Patent Grant
11167829
Outboard engine powered boats are popular with boaters, particularly deep V-hull boats from 15 feet to 35 feet in length. They offer features that appeal to boaters, such as simplicity, weight savings over other types of powered boats, and the ability to tilt the outboard engines completely out of the water, which gives them anti-corrosion benefits over other types of boat engines.
Larger boats often employ two or more outboard engines, which are mounted in one plane, linearly side-by-side on the transom to either side of the keel or centerline of the boat. Originally, outboard powerheads were limited in available horsepower, due to technological limitations. Until only a few years ago, the maximum horsepower levels for most outboard engines did not exceed 300 horsepower. Recently, technological advancements, such as supercharging, fuel injection, and increased displacement, have allowed substantial amounts of horsepower to be designed into the newer outboard engines. These technological achievements have allowed outboards to surpass 625 horsepower per engine. As power levels have increased, the physical size of the engines has increased as well. This new availability of abundant horsepower in outboard form, has allowed boat manufacturers to design newer and larger types of boats that utilize these engines. Yachts up to 65 feet now employ the use of outboard engines, rather than the large diesel inboard engines that were the choice of manufacturers and customers alike. The use of the outboards allows greater top speeds and efficiencies than inboard power, due to the lack of underwater gear and rudders dragging through the water, and the ability to trim the engines up allows users to boat in shallower waters without the risk of damaging the underwater gear of inboard powered boats. Yachts are now commonly designed with 5 and six outboard engines at the transom of the boat. The only limitation to the amount of engines one can mount across the transom is the available width of the boat. Widening the boat to mount more engines is often not an applicable solution, as the increased width of the boat will increase the weight and drag of the hull significantly, and therefore negate the addition of the extra engines.
Typical outboard engines have a large powerhead that rises above the transom and is attached to an elongate housing that houses the gears and power transmission shafts that connect the propeller on the lower unit at the bottom of the housing. The powerhead, mid section gearcase housing and lower unit are vertically aligned, such that a straight vertical center line of the engine starts at the top of the powerhead and ends at the bottom of the lower unit.
The proximity of the engines mounted on the transom is limited by the size of the powerheads. The width of the transom should provide adequate clearance between the powerheads to minimize interference during operation and when the engines are rotated on their steering and tilt axes.
Designs are desirable that allow engines to be more compactly arranged on a boat, especially those that would allow a V-hull boat to carry more engines than can currently be placed in one plane, side-by-side on the transom. The result would be a V-hull boat with more power without having to widen the boat or transom in order to accommodate more engines.
Outboard engines have been mounted on extended transoms for many years. Armstrong style extension brackets, which are aluminum structures, are designed to hold 1 to 5 outboard engines. These brackets are sometimes bolted to standard transoms, in order to allow the engines to be farther aft, which allows the engines to be mounted higher in the water for less draft. Armstrong brackets are also utilized when a user wants to convert a hull that was previously powered by a different method of propulsion, such as a stern drive, where the hull was not designed with a proper splash well into the deck to accommodate the engine powerhead from tipping into the boat. By adding the Armstrong style transom extension, a user can convert a sterndrive type of boat without a splashwell in the deck, since the Armstrong extension is low enough and reaches aft far enough to allow the powerhead to tilt inwards without contacting the aft edge of the original hull. In all cases of Armstrong style extension brackets, all engines are mounted in the single plane of the bracket, and the original transom of the boat is no longer utilized to mount engines.
This invention differs significantly from the Armstrong style of bracket, as it is specifically designed to create at least two different engine mount transom planes, one in front of the other, in order to allow engines to be mounted on different transoms, and thereby more closely space the engines together.
In a boat embodying the principles of the invention, the transom is modified so that at least three engines can be mounted non-linearly on the boat, such that at least one engine is not in line with at least one other engine when viewed from the top view. More specifically, the boat is modified to have a staggered transom, for example with a secondary engine mount transom that extends aft of the boat primary engine mount transom, to provide a more aft transom section. The multiple engine mount transoms provide a staggered transom configuration, such that the boat has more than one engine mount transom plane. Outboard engines can be mounted on a staggered transom in a manner that places the centerlines of the engines closer than is possible when arranged in line on a single plane transom.
An outboard engine has an upper powerhead and a lower, narrower housing attached to a lower unit with the drive system. A center line drawn from the top of the powerhead to the bottom of the lower unit will appear to bisect the outboard engine. Outboard engines are attached to the transom, so that they can be tilted fore and aft to control the position of the lower unit, which is connected to the propeller and rudder fin. The engine mounting bracket, where the engine is mounted, is usually designed with an articulating bracket that holds the engine to the transom by way of two hinge points. These hinge points allow the engine to both tilt up and down (trim) and to steer left and right. When the engine is tilted up the powerhead leans forward or into the stern of the boat and the lower unit rises up in the water column or entirely out of the water. When the engine turns left or right, the powerhead also swings left and right and needs extra spacing to the sides to accommodate the engine turning. It is the sideways width of the powerheads that can dictate how close multiple engines can be mounted in line side by side on a transom.
With the subject invention, a staggered transom provides one or more engine mount transom sections aft of the primary stern engine mount transom of the boat. A staggered engine mount transom comprising a secondary engine mount extension can have a transom section with a mounting surface to which one or more outboard engines can be operably attached. Engines operably attached to the primary boat transom and the secondary transom section can have a staggered configuration, such that at least one of the engines is not in line on a single plane transom with two or more other engines on the boat. More specifically, the staggered transom configuration allows one or more engines to be positioned aft of at least one or more forward engines. Thus, the powerheads are not all side-by-side linearly on a single transom plane. This staggered arrangement of the engines allows the centerlines of two or more engines and the propeller center lines of propulsion to be closer together, without interfering with operation or the ability to tilt or turn any of the engines. Each transom can be further modified with one or more engine pods, which are indentations, cut-outs, or spaces in which an engine can be mounted to bring the engine centerlines even closer together and can also provide space for additional engines to be mounted on a boat, for example, even so close that the engine mounting brackets and engine cowlings can appear to be overlapped when viewed from directly behind the boat.
It should be noted that this Brief Summary is provided to generally introduce the reader to one or more select concepts described below in the Detailed Disclosure in a simplified form. This Summary is not intended to identify key and/or required features of the claimed subject matter. Other aspects and further scope of applicability of the present invention will also become apparent from the detailed descriptions given herein. It should be understood, however, that the detailed descriptions, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent from such descriptions. The invention is defined by the claims below.
In order that a more precise understanding of the above recited invention can be obtained, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments thereof that are illustrated in the appended drawings. The drawings presented herein may not be drawn to scale, and any reference to dimensions in the drawings or the following description is specific to the embodiments disclosed. Any variations of these dimensions that will allow the subject invention to function for its intended purpose are considered to be within the scope of the subject invention. Thus, understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered as limiting in scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:
The subject invention pertains to a modified boat transom. More specifically, the subject invention provides one or more embodiments of a staggered engine mounting transom design that provides a boat with an additional engine mount transom section aft of the primary boat stern engine mount transom. An extended engine mount creates a staggered transom, such that the boat has more than one engine mount transom, and thus more than one engine mount transom plane. With embodiments of the staggered transom, three or more outboard engines can be mounted non-linearly in a stepped or staggered configuration on a boat when viewed from above. Other embodiments allow for the engine center lines and the propeller center lines of propulsion to be closer together than is typically possible on a boat, allowing more horsepower to be utilized on a given width hull.
The following description will disclose that the subject invention is particularly useful on all boats that have a beam from 7 feet to 16 ft. or greater and are powered with outboard engines. However, a person with skill in the art will be able to recognize numerous other uses to which the subject invention would be applicable. While the subject application describes, and many of the terms herein relate to boats that employ outboard engines with propellers, other modifications apparent to a person with skill in the art and having benefit of the subject disclosure are contemplated to be within the scope of the present invention.
In the description that follows, a number of terms are used that relate to boats and outboard engines. In order to provide a clear and consistent understanding of the specification and claims, including the scope to be given such terms, the following definitions are provided.
The term “outboard engine” or “engine” as used herein describes a self-contained motor that can be mounted on the transom at the stern of a boat that provides a thrust that propels the boat in the opposite direction. Thrust mechanisms can be propeller or jet driven. A standard outboard engine has an upper powerhead attached to a housing above some type of lower unit where the thrust mechanism is located.
A “transom plane,” as used herein, refers to a plane that includes an engine mount transom or transom section of a transom extension and usually is substantially perpendicular to the port and starboard sides of the hull. Thus, a boat engine mount transom plane can be more forward than the transom plane of an engine mount transom extension.
With reference to an outboard engine, the “operating width” is the side-to-side (a.k.a., port to starboard) distance of the engine cowling or the distance that an engine powerhead requires on a transom in order to tilt and rotate on the mounting surface. The powerhead is typically longer in the forward to aft direction than it is wide in the port to starboard. When an engine is straight on the transom (the direction of thrust or propulsion is perpendicular to the transom) the operating width is the width of the cowling that covers the engine powerhead. When the engine is rotated to port or starboard, such as during turning operation, the operating width increases as the aft side furthest from the engine mount transom plane end of the powerhead rotates from side to side.
Also, as used herein and unless otherwise specifically stated, the terms “operable communication,” “operable connection,” “operably connected,” “operably attached,” “cooperatively engaged” and grammatical variations thereof mean that the particular elements are connected in such a way that they cooperate to achieve their intended function or functions. The “connection” or “engagement” may be direct or indirect, physical or remote.
It is to be understood that the drawings and descriptions of embodiments of the present invention have been simplified to illustrate elements that are relevant for a clear understanding of the invention, while eliminating, for purposes of clarity, other elements that may be well known. Those of ordinary skill in the art will recognize that other elements may be desirable and/or required in order to implement the present invention. However, because such elements are well known in the art, and because they do not facilitate a better understanding of the present invention, a discussion of such elements is not provided herein.
Finally, the nautical terms herein, such as “forward,” “aft,” “port,” “starboard,” “stern,” “hull,” “beam,” and “centerline” are used herein according to their common and well-known meanings. As such, the figures herein do not include reference numbers for such terms.
The present invention is more particularly described in the following examples that are intended to be illustrative only because numerous modifications and variations therein will be apparent to those skilled in the art. As used in the specification and in the claims, the singular for “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise.
Reference will be made to the attached Figures on which the same reference numerals are used throughout to indicate the same or similar components. With reference to the attached Figures, which show certain embodiments of the subject invention, it can be seen that the subject invention comprises an engine mount transom extension 200 that extends from or aft of the engine mount transom 255 of a boat for supporting thereon one or more outboard engines 1. The transom extension can have a transom section 210 that defines a transom plane 115. Each transom section can have a mounting surface 120, to which an outboard engine 1 is mounted, and one or more supports 125. The supports can be modified as one or more engine pods 250 in which an engine housing can be positioned with the engine cowling above the engine pod. Alternative embodiments can include more than one transom extension. Each of these general components can have one or more sub-components, which will be discussed in detail below.
A transom extension 200 can have a transom section 210 with a mounting surface 120 to which an engine can be mounted. For example, the mounting surface can have a mounting plate to which the mounting bracket of an engine can be attached, such as shown for example, in
In one embodiment, a transom section 210 has a width 111 that is at least 1 ft., 1.5 ft, 2 ft, 2.5 ft., 3 ft., 3.5 ft, 4 ft., 4.5 ft., 5 ft., 5.5 ft, 6 ft., 6.5 ft., 7 ft., 7.5 ft., 8 ft., 8.5 ft., 9 ft., 9.5 ft., 10 ft., 10.5 ft., 11 ft., 11.5 ft., 12 ft., 12.5 ft., 13 ft., 13.5 ft., or 14 ft., or a width greater than or in a range between any two of the listed values. The width 111 of a transom section 210 can depend upon the engine mount transom width 43 of a boat and the number of engines to be supported on each. For example, the transom section 210 can be configured to support fewer engines than are supportable on the primary engine mount transom 255. In another example, the transom section can support the same number or more engines than are supportable on the primary engine mount transom 255. Thus, a transom section 210 can have a width 111, between the port and starboard sides, that is less than the total width 43 of the transom 255, such as shown, for example, in
The transom section 210 is secured to and extends from the primary transom 255, by one or preferably by two or more supports 125. The supports can also be configured and reinforced to support the transom section and the weight of one or more engines mounted thereon, as well as other loads placed thereon when the boat is in motion. The supports can be placed at or near the port and starboard sides of the transom section 210 or at each side 112 of a transom section, as illustrated, for example, in
Likewise, the supports 125 can have a length 127, which is the distance between where the supports extend from the transom 255 to where they connect to the transom section 210, as illustrated by way of example in
A transom extension can be integral with the boat structure, in that it is built as part of the boat structure at the time of manufacture. Alternatively, a transom extension can be an add-on component, such that it can be operably attached to a boat after the boat is manufactured. In one embodiment, the transom extension can be operably attached to the primary transom 255 of the boat by any means known to those with skill in the art. For example, the supports 125 can be bolted onto the transom. Transoms are heavily reinforced to support the weight of outboard engines. A support can be bolted onto the transom through the external hull and into one or more of transom reinforcements. Alternatively, a portion of the hull can be removed so that the transom can be attached directly to one more transom reinforcements. In one embodiment, the one or more supports 125 can have one or more attachment mechanisms that extend from the supports to facilitate attachment to the transom.
When a boat is in motion, water from the hull causes a wake behind the boat. In one embodiment, a secondary transom extension 200 has a running surface 8 beneath the transom section 210 and supports 125 to direct the wake water downwards and inhibit drag on the transom extension. In one embodiment, the running surface is flat and deflects water as the water moves over the running surface.
In one embodiment, a single secondary engine mount transom extension 200 is arranged on a boat. In a further embodiment, the secondary transom extension is centered on the transom.
In other embodiments, a plurality of secondary transom extensions 200 are arranged on a boat. For example, dual secondary engine mount transom extensions can be arranged such that one is at each of port and starboard sides of the transom, or one to each side of the centerline 45 of the boat. Dual transom extensions allow for at least one engine to be mounted therebetween on the primary engine mount transom 255.
The center line of propulsion 300 is the direction of the force created by the outboard engine thrust mechanism. There two main types of thrust mechanisms used on deep V-hull boats: jet power and propeller, with propeller being the most common. There is a considerable amount of information available regarding propeller propulsion and the optimum configuration and placement of propellers. Typically, outboard engine propellers placed side by side can operate with about 2 inches to about 4 inches between the tips of the blades of the propellers. It is usually not possible to arrange propellers this close together because the large powerheads of outboard engines require that they be placed further apart on the transom. Advantageously, the engines mounted on a secondary transom extension 200 and the engines mounted on a primary transom 255 are in different transom planes 115, as depicted, for example, in
To further increase the space available on a primary engine mount transom 255, the secondary transom extension can be configured with one or more engine pods 250 between the transom 255 and the transom section 210. An engine pod is an indentation or cut-out 275 where the secondary transom extension 200 can be narrower than a transom section 210, where it attaches to or extends from the primary transom 255. Alternatively, an engine pod can be formed when the transom section overlaps the supports, as described above and shown in
Each transom extension 200 can have an engine pod 250 on either or both sides of the transom extension, examples of which are shown in
Outboard engines can be more advantageous that inboard engines on a boat. Increasing power and speed requires mounting more outboard engines on the boat. The number of outboard engines that can be attached was limited by the length of the transom. A transom extension of the subject invention allows more outboard engines to be attached to boat than could be attached the transom alone. This can be particularly desirable on larger boats on which it is advantageous to use outboard engines, but the width of the transom limits the number of engines that can be employed. By providing an additional transom section in a different transom plane than the transom of the boat, more engines can be mounted on the boat.
All patents, patent applications, provisional applications, and other publications referred to or cited herein are incorporated by reference in their entirety, including all figures and tables, to the extent they are not inconsistent with the explicit teachings of this specification. Additionally, the entire contents of the references cited within the references cited herein are also entirely incorporated by reference.
The examples and embodiments described herein are for illustrative purposes only and that various modifications or changes in light thereof will be suggested to persons skilled in the art and are to be included within the spirit and purview of this application.
Any reference in this specification to “one embodiment,” “an embodiment,” “example embodiment,” “further embodiment,” “alternative embodiment,” etc., is for literary convenience. The implication is that any particular feature, structure, or characteristic described in connection with such an embodiment is included in at least one embodiment of the invention. The appearance of such phrases in various places in the specification does not necessarily refer to the same embodiment. In addition, any elements or limitations of any invention or embodiment thereof disclosed herein can be combined with any and/or all other elements or limitations (individually or in any combination) or any other invention or embodiment thereof disclosed herein, and all such combinations are contemplated with the scope of the invention without limitation thereto.
This application claims priority to U.S. Provisional Application Nos. 62/734,689, filed Sep. 21, 2018; 62/791,488, filed Jan. 11, 2019; and 62/860,327, filed Jun. 12, 2019; all of which are hereby incorporated by reference in their entirety.
| Number | Name | Date | Kind |
|---|---|---|---|
| 4813365 | Lindstrom | Mar 1989 | A |
| 4895095 | Potter, Jr. | Jan 1990 | A |
| 10202179 | Wong | Feb 2019 | B2 |
| 20110232557 | Kilgore | Sep 2011 | A1 |
| Number | Date | Country | |
|---|---|---|---|
| 20200115020 A1 | Apr 2020 | US |
| Number | Date | Country | |
|---|---|---|---|
| 62734689 | Sep 2018 | US | |
| 62791488 | Jan 2019 | US | |
| 62860327 | Jun 2019 | US |
