Patent ID: 12227278

DETAILED DESCRIPTION

FIG.1depicts an outboard marine propulsion assembly48including a marine drive50for propelling a marine vessel in a body of water. In the illustrated embodiment, the marine drive50extends from top to bottom in an axial direction AX, from front to back in a longitudinal direction LO which is perpendicular to the axial direction AX, and from side to opposite side in a lateral direction LA which is perpendicular to the axial direction AX and perpendicular to the longitudinal direction LO. A transom bracket assembly30supports the marine drive50on the transom (not shown) of the marine vessel such that the marine drive50is trimmable up and down relative to the transom bracket assembly30, including in non-limiting examples wherein the marine drive50is raised completely out of the water.

The marine drive50includes a supporting frame52for rigidly supporting the various components of the marine drive50with respect to the marine vessel and a lower unit (not shown) supported by the supporting frame52. The lower unit includes a propulsor housing (not shown), which defines a watertight lower housing cavity for containing a motor (not shown) and related componentry. A conventional propulsor (not shown) is mounted on the outer end of a propulsor shaft extending from the propulsor housing such that rotation of the propulsor shaft by the motor causes rotation of the propulsor, which in turn generates a thrust force for propelling the marine vessel in water. It should be understood that the various components described above are exemplary and could vary from what is shown.

The supporting frame52has body (not shown) and a support leg62extending downwardly from the bottom of the body to the lower unit. The supporting frame52extends from top to bottom in an axial direction AX, from front to back in a longitudinal direction LO which is perpendicular to the axial direction AX, and from side to opposite side in a lateral direction LA which is perpendicular to the axial direction AX and perpendicular to the longitudinal direction LO. In the illustrated embodiments, the support leg62is configured to be secured to the body with at least one fastener. Other embodiments, however, may include a supporting frame52with a body that is integrally formed with the support leg62. A cowling56is fixed to and surrounds most or all of the supporting frame52. The cowling56defines a cowling interior in which at least a portion of the supporting frame52is enclosed and various components of the marine drive50are disposed. It should be understood that the various components described above are exemplary and could vary from what is shown.

With continued reference toFIG.1, the marine drive50is supported relative to the transom of a marine vessel by a transom bracket assembly30, which in the illustrated example includes a transom bracket32configured to be fixed to the transom and a swivel bracket34pivotably coupled to the transom bracket32. The transom bracket32has a pair of C-shaped arms36which fit over the top of the transom and a pair of threaded, plunger-style clamps38which clamp the C-shaped arms36to the transom configured to be clamped to the transom between the C-shaped arms36by plunger-style clamps (not shown). In some embodiments, the transom bracket32is additionally or alternatively fixed to the transom by at least one fastener (not shown).

The swivel bracket34is pivotable with respect to the C-shaped arms36about a pivot shaft37that laterally extends through the forward upper ends of the C-shaped arms36, thereby defining a trim axis that is generally parallel to the lateral axis LA. Pivoting of the swivel bracket34about the pivot shaft37trims the marine drive50relative to the marine vessel, for example out of and/or back into the body of water in which the marine vessel is operated. A selector bracket44having holes is provided on at least one of the C-shaped arms36. Holes respectively become aligned with a corresponding mounting hole on the swivel bracket34at different selectable trim positions for the marine drive50. A selector pin (not shown) can be manually inserted into the aligned holes to thereby lock the marine drive50in place with respect to the pivot shaft37.

Referring toFIGS.1and2, the marine drive50is supported on the swivel bracket34by a steering arm74, which extends from the body of the supporting frame52of the marine drive50, generally along the midsection of the marine drive50. A first end76of the steering arm74is coupled to the supporting frame52and an opposite, second end78of the steering arm74is coupled to a manually operable tiller46. A swivel member90extends transversely from the steering arm74and is configured to be nested in the transom bracket assembly30. In the illustrated embodiments, for example, the swivel member90is rotatably received in a swivel cylinder66of the swivel bracket34. The marine drive50can be steered left or right relative to the marine vessel by rotating about the steering axis20, which is defined by the swivel member90and swivel cylinder66, via the manually operable tiller46(partially shown inFIG.1) and/or any other known apparatus for steering a marine drive with respect to a marine vessel.

As best illustrated inFIG.2, the steering arm74includes a body72with a through-bore80through which a flexible rigging connector and a guide member96(seeFIG.1) extend. The guide member96is configured to guide the flexible rigging connector through the steering arm74and over the transom bracket assembly30. The through-bore80is formed through the body72of the steering arm74from top to bottom and defines a passageway through the steering arm from an upper opening84to a lower opening86. The upper opening84is formed in an upper surface75of the steering arm between the first and second ends76,78thereof. The lower opening86of the through-bore80is located between the swivel member90and the second end78of the steering arm74so that the flexible rigging connector and guide member96exit the through-bore80below the second end78. It should be noted that the shape and configuration of these components can vary widely from what is illustrated as long as the above-described functionality is provided. For example, the shape(s) and/or direction(s) of the through-bore can vary from what is shown and described to accommodate different embodiments. These can all be optimized based upon the particular embodiments.

The swivel member90is generally cylindrical and extends downward from an upper portion92connected to the body of the steering arm74to a lower portion94that protrudes from a bottom portion70of the swivel cylinder (seeFIG.1). The upper portion92may be coupled to the steering arm74by a fastener. Some embodiments, however, may be configured with a steering member that is integrally formed with the steering arm74. The swivel member90is received via an upper portion68of the swivel cylinder66and is permitted to rotate therein. Thus, the swivel member90is configured so that so that the swivel member90, the steering arm74, and the marine drive50pivot together about the steering axis20. Rotation of the steering arm74relative to the transom bracket assembly30rotates the swivel member90relative to the transom bracket assembly30to thereby steer the marine drive50.

Embodiments of the outboard marine propulsion assembly48may include a novel vibration isolating assembly100which couples the swivel member90to the supporting frame52and is configured to isolate vibrations emanating from the marine drive50to the transom bracket32. Referring toFIGS.2and3, for example, the vibration isolating assembly100includes an upper vibration isolating joint102and a lower vibration isolating joint104that are spaced apart from each other relative to the steering axis20. Each of the vibration isolating joints102,104extends through a portion of the supporting frame52to support the marine drive50on the transom bracket assembly30. The upper vibration isolating joint102and the lower vibration isolating joint104are each coupled to the swivel member90such that these components rotate about the steering axis20when the marine drive50is steered.

The upper and lower vibration isolating joints102,104are generally parallel to each other and are elongated in a lateral direction LA, which is perpendicular to the steering axis20. Referring toFIG.3, the upper vibration isolating joint102and the lower vibration isolating joint104each include a rigid connector110and a resilient sleeve112received on the rigid connector110. The rigid connector110has a cylindrical body116that extends laterally between opposite lateral ends118. At the lateral ends118, the rigid connectors110each include opposing eyelets120that are configured to receive a fastener98for fixing the rigid connector110to the upper or lower portion of swivel member90. Flanges122are positioned at each lateral end118between the cylindrical body116and the eyelets120. The flanges122extend around at least a portion of the cylindrical body116and are configured to retain the resilient sleeve112on the rigid connector110. Each flange122has a laterally outer surface124that tapers from the adjacent eyelet120to a radially outermost point on the flange122. This may be useful, for example, to provide a ramped surface that the resilient sleeve112can slide over when positioning the resilient sleeve112on the rigid connector110. It is not essential to include the flanges122. For example the resilient sleeve112could also or alternately be bonded to the rigid connector110.

The resilient sleeves112are configured to isolate vibrations emanating from the supporting frame52and have a generally tubular body126that extends laterally between opposing sides127thereof. In some embodiments, the body126of the resilient sleeve112may be formed from an elastomeric material (e.g., natural or synthetic rubber and/or another rubber-like material). The resilient sleeves112also provide strain relief to the supporting frame52and transom bracket assembly30when subjected to operating loads, including but not limited to wave-induced loads, logstrikes, and/or the like. Other embodiments of the resilient sleeve112may be formed from a different dampening material (e.g., a foam-like material). Each resilient sleeve112is positioned on the cylindrical body116of one of the rigid connectors110between the flanges122. The flanges122abut the lateral sides127of the resilient sleeves112to restrict lateral movement of the resilient sleeves112on the cylindrical body116. In the embodiments ofFIGS.3-5, the bodies116of the resilient sleeves112have a generally smooth outer surface128. However, as discussed in reference toFIGS.6-8below, some embodiments may have a differently configured outer surface128.

With continued reference toFIGS.2and3, the upper vibration isolating joint102couples the upper portion92of the swivel member90to the supporting frame52and the lower vibration isolating joint104couples the lower portion94of the swivel member90to the supporting frame52. The supporting frame52includes an upper yoke140positioned proximate an upper end of the supporting frame52and a lower yoke142positioned at a lower end of the supporting frame52. In particular, the illustrated upper yoke140is formed proximate the top end63the support leg62below the body of the supporting frame52and the illustrated lower yoke142is positioned proximate a bottom end65of the support leg62. The upper and lower yokes140,142each have a body145that is integrally formed with the support leg62. A through-bore146extends laterally between opposing port and starboard sides of the yoke140,142and is configured to receive the upper or lower vibration isolating joint102,104.

The upper yoke140is configured to receive the upper vibration isolating joint102to couple the steering arm74and the upper portion92of the swivel member90to the supporting frame52. The upper vibration isolating joint102extends through the upper through-bore146so that the opposing eyelets120of the upper vibration isolating joint102protrude from the opposing lateral sides of the upper yoke140. The eyelets120of the upper vibration isolating joint102each correspond to a mounting opening148formed in the first end76of the steering arm74. Fasteners98can be inserted through the eyelet120to engage the mounting openings148to couple the steering arm74to the upper vibration isolating joint102and the supporting frame52. In other examples, longer fasteners98may extend through through-holes in the eyelets120and nuts (not shown) can be provided on the back side for securing the fasteners98.

The lower yoke142is configured to receive the lower vibration isolating joint104to couple the lower portion94of the swivel member90to the supporting frame52. The lower vibration isolating joint104extends through the lower through-bore146so that the opposing eyelets120of the lower vibration isolating joint104protrude from the opposing lateral sides of the lower yoke142. A lower swivel bracket150is rigidly secured to the lower portion94of the swivel member90such that the lower swivel bracket150rotates with the swivel member90and the marine drive50about the steering axis20. The lower mounting bracket150has a body151. Mounting openings152are formed longitudinally through the lower swivel bracket150and are spaced laterally apart from each other so that one mounting opening152is positioned on the port and starboard sides of the swivel member90. Each lower mounting opening152aligns with a corresponding one of the lower eyelet120that extends from opposite lateral sides of the lower yoke142. Fasteners98can be inserted through the lower eyelets120to engage the mounting openings152, thereby coupling the lower portion of the swivel member90to the lower vibration isolating joint104and the bottom end of the supporting frame52.

In the illustrated embodiments, the fasteners98extend through the openings in the eyelets120to threadedly engage the upper or lower mounting openings148,152to couple the vibration isolating joints102,104and the supporting frame52to the swivel member90. Some embodiments, however, may be configured having at least one fastener98that extends through the one of the eyelets120and a corresponding mounting opening148,152to engage a nut (not shown) to couple the vibration isolating joints102,104and the supporting frame52to the swivel member90. Further still, some embodiments may include at least one fastener98that threadedly engages an eyelet120of a rigid connector110as well as the corresponding mounting opening148,152in the upper yoke140or the lower yoke142.

The dimensions of at least one of the upper or lower vibration isolating joints102,104may be different than those of the illustrated embodiments. In the illustrated embodiments, the upper vibration isolating joint102is longer in a lateral dimension LA (which corresponds to the distance between the mounting openings148in the steering arm74) than the lower vibration isolating joint104(the lateral dimension of which corresponds to the to the distance between the mounting openings152in the lower swivel bracket150). Other embodiments, however, may be configured with a lower vibration isolating joint104which is longer in the lateral dimension LA than the upper vibration isolating joint102, or with an upper vibration isolating joint102that is the same size as the lower vibration isolating joint104.

The vibration isolating assembly100is configured to support the marine drive50such that all vibrations of the marine drive50are isolated from the transom bracket assembly30by the upper vibration isolating joint102and the lower vibration isolating joint104. Referring toFIGS.4and5, upper and lower joints102,104support the marine drive50on the transom bracket assembly30via the resilient sleeves112of the vibration isolating joints102,104. All vibrations emanating from the marine drive50are transferred to the elastomeric body126of the resilient sleeves112of the vibration isolating joints102,104before being transferred to the transom bracket assembly30. This may be useful, for example, in order to reducing problematic noise created by the vibrations, and/or to reduce the force between the marine drive50and the transom bracket assembly30in the event that the marine vessel, the marine drive50or the transom bracket assembly30are struck by an object.

Some embodiments of a vibration isolating system may include at least one vibration isolating joint with a differently configured resilient sleeve. For example, referring toFIGS.6-8, a vibration isolating system may include an upper vibration isolating joint202and/or a lower vibration isolating joint204with a plurality of radial ridges230formed around the outer surfaces of the resilient sleeves212. Like the embodiments ofFIGS.2-5, the upper and lower vibration isolating joints202,204ofFIGS.6-8each include a rigid connector210and a resilient sleeve212positioned on the body216of the rigid connector210. The resilient sleeves212are configured to be retained on the rigid connectors210by flanges222positioned between the cylindrical body216and the eyelets220at opposing lateral ends218of the rigid connector210. The resilient sleeve212has a tubular body226with radially extending ridges230that are spaced axially along the length of the resilient sleeve212between opposing later sides227thereof. Similarly to the embodiments ofFIGS.1-5, the laterally outer surface224of each flange222may be tapered for inserting the resilient sleeve212onto the rigid connector210. The ridges230each have a peak232, and grooves234are defined between adjacent ridges230. As illustrated inFIGS.7and8, the vibration isolating joints202,204are configured to be received in the through-bores246of upper and lower yokes240,242such that the peaks232of the radial ridges230abut the inner surface247of the through-bores246. The peak232of each ridge230is generally flat and forms a circumferential ring around the body226of the resilient sleeve212and are configured to abut the inner surface247of the through-bore246in the corresponding upper or lower yoke240,242. The outer surface228of the body226of each resilient sleeve212is spaced apart from and does not make contact with the inner surface247of the corresponding through-bores246. This may be useful, for example, in order to reduce the area of the contact surface between the upper and lower vibration isolating joints202,204and the yokes240,242of supporting frame to limit the transfer of vibrations to the transom bracket assembly30from the marine drive50. In some embodiments, the grooves234may be filled with another vibration dampening material, such as a vibration dampening foam.

Some embodiments may be configured differently than what is described herein above. For example, in other examples the marine drive50may omit the vibration isolating system and instead have fixed mountings or monolithic components, or other means providing a fixed coupling between the steering arm and supporting frame.

As used herein, “about,” “approximately,” “substantially,” and “significantly” will be understood by persons of ordinary skill in the art and will vary to some extent on the context in which they are used. If there are uses of these terms which are not clear to persons of ordinary skill in the art given the context in which they are used, “about” and “approximately” will mean plus or minus <10% of the particular term and “substantially” and “significantly” will mean plus or minus >10% of the particular term.

This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to make and use the invention. Certain terms have been used for brevity, clarity and understanding. No unnecessary limitations are to be inferred therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have features or structural elements that do not differ from the literal language of the claims, or if they include equivalent features or structural elements with insubstantial differences from the literal languages of the claims.