ahead direction. As described above in
 conjunction with FIG. 3, the pedestal tube 60 is rigidly attached to the
 pedestal 24 and does not rotate relative to the pedestal 24 under any
 condition. The steering head 64 and lower yoke 66 are attached to a swivel
 tube (not shown in FIGS. 5A or 5B) which is disposed within the pedestal
 tube 60 and which is rotatable about the steering axis 44 in unison with
 the steering head 64 and the lower yoke 66.
 FIG. 5B is similar to FIG. 5A, except that the steering head 64 and lower
 yoke 66 are rotated relative to the pedestal 24 and intermediate plate 26.
 Also, it can be seen that cylinders, 51 and 52, and the rods, 61 and 62,
 rotate in unison with the steering head 64 and lower yoke 66 and also
 rotate relative to the pedestal 24. This rotation of the steering head 64,
 lower yoke 66, cylinders, 51 and 52 and rods, 61 and 62, is about the
 steering axis 44. It can be seen that this rotation also causes the
 tilting axis 40 to rotate relative to the pedestal 24 and about the
 steering axis 44. This relationship between the steering axis 44 and the
 tilting axis 40, when the outboard motor is rotated about its steering
 axis, is significantly different than the known relationship between these
 two axes in the prior art. As described above, the prior art steering axis
 44 is moved relative to the transom of the boat when the outboard motor is
 tilted about its tilting axis 40. As illustrated in FIGS. 5A and 5B, the
 opposite is true in an outboard motor made in accordance with the present
 invention.
 The arrangement of the components of the present invention and the way in
 which those components interact provide several significant advantages
 when compared to the operation of known outboard motor support structures.
 These advantages will be described below.
 FIG. 6A shows a known arrangement of an outboard motor shown with a slight
 degree of trim that is achieved by rotating the swivel bracket 96, as
 described above in conjunction with FIG. 4, about the tilting axis 40.
 Since the steering axis 44 is rotated with the swivel bracket 96, the
 center of gravity 200 can intersect the steering axis 44. As a result,
 when an operator causes the outboard motor 10 to rotate about its steering
 axis 44, the center of gravity 200 can move from the port side of the
 center of gravity 200 to the starboard side, or vice versa. The effect of
 this arrangement is that the weight of the outboard motor 10 provides an
 additional force in the direction of the turn. In other words, if an
 operator moves from a straight ahead condition to a starboard turn, the
 weight of the outboard motor acting through the center of gravity 200 will
 cause the outboard motor 10 to oversteer in a starboard direction. As the
 operator turns back to a port direction, the center of gravity 200 of the
 outboard motor 10 will move past its center position where it intersects
 the steering axis 44 and then begin to exert a force which can cause
 oversteering in the port direction. This effect varies with the degree of
 trim or tilt.
 FIG. 6B shows the present invention under the same conditions of trim. As
 can be seen, the center of gravity 200 remains behind the steering axis 44
 under all conditions. As a result, the force exerted by the center of
 gravity 200 is constant under all conditions. Whatever slight force might
 be exerted by the outboard motor 10 through its center of gravity 200,
 during a steering operation, has the effect of causing a slight
 understeering. In other words, the force exerted through the center of
 gravity 200 will be in the direction toward a neutral steering position.
 However, by comparing FIGS. 6A and 6B, it can be seen that the overall
 effect of the present invention is to provide additional stability and to
 reduce the effect of the weight of the outboard motor 10 on the steering
 process. It can also be seen that the distance D between the center of
 gravity 200 and the steering axis 44 is much greater in the present
 invention than in the prior art. This maintains the position of the center
 of gravity 200 behind the steering axis 44 and in a non-intersecting
 association with the steering axis 44. Unlike the force vector extending
 downward from the center of gravity 200 in FIG. 6A, the force vector
 extending downward from the center of gravity 200 in FIG. 6B does not
 intersect the steering axis 44 under any operating condition.
 When in operation, it is possible that the lower portion of an outboard
 motor may strike a floating or slightly submerged object, such as a log.
 With reference to FIGS. 7A and 7B, a log strike will cause a force L to be
 imposed against the lower portion of the outboard motor. In FIGS. 7A and
 7B, it can be seen that the moment arm X2 between the tilting axis 40 and
 the log strike force L is greater than the moment arm X1 in the prior art.
 This is primarily due to the selection of the location of the tilting axis
 40 and could possible change for different styles of outboard motors.
 However, it should be noted that the reaction moment arm R2 between the
 reacting cylinder 51 and the tilting axis 40 is larger than the reacting
 moment arm R1 in the prior art. This provides a significant advantage
 because it allows the structure of the present invention to react to the
 log strike force L and at a region of greater dimension. Line 200
 represents the location where the present invention would fail if a
 failure occurs. Lines 201, 202, and 203 represent hypothetical locations
 where the brackets known in the prior art would fail under more extreme
 circumstances. Because dimension R2 is greater than dimension R1, the
 present invention is able to react to the log strike force L with a much
 more substantial portion of the structure than is possible in the prior
 art. Therefore, if the log strike force L is the same in both instances,
 and dimensions X1 and X2 are also equal, the present invention in FIG. 7B
 will be able to withstand a greater force without failure than the prior
 art system shown in FIG. 7A. This improved robustness is the result of the
 greater magnitude of dimension R2 compared with dimension R1.
 FIGS. 8A and 8B show a prior art arrangement and the present invention,
 respectively, under a condition in which the forces of the water on the
 lower gearcase can affect steering. In FIGS. 8A and 8B, the steering axis
 44 is illustrated in combination with an axis 240 that identifies the line
 along which the driveshaft extends. Axis 240 is provided to illustrate the
 relative positions of the steering axis 44 and axis 240 under various
 conditions. Both outboard motors, in FIGS. 8A and 8B, are shown with a
 similar degree of trim. The steering axis 44 of the present invention in
 FIG. 8B remains generally vertical and stationary relative to the transom
 of the boat. However, the steering axis 44 in the prior art shown in FIG.
 8A remains generally parallel with axis 240 and tilts in response to the
 outboard motor 10 being trimmed about the tilting axis 40.
 With reference to FIGS. 8A and 8B, the horizontal arrows represent the
 force vectors of water exerted against the lower gearcase and skeg 17.
 When the operator of a watercraft is steering the boat to either port or
 starboard, these force vectors affect the effort required by the operator.
 The three arrows identified as OS is FIG. 8A exert a force on the lower
 gearcase that tends to move the outboard motor 10 toward an oversteering
 condition. The two lower arrows US tend to force the outboard motor 10
 toward an understeering condition. The effect of these force vectors
 depends on the contact location on the lower gearcase of the water's
 force. Any force exerted to the left of the steering axis 44 in FIG. 8A
 will result in an oversteering condition while any force exerted to the
 right of the steering axis 44 in FIG. 8A will result in an understeering
 condition. In comparison, the steering axis 44 of the present invention
 shown in FIG. 8B is always to the left of axis 240. The entire lower
 gearcase and skeg 17 are located aft of the steering axis 44 under all
 conditions. Therefore, any forces exerted by the water on the lower
 gearcase will be consistently in an understeering direction. This
 consistency provides improved stability during steering operations.
 FIGS. 9A and 9B show the prior art support structure in the present
 invention, respectively, when viewed from the transom of a boat facing the
 front of the structure. It should be noted that the starboard clamp
 bracket 82 and the port clamp bracket 81 are two separate components. In
 addition, the two clamp brackets, 81 and 82, are held together by several
 components in combination with washers and spacers. For example, the
 swivel tube 86 is held in position by bolts 300 in combination with
 washers disposed at the locations identified by reference numeral 302. As
 a result, the several individual components illustrated in FIG. 9A are
 slightly moveable relative to each other. As a result, the port and
 starboard clamp brackets, 81 and 82, do not always lie flat with their
 planer surfaces firmly against the transom of a boat. Relative movement of
 these components can result in wear and loosening of the fasteners used to
 hold the structure together. Unlike the structure in FIG. 9A, the present
 invention illustrated in FIG. 9B has a single plate in contact with the
 transom. This plate can be the pedestal 24 or, as described above, can be
 the intermediate plate 26 when the intermediate plate is used. It should
 be understood that, although the elongated openings 30 are shown as
 simplified slots in FIG. 9B, they can comprise a plurality of similarly
 shaped portions 34. The precise structure of these fastening devices will
 be described below in greater detail.
 FIGS. 10A and 10B illustrate another advantage of the present invention.
 The prior art arrangement in FIG. 10A shows that the force of the
 propeller 20 on the outboard motor and its supports is not aligned with
 the tilt axis 40. The axis PF along which the propeller 20 exerts a force
 on the structure is not perpendicular to the tilt axis in the region of
 the support structure that is attached to the transom. As a result, a
 twisting force is exerted on the overall structure whenever the operator
 steers the boat in a direction other than straight ahead. In clear
 contradistinction to the arrangement shown in FIG. 10A, the present
 invention shown in FIG. 10B always causes the propeller force, exerted
 along axis PF, to remain perpendicular to the tilt axis 40. This reduces
 twisting and distortion in the overall assembly that comprises the
 outboard motor 10, the pedestal 24, and the intermediate plate 26.
 FIGS. 11A and 11B show tandem outboard motor arrangements incorporating the
 concepts of the prior art and the present invention, respectively. In FIG.
 11A, two outboard motors 10A and 10B are attached to a common transom.
 Line 400 represents a horizontal line that is generally coincident with
 the upper edge of a transom. Outboard motor 10A is in its normal operating
 position with the propeller 20 submerged under the surface of the water
 behind the boat. Outboard motor 10B, on the other hand, is tilted up to
 its maximum tilt angle. Normally, when two outboard motors are used in
 tandem on a common transom of a boat, a rigid connecting bar 404 is
 attached to both steering yokes so that the two outboard motors can be
 steering in coordinating fashion. However, when the outboard motor 10B is
 tilted up as shown in FIG. 11A, while outboard motor 10A is in its normal
 operating position, the rigid steering bar 404 is forced into the position
 shown in FIG. 11A which defines an angle .theta.. Even though outboard
 motor 10B is not being used, it moves in coordination with outboard motor
 10A as the operator steers the boat. This distorted position of the bar
 404 shown in FIG. 11A requires other components, such as the steering
 cables and steering mechanisms, to appropriately account for the unnatural
 position of the bar 404.
 The present invention shown in FIG. 11B, does not exhibit this same problem
 described above in conjunction with FIG. 11A. As shown, outboard motor 10A
 is in its normal operating position with a propeller 20 extending downward
 into the water behind the transom of a boat. Outboard motor 10B, on the
 other hand, is tilted upward at its maximum position. Because the steering
 axis is unaffected by the tilting of the outboard motor in the present
 invention, the rigid bar 404 does not move when outboard motor 10B is
 tilted upward as shown. Although not illustrated in FIGS. 10A and 10B, it
 should also be understood that when turning toward port or starboard, the
 outboard motors 10A and 10B, of the present invention remain generally
 aligned in a parallel configuration with each other throughout virtually
 the entire range of steering. This occurs because both outboard motors are
 being rotated about generally vertical and stationary steering axes. The
 prior art, on the other hand, causes the outboard motors to rotate about
 non vertical steering axes when the outboard motor 10B is tilted upward.
 As a result, the two steering axes for the two outboard motors, 10A and
 10B, in FIG. 11A are not parallel to each other. As a result, rotation of
 the two outboard motors about their respective steering axes will cause
 the outboard motors to rotate in a nonparallel association and possibly
 move into contact with each other after a minimal amount of rotation about
 their respective steering axes.
 FIG. 12 shows another feature of the present invention that is
 significantly beneficial to the operation of the outboard motor. The
 pedestal 24 is shown attached to the intermediate plate 26. The hydraulic
 cylinders, 51 and 52, are shown in section view to illustrate internal
 components. Pistons, 351 and 352, are disposed within the cylinders, 51
 and 52, and the rods, 61 and 62, are attached to is the pistons. Rod eyes
 551 and 552 are attached to the rods to facilitate the attachment of the
 rods to the outboard motor. Steering head 64 is connected to the swivel
 tube 590 which, in turn, is connected to the lower yoke 66. This forms a
 rotatable unit that comprises the steering head 64, the swivel tube 590,
 and the lower yoke 66. Together, these components provide the motor
 support platform to which the outboard motor is attached. As illustrated
 in FIG. 12, the swivel tube 590 is disposed within the pedestal tube 60
 and is rotatable therein.
 The present invention takes advantage of the structure of the steering
 mechanism by disposing the hydraulic pump 600 within the hollow interior
 of the swivel tube 590. A motor 610 is also disposed within the swivel
 tube 590 and is connected to the hydraulic pump 600 by shaft 630 so that
 the electric motor 610 can drive the hydraulic pump 600 and provide
 pressurized hydraulic fluid to actuate the hydraulic cylinders, 51 an 52.
 In comparison, it should be understood that the prior art structure shown
 in FIG. 4 typically includes the electric motor and hydraulic in the space
 between cylinder 121 and bracket 82. In addition, a fluid reservoir is
 typically located in the region between cylinder 121 and bracket 81 in
 FIG. 4. In comparison, the inclusion of the electric motor 610 and
 hydraulic pump 600 within the internal cavity of the swivel tube 590 saves
 valuable space and also protects these components from the environment.
 In FIG. 12, it can be seen that the electric motor 610, the shaft 630, and
 the hydraulic pump 600 are all stored within the swivel tube 590 in line
 with the steering axis 44. Within the lower yoke 66, fluid passages are
 provided to connect the hydraulic pump 600 in fluid communication with the
 spaces within cylinders 51 and 52 above and below the pistons, 351 and
 352. These passages can be seen in the section view taken through the
 lower yoke 66. As the operator of a boat steers the boat, the pedestal
 tube 60 remains stationary and fixed to the pedestal 24. The internal
 swivel tube 590 rotates with the steering head 64 and the lower yoke 66.
 The electric motor 610 and the hydraulic pump 600 rotate, along with their
 respective fluid passages, with the lower yoke 66 and the two cylinders,
 51 and 52.
 FIG. 13 shows a fastener that is used in conjunction with the other
 components of the present invention to simplify the process of accurately
 and rigidly attaching an outboard motor to the transom of a boat. With
 reference to FIG. 4, it can be seen that the prior art brackets, 81 and
 82, use a plurality of individual holes 700 that can be individually
 aligned with holes in the transom of a boat. After the alignment is
 complete, a bolt is extended through hole 700 and through a similarly
 sized hole in the transom. A washer and nut is then used to rigidly attach
 the transom brackets, 81 and 82, to the transom of a boat. This procedure
 of attaching the transom brackets to the transom of a boat can be
 cumbersome and difficult. In addition, moving the transom brackets from
 one position to another position requires the associated bolt to be
 completely removed from both the transom bracket and the transom and then
 reinserted into another of the transom bracket and the hole through the
 transom itself. The present invention provides a simplified and more
 efficient procedure to accomplish the attachment of either the pedestal 24
 or the intermediate plate 26 to the transom of a boat.
 The component in FIG. 13 identified by reference numeral 800 represents a
 section of a first component, such as the pedestal 24 or intermediate
 plate 26 described above in conjunction with FIG. 2. An elongated opening
 30 comprises a plurality of similarly shaped portions 34. In FIG. 13, the
 similarly shaped portions 34 are generally diamond-shaped but other shapes
 could also be used. These similarly shaped portions 34 define five unique
 positions within the elongated opening 30.
 An insert 810, which resembles a square washer, is shaped to be received in
 any one of the similarly shaped portions 34. The four surfaces, 820, 822,
 824, and 826 of each similarly shaped portions 34 defines a square shape
 that is similar to the outer surfaces of the insert 810. This allows the
 insert 810 to be inserted into any one of the similarly shaped portions 34
 by simply moving the insert 810 perpendicularly away from the plane of the
 elongated opening. In other words, if the insert 810 is moved along axis
 850 toward the left in FIG. 13, it becomes free from the restrictions
 provided by surfaces 820, 822, 824, and 826. These surfaces limit the
 movement of the insert within the elongated opening to a direction
 perpendicular to the plane of the elongated opening. This plane is
 parallel to surface 860 in FIG. 13. When used to fasten a first component,
 such as the structure 800 that represents a portion of the pedestal 24 or
 the intermediate plate 26, to a second component, such as a transom, a
 hole is formed in the second component. The cylindrical member 870, which
 can be a bolt, is disposed through the insert 810, through the hole in the
 second component, and through the elongated opening 30 of the fastener. A
 capture mechanism such as the washer 880 and nut 890, prevents the insert
 810 from moving out of the elongated opening 30 in a direction
 perpendicular to the plane of the elongated opening 30. The insert 810 is
 held in place in one of the plurality of similarly shaped portions 34 by
 the head 892 of the bolt and the washer 880 in combination with the nut
 890.
 FIG. 14 is a section view showing the cylindrical member 870 extending
 through the insert 810 and the hole 898 formed in the transom 900. The
 washer 880 and nut 890 cooperate with the head 892 of the bolt, or
 cylindrical member 870, to retain the insert 810 within a particular one
 of the plurality of similarly shaped portions 34 within the elongated
 opening 30. This structure rigidly attaches the first component 800 to the
 second component 900. In addition, if it is desired to move the insert 810
 from one of the plurality of similarly shaped portions 34 to another one
 of the plurality of similarly shaped portions 34, the procedure is
 relatively simple in comparison to methods currently used to readjust
 outboard motors. The nut 890 is loosened sufficiently to allow the inset
 810 to be moved toward the left in FIG. 14, along axis 850 until it is out
 of its associated one of the plurality of similarly shaped portions 34.
 When this occurs, the first component 800, such as the pedestal 24 of the
 present invention, can be moved relative to the second component 900, or
 transom, until the insert 810 is aligned with another one of the plurality
 of similarly shaped portions 34. The insert 810 can then be inserted into
 the elongated opening 30 and into its particular one of the plurality of
 similarly shaped portions 34. When this occurs, the cylindrical member 870
 can again be used to retain and capture the insert 810 with the
 cooperation of the washer 880 and the nut 890.
 FIGS. 15 and 16 are two views of the present invention that more clearly
 illustrate an additional feature that allows a jacking cylinder 900 to be
 used to assist in moving the pedestal 24 relative to the intermediate
 plate 26. The exploded view of FIG. 15 shows the individual components,
 the lower yoke 66 is attached to the bottoms of the two cylinders, 51 and
 52, by rod 902 which extends through a hole formed in the lower yoke 66.
 The swivel tube 590 is inserted in the pedestal tube 60 and the steering
 head 64 is attached to the upper end of the swivel tube 590. The jacking
 cylinder 900 is attached to a pad 906 of the intermediate plate 26 and the
 distal end 910 of the rod 912 is attached to the pedestal 24. By providing
 hydraulic fluid under pressure to the cylinder 900, the rod 912 can be
 forced upward to raise the pedestal 24 relative to the intermediate plate
 26 that is attached to the pedestal. The use of hydraulic power
 significantly simplifies the movement of the pedestal 24 and its outboard
 motor relative to the intermediate plate 26 that is rigidly attached to
 the transom of a boat.
 With continued reference to FIGS. 15 and 16, the attachment of the
 intermediate plate 26 is facilitated by the elongated slots 30 formed
 through the intermediate plate 26, some of which are simple slots and
 others are provided with individual holes through the intermediate plate
 26. It can be seen that the attachment of the intermediate plate 26 in
 FIG. 15 is not shown as utilizing the advantageous shape of the present
 invention as described above in conjunction with FIGS. 13 and 14. However,
 it should be realized that the elongated slots 30 shown in FIG. 15 could
 utilize the present invention described above. It should also be realized
 that the two upper elongated slots 30 in FIG. 15 are provided with
 individual holes therethrough while the two lower elongated slots in FIG.
 15 are simple slots. This choice of positioning is not limiting to the
 present invention and the embodiment of the present invention shown in
 FIGS. 13 and 14 could advantageously be used in place of the elongated
 slots illustrated in FIG. 15.
 In FIG. 16, it can be seen that the extension of the rod 912 from the
 cylinder 900, in response to the flow of pressurized hydraulic fluid into
 the cylinder 900, can move the pedestal 24 upward in FIG. 16 relative to a
 stationary intermediate plate 26.
 Several features of the present invention have been described in detail
 above and illustrated to show a particularly preferred embodiment. One
 embodiment comprises a pedestal 24 which is attachable either to a transom
 of a boat or to an intermediate plate 26. A motor support platform which
 comprises a steering head 64, a lower yoke 66, and a swivel tube 590 is
 attached to an outboard motor. A steering mechanism, which comprises the
 pedestal tube 60 and the swivel tube 590 is attached to both the pedestal
 24 and the motor support platform. A tilting mechanism, which comprises
 one or more hydraulic cylinders, 51 and 52, is attached to the motor
 support platform and to the outboard motor. The outboard motor is
 rotatable about a tilting axis 40 relative to both the pedestal 24 and the
 motor support platform which comprises the lower yoke 66 and the steering
 head 64. The tilting mechanism itself is rotatable relative to the
 pedestal 24 and about a steering axis 44. The steering axis 44 is
 generally vertical and stationary relative to the pedestal 24 while the
 tubing mechanism, such as the hydraulic cylinders, 51 and 52, is rotatable
 relative to the pedestal 24 and rotatable about the steering axis 44 with
 the outboard motor 10.
 Another embodiment of the present invention was described in conjunction
 with FIG. 12 in which a pedestal 24 is attached to a transom of a boat and
 a motor support platform, comprising the lower yoke 66 and the steering
 head 64 in cooperation with the swivel tube 590, is attached to the
 outboard motor. The steering mechanism, which comprises the pedestal tube
 60 and the swivel tube 590, is attached to both the pedestal 24 and the
 motor support platform. A hydraulic tilting mechanism, which comprises the
 two cylinders, 51 and 52, is attached to the motor support platform and to
 the outboard motor. A hydraulic pump 600 is connected in fluid
 communication with the hydraulic tilting mechanism and provides
 pressurized fluid to cause the outboard motor to rotate about its tilting
 axis 40 when the pistons, 351 and 352, are moved within their respective
 cylinders. An electric motor 610 is used to drive the hydraulic pump. Both
 the electric motor 610 and the hydraulic pump 600 are disposed within the
 steering mechanism. More specifically, they are disposed within the swivel
 tube 590 which, in turn, are disposed within the pedestal tube 60. Another
 embodiment of the present invention was described in conjunction with
 FIGS. 13 and 14, in which a first component 800 is attached to a second
 component 900. The first component can be the pedestal 24 and the second
 component can be the transom of the boat. An elongated opening 30 is
 formed in the first component 800 and comprises a plurality of similarly
 shaped portions 34. An insert 810 is disposable into each and every one of
 the plurality of shaped portions and, when so inserted, the insert 810 is
 limited in movement by the elongated opening to a single direction which
 is perpendicular to the plane of the elongated opening. A hole 898 is
 formed in the second component 900 and a cylindrical member 870 is
 disposable through the insert 810, through the hole 898, and through the
 elongated opening 30. A capture mechanism, which can comprise a washer 880
 and a nut 890, prevents the insert 810 from moving out of the elongated
 opening 30 in a direction perpendicular to the plane of the elongated
 opening 30.
 Although the present invention has been described with particular detail
 and illustrated with specificity to show several preferred embodiments of
 the present invention, it should be understood that other embodiments are
 also within its scope.