U.S. patent application number 16/550890 was filed with the patent office on 2021-06-17 for outboard motor and methods of use thereof.
The applicant listed for this patent is Robby Galletta Enterprises LLC. Invention is credited to Robert J. GALLETTA, Jr..
Application Number | 20210182090 16/550890 |
Document ID | / |
Family ID | 1000005623307 |
Filed Date | 2021-06-17 |
United States Patent
Application |
20210182090 |
Kind Code |
A9 |
GALLETTA, Jr.; Robert J. |
June 17, 2021 |
OUTBOARD MOTOR AND METHODS OF USE THEREOF
Abstract
An outboard motor and methods of use thereof in general,
includes a powerhead removeably affixed to the transom of a boat,
and a gear case rotationally connected to a propeller shaft, the
outboard motor including a telescopic drive shaft, the telescopic
drive shaft having a first drive shaft section rotationally
connected to the motor and a second drive shaft section
rotationally connected to the gear case, and a telescopic drive
shaft housing, the telescopic drive shaft housing configured to
support the telescopic drive shaft internally therethrough, whereby
the telescopic drive shaft and the telescopic drive shaft housing
are configured to provide depth adjustment for the gear case and
the propeller shaft, and thus enable the propeller to be raised and
lowered during propulsion to improve propulsion efficiency.
Inventors: |
GALLETTA, Jr.; Robert J.;
(Savannah, GA) |
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Applicant: |
Name |
City |
State |
Country |
Type |
Robby Galletta Enterprises LLC |
Savannah |
GA |
US |
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Prior
Publication: |
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Document Identifier |
Publication Date |
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US 20200012512 A1 |
January 9, 2020 |
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Family ID: |
1000005623307 |
Appl. No.: |
16/550890 |
Filed: |
August 26, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15885785 |
Jan 31, 2018 |
10392091 |
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16550890 |
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15188330 |
Jun 21, 2016 |
9896175 |
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15885785 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G06F 3/065 20130101;
G06F 3/0664 20130101; G06F 2009/45595 20130101; G06F 3/067
20130101; G06F 9/45558 20130101; G06F 2009/4557 20130101; G06F
3/0604 20130101; G06F 3/064 20130101; G06F 2009/45562 20130101 |
International
Class: |
G06F 9/455 20060101
G06F009/455; G06F 3/06 20060101 G06F003/06 |
Claims
1. An outboard motor for attachment to a transom of a craft, said
outboard motor comprising: a powerhead affixed to the transom of
the craft; a telescopic drive shaft, said telescopic drive shaft
having a first shaft section rotationally connected to said
powerhead a second shaft section rotationally connected to a
propeller shaft, said second shaft section slidably interlinked to
said first shaft section; a telescopic drive shaft housing, said
telescopic drive shaft rotationally positioned therein said
telescopic drive shaft housing, said telescopic drive shaft; a
first housing bearing to rotationally support a first drive shaft
housing end and second housing bearing to rotationally support a
second drive shaft housing end; and a steering mechanism affixed
thereto the transom and coupled to said drive shaft housing;
wherein said steering mechanism is configured to provide
independent rotation of said drive shaft housing and said propeller
shaft relative to said powerhead to facilitate navigational control
of the craft.
2. The outboard motor of claim 1, wherein said steering mechanism
and said drive shaft housing are configured to provide
approximately 360 degrees of rotation of said drive shaft housing
and said propeller shaft independent of said powerhead to propel
the outboard motor in any direction.
3. The outboard motor of claim 2, wherein said steering mechanism
further comprises a ring gear affixed thereto said drive shaft
housing and a drive motor affixed to the transom, said drive motor
having a pinion gear mechanically coupled to said ring gear.
4. The outboard motor of claim 2, wherein said steering mechanism
further comprises one or more mechanical arms.
5. The outboard motor of claim 2, wherein said steering mechanism
further comprises a belt positioned around said drive shaft housing
and a drive motor affixed to the transom, said drive motor rotates
said belt.
6. The outboard motor of claim 1, wherein said steering mechanism
and said drive shaft housing are configured to provide
approximately 180 degrees of rotation of said drive shaft housing
and said propeller shaft independent of said powerhead to propel
the outboard motor in a reverse direction.
7. The outboard motor of claim 1, further comprises a multi-speed
transmission positioned between said powerhead and said first shaft
section.
8. The outboard motor of claim 1, further comprises an exhaust
system connected to said powerhead, said exhaust system configured
to discharge above a waterline independent of said drive shaft
housing.
9. The outboard motor of claim 8, wherein said exhaust system
connected to said powerhead reduces said hydrostatic drag
coefficient of via a reduced size of said lower housing.
10. The outboard motor of claim 1, wherein said telescopic drive
shaft housing further comprises a lower housing and an upper
housing configured to provide depth adjustment for said propeller
shaft.
11. The outboard motor of claim 10, wherein said lower housing
further comprises a gear case housing, said gear case housing
having a first lower extension member.
12. The outboard motor of claim 11, wherein said first lower
extension member further comprises a first mateable spline.
13. The outboard motor of claim 12, further comprises an upper
housing, said upper housing configured having a housing interior
tube.
14. The outboard motor of claim 13, wherein said housing interior
tube further comprises a second mateable spline configured to
interlace with said first mateable spline.
15. The outboard motor of claim 14, wherein said first shaft
section configured having a first shaft interior tube.
16. The outboard motor of claim 15, wherein said first shaft
interior tube further comprises a third mateable spline.
17. The outboard motor of claim 16, second shaft section further
comprises a fourth mateable spline configured to interlace with
said third mateable spline.
18. The outboard motor of claim 17, wherein said lower housing and
said upper housing are configured as a hydraulic cylinder, whereby
said hydraulic cylinder is further configured to linearly extend or
retract said lower housing relative to said upper housing for depth
adjustment of the gear case and the propeller shaft.
19. The outboard motor of claim 18, further comprises a multi-speed
transmission positioned between the motor and said first shaft
section.
20. The outboard motor of claim 19, further comprises a lower unit
configured to reduce a hydrostatic drag coefficient.
21. The outboard motor of claim 20, wherein said lower unit further
comprises a means for rotation of said telescopic drive shaft
housing independent of the motor.
22. The outboard motor of claim 10, further comprises an exhaust
system connected to the motor, said exhaust system configured to
discharge above a waterline.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to and is a continuation of
U.S. patent application Ser. No. 15/885,785, filed on Jan. 31,
2018, entitled "Outboard Motor and Methods of Use Thereof, which is
a continuation application of U.S. patent application Ser. No.
15/188,330 filed on Jun. 21, 2016, entitled "Outboard Motor and
Methods of Use Thereof", which is incorporated herein by reference
in its entirety.
TECHNICAL FIELD
[0002] This disclosure relates to an outboard motor and methods of
use thereof. More specifically the disclosure relates to an
outboard motor with a rotating lower unit.
BACKGROUND
[0003] An outboard motor is the most common motorized method of
propelling or propulsion system for small, medium, and large
watercraft. The primary components of the outboard motor have not
changed much since inventor Ole Evinrude introduced his
two-cylinder motor--ELTO stood for Evinrude Light Twin Outboard.
For example, an outboard motor is a self-contained unit that
includes an engine or powerhead, a midsection containing an exhaust
housing, gear box and drive shaft, and a lower unit containing a
propeller, an exhaust port, and a skeg, wherein the outboard motor
is designed to be affixed to the outside of the transom, which is
positioned at the stern of a boat or ship. As well as providing
propulsion, outboards provide steering control, as they are
designed to pivot about their mountings and thus control the
direction of thrust or propulsion of the boat. Outboard motors have
advanced from two-stroke to four-stroke motors, from 2-, 3- and
4-cylinder models, added fuel injection, electronic timing and
other efforts to increase fuel economy, low end torque, and
smoother operation.
[0004] Even with advances in engine design, (these advances have
been largely borrowed from other forms of motorized
transportation), the modern outboard is a contradiction, having
been with us for over a century it has in fact changed little, the
last major advance (which in fact is now a problem) happened over
fifty years ago when Carl Keikhaefer of Mercury Marine invented the
through the propeller hub exhaust system that to this day allows
virtually all modern outboard motors to dump untreated, un-muffled
exhaust into the aquatic environment. One disadvantage of the
modern outboard, especially two-stroke motors is their inefficiency
in burning the oil and gas mixture causing large amounts of
pollution (especially oil in the water). Moreover, all outboard
motors whether two-stroke to four-stroke motors exhaust untreated
pollution (in the form of gases and petroleum particulate) down
their midsection and out the propeller exhaust section directly
into the water polluting the water and marine life. Moreover,
another disadvantage of the modern outboard, motors exhausting
untreated noise pollution down their midsection and out the
propeller section polluting the water with noise pollution causing
marine life to depart from their habitat or flee from the boat
noise or become disoriented. Only recently has the true impact of
our presence under the surface of the water begun to be recognized
(reference documentary Sonic Seas).
[0005] Another disadvantage of this approach is its fixed
configuration wherein the powerhead, midsection and propeller are
designed as a fixed rigid unit and the fixed rigid unit pivots
about its mountings or articulate thereabout to control the
direction of thrust or propulsion of the boat or to offer
directional control of the craft. A fixed powerhead, midsection,
and propeller place all the units weight and torque on the pivot
pin and steering apparatus, and thus limit the size of the motor.
In other words you must turn the entire outboard motor to turn the
boat. Imagine if the entire front end of an automobile needed to
move right to left for steering rather than just turning the
wheels.
[0006] Another disadvantage of the modern outboard and its fixed
configuration positioning the transmission gear case and the
exhaust manifold beneath the surface of the water, in front of the
propeller, this creates tremendous drag and as speeds increase
begins to literally block the water from the control surfaces and
propeller blades by creating a shock wave sufficient to cause a
vacuum pocket to begin to form around the submerged lower unit. As
speed increases, this undesirable condition can escalate to the
point that the water loses contact completely with the control
surfaces and the propeller itself. This condition is referred to as
"blowing out" the lower unit, and can cause complete loss of
control of the craft at high speed. Also, the fully submerged,
slipping type propeller generates a powerful vortex around itself
due to the water being ejected radially from its center, creating a
tornado of rotating water around the propeller unit. Moreover,
water ejected radially does not provide thrust or control and is
therefore a complete waste of energy. There is almost always a
vacuum pocket in the center of the submerged propellers vortex, as
a matter of fact; virtually all outboard motors count on this
vortex to dump untreated exhaust into the marine habitat. However,
as the speed of the rotation increase, centrifugal force will cause
a vacuum cavity in the center to grow, as the rotation of the
propeller approaches 2000 RPM the vacuum pocket grows until it
reaches the blades of the propeller, at this point cavitation
begins to occur. Cavitation is defined as pockets of vacuum
reaching the propeller blades. These pockets of vacuum when in
contact with the blades are an extremely undesirable situation
because the propeller will make little or no thrust under these
conditions, control of the craft is compromised, and the propeller
blades will quickly deteriorate as the scouring action of the
cavitation bubbles build up on the surface of the blades. Add to
this, the fact that virtually all outboards have an exhaust
manifold in this submerged gear case means that at anything above a
few miles per hour, the hydrostatic drag of just pushing this
assembly through the water is very, very high. Therefore a
completely submerged propeller while effective and even desirable
at low speeds becomes a liability at higher speeds.
[0007] The vast majority of boats under 50 feet in length are
plaining type hulls, these hulls are designed to enable the boat to
step up "on top" of the water while the boat is underway, with the
hull "on top" of the water, the boat is able to achieve speeds that
make cruising to more remote destinations practical. Whether for
work or pleasure it is always desirable to get to where you're
going as quickly as possible. This is where the shortcomings of
current outboard motors become glaringly evident. Modern boats are
quite capable of traveling safely at speeds over 50 MPH, however,
fuel efficiency degenerates incredibly quickly at speeds over 25
mph. Modern engine technology is such that fuel efficiency in the
engine itself has made great strides. However at the mentioned
comparatively low speeds the current outboard motor, even with the
latest technically advanced engines, dramatically loses efficiency.
While some fuel efficiency is always lost as speeds increase due to
well documented factors such as drag coefficient, in the case of
the outboard motors the tradeoff is so profound as to be
unacceptable.
[0008] As the water craft begins to move hydrostatic drag is
created by the lower unit, exhaust pipe, and transmission (gear
box) located below the surface, causes the even the most modern
outboard motor to become dramatically inefficient, even at very low
speeds. Outboards today overcome the problems intrinsic in their
design by simply adding power until they overcome the drag and with
that comes fuel consumption, massive fuel consumption. Larger boats
searching for the performance and versatility of the outboard motor
are required to employ exotic and expensive multiple engine
instillations. This solution is costly and inherently inefficient
as it must push two or more of the parasitic lower units through
the water as well as the weight and complexity of multiple controls
and support apparatus. Such outboards have a narrow and tall
profile.
[0009] Another disadvantage of the modern outboard is its actual
performance is limited by poor efficiency in the system that
actually converts the power to thrust. Most medium to larger
fishing boats cannot exceed 60 miles per hour and get less than
three (3) miles to the gallon. Increases in performance come at
crippling cost; usually multiple outboard engines, and fuel mileage
measured is in fractions of one mile to the gallon. While it is
true some smaller four stroke boats operating at 25 MPH or less can
reach ten MPG, when these craft, operated are only slightly faster,
and the fuel mileage deteriorates precipitously. All but a tiny
fraction of standard size fishing boats average single digit fuel
economy. Boats of 17 feet or better, boats with duel engines or
boats that operate in excess of fifty miles per hour most often dip
below one (1) MPG, making the outboard powered boat, the boats that
populate the waterways by the millions, one of the most inefficient
forms of transportation ever devised.
[0010] Another disadvantage of the modern outboard is it has almost
exclusively one forward gear with the propeller acting as a torque
converter and transmission, imagine your automobile stuck in low
gear or having to start off in high, either condition results in
very poor performance and fuel inefficiency. Used in this manner
the propeller must be a compromise between low speed slip and high
speed thrust, and the results are a unit that does neither
particularly well, and boats that, when operated at speeds above
twenty five 25 MPH, are very inefficient.
[0011] The current outboard motor relies on the propeller to "slip"
in the water allowing it to have a "fluid coupling" action, a kind
of "torque converter" effect has served to allow marine propulsion
systems in general and outboard motors in particular to get along
with almost no development other than in the propeller itself.
[0012] High speed drives, such as Arneson surface drives, are
specialized propulsion units for water craft designed to enable the
propeller blades to break the water's surface, these are called
surface-piercing propellers. Surface drives do not expose the
entire gear case to the water as do standard propeller drive
systems with their fully submerged propellers. These drives provide
profound performance and efficiency gains at higher speeds.
However, these systems are primarily limited to larger craft
because the great disadvantage to these surface drives is they are
expensive and require the engine to be inboard (inside) the craft,
therefore these superb units are only utilized with custom or
specialized power boats, such as high-performance speed boats,
performance yachts, and military or coast guard boats. Moreover,
surface drives make low speed maneuverability, such as docking more
challenging since the propeller blades lack the blade surface area
contacting the water to generate large thrust at low propeller
speeds found in a submerged propeller. Therefore these
instillations usually require the use of separate low speed
thrusters for docking and maneuvering in close quarters such as a
harbor.
[0013] Therefore, it is readily apparent that there is a need for
an outboard motor and methods of use thereof that functions to
enable a combination of features including the midsection and/or
propeller to pivot about the powerhead, treat motor exhaust and
discharge to the atmosphere eliminating water and noise poisonous
water pollution discharge into the water and spread over miles,
enable the propeller depth to be raised to surface-piercing and
lowered to fully submerged propeller during propulsion to improve
propulsion efficiency at both high and low speeds respectively, and
reduce the lower unit and gear box size to reduce the source of
crippling hydrostatic drag, and thus, improve the performance and
fuel efficiency of the outboard motor.
BRIEF SUMMARY
[0014] Briefly described, in an example embodiment, the present
disclosure overcomes the above-mentioned disadvantages and meets
the recognized need for an outboard motor and methods of use
thereof in general, includes a powerhead removeably affixed to the
transom of a boat, and a gear case rotationally connected a
propeller shaft, the outboard motor includes a combination of
features: the midsection and/or lower unit (gear case, propeller
shaft, and propeller) are configured to independently rotate 360
degrees about the powerhead thus removing motor weight and torque
from the steering mechanism; treating exhaust via a catalytic
converter and muffler before discharging to the atmosphere
eliminating water and noise pollution and toxic discharge into the
water, a telescopic drive shaft, the telescopic drive shaft having
a first drive shaft end rotationally connected to the motor and a
second drive shaft end rotationally connected to the gear case, and
a telescopic drive shaft housing, the telescopic drive shaft
housing configured to support the telescopic drive shaft internally
therethrough, whereby the telescopic drive shaft and the telescopic
drive shaft housing are configured to provide depth adjustment for
the gear case and the propeller shaft to enable the propeller depth
to be raised to surface-piercing and lowered to fully submerged
during propulsion, and thus to improve propulsion efficiency at
both high and low speeds respectively, a multi-speed transmission
to enable higher speed revolutions per minute of propeller shaft
and propeller, and a surface-piercing propeller that injects or
dissolves large amounts of oxygen into aquatic environment because
the propeller breaches the water surface verse toxic hot poisonous
carbon monoxide and other petroleum by-products spread over
miles.
[0015] This as opposed to current designs which, enhanced by the
heat, turbulence and vacuum, intrinsic to the through the prop
exhaust, design, dissolve poisonous carbon monoxide and other
petroleum by-products and then spread this pollution over
miles.
[0016] According to its major aspects and broadly stated, the
present disclosure in its exemplary form is an outboard motor and
methods of use having a motor, and a gear case rotationally
connected a propeller shaft, the outboard motor includes a
telescopic drive shaft, the telescopic drive shaft having a first
drive shaft end rotationally connected to the motor and a second
drive shaft end rotationally connected to the gear case, and a
telescopic drive shaft housing, the telescopic drive shaft housing
configured to support the telescopic drive shaft internally
therethrough, whereby the telescopic drive shaft and the telescopic
drive shaft housing are configured to provide 360 degrees of
rotation independent of a motor structure supporting the motor, and
thus functions to enable the midsection and/or propeller to pivot
about the powerhead, treat motor exhaust and discharge to the
atmosphere eliminating water and noise pollution discharge into the
water, and reduce the lower unit and gear box size and raise it to
the surface to reduce the source of crippling hydrostatic drag and
thus improve the fuel efficiency of the outboard motor.
[0017] In an exemplary embodiment of the outboard motor and methods
of use thereof includes an outboard motor having a motor, and a
gear case rotationally connected a propeller shaft, the outboard
motor includes a telescopic drive shaft, the telescopic drive shaft
having a first drive shaft end rotationally connected to the motor
and a second drive shaft end rotationally connected to the gear
case, a telescopic drive shaft housing, the telescopic drive shaft
housing configured to support the telescopic drive shaft internally
therethrough, whereby the telescopic drive shaft and the telescopic
drive shaft housing are configured to provide depth adjustment for
the gear case and the propeller shaft.
[0018] In a further exemplary embodiment the outboard motor and
methods of use thereof includes an outboard motor having a motor,
and a gear case rotationally connected a propeller shaft, the
outboard motor includes a drive shaft, the drive shaft having a
first drive shaft end rotationally connected to the motor and a
second drive shaft end rotationally connected to the gear case, and
a drive shaft housing, the drive shaft housing configured to
support the drive shaft internally therethrough, whereby the drive
shaft and the drive shaft housing are configured to provide 360
degrees of rotation independent of a motor structure supporting the
motor.
[0019] In still a further exemplary embodiment of the outboard
motor and methods of use thereof operating an outboard motor having
a motor, and a gear case rotationally connected a propeller shaft,
the method comprising the steps of providing a telescopic drive
shaft, the telescopic drive shaft having a first drive shaft end
rotationally connected to the motor and a second drive shaft end
rotationally connected to the gear case, a telescopic drive shaft
housing, the telescopic drive shaft housing configured to support
the telescopic drive shaft internally therethrough, whereby the
telescopic drive shaft and the telescopic drive shaft housing are
configured to provide a depth adjustment for the gear case and the
propeller shaft, and a multi-speed transmission positioned between
the motor and the first drive shaft end, sensing a water speed of
less than approximately twenty miles per hour, operating the
transmission in a low gear, wherein the propeller shaft rotates a
propeller between 0 and approximately 2,000 revolutions per minute,
and operating the motor with the propeller shaft and said propeller
submerged below a water line via said depth adjustment of the gear
case and the propeller shaft.
[0020] In still a further exemplary embodiment of the outboard
motor and methods of use thereof operating an outboard motor having
a motor, and a gear case rotationally connected a propeller shaft,
the method comprising the steps of providing a telescopic drive
shaft, the telescopic drive shaft having a first drive shaft end
rotationally connected to the motor and a second drive shaft end
rotationally connected to the gear case, a telescopic drive shaft
housing, the telescopic drive shaft housing configured to support
the telescopic drive shaft internally therethrough, whereby the
telescopic drive shaft and the telescopic drive shaft housing are
configured to provide a depth adjustment for the gear case and the
propeller shaft, and a multi-speed transmission positioned between
the motor and the first drive shaft end, sensing a water speed of
greater than approximately twenty miles per hour, operating the
transmission in a high gear, wherein the propeller shaft rotates a
propeller between approximately 2,000 and 8,000 revolutions per
minute, and operating the motor with the propeller shaft and the
propeller proximate a waterline via the depth adjustment of the
gear case and the propeller shaft.
[0021] A feature of the outboard motor and methods of use thereof
is the ability to exhaust treated catalyzed exhaust through a
catalytic converter, silencer, muffler or any other gas or
particulate reducer and/or noise reducer, and thereafter discharge
treated exhaust into the atmosphere without polluting the aquatic
environment with hot poisonous toxic chemicals and gases and noise
pollution causing marine life to depart from their habitat or flee
from the boat exhaust noise pollution spread over miles. No noise
or exhaust discharge into the water. Thus helping to eliminating,
what science is now proving to be, the disastrous effects of
operating noise generating devices in the aquatic environment.
[0022] Another feature of the outboard motor and methods of use
thereof is the ability to provide a reduced size lower unit, gear
box, and/or propeller since the exhaust tubing, piping, or exhaust
manifold has been removed from the submerged lower unit or gear
case, and thus a smaller or reduced size lower unit will provide a
reduced hydrostatic drag coefficient as compared to the larger
exhaust configured lower unit.
[0023] Still another feature of the outboard motor and methods of
use thereof is the ability to provide a midsection and/or lower
unit, propeller housing, drive shaft, drive shaft housing and/or
gear case and propeller that rotates 360 degrees independent of the
powerhead (uncouple the powerhead from the lower unit) rather than
the entire outboard motor pivoting relative to the boat transom, by
creating independent rotating midsection and/or lower unit from the
powerhead, and thus, having 360 degrees to control the direction of
thrust or propulsion of the boat or to offer directional control of
the craft, and thus, removing motor weight and torque from the
steering mechanism.
[0024] Yet another feature of the outboard motor and methods of use
thereof is the ability to vertically adjust the propeller or
propeller shaft height between a low speed fully submerged
propeller to fast speed surface-piercing propeller via a telescopic
drive shaft housing, the telescopic drive shaft housing configured
to support the telescopic drive shaft internally therethrough,
whereby the telescopic drive shaft and the telescopic drive shaft
housing are configured to provide depth adjustment for the gear
case and the propeller shaft to enable the propeller depth to be
raised to surface-piercing and lowered to fully submerged during
propulsion, and thus to improve propulsion efficiency at both high
and low speeds respectively As the name implies this propeller runs
at the surface of the water effectively dipping one blade in the
water at a time or allowing one blade at a time pierce the
waterline, instead of creating a thrusting vortex, or column of
water under the surface, the surface piercing propeller literally
paddles across the top of the water.
[0025] This is a remarkable difference. Observe a duck lifting off
from the water, notice his feet, his taking to the air is greatly
aided by his surface piercing feet, paddling across the surface of
the water. Another example is the rowing scull, with the coxswain
calling cadence, a rowing team dips the paddles in the water and
pulls, what you will see is the rowing scull moves almost inch for
inch to the movement of the rowers paddle. Paddle moves, boat
moves, very little slip, very efficient. The surface piercing prop
does much the same thing, literally paddling across the surface of
the water. By running very close to the water's surface the vortex
is eliminated, allowing the next blade to get a fresh "bite" of
water. Literally "paddling", but paddling very quickly indeed, such
as 250 times per second. The benefits of this, the surface piercing
propeller design, are indispensable at high speed; however at low
speed and under heavy load the submerged propeller is far more
desirable, due to its ability to generate more thrust from a
standstill, and thus integrating both operating modes into a single
unit.
[0026] Yet another feature of the outboard motor and methods of use
thereof is the fuel efficiency achieved utilizing the smaller or
reduced size lower unit without the exhaust manifold, and dual
efficient operation mode of the high speed surface piercing raised
propeller design, and the low speed lowered or submerged propeller
thrust under heavy load.
[0027] Yet another feature of the outboard motor and methods of use
thereof is the application of multiple higher speed forward gears
via a multi-speed transmission to enable higher speed revolutions
per minute of propeller shaft and propeller coupled with raiseable
fast speed surface-piercing propeller to achieve higher boat
speeds.
[0028] Yet another feature of the outboard motor and methods of use
thereof is the ability to eliminate the need for a reverse gear
rotating the propeller in an opposite direction. Rather utilizing
the 360 rotating lower unit, propeller housing, drive shaft, and/or
gear case and propeller to rotate 180 degrees and pull or push the
boat in reverse.
[0029] Yet another feature of the outboard motor and methods of use
thereof is its ability to meet upcoming Environmental Protection
Agency's (EPA) Clean Air Act and/or California Air Resources Board
marine engine pollution and discharge standards.
[0030] Moreover, EPA has published dissolved oxygen (DO) criteria
for liquid, such as fresh, salt and brackish water, and wastewater,
sewage and industrial wastewater discharges into the same bodies of
water to protect organisms and their uses from the adverse effects
of low DO conditions. The Agency developed these criteria because
hypoxia (low dissolved oxygen) is a significant problem for lakes,
streams, rivers, and coastal waters that receive a lot of runoff
that contain nutrients (for example, nitrogen and phosphorous and
other oxygen-demanding biological wastes). Excessive nutrients in
aquatic systems stimulate algae growth, which in turn uses up the
oxygen needed to maintain healthy fish, shellfish, and other
aquatic life populations.
[0031] EPA's Environmental Monitoring and Assessment Program (EMAP)
for lakes, streams, rivers, and coastal waters has shown areas
exposed to some dissolved oxygen concentrations of less than 5
mg/L. Long periods of DO below 5 mg/L can harm larva life stages
for many fish, shellfish, and other aquatic life populations.
[0032] Yet another feature of the outboard motor and methods of use
thereof is its fast speed surface-piercing propeller that injects
or dissolves large amounts of oxygen (DO) into lakes, streams,
rivers, and coastal waters and its release of treated exhaust into
the atmosphere during operation help to raise dissolved oxygen
levels verse underwater release of toxic hot poisonous carbon
monoxide and other petroleum by-products spread over miles.
[0033] Yet another feature of the outboard motor and methods of use
thereof is its works efficiently with the propeller at depth or
submerged to propel the heavy load boat or ship up to approximately
20-25 MPH or speed set point(s) with propeller speed of 0-2,000 RPM
capable of placing the boat or ship up on a plane.
[0034] Yet another feature of the outboard motor and methods of use
thereof is its works efficiently with the propeller at surface
piercing to propel the heavy load boat or ship up to speeds above
approximately 20-25 MPH or speed set point(s) with propeller speed
of 2,000-8,000 RPM or higher capable of placing the boat or ship up
on a plane.
[0035] Yet another feature of the outboard motor and methods of use
thereof is there is virtually no limits to the amount of horsepower
a single engine can have with the additions of telescopic lower
unit, and a low and wide profile.
[0036] Yet another feature of the outboard motor and methods of use
thereof is a single engine with a dramatically reduced
environmental signature and virtually unlimited horsepower will
allow tremendous expiation of the outboard motor onto much larger
craft.
[0037] Yet another feature of the outboard motor and methods of use
thereof is its ability to provide a low and wide profile and thus
spreads the motor weight and torque across a broader section of the
transom promoting overall stability of the boat or ship.
[0038] Yet another feature of the outboard motor and methods of use
thereof is its ability to provide a small profile "racing style"
lower unit to reduce hydrostatic drag promoting fuel efficiency of
the outboard motor.
[0039] Yet another feature of the outboard motor and methods of use
thereof is its ability to add oxygen and/or dissolved oxygen to the
water via a surface piercing propeller.
[0040] Yet another feature of the outboard motor and methods of use
thereof is its ability to provide a new way for a marine motor to
interface with the water.
[0041] These and other features of the outboard motor and methods
of use thereof will become more apparent to one skilled in the art
from the prior Summary and following Brief Description of the
Drawings, Detailed Description of exemplary embodiments thereof,
and Claims when read in light of the accompanying Drawings or
Figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0042] The present outboard motor and methods of use thereof will
be better understood by reading the Detailed Description of the
Preferred and Selected Alternate Embodiments with reference to the
accompanying drawing Figures, in which like reference numerals
denote similar structure and refer to like elements throughout, and
in which:
[0043] FIG. 1 is a side view of a prior art outboard motor;
[0044] FIG. 2 is a side view of an exemplary embodiment of the
outboard motor and methods of use thereof;
[0045] FIG. 3 is a side view of an exemplary embodiment of a drive
shaft housing lower unit, according to FIG. 2;
[0046] FIG. 4 is a side view of an exemplary embodiment of a drive
shaft housing upper unit, according to FIG. 2;
[0047] FIG. 5 is a side view of an exemplary embodiment of a
telescoping drive shaft and telescoping drive shaft housing lower
and upper unit, according to FIG. 2;
[0048] FIG. 6 is a side view of an exemplary embodiment of an
outboard motor with telescoping drive shaft and drive shaft housing
lower unit and propeller shown extended submerged water line,
according to FIG. 2;
[0049] FIG. 7 is a side view of an exemplary embodiment of an
outboard motor with telescoping drive shaft and drive shaft housing
lower unit and propeller shown retracted to where propeller is
surface piercing the water line, according to FIG. 2;
[0050] FIG. 8 is a side view of an exemplary embodiment of an
outboard motor with telescoping drive shaft and drive shaft housing
lower unit, 360 degree rotating drive shaft housing and lower unit,
and propeller turned 180 degrees to propel the boat in reverse,
according to FIG. 2;
[0051] FIG. 9 is a rear view of an exemplary embodiment of an
outboard motor with telescoping drive shaft and drive shaft housing
lower unit, 360 degree rotating drive shaft housing and lower unit,
and racing style lower unit, according to FIG. 2; and
[0052] FIG. 10 is a flow diagram of a method of controlled depth
adjustment of a propeller shaft based on boat speed.
DETAILED DESCRIPTION
[0053] Referring now to FIG. 1 there is illustrated a prior art
outboard marine motor, such as outboard motor 10. Outboard motor 10
is a self-contained unit that includes an engine or motor, such as
powerhead 20, designated vertically as section 11, midsection
designated as section 12 containing an exhaust housing 25, and
drive shaft, and a large "club foot" lower unit designated as
section 13 contains a propeller 23, an exhaust port or exhaust
manifold 26, and a skeg 24 to protect the propeller from bottom
debris. The powerhead 20, designated vertically as section 11
and/or midsection designated as section 12 together form a single
unit that is removeably affixed to the outside of the transom T,
which is positioned at the stern of a boat or ship. The powerhead
20, designated vertically as section 11, midsection designated as
section 12, and lower unit designated as section 13 together form a
single or fixed unit. Outboard motor 10, a single or fixed unit,
rotates R (rotation R) about 45 degrees either side of center
(shown) of pivot & rotation mechanism P&R relative to
transom T to enable steering control of the boat or ship via a
turning mechanism, such as steering arm 21, and thus control the
direction of thrust or propulsion of the boat. Outboard motor 10, a
single or fixed unit, pivots P about 90 degrees about pivot &
rotation mechanism P&R relative to transom T to enable lifting
or raising of midsection designated as section 12 and lower unit
designated as section 13 up relative to water line WL or up and
above water line WL. Thus, outboard motor 10, a single or fixed
unit, is limited to less than about 45 degrees of rotation R either
side of center of rotation mechanism RM.
[0054] Furthermore, this single unit of fixed section 11, section
12, and section 13 place all the motor torque and weight on the
motor pivot and the steering mechanism, and thus limits the size of
powerhead 20. Still furthermore, the single or fixed unit positions
propeller 23 in a very limited range of motion, requiring movement
of the entire engine assembly to effectively raise or lower the
propeller, therefore effectively limiting the propellers' position
beneath the water line WL wherein propeller 23 and a portion of the
midsection designated as section 12 are inefficiently drug or
pushed through the water creating resistance and compression type
shock wave in front of the high speed rotating propeller 23.
[0055] Motor exhaust E from powerhead 20 travels down exhaust
conduit 25 through midsection designated as section 12 and into
lower unit designated as section 13 where exhaust E comprising
toxic gases, oil, and noise pollution exit through exhaust port or
exhaust manifold 26 into the water beneath the water line WL
causing large amounts of pollution (especially oil, residue, carbon
gasses and noise) to be directly discharged into the water
polluting the water and marine life environment and disbursing
marine life fleeing the noise.
[0056] In describing the exemplary embodiments of the present
disclosure, as illustrated in FIGS. 2-10, specific terminology is
employed for the sake of clarity. The present disclosure, however,
is not intended to be limited to the specific terminology so
selected, and it is to be understood that each specific element
includes all technical equivalents that operate in a similar manner
to accomplish similar functions. Embodiments of the claims may,
however, be embodied in many different forms and should not be
construed to be limited to the embodiments set forth herein. The
examples set forth herein are non-limiting examples, and are merely
examples among other possible examples.
[0057] Referring now to FIG. 2, by way of example, and not
limitation, there is illustrated an example embodiment outboard
marine motor, such as outboard motor 100. Outboard motor 100 may be
removeably attached to the outside of the transom T, which is
positioned at the stern of a boat or ship. It is contemplated
herein that outboard motor 100 may pivot P approximately 90 degrees
about pivot mechanism PM having motor structure, such as super
structure SS relative to transom T to enable tilting or pivoting of
midsection designated as section 12 and lower unit designated as
section 13 down relative to water line WL or up and above water
line WL. It is recognized herein that outboard motor 100 does not
rotate R (rotation R) about a rotation mechanism RM relative to
transom T such as shown in FIG. 1.
[0058] Outboard motor 100 may include standard outboard motor
features, systems, and functionality as shown in a block diagram,
such as powerhead, engine or motor 110, with subsystems such as, a
computer or engine control unit 112, fuel injection system 114,
engine exhaust manifold and exhaust plumbing 116, turbocharger or
multi turbocharger 118, water to air inter cooler 120, heat
exchanger 122 for cooling engine water and inter cooler, forward
and reverse transmission 130, with or without drive engaging
clutch, drive shaft and/or drive shaft housing 132, gear case and
gear case housing 134, propeller shaft 136 and propeller 138.
[0059] Moreover, outboard 100 may include catalytic converters,
silencer, muffler systems, and the like, exhaust system 140
connected to engine exhaust manifold and exhaust plumbing 116 to
convert or capture harmful exhaust compounds discharged from motor
110 into harmless or less harmful compounds prior to above water
line WL discharge from tail pipe 124 into the atmosphere A to meet
upcoming Environmental Protection Agency's (EPA) Clean Air Act
and/or California Air Resources Board marine engine pollution and
discharge standards. Discharging catalyzed exhaust into the
atmosphere A reduces 1) noise pollution discharged under water line
WL resulting in less disbursement of marine and aquatic life due to
excess noise pollution travelling through the water medium, and 2)
discharge of untreated exhaust containing hazardous gases,
compounds and unbearnt or partially burnt petromeum fuels and oils
under water line WL, which leads to surface film buildup of
petroleum products on water line WL.
[0060] Referring again to FIG. 2, by way of example, and not
limitation, there is illustrated an example embodiment outboard
marine motor, such as outboard motor 100 having 360 degrees of
rotation of (or rotate, rotating, or rotational R1) internal parts
to decouple (or enable independent rotation R1) of drive shaft
housing, such as midsection designated as section 12 and lower unit
designated as section 13 independent or relative to motor 110.
Midsection designated as section 12 may include first shaft housing
end or upper midsection end 12.1 and second shaft housing end or
lower midsection end 12.2. Midsection designated as section 12 may
include rotational joint or coupler 150 between transmission 130 or
motor 110 and drive shaft 132 and a reduced friction constraining
mechanism between moving parts to enable midsection designated as
section 12 to rotate up to 360 degrees, such as first housing
bearing or upper midsection bearing 152 AB positioned proximate
upper midsection end 12.1 and second housing bearing or lower
midsection bearing 154A/B positioned proximate lower midsection end
12.2 to constrain and enable drive shaft housing 132, drive shaft,
and/or lower unit designated as section 13 to rotate R1 360 degrees
relative thereto motor 110, transmission 130, support, engine mount
hardware, motor structure, or super structure SS, and/or transom
T.
[0061] To control rotation of drive shaft housing 132 and/or lower
unit designated as section 13, drive shaft housing 132 may include
a collar or formed gear, such as ring gear 162 formed, affixed or
removeably affixed thereto drive shaft housing 132. Ring gear 162
may be mechanically connected to a drive gear, such as pinion gear
166. Pinion gear 166 may be mechanically turned or rotated in
either direction via a compressed air or hydraulic or electrical
motor or the like, such as drive motor 164. It is recognized herein
that controlled rotation of drive shaft housing 132 and/or lower
unit designated as section 13, drive shaft housing 132 may be of
any conventional construction.
[0062] It is alternatively contemplated herein that ring gear 162
may be a collar affixed or removeably affixed thereto drive shaft
housing 132 wherein one or more mechanical arms or members or
cables may be rotationally affixed to sides or opposite sides of
collar as ring gear 162 or drive shaft housing 132, wherein one or
more mechanical members (such as steering rods) configured to move
in a linear motion causing ring gear 162 or drive shaft housing 132
to rotate R1 approximately 360 degrees relative thereto motor 110,
transmission 130, super structure SS, and/or transom T.
[0063] It is further alternatively contemplated herein that belt
162 may be a affixed or removeably affixed thereto drive shaft
housing 132 wherein pulley 166 may be rotated by drive motor 164
causing drive shaft housing 132 to rotate R1 approximately 360
degrees relative thereto motor 110, transmission 130, super
structure SS, and/or transom T. It is contemplated herein that
other rotational or steering means known to one of ordinary skill
in the art, which are configured to rotate R1 drive shaft housing
132 and/or lower unit designated as section 13 approximately 360
degrees relative thereto motor 110, transmission 130, super
structure SS, and/or transom T are included herein.
[0064] In operation of power steering assembly 160, rotation of
drive motor 164 rotates pinion gear 166, which rotates ring gear
162, which rotates R1 drive shaft housing 132 and/or lower unit
designated as section 13, especially propeller 138. Therefore,
rotation of drive motor 164 results in steering rotation of
mechanically coupled lower unit designated as section 13,
especially change of propeller 138 and propulsion P1 from propeller
138 in any direction thereabout 360 degrees of rotation R1 and such
propulsion P1 will push or pull transom T of boat or ship in
substantially the opposite direction. It is recognized herein that
180 degrees of rotation R1 of power steering assembly 160 provides
propulsion P1 from propeller 138 in a direct toward transom T and
such propulsion P1 will push or pull transom T of boat or ship in
substantially a reverse Re direction (position opposite of forward
F as shown in FIG. 2), thus eliminating the need to provide a
reverse rotation (reverse gear) therein transmission 130.
[0065] It is recognized herein that drive shaft housing 132 and/or
lower unit designated as section 13 may rotate R approximately 360
degrees relative to midsection designated as section 12 and/or
relative thereto motor 110, super structure SS, and transom T to
enable 360 of propulsion P1 from lower unit designated as section
13 and more specifically to steer outboard motor 100 in any of 360
degrees of direction.
[0066] It is further recognized herein that transmission 130 may
include an engaging/disengaging clutch, a multi-ratio, multispeed
transmission configured with two or more forward gears and may be a
reverse gear enabling motor 110 of outboard motor 100 to rotate
propeller 138 (via a drive shaft and gear box) at higher speeds of
rotation or revolutions per minute (RPM) than a single forward gear
transmission. Moreover, higher speeds of rotation of propeller 138
and removal of exhaust housing 25 from lower unit designated as
section 13 enables a thin small design and reduced hydrostatic drag
coefficient design of low lower unit designated as section 13,
shown in FIG. 2 as compared to the larger exhaust configured lower
unit of FIG. 1.
[0067] Referring now to FIG. 3, 4, 5, by way of example, and not
limitation, there is illustrated an example embodiment of
reciprocating midsection designated as section 12 and/or lower unit
designated as section 13, such as telescoping drive shaft 330,
telescopic drive shaft housing 300, gear case housing 134, and
propeller 138 to enable vertical adjustment of raising and lowering
propeller 138 during the operation of outboard motor 100 relative
to water line WL. Telescoping drive shaft 330 and telescopic drive
shaft housing 300 includes telescopic lower housing 310 and upper
housing 360 with telescoping drive shaft 330 positioned internally
therethrough.
[0068] Referring again to FIG. 3, lower housing 310 of telescopic
drive shaft housing 300, may include gear case and gear case
housing 134 (hydrodynamic efficient designed), propeller shaft 136,
propeller 138. Moreover, gear case housing 134 may include first
lower extension member 311, second lower extension member 312, and
third lower extension member 313 each integral to and extending
therefrom gear case housing 134, one on top of the other.
[0069] First lower extension member 311 may integrally extend
therefrom gear case housing 134. It is contemplated herein that
first lower extension member 311 may be narrower in diameter or
cross section than gear case housing 134. First lower extension
member 311 may include lower housing male splines 312A (to mate,
match or interlace or controlled linear slide with upper housing
360 female splines 362A or vice-versa, first mateable spline or any
like linear slideable non-rotational device) formed thereon outer
surface 312B of first lower extension member 311. It is
contemplated herein that male splines 312A may be narrower in
diameter or cross section than gear case housing 134. First lower
extension member 311 may include second lower extension member 312
integral to and extending therefrom first lower extension member
311. First lower extension member 311 may include a transition
surface such as first ledge 317 therebetween first lower extension
member 311 and second lower extension member 312. It is further
contemplated herein that second lower extension member 312 may be
narrower in diameter or cross section than first lower extension
member 311. Second lower extension member 312 may include control
piston 316 affixed thereto second lower extension member 312, and
bulkhead 314 affixed thereto upper housing 360 and slidably affixed
thereto second lower extension member 312 forming bottom portion
364.1 and top portion 364.2 of hydraulic chamber 364 therein upper
housing 360.
[0070] Third lower extension member 313 may integrally connect gear
case housing 134 thereto first lower extension member 311. Third
lower extension member 313 may include a transition surface such as
second ledge 315 therebetween third lower extension member 313 and
first lower extension member 311.
[0071] Second lower extension member 312 may include internal
hollow interior or tube, such as lower housing conduit 320 forming
a passageway therethrough first lower extension member 311, second
lower extension member 312, and third lower extension member 313 to
provide access therethrough to gear case housing 134. Lower housing
conduit 320 may include lower housing end cap 324, wherein a
reduced friction constraining mechanism between moving parts, such
as lower housing bearing 332 to enable telescopic drive shaft 330
to rotate up to 360 degrees therein first lower extension member
311, second lower extension member 312, and third lower extension
member 313, wherein telescopic drive shaft 330 extends therethrough
lower housing aperture 326 connected thereto lower housing conduit
320 and having a reduced radius or size relative to second lower
extension member 312.
[0072] Referring again to FIG. 4, upper housing 360 of telescopic
drive shaft housing 300, may include telescoping drive shaft
housing 361 having first upper housing section 361A, second upper
housing section 361B, third upper housing section 361C, and fourth
upper housing section 361D. First upper housing section 361A,
second upper housing section 361B, third upper housing section
361C, and fourth upper housing section 361D may include tube,
hollow interior, or passageway, such as upper housing interior tube
366, therethrough forming a passageway therethrough upper housing
360. First upper housing conduit 362 may be configured to
accommodate and control therein extension and retraction of second
lower extension member 312 having male splines 312A. Moreover,
first upper housing conduit 362 may include lower housing having
second or female splines 362A (to mate/mateable with second lower
extension member 312 first or male splines 312A or vice-versa) (to
mate, match or interlace or controlled linear slide with second
lower extension member 312, first or male splines 312A or
vice-versa, second mateable spline or any like linear slideable
non-rotational device) formed thereon outer surface 362B of first
upper housing conduit 362 to accommodate and control therein
extension and retraction of second lower extension member 312. It
is contemplated herein that second female splines 362A may be
narrower in diameter or cross section than third upper housing
section 361C. Furthermore, second upper housing conduit 363 may be
configured to accommodate and control therein extension and
retraction of third lower extension member 313. Still furthermore,
second upper housing conduit 363 may include two or more access
ports thereto the interior thereof second upper housing conduit
363, such as first access port 381 and second access port 382 to
accommodate insertion (flow in) or release (flow out) of compressed
fluid or gas to work as a hydraulic cylinder enabling second lower
extension member 312 to have controlled linear travel therein first
upper housing conduit 362 and wherein integrally linked third lower
extension member 313 to have controlled linear travel therein
second upper housing conduit 363. Upper housing 360 may further
include as ring gear 162 positioned proximate first upper housing
section 361A, second upper housing section 361B or therebetween.
Upper housing 360 may further include first upper extension member
372 extending therefrom upper housing end cap 364 positioned
proximate first upper housing section 361A. First upper extension
member 372 may include upper housing aperture 376 connected thereto
upper housing interior tube 366 and having a reduced radius or size
relative to first upper extension member 372 to accommodate
controlled linear travel therein of telescoping drive shaft
330.
[0073] It is further contemplated herein that controlled linear
travel of first or male splines 312A of second lower extension
member 312 of lower housing 310 to slide therein second or female
splines 362A of first upper housing conduit 362 of upper housing
360 has a collapsing or drawn in or raised propeller limit when
lower end 365 of upper housing 360 contacts first ledge 315 of
lower housing 310 or control piston 316 affixed thereto third lower
extension member 313 contacts upper end 374 or the like of second
upper housing conduit 363, and an extended, drawn out or lowered
propeller limit when control piston 316 affixed thereto first
linear member 318 contacts bulkhead 314 or lower end 367 or the
like of second upper housing conduit 363.
[0074] It is further contemplated herein that lower housing 310 and
upper housing 360 may be interchangeable regarding which slides
within the other and which has male or female linear slideable
means.
[0075] Referring again to FIG. 5, telescoping drive shaft 330 of
telescopic drive shaft housing 300 may include female shaft or
first shaft section 333 and male or second shaft section 343. First
shaft section 333 may include hollow interior, such as first shaft
interior tube 336 formed therein and forming a passageway
therethrough first shaft section 333 from proximate first female
shaft end 331 to second female shaft end 332. Second shaft section
343 may include first male shaft end 341 and second male shaft end
342. Moreover, first female shaft end 331 may include first female
shaft aperture 334 connected thereto first shaft interior tube 336
to accommodate controlled linear travel therein of second shaft
section 343.
[0076] Similar thereto first upper housing conduit 362 having
second female splines 362A configured to accommodate and control
therein extension and retraction of second lower extension member
312 having first male splines 312A; first shaft interior tube 336
of first shaft section 333 may include shaft tube having fourth or
female splines 336A (to mate, match, or interlace or controlled
linear slide with second shaft section 343 having third or male
splines 341A or vice-versa or any like linear slideable
non-rotational device, [similar to lower housing first male splines
312A (to mate/mateable or interlace or controlled linear slide with
upper housing 360 second or female splines 362A)] formed thereon
outer surface 344 of second shaft section 343 to accommodate and
control therein extension and retraction of second shaft section
343 from first shaft section 333. It is contemplated herein that
second shaft section 343 may be narrower in diameter or cross
section than first shaft section 333. It is further contemplated
herein that male splines 312A may be narrower in diameter or cross
section than third upper housing section 361C.
[0077] To enable free rotating telescoping drive shaft 330,
telescoping drive shaft 330 may include one or more reduced
friction constraining mechanism between moving parts, such as first
lower housing bearing 352 rotationally affixed proximate second
female shaft end 332 of first shaft section 333 and affixed thereto
lower housing 310 and second lower housing bearing 322 rotationally
affixed proximate first female shaft end 331 of first shaft section
333 and affixed thereto lower housing 310 to enable telescopic
drive shaft 330 to rotate up to 360 degrees therein lower housing
310. Moreover, telescoping drive shaft 330 may include first upper
housing bearing 354 rotationally affixed proximate first female
shaft aperture 334 of first shaft section 333 and affixed thereto
upper housing 360 and second upper housing bearing 356 rotationally
affixed proximate second male shaft end 342 of second shaft section
343 and affixed thereto upper housing 360 proximate first upper
extension member 372 or first upper housing section 361A to enable
telescopic drive shaft 330 to rotate up to 360 degrees therein
upper housing 360.
[0078] It is still further contemplated herein that second shaft
section 343 may linearly extend and retract (telescope) therein
first shaft section 333 while freely rotating as telescoping drive
shaft 330 within and encompassed by second lower extension member
312 of lower housing 310 linearly extending and retracting
(telescope) therein first upper housing conduit 362 of upper
housing 360.
[0079] It is still further contemplated herein that telescoping
drive shaft 330 within and encompassed by second lower extension
member 312 of lower housing 310 linearly extending and retracting
may include upper limit switch 317A and lower limit 315A switch to
provide position feedback to engine control unit 112.
[0080] It is recognized herein that second male shaft end 342 of
second shaft section 343 may be affixed or mechanically connected
to transmission 130 or motor 110 and the other end, first female
shaft end 331 of first shaft section 333 may be affixed or
mechanically connected to gear case housing 134, which is
mechanically connected propeller shaft 136, propeller 138 and
configured to rotate 360 degrees and raise and lower relative to
water line WL, as telescoping drive shaft 330.
[0081] It is recognized herein that telescoping drive shaft 330 and
telescopic drive shaft housing 300 may provide a telescopic depth
adjustment (to raise and lower relative to waterline WL) of gear
case housing 134, which is mechanically connected propeller shaft
136, and propeller 138. Moreover, telescoping drive shaft 330 and
telescopic drive shaft housing 300 may be of any conventional
construction, as for example it may be constructed from sections
which are telescopically and rotatable connected and/or extendible
and contractible, such as square tubing or other mateable linkage
or the like.
[0082] Referring now to FIGS. 2, 5 and 6 by way of example, and not
limitation, there is illustrated an example embodiment low speed
outboard marine motor, such as outboard motor 100 wherein for
example pressurized hydraulic fluid HF enters first hydraulic fluid
port 381 connected thereto hydraulic chamber 364 and exits second
hydraulic fluid port 382 connected thereto hydraulic chamber 364.
Such flow of pressurized hydraulic fluid produces a pressurized
force thereon top side 316T of control piston 316 affixed thereto
third lower extension member 313 and pushes control piston 316 and
third lower extension member 313 and integrally connected gear case
housing 134 and propeller 138 to a position submerged below water
line WL, for slow speed (troll) maneuverability to push or pull
transom T of boat or ship. It is contemplated herein that lower
unit designated as section 13, gear case housing 134 and propeller
138, may be adjusted downward below waterline WL to any number of
increments of fine adjustment to maximize low speed thrust and/or
plaining of the boat. In low speed operation, lower unit designated
as section 13 is extended or lowered to a position submerged below
water line WL, multispeed transmission 130 may be operated in low
gear, surface piercing style propeller 138 to work efficiently
(provide adequate torque) at depth to propel the heavy load boat or
ship up to approximately 20-25 MPH or speed set point (or
predetermined speed(s) programmed or preset in engine control unit
112, boat speed set point) with propeller shaft 136 rotational
speed of 0-2,000 RPM capable of placing the boat or ship up on a
plane. Moreover, lower housing 310 ability to rotate up to 360
degrees enables surface piercing style propeller 138 to provide
steering control of the boat or ship.
[0083] It is contemplated herein that telescoping drive shaft 330
and telescopic drive shaft housing 300 includes telescopic lower
housing 310 and upper housing 360 with telescoping drive shaft 330
positioned internally therethrough may include lowered limit
wherein bottom side 316B of control piston 316 contacts bulkhead
314 of said lower housing 310 or second upper housing conduit 363
upper housing 360.
[0084] Referring now to FIGS. 2, 5, and 7 by way of example, and
not limitation, there is illustrated an example embodiment outboard
marine motor, such as outboard motor 100 wherein for example
pressurized hydraulic fluid HF enters second hydraulic fluid port
382 connected thereto hydraulic chamber 364 and exits first
hydraulic fluid port 381 connected thereto hydraulic chamber 364.
Such flow of pressurized hydraulic fluid produces a pressurized
force thereon bottom side 316B of control piston 316 affixed
thereto third lower extension member 313 and pushes control piston
316 and third lower extension member 313 and integrally connected
gear case housing 134 and propeller 138 to a position where
propeller shaft 136 is positioned proximate water line WL, for high
speed maneuverability by pushing or pulling transom T of boat or
ship. It is contemplated herein that lower unit designated as
section 13, gear case housing 134 and propeller 138, may be
adjusted upward toward or partially above waterline WL to any
number of increments of fine adjustment to maximize high speed
thrust and/or plaining of the boat B. In high speed operation,
lower unit designated as section 13 is retracted or raised to a
position where propeller shaft 136 may be positioned proximate
water line WL, multispeed transmission 130 may be operated in high
gear, surface piercing style propeller 138 to work efficiently
(provide adequate torque), wherein surface piercing (propeller 138
actually breaks the surface, water line WL) to propel the heavy
load boat or ship up to speeds above 30 MPH or speed set point(s)
(or predetermined speed(s) programmed or preset in engine control
unit 112, boat speed set point) or initiating propeller 138 depth
adjustment DA to surface piercing propeller position as shown in
FIG. 7 and with higher propeller shaft 136 rotational speed of
2,000-8,000 RPM and wherein outboard motor 100 may be capable of
efficiently propelling the boat or ship at higher speeds. Moreover,
by retracting lower unit designated as section 13 several inches,
such as, gear case housing 134 and propeller 138, this reduces
hydrostatic drag coefficient of pulling lower unit designated as
section 13 through the water (less of it to pull through the
water).
[0085] It is contemplated herein that telescoping drive shaft 330
and telescopic drive shaft housing 300 includes telescopic lower
housing 310 and upper housing 360 with telescoping drive shaft 330
positioned internally therethrough may include raised limit wherein
a first ledge 315 of said lower housing 310 contacts lower end 365
of upper housing 360.
[0086] Referring now to FIGS. 2 and 8 by way of example, and not
limitation, there is illustrated an example embodiment low speed
outboard marine motor, such as outboard motor 100 wherein power
steering assembly 160, rotation of drive motor 164 rotates pinion
gear 166, which rotates ring gear 162, which rotates R1 drive shaft
housing 132 and/or lower unit designated as section 13, especially
propeller 138. Moreover, rotation of drive motor 164 results in
steering rotation of mechanically coupled lower unit designated as
section 13, especially change of propeller 138 and propulsion P1
from propeller 138 in any direction thereabout 360 degrees of
rotation R1 and such propulsion P1 will push or pull transom T of
boat or ship in substantially the opposite direction (a reverse
direction). It is recognized herein that 180 degrees of rotation R1
of power steering assembly 160 provides propulsion P1 from
propeller 138 in a direct toward transom T and such propulsion P1
will push or pull transom T of boat or ship in substantially a
reverse Re direction (position opposite of forward F as shown in
FIG. 2), thus eliminating the need to provide a reverse rotation
(reverse gear) therein transmission 130.
[0087] Referring now to FIG. 9 by way of example, and not
limitation, there is illustrated an example embodiment outboard
marine motor, such as outboard motor 100 configured with a low and
wide profile motor 110 promoting overall stability of the boat or
ship. Furthermore, the wide outboard motor 100 profile spreads the
motor weight and torque across a broader section of the transom T
promoting overall stability of the boat or ship. Still furthermore
a small profile "racing style" lower housing 310 or lower unit
designated as section 13 reduces hydrostatic drag promoting fuel
efficiency of outboard motor 100.
[0088] Referring now to FIG. 10 there is illustrated a flow diagram
1000 of a method of use of an outboard motor 100 having multi-speed
transmission and depth adjustable midsection designated as section
12 and/or lower unit designated as section 13 via for efficient
operation at low (trolling), medium, and high speed. In block or
step 1010, providing an outboard motor 100 having multi-speed
transmission 130, telescoping drive shaft 330, telescopic drive
shaft housing 300, gear case housing 134, and propeller 138
configured to provide depth adjustment DA of propeller 138 and/or
midsection designated as section 12 and/or lower unit designated as
section 13. In block or step 1015, operating outboard motor 100
with propeller 138 position submerged below water line WL,
multispeed transmission 130 is operated in low gear, surface
piercing style propeller 138 to work efficiently (provide adequate
torque) at depth to propel the heavy load boat or ship up to
approximately 20-25 MPH or speed set point(s) (or predetermined
speed(s) programmed or preset in engine control unit 112, boat
speed set point) with propeller shaft 136 rotational speed of
0-2,000 RPM capable of placing the boat or ship up on a plane. In
block or step 1020, sensing outboard motor 100 via engine control
unit 112. In block or step 1025, determining whether operating
outboard motor 100 speed is greater than approximately 20 MPH or
speed set point(s) (or predetermined speed(s) programmed or preset
in engine control unit 112, boat speed set point). In block or step
1030, initiating high speed propeller shaft 136 position depth
adjustment DA to proximate water line WL or surface piercing
propeller position as shown in FIG. 7, if outboard motor 100 speed
is greater than approximately 20 MPH or speed set point(s) (or
predetermined speed(s) programmed or preset in engine control unit
112, boat speed set point). In block or step 1035, shifting
multi-speed transmission 130 to achieve higher propeller shaft 136
rotational speed of 2,000-8000 RPM or above. In block or step 1040,
determining whether operating outboard motor 100 speed is less than
approximately 20 MPH or speed set point(s) (or predetermined
speed(s) programmed or preset in engine control unit 112, boat
speed set point). In block or step 1045, initiating low speed
propeller shaft 136 position depth adjustment DA to submerged
propeller position as shown in FIG. 2, if outboard motor 100 speed
is less than approximately 20 MPH or speed set point(s) (or
predetermined speed(s) programmed or preset in engine control unit
112, boat speed set point). In block or step 1050, shifting
multi-speed transmission 130 to low gear achieve lower propeller
shaft 136 rotational speed of 0-2,000 RPM. Return to step 1025. In
block or step 1055, selecting to operate in manual override 1055.
Manual override 1055 may include operating outboard motor 100 in
trolling or shallow water mode including shifting multi-speed
transmission 130 to low gear achieve lower propeller shaft 136
rotational speed of 0-2,000 RPM, initiating high speed propeller
shaft 136 position depth adjustment DA to proximate water line WL
or surface piercing propeller position as shown in FIG. 7.
[0089] The foregoing description and drawings comprise illustrative
embodiments of the present disclosure. Having thus described
exemplary embodiments, it should be noted by those ordinarily
skilled in the art that the within disclosures are exemplary only,
and that various other alternatives, adaptations, and modifications
may be made within the scope of the present disclosure. Merely
listing or numbering the steps of a method in a certain order does
not constitute any limitation on the order of the steps of that
method. Many modifications and other embodiments of the disclosure
will come to mind to one ordinarily skilled in the art to which
this disclosure pertains having the benefit of the teachings
presented in the foregoing descriptions and the associated
drawings. Although specific terms may be employed herein, they are
used in a generic and descriptive sense only and not for purposes
of limitation. Moreover, the present disclosure has been described
in detail, it should be understood that various changes,
substitutions and alterations can be made thereto without departing
from the spirit and scope of the disclosure as defined by the
appended claims. Accordingly, the present disclosure is not limited
to the specific embodiments illustrated herein, but is limited only
by the following claims.
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