Information
-
Patent Grant
-
6682374
-
Patent Number
6,682,374
-
Date Filed
Monday, June 10, 200222 years ago
-
Date Issued
Tuesday, January 27, 200420 years ago
-
Inventors
-
Original Assignees
-
Examiners
Agents
- Knobbe, Martens, Olson & Bear LLP
-
CPC
-
US Classifications
Field of Search
US
- 440 53
- 440 55
- 440 63
- 440 900
-
International Classifications
-
Abstract
An outboard motor includes a drive unit and a bracket assembly mounted on an associated watercraft. The bracket assembly includes a swivel bracket arranged to support the drive unit for pivotal movement through a steering angle about a steering axis. A clamping bracket is arranged to support the swivel bracket for pivotal movement about a tilt axis. The clamping bracket includes a pair of bracket arms spaced apart from each. Each bracket arm defines a plurality of openings that are arranged next to one another in an arcuate line so as to minimize a fore-to-aft width of the bracket arm. As a result of the smaller bracket arm width, the drive unit can be pivoted through a larger steering angle.
Description
PRIORITY INFORMATION
This application is based on and claims priority to Japanese Patent Application No. 2001-184909, filed Jun. 19, 2001, the entire contents of which is hereby
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates generally to a tilt support mechanism for an outboard motor, and more particularly to an improved tilt support mechanism to hold a drive unit of an outboard motor at any position higher than a fully tilt down position.
2. Description of Related Art
An outboard motor typically has a bracket assembly to support its drive unit on an associated watercraft. The bracket assembly comprises a clamping bracket formed by a pair of bracket arms that are spaced apart from each other and a swivel bracket interposed between the bracket arms. The swivel bracket supports the drive unit for pivotal movement about a generally vertically extending steering axis. The bracket arms are mounted on a transom of the watercraft. A generally horizontally extending pivot pin forms a hinge coupling between the swivel bracket and the clamping bracket such that clamping bracket supports the swivel bracket for pivotal movement about a tilt axis of the pivot pin. Thus, the swivel bracket together with the drive unit can pivotally move between a fully tilted down position and a fully tilted up position.
Normally, the drive unit in the fully tilted down position can place a propulsion device, such as, for example, a propeller, in a submerged position with the watercraft resting on the surface of a body of water. In the fully tilted up position the orientation of the drive unit places the propulsion device above the body of water when the watercraft is moored. The drive unit can take any position between the fully tilted down position and the fully tilted up position, either to adjust the trim angle of the watercraft or to slightly raise the propulsion device when the watercraft travels through shallow waters.
A tilt support mechanism can be provided to support the swivel bracket and the drive unit at a desired tilt position. In order to form the tilt support mechanism, the clamping bracket defines a plurality of pairs of openings in the bracket arms and a tilt pin transversely extends through one of pairs of the openings. The tilt pin sets the lowermost position of the swivel bracket when the swivel bracket rests against the tilt pin.
For example,
FIG. 1
illustrates an arrangement of the tilt support mechanism
10
. The bracket arms
12
include five pairs of openings
14
and a tilt pin
16
extends transversely through one of the pairs of the openings
14
. In the illustrated case, the tilt pin
16
extends through the pair of openings positioned second from the bottom. The swivel bracket
18
rests on the tilt pin
16
. Each hole
14
of a pair of openings is directly aligned with the corresponding hole
14
in the other bracket arm
12
.
In this arrangement, however, the bracket arms
12
include rear ends
20
that protrude toward a drive unit
22
in order to accommodate the array of openings
14
. This protrusion necessarily limits an angle range for steering the drive unit. This problem becomes exacerbated with drive units having larger girths. For instance, outboard motors provided with a four-cycle engine often have a large volume lubricant reservoir disposed in the drive unit
22
. The drive unit
22
consequently has a larger girth which limits the range of angular steering movement when used with the prior bracket assembly. In such case, the resulting interference between the rear ends
20
of the bracket arms
12
and the larger girth drive unit
22
limit the angular steering range of the outboard motor.
SUMMARY OF THE INVENTION
One aspect of the present invention involves a tilt support mechanism for an outboard motor that allows an associated drive unit of the outboard motor, which has a relatively large girth, to pivot through a large steering angle. The tilt support mechanism can also be used with smaller girth drive units to enhance further the range of steering movement of the outboard motor.
In accordance with one aspect of the present invention, an outboard motor comprises a drive unit and a bracket assembly adapted to be mounted on an associated watercraft. The bracket assembly comprises a swivel bracket arranged to support the drive unit for pivotal movement about a steering axis. A clamping bracket is arranged to support the swivel bracket for pivotal movement about a generally tilt axis that extends generally normal to the steering axis. The clamping bracket comprises a pair of bracket arms spaced apart from each other so that at least a portion of the swivel bracket can fit between the bracket arms. Each bracket arm defines a plurality of openings that are arranged next to one another along an arcuate line. The openings of one bracket arm generally align with the openings of the other bracket arm to form opposing pairs of openings. A tilt pin extends transversely through one of the opposing pairs of openings and is capable of being selectively removed therefrom and inserted into another opposing pair of openings. The tilt pin is arranged to limit movement of the swivel bracket between the bracket arms.
Another aspect of the present invention involves an outboard motor comprising a drive unit and a bracket assembly adapted to be mounted on an associated watercraft. The bracket assembly comprises a swivel bracket arranged to support the drive unit for pivotal movement about a steering axis. A clamping bracket arranged to support the swivel bracket for pivotal movement about a tilt axis that extends generally normal to the steering axis. The clamping bracket comprises a pair of bracket arms spaced apart from each other so that at least a portion of the swivel bracket can fit between the bracket arms. Each bracket arm defines a plurality of pin openings. A tilt pin is sized to fit within the pin openings on each bracket arm. All of the pin openings on each bracket arm are arranged in a single line next to one another and at least one of the pin openings on each bracket arm being positioned farther forward and higher than an adjacent pin opening.
Further aspects, features and advantages of the invention will become apparent from the detailed description of the preferred embodiment which follows.
BRIEF DESCRIPTION OF THE DRAWINGS
As noted above,
FIG. 1
is a side elevational view of a bracket assembly, showing a prior tilt support mechanism that has the above-noted drawbacks.
FIG. 2
is a side elevational view of an outboard motor configured in accordance with a preferred embodiment of the present invention. An associated watercraft is illustrated in phantom.
FIG. 3
is a side elevational view of a bracket assembly of the outboard motor shown in
FIG. 2
, showing a tilt support mechanism thereof.
FIG. 4
is a front view of the bracket assembly of FIG.
3
.
FIG. 5
is a schematical top plan view of the outboard motor shown in
FIG. 2. A
fully turned position and straight ahead position of a drive unit of the outboard motor are shown in solid lines. This figure also illustrates a portion of the bracket assembly shown in
FIG. 1
in phantom and illustrates a fully turned position of a prior drive unit in phantom.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
With reference to
FIGS. 2-4
, an overall construction of an outboard motor
30
configured in accordance with certain features, aspects and advantages of the present invention will be described.
In the illustrated arrangement, the outboard motor
30
comprises a drive unit
34
and a bracket assembly
36
. The bracket assembly
36
supports the drive unit
34
on a transom
38
of an associated watercraft
40
and places a marine propulsion device in a submerged position with the watercraft
40
resting on the surface of a body of water. The bracket assembly
36
preferably comprises a swivel bracket
42
, a clamping bracket
44
, a steering shaft
46
and a pivot pin
48
.
The steering shaft
46
typically extends through a steering post
50
of the swivel bracket
42
and is affixed to the drive unit
34
by upper and lower mount assemblies
52
,
54
. The steering shaft
46
is pivotally journaled for steering movement about a generally vertically extending steering axis
56
that is defined by the steering shaft
46
. A steering handle
58
extends forwardly atop the steering shaft
46
so that the operator can operate the steering shaft
46
, either manually or remotely via a steering system of the watercraft that is coupled to a steering arm attached to the steering shaft.
The clamping bracket
44
comprises a pair of bracket arms
60
(
FIGS. 3 and 4
) spaced apart from each other. The pivot pin
48
extends between and preferably holds together the upper ends of the respective bracket arms
60
. The bracket arms
60
are spaced apart so as to receive at least an upper portion of the swivel bracket
42
. The top of each bracket arm
60
is formed as a hook and is fitted over the top of the watercraft transom
38
. The pivot pin
48
also completes a hinge coupling between the swivel bracket
42
and the clamping bracket
44
. The pivot pin
48
transversely extends through the bracket arms
60
and the upper portion of the swivel bracket
42
so that the clamping bracket
44
supports the swivel bracket
42
for pivotal movement about a generally horizontally extending tilt axis that is defined by the pivot pin
48
. The drive unit
34
thus can be tilted about the tilt axis.
As used throughout this description, the terms “forward”, “forwardly” and “front” mean at or to the side where the bracket assembly
36
is located, and the terms “rear,” “reverse,” “backwardly” and “rearwardly” mean at or to the opposite side of the front side, unless indicated otherwise or otherwise readily apparent from the context in which the term is used. In addition, the term “tilt movement,” when used in a broad sense, typically includes both tilt movement and trim adjustment movement of the outboard motor. Thus, as used throughout this description, the term “tilt movement” is used in accordance with this broad meaning, unless the trim adjustment movement is specifically mentioned. Similarly, the term “tilt” means both tilt and trim adjustment.
With particular reference to
FIG. 4
, a hydraulic tilt and trim adjustment system
64
preferably is provided between the swivel bracket
42
and the clamping bracket
44
to tilt (raise or lower) the swivel bracket
42
and the drive unit
34
relative to the clamping bracket
44
. The tilt system
64
generally nests between the respective bracket arms
60
.
The hydraulic tilt system
64
preferably comprises a hydraulic cylinder unit
66
, a fluid pump
68
and an electric motor
70
, which are unitarily formed together in the illustrated embodiment. The cylinder unit
66
is disposed on the starboard side or right side (left side of
FIG. 4
) relative to a center plane of the outboard motor
30
. The center plane extends generally vertically and includes the steering axis
56
. The pump
68
and the electric motor
70
are oppositely disposed on the port side or left side (right side of
FIG. 4
) relative to the center plane.
The cylinder unit
66
comprises a cylinder body
74
containing working fluid and a piston slideably moveable within the cylinder body
74
. The piston and the cylinder body
74
together define upper and lower chambers in the cylinder unit
66
. A piston rod
76
is affixed to the piston and extends beyond an upper end of the cylinder body
74
in the illustrated embodiment. A lower end of the cylinder body
74
is closed. The fluid pump
68
is connected to both the upper and lower chambers and pressurizes the working fluid to move the piston within the cylinder body
74
. The electric motor
70
can drive the fluid pump
68
in forward and reverse directions. Thus, the piston rod
76
can either extend outwardly from the cylinder body
74
or retract inwardly into the cylinder body
74
with the pump
68
driven by the motor
70
in the forward and reverse directions, respectively.
The piston rod
76
has an upper mount shaft
78
which is journaled by a pair of mount bosses
80
of the swivel bracket
42
for pivotal movement. A boss of the piston rod
76
interposes the mount bosses
80
. The cylinder body
74
has a lower mount shaft
82
which is journaled by the respective bracket arms
60
of the clamping bracket
44
. Accordingly, with the extension or retraction of the piston rod
76
, the swivel bracket
42
, together with the drive unit
34
, can move between the filly tilted down position and the filly tilted up position.
Alternatively, a manually operated tilt system can replace the hydraulic tilt system
64
. However, using the hydraulic tilt system
64
is extremely helpful in connection with a large sized outboard motor.
With reference to
FIG. 2
, the illustrated drive unit
34
comprises a power head
86
and a housing unit
88
which includes a driveshaft housing
90
and a lower unit
92
. The power head
86
is disposed atop the drive unit
34
and houses an internal combustion engine (not shown) within a protective cowling
94
. The protective cowling
94
preferably comprises a bottom cowling member and a top cowling member that is detachable from the bottom cowling member. The engine in the illustrated arrangement preferably operates on a four-cycle combustion principle and employs a closed-loop, dry sump lubrication system. This engine type, however, merely exemplifies one type of outboard motor in connection with which the present tilt support mechanism can be used. The present tilt support mechanism can be used with outboard motors having engines that operate on other combustion principles (e.g., two-stroke, rotary) and that have other types of lubrication systems (e.g., a crankcase-injected lubricant system).
The driveshaft housing
90
depends from the power head
86
and the lower unit
92
depends from the driveshaft housing
90
. A driveshaft
98
extends generally vertically through the driveshaft housing
90
and the lower unit
92
. The drive shaft
98
is coupled with a crankshaft of the engine to be driven thereby. The driveshaft housing
90
contains a lubricant reservoir (not shown) of the lubrication system in an upper area of the housing
90
. The lubricant reservoir occupies a relatively large space of the upper area.
The lower unit
92
carries a propulsion device
100
. In the illustrated arrangement, the propulsion device
100
includes a propeller
102
which is affixed to a propulsion shaft
104
that extends generally horizontally within the lower unit
92
. A transmission
106
preferably is provided between the driveshaft
98
and the propulsion shaft
104
. The transmission
106
couples together the two shafts
98
,
104
which lie generally normal to each other (i.e., at a 90° shaft angle), with bevel gears. The propulsion shaft
104
thus is driven by the driveshaft
98
through the transmission
106
to rotate the propeller
102
. The transmission
106
can include a clutch mechanism to change the rotational direction of the propeller
102
among forward, neutral or reverse. The propulsion device can take the form of a dual counter-rotating system, a hydrodynamic jet, or any of a number of other suitable propulsion devices.
With particular reference to
FIGS. 3 and 4
, a tilt support mechanism
120
configured in accordance with the present invention will now be described. The illustrated hydraulic tilt system
64
can hold the swivel bracket
42
and the drive unit
34
at any position between the fully tilted down position and the fully tilted up position. However, the drive unit will exert a large force on the hydraulic tilt system
64
, which acts against the piston rod
76
, when the outboard motor propels the watercraft forward with high thrust. This places a great burden on the tilt system
64
. In order to release the tilt system
64
from always holding the swivel bracket
42
and the drive unit
34
at a desired position, the tilt support mechanism
120
has a tilt pin
122
extending transversely against which the swivel bracket
42
can abut or act against. The tilt pin
122
establishes a lowermost position of the swivel bracket
42
and supports the swivel bracket
42
at this position unless the tilt system
64
lifts the swivel bracket
42
to a higher position.
As best seen in
FIG. 4
, the tilt pin
122
preferably is a circular bar having a longitudinal pin axis and a hook-like end
126
. At its opposite end, the tilt pin
122
includes an engaging arm
128
that is pivotally attached. The engaging arm
128
can swing or pivot about a transverse pin axis
124
that extends generally normal to the longitudinal pin axis. The engaging arm
128
, which in the illustrated embodiment has a generally triangular shape, thus can extend generally straight along the longitudinal pin axis
124
or can be pivoted about the transverse pin axis
124
to project transversely (e.g., vertically with the tilt pin oriented in the position shown in
FIG. 4
) from the circular bar.
Each bracket arm
60
defines a plurality of openings (i.e., pin openings) that extend between inner and outer side surfaces of the bracket arm. The openings in each bracket arm
60
are arranged next to one another along an arcuate line that extends somewhat vertically, as best shown in FIG.
3
. More specifically, the respective centers of the openings are on the arcuate line. In the illustrated arrangement, five openings
132
,
134
,
136
,
138
,
140
are defined from bottom to top. The openings
132
,
134
,
136
,
138
,
140
form pairs with corresponding opening in the other bracket arm. That is, respective openings in the bracket arms align with each other to form an opposing pair of openings. The bracket arms, in the illustrated embodiment, thus form five pairs opposing pairs of openings.
In the embodiment illustrated in
FIG. 3
, the arcuate line, along which the openings of each bracket arm
60
are arranged, is an arc
144
, preferably of a substantially constant radius. However, the arcuate line can have other shapes as well.
The illustrated arc
144
extends about a center
146
that is disposed farther from the drive unit
34
than the openings
132
,
134
,
136
,
138
,
140
and closer to the watercraft transom
38
. The center
146
of the arc preferably is positioned lower than the center of the uppermost opening
140
and higher than the center of the lowermost opening
132
. In addition, at least the uppermost opening
140
preferably is positioned slightly more forward than the adjacent opening
138
. The opening
138
can take a similar position with respect to the next lower opening
136
in the same relationship as such described, although the openings
138
and
136
in the illustrated arrangement are not in this relationship.
Each bracket arm
60
defines a rear outer surface
148
that forms an edge
149
at an intersection with the outer side surface of the bracket arm
60
. At least the edge
149
, and preferably the entire rear outer surface
148
, extends generally along the arc
144
. That is, the outer edge
149
generally forms another arc at least in an area adjacent to the openings
132
,
134
,
136
,
138
,
140
and a center of this second arc preferably coincides with the center
146
of the first arc
144
. This preferred shape of the rear outer surface
148
minimizes the fore-to-aft width of the bracket arm
60
while providing sufficient area at which to locate the openings.
The arcuate line along which the openings are spaced can be part of an ellipse or oval, rather than be an arc length of a circle as illustrated. Other arcuate lines which are formed, for example, in combining portions of two or more circles or ellipses also can be used. In the latter variation, the arcuate line can have one or more center points. The center points preferably are disposed lower than the top opening
140
and higher than the bottom opening
132
.
The outer surfaces
148
do not protrude farther rearward than the position of the steering axis
56
. In other words, rear ends of the bracket arms
60
are disposed in front of the steering axis
56
.
The tilt pin
122
transversely extends through one pair of the openings
132
,
134
,
136
,
138
,
140
. In this illustrated arrangement, the pair of openings
134
located second from the bottom is selected. When inserting the tilt pin
122
, the engaging arm
128
is set to extend straight along the longitudinal pin axis. As seen in
FIG. 4
, the pin
122
is first inserted into the opening
134
on the port side and then into the opening
134
on the starboard side with a spring
152
interposed between the hook-like end
126
and the bracket arm
60
on the port side. The engaging arm
128
thence swings down under its own weight and engages the bracket arm
60
on the starboard side because the spring
152
urges the tilt pin
122
toward the port side (to the right side of FIG.
4
). The engaging arm
128
thereby can prevent the tilt pin
122
from slipping out from the openings
134
. On the other hand, with the tilt pin
122
pushed toward the starboard side against the biasing force of the spring
152
, the engaging arm
128
is easily disengaged from the bracket arm
60
and the tilt pin
122
can be slid out the openings
134
.
The operator can select any one of the pairs of the openings
132
,
134
,
136
,
138
,
140
in accordance with a tilt position or tilt angle θ (
FIG. 3
) which the operator desires. If the selected pair of the openings
132
,
134
,
136
,
138
,
140
is not appropriate, the operator can of course change the position of the tilt pin
122
. The tilt angle θ is defined as an angle between the watercraft transom
38
and the steering axis
56
. In general, a transom of a watercraft slants rearwardly relative to a true vertical line when the watercraft rested on the water surface. The transom
38
in the illustrated arrangement slants twelve (12) degrees from perpendicular. When the openings
134
, which are located second from the bottom, are selected, the tilt angle θ is twelve (12) degrees and the steering axis
56
generally with true vertical (i.e., is generally perpendicular to the water surface). The illustrated openings
132
,
134
,
136
,
138
,
140
preferably are disposed at regular intervals, and more preferably at four (4) degree intervals. Thus, when the tilt pin
122
is positioned at the bottom openings
132
, the tilt angle θ is eight (8) degrees. In the same manner, the tilt angles θ at the openings
136
,
138
,
140
are 16, 20 and 24 degrees, respectively.
In the illustrated arrangement, the outer surfaces
148
do not protrude rearwardly as described above. The illustrated tilt support mechanism
120
thus allows the drive unit
34
to be rotated through a relatively large angular range for steering without interfering with the bracket arms
60
. In cases where the girth of the drive unit is less—for example with two-stroke outboard motors that do not include a lubrication reservoir in the drive unit—the configuration of the bracket arms further enhances the steering angle range through which the outboard motor can be swung.
For instance,
FIG. 5
illustrates that the driveshaft housing
90
, which is supported by the present tilt support mechanism, can be rotated through a larger range of movement than if the driveshaft housing were supported by the prior support mechanism that is illustrated in FIG.
1
and includes rearward-protruding outer surfaces
160
(only the starboard side is shown in phantom). A center line
162
indicates a longitudinal axis of the driveshaft housing
90
when it is in a straight-ahead position. A second line
164
indicates the longitudinal axis of the driveshaft housing
90
when in fully steered position that is limited by the rearwardly-protruding outer surfaces
160
of the prior support mechanism. The angle β indicates the maximum steering angle range of the driveshaft housing
90
when supported by the prior support mechanism. The third line
166
indicates the longitudinal axis of the driveshaft housing
90
as supported by the present tilt support mechanism when in a fully steered position. The angle α indicates the maximum steering angle range of the driveshaft housing
90
under this condition. The angle α is larger than the angle β because the rear outer surfaces
148
or the bracket arms
60
protrude less than the prior bracket arms.
In the arrangement of the openings
132
,
134
,
136
,
138
,
140
along an arcuate line that bows toward the transom
38
of the watercraft, at least the upper openings
138
,
140
are disposed closer to the transom than in the prior design illustrated in FIG.
1
. Consequently, an operator can more easily operate the tilt pin
122
of the present tilt support mechanism from inside of the watercraft
40
.
In addition, the point at which the swivel bracket
42
contacts the tilt pin
122
will vary as the location of the tilt pin
122
is moved among the opening pairings
132
,
134
,
136
,
138
,
140
. For instance, the point of contact between the tilt pin
122
and the swivel bracket
42
with the tilt pin in the lowermost opening pair
132
is more to the rear side of the pin, while the point of contact between the tilt pin
122
and the swivel bracket
42
with the tilt pin in the uppermost opening pair
140
is more to the top side of the pin. This occurs because of the arcuate path along which the openings are arranged. In contrast, in the prior support mechanism shown in
FIG. 1
in which the openings are arranged in a straight line, the point of contact between the tilt pin and the swivel bracket remains the same regardless into which hole the pin is inserted. The resulting varying points of contact between the pin and the swivel bracket in the present tilt support mechanism reduces frictional wear on the tilt pin and the swivel bracket.
Of course, the foregoing description is that of a preferred construction having certain features, aspects and advantages in accordance with the present invention. For instance, the number of the openings can vary. The tilt pin can take any other engaging configurations with the bracket arms. Accordingly, various changes and modifications may be made to the above-described arrangements without departing from the spirit and scope of the invention, as defined by the appended claims.
Claims
- 1. An outboard motor comprising a drive unit and a bracket assembly adapted to be mounted on an associated watercraft, the bracket assembly comprising a swivel bracket arranged to support the drive unit for pivotal movement about a steering axis, a clamping bracket arranged to support the swivel bracket for pivotal movement about a tilt axis that lies generally normal to the steering axis, the clamping bracket including a pair of bracket arms spaced apart from each other, each bracket arm defining a plurality of openings that are arranged next to one another along an arcuate line that extends in an arc having a substantially constant radius of curvature, the openings of one bracket arm generally aligning with the openings of the other bracket arm to form opposing pairs of openings, and a tilt pin extending transversely through one of the opposing pairs of openings, one of the openings of at least one bracket arm being positioned farther rearward than two adjacent openings between which said one opening is interposed along the arcuate line.
- 2. The outboard motor as set forth in claim 1, wherein a center of each arc is disposed farther from the drive unit than the corresponding openings.
- 3. The outboard motor as set forth in claim 1, wherein the openings are spaced apart uniformly along the corresponding arcuate line.
- 4. The outboard motor as set forth in claim 1, wherein each one of the bracket arms defines an outer surface with an edge that extends along a second generally arcuate line.
- 5. The outboard motor as set forth in claim 4, wherein the first and second arcuate lines have generally similar shapes.
- 6. The outboard motor as set forth in claim 5, wherein the second arcuate line extends in an arc having a substantially constant radius of curvature.
- 7. The outboard motor as set forth in claim 6, wherein a center of the arc of the second arcuate line generally coincides with a center of the arc of the first arcuate line.
- 8. The outboard motor as set forth in claim 1 additionally comprising a steering shaft defining the steering axis, a rear end of each bracket arm being positioned farther forward than the steering axis.
- 9. The outboard motor as set forth in claim 1, wherein each one of the bracket arm has a single set of the plurality of openings that are arranged along the arcuate line.
- 10. An outboard motor comprising a drive unit and a bracket assembly adapted to be mounted on an associated watercraft, the bracket assembly comprising a swivel bracket arranged to support the drive unit for pivotal movement about a steering axis, a clamping bracket arranged to support the swivel bracket for pivotal movement about a tilt axis that lies generally normal to the steering axis, the clamping bracket including a pair of bracket arms spaced apart from each other so that at least a portion of the swivel bracket can fit between the bracket arms, each bracket arm defining a plurality of openings that are arranged next to one another along an arcuate line that extends in an arc having a substantially constant radius of curvature, the center of each arc being located lower than at least a center point of one of the corresponding openings, the openings of one bracket arm generally aligning with the openings of the other bracket arm to form opposing pairs of openings, and a tilt pin extending transversely through one of the opposing pairs of openings and capable of being selectively removed therefrom and inserted into another opposing pair of openings, the tilt pin being arranged to limit movement of the swivel bracket between the bracket arms.
- 11. The outboard motor as set forth in claim 10, wherein the center of each arc is located higher than at least a center point of one of the corresponding openings.
- 12. The outboard motor as set forth in claim 10, wherein each one of the bracket arm has a single set of the plurality of openings that are arranged along the arcuate line.
- 13. The outboard motor as set forth in claim 10, wherein the openings are spaced apart uniformly along the corresponding arcuate line.
- 14. The outboard motor as set forth in claim 10, wherein each one of the bracket arms defines an outer surface with an edge that extends along a second generally arcuate line.
- 15. An outboard motor comprising a drive unit and a bracket assembly adapted to be mounted on an associated watercraft, the bracket assembly comprising a swivel bracket arranged to support the drive unit for pivotal movement about a steering axis, a clamping bracket arranged to support the swivel bracket for pivotal movement about a tilt axis that extends generally normal to the steering axis, the clamping bracket including a pair of bracket arms spaced apart from each other so that at least a portion of the swivel bracket can fit between the bracket arms, each bracket arm defining a plurality of pin openings, and a tilt pin sized to fit within the pin openings on each bracket arm, all of the pin openings on each bracket arm being arranged in a single line next to one another and at least one of the pin openings on each bracket arm being positioned farther forward and higher than an adjacent pin opening.
- 16. The outboard motor as set forth in claim 15, wherein each single line, along which the pin holes are arranged, extends in an arc having a substantially constant radius of curvature.
- 17. The outboard motor as set forth in claim 15, wherein each one of the bracket arms defines an outer surface with an edge that has a similar shape to the corresponding single line along which the pin holes are arranged.
- 18. The outboard motor as set forth in claim 15 additionally comprising a steering shaft defining the steering axis, a rear end of each bracket arm being positioned farther forward than the steering axis.
Priority Claims (1)
Number |
Date |
Country |
Kind |
2001-184909 |
Jun 2001 |
JP |
|
US Referenced Citations (5)
Foreign Referenced Citations (1)
Number |
Date |
Country |
0140292 |
Aug 1982 |
JP |