Patent Abstract:
An outboard motor mounting apparatus for outboard motors that control the outboard motor propeller thrust line angle of attack through a larger range than is currently available in practice today, including afterplanes (hydrodynamic lifting surfaces) in order to create boat stern lift. The afterplanes move to provide lift with a trimmable hinged portion in combination with movement of the outboard motor propeller thrust line.

Full Description:
BACKGROUND 
     Technical Field 
     The present disclosure pertains to the control of marine vessels and, more particularly, to a mounting apparatus for outboard motor propelled watercraft that increases trim control capabilities. 
     Description of the Related Art 
     Watercraft driven by outboard motors typically have the outboard motor mounted to the transom at the stern of the boat.  FIGS. 1-3  illustrate a known watercraft, in this case an outboard boat  50  having a hull  52  with a transom  54  at the stern  56  of the boat  50 . Attached to the transom  54  is a thrust generator in the form of an outboard motor  58 . The outboard motor  58  is typically mounted to the transom  54  with an integral mounting bracket  60 , all of which is well known and will not be described in detail herein. 
     Bow rise is a common problem with marine outboard powered planing boats. As the thrust of the outboard motor  58  first pushes the stern  56  of the boat  50  forward, and the boat starts to proceed up onto plane, the stern squats in the water  62  relative to the bow  64 , as shown in  FIG. 3 . As the boat  50  continues to transition onto plane under increased power from the outboard motor  58 , the bow  64  may rise further, causing obstruction to visibility, as shown in  FIG. 3 . 
     To mitigate this common problem, outboard powered boats and outboard motors have features designed to improve transom lift. Outboard powered boats have transoms fabricated or molded at a predetermined angle to the boat&#39;s keel. This angle to the keel line is typically fixed at ten to fifteen degrees greater than perpendicular, with the top of the transom being further aft than the transom&#39;s intersection with the keel. Additionally, outboard motors have a pre-determined level of minimum propeller trim where the outboard motor is trimmed firmly up against its integral mounting bracket, mounted to the boat&#39;s transom. In conjunction with the outboard powered boat transom angles, this minimum level of outboard motor trim adjustment results in positioning of the outboard propeller shaft and forward thrust line at a positive angle of attack to the water surface, creating moderate lift at the transom of outboard powered vessels. 
     This combination of characteristics is designed to help outboard powered boats up onto plane and has the benefit of dropping the boat&#39;s bow relative to the stern so that from the operator&#39;s vantage point, visibility is improved. Additionally, as the vessel&#39;s keel retains a more parallel direction to the surface of the water, the outboard powered boat&#39;s efficiency is improved during planing as opposed to a situation where there is less lift created at the stern. As well, outboard engines normally include a cavitation plate positioned substantially parallel and above the prop shaft and propeller to inhibit cavitation. In addition to the boat transom angle and propeller thrust and lift, the outboard motor cavitation plate can also provide stern lift at certain outboard motor trim adjustment angles where the outboard motor is trimmed firmly up against its integral mounting bracket or where the cavitation plate, as with the prop shaft, is at a positive angle of attack relative to the water surface. Additionally, afterplanes, moveable planing surfaces commonly used on larger, heavier boats, are not commonly employed on smaller outboard powered boats, due to rigging complexity, space, and cost. 
     It is therefore important to create stern lift while the boat is getting up on plane, and in many outboard powered boats, where there is an aftward weight bias, the conventional marine boat propulsion system characteristics described above are not optimized for best visibility and efficiency. 
     The thrust line that is most effective for these types of boats varies depending upon a number of factors. A boat coming onto plane will perform best with amplified lift aft at sub- and pre-planing speeds, and before the hull&#39;s planing lift characteristics take over. During this pre-planing period additional transom angle is desired, and afterplanes may also be suitable. For boats with lower wetted length to chine beam ratios the need for stern lift during planing will be most pronounced. 
     In the past, fixed wedges have been added between the outboard motor and the transom to change the prop shaft thrust line, but this practice is uncommon as it is still experimental and has met with mixed results. For example, adding wedges to a boat not needing significant transom lift will reduce positive trim, and in some cases where positive trim is needed to lift the bow and reduce wetted area, boat speed can be compromised. 
     Boats are also subjected to running environments that may vary during operation. For example, a boat with a motor mounted at a transom angle best for low speeds may have impaired performance when the outboard powered boat is planing or when operating in a following sea, where stern lift is amplified by the surfing effect of a following sea. In this case the increased effective transom angle caused by fixed wedges permanently reduces outboard motor positive trim range and may adversely affect handling. The preset nature of the fixed wedge does not allow for tailoring or “dialing in” of the effective transom mounting angle to minimize undesirable handling characteristics of a particular boat type without completely removing and replacing the outboard motor and wedges, thus making the process of refining the set-up a tedious job. 
     In another approach, U.S. Pat. Pub. No. US 2007/0221113 A1 describes a moveable trim tab mounted to a hydraulic vertical engine lift bracket, allowing the boat operator to adjust the trim tab simultaneously along with the hydraulic engine lift. During some modes this functionality may be problematic as when operating at very high speeds, the hydraulic engine lift used on outboard performance boats may be raised to reduce parasitic drag caused by the gear case and propeller. As the boat is operated at very high speeds, the underside of the outboard motor gear case skis across the surface of the water, creating steerage along with the surfacing propeller. In this mode the steering footprint is greatly reduced, so lowering a trim tab independently ahead of the engine is at odds with the delicate high-speed boat dynamics. In addition, any disruption of water flow or additional lift at the stern ahead of the engine steering footprint can cause severe handling anomalies. Thus an independently operable trim tab mounted ahead of the engine&#39;s primary hydrodynamic control features is not recommended. 
     The jack plate or elevator style outboard motor lift, of which there are numerous examples in the art and on the market, is an efficient solution for reducing outboard motor gear case drag and draft. This lift does so by elevating the outboard motor relative to the boat&#39;s keel line. However, this style bracket in conjunction with an outboard motor is generally less effective at helping lift the vessel&#39;s stern, and does not typically enable significant improvement in vessel visibility and low speed fuel economy. The additional outboard motor setback these lifts provide can in some cases cause a reduction in visibility. Examples of this type of mounting system can be found in U.S. Pat. Nos. 8,627,779; 5,782,662; and 6,890,227. 
     BRIEF SUMMARY 
     The present disclosure provides an apparatus that enables varying and increasing the lift created on the transoms of outboard powered boats based on operating conditions, while minimizing disrupting of water flow to the propeller, thus maximizing forward thrust and control. The outboard motor mounting apparatus augments an outboard motor&#39;s trim range so that the operator or electronic controller may increase stern lift and propeller thrust in concert so as to reduce a vessel&#39;s time to plane, fuel burn, bow rise, increase boat speed, and improve visibility. 
     In accordance with one aspect of the present disclosure, an outboard motor mounting apparatus for controlling the outboard motor propeller thrust line angle of attack in addition to the range currently available in practice today is provided. In accordance with a further aspect a method for deploying afterplanes (hydrodynamic lifting surfaces) in order to create boat stern lift is provided, the afterplanes moving to provide lift with a trimmable hinged portion either alone or in combination with movement of the outboard motor propeller thrust line. 
     In accordance with another aspect of the present disclosure, an outboard motor mounting apparatus is provided that includes a first pair of mounts comprising first mounts, each first mount having a body, a pair of legs extending from the body, and an arm extending from the body, the arm having an elongate opening, a second pair of mounts comprising second mounts, each second mount having a body, a pair of legs extending from the body and configured to be pivotally mounted to the pair of legs on the first mounts to enable the first and second pairs of mounts to pivot with respect to each other, the second mounts further including an arm extending from the body and having an elongate opening, and a coupling assembly configured to couple the arms of the first pair of mounts to the arms of the second pair of mounts so that the elongate openings in the arms of the first and second pair of mounts at least partially overlap and to enable the arms of the second pair of mounts to slide relative to the arms of the first pair of mounts in response to movement of the second pair of mounts relative to the first pair of mounts that is in the range of +10° to −15° in which 0° represents the first pair of mounts in a parallel orientation to the second pair of mounts, +10° represents the arms on the second pair of mounts closer in proximity to the arms on the first pair of mounts, and −15° represents the arms on the second pair of mounts farther in proximity from the arms on the first pair of mounts. 
     In accordance with another aspect of the present disclosure, first and second afterplanes are provided that are configured to attach to the second pair of mounts adjacent the pair of legs respectively. Alternatively, the afterplane is configured to extend from the second pair of mounts adjacent the pair of legs and may be integrally formed therewith. 
     In accordance with one aspect of the present disclosure, an assembly is configured to provide increased engine trim on a boat having a transom and an outboard engine, the assembly including a first mounting plate configured for attachment to the transom and having a body with first and second opposing edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening, a second mounting plate configured for attachment to the engine and having a body with opposing first and second edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening, an axle configured to extend through the at least two legs of the first mounting plate and the at least two legs of the second mounting plate to enable pivotal movement of the second mounting plate relative to the first mounting plate; and a coupling configured to extend through the elongate openings in the arms of the first and second mounting plates and configured to cooperate with the elongate openings to enable the second edge of the second mounting plate to move toward and away from the second edge of the first mounting plate and thereby alter the trim of the engine relative to the transom of the boat. 
     In accordance with one aspect of the present disclosure, a vessel is provided that includes a transom, and an outboard propulsion mounting apparatus configured for attachment to the transom of the vessel, the outboard motor mounting apparatus including a first mounting plate configured for attachment to the transom and having a body with first and second opposing edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening, a second mounting plate configured for attachment to the engine and having a body with opposing first and second edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening, an axle extending through the at least two legs of the first mounting plate and the at least two legs of the second mounting plate to enable pivotal movement of the second mounting plate relative to the first mounting plate, and a coupling configured to extend through the elongate openings in the arms of the first and second mounting plates and configured to cooperate with the elongate openings to enable the second edge of the second mounting plate to move toward and away from the second edge of the first mounting plate and thereby alter the trim of the engine relative to the transom of the boat. 
     In accordance with yet a further aspect of the present disclosure, an outboard motor for use with a vessel having a transom is provided that includes an outboard motor trim adjustment and mounting bracket, and an outboard propulsion mounting apparatus configured for attachment to the transom of the vessel, the outboard motor mounting apparatus including a first mounting plate having a body with first and second opposing edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening, a second mounting plate having a body with opposing first and second edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening, an axle extending through the at least two legs of the first mounting plate and the at least two legs of the second mounting plate to enable pivotal movement of the second mounting plate relative to the first mounting plate, and a coupling configured to extend through the elongate openings in the arms of the first and second mounting plates and configured to cooperate with the elongate openings to enable the second edge of the second mounting plate to move toward and away from the second edge of the first mounting plate. 
     The design of the present disclosure benefits the recreational, commercial and government boat operator in the following ways: 
     (a) It creates an increased planing moment resulting in improved visibility, reduced vessel slamming loads, and when operated within reason, reduced operator whole body motion (WBM); 
     (b) Depending on boat type, it can reduce overall drag in a variety of operating regimes resulting in increased fuel economy and boat speed; and 
     (d) It provides the operator with better visibility, running at whatever speed the mission requires. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       The foregoing and other features and advantages of the present disclosure will be more readily appreciated as the same become better understood from the following detailed description when taken in conjunction with the accompanying drawings, wherein: 
         FIG. 1  is an illustration of a known watercraft having an outboard motor; 
         FIG. 2  is an exploded view of the watercraft of  FIG. 1 ; 
         FIG. 3  is an illustration of the watercraft in an untrimmed, bow high condition according to current technology; 
         FIG. 4  is an illustration of a watercraft having an outboard motor mounted thereto using a mounting apparatus formed in accordance with the present disclosure; 
         FIG. 5  is an exploded illustration of the watercraft, mounting apparatus, and outboard motor of  FIG. 4 ; 
         FIG. 6  is an axonometric view of the mounting apparatus formed in accordance with the present disclosure in a fully retracted configuration; 
         FIG. 7  is an axonometric view of the mounting apparatus formed in accordance with the present disclosure in a fully extended configuration; 
         FIG. 8  is a lower right side axonometric view of the mounting apparatus of  FIG. 6 ; 
         FIG. 9  is an axonometric view of the first pair of mounts and the second pair of mounts for the mounting apparatus formed in accordance with the present disclosure; 
         FIG. 10  is an axonometric view of the coupling assembly with actuator assembly formed in accordance with the present disclosure; 
         FIG. 11  is an axonometric view of an alternative implementation of the mounting assembly for selected fixed orientations in accordance with the present disclosure; 
         FIG. 12  is an axonometric illustration of the left and right afterplanes formed in accordance with the present disclosure; 
         FIG. 13  is an axonometric view of an alternative implementation of the mounting assembly of the present disclosure to include an afterplane extension; 
         FIGS. 14A and 14B  illustrate an alternative implementation of the mounting apparatus in accordance with the present disclosure where the actuation assembly is in a horizontal orientation; 
         FIGS. 15A and 15B  illustrate an alternative implementation of the mounting apparatus of the present disclosure to include a steering actuation system; 
         FIG. 16  illustrates a control system formed in accordance with the present disclosure; and 
         FIGS. 17A-17D  are side plan views of the vessel of  FIG. 4  with the mounting apparatus in different operating modes. 
     
    
    
     DETAILED DESCRIPTION 
     In the following description, certain specific details are set forth in order to provide a thorough understanding of various disclosed implementations. However, one skilled in the relevant art will recognize that implementations may be practiced without one or more of these specific details, or with other methods, components, materials, etc. In other instances, well-known structures or components or both associated with watercraft hulls and transoms, outboard motors, control systems, computers and microprocessor, and sensors have not been shown or described in order to avoid unnecessarily obscuring descriptions of the implementations. 
     Unless the context requires otherwise, throughout the specification and claims that follow, the word “comprise” and variations thereof, such as “comprises” and “comprising” are to be construed in an open inclusive sense, that is, as “including, but not limited to.” The foregoing applies equally to the words “including” and “having.” 
     Reference throughout this description to “one implementation” or “an implementation” means that a particular feature, structure, or characteristic described in connection with the implementation is included in at least one implementation. Thus, the appearance of the phrases “in one implementation” or “in an implementation” in various places throughout the specification are not necessarily all referring to the same implementation. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more implementations. 
     It is to be understood that the terms “marine vessel,” “vessel,” “boat,” and “watercraft” are intended to be synonymous when used in this disclosure. While the present disclosure will be described in the context of an outboard motor mounted to the transom of a boat, the present disclosure will have application to a variety of outboard motor propelled watercraft including without limitation utility boats, fishing boats, runabouts, bow riders, dinghies, and all types of hulls including catamaran hulls, displacement and planing hulls, as well as types of materials, including wood boats, fiberglass boats, aluminum boats, rigid inflatable, and inflatable boats. It will be further understood that the term “outboard motor” is intended to include “engines” of various fuel types, electric motors, and other propulsion means currently known that can be mounted to the transom of a watercraft and drive a propeller or impellor to generate thrust for the watercraft. 
     Referring initially to  FIGS. 4 and 5 , a vessel or watercraft in the form of a boat  100  is shown that includes a transom  102  at a stern  104  of the boat hull  106 . An outboard motor  108  is shown attached to the stern  104  by a propulsion mounting apparatus  110  configured for attachment to the transom  104  of the boat  100 . An integral mounting bracket  60  interfaces the outboard motor mounting apparatus  110  to the outboard motor  108 , which is described above in conjunction with  FIGS. 1 and 2 . 
     Referring next to  FIGS. 6-9 , shown therein is the outboard motor mounting apparatus  110 , which includes a first pair of mounts consisting of first mounts  112 ,  114 , each first mount  112 ,  114  having a body  116 , a pair of legs  118 ,  120  extending from a lower portion of the body  116 , and an arm  122  extending from an upper portion of the body  116 , the arm  122  having an elongate opening  124 . The first pair of mounts  112 ,  114  are preferably mirror images of each other and are configured to attach to the transom  104  of the boat  100  using conventional fastening means such as bolts and nuts, which will not be described in detail herein. 
     A second pair of mounts consisting of second mounts  130 ,  132  is also provided for attachment to the outboard motor  108 . Each second mount  130 ,  132  has a body  134 , a pair of legs  136 ,  138  extending from a lower portion of the body  134  and configured to be pivotally mounted to the pair of legs  118 ,  120  on the first mounts  112 ,  114  to enable the first and second pairs of mounts  112 ,  114 ,  130 ,  132  to pivot with respect to each other. Suitable fasteners are used to connect the legs together as shown in the figures to enable pivotal movement of the mounts as will be described in more detail herein. A lower transverse member  128  can be used to bridge across the bottom of the first pair of mounts  112 ,  114 . The lower transverse member  128  can include an a lateral plate extending from an aft edge of the lower transverse member  128  and angled away from the first and second pairs of mounts  112 ,  114 ,  120 ,  132  as shown. The lateral plate can be integrally formed with the lower transverse member  128 . 
     The second mounts  130 ,  132  further include an arm  140  extending from the body  134  and having an elongate opening  142 . Preferably the second mounts  130 ,  132  are mirror images of each other. More preferably, the second mounts  130 ,  132  have the same size and shape as the first mounts  112 ,  114  so as to be interchangeable with their respective copy. It will be appreciated that this design will facilitate the manufacture and assembly of the mounting apparatus  110 . Ideally, each leg  118 ,  120 ,  136 ,  138  of the first and second mounts  112 ,  114 ,  130 ,  132  has an opening  146  through which a fastener is placed and which acts as an axle about which the second mounts  130 ,  132  pivot with respect to the first mounts  112 ,  114 . 
     A coupling assembly  150  is configured to couple the arms  122  of the first pair of mounts  112 ,  114  to the arms  140  of the second pair of mounts  130 ,  132  so that the elongate openings  124 ,  142  in the respective arms  122 ,  140  of the first and second pair of mounts at least partially overlap and to enable the arms  140  of the second pair of mounts  130 ,  132  to slide relative to the arms  122  of the first pair of mounts  112 ,  114  in response to movement of the second pair of mounts  130 ,  132  relative to the first pair of mounts  112 ,  114 . Ideally, that movement is in the range of +10° to −15° in which 0° represents the first pair of mounts  112 ,  114  in a parallel orientation to the second pair of mounts  130 ,  132 , +10° represents the arms  140  on the second pair of mounts  130 ,  132  closer in proximity to the arms  122  on the first pair of mounts  112 ,  114 , and −15° represents the arms  140  on the second pair of mounts  130 ,  132  farther in proximity from the arms  122  on the first pair of mounts  112 ,  114  while the arms remain in an overlapping relationship throughout the movement. 
     The elongate opening  124  in the arms  122  of the first pair of mounts  112 ,  114  has a longitudinal axis at a first orientation and the elongate opening  142  in the arms  140  of the second pair of mounts  130 ,  132  has a longitudinal axis at a second orientation that intersects the longitudinal axis of the elongate opening  124  in the arms  122  of the first pair of mounts  112 ,  114  when the first pair of mounts  112 ,  114  are pivotally attached at their legs  118 ,  120  to the legs  136 ,  138  of the second pair of mounts  130 ,  132 , and the coupling assembly  150  couples the arms  122  of the first pair of mounts  112 ,  114  to the arms  140  of the second pair of mounts  130 ,  132  in a slidable arrangement. 
       FIG. 10  illustrates the coupling assembly  150  in more detail. As shown therein, the coupling assembly  150  includes a yoke  152  in the shape of a rectangular or square block having a lateral bore (not shown) from which tubular spacers  154  extend laterally therefrom. These spacers  154  provide separation and act as bearings that ride within the elongate openings  124 ,  142  of the arms  122 ,  140  of the first and second mounts  112 ,  114 ,  130 ,  132 . Extending through the spacers  154  and the yoke  152  is a bolt  156  used to secure the yoke  152  and spacers  154  to the arms  122 ,  140 . Also shown are four doubler plates  158  that are mounted on each side of the arms  122 ,  140  to provide additional strength for load bearing. Each doubler plate  158  has an elongate opening  160 , which is sized and shaped to match the elongate openings  124 ,  142  in the arms  122 ,  140 , as well as additional openings for use with fasteners (not shown) to attach the doubler plate  168  to the respective arm  122 ,  140 . 
     Extending into the bottom of the yoke  152  is a rod  162  that is located within a housing  164  that in turn is mounted on an electric actuator assembly  166 . This actuator assembly  166  is readily commercially available and will not be described in detail herein. Briefly, the actuator assembly includes an electric motor that moves the rod  162  into and out of the housing  164 . When the rod is retracted from the housing, it moves the yoke  152  and spacers  154  away from the actuator assembly  166 . The spacers  154  in turn ride upward within the elongate openings  160  of the doubler plates  158  as well as the associated elongate openings  124 ,  142  in the arms  122 ,  140  of the first and second mounts  112 ,  114 ,  130 ,  132 . This in turn forces the second mounts  130 ,  132  to pivot about the lower mounting point opening  146  and move towards the first mounts  112 ,  114  as the arms in the second mounts  130 ,  132 , move towards the arms  122  in the first mounts  112 ,  114 . This is the retracted position shown in  FIG. 6 . 
     Similarly, when the actuator assembly  166  moves the rod  162  to retract into the housing  164 , it moves the yoke  152  and spacers  154  towards the actuator assembly  166 . The spacers  154  in turn ride downward within the elongate openings  160  of the doubler plates  158  as well as the associated elongate openings  124 ,  142  in the arms  122 ,  140  of the first and second mounts  112 ,  114 ,  130 ,  132 . This in turn forces the second mounts  130 ,  132  to pivot about the lower mounting point opening  146  and move away from the first mounts  112 ,  114  as the arms in the second mounts  130 ,  132 , move away from the arms  122  in the first mounts  112 ,  114 . This is the extended position shown in  FIG. 7 . 
     The coupling assembly  150  further includes first and second transfer plates  168 ,  170  pivotally attached to a post  172  extending from the bottom of the actuator assembly  166  by a fastener  174 , in this case a bolt. Fasteners  176  extending from the bottom of the first and second transfer plates  168 ,  170  are used to attach the first and second transfer plates  168 ,  170  to the lower transverse member  128 . 
     If it is desired to fix the outboard motor mounting apparatus  110  at one position, a fixative bolt  178  can be used as shown in  FIG. 11 , which passes through the elongate openings  124  in the arms  122  of the first pair of mounts  112 ,  114  and the elongate openings  142  in the arms  140  of the second pair of mounts  130 ,  132  to mechanically fix the outboard motor mounting apparatus  110  at a predetermined angle between +10° to −15°. As shown in this implementation, the elongate openings  177  are occluded and have detents  179  formed thereon to hold the first and second mounts  112 ,  114 ,  130 ,  132  at predetermined fixed positions. In this case there are four settings, although more or less settings may be formed as desired, limited by the elongate length of the opening  177 . It will be appreciated that instead of the elongate opening, a single opening may be used that is sized to receive a single fastener, thus fixing the mounting apparatus  110  at only one angle of orientation. 
     Turning back to  FIGS. 6-9 , at least one upper transverse member  144  is configured to attach to the second pair of mounts  130 ,  132  to bridge across the top of the second pair of mounts  130 ,  132  and enable the second pair of mounts  130 ,  132  to move in unison with respect to the first pair of mounts  112 ,  114 . An upper transverse member  126  can be used to bridge the top of the first pair of mounts  112 ,  114 . Each of the transverse members  126 ,  128 ,  144  is preferably attached with suitable fasteners to the body  116 ,  134  of the respective first and second mounts  112 ,  114 ,  130 ,  132 . 
     In accordance with a preferred implementation of the present disclosure, first and second afterplanes  180 ,  182  are configured to attach to the second pair of mounts  130 ,  132  adjacent the pair of legs  136 ,  138  respectively. As shown more clearly in  FIG. 12 , each afterplane  180 ,  182  includes a plane body  184  and a lateral wing  186  integrally formed with and extending from the plane body  186 . A first bracket  188  extends from the main plane body  184  and a second bracket extends from the lateral wing  186 . The first bracket is configured for attachment to the body  134  of the respective second mount  130 ,  132 . A second bracket  190  extends from the lateral wing  186  and is configured for attachment to the respective leg  136 ,  138  of the respective second mount  130 ,  132 , preferably at the opening  146  with the fastener that functions as the axle as described above. This version of the afterplanes  180 ,  182  and geometry is not commercially available and is designed to mount, move with, and provide an integral function in the disclosed implementations of the present disclosure. 
     Alternatively, the afterplanes  180 ,  182  are integrally formed with and configured to extend from the respective second pair of mounts  130 ,  132  adjacent the pair of legs  136 ,  138 . 
     In accordance with a further alternative implementation, the afterplanes can be mounted to the lower transverse member  128  to extend from the lower transverse member  128  or they may be integrally formed with the lower transverse member  128 . 
     In some installations a vertical downward translation of the afterplanes  180 ,  182  is desired to accommodate hull transom or engine characteristics. An afterplane extension  200  is shown in  FIG. 13  that mounts to the outboard motor side of the lower portion of each second mount  130 ,  132  and is configured to translate the afterplanes  180 ,  182  downward to the degree that the boat transom height increment and outboard motor dictates. It is to be understood there would be two extensions  200 , one for each second mount  130 ,  132 . The afterplanes  180 ,  182  attach to the extension  200  using the existing brackets  188 ,  190 . 
       FIGS. 14A and 14B  illustrate an alternative implementation in which the coupling assembly is modified to use the actuator assembly  166  in a horizontal orientation. It is attached to the upper transverse member  126  at one end and to the second mounts  130 ,  132  on the other end. 
     Referring next to  FIGS. 15A and 15B , an optional steering plate  220  is provided for attachment to the upper transverse member  144  that attaches to the second pair of mounts  130 ,  132 . The plate  220  is flat and has mounting holes not shown that align with holes  222  in the upper transverse member  144 . Four additional holes  224  are provided for mounting a steering actuator (electric or hydraulic)  226  thereto. The actuator  226  has a rod  228  that extends and retracts from the actuator housing  230 . A steering link  232  couples the rod  228  to an outboard motor  234 . This feature provides for steering control for the implementation in which the actuator assembly  166  is mounted horizontally as described above. 
     In a second implementation, the outboard motor mounting apparatus  110  has the first pair of mounts  112 ,  114  formed as a single first mounting plate configured for attachment to the transom  102  and having a single body with first and second opposing edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening. The second pair of mounts  130 ,  132  are also configured as a single second mounting plate configured for attachment to the engine and having a body with opposing first and second edges, at least two legs extending adjacent the first edge of the body and at least one arm extending adjacent the opposing second edge of the body, the at least one arm having an elongate opening. An axle extends through the at least two legs of the first mounting plate and the at least two legs of the second mounting plate to enable pivotal movement of the second mounting plate relative to the first mounting plate. 
     A coupling assembly is configured to extend through the elongate openings in the arms of the first and second mounting plates and configured to cooperate with the elongate openings to enable the second edge of the second mounting plate to move toward and away from the second edge of the first mounting plate and thereby alter the trim of the outboard motor relative to the transom of the boat. An actuator is also provided with the coupling assembly to actuate movement of the second plate. 
     A control system for the actuator assembly  166  can be provided as known to those skilled in the art to enable a user to control the degree of outboard motor trim. The control system includes a plurality of sensors configured to generate sensing signals and a microprocessor electrically coupled to the actuator and the plurality of sensors and configured to receive the sensing signals from the plurality of sensors and to generate control signals to the actuator in response to the sensing signals. 
     The outboard motor  108  can be combined with the outboard motor mounting apparatus  110  described above or the alternative implementation immediately preceding this paragraph and sold as a unit for mounting on existing boats or new boats. New boats and used boats refurbished with the outboard motor mounting apparatus  110  or the alternative implementation can be combined with an outboard motor  108  and sold as a complete watercraft or system. 
       FIG. 16  is a schematic view showing one implementation of a control system  200  for the boat  100  having the outboard motor mounting apparatus  110  attached thereto. The control system  200  includes an electronic controller  202  having a plurality of input terminals  204  coupled to a plurality of sensors (described below) and output terminals  206  coupled to the actuator assembly  166 . In this scheme a harness connects a plurality of (water continuity) sensors  210 ,  212 ,  214  mounted on the outboard motor mounting apparatus  110  and on the afterplanes  180 ,  182 . The electronic controller  202  has its output terminals  206  connected to a set of relays  216 ,  218  to control extension and retraction of the outboard motor mounting apparatus  110  via the actuator assembly  166 . Alternately, the electronic controller  202  is configured to receive and respond to command inputs from an operator via an interface coupled to control inputs  220 ,  222  to extend or retract the mounting apparatus. A two-position momentary switch  224  can be used, which is mounted ergonomically, within easy reach of the boat steering wheel. The electronic controller  202  has additional inputs for a multitude of electronic, positional, analog, digital and hydrodynamic sensors such as a paddle wheel transducer input  226 , a pitot transducer  228 , an engine tachometer  230 , a GPS  232 , inclinometer  234 , and an inertial measurement unit (IMU)  236 , all of which are known and will not be described in detail herein. 
     The control system  200  receives commands from the user interface  224 , the plurality of sensors configured to generate sensing signals  226 ,  228 ,  230 ,  232 ,  234 , and  236 , and a microprocessor in the electronic controller is configured to generate control signals to the actuator assembly  166  in response to the plurality of sensing signals and to inputs from the user interface  224 . 
       FIG. 17A  shows the boat  100  floating in a displacement condition driven forward by the outboard motor  108  and the outboard motor mounting apparatus  110 . Here the outboard motor mounting apparatus  110  is shown in a neutral position. In  FIG. 17B , the boat  100  is in a low speed pre-planing condition driven forward by the outboard motor  108 . The outboard motor mounting apparatus  110  is in a neutral position and the bow is in a typical pre-planing bow-high attitude where visibility can be obstructed ahead of the bow as shown by operator line-of-sight  300 .  FIG. 17C  shows the boat  100  in a typical low speed pre-planing condition driven forward by the outboard motor  108  and the outboard motor mounting apparatus  110  has moved to the fully extended position causing the bow to drop for improved visibility as shown by operator-line-of sight  301  and increased boat wetted length which can result in improved ride quality. In  FIG. 17D , the boat  100  is in a high speed condition driven forward by the outboard motor  108  and the outboard motor mounting apparatus  110  has moved to the fully retracted position helping lift the bow for reduced hull drag. 
     In operation, the user inputs commands via the interface device, such as the switch, to cause the outboard motor to change the angle of the propeller thrust line. As the second mounts move the outboard motor, they also move the afterplanes attached thereto, which adjusts the outboard motor trim as the boat moves through the water. This system allows the operator to keep the bow low during low speed and pre-planing operations, which is typically when the bow is at its highest point above the water, obstructing the operator&#39;s ability to see ahead of the watercraft. 
     As will be readily appreciated from the foregoing, the bolt-on chassis utilizing the outboard transom bracket of the present disclosure provides a number of benefits. This is the world&#39;s first outboard transom bracket designed to combine the benefits of an elevated engine thrust vector modified simultaneously with a pair of chassis mounted afterplanes. It is revolutionary because it simultaneously brings several positive boat set-up factors to one bolt-on chassis, capable of being operated through a single input. It provides increased engine trim, increased engine elevation, increased transom lift, and can increase system wetted length, which can reduce vessel slamming loads. 
     The various implementations described above can be combined to provide further implementations. Aspects of the implementations can be modified, if necessary to employ concepts of the various patents, applications and publications to provide yet further implementations. 
     U.S. Provisional Patent Application No. 61/966,572 filed Feb. 26, 2014, is incorporated herein by reference, in its entirety. 
     These and other changes can be made to the implementations in light of the above-detailed description. In general, in the following claims, the terms used should not be construed to limit the claims to the specific implementations disclosed in the specification and the claims, but should be construed to include all possible implementations along with the full scope of equivalents to which such claims are entitled. Accordingly, the claims are not limited by the disclosure.

Technology Classification (CPC): 1