Marine propulsion – Screw propeller – With means effecting or facilitating movement of propulsion...
Reexamination Certificate
2000-05-25
2001-05-01
Avila, Stephen (Department: 3617)
Marine propulsion
Screw propeller
With means effecting or facilitating movement of propulsion...
C114S1440RE
Reexamination Certificate
active
06224438
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to boat steering systems and more particularly pertains to a new steering system for plural marine propulsion engines for steering primary and secondary marine propulsion engines using a single steering control.
2. Description of the Prior Art
Boats, and especially boats used for conducting the sport of fishing, often employ a pair of marine propulsion engines for propelling the boat. A primary one of the engines is typically employed for high speed cruising, and a secondary one of the engines is used for relatively slower travel, often referred to as “trolling”. The engine used for trolling is usually smaller, and typically much smaller, than the primary engine. Boats are also typically equipped with a steering system that allows an operator of the boat to steer the direction of movement of the boat (i.e., by pivoting the primary engine with respect to the transom of the boat) from a relatively remote location toward the front of the boat. However, since most boats are not originally equipped with a secondary engine, the steering systems of most boats are only adapted for steering the primary engine, and the steering system is not readily capable of steering an added secondary engine. The secondary engine may be manually steered by the operator from a position adjacent to the transom, but this is inconvenient and is highly disliked.
Various secondary engine steering apparatus have been proposed for use when a secondary engine is added to the transom of a boat. Some of these apparatus are designed for mounting to the portions of the engines located outside the hull of the boat, and thus are more vulnerable to damage during use than if located inside the boat hull. Some of the proposed apparatus provide a direct link between the engines that attempt to pivot the primary and secondary engines equally, but the size difference between the engines typically means that the engines, or the steering portions of the engines, do not move equal distances. Apparatus that do not account for the relative difference in size of the engines and degree of movement of the engine during steering.
One significant obstacle to acceptable steering coordination is the common practice of tilting one of the primary or secondary engines out of an operational position and into a stored position when the other of the engines is being operated. Thus, it is desirable that the engine in the operational position remain steerable while the other engine is in the stored position, without interference with steering of the operating engine or binding or bending of the steering apparatus.
A further obstacle to coordinating the steering of the engines is encountered where the upper edge of the transom of the boat is not straight, but is “stepped” such that a central portion of the upper edge of the transom is oriented lower than end portions of the upper edge of the transom. The difference between the positions of the central and side portions of the upper edge of the transom may range from approximately 5 inches to approximately 20 inches of more, often depending on the particular manufacturer of the boat. This wide variation makes the steering of both engines using the primary steering system more difficult, and may require the use of different apparatus for straight and steeped transoms.
The steering system for plural marine propulsion engines according to the present invention substantially departs from the conventional concepts and designs of the prior art, and in so doing provides an apparatus primarily developed for the purpose of steering primary and secondary marine propulsion engines using a single steering control.
SUMMARY OF THE INVENTION
In view of the foregoing disadvantages inherent in the known types of boat steering systems now present in the prior art, the present invention provides a new steering system for plural marine propulsion engines construction wherein the same can be utilized for steering primary and secondary marine propulsion engines using a single steering control.
The general purpose of the present invention, which will be described subsequently in greater detail, is to provide a new steering system for plural marine propulsion engines apparatus and method which has many of the advantages of the boat steering systems mentioned heretofore and many novel features that result in a new steering system for plural marine propulsion engines which is not anticipated, rendered obvious, suggested, or even implied by any of the prior art boat steering systems, either alone or in any combination thereof.
To attain this, the present invention generally comprises a steering apparatus kit for steering a primary and secondary marine propulsion engines mounted on a transom of a boat. A suitable primary marine propulsion engine has a primary engine housing pivotally mounted on a primary transom mounting structure. The primary transom mounting structure includes a primary tilt tube and a primary steering shaft slidably mounted in the primary tilt tube. A primary drag link extends between the second end of the primary steering shaft and the primary engine housing. A suitable secondary marine propulsion engine has a secondary engine housing pivotally mounted on a secondary transom mounting structure which includes a secondary tilt tube. The steering apparatus kit of the invention includes a tilt tube shaft adapted for slidably mounting in the secondary tilt tube of the secondary marine propulsion engine, and the tilt tube shaft has a first end and a second end. A slave drag link is adapted for linking the second end of the tilt tube shaft to the secondary marine propulsion engine. A first end of the slave drag link is adapted for pivotally mounting on the tilt tube shaft. A second end of the slave drag link is adapted for pivotally mounting on the secondary marine propulsion engine. A pivot mount is adapted for mounting on the secondary tilt tube. A pivot link is adapted for pivotally mounting on the pivot mount, and the pivot link is elongate with opposite ends. A pivot arm is adapted for pivotally mounting on the first end of the tilt tube shaft. The pivot arm has a first end and a second end, with the second end of the pivot arm being adapted for pivotally mounting on the second end of pivot link. A location of the pivot arm between the first and second ends is adapted for pivotally mounting on the first end of the tilt tube shaft. A drag link connector is adapted for connecting to the primary drag link of the primary marine propulsion engine. A connector assembly is adapted for connecting the drag link connector to the pivot arm. The connector assembly comprises a connector bar having opposite ends and a releasable connector being located at each end of the connector bar. A first one of the releasable connectors is adapted for mounting a first end of the connector bar to the drag link connector, and a second one of the releasable connectors is adapted for mounting a second end of the connector bar to the first end of the pivot arm.
There has thus been outlined, rather broadly, the more important features of the invention in order that the detailed description thereof that follows may be better understood, and in order that the present contribution to the art may be better appreciated. There are additional features of the invention that will be described hereinafter and which will form the subject matter of the claims appended hereto.
In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of description and should not be regarded as limiting.
As such, those skilled in the
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