Patent Publication Number: US-6659817-B1

Title: Alignment system for an outboard motor

Description:
BACKGROUND OF THE INVENTION 
     1. FIELD OF THE INVENTION 
     The present invention is generally related to an alignment system for an outboard motor and, more particularly, to a pair of pliant components that automatically cause an outboard motor to become aligned with a straight ahead steering position as the outboard motor is tilted about a generally horizontal axis. 
     2. DESCRIPTION OF THE PRIOR ART 
     Many different systems and devices have been developed for supporting and retaining an outboard motor in a tilted position, relative to a transom of a marine vessel, when the outboard motor is not in use. These devices and systems are generally helpful when the outboard motor is tilted upwardly during periods when the associated boat is being transported over land or when another means of propulsion is used to cause the watercraft to move on the water. In situations when an outboard motor is not in use to propel the boat, it is commonly tilted upwardly and stored in that inoperable position for extended periods of time. 
     U.S. Pat. No. 3,693,576, which issued to Driscoll on Dec. 26, 1972, describes an outboard motor stabilizer. An elongated outboard motor prop includes a first forked end for embracingly engaging the front side of the lower end of the upstanding propeller shaft housing of an outboard motor. It is provided with a strap means for releasably securing the propeller shaft housing in the first forked end of the prop. The second end of the prop has a mounting bracket oscillatably supported therefrom for swinging of the prop relative to the mounting bracket about an axis extending transversely of the second end of the prop. The mounting bracket is in turn oscillatably supported from a mounting plate for swinging about an axis relative to the latter disposed at right angles to the first mentioned axis and the mounting plate is provided with means for at least semi-permanent securement to the rear transverse cross member of a trailer frame. This mounting of the prop enables the latter to be used as a prop in securing an associated outboard motor in a tilted position or to be swung to an out of the way position extending along and disposed behind the rear transverse frame member of the associated boat trailer. 
     U.S. Pat. No. 5,775,669, which issued to Huggins et al on Jul. 7, 1998, describes an outboard motor traveling bracket. The bracket supports an outboard motor or outdrive while being transported over the road on the stem of a boat. The bracket allows the foot or housing of the outboard motor or outdrive to be placed in such a up position so that it is not in danger of coming into contact with the surface of the roadway. The bracket also prevents excessive weight on and consequential damage to the hydraulic and manual tilt and support systems of the outboard motor or outdrive being transported. The bracket hangs from the factory drilled holes in the outboard motor clamp bracket or outdrive bracket by means of a drop bar pin secured in place by quickly and easily removable click pins. When assembled, the bracket forms a rigid support between the stem of a boat and the foot or shaft housing of the motor or outdrive being transported. 
     U.S. Pat. No. 5,979,861, which issued to Weaver on Nov. 9, 1999, describes a pivot bracket for stowing an outboard motor on a stowed dinghy. an outboard motor stow pivot bracket is disclosed for slowing a motor in a generally vertical orientation while mounted on the transom of a dinghy which itself is swung beamwise (on beam ends) from a horizontal, in-the-water position up into a generally vertical stowed position on the back of a carrier boat such as on the stem of a pleasure craft. 
     U.S. Pat. No. 5,888,109, which issued to Poll on Mar. 30, 1999, describes an outboard motor support device. The device is intended for use in securing an outboard motor to a transom of a boat which comprises a tie down bracket, a support, and a tie down strap. The tie down bracket is secured to the transom of the boat while the support is rotatably mounted to the motor such that when the motor is in an up position, the support can support can rotate about its mounting point to contact and support the motor. The tie down strap then passes behind the motor and is secured to the tie down bracket. This secures the motor between the support and the tie down strap and provides additional support. 
     U.S. Pat. No. 5,752,733, which issued to Marshall on May 19, 1998, describes an adjustable strap assembly for raising, lowering and transporting outboard motors and similar heavy bulky objects. An adjustable strap assembly is provided for raising, lowering and transporting outboard motors and similar heavy bulky objects. The adjustable strap assembly, in its preferred embodiment, requires a handle having a central tubular portion, a single strap of nylon webbing or the like oriented in a figure-8 configuration with the material of the strap passing through the tubular central portion of the handle twice so as to form an assembly having a first strap loop on one side of the handle devoid of fasteners and a second strap loop on the opposite side of the handle formed by coupling together the first and second free ends of the strap using a suitable buckle assembly. 
     U.S. Pat. No. 5,795,202, which issued to Williams on Aug. 18, 1998, describes an outboard motor support device. An outboard boat motor support device is attachable between the boat transom and the outboard motor to help the outboard motor from inflicting damaging torque to the transom mounting point during trailering or water operation. The device comprises a rigid plate fixedly attached to the transom of the boat and a support member capable of being retracted within the plate or extended from the boat to engage the lower casing of the outboard motor in a tilted position, thereby maintaining the outboard motor in the tilted position during trailering. 
     U.S. Pat. No. 5,647,781, which issued to Johnson, Sr. on Jul. 15, 1997, describes an outboard motor support. The support is intended for preventing damage from inadvertent pivoting of the motor during trailering. It includes a pair of spring-loaded locking pins for convenient placement and removal. The support is attached to the motor and boat without making modifications thereto and handles are affixed to the spring-loaded locking pins for easy manipulation. Two embodiments of the outboard motor support are provided to accommodate the different popular types of outboard motor. 
     U.S. Pat. No. 4,685,888, which issued to Brewer on Aug. 11, 1987, describes an outboard motor support. A shock arm is adapted to be mounted between a trailer and the shaft of an outboard motor attached to a boat carried by the trailer. The shock arm includes a lower member rigidly affixed to the trailer frame and an upper member having a V-shape and adapted to receive the motor shaft. Between the lower and upper ends is a shock absorbing which absorbs the shock of the motor whenever the trailer hits a bump in the road. A hydroelectric tilt mechanism may be provided as a part of the motor to return the compressed shock absorber to the normal position or a spring may be included with the shock absorber to cause it to return to the normal position. 
     U.S. Pat. No. 3,952,986, which issued to Wells on Apr. 27, 1976, describes an outboard motor support. The support is intended for use with an outboard motor in combination with a boat trailer. The motor support is pivotably attached to the trailer and has a support swingably attached to the trailer at its lower end and Y-shaped member which receives the propeller shaft housing of the outboard motor adjacent the propeller. A strap is connected through stirrups in the distal ends of the Y, holding the motor cradled in the Y. A female telescoping member is pivoted to the boat trailer and a male telescoping member is slidably received in the female member attached to the trailer frame so that the outboard motor is held in rigid position. 
     U.S. Pat. No. 3,567,164, which issued to Hakala on Mar. 2, 1971, describes an outboard motor support. The support is particularly adapted for attachment to a primary outboard motor mounted on a boat transom and which has a fixed support section with a movable support section pivotally mounted thereon having means for supporting an outboard motor. The movable support section has a lever means extending forwardly toward the boat for pivotally moving the movable support section, thereby affecting vertical movement of the outboard motor into or out of the water. A latch means is also provided for holding the movable support section and the outboard motor in a selected vertical position. Spring means are also preferably provided which connect the opposite sides of the fixed support section of the outboard motor support means to the opposite end portions of the boat transom to automatically center the outboard motor mounted thereon when the steering mechanism is unattended and maintain the boat traveling along a straight course. 
     United States patent application Ser. No. 09/777,590 (M09494) which was filed by McCoy on Feb. 6, 2001, discloses a support bracket for an outboard motor. A support bracket for an outboard motor is provided in which a support arm is pivotally attached to a transom bracket of an outboard motor to allow it to pivot upward and be captured by a latching device which is rigidly attached either to a support structure of the outboard motor or directly to its driveshaft housing. When captured within the latching device attached to the outboard motor, the support arm prevents upward or downward movement of the outboard motor and inhibits any rotation of the outboard motor about its tilt axis. The support arm also inhibits rotation of the outboard motor about its steering axis. The support mechanism therefore prevents potential damage to the outboard motor and its support brackets when the outboard motor is stored in an upwardly tilted position and subjected to shock loads. 
     The patents described above are hereby expressly incorporated by reference in the description of the present invention. 
     When outboard motors are stored in a tilted up position, for either transportation on a boat trailer or movement from one location to another on a body of water, the support structure of the outboard motor is often subjected to shock loads. The effect of the shock loads is exacerbated when the outboard motor is also rotated about its steering axis in either a port or starboard direction when the shock load occurs. This rotation of the outboard motor away from its straight ahead steering position adversely affects the nature and magnitude of the stress to which the mounting brackets of the outboard motor are subjected. It would therefore be significantly beneficial if an inexpensive and simple system could be provided that assures that the outboard motor is aligned with a straight ahead steering position and away from either a port or starboard steering position whenever the outboard motor is tilted up about its tilt axis. It would also be significantly beneficial if the system provided for this function could automatically straighten the position of the outboard motor without additional required operator intervention. 
     SUMMARY OF THE INVENTION 
     An alignment system for an outboard motor, made in accordance with the preferred embodiment of the present invention, comprises a first pliable member attachable between a first contact location and a second contact location. The first contact location is a part of the outboard motor and is rotatable with the outboard motor about a steering axis of the outboard motor. The second contact location is not rotatable with the outboard motor about the steering axis. Preferably, the second contact location is attached to the transom of a watercraft or to a transom bracket of the outboard motor. The first and second contact locations are spaced apart by a first distance when the outboard motor is attached to a boat and disposed in an operable position with the driveshaft being in a generally vertical position. It should be understood that variations from a vertical position, when the outboard motor is in an operable position, are within the scope of the present invention regarding the definition of the first distance. The first and second contact locations are spaced apart by a second distance when the outboard motor is attached to the boat and disposed in an inoperable position with the driveshaft being tilted away from the generally vertical position. When the outboard motor is in the inoperable position, the propeller of the outboard motor is raised out of the water in which the boat is being operated. When in the operable position, the propeller of the outboard motor is disposed below the surface of the water in which the boat is operated. The second distance is greater than the first distance. The first pliable member has a first length which is greater than the first distance, but equal to or less than the second distance. A first attachment component is connected to a first portion of the first pliable member. The first attachment component is attachable to the first contact location. A second attachment component is connected to a second portion of the pliable member. The second attachment component is attachable to the second contact location. 
     In a particularly preferred embodiment of the present invention, a second pliable member is attachable between a third contact location and a fourth contact location. The third contact location is part of the outboard motor and is rotatable with the outboard motor about its steering axis. The fourth contact location is not rotatable with the outboard motor. The third and fourth contact locations are analogous to the first and second contact locations, but on a different side of the outboard motor. Third and fourth attachment components are provided with respect to the second pliable member and are generally analogous to the first and second attachment components. 
     The first and second pliable members are made of a generally inelastic material in a preferred embodiment of the present invention. The belt webbing that is commonly used in the manufacture of seat belts for automobiles is an acceptable inelastic material for use in manufacturing the first and second pliable members. It should be understood that elastic material can also be used in alternative embodiments of the present invention. 
     The first and third attachment components are metal rings in a preferred embodiment of the present invention. The first and third portions, respectively, of the first and second pliant members are disposed and fastened through the metal rings which can be rigidly attached to either of the transom of the boat or the transom bracket of the outboard motor. The second and fourth attachment components are metal clamps in a preferred embodiment of the present invention. The metal clamps are used to fasten the second and fourth portions, respectively, of the first and second pliant members to the second and fourth contact locations which can be located on the port and starboard sides of a swivel head structure of the outboard motor. The first, second, third, and fourth attachment components need only be sufficiently rigid to maintain their respective portions of the associated pliable members in position at the respective contact locations. In other words, the attachment components need not be metal. They merely need to be sufficiently rigid to hold the first and second pliable members in position with respect to the contact locations. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The present invention will be more fully and clearly understood from a reading of the description of the preferred embodiment in conjunction with the drawings, in which: 
     FIG. 1 is a simplified schematic representation of an outboard motor showing its port side and one of the two pliable members of the present invention; 
     FIG. 2 is similar to FIG. 1 but with the outboard motor tilted upwardly into an inoperable position; 
     FIG. 3 is a schematic representation showing the relevant geometry of movement of various locations of the present invention; 
     FIG. 4 shows the starboard side of an outboard motor in an operable position with a pliable member disposed in a relaxed state; 
     FIG. 5 shows the outboard motor of FIG. 4, but with the outboard motor tilted upwardly into an inoperable position with the starboard pliable member stretched to a taut position; 
     FIG. 6 shows the first and second pliable members with associated attachment components; and 
     FIG. 7 shows a particularly preferred embodiment of the pliable member and attachment components of the present invention. 
    
    
     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 is a simplified schematic representation of the port side of an outboard motor  10  which is supported by a transom  12  of a marine vessel  14 . In most applications, the outboard motor has a cowl  20  that is used to cover and protect an internal combustion engine that is supported by an adaptor plate and from which a driveshaft  21  extends downwardly, through a driveshaft housing  22 , to a gearcase  24  where it is connected in torque transmitting relation with a propeller shaft on which a propeller  28  is mounted. An anti ventilation plate  30  is shown above the gearcase  24  and propeller  28 . It should be understood that the outboard motor  10  in FIG. 1 is represented in a simplified schematic manner to illustrate the basic concept of the present invention. The precise configuration of the outboard motor  10  is not limiting to the present invention. 
     In a typical application of an outboard motor, the outboard motor  10  is supported for rotation about a generally vertical steering axis  40  and for rotation about a generally horizontal tilt axis  44 . FIG. 2 is generally similar to FIG. 1, but with the outboard motor  10  tilted upward about its tilt axis  44 . 
     With continued reference to FIGS. 1 and 2, the position of the outboard motor  10  in FIG. 1 will be considered as the operable position in the description of the preferred embodiment of the present invention. The position of the outboard motor  10  shown in FIG. 2 will be considered as the inoperable position. When in the operable position shown in FIG. 1, the propeller  28  is disposed in the water with at least a portion of the propeller  28  below the level  50  of the body of water in which the boat  14  is operated and with the driveshaft  21  in a generally vertical position. When in the inoperable position, as shown in FIG. 2, the outboard motor  10  is tilted about the tilt axis  44  to raise the propeller  28  above the surface  50  of the body of water in which the boat  14  is operated. When in the inoperable position, the driveshaft  21  is tilted away from the generally vertical position shown in FIG.  1 . In many applications of outboard motors, the driveshaft  21  is generally parallel to the steering axis  40 . The driveshaft  21 , which is contained within the driveshaft housing  22 , extends between the crankshaft of the internal combustion engine under the cowl  20  and a forward end of the propeller shaft, within the gearcase housing  24 , to which the propeller  28  is attached. 
     With continued reference to FIGS. 1 and 2, a first pliable member  60  is attachable between a first contact location  61  and a second contact location  62 . The first contact location  61  is attached to the outboard motor  10  and is rotatable with the outboard motor  10  about the steering axis  40 . The second contact location  62  is not rotatable with the outboard motor  10  about the steering axis  40 . In a preferred embodiment of the present invention, the second contact location  62  can be attached directly to the transom  12 , formed as a part of the transom bracket  64 , or shaped to be retained between the transom  12  and the transom bracket  64 . The first and second contact locations,  61  and  62 , are spaced apart by a first distance D 1  when the outboard motor  10  is attached to a boat  14  and disposed in an operable position, such as that shown in FIG. 1, with the driveshaft  21  being in a generally vertical position. The first and second contact locations,  61  and  62 , are spaced apart by a second distance D 2 , as shown in FIG. 2, when the outboard motor  10  is attached to the boat  14  and disposed in an inoperable position with the driveshaft  21  being tilted away from the generally vertical position shown in FIG.  1 . The first pliable member  60  is located on the port side of the outboard motor  10 , as illustrated in FIGS. 1 and 2. It should be understood that a similarly configured second pliable member is similarly attached to third and fourth contact locations on the starboard side of the outboard motor  10 . The third and fourth and contact locations are situated similarly to the first and second contact locations,  61  and  62 . When the outboard motor  10  is tilted into the inoperable position shown in FIG. 2, both the first and second pliable members are extended into a generally straight configuration. This can be compared to the relaxed condition of the first pliable member  60  illustrated in FIG.  1 . Although the starboard side of the outboard motor  10  is not shown in FIGS. 1 and 2, it should be understood that the first and second pliable members are intended to be shaped similarly to each other and attached in a similar manner on opposite sides of the outboard motor. 
     In order to more clearly understand the operation of the present invention, FIG. 3 shows the relative positions of the tilt axis  44  and the first and second contact locations,  61  and  62 . The first contact location is shown in two different positions which are identified by reference numerals  61 A and  61 B. Since the first contact location  61  rotates with the outboard motor  10  about the tilt axis  44 , all potential positions of the first contact location must lie on the circle  70  which defines all the positions of equal distance from the tilt axis  44 . The first distance D 1 , as described above, is the distance between the first and second contact locations when the outboard motor is in the operable position illustrated in FIG.  1 . The second distance D 2  is the distance between the first and second contact locations,  61  and  62 , when the outboard motor  10  is tilted upwardly into an inoperable position as illustrated in FIG.  2 . The second distance D 1  is greater than the first distance D 1 . The first pliable member has a first length L 1  which is greater than the first distance D 1  but less than or equal to the second distance D 2 . 
     With reference to FIGS. 1-3, it can be seen that the second contact location  62  is not coincident with the tilt axis  44 . As a result, rotation of the first contact location  61  about the tilt axis  44 , in conjunction with the outboard motor  10 , will change the distance between the first and second contact locations,  61  and  62 , from D 1  to D 2 . When the outboard motor  10  is in the operable position shown in FIG. 1, the first pliable member  60  is in a relaxed condition and not stretched to a taut position. 
     When the outboard motor  10  is rotated upwardly into the inoperable position shown in FIG. 2, the distance between the first and second contact locations,  61  and  62 , increases to that which is generally equal to the length L 1  of the first pliable member  60 . Since the first length L 1  is equal to or less than the second distance D 2 , the first pliable member  60  is stretched to a taut condition. 
     It should be understood that although only the first pliable member  60 , which is located on the port side of the outboard motor  10 , has been described in conjunction with FIGS. 1-3, the second pliable member is similarly shaped and connected, but on the starboard side of the outboard motor. Both the first and second pliable members operate similarly and perform similar functions in coordination with each other. 
     In operation, the first and second pliable members are extended from the relaxed positions shown in FIG. 1 to the taut position shown in FIG. 2 as the outboard motor  10  is tilted upwardly from the operable position of FIG. 1 to the inoperable position of FIG.  2 . If the outboard motor  10  is leaning in either a starboard or port direction because of a partial rotation about the steering axis  40 , the pliable member on the opposite side of the outboard motor  10  will become taut, prior to the other pliable member, because of the partially rotated position of the outboard motor about its steering axis  40 . That pliable member will exert a force on the outboard motor when that pliable member reaches its extended length. That force will automatically cause the outboard motor  10  to rotate about its steering axis  40  toward a more straight ahead steering position. Eventually, when the outboard motor  10  is fully tilted about its tilt axis  44 , both pliable members will be stretched to their taut positions and the outboard motor  10  will be aligned in a straight ahead position. This alignment occurs naturally as the outboard motor  10  is tilted or trimmed upwardly from the operable to the inoperable positions without additional involvement of the operator of the marine vessel. The two pliable members work in conjunction with each other to align the outboard motor  10  regardless of where the outboard motor was originally positioned prior to the tilting procedure. 
     If the boat  14  is moved while the outboard motor  10  is in the upwardly tilted position shown in FIG. 2, the aligned position of the outboard motor will lessen the potentially damaging stresses that would otherwise be caused by the outboard motor being rotated about its steering axis  40  in either a port or starboard direction. As a result, the stresses on the brackets that support the outboard motor  10  are reduced from what they would otherwise be. This is particularly important if the outboard motor support structure is subjected to impact loads, either while the boat  14  is being transported or while the operator of the marine vessel moves the boat  14  from one fishing position to another. 
     FIGS. 4 and 5 show the starboard side of the outboard motor  10  in views that are more detailed than those shown in FIGS. 1 and 2. The second pliable member  160  is attachable between a third contact location  161  and a fourth contact location  162 . The third contact location  161  is attached to the outboard motor  10  (e.g. a swivel head) and is rotatable with the outboard motor about the steering axis  40 . The fourth contact location  162  is not rotatable with the outboard motor about the steering axis. In all substantive respects, the first pliable member  60  and the second pliable member  160  are generally identical. Similarly, the first and third contact locations,  61  and  161 , and the second and fourth contact locations,  62  and  162 , are generally similar in structure, location, and function to each other. FIG. 4 shows the outboard motor in its operable position while FIG. 5 shown the outboard  10  in the inoperable position with the driveshaft (not shown in FIGS. 4 and 5) being tilted away from its generally vertical position that it occupies when the outboard motor  10  is in the operable position shown in FIG.  4 . 
     FIG. 6 shows the pliable members,  60  or  160 , with their first and second, and third and fourth, respectively, attachment components connectable with them. It should be understood that many different types of attachment components can be used to connect the first  60  and second  160  pliable members to their respective contact locations. Any suitable attachment components can be used as long as the first and second pliable members are held in place at their respective ends so that the outboard motor  10  is aligned dynamically when it is tilted upwardly about the horizontal tilt axis  44 . 
     In the particular embodiment shown in FIG. 6, the first attachment component is a clamp-like device  200  that allows an end  202  of the pliable member to be attached to a portion of the outboard motor  10 , such as the swivel head of the outboard motor. The other end  204  of the pliable members can be looped through a ring-like portion  206  of the second attachment component  210 . It should be understood that many types of connection devices can be used to hold the respective ends of the first and second pliable members,  60  and  160 , at their respective attachment locations. 
     FIG. 7 shows a particularly preferred embodiment of the present invention that is slightly different from the embodiment shown in FIG. 6. A first pliable member  60  is shown. It should be understood that an identical second pliable member  160  would be used on an opposite side of the outboard motor, as discussed above. 
     The first attachment component  62  is attachable to a transom of a boat, by the use of the bolt  300 , the washer  302 , and the nut  304 . The ring-like portion  206  is shaped to retain a first loop  320 . A metallic device  308  has a slot  310  formed to retain a second loop  322  of the pliable member. The metallic device  308  can be attached to the outboard motor by inserting a fastener through hole  306 . 
     The embodiment shown in FIG. 7, employs loops,  320  and  322 , that are formed by folding the belt webbing material of the pliable member over on itself and sewing the overlapping portions together, in a manner generally known to those skilled in the art. 
     With reference to FIGS. 1-7, the present invention provides first and second pliable members,  60  and  160 , which are attached between a location on the outboard motor  10  (e.g. a swivel head) which is rotatable with the outboard motor  10  about its steering axis  40  and a location, typically attached to the transom or transom bracket, which is not rotatable with the outboard motor  10  about the steering axis  40 . These contact locations on the outboard motor and the transom are spaced apart by a first distance D 1  when the outboard motor  10  is attached to a boat  14  and disposed in an operable position with its driveshaft  21  in a generally vertical position. The two contact locations are spaced apart by a second distance D 2  when the outboard motor  10  is attached to the boat  14  and disposed in an inoperable position with the driveshaft  21  being tilted upward about its tilt axis  44  away from the generally vertical position. The second distance is greater than the first distance and the length of each pliable member is generally greater than the first distance, but less than or equal to the second distance. The first and second pliable members,  60  and  160 , can be inelastic (e.g. belt webbing as used in seat belts) or, alternatively, elastic but sufficiently rigid to exert an aligning force on the outboard motor. The first and second pliable members of the present invention are generally identical to each other, but used on port and starboard sides of the outboard motor  10 . 
     Although the present invention has been described in particular detail and illustrated to show a preferred embodiment, it should be understood that alternative embodiments are also within its scope. The inelasticity or elasticity of the first and second pliable members are not limiting to the present invention. Similarly, the precise type of attachment component used to attach the ends of the first and second pliable members to the transom or transom bracket and to the outboard motor are not limiting to the present invention.