Patent Publication Number: US-6213821-B1

Title: Trolling motor assembly

Description:
FIELD OF THE INVENTION 
     The present invention relates to transom and bow-mounted outboard trolling motors for boats. In particular, the present invention relates to a trolling motor assembly that has a housing which telescopically receives a motor tube supporting a trolling motor, that, under power, vertically and raises the trolling motor along the axis of the motor tube and that is easily adjusted to alternate between forward and reverse trolling. 
     BACKGROUND OF THE INVENTION 
     Outboard trolling motors have become extremely popular for low speed maneuvering of small boats. Their ability to slowly traverse the boat across an area without excessive noise or disturbance of the water has made such trolling motors especially popular with fishermen where fishing by trolling requires slow movement of the boat, where the boat must be moved slowly through congested waters filled with stumps, blowdowns, and dense weed lines, and where it is critical that the fish not be frightened. 
     Trolling motors are typically mounted either on the bow or transom of a boat and include a submerged propulsion unit, a motor shaft or tube suspending a propulsion unit below the water surface, a generally horizontally extending head at the upper end of the motor shaft and a mounting mechanism rotatably supporting the motor tube and including a clamp for engaging the boat. The submerged propulsion unit typically comprises an electrically powered motor which drives the propeller to generate thrust. To vary the direction of thrust, the head typically includes controls for the submerged propulsion unit and a steering mechanism which rotates the motor tube and the submerged propulsion unit. The steering mechanism typically comprises either a steering arm or foot-operated remote control or a hand-held remote control. Foot-operated and hand-held remote controls typically utilize cables, rods, or other linkages which are operably coupled to a drum or a rack and pinion connected to the motor tube to rotate the motor tube and reorient the submerged propulsion unit with respect to the fixed head. Steering mechanisms utilizing steering arms or tillers require the operator to rotate the arm so as to rotate the motor tube. To avoid the problem of interference between the steering arm and the main outboard motor, many steering mechanisms utilizing tillers utilize a geared mechanism wherein the steering arm moves through shorter arc while the trolling motor completes a full 360 degree rotation. 
     Although widely used, such trolling motors have several associated drawbacks. Trolling motors are generally configured to propel the boat in a forward trolling direction. However, in many situations it is desirable to backtroll wherein the propulsion unit is oriented to propel the boat in a rearward or backward direction. Unfortunately, to orient the propulsion unit for backtrolling normally requires that the tiller or steering arm be extended away from the boat over the water. As a result, it is extremely inconvenient and difficult to steer the boat during backtrolling. 
     To facilitate back trolling, some trolling motors include a bolt which holds the head to the tube. To reorient the propulsion unit for backtrolling requires that the bolt be removed, that the tube and the propulsion unit be rotated 180°, and that the bolt be replaced. Because this procedure requires disassembly and reassembly of the trolling motor, this procedure is time consuming and inconvenient. Moreover, during this procedure, the bolt is often dropped, misplaced or lost. In addition to being difficult to adjust, such trolling motors also fail to provide the user with an indication of whether the propulsion unit is oriented in a forward direction or a rearward, backtrolling direction. 
     With such conventional trolling motors, the mounting mechanism commonly includes the pivot joint about which the head, the motor tube and the propulsion unit pivot to lift the trolling motor out of the water for stowing. To lift and pivot the trolling motor out of the water, the user must lean over the edge of the boat to grasp the motor tube and gain sufficient leverage. Leaning over the edge of the boat, grasping the motor tube, and lifting the motor tube and propulsion unit, is many times awkward and inconvenient. Moreover, once stowed, the head and the motor tube of the trolling motor, project into the boat where they constitute an obstruction and interfere with use of the primary outboard motor. 
     Thus, there is a continuing need for the trolling motor which is easily reindexed or adjusted to alternate between forward trolling and backtrolling, which is easy to lift out of the water and stow and which does not constitute an obstruction when stowed. 
     SUMMARY OF THE INVENTION 
     The present invention is directed to a trolling motor assembly for a boat. The trolling boat assembly includes a propulsion unit, a motor tube coupled to the propulsion unit and an elongate tubular housing adapted for being secured to the boat. The tubular housing telescopically receives the motor tube. In one preferred embodiment, the trolling motor assembly includes a first member extending along a first axis within the housing, wherein the motor tube extends along a second axis and is coupled to the first member for movement along the first member. The housing is preferably formed as a single unitary body. 
     In one exemplary embodiment, the trolling motor assembly includes a control circuit and a control wire extending from the control circuit to the propulsion unit. The assembly includes a wire management mechanism. The wire management mechanism includes a member coupled to the wire and movably coupled to the housing for movement between a first position in which the member is located distant the propulsion unit and a second position in which the member is located proximate the propulsion unit. The member is biased towards the first position. 
     The present invention is also directed to a trolling motor assembly including a trolling motor, a motor tube coupled to the motor, a steering arm, and a coupling mechanism connected to the motor assembly between the motor tube and the arm. The coupling mechanism is movable between a first position and a second position while remaining connected to the motor assembly. The coupling mechanism connects the arm to the motor tube in the first position, whereby the tube and the motor may be rotated by the arm. The coupling mechanism disconnects the arm from the motor in the second position, whereby the tube and the motor may be rotated independent of the arm. 
     The present invention is also directed to a trolling motor assembly including a propulsion unit, a motor tube having an axis and being coupled to the propulsion unit and a control unit coupled to the motor tube. The control unit includes linear actuator coupled to the motor tube for vertically raising and lowering the motor tube along its axis. 
     The present invention is also directed to a trolling motor assembly including a propulsion unit, a motor tube coupled to the propulsion unit, a linear actuator coupled to the motor tube, a steering shaft keyed to the motor tube, a steering arm and a coupling mechanism between the steering arm and the steering shaft to selectively couple the steering arm to the steering shaft. The steering shaft is keyed to the motor to correspondingly rotate the motor and to permit the motor tube to move axially relative to the steering shaft. The coupling mechanism is movable between a first position and a second position while remaining connected to the motor assembly. The coupling mechanism connects the arm to the steering shaft in the first position, whereby rotation of the arm rotates the tube and the motor. The coupling mechanism disconnects the arm from the steering shaft in the second position, whereby the steering shaft may be rotated independent of the arm. 
     In one exemplary embodiment, the coupling mechanism includes a first gear coupled to the steering arm and a second gear coupled to the steering shaft. At least one of the first and second gears moves relative to the other of the first and second gears between a first position in which the first and second gears engage one another to couple the steering arm to the steering shaft and a second position in which the first and second gears are disengaged from one another to enable the steering shaft to be rotated independent of the steering arm. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a perspective view of an exemplary embodiment of the trolling motor assembly of the present invention mounted to a boat. 
     FIG. 2 is a schematic view illustrating a propulsion unit of the trolling motor assembly of the FIG. 1 in a stowed position with the steering control arm shown in a retracted position and a telescoped position. 
     FIG. 3 is a schematic view of the trolling motor assembly of FIG. 2 illustrating the propulsion unit in a lowered trolling position for generating thrust in a first direction. 
     FIG. 4 is a schematic view of the trolling motor assembly of FIG. 3 illustrating the propulsion unit reoriented relative to the steering control arm for generating thrust in a second opposite direction. 
     FIG. 5 is a schematic top elevational view of the trolling motor assembly of FIG. 2 illustrating the steering control arm and the propulsion unit in a first position. 
     FIG. 6 is a top perspective view of the trolling motor assembly of FIG. 5 illustrating the steering control arm being pivoted to rotate the propulsion unit to a second position. 
     FIG. 7A-7E are exploded perspective views of the trolling motor assembly of FIG.  1 . 
     FIG. 8 is a fragmentary sectional view of the trolling motor assembly of FIG.  1 . 
     FIG. 9 is a sectional view of the trolling motor assembly of FIG. 8 taken along lines  9 — 9  of FIG.  8 . 
     FIG. 10 is a sectional view of the trolling motor assembly of FIG. 1 illustrating the operation of a wire management mechanism when the propulsion unit is in a lowered position and a stowed position. 
     FIG. 11 is a sectional view of the trolling motor assembly of FIG. 8 taken along lines  11 — 11 . 
     FIG. 12 is a fragmentary sectional view of the trolling motor assembly of FIG. 1 illustrating the steering control arm being uncoupled from the propulsion unit to enable the propulsion unit to be rotated independent of the steering control arm. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     FIG. 1 is a perspective view of trolling motor assembly  20  secured to boat  22 . Motor assembly  20  generally includes boat mounting mechanism  24 , housing assembly  26 , motor tube  28 , propulsion unit  30 , control unit  32  and steering control  34 . Mounting mechanism  24  is preferably clamped to boat  22  by a conventionally known clamping mechanism  36 . Boat mounting mechanism  24  releasably mounts trolling motor assembly  20  to boat  22 . Boat mounting mechanism  24  preferably mounts housing assembly  26  to boat  22 . In addition to simply mounting housing assembly  26  to boat  22 , mounting mechanism  24  also enables housing assembly  26  to be vertically adjusted relative to mounting mechanism  24  and also enables housing assembly  26  to be pivoted relative to boat  22 . 
     As will be discussed in greater detail hereafter, mounting mechanism  24  and housing assembly  26  are slidably coupled relative to one another so that housing assembly  26  and the remaining components of trolling motor assembly  20  may be vertically adjusted to accommodate different boats having different keel or boat heights. Once housing assembly  26  is appropriately positioned relative to mounting mechanism  24  and boat  22  to enable propulsion unit  30  to be lowered below the bottom of the boat for trolling and raised above the bottom of the boat for stowing, housing assembly  26  is retained in place by tightening clamping device  86  (shown in FIG.  7 E). Because propulsion unit  30  is raised and lowered independent of mounting mechanism  24 , the vertical adjustment of housing assembly  26  relative to mounting mechanism  24  is generally a one-time adjustment based upon the particular boat dimensions. 
     In addition, mounting mechanism  24  is further configured to provide tilt adjustment and to allow “break away” of housing assembly  26  upon propulsion unit  30  encountering an obstruction during forward trolling. In particular, mounting mechanism  24  enables housing assembly  26  to pivot about axis  38  along arc  40  to adjust the vertical orientation of propulsion unit  30  relative to boat  22 . As a result, the vertical orientation of housing assembly  26  and propulsion unit  30  may be adjusted to accommodate different boat transom angles to insure that motor tube  28  extends perpendicular to the water line and that propulsion unit  30  generates thrust parallel to the water line. More importantly, the ability of housing assembly  26  to pivot about axis  38  along arc  40  allows propulsion unit  30  to pivot about axis  38  when encountering an obstruction such as a stump during forward trolling to reduce damage to propulsion unit  30  from the collision. Once a desired vertical orientation is chosen, housing  26  may be fixed in place about axis  38  by tightening clamp  42 . 
     Housing assembly  26  provides a frame or base structure upon which motor tube  28 , propulsion unit  30 , control unit  32  and steering control  34  are supported. In addition, housing assembly  26  substantially encloses control unit  32  to house and protect components of control unit  32  from water and other potentially damaging elements. Housing assembly  26  generally includes vertical housing  46 , shield  48 , shroud  50  and cover  52 . Vertical housing  46  mounts to mounting mechanism  24  and telescopically receives motor tube  28  when motor tube  28  is lifted into or lowered out of housing  46  to correspondingly lift or lower propulsion unit  30 . Shield  48  mounts to vertical housing  46  and further encloses the components of control unit  32  at front  54  of trolling motor assembly  20 . Shroud  50  and cover  52  extend from the top of vertical housing  46  and shield  48  to enclose the remainder of control unit  32 . As will be described in greater detail hereafter, cover  52  nests within shroud  50  during rotation of cover  52  relative to shroud  50 . Although vertical housing  46 , shield  48 , and shroud  50  are illustrated as separate components which are movable relative to one another, vertical housing  46 , shield  48 , and shroud  50  may alternatively be integrally formed as part of a single unitary body. Furthermore, the particular contours, shapes and general dimensions of vertical housing  46 , shield  48 , shroud  50  and cover  32  of housing assembly  26  are presently preferred for aesthetic reasons. As will be appreciated, each of the components of housing assembly  26 , whether mounted to one another or integrally formed, may have various other contours, shapes, and relative dimensions while still providing the same identified functions. 
     Motor tube  28  telescopically projects from a lower end of vertical housing  46  and is fixedly mounted to propulsion unit  30  such that rotation of motor tube  28  also rotates propulsion unit  30  and such that vertical lifting or lowering of motor tube  28  also lifts or lowers propulsion unit  30 . Propulsion unit  30  comprises a conventionally known electric motor having a propeller. The motor rotatably drives propeller  58  to generate thrust. As will be appreciated, propulsion unit  30  may alternatively comprise various other well-known submergible devices or mechanisms for generating thrust. 
     Control unit  32  is substantially enclosed within housing assembly  26  and is configured to act upon motor tube  28  to control both the depth and direction of propulsion unit  30 . Control unit  32  includes linear actuator  240  (shown in FIG. 8) and coupling mechanism  62 . 
     FIGS. 2-6 illustrate various operations of control unit  32  with respect to motor tube  28  and propulsion unit  30 . As shown by FIGS. 2 and 3, linear actuator  240  vertically raises and lowers motor tube  28  and propulsion unit  30  along the axis  64  of motor tube  28 . In particular, linear actuator  240  moves motor tube  28  and propulsion unit  30  from a first position (shown in FIG. 2) in which a substantial portion of motor tube  28  is telescopically received within vertical housing  46  and in which propulsion unit  30  is positioned above a keel or floor  66  for stowing of boat  22  to a second lowered position (shown in FIG. 3) in which a substantial portion of motor tube  28  extends from vertical housing  46  and in which propulsion unit  30  is positioned below floor  66  for propelling boat  22 . Because linear actuator  240  vertically raises and lowers motor tube  28  and propulsion unit  30  along axis  64 , propulsion unit  30  may be quickly and easily raised to a stowed position without the user having to lean over boat  22  to physically lift propulsion unit  30 . In addition, because housing assembly  26  telescopically receives motor tube  28 , propulsion unit  30  can be raised to the stowed position (shown in FIG. 2) without increasing the height at which trolling motor assembly  20  extends above boat  22 . Consequently, motor assembly  20  is extremely compact when stowed, stored or transported. Furthermore, because the overall length of trolling motor assembly  20  from its top to its bottom may be reduced by simply raising propulsion unit  30 , motor assembly  20  is more easily pivoted about axis  38 . 
     Coupling mechanism  62  interconnects steering control  34  and motor tube  28 . As will be described in greater detail hereafter, coupling mechanism  62  selectively connects steering control  34  and motor tube  28 . In particular, coupling mechanism  62  moves between a first position and a second position while remaining connected to motor assembly  20 . In the first position, coupling mechanism  62  connects steering control  34  to motor tube  28 , whereby tube  28  and propulsion unit  30  may be rotated by steering control  34 . In the second position, coupling mechanism  62  disconnects steering control  34  from motor tube  28 , whereby motor tube  28  and housing unit  30  may be rotated independent of steering control  34 . As shown by FIGS. 3 and 4, coupling mechanism  62  enables motor tube  28  and propulsion unit  30  to be rotated relative to steering control  34 . Thus, as shown by FIG. 3, motor tube  28  and propulsion unit  30  may be indexed relative to steering control  34  so as to position motor tube  28  and propulsion unit  30  in a first position in which thrust is directed in a first direction as indicated by arrow  68  to propel boat  22  in a forward trolling direction, wherein the forward trolling direction can be varied by manipulation of steering control  34 . 
     As shown by FIG. 4, actuation of coupling mechanism  62  to the disengaged position to disconnect steering control  34  and motor tube  28  enables motor  28  to be rotated or reindexed relative to steering control  34 . As a result, motor tube  28  and propulsion unit  30  may be repositioned to a second position shown in FIG.  4 . In this position, propulsion unit  30  generates thrust in the direction indicated by arrow  70  to propel boat  22  in a back trolling direction. The back trolling direction may be adjusted through manipulation of steering control  34 . Thus, coupling mechanism  62  enables motor tube  28  and propulsion unit  30  to be quickly and easily adjusted to either forward trolling or reverse, backtrolling. At the same time, coupling mechanism  62  provides for such adjustment without the need to remove or disassemble components which may become dropped or lost. 
     As shown by FIGS. 5 and 6, in addition to simply connecting steering control  34  and motor tube  28 , coupling mechanism  62  further provides for an enlarged steering ratio between steering control  34  and motor tube  28 . The steering ratio is such that the movement of steering control  34  through an arc of X degrees will correspondingly rotate motor tube  28  and motor  30  by a multiple of X degrees. In the exemplary embodiment, coupling mechanism  62  preferably provides a 4 to 1 steering ratio such that to rotate housing unit  30  by a certain amount requires that steering control  34  be rotated only one-fourth of that amount. In the exemplary embodiment shown in FIGS. 5 and 6, steering control  34  is rotated from the position shown in FIG. 5 to the position shown in FIG. 6 for approximately 22.25 degrees in the direction indicated by arrow  74 . As a result, coupling mechanism  62  connecting steering control  34  and motor tube  28  causes motor tube  28  and propulsion unit  30  to be rotated approximately 90 degrees in the direction indicated by arrow  76 . Thus, coupling mechanism  62  simultaneously provides both reindexing of motor tube  28  relative to steering control  34  and provides an enlarged steering ratio between steering control  34  and motor tube  28 . Consequently, the direction of thrust generated by propulsion unit  30  can be easily adjusted without steering control  34  extending outward from boat  22  and without steering control  34  interfering with the main outboard motor of boat  22 . 
     Steering control  34  preferably comprises a steering arm having one end coupled to coupling mechanism  62 . As shown by FIG. 2, steering control  34  preferably comprises a telescopically adjustable steering arm having controls coupled to control unit  32 . As will be appreciated, steering control  34  may alternatively comprise other controlling devices such as foot-operated and hand-held remote controls. 
     FIGS. 7A through 7E are exploded perspective views of one exemplary embodiment of trolling motor assembly  20 . FIG. 7E illustrates mounting mechanism  24  in greater detail. As best shown by FIG. 7E, mounting mechanism  24  generally includes bracket  80 , clamps  82 , hinge  84 , clamps  86 , hinge pin  88 , and angular positioning clamps  90 . Bracket  80  mounts hinge  84  relative to boat  22  (shown in FIG.  1 ). Bracket  80  preferably includes two opposing halves  92  and  94  which are fastened together by fasteners such as bolts and nuts (not shown) connected within bores  96 . Alternatively, bracket  80  may be formed as a single piece or may be formed from any number of individual components secured together. Bracket  80  generally includes clamping surface  98  and threaded bores  100 . Threaded bores receive clamps  82 . Clamps  82 , of which only one is shown, each comprise a handle  101  pinned by pin  103  to a threaded shaft  102  having a head  104 . Threaded shaft  102  threadably engages threaded bore  100 . Rotation of threaded shaft moves head  104  towards and away from clamping surface  98  to clamp boat  22  therebetween. 
     Bracket  80  additionally includes bores  106  and arcuate slots  108 . Bores  106  extend through halves  92  and  94  opposite one another are configured to receive hinge pin  88 . Arcuate slots  108  each extend through halves  92  and  94  opposite one another and are configured for receiving angular clamps  90 . Slots  108  limit the extent to which trolling motor assembly  20  may be angularly adjusted relative to boat  22  and provide means by which the angular position of motor assembly  20  relative to boat  20  may be adjusted and maintained. 
     Hinge  84  comprises a member configured to interface between bracket  80  and vertical housing  46  (shown in FIGS.  7 B). Hinge  84  generally includes face plate  110  and side flanges  112 . Face plate  110  comprises a generally smooth surface against which vertical housing  46  moves. Face plate  110  includes an elongate tongue  114  along its vertical length and a pair of bores  116  on each side of tongue  114 . Tongue  114  projects into a corresponding groove  118  vertically extending along vertical housing  46  (shown in FIG.  7 B). Tongue  114  and groove  118  cooperate to guide vertical adjustment of vertical housing  46  relative to hinge  84  and mounting mechanism  24 . As will be appreciated, various other male and female aligning structures may be used for guiding and the aligning vertical movement of vertical housing  46  relative to hinge  84 . Furthermore, vertical housing  46  may alternatively include a male gender alignment member while hinge  84  may alternatively include a female gender alignment structure. 
     Bores  116  receive clamps  86  of which only one is shown for purposes of brevity. Clamps  86  slidably secure hinge  84  to vertical housing  46  at a plurality of potential locations between top  122  and bottom  124  of vertical housing  46  (shown in FIG.  7 B). In the exemplary embodiment, clamps  86 , of which only one is shown, each comprise a bolt  126  having a head slidably captured within channels  128  of vertical housing  124  and a threaded shaft extending from the head through bore  116 . A nut  130  is secured on the bolt. The head of bolt  126  is preferably noncircular and is preferably captured within channels  128  to prevent rotation of bolt  126 . As a result, once vertical housing  46  has been appropriately vertically adjusted relative to hinge  84  by sliding vertical housing  46  along tongue  114 , vertical housing  46  may be secured in place by turning nut  130  to tighten vertical housing  46  against face plate  110  of hinge  84 . 
     Side flanges  112  of hinge  84  include aligned bores  134  and aligned bores  136 . Side flanges  112  are spaced so as to fit between halves  92  and  94  with bores  134  aligned with bores  106 . Hinge pin  88  extends through bores  106  and bores  134  to pivotally connect hinge  84  to mounting bracket  80 . Hinge pin  88  is retained in place by fasteners such as e-clips, at opposite ends of hinge pin  88 . As a result, hinge  84  and the remainder of trolling assembly  20  pivot about hinge pin  88  and about axis  38  (shown in FIG.  1 ). 
     Bores  136  are located so as to align with slots  108  as hinge  84  pivots about hinge pin  88 . Bores  136  receive angular clamps  90 . Angular clamps  90  secure hinge  84  at selected angular positions about hinge pin  88  along the arc provided by slots  108 . Clamps  90  generally include threaded nuts  140 , threaded handles  142  and washers  144  (only one of handles  142  and washers  144  is shown). Threaded nuts  140  are captured within bores  136  against rotation. Nuts  140  provide threads for receiving bolts  142 . Alternatively, side flanges  112  may be provided with integrally formed internal threads. Threaded handles  142  extend through washers  144 , through slots  108  and through the threads provided by nuts  140 . Rotation of threaded handles  142  moves washers  144  to compress both portions of halves  92  and  94  about slots  108  against side flanges  112  to angularly secure and retain hinge  84  and the remainder of trolling motor assembly  20  relative to hinge pin  88 . 
     Mounting mechanism  24  mounts vertical housing  46  to boat  22 , which enables vertical adjustment of vertical housing  46  relative to boat  22  and enables angular adjustment of vertical housing  46  relative to boat  22 . As will be appreciated, mounting mechanism  24  may be simplified to provide fewer of these functions. Furthermore, mounting mechanism  24  may comprise a variety of other well-known mounting mechanisms. For example, although mounting mechanism  24  is illustrated for mounting motor assembly  20  to a transom of a boat, mounting mechanism  24  may alternatively comprise a mechanism for mounting trolling motor assembly  20  to a bow of a boat. 
     Housing assembly  26  is shown in FIGS. 7A,  7 B,  7 C. As shown by FIG. 7B, vertical housing  46  comprises an elongate tubular member configured for being mounted to mounting mechanism  24 . Vertical housing  46  is configured for closing and protecting portions of linear actuator  240  and coupling mechanism  62  of control unit  32  and configured for telescopically receiving motor tube  28 . As previously discussed, vertical housing  124  includes an elongate panel  118  configured to receive tongue  114  of hinge  84  and a pair of elongate channels  128  configured to slidably capture clamps  86 . Channel  118  and channels  128  preferably extend from the entire vertical ends of vertical housing  124  from top end  122  to bottom end  124 . Channels  118  and  128  are preferably integrally formed as part of housing  46 . Alternatively, channels  118  and  128  may be provided by separate components which are mounted to housing  124 . 
     As further shown by FIG. 7B, vertical housing  124  additionally includes a plurality of integrally formed mounting portions  150  and an elongate track  52 . Mounting portions  150  extend along the interior  154  of housing  124  and provide locations for mounting components of trolling motor assembly  20  to vertical housing  124 . Track  152  along the interior  154  of vertical housing  46  from top end  122  to bottom end  124 . Track  152  preferably comprises a T-bar integrally formed with vertical housing  124  and configured to support wire management mechanism  56  (shown in FIG.  7 B). 
     As shown by FIG. 7B, vertical housing  124  preferably has a constant cross section from top end  122  to bottom end  124 . As a result, vertical housing  46  is configured for being extruded as a single unitary body. Consequently, vertical housing  124  is simpler and less expensive to manufacture and provides a substantially imperforate unitary enclosure for protecting linear actuator  240 , coupling mechanism  62  and motor tube  28 . 
     The description of the remaining components of housing assembly  24  as well as the remaining components of trolling motor assembly  20  additionally refers to FIGS. 8-12 to illustrate portions of trolling motor assembly  20  in various selected positions. As best shown by FIGS. 7A and 8, shroud  50  of housing assembly  24  comprises a generally concave enclosure substantially spanning both vertical housing  46  and shield  26  at top end  122  of housing  46 . Shroud  50  is preferably configured to contiguously mate with the upper perimeter of shield  26  and to extend over housing  46 . Shroud  50  includes a bore  158  and a lower cavity  160  in which cover  52  rests and rotates. 
     Cover  52  comprises a generally concave enclosure fastened to coupling mechanism  62 . Cover  52  extends from within cavity  160  of shroud  50  to a location at which steering control  34  connects to coupling mechanism  62 . Cover  52  includes slot  162 , aperture  164 , slots  166  and opening  168 . As will be described in greater detail hereafter, slot  162  enables pivoting of steering control  32 . Aperture  164  and slots  166  enables motor tube  28  to be reindexed relative to steering control  34 . Opening  168  provides for wiring to steering control  34 . Overall, cover  52  cooperates with shroud  50  to house and protect control unit  32  while enabling movement of steering control  34  and coupling mechanism  62 . 
     In addition to including vertical housing  46 , shroud  50  and cover  52 , housing assembly  24  additionally includes top plate  172  (shown in FIG.  7 B and  8 ), bottom plate  174  and motor tube guide  176  (shown in FIGS.  7 C and FIG.  12 ). Top plate  172  comprises a generally flat plate configured to be mounted to top end  122  of vertical housing  124  and further configured to support the components of control unit  32  within interior  154  of housing  46  as well as above housing  46 . To this end, top plate  172  includes a plurality of apertures  178  through which fasteners  180  extend to mount top plate  172  to mounting portions  150  of housing  46 . Top plate  172  further includes recessed wire channel  181 , mounting posts  182 , and openings  189 ,  190 ,  192 ,  194  and  196 . 
     Bottom plate  174  (shown in FIGS. 7C and 12) comprises a generally flat plate configured for mounting to and sealing off the bottom end  124  of vertical housing  46 . Bottom plate  174  is preferably fastened to vertical housing  46  by fasteners  198  which extend through plate  174  and which engage mounting portions  150 . To facilitate the movement of motor tube  28 , bottom plate  174  includes opening  200 . 
     Motor tube guide  176  provides for the movement of motor tube  28  through opening  200  and seals about motor tube  28  to prevent water from entering interior  154  of vertical housing  46 . Guide  176  includes outer bushing  202 , inner bushing  204 , sleeve  206 , inner bushing  208 , outer bushing  210  and support  212 . As shown by FIG. 12, outer bushing  202  is keyed within opening  200 . Outer bushing  204  nests within outer bushing  202 . Sleeve  206  has a lower end  214  which nests within inner bushing  204  and which is keyed to inner bushing  204 . Sleeve  206  further includes an upper end  216  which nests within inner bushing  208  and which is keyed to inner bushing  208 . Inner bushing  208  rotatably nests within outer bushing  210  which is keyed to support  212 . Support  212  mounts within vertical housing  46  via fasteners  218 . Support  212  includes opening  220  which receives outer bushing  210  and which is keyed to outer bushing  210 . Bottom plate  174  and top plate  176 , along with bushings  202 ,  204 ,  208  and  210 , cooperate to rotatably support sleeve  206 . Sleeve  206  may rotate with motor tube  28  and with the repositioning of the propulsion unit  30 . Sleeve  206  further permits motor tube  28  to be lowered out of vertical housing  46  through opening  200  for lowering of propulsion unit  30 . 
     As shown by FIGS. 7B,  8  and  12 , motor tube  28  comprises an elongate, hollow tube telescopically extending through sleeve  206  out of vertical housing  46 . Motor tube  28  extends along axis  213 . Motor tube  28  is fixed in a conventionally known manner to propulsion unit  30  at a lower end  224  and is connected to both linear actuator  240  and coupling mechanism  62  at an upper end  226 . In the exemplary embodiment, upper end  26  includes connector  230  which nests within tube  28  and which is fastened to tube  28  by pins  232  (shown in FIG.  12 ). Connector  230  provides a generally annular bearing race or surface  234  and a concentric keyway  236 . Bearing surface  234  connects motor tube  28  to linear actuator  240  so that motor tube  28  may be raised and lowered while still permitting motor tube  28  to be rotated. Keyway  236  connects motor tube  28  to coupling mechanism  62  such that tube  28  may be rotated while still enabling motor tube  28  to be vertically raised and lowered. As will be appreciated, connector  230  has a variety of alternative shapes and configurations while still providing the noted functions. Furthermore, connector  230  may be omitted where corresponding structures are formed as part of upper end  226  of tube  28 . 
     FIGS. 7B,  8  and  9  illustrate linear actuator  240  in greater detail. As shown by FIG. 7B, linear actuator  240  generally includes motor  244 , pinion gear  246 , cluster gear  248 , gear  250 , washer  252 , bushings  254  and  255 , bumpers  256  and  257 , threaded shaft  258  and yoke  260 . Motor  244  comprises a conventionally known electrically driven motor having rotor  262 . Motor  244  is secured to top plate  272  by fasteners  264  such that rotor  262  projects through bore  292  and is fixed to pinion gear  246  sunk in recess  186 . As best shown by FIG. 9, pinion gear  246  rotates in meshing engagement with cluster gear  248 . Cluster gear  248  is conventionally known and includes lower larger diameter gear  268  and an upper smaller diameter gear  270 . Cluster gear  248  is rotatably mounted to top plate  272  by pin  72 . Lower gear  268  meshes with pinion gear  246  while upper gear  270  meshes with driven gear  250 . Driven gear  250  is fixed, and preferably pinned, to threaded shaft  258 . 
     Threaded shaft  258  comprises an elongate shaft extending along a substantial portion of the distance between top end  122  and bottom end  124  of vertical housing  46 . Threaded shaft  258  extends through opening  196  and is preferably pinned to driven gear  250 . Threaded shaft  258  includes an upper tapered end  276  which extends through opening  196  and which is preferably pinned to driven gear  250 . As best shown by FIGS. 7C and 12, threaded shaft  258  includes a lower end  278  which is rotatably supported within bore  280  or support  212  by bushing  255 . Bumpers  256  and  257  extend at opposite ends of threaded shaft  258  and cushion contact between yoke  260  and plates  172  and  174 , respectively. 
     Yoke  260  connects motor tube  28  to linear actuator  240 . Yoke  260  generally includes aperture  284 , bearing surface  286  and threaded bore  288 . Aperture  284  extends through yoke  260  and receives motor tube  28  such that supporting surface  234  of connector  230  rests upon and bears against bearing surface  286 . Bearing surface  286  is made of a material such that motor tube  28  and connector  230  rotate about the axis of motor tube  28  within aperture  284 . At the same time, bearing surface  286  carries connector  230  and motor  28  as yoke  260  is vertically raised or lowered. 
     Threaded bore  288  extends through yoke  260  along a second axis  289  spaced from axis  213  of motor tube  28 . Threaded bore  288  includes internal threads which engage external threads of threaded shaft  258 . 
     Linear actuator  240  operates as follows to vertically raise and lower motor tube  28  and propulsion unit  30  along axis  213  of motor tube  28 . Upon being actuated, motor tube  44  drives pinion gear  46  which drives cluster gear  248  via lower gear  268 . Upper gear  270  of cluster gear  248  rotatably drives driven gear  250  which in turn rotatably drives threaded shaft  258 . Because yoke  260  is fixed against rotation, rotation of threaded shaft  258  raises or lowers yoke  260  along axis  289  of shaft  258  depending upon the direction in which threaded shaft  258  is rotated. Yoke  260  carries connector  230  which is secured to motor tube  28 . As a result, vertical movement of yoke  260  along axis  289  of shaft  258  also correspondingly raises and lowers motor tube  28  and propulsion unit  30  along axis  213  of shaft  28 . 
     Although linear actuator  240  is illustrated as including a rotary actuator (motor  244 ) which through a gear reduction train rotatably drives threaded shaft  258  to raise and lower motor tube  28  various other well-known linear actuators such as mechanical, hydraulic, electrical or pneumatic mechanisms may be employed. For example, solenoids or hydraulic cylinders may alternatively be utilized to raise and lower yoke  260  so as to raise and lower motor tube  28  and propulsion unit  30 . 
     As further shown by FIGS. 7B,  8  and  10 , linear actuator  240  and propulsion unit  30  are selectively activated by control signals from circuit board  292  through control wires  294 . Wires  294  are managed by wire management mechanism  156 . As best shown by FIGS. 7B and 7C, wire management mechanism  156  generally includes wire clamp  296 , wire follower guide  298  and wire bias mechanism  300 . Wire clamp  296  comprises two opposing clamp halves  301  which are fixedly clamped to track  252  within interior  154  of vertical housing  46  by a pin  303  extending between the two halves. As best shown by FIG. 10, control wire  294  extends from circuit board  292  through opening  189  through top of plate  172  and through channel  181  of top plate  172  down to wire clamp  296 . Wire clamp  296  clamps and retains wire  294  against the side wall of vertical housing  46 . Clamp  296  prevents wire  294  from being pulled out of circuit board  292  as motor tube  28  and propulsion unit  30  are raised and lowered. 
     Wire follower guide  298  is coupled to wire  294  between wire clamp  296  and bias mechanism  300  and is movably supported along the vertical length of vertical housing  46 . In the exemplary embodiment, wire follower guide  298  includes an opening  302  through which wire  294  slidably extends and a channel  304  which slidably captures and receives the T-bar forming track  152 . Follower guide  298  moves from a first position as top end  122  of vertical housing  46  and distant from propulsion unit  30  to a second lower position near bottom end  124  of housing  46  and proximate to propulsion unit  30 . Follower guide  298  is biased towards the first distant position by bias mechanism  300 . 
     Bias mechanism  300  preferably biases follower guide  298  towards top end  122  and housing  46 . In the exemplary embodiment, bias section  300  includes spring bracket  306 , pivot pin  308  and constant force spring  310 . Bracket  306  mounts to a top end track  252  rotatably supports pivot pin  308 . Pivot pin  308  is a spool for retaining spring  310 . Constant force spring  310  is a coil spring having one end secured to pivot pin  308  and another end secured to follower guide  298 . In the exemplary embodiment, spring  310  includes an aperture  312  which receives the projecting pin  314  extending from follower guide  298 . As best shown by FIG. 10, bias mechanism  300  biases follower guide  298  towards top end  122  of housing  46  to take up excess slack in wire  294 . In particular, when motor tube  28  and propulsion unit  30  are lowered by linear actuator  240 , wire  294  pulls and moves follower guide  298  towards the second lower position to provide sufficient wire length for extending from wire clamp  296  through follower guide  298  and down through motor tube  28  to propulsion unit  30 . As shown by phantom in FIG. 10, the retraction of motor tube  28  and propulsion unit  30  by linear actuator  240  creates an excess amount of wire  294  within interior  154  of housing  46 . This excess amount of wire  294  is taken up by follower guide  298  which is moved to the first raised position by bias mechanism  300 . At the first raised position, follower guide  298  retains excess wire  294  along housing  46  between clamp  296  and follower guide  298 . Consequently, wire management system  156  prevents wire  294  from becoming twisted about threaded shaft  258  or motor tube  28 . 
     As shown by FIG. 10, circuit board  292  is mounted between vertical housing  46  and shield  26 . Circuit board  292  comprises a conventionally known circuit board assembly electrically configured, in a conventionally known manner, to generate control signals which are transmitted through motor  244  of linear actuator  40  and to propulsion unit  30  via wires  294 . 
     FIGS. 7A,  7 B,  8 ,  11  and  12  illustrate coupling mechanism  62  in greater detail. Coupling mechanism  62  electrically couples steering control  34  to motor tube  28  and generally includes lower gear plate  320 , bearing  322 , upper gear cover  324 , pinion gear  326 , bushing  328 , steering shaft  330 , control knob  332 , and pointer  334 . Lower gear plate  320  comprises a generally circular disk secured to top plate  172  by fasteners (not shown). Lower gear plate  320  includes outer annular shoulder  338 , opening  340 , opening  342 , and indexing structure  344 . Outer annular shoulder  338  extends about an perimeter of plate  320  and receives bearing  322 . Bearing  322  generally comprises a O-ring type bearing which is secured to shoulder  338 . Bearing  322  bears against upper gear cover  324  to enable rotation of upper gear cover  324 . 
     Upper gear cover  324  is fastened to cover  52  by fasteners  348  and is captured between lower gear plate  320  and shroud  50  for rotation along shoulder  338 . Upper gear cover  324  includes steering arm connecting portion  350 , sector gear  352  (shown in FIG.  11 ), aperture  354  and slots  356 . Connecting portion  350  connects to steering control  34  (shown in FIG.  1 ). Connecting portion  350  is preferably pivotally coupled to steering control  34  to enable vertical raising and lowering of steering control  34 . Alternatively, connecting portion  350  may be fixedly coupled or integrally formed with steering control  34 . Connecting portion  350  enables upper gear cover  324  to be rotated via steering control  34 . 
     Sector gear  352  (shown in FIG. 11) extends along an under side of cover  324  for approximately 100 degrees about the concentric center of upper cover  324 . Sector gear  352  includes teeth in engagement with pinion gear  326 . As a result, rotation of upper gear cover  324  by steering control  34  moves sector gear  352  against pinion gear  326  to rotate pinion gear  326 . In the exemplary embodiment, the teeth of sector gear  352  arcuately extend about a radius four times that of the radius of pinion gear  326 . As a result, rotation of upper gear cover  324  and sector gear  352  by steering control  34  through an arc of X degrees correspondingly rotates pinion gear  326  by 4X degrees. 
     Pinion gear  326  is fixed to steering shaft  330  by pin  360  in engagement with sector gear  352  above opening  342  and below openings  354  and  164  in covers  324  and  52 , respectively. Pin  360  projects beyond pinion gear  326  to index steering shaft  330 . Steering shaft  330  comprises an elongate shaft having an upper end portion  364  which is preferably pinned at a midpoint to pinion gear  326  and which further extends through pinion gear  326 , opening  354 , opening  164  and bore  158 . End portion  364  includes a hollow end  365  having inner threads which receive a bolt  366  to fasten control knob  332  thereto above shroud  50 . Steering shaft  330  further includes a lower portion  366  which extends along the substantial length of shaft  330  and which extends through keyway  236  of connector  230 . The outer circumference of control shaft  330  is noncircular and is preferably configured to extend through keyway  236  in a keyed relationship such that rotation of control shaft  330  correspondingly rotates connector  230  and motor tube  28  while permitting connector  232  and motor tube  28  to axially slide along steering shaft  330 . In use, rotation of steering control  34  rotates upper gear cover  324  to move sector gear  352  against pinion gear  326  to thereby rotate steering shaft  330 . Because steering shaft  330  is keyed to motor tube  28  via a connector  230 , the rotation of steering shaft  330  also rotates motor tube  28  and propulsion unit  30  to redirect the thrust generated by propulsion unit  30 . In the exemplary embodiments, sector gear  352  arcuately extends about an arc having a radius 4 times that of the radius of pinion gear  326 . As a result, the interaction between sector gear  352  and pinion gear  326  provide an enhanced steering ratio. 
     In addition to the interconnecting steering control  34  and motor tube  28  as well as providing an enhanced steering ratio, coupling mechanism  62  also selectively couples and uncouples steering control  34  to motor tube  28  while remaining connected to trolling motor assembly  20 . In particular, coupling mechanism  62  is movable between a first position (shown in FIG. 8) in which pinion gear  326  and sector gear  352  engage one another to couple steering control  34  to steering shaft  330  and motor tube  28  and to a second position (shown in FIG. 12) in which pinion gear  326  is lifted out of engagement with sector gear  352  through openings  354  and  164  to disengage pinion gear  326  and sector gear  352  to further uncouple steering control  34  from steering shaft  330  and motor tube  28 . In the second position shown in FIG. 12, steering shaft  330 , motor tube  28  and propulsion unit  30  may be rotated independent of steering control  34 . 
     As best shown by FIG. 12, actuation of coupling mechanism  62  between the first position shown in FIG.  8  and the second position shown in FIG. 12 is achieved by lifting control knob  332 , which is fastened to steering shaft  330 , in the direction indicated by arrow  370 . As a result, pinion gear  326  is lifted out of engagement with sector gear  352  through openings  354  and  164 , and pin  360  is lifted through aligned passages  361  of index structure  360 . Rotation of control knob  332 , as indicated by arrow  372 , correspondingly rotates steering shaft  330 , motor tube  28  and propulsion unit  30  relative to sector gear  352  and steering control  34 . Once appropriately reindexed or reoriented relative to steering control  34  as indicated by pointer  334 , control knob  332  is simply lowered to thereby lower pin  360  through aligned passages  361  and to move pinion gear  326  back into engagement with sector gear  352 . Aligned passages  361  index the angular positioning of motor tube  28  and propulsion unit  30  at two oppositely oriented positions 180 degrees relative to one another by preventing pin  360  from being lowered through lower gear plate  320  to thereby prevent pinion gear  326  from being lowered into engagement with sector gear  352  unless pin  360  is aligned with passages  361 . As will be appreciated, various other positions relative to steering control  34  may be provided. Thus, motor tube  28  and propulsion unit  30  may be quickly and easily adjusted between forward trolling and back trolling positions by simply lifting and turning control knob  332 . This adjustment can be performed using a single hand and does not require any disassembly or assembly of trolling motor assembly  20 . 
     FIG. 7D illustrates steering control  34  in greater detail. As shown by FIG. 7D, steering control  34  comprises a telescopic steering arm which generally includes knuckle  380 , outer handle  382 , outer handle bearing  384 , inner handle bearing  386 , inner handle  388 , handle halves  390 ,  392 , grip  394  and control mechanism  396 . Knuckle  380  is conventionally known and is hinged to connecting portion  350  of upper gear plate  324  by fasteners  398 . Knuckle  380  is further pinned to end  400  of outer handle  382 . Inner handle bearing  384  is slided into position within outer handle  382  and includes a tapered portion  402  which is pinned to inner handle  388  through hole  404  by pin  405 . Inner handle bearing  386  is pinned to outer handle  382  at hole  406  by pin  407 . As a result, inner end of  388  telescopes relative to outer handle  382 . 
     Handle halves  390  and  392  are pinned to inner handle  388  at hole  408  and are configured to house control mechanism  396 . Grip  394  fits over handle halves  390  and  392  to provide a gripping surface for gear control  34 . 
     Control mechanism  396  is selectively coupled to circuit board  292  by control wire  412 . Control mechanism  396  includes circuit boards  414 ,  416 , actuator buttons  418  and speed control knob  420 . Circuit board  414  is configured to generate control signals which are transmitted to a main circuit board  292  via control wire  412 . The control signals are further transmitted to motor  244  for raising and lowering propulsion unit  30  and for adjusting the speed of propulsion unit  30 . Circuit board  416  is electrically connected to circuit board  414  and generates control signals for turning propulsion unit  30  on or off. Actuator buttons  418  are coupled to control circuit  414  to cause control circuit  414  to generate lifting and lowering signals. Speed control knob  420  is connected to circuit board  414  in a conventionally-known manner and causes control circuit  414  to generate control signals to vary the speed of propulsion unit  30  upon being rotated. Each of the signals generated by circuit board  414  and  416  are transmitted to main circuit board  292  by control wire  412 . As further shown by FIG. 8, control wire  412  extends through the interior of steering control  34  below cover  52  and through openings  168  and  189  before being connected to main circuit board  292 . 
     Control mechanism  396  and main circuit board  292  are preferably configured to control linear actuator  240  and propulsion unit  30  in the following manner. Depressment of a lowering actuator button  418  causes circuit board  292  to actuate linear actuator  240  to lower propulsion unit  30  to its end of travel end stop. If the lowering actuator button  418  is pressed a second time while propulsion unit  30  is being lowered, linear actuator  240  will stop before propulsion unit  30  reaches its end of travel. Depressment of an up actuator button  418  causes the main circuit board  292  to actuate linear actuator  240  to raise or lift motor tube  28  and propulsion unit  30  until the up actuator button  418  is released. During retraction or deployment of propulsion unit  30 , circuit board  292  generates a signal which is transmitted to propulsion unit  30  to automatically turn off propulsion unit  30 . After the retract or deploy cycle has been completed, propulsion unit  30  will need to be turned back on. The length of travel of motor tube  28  is such that the lowest propeller of propulsion unit  30  is preferably 2 inches above the bottom or keel of the boat in a stowed position and such that the top of the propeller tip of propulsion unit  30  is preferably at least 1 inch below the bottom or keel of the boat in a deployed position. As will be appreciated, trolling motor assembly  20  may be modified to include other control routines as desired. 
     Overall, trolling motor assembly  20  solves those problems associated with conventional trolling motors. First, trolling motor assembly  20  may be easily compacted or reduced in size for stowing or storing. Because housing assembly  26  telescopically receives motor tube  28 , propulsion unit  30  can be raised to a stowed position without increasing the height at which trolling motor assembly  20  extends above the boat. Moreover, because housing assembly  26  telescopically receives motor tube  28 , housing assembly  26  better protects motor tube  28  and enables motor assembly  20  to be more easily pivoted out of the water. 
     Second, trolling motor assembly  20  enables propulsion unit  30  to be easily raised for stowing or storage and to be easily lowered for trolling. Because linear actuator  240  provides a power retraction system for raising and lowering motor tube  28  along its axis, the user does not need to extend over the edge of the boat to grasp the motor tube and pivot the motor tube and propulsion unit out of the water. As a result, the use of trolling motor assembly  20  is much more convenient. 
     Third, trolling motor assembly  20  provides for easy directional control of propulsion unit  30 . Because coupling mechanism  62  provides an enhanced turning or steering ratio, control arm  34  need only be rotated to a small extent to rotate and adjust the direction of propulsion unit  30  by a much larger extent. As a result, the direction of propulsion unit  30  may be adjusted without causing interference between steering control  34  and the boat&#39;s main outboard motor. In addition, coupling mechanism  62  enables propulsion unit  30  to be reindexed relative to steering control  34  for alternating between forward trolling or back trolling without requiring disassembly or reassembly of components. As a result, switching motor trolling assembly  20  between forward trolling and back trolling positions is more conveniently achieved since the user does not need to extend over the boat to grasp the boat tube and since there is no chance of bolts or other parts being dropped or becoming lost. Moreover, because coupling mechanism  62  includes a pointer specifically indicating the present direction of propulsion unit  30  and because coupling mechanism  62  enables the user to reindex propulsion unit  30  utilizing a single hand, the use of trolling motor assembly  20  is even more convenient. 
     As will be appreciated, trolling motor assembly  20  may have various forms and configurations. Moreover, each of the individual features of trolling motor assembly  20  may be individually modified and individually incorporated into trolling motor assemblies having other designs and configurations. 
     Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. The present invention described with reference to the preferred embodiments and sets forth in the following claims is manifestly intended to be as broad as possible. For example, unless specifically otherwise noted, the claims reciting a single particular element also encompass a plurality of such particular elements.