Abstract:
An outboard motor and steering system motion stabilizer is disclosed that positively locks the outboard motor and steering system in the proper position for trailering. The disclosed stabilizer device effectively isolates the road-to-trailer-to-motor shock transfer that is delivered to the lower unit of the outboard motor by traditional transom savers that brace the outboard motor to the trailer. The disclosed stabilizer device is adjustable to fit many different outboard motor brands and sizes with hydraulic tilt and trim systems.

Description:
This is a continuation-in-part application of application Ser. No. 11/654,089, filed 17 Jan. 2007, which is hereby incorporated by reference. 
    
    
     BACKGROUND 
     1. Field of the Invention 
     The present application relates to systems and methods for stabilizing outboard motors. In particular, the present application relates to systems and methods for stabilizing outboard motors during trailering of the boat and motor. 
     2. Description of Related Art 
     Boats and other such marine vehicles are known that include an outboard motor attached to the transom of the boat via a hydraulic tilt and trim system. Typically, when the boat is either being placed into the water, taken out of the water, in transit, or in storage, the motor is tilted forwardly. Conventionally, support devices referred to as “transom savers” are used to support the outboard motor in this position. Typical transom savers are attached to the trailer and to the outboard motor to prevent wear and damage to the boat transom while traveling on highways or during storage. Examples of conventional transom savers are disclosed in U.S. Pat. No. 4,331,431 to Estes, U.S. Pat. No. 4,828,186 to Weiss, and U.S. Pat. No. 4,842,239 to Kinsey et al. However, modern outboard motors are typically loaded onto the main hydraulic “tilt and trim” piston, and the transoms in modern boats are built to handle the weight and the torque from powerful 300 horsepower engines and rough water. Thus, prior support devices that required drilling and/or attachment hardware for attaching the transom saver support device to the trailer are unnecessary and inconvenient. However, it remains desirable to stabilize the outboard motor in order to prevent the outboard motor from excessively rocking and twisting during transit. 
     Hence, there is a need for a convenient stabilizing device that is designed for use with a wide range of modern steering systems and outboard motors of marine vehicles. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       The novel features believed characteristic of the invention are set forth in the appended claims. However, the invention itself, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein: 
         FIG. 1  shows an exploded view of a stabilizing device for an outboard motor; 
         FIG. 2  shows a perspective view of the stabilizing device shown in  FIG. 1 ; 
         FIGS. 3A-3C  show front views of the stabilizing device shown in  FIGS. 1 and 2  in various adjustment configurations; 
         FIGS. 4A and 4B  show a side view of respective embodiments of bumpers for the stabilizing device shown in  FIGS. 1 and 2 ; 
         FIG. 5A  shows a side view of the stabilizing device shown in  FIGS. 1-4  installed for stabilizing an outboard motor; 
         FIG. 5B  shows an enlarged view of a designated portion of  FIG. 5A ; and 
         FIG. 6  shows an example of a trim and tilt system for an outboard motor. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring to  FIGS. 1 and 2 , a stabilizing device  100  is illustrated.  FIG. 1  shows an exploded view of the stabilizing device  100 , and  FIG. 2  shows a perspective view of the assembled stabilizing device  100 . The stabilizing device  100  comprises a first support shaft  102  having an upper end  102   a  and a lower end  102   b  and a second support shaft  104  having an upper end  104   a  and a lower end  104   b . At least two holes  106  extend through each of the first and second support shafts  102  and  104 . A first connecting rod  108  and a second connecting rod  110  extend between the first and second support shafts  102  and  104  and through respective holes  106  in each of the first and second support shafts  102  and  104 . 
     Attachment hardware  112  is used to removably secure the first and second connecting rods  108  and  110  to the first and second support shafts  102  and  104 . Attachment hardware  112  is also used to adjust the first and second connecting rods  108  and  110  relative to the first and second support shafts  102  and  104  as discussed below in connection with  FIGS. 3A-3C . In the illustrated embodiment, the first and second connecting rods  108  and  110  are at least partially threaded, and the attachment hardware  112  includes nuts  114  and washers  116 . However, alternative attachment means can be used as attachment hardware  112  in place of the nuts  114  and washers  116 , such as, for example, slide-on clips and/or band clamps. The nuts  114  and washers  116  can be formed of a variety of different materials. For example, nuts  114  and washers  116  can be formed of plastic, metal, or other suitable rigid material. 
     The first and second support shafts  102  and  104  can comprise respective hollow tubes as shown in  FIG. 1 . Alternatively, solid or partially-filled tubes can be used for one or both of the support shafts  102  and  104 . The support shafts  102  and  104  are open to the top and bottom, and bumpers  118  are attached to each open end of the support shafts  102  and  104 . In the embodiment shown in  FIG. 1 , the bumpers  118  are slidably attached and frictionally held in place. However, in alternative embodiments, the bumpers  118  can be attached using alternative attachment methods or can be integrally formed with the support shafts  102  and  104 . For example, in alternative embodiments, the bumpers  118  can be threaded into the support shafts  102  and  104  and/or the bumpers can be more permanently attached to the support shafts using an adhesive. The bumpers  118  can be formed of a variety of different materials. For example, bumpers  118  can be formed of plastic, rubber, or other semi-rigid or resilient material. 
     The first and second support shafts  102  and  104  can be formed of a variety of different materials. For example, the first and second support shafts  102  and  104  can be formed of plastic, metal, or other rigid material. More specific examples of suitable materials include polyvinyl chloride (PVC) and aluminum. 
     The first and second connecting rods  108  and  110  can be formed of a variety of different materials. For example, the first and second connecting rods  108  and  110  can be formed of plastic, metal, or other rigid or semi-rigid material. In some embodiments, the entire length of one or both of the first and second connecting rods  108  and  110  can be threaded. In other embodiments, only one or more portions of one or both of the first and second connecting rods  108  and  110  can be threaded. For example, in some embodiments, the first and second connecting rods  108  and  110  can include threaded end regions and a smooth, non-threaded central region. In still further embodiments, the first and second connecting rods  108  and  110  can be entirely non-threaded, particularly in embodiments where the type of attachment hardware being used does not require threading, such as, for example, where band clamps are used as attachment hardware  112 . In some embodiments, the first and second connecting rods  108  and  110  are formed of a semi-rigid material such as plastic that allows the first and second connecting rods  108  and  110  to flex as described below in connection with  FIGS. 3A-3C . In some embodiments, the first and second connecting rods  108  and  110  can be entirely solid. In alternative embodiments, first and second connecting rods  108  and  110  can be hollow or partially hollow. 
     Turning next to  FIGS. 3A-3C , the stabilizing device  100  is adjustable in order to allow it to be installed on a wide variety of different outboard motors and steering systems.  FIGS. 3A-3C  illustrate examples of configurations to which the stabilizing device  100  can be adjusted and locked. The first support shaft  102  extends in a first longitudinal direction along a first longitudinal axis A 1 , and the second support shaft  104  extends in a second longitudinal direction along a second longitudinal axis A 2 . As shown in  FIG. 3A , the first and second support shafts  102  and  104  can be adjusted such that the first and second longitudinal axes A 1  and A 2  are parallel. As shown in  FIG. 3B , the first and second support shafts  102  and  104  can be adjusted such that upper ends  102   a  and  104   a  of first and second support shafts  102  and  104  are closer than the lower ends  102   b  and  104   b . As shown in  FIG. 3C , the first and second support shafts  102  and  104  can be adjusted such that upper ends  102   a  and  104   a  of first and second support shafts  102  and  104  are farther apart than the lower ends  102   b  and  104   b.    
     Thus, the angle between the first and second longitudinal axes A 1  and A 2  can be adjusted as the stabilizing device  100  is adjusted to, and between, the positions shown in  FIGS. 3A-3C . Preferably the first and second connecting rods  108  and  110  are formed of a semi-rigid material, such as plastic, that allows the first and second connecting rods  108  and  110  to become slightly bowed as the angle between the first and second longitudinal axes A 1  and A 2  increases. 
     In addition to the configurations shown in  FIGS. 3A-3C , the stabilizing device  100  is continuously adjustable to numerous other positions, for example where the angle between the first and second longitudinal axes A 1  and A 2  is between those shown in  FIGS. 3B and 3C  and/or where the distance between the first and second support shafts  102  and  104  is less than or greater than shown. The stabilizing device  100  can be adjusted to and/or between the configurations shown in  FIGS. 3A-3C  by loosening the attachment hardware  112  (or otherwise unsecuring attachment hardware  112 , depending on the type of attachment hardware  112  in use), adjusting the first and second support shafts  102  and  104  to the desired relative positions, and then tightening or otherwise securing the attachment hardware  112 . Note that in this embodiment, the holes  106  are large enough to allow the first and second connecting rods  108  and  110  to slide freely therethrough when the attachment hardware  112  is loosened or otherwise unsecured. In alternative embodiments, the holes  106  can be at least partially internally threaded. 
     Turning next to  FIGS. 4A and 4B , embodiments of bumpers  118  are shown.  FIG. 4A  shows a first embodiment as bumper  118   a , and  FIG. 4B  shows a second embodiment as bumper  118   b . Both embodiments include a base  130  that is sized and shaped so as to snugly fit within an open end of the first and second support shafts  102  and  104 . In alternative embodiments, the base  130  can be threaded or otherwise adapted to be attached to an end of one of the first and second support shafts  102  and  104 . The bumper  118   a  has an upper portion  132  that has a recessed portion  134 . The recessed portion is shaped like an inverted dome; however, other shapes can be used. The bumper  118   b  has an upper portion  136  is formed in the shape of a dome. Still further embodiments of the bumper  118  can have upper portions of other shapes. 
     Turning next to  FIGS. 5A ,  5 B, and  6 , the stabilizing device  100  is particularly useful for stabilizing an outboard motor  200 , for example while trailering a boat.  FIG. 5A  shows the stabilizing device  100  installed for stabilizing outboard motor  200 , and  FIG. 6  shows an example of a trim and tilt system  250  for outboard motor  200 .  FIG. 5B  shows an enlarged view of the designated portion of  FIG. 5A . The stabilizing device  100  is adjustable for use with a variety of outboard motors and steering systems; thus, the outboard motor  200  and steering system  250  are shown merely as examples. Examples of steering systems are disclosed in U.S. Pat. No. 6,325,686 to Funami, U.S. Pat. No. 5,178,168 to Binversie et al., U.S. Pat. No. 4,391,592 to Hundertmark, and U.S. Pat. No. 6,227,920 to Alby et al. In a manner generally known to those skilled in the art, the steering system  250  is attached to a transom  210  of a marine vessel. 
     The stabilizing device  100  positively locks the steering system  250  and secures the motor  200  in travel position as shown in  FIG. 5A . As shown in  FIG. 6 , a typical steering system such as steering system  250  includes recesses such as recesses  252  near the base of trim cylinders  254 . The recesses  252  serve as lower mounting locations for lower ends  102   b  and  104   b  of the first and second support shafts  102  and  104 . The steering system  250  also includes a lower yoke assembly  256 . First and second mounting holes  258   a  and  258   b  extend through the lower yoke assembly  256 . In a manner generally known to those skilled in the art, outboard motor  200  is rigidly attached to the steering system  250  by passing the engine bolts of the outboard motor  200  through holes  258   a  and  258   b  and attaching nuts  260  to the opposite side in order to secure the outboard motor  200  in place. The nuts  260  attached to these two engine bolts serve as upper mounting locations for upper ends  102   a  and  104   a  of the first and second support shafts  102  and  104 . Thus, the stabilizer device  100  can be frictionally held in place, so no attachment hardware is necessary for installing the stabilizing device  100 . 
     It will be appreciated that the bumpers  118   a  are particularly useful for the upper ends  102   a  and  104   a  of the first and second support shafts  102  and  104 , as the recessed portion  134  can fit over the nuts  260  at the upper mounting locations as best shown in  FIG. 5B . It will also be appreciated that the bumpers  118   b  are particularly useful for the lower ends  102   b  and  104   b  of the first and second support shafts  102  and  104 , as the dome-shaped upper portion  136  can be fit into the recessed portions  252  at the lower mounting locations. 
     It will also be appreciated that the distance between the recesses  252  can vary and the distance between the holes  258   a  and  258   b  and respective nuts  260  can vary, for example, depending on the make and model of the particular steering system  250  and/or outboard motor  200 . The stabilizing device  100  can advantageously be adjusted as shown and described above in connection with  FIGS. 3A-3C  in order to accommodate such differences. 
     In order to install the stabilizing device  100 , a user can first measure the distance between the centers of the engine bolts/nuts  260  and measure the distance between the centers of the recesses  252 . The user then loosens or otherwise unsecures the attachment hardware  112 , adjusts the distance between the upper ends  102   a  and  104   a  to match the distance between the engine bolts/nuts  260 , adjusts the distance between the lower ends  102   b  and  104   b  to match the distance between the recesses  252 , and then tightens or otherwise secures the hardware  112 . The user then turns the outboard motor  200  until it is straight and in position for transport and raises the outboard motor  200  if necessary to allow room for the stabilizing device  100  to be placed between the engine bolts/nuts  260  and the recesses  252 . The user then holds the stabilizing device  100  in position with the bumpers  118  of the upper ends  102   a  and  104   a  placed over the engine bolts/nuts  260  and, while slowly lowering the outboard motor  200  with the tilt and trim, guides the lower ends  102   b  and  104   b  of the support shafts  102  and  104  into recesses  252 . When the stabilizer device  100  is in position, the user can slowly lower the outboard motor  200  until the hydraulic system of the steering system  250  starts to load and then stop lowering. The user can then adjust the steering slightly in both directions until the outboard motor  200  is completely centered then lower the outboard motor  200  until the hydraulic system bottoms out. After the outboard motor  200  is completely loaded onto the stabilizer device  100 , the user can again adjust the steering in both directions until the outboard motor  200  is completely centered and locked into position. 
     It is apparent that an invention with significant advantages has been described and illustrated. Although the present application is shown in a limited number of forms, it is not limited to just these forms, but is amenable to various changes and modifications without departing from the spirit thereof.