Patent Abstract:
An outboard motor includes a cowling substantially enclosing an engine therein. A tilt and trim mechanism includes a manually-actuable tilt switch for controlling tilt and trim of the motor. Both the port and starboard sidewalls of the cowling have apertures formed therethrough. The apertures are sized and configured to accomodate a tilt switch. In one embodiment, a tilt switch is arranged in one aperture and a plug is arranged in the other aperture. In another embodiment, tilt switches are arranged in both apertures.

Full Description:
PRIORITY INFORMATION  
         [0001]    This application is based on and claims priority to Japanese Patent Application No. 2000-215163, filed Jul. 14, 2001, the entire contents of which are hereby expressly incorporated by reference.  
         BACKGROUND OF THE INVENTION  
         [0002]    1. Field of the Invention  
           [0003]    The present invention generally relates to a tilt and trim control and an associated cowling arrangement for a marine drive, and more particularly relates to the placement of a tilt and trim control switch on an outboard motor cowling.  
           [0004]    2. Description of the Related Art  
           [0005]    Outboard motors are often powered by internal combustion engines. The engine is typically positioned within a substantially enclosed cowling. The engine is generally vertically arranged, so that a crankshaft thereof may extend downwardly in driving relation with a water propulsion device of the motor, such as a propeller. In order to balance the motor, and because of space considerations, the engine is arranged with a crankcase of the engine facing in the direction of a watercraft to which the motor is mounted (i.e., positioned on a front side of the engine) and with the cylinder head positioned on an end of the engine facing away from the watercraft (i.e., positioned on a rear side of the engine).  
           [0006]    A hydraulic tilt and trim system often supports and adjusts the trim position of a large outboard motor (e.g., 150 hp or greater). The tilt and trim system typically includes hydraulic actuators that operate between a clamping bracket, which is attached to the watercraft, and a swivel bracket that supports the outboard motor. A pivot pin connects the swivel and clamping brackets together. The actuators cause the swivel bracket to pivot about the axis of the pivot pin relative to the stationary clamping bracket.  
           [0007]    In order to control the tilt and trim system, a manually operated tilt switch can be provided in or on the outboard motor cowling. The tilt switch controls operation of the tilt and trim system. In prior references, such as in Japanese Patent No. 2960205, a single tilt switch is provided and allows an operator to actuate the switch from a position outside of the cowling. The tilt switch is affixed to only one of the starboard or port sides of the cowling.  
           [0008]    Demand for improved watercraft performance and increased outboard motor power has grown in recent years. In order to create more powerful outboard motors, larger engines are being used. Of course, a larger engine needs a larger cowling. Such large cowlings have made operation of the tilt switch more complicated because an operator must move to a side of the watercraft in order see and operate the tilt switch, which is affixed to only one side of the cowling. This is inconvenient.  
           [0009]    In order to further increase power, some watercraft employ a pair of outboard motors mounted side-by-side on a transom of the watercraft. When a pair of outboard motors are mounted side-by-side in this manner, a space between the adjacent motors becomes narrow, expecially if the mtors are large. As discussed above, the tilt switch is typically arranged in or on only one side of the cowling. As such, the tilt switch of at least one of the outboard motors is located within the narrow space between the motors. Accessing and operating this tilt switch can be very difficult.  
         SUMMARY OF THE INVENTION  
         [0010]    A need therefore exists for an improved tilt switch and cowling arrangement for an outboard motor, which arrangement will reduce the complexity and increase the convenience of accessing a manually-operated tilt switch in order to operate the tilt and trim system.  
           [0011]    In accordance with one aspect of the present arrangement, an outboard motor for attachment to a transom of a watercraft is provided. The outboard motor comprises a power head comprising an engine substantially enclosed within a cowling, a driveshaft housing depending from the power head, and a propulsion device driven by the engine,. A tilt and trim mechanism moves the outboard motor between a raised position and a lowered position relative to the watercraft. A tilt/trim contol switch controls the tilt and trim mechanism. At least two tilt/trim control switch apertures are formed through the cowling. Each of the apertures is sized and configured to receive the tilt/trim control switch. The tilt/trim control switch is positioned in one of the apertures.  
           [0012]    In accordance with another aspect of the present arrangement, a watercraft power system is provided comprising two outboard motors adapted to be mounted side by side on a transom of a watercraft. Each of the outboard motors comprises a power head having an engine at least partially enclosed by a cowling. A driveshaft housing depends from each power head; a propulsion unit is driven by each engine; and a tilt and trim mechanism is provided for raising and lowering the associated motor relative to the transom of the watercraft. The tilt and trim mechanism comprises a manually operable control switch arranged on a side of the cowling. The switch for each motor is positioned on a side of the cowling facing away from the other motor.  
           [0013]    These and other aspects of the present invention will become readily apparent to those skilled in the art from the following detailed description of the preferred embodiments, which refers to the attached figures. The invention is not limited, however, to the particular embodiments that are disclosed. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0014]    These and other features, aspects and advantages of the present invention will now be described with reference to the drawings of preferred embodiments, which are intended to illustrate and not to limit the invention. The drawings comprise five figures.  
         [0015]    [0015]FIG. 1 is a side elevational view of an outboard motor configured in accordance with a preferred embodiment of the present tilt and trim system arrangement, and includes phantom lines showing the outboard motor in a partially raised position and a fully raised position.  
         [0016]    [0016]FIG. 2 is a perspective view showing a watercraft having a pair of outboard motors mounted side-by-side on a transom thereof.  
         [0017]    [0017]FIG. 3 is a top plan view of the power head of the outboard motor of FIG. 1 showing certain engine components in phantom.  
         [0018]    [0018]FIG. 4 is a cross-sectional partially cut-away view of the cowling of the outboard motor of FIG. 1 taken along line  4 - 4  of FIG. 3.  
         [0019]    [0019]FIG. 5 is an inner side view of a switch unit taken along line  5 - 5  of FIG. 4 and showing some components in phantom.  
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0020]    With reference first to FIGS.  1 - 3 , an overall construction of an outboard motor  30  that employs a tilt and trim control and cowling arrangement configured in accordance with certain features, aspects and advantages of the present invention will be described. The tilt and trim arrangement has particular utility in the context of a marine drive such as an outboard motor, and thus is described in the context of an outboard motor. The principles of the present arrangement, however, can be used with other types of marine drives.  
         [0021]    In the illustrated arrangement, the outboard motor  30  comprises a drive unit  32  that includes a power head  34 , a driveshaft housing  36  and a lower unit  38 . The power head  34  is disposed atop the drive unit  32  and includes an internal combustion engine  40  that is positioned within a protective cowling  42  that preferably is made of plastic. Preferably, the protective cowling  42  defines a generally enclosed cavity  44  in which the engine  40  is disposed. The protective cowling assembly  42  preferably comprises a top cowling member  48  and a bottom cowling member  50 .  
         [0022]    The top cowling member  48  preferably is detachably affixed to the bottom cowling member  50  by a coupling mechanism so that a user, operator, mechanic or repair person can access the engine  40  for maintenance or for other purposes. The bottom cowling member  50  has front and rear walls  52 ,  54  and port and starboard sidewalls  56 ,  58  configured to correspond with the walls of the top cowling member  48 . A seal member  60  (see FIG. 4) is disposed between the top and bottom cowling members  48 ,  50  to prevent water intrusion therebetween.  
         [0023]    The engine  40  is placed onto a tray portion of the bottom cowling member  50 . The tray portion has an opening through which burnt charges (e.g., exhaust gases) from the engine  40  are discharged. The engine in the illustrated embodiment is of the six cylinder, four-cycle variety and is arranged with its cylinders in a “V” fashion. In this arrangement, the engine  40  has a cylinder block  62  having first and second cylinder banks  64 ,  66 .  
         [0024]    The cylinder banks  64 ,  66  define a valley  68  between them. The valley  68  faces away from a watercraft  70  to which the motor  30  is attached. Each bank  64 ,  66  preferably defines three generally horizontally disposed cylinders  72  which are generally vertically spaced from one another. Each cylinder  72  has a combustion chamber  74  defined in the space between the cylinder  70 , a corresponding cylinder head assembly  76 , and a piston  80 , which is moveably positioned in the cylinder  72 .  
         [0025]    As used in this description, the term “horizontally” means that the subject portions, members or components extend generally parallel to the water line  103  when the drive unit  32  is not tilted and is placed in the position marked “A” in FIG. 1. The term “vertically” means that portions, members or components extend generally normal to those that extend horizontally. The terms “forward,” “forwardly” and “front” mean at or to the side where the watercraft  70  is located, and the terms “rear,” “reverse,” “backwardly” and “rearwardly” mean at or to the opposite side of the front side, unless indicated otherwise or otherwise readily apparent from the context use.  
         [0026]    The illustrated engine  40  merely exemplifies one type of engine that can be used in combination with certain aspects and features of the present arrangement. Engines having other number of cylinders, having other cylinder arrangements (e.g., an in-line arrangement), and operating on other combustion principles (e.g., crankcase compression two-stroke or rotary) also can be used.  
         [0027]    With reference to FIG. 3, a crankcase member  82  engages the cylinder banks  64 ,  66  to define a crankcase chamber  86  together with the cylinder banks. A crankshaft or output shaft  86  extends generally vertically through the crankcase chamber  86  and is journaled for rotation by several bearing blocks in a suitable arrangement. Connecting rods  88  couple the crankshaft  86  with the respective pistons  80  in a well-known manner. Thus, the crankshaft  86  can rotate with the reciprocal movement of the pistons  80 .  
         [0028]    In the illustrated engine  40 , the pistons  80  reciprocate between top dead center and bottom dead center. When the crankshaft  86  makes two rotations, the pistons  80  generally move from top dead center to bottom dead center (the intake stroke), from bottom dead center to top dead center (the compression stroke), from top dead center to bottom dead center (the power stroke) and from bottom dead center to top dead center (the exhaust stroke).  
         [0029]    With specific reference again to FIGS. 1 and 2, the driveshaft housing  36  depends from the power head  34  and supports a driveshaft  90  which is coupled with the crankshaft  86  and which extends generally vertically through the driveshaft housing  36 . The driveshaft  90  is journaled for rotation and is driven by the crankshaft  86 .  
         [0030]    The lower unit  38  depends from the driveshaft housing  36  and supports a propulsion shaft  92  that is driven by the driveshaft  90 . The propulsion shaft  92  extends generally horizontally through the lower unit  38  and is journaled for rotation. A propulsion device is attached to the propulsion shaft  92 . In the illustrated arrangement, the propulsion device is a propeller  94  that is affixed to an outer end of the propulsion shaft  92 . The propulsion device, however, can take the form of a dual counter-rotating system, a hydrodynamic jet, or any of a number of other suitable propulsion devices.  
         [0031]    A transmission  96  preferably is provided between the driveshaft  90  and the propulsion shaft  92 , which lie generally normal to each other (i.e., at a 90° shaft angle), to couple together the two shafts  90 ,  92  through bevel gears. The outboard motor  30  has a clutch mechanism that allows the transmission  96  to change the rotational direction of the propeller  94  among forward, neutral or reverse.  
         [0032]    A bracket assembly  100  connects the drive unit  32  to a transom  102  of the associated watercraft  70  to support the outboard motor  30  thereon and to place the propulsion device in a submerged position when the watercraft  70  is resting on the surface  103  of a body of water. The bracket assembly  100  preferably comprises a swivel bracket  104 , a clamping bracket  106 , a steering shaft  108  and a pivot pin  110 .  
         [0033]    The steering shaft  108  typically extends through the swivel bracket  104  and is affixed to the drive unit  32  by top and bottom mount assemblies  112 . The steering shaft  108  is pivotally journaled for steering movement about a generally vertically extending steering axis defined within the swivel bracket  104 . The clamping bracket  106  comprises a pair of bracket arms that are spaced apart from each other and that are affixed to the watercraft transom  102 .  
         [0034]    The pivot pin  110  completes a hinge coupling between the swivel bracket  104  and the clamping bracket  106 . The pivot pin  110  extends through the bracket arms so that the clamping bracket  106  supports the swivel bracket  104  for pivotal movement about a generally horizontally extending tilt axis defined by the pivot pin  110 . The drive unit  32  thus can be tilted or trimmed about the pivot pin  110  through a continuous range of trim positions. For example, as shown in FIG. 1, the drive unit  32  can be tilted in an upward direction from a non-tilted position (position “A”) to a partially raised position (position “B”) or can be fully tilted up and out of the water (position “C”) for storage or transport. Typically, the term “tilt movement”, when used in a broad sense, comprises both a tilt movement and a trim adjustment movement.  
         [0035]    A hydraulic tilt and trim adjustment system  120  preferably is provided between the swivel bracket  104  and the clamping bracket  106  for tilt movement (raising or lowering) of the swivel bracket  104  and the drive unit  32  relative to the clamping bracket  106 . The hydraulic tilt and trim adjustment system  120  includes a hydraulic cylinder  122  that is driven by a hydraulic fluid motor (not shown). The hydraulic motor preferably includes a pump that pressurizes hydraulic fluid for delivery to the cylinder. A reversible electric motor drives the pump. By reversing the direction in which the pump is run, the cylinder  122  is either extended or retracted in order to raise or lower the drive unit.  
         [0036]    It is to be understood that any of a variety of conventional hydraulic circuits or arrangements can be used for and with the tilt and trim adjustment system  120 . It also is to be understood that various mechanisms other than the illustrated hydraulic tilt and trim system  120  can be appropriately used in connection with this embodiment.  
         [0037]    A tilt and trim actuator switch  124  controls the tilt and trim adjustment system so as to effect tilt and trim movement of the outboard motor  30 . Preferably, the tilt and trim switch  124  is positioned on a side of the power head  34 , as shown in FIG. 2.  
         [0038]    With reference to FIGS. 3 and 4, apertures  130 ,  131  are formed through both the port sidewall  56  and the starboard sidewall  58  of the bottom cowling portion  50  at positions preferably generally forwardly of the driveshaft  90  of the engine  40 . The port and starboard apertures  131 ,  130  are advantageously substantially identical to each other. With specific reference to FIGS. 4 and 5, a switch unit  132  is positioned at least partially within the starboard aperture  130 . The switch unit  132  comprises a tilt switch  134  and a support unit  136 . An electric wire  138  is connected with the switch unit  132 .  
         [0039]    The tilt switch  134  comprises a switch body  140  and a switch base portion  142 . The switch body  140  preferably comprises a three-position switch having a first, second and neutral position. Placing the switch in the first position electrically signals the electric motor to operate so that the tilt and trim system  120  raises the outboard motor  30 . Conversely, placing the switch in the second position electrically signals the electric motor to operate so that the tilt and trim system  120  lowers the motor  30 . The neutral position does not prompt any change in the tilt and trim position.  
         [0040]    Of course, other types of switches and other switch control strategies can be used. For example, a control switch may have multiple settings in order to allow both fast-moving rough tilt and trim adjustment and relatively slow-moving fine trim adjustment. Also, the tilt switch can be configured for one-touch operation between various pre-set tilt and trim positions. Other types of switches that can be acceptably used include toggle switches, push-button switches, rotatable switches, etc.  
         [0041]    With continued reference to FIGS. 4 and 5, the support unit  136  holds the tilt switch  134  securely in place within the associated aperture  130 . The support unit  136  comprises a seal member  144 , such as an o-ring, that surrounds at least a portion of the switch base  142  and also contacts the starboard sidewall  58 . A mount back  146  contacts both the switch base  142  and the seal member  144 , and is held in place by a spring plate  148 . A pair of fasteners  150  engage the spring plate  148  and extend into bosses  152  formed in the sidewall  58  so as to securely hold the spring plate  148  in place. The spring plate  148  urges the mount back  146  against the switch base  142  and seal member  144  so as to hold the switch unit  132  securely in place and to establish a water seal with the cowling sidewall  58 . In this manner, water that may splash against an outside surface of the cowling  42  and the switch  124  will not intrude into the cowling through the aperture  130 .  
         [0042]    In the illustrated embodiment, the switch unit  132  is installed so that the tilt switch  134  is recessed somewhat from the outer surface of the cowling  42 . This configuration guards against inadvertent actuation of the switch. It is to be understood that the tilt switch  134  can be arranged with any desirable recess distance. It is also to be understood that, in some embodiments, the tilt switch can be installed so as to protrude somewhat from the aperture  130 . Such installation can ease access to the switch.  
         [0043]    As discussed above, the port sidewall aperture  131  is substantially the same size as the starboard sidewall aperture  130 . In one embodiment shown in solid lines in FIG. 4, a plug unit  160  is positioned in the aperture  131  instead of a switch unit. The plug unit  160  includes a plug  162  that substantially fills the aperture  131 , but does not necessarily trigger any function of the outboard motor  30 . The plug unit  160  also includes a support unit  136   a  having structure similar to the starboard support unit  136 . In this manner, the plug unit  162  fills and seals the port aperture  131  so that water does not intrude into the cowling through the aperture  131 .  
         [0044]    With continued reference to FIG. 4, another embodiment is illustrated wherein a tilt switch  134   a  (shown in phantom lines) is positioned in the port aperture  131 . In this embodiment, a switch unit  132   a  having substantially the same structure as the starboard switch unit  132  discussed above is placed at the port aperture  131  so that tilt switches are arranged on both sides of the motor  30 . As such, the tilt and trim of the motor can be adjusted by actuating either tilt switch. Thus, operation of the tilt and trim system  120  is easier because the operator simply actuates whichever tilt switch  124  is more convenient.  
         [0045]    It is to be understood that, in still further embodiments, a tilt swith can be arranged at one aperture, and any of various actuators and switches for other outboard motor functions can be arranged in the aperture that is not occupied by the tilt switch. For example, in one embodiment, an engine kill switch can be positioned in one aperture while a tilt switch is positioned in the other aperture.  
         [0046]    The construction of the switch unit  132  and the plug unit  160  allows each unit to be removed from its aperture  130 ,  131  and installed at the opposing aperture. Thus, the present tilt switch arrangement provides increased manufacturing and customization versatility by allowing the tilt switch  124  to be movable to a side more convenient for or more desirable to a user.  
         [0047]    Arranging the apertures through the port and starboard sidewalls  56 ,  58  of the bottom cowling  50  is especially advantageous because there are relatively few components in this area of the outboard motor  30 . Accordingly, the same wiring harness  138  can be used even when the switch unit  132  is moved from one aperture to another aperture because interference from other engine components will not prevent repositioning and moving of the wire  138  in the area of the bottom cowling member  50  forwardly of the crankshaft  86 . Further, as discussed above, the top cowling member  48  can be removed for convenient access to components enclosed therewithin. Since the switch unit  132  is mounted at the bottom cowling member  50 , the associated electric wire  138  does not interfere with removal of the top cowling member  48 .  
         [0048]    As discussed above and shown in FIG. 2, it is common for a pair of outboard motors  30   p,    30   s  to be mounted side-by-side on the transom  102  of a watercraft  70  in order to increase the power available to the watercraft. If the two outboard motors both had tilt switches arranged on the same side, such as, for example, the starboard side, the tilt switch  124  on one of the outboard motors, (i.e., the starboard motor  30   s ) would be easily accessible; however, the tilt switch  124  on the other motor (i.e. the port motor 30   p ) would be positioned immediately adjacent the port side of the starboard motor  30   s.  As discussed above, there is a narrow passage between the motors  30   p,    30   s.  Thus, it may be very difficult to access and actuate the port motor&#39;s tilt switch.  
         [0049]    The present tilt system and cowling arrangement allows the tilt switch  124  of the port motor  30   p  to be on the port side of the motor and the tilt switch  124  of the starboard motor  30   s  to be on the starboard side of the motor. Thus, both tilt switches  124  are easily accessible.  
         [0050]    Although this invention has been disclosed in the context of certain preferred embodiments and examples, it will be understood by those skilled in the art that the present invention extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the invention and obvious modifications and equivalents thereof. In addition, while a number of variations of the invention have been shown and described in detail, other modifications, which are within the scope of this invention, will be readily apparent to those of skill in the art based upon this disclosure. It is also contemplated that various combinations or subcombinations of the specific features and aspects of the embodiments may be made and still fall within the scope of the invention. Accordingly, it should be understood that various features and aspects of the disclosed embodiments can be combined with or substituted for one another in order to form varying modes of the disclosed invention. Thus, it is intended that the scope of the present invention herein disclosed should not be limited by the particular disclosed embodiments described above, but should be determined only by a fair reading of the claims that follow.

Technology Classification (CPC): 1