Brunswick Corporation

Ronald L Hall

James E Erickson

Jeremy J Kraus

Matthew Z Seta

Keith W Schmidt

Andres Perdomo Tornbaum

Tom Geng

Steven Lu

Andrew J Przybyl

John M Griffiths

Brian R White

Richard L Sleder, Sr

William R Robertson

Derek J Fletcher

Roger W Schreiber

A Dewayne Sharpton

Daniel B Slanker

Kurt J Wasilewski

John A Voit

Kasser A Jaffri

Sunil K R Patil

Scott C Morton

David L Neumann

Mark A Frank

Tom N Townsend

A device for supporting a propulsor on a marine vessel. The device includes a base that is fixable to the marine vessel and a pivot arm for coupling the propulsor to the base. An actuator is configured to pivot the pivot arm relative to the base into and between a retracted position and a deployed position. A fastener is engageable to couple the actuator to the pivot arm, where when the fastener is engaged the pivot arm is prevented from pivoting other than by the actuator, and where applying a predetermined force on the pivot arm disengages the fastener to allow the pivot arm to pivot other than by the actuator.

Devices and methods for making devices for supporting a propulsor on a marine vessel

A device for coupling a propulsor to a marine vessel. The device includes a mounting bracket configured for attachment to the marine vessel. A support frame has a carriage and is configured for the propulsor to be coupled thereto, where the carriage is configured to slidably engage with the mounting bracket into a fixed position. A member is manually engageable to prevent the carriage from sliding out of the fixed position. The propulsor is coupled to the marine vessel by sliding the carriage into the fixed position and engaging the member, where the propulsor is operable to propel the marine vessel in water when the carriage is in the fixed position, and where the propulsor is configured for decoupling from the marine vessel by disengaging the member and sliding the carriage out of engagement with the mounting bracket.

Devices and methods of making devices for coupling propulsors to marine vessels

Control systems and methods are for a marine engine emitting exhaust gas. A sensor senses a characteristic of the exhaust gas. An electrical heater heats the sensor. A control circuit monitors current drawn by the heater. The control circuit controls an operational characteristic of the engine based upon the characteristic of the exhaust gas and modifies its control of the operational characteristic of the engine when the current drawn by the heater changes by a predetermined amount.

Control systems and methods for marine engines emitting exhaust gas

A marine engine exhaust system has an exhaust conduit conveying engine exhaust gas from upstream to downstream, a sensor sensing oxygen content of the exhaust gas in the conduit, and a shield located in the conduit. The shield is configured to shield the sensor from deleterious effects of liquid when liquid and exhaust gas is reverted in the exhaust conduit from downstream to upstream.

Marine engine exhaust systems having an oxygen sensor

A method and system for monitoring a three-way catalyst cooled by a coolant and treating internal combustion engine exhaust by oxidizing HC and CO and reducing NOis provided to prevent false-fail monitoring. An initial lean kick excursion of fuel-air ratio Phi is provided prior to the first reducing step or interval of the first cycle.

Lean kick catalyst monitoring system

A cooling system for a marine propulsion device provides a bypass loop around a cooling pump that allows the flow of cooling water through certain components to be reduced or increased as a function of the temperature of those components while causing a full flow of cooling water to flow through other selected heat emitting devices. Using this configuration of components and bypass conduits, the operating condition of the cooling water pump can be continually monitored, including the condition of its flexible vanes. By observing the effective cooling capacity of the system under conditions with the bypass valve open and closed, the effectiveness of the cooling water pump can be assessed and a suggestion of maintenance can be provided.

Apparatus and method for controlling the operation of a cooling system for a marine propulsion device

An engine control strategy for a marine propulsion system selects a desired idle speed for use during a shift event based on boat speed and engine temperature. In order to change the engine operating speed to the desired idle speed during the shift event, ignition timing is altered and the status of an idle air control valve is changed. These changes to the ignition timing and the idle air control valve are made in order to achieve the desired engine idle speed during the shift event. The idle speed during the shift event is selected so that the impact shock and resulting noise of the shift event can be decreased without causing the engine to stall.

Engine control strategy for a marine propulsion system for improving shifting

An outboard motor with a manual recoil starter is provided with an electrical system that is manually actuated and provides the required electrical power to an electrical load associated with a fuel pump, fuel injectors, and ignition coils of the engine. When the operator pulls the rope of the manual recoil starter, the required electrical power for the fuel pump, ignition coils, and fuel injectors is provided by a small compact battery pack. When fully charged, the battery capacity is equal to or less than 12 ampere-hours and is sufficient to power the ignition and fuel system, but typically not sufficient to power a starter motor.

Electrical system for an outboard motor having an engine with a manual recoil starter

An engine control system digitally stores corresponding values of timing angles and engine speeds and selects the timing angles based on the operating speed of the engine. In the engine speed range near idle speed, the timing angle is set to a pre-selected angle after top dead center (ATDC) and the relationship between engine speed and timing angle calls for the timing angle to be advanced from the pre-selected angle after top dead center (ATDC) to successively advancing angles which subsequently increase angles before top dead center (BTDC) as the engine increases in speed. In one application, a timing angle of 10 degrees after top dead center (ATDC) is selected for a engine idle speed of approximately 800 RPM. This relationship, which is controlled by the engine control unit, avoids stalling the engine when an operator suddenly decreases the engine speed.

Method and apparatus for controlling an internal combustion engine

Drawer for floppy disks

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Stillwater, OK, United States of America

Ronald L Hall