CA1190804A - Steering mechanisms for outboard motor - Google Patents

Abstract

IMPROVEMENTS IN STEERING MECHANISMS FOR OUTBOARD MOTOR

ABSTRACT OF THE DISCLOSURE
A remote steering device, adapted for attachment to a main propulsion unit and an auxiliary outboard motor secured to the transom of a boat in order to slave steering movement of the outboard motor to that of the main propulsion unit irrespective of the attitude of the units, which device includes first and second brackets associated with the two propulsion units joined by a connecting rod at ball joints providing three degrees of motion and wherein the connecting rod includes at least two rod members secured at a releasable rotatable joint automatically adjustable in incremental steps in response to longitudinal forces; whereby all twisting forces are resolved at or through the rotational joint and cooperative ball joints and all longidutinal forces are resolved through automatic incremental adjustment of the length of the connecting rod.

Description

BACKGROUND OF TH~ INVENTION
In my earlier United States Patent No. 4,311,471, I disclose and claim a steering mechanism for slaving the steering movement imparted to an outdrive motor to an auxiliary outboard; both of which are associated in operative engagement with the transom of a boat. As set forth in greater detail in that patent~ the use of a small auxiliary outboard motor on a boat equipped with a more powerful main propulsion unit has become rather commonplace; for example, to operate the auxiliary unit at low speed for trolling for fish. While the auxiliary provides a very convenient way for operating the boat at low speed, it nonetheless presents some difficulties to the operator as it is typically either inaccessible altogether or accessible for steerage only at great inconvenience.
The invention of my aforesaid patent overcomes those problems by permitting the operator to steer the auxiliary from the normal position wi~hin the cockpit of a 'boat employed for steerage of the main propulsion uni~ for the craft.

Devices which p,~,r/mit an auxiliary engine to be controlled from a primary engine are well known in the prior art. U.S. Patent No. 3,7569186 to Nordling illustrates an attachment which permits an outboard mo~or to be steered from a stern drive unit. The connecting mechanism includes a pair of telescopic members, each of which is eonnected through a universal joint to the outboard motor or the stern drive unit. A locking mechanism in the form of a pin extending through openings in both telescopic mem'bers is utilized to lock the telescopic members in any deslred position depending upon the distance between the stern drive unit and the outboard motor. U.S. Patent No. 3,567,164 to-Hakala shows a support means which permits two outboard motors to be pivotally

-2--r -mounted thereto, so that an auxiliary outboard motor may be conveniently moved to a selected vertical position in water. U.S~ Patents No. 3,283,738 to Nelson, No. 2,968~192 to Fletcher7 No. 2,899,833 to Prier, and No. 2,744,418 to Weber, all illustrate couplillg or steering devices which permit a pair of outboard motors to be steered at the same time. U.S~ Patent No. 2,972,976 to Smith illustrates yet another device which permits a pair of stern drive units to'be operated concurrently, or a single unit to be operated while the other is tilted or raised out of the water. Other patented-approaches to achieve these aims are mentioned in my aforesaid U.S. patent, to which reference is made for further citations.
- Notwithstanding the previous activity in this field9 the need still,,exists to provide an,lmproved type of steering mechanism for the-auxiliary outboard and, parti-cularly~ one which accommodates not only twisting forces but longitudinal tensional or compressional forces as well.
SUMMARY OF THE INVENTION
The present invention advantageously provides an improved steering mechanism for an outboard auxiliary motor which accommodates not only twisting bu~ any excessi-ve longitudinal forces existing in the mechanism. The present invention is also desirable for providing improved types of fixture members which serve as 'brackets to associate the steering mechanism with the tandom propulsion uni,ts.
These and other advantages of the present inventlon are realized in a remote steering device adapted for use in a boat comprising: (i) a main propulsion unit in operative engagement with the transom of a boat for rotation about a first axis between a first, lower operating position and --3~

a second, upper non-operating position, the main propulsion unit being steerable from a cockpit portion of a boat, and (ii) an auxiliary outboard motor mounted externally o the boat to the transom for rotation about a second axis between a first, lower operating position and a second, upper - non-operating position; the remote steering device being adapted for slaving attachment of the auxiliary outboard motor to the main unit in order to steer the auxiliary from the cockpit by steering the main uni~ and comprising bracket members adapted to be mounted to each of the main and auxiliary propulsion units; first and second ball joints connected to a respective one of the brackets wherein the ball joints include a ball joint housing and a ball joint member mounted therein for rotation about three axes mutually perpendicular .
with respect-to one another; and an automatîcally adjustable connecting rod disposed intermediate the ball joints for slaving attachment of the auxiliary outboard motor to the main propulsion unit, the connecting rod comprising first and second telescoped rod members secured by a releasable rotatable joint comprising biased locking means for permitting automatic, incremental length adjustment of the connecting rod means upon the application of a longitudinal force along the connecting rod in excess of the locking force at the joint. By appropriate design of the connecting rod, the rotatable joint in combination with the ball jOilltS
accommodate the twisting forces associated with steerage while the rotatable joint itself permits incremental longitudinal adjustment when a longitudinal tensional or compressive force exceeds the locking force provided by the biasing means. In that event, the connecting rod length may be made longer or shorter automatically to account ~ 8~ ~

for such forces; thereby providing a measure of safety and added convenience in the coupling of the two propulsion units.
In a preferred form of the present invention~
the rotatable joint is comprised of a series of spaced, circumferential grooves in a first of the rod members consti-tuting the overall connecting rod and a biased joint pin means in the second of those rod members for biased insertion within a selected one of the grooves. When a longitudinal force on the connecting rod (resolved in the radial direction) exceeds the biasing force, the pin is forced from engage--merlt with the preselected groove against the force of t'he biasing means, and the first rod telescopes within the second rod to present the next successive circumferential groove.
I that amount of adjustment is sufficient, then the pin will be forced into biased locking engagement within that groove and maintain the length of the connecting rod at that new dimension. If, on the other handg further adjustment is necessary, then a second sequential incremental adjustment will be made in a like manner.
In another aspect of the present invention, the bracket means are designed to cooperate efficiently with both the main propulsion unit and the auxiliary. The bracket for the main propulsion unit, when the same is an outdrive unit, includes a channel member for direct affixation to the engine and an upstanding post means terminating in a "quick-release" fitting for receiving the ball joint. In one form, the channel means is a unitary piece and in another form includes an adjustable collar. A bracket is also designed for affixation to an outboard motor drive whichS within the context of the present invention is the form for the auxiliary in every case and optionally for the main propulsion unit itself. The bracket for an outboard motor is comprised of a first deformable web in the general shape of a "V"
having a reinforcement web at the ~pex thereof. Two or more adjustable bands secure the bracket to the drive shaft area o the outboard motor such that the deformable web mates in close cooperation therewith and the reinforcement member serves as a secure place to support an upstanding post means terminating in the same type of "quick-release" fitting for receipt of associated ball joint.
- Other advantages of the present invention, and a fuller appreciation of its mode of cons~ruction and operation, will be gained upon an examination of the following detailed description of preferred embodimen~s~ taken in conjunction with-the figures of-drawing~ wherein~
- BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is an isometric view of the transom of a boat showing an outdrive engine and auxiliary outboard motor slaved for cooperative steerage by means of an improved steering mechanism in accordance with the present invention;
Figure 2 is an isometric view of a preferred form of bracket for association with an outboard motor;
Figure 3 is an isometric view of one Eorm of a preferred bracket for an outdrive engine;
Figure 4 is a side elevational view of a preferred connecting rod used in the improved steering rnechanism of the present invention; - --Figure 5 is an enlarged, fragmentary, side sectional view of the rotatable joint of the connecting rod shown in Figure 4 a Figure 6 is an isometric view of ~he transom of a boat having an o~ltdrive equipped with an alternate type of bracket for association with a steering mechanism in accordance with the present invention;
Figure 7 is a view similar to Figure 6 showing another alternate embodiment of a bracket means;
Figure 8 is a view similar to Figure 1 showing a steeri.ng mechanism employing yet another type of bracket means;
Figure 9 is an isometric view of the bracket means associated with the outdrive in Figure 8;
Figure 10 is a side:elevational view of an alterllatè
type of connecting rod, which is the design employed in the steering mechanism disclosed in my U.S. Patent No. 4,311,471;
Figure 11 is an isometric view similar to Figure 8, but showing an outboard motor as the main-propulsion . ~mit for the boat, wherein both the main and auxiliary units are in a lowered, operating position;
Figure 12 is a view similar to Figure 11, but showing the auxiliary in an upper, non-operating position while the main unit is in its lower, operating position;
Figure 13 shows an alternate situation, where the a~Kiliary is in its lowered position and the main unit in its upper position; and, Figure 14 shows yet another alternate configuration where both units are in the upper, non-operating posltions.
DETAILED DESCRIPTION OF THE INVENTION
The present invention relates~ generally, to improved steering mechanisms for slaving the steerage of an auxiliary outboard motor to that of the main propulsion unit of a boat, whether that main unit be an outdrive or an outboard motor itself. Accordingly, the present invention will now 38~

be described with reference to certain preferred embodiments within the foregoing context; although, those skilled in the art will appreciate that such a description is meant to be exemplary and not limitative.
` Turning to the figures of drawing, in all of which like parts are identified with like reference numerals, Figure 1 shows the stern of a boat, designated generally as 10~ with a transom 12 having associated therewith a main propulsion unit designated 14, in the form of an outdrive, and an auxiliary outboard motor designated generally as 16. The outdrive-, as is conventional, passes through the transom 12, receiving its power from an internal combustion engine located within the boat 10 (not shown) along with a means of steerage therefor such as a wheel (not shown).
The auxiliary outboard 16 is secured to the transom 12 by- --means of a pivotal bracket 18 affixed to the transom in any convenient way. The main unit 14 and auxiliary 16 are slaved by means of an improved steering mechanism in accordance with the present invention, designated generally as 20.
As is generally conventional, the main propulsion unit 14 is capable of rotation about a first axis between a first, lower operating position, as shown in Figure 1, and a second upper non-operating position. Likewise, the auxiliary outboard motor 16 is mounted to be rotatable about a second axis between a first, lower operating position and a second upper non-operating position. Consequently, the steering mechanism 20 must accommodate both twisting forces as the two drive units are pivoted, oftentimes independently, and as the steerage of the main unit 14 is translated to steerage of the auxiliary unit 16. Additionally, the steering mechanism 20 must accommodate certain longitudinal forces, whether i the same be in tension or compression, as might be experienced during steerage as well as manipulation of the two units about their pivotal axes~
The steering mechanism 20 is generally comprised 5 of a bracket 22 securely affixed to ~he outdrive 14 and a bracket 24 affixed to the auxiliary 16. Each bracket includes an upstanding post deslgnated generally as 26 terminating in a so-called "quick release" fitting designated generally às 28. A connecting rod designated generally as 30 spans the two brackets 22 and 24, secured thereto by means of ball join~ connectors designated generally as 32 which permit for rotation of the connecting rod 30 about three axes mutually perpendicular to one another.
Figure 2 illustrates the details of the bracket -15 24 associated with the outboard engine 16. In this preferred form, the bracket 26 is comprised of a first generally rectan-gular web 34 in the general configuration of a "V" with a rather soft or rounded apex. The web 34 is preferably one fabricated from a resiliently deformable mater;al, such as a thin sheet of metal. A stiffening web 36 is secured to the deformable web 34 at the apex region of the "V".
The rounded, reinforced apex of this embodiment is preferred in order to avoid sharp corners which would give rise to fatigue weakening of the bracket. The stiffening web, as ` 25 the name implies, is present to rigidify that apex region, from which the upstanding post means 26 projects. In this preferred form, post means 26 is comprised of a first leg segment 38 bent to a second leg segment 40 wh;ch terminates at a collar 42 secured to the quick release fitting 28~
described more fully below. The bracket 24 is affixed to the drive shaft region of the engine 16 by means of first and second adjustable band means 44, whi.ch are of conventional design and include straps 46 and associated adjustment lug collars 48. These adjustable band means 44 are formed in a type of endless loop where a first end of the strap is secured to a lug collar 48 and the second end passes through a slot in that collar in operative engagement with the threads of an adjustment screw. Manipulation of the adjustment screw will tend to tighten the respective strap thereby providing the ad~ustable feature for these bands. For the sake of convenience, the distal ends of each leg comprising the "V" of the deformable web 34 include slots 50 through which the bands pass for retaining the bracket on the shaft area of the engine 16. When the acljustable band means are tightened ~bout that region, the deformable web 34 will wrap itself about the drive shaft in very secure engagement therewith, presenting the upstanding post means 26 and associated quick release fitting 28 for cooperation with the connecting rod 30, as described below.
The bracket 22 associated with outdrive 14 is shown in detail in Figure 3. In this variant, the bracket is in a generaliy "U"-shaped configuration having first and second legs 52 and 54, respectively, joined by a bridge leg 56. Each of the first and second legs terminates in an outwardly flared lip 58 having mounting holes 60 formed therein. Thus, the bracket 24 may be secured direcLly to the outdrive by insertion of fixture bolts through the mounting holes 60. In -this form, the upstanding post 26 is comprised of but a single, generally vertical leg having the same type of collar 42 and quick release fitting 28 as assoc:iated with the post on bracket 24.
The connecting rod 30 spans the two brackets 22 ,, -10--and 24 securing the same in order to slave steerage of the auxiliary propulsion unit 16 to steerage of the main unit 14 from the cockpit area of the craft 10. The connecting rod 30 terminates at either end in the ball joint means 32; each of which is comprised of a ball joint housing 62 receiving a ball member 64 mounted therein. Each of the ball members 64 terminates in a downwardly dependin& fixture post 66 for insertion within the quick release fittings 28 associated wlth each of the brackets. More specifically, and as is generally conventional with this type of fitting, the quick release-fittings 28 include axially reciprocable collars which control ball detents within a fixture channel, designated generally as 68. The fixture post means 66 terminate in a pin 70 ha~ing a circumferential flange 72 defining a detent receiving groove 74. When the fixture post 6G is projected within the fixture channel 68 and the sleeve retracted, the internal ball detents are relaxed to permit passage of the flange 72 and, upon release of those sleeves, the ball detents project within the groove 74 restraining the post within the channel. Thus~ at each of the bracket means 22 and 24, the ball joints 32 allow for rotation of the connecting rod 30 about three mutually perpendicular axes.
The connecting rod 309 itself; is comprised of a first rod 76 and a tubular rod member 78 within which the rod 76 may project in telescoping relationship therewith.
The ball joint means 32 associated with the first rod 76 is secured thereto by a fixture means 80 whereas that associated with the tubular rod 78 is secured by a corresponding fixture means 82. A releasable, rotatable joint designated generally as 84 provides cooperative engagement between the two rod members 76 and 78 in a way which permits for relative ro-tation therebetween, further accommodating any twisting forces applied to the connec~ing rod 30, while also permitting automatic length adjustment to accommodate longidutinal forces. This rotatable, releasable joint 84 is best viewed in detail in Figure 5.
The rod 76 includes a series of circumferential grooves 86 formed periodically about the periphery thereof.
The tubular rod 78 terminates in biased joint pin means, identified generally as 88, two of which are shown associated with the tubular rod 78 in Figure 5. Each of -the biased joint pin:means.is identical., and includes a housing 90 secured to a sleeve 92 at the end of the tubular rod 78.
Each housing 90 i.ncludes a pin means 94 having a rounded distal end 96 and a circumferential flange 98 intermediate -15 the length.of the pin. The distal-end of each pin 94 is configured for mating engagement within a selected one of the grooves 86, and is biased into such engagement by biasing means 100, shown in Figure 5 ~.o be a conventional coil spring.
The spring is received within the housing 90 between the flange 98 and a removable cap 102.
When the connecting rod 30 is subjected to twisting (i.e., torsional) forces~ the ball joint means 32 will accom-modate the same up to the point where a "crimping" of the ball within the associated housing occurs. Beyond that, the tubular rod 78 is free for relative rotation with respec-t to the telescoping rod 76, with the pins 94 biased into engagement within a se]ected one of the grooves 86 and riding therein as the two members rotate relative to one another.
Thus, these twisting forces are fully accomrnodated by the steering mechanism 20. However, it sometimes occurs that a longitudinal force will also be applied to the connecting ~12-rod 30. For exaMple, the upward displacement o~ the main propulsion unit 1~ vis-a-vls the auxiliary 16 m~y well alter the distance be~ween the respective ball joint connectors as opposed to that when the main unit is in its lowered position. It may also sometimes occur that the propeller of one of the units will foul and give rise to a twisting tendency a~out a vertical axis which will be translated into either a compressional or tensional force within the connecting rod in excess of the tolerable amount of such a force between the two units On the other hand, it is expected that steerage itself will result in cer~ain acceptable levels of compressional and tensional forces within the rod which are required to be transmitted thereby. The releasable joint 84 is designed to tolerate the acceptable levels of lS these longitudinal forces but respond to excessive forces ~ and adjust the leng~h of the rod 30 automatically when such situations arise.
More speciflcally, by proper dimensioning of the depth of the ~rooves 86 and the biasing force on the projecting pin means 94--a matter well within the skill of the art--the biasing force itself will permit acceptable levels of longi-tudinal force to be transmltted across the joint; but, when such a longitudinal force becomes excessive, one of the faces of the preselected groove will bear on the rounded, distal end 96 of the pin 94 and displace it. Because the groove and mating pin have this arcuate geometry, the longi-tudinal force will be translated into a lateral force acting radially as respects the rod components and, hence, a~ially as respects the pin of the joint. In turn, this radial component of force will, once past the acceptable threshold, overcome the opposing biasing force provided by the spring 100. When that occurs the pin will be forced out of engagement with the groove 86 within which it formerly resided and an incre-mental length adjustment will occur to accommodate this excessive force. Thus, an automatic incremental adjustment is provided to the next adjacent groove. If that amount of adjustment is sufficient to accommodate the longitudinal force, the pin means 94 will be able to project within that next adjacent groove; but, if on the other hand, the longi-tudinal force compels a greater length adjustmen~, the tendency for any residence of the pin within the groove will be overcome in the same manner as aforesaid and a second incremental adjustment achieved. Eventually, however, the rod 76 will telescope within the tubular rod 78 to an appropriate extent and the coupling will be reestablished. In sum, therefore, both twisting and longitudinal forces are accommodated and effectively resolved in the improved steering mechanisrn - of the present invention.
- Figures-6 and 7 show the transom areas 12 of the boat 10, with the outdrive 14 only for the sake of clarity.
In each of these figures, an alternate type of bracket for the steering mechanism is employed, and in each of which case the brackets are adaptations of those illustrated and described above in respect oE Figure 2. The bracket in Figure 6, designated generally as 104 is cornprised of a generally U-shaped channel member 106 like the channel member shown in Figure 3. However, the bracket 104 is secured to the outdrive 14 by means of adjustable band means 10~ like the adjustable band means 44 described above. The post means 26 in Figure 6 includes the same type of generally upstanding pin structure terminating in the quick release fitting 28.
In Figure 7, the bracketg designated generally as 110, is likewise secured to the outdrive by means of adjustable bands 112. In this embodiment, however, the bracket includes a irst web member 114 and side web means 116, one of which is shown, in articulated relationship with respect thereto.
The band means 112 again serve to secure the bracket 110 to the outdrive and present the upstanding post means designated generally as 26 having the same type of configuration as the post means 26 shown in Figure 2.
Figures 8 and 9 illustrate yet another alternate embodiment of a preferred type of bracket, designated generally as 118. Unlike those brackets heretofore described, the bracket 118 includes an adjustability feature in order to accommodate a different style of outdrive or in order to accommodate a wider variety of outdrive configurations.
The bracket 118 is comprised of a generally "U"-shaped web 120 having outwardly directed lips 122 at the distal lS fr-ee ends of the legs comprising that "U". Each of the lips 122 includes an aperture 124 for receiving an adjustable fastener 126, shown in this case to be a bolt. The bracket 118 also includes terminal clamp means lZ8 comprised of a central web member 130, an outwardly directed lip at the proximal end thereof and an inwardly directed lip 134 at the distal end thereof. The lip 132 includes an aperture 136 through which the fastening bolt means 126 may pass before receiving the associated nut. An upstanding post 26 like the one associated with bracket 24 is included from the central area of the 7'U" web 120 and terminates ln the same type of quick release fitting 28 described above. The bracket 118 may be disposed over the outdrive 14, as shown in Figure 8, and the bolts 126 tightened to cinch the lips 134 about the forward portion of the outd-rive while the face of the "U" web 120 is secured into engagement Wit71~
the rear face thereo, thereby affixing in a very positive sense the bracket 118 in association with the outdrive 14.
Otherwise, the s~eering mechanism of Figure 8 is the same as that described above in respect of Figure 1.
Figure 10 illustrates an alternate type of connecting rod, designated generally as 138. The rod 138 is the same as that dlsclosed in my earlier U.S. Patent ~o. 4~311,471, and therefore warrants no detailed description herein. Suffice it to say that the rod 138 is comprised of first and second telescoping rod members 140 and 142 secured at a juncture 144 and terminating at ball joint means 32 like those described above. The rod 138 is capable of accommodating the same wide range of twisting motions; although it may not respond to longitudinal forces with an automatic, incremental length adjustment as is the case wi~h respect to the connec~ing rod 30 described in detail above. For further details on the construction of the rod 138, reference is made to rny previous patent. The disclosure of this form of connecting rod is made herein simply to show how the same may cooperate with the new forms of brackets described he-rein.
Figures 11-14 illustrate a boat 150 adapted speci-fically to receive an outboard motor 152 as the main propulsion ~mit and an outboard motor 154 as the aux:iliary. Both outboard motors are secured to the transom 156 of the boat 150; the main unit 152 being disposed across the transom area through a recessed or notched area 158 thereof and the auxiliary 154 being secured directly to the transom by means of a pivotal bracket 160. The same type of connecting rod 30 joins the two motors in slaved steering engagernent. The brackets secured to each motor may generally be of any design disclosed herein, but preferably the bracket associated with the auxiliary 154 is the same as shown in Figure 2 and that associated with the main unit 152 is selected from those of Figures 2, 6, 7 and 9, depending upon the configuration of the shaft area of the motor.
Regardless of ~he bracket means used, Figures 11-14 show various spatial configurations for the two propulsion units. Figure 11 shows both units in their lowered and operating positions~ where the auxiliary is slaved for steerage by steering the main. Figure 2 shows the main propulsion unit in its lowered, operating position but with the auxiliary in its raised and non-operating position~ Although not in a configuration where the auxiliary can provide propulsion for the boat 150, the same may be lef-t in slaved attachment with the main unit 152; thereby avoiding the inconvellience of removing the steering mechanism 20. Figure 13 shows just the opposite orientation, where the main unit is raised to its non-operating position and the auxiliary is lowered to its operating position. Again~ it can be seen that steerage of the main unit, even when in its non-operating position, nonetheless provides slaved steerage for the auxiliary.
Figure 14 shows both propulsion units in a raised position, which might be expected when transporting the boat 150 on a trailer or the like. Again, it can be seen ~hat the steering mechanism 20 may be retained in place in this configuration thereby eliminating the inconvenience of disassembly for transportation.
Figures 11-14 also show how the length of the connecting rod 30 must be adjusted or adjustable in order to accommodate the four different configurations. By use of the automatically adjustable joint ~4, this length adjustment is very easily made without the need to resort to the use of tools which may sometimes be an inconvenience.

While the invention has now been described with reference to certain preferred embodiments thereo, those skilled in thP art will appreciate that various substitutions, modifications, changes, and omissions may be made without departing from the spirit thereof. Accordingly, it is intended that the scope of the present invention be limited solely by that of the claims granted herein.

Claims (10)

WHAT IS CLAIMED IS:

1. A remote steering device adapted for use in a boat comprising:
(i) a main propulsion unit in operative engagement with the transom of said boat for rotation about a first axis between a first lower operating position and a second upper nonoperating position, said main propulsion unit being steerable from a cockpit portion of said boat;
(ii) an auxiliary outboard motor mounted externally of said boat to said transom for rotation about a second axis between a first lower operating position and a second upper nonoperating position;
said remote steering device adapted for slaving attachment of said auxiliary outboard motor to said main unit in order to steer said auxiliary outboard motor from said cockpit portion of said boat by steering said main unit, said remote steering device comprising:
(a) a first bracket adapted to be mounted to said main unit;
(b) a first ball joint connected to said -first bracket, said first ball joint having a first ball housing and a first ball member mounted in the first ball housing for rotation about three axes mutually perpendicular to one another;
(c) a second bracket adapted to be attached to said auxiliary outboard motor;
(d) a second ball joint connected to said second bracket, said second ball joint having a second ball housing and a second ball member mounted in the second ball housing for rotation about three axles mutually perpendicular to one another;
and, (e) automatically adjustable connecting rod means disposed intermediate said first and second ball joints for slaving attachment of said auxiliary outboard motor to said main propulsion unit, comprising first and second telescoped rod members secured by a releasable rotatable joint including biased locking means for establishing a predetermined locking force at said joint and for effecting automatic, incremental length adjustment of said connecting rod means upon the application of a longitudinal force along said connecting rod means in excess of said predetermined locking force without loss of slaved steering attachment between said auxiliary motor and said main unit.

2. The remote steering device of claim 1, wherein said releasable rotatable joint is comprised of a series of spaced circumferential grooves in a first of said rod members and transverse, biased joint pin means in the second of said rod members for transversely reciprocable engagement within a selected one of said grooves; whereby a longitudinal force along said connecting rod means in excess of the resolved biasing force on said joint pin means causes radially outward displacement thereof and an incremental length adjustment of said connecting rod means wherein said joint pin means engage another one of said grooves.

3. The remote steering device of claim 2, wherein said joint pin means comprises at least one joint pin housing disposed proximate the distal end of said second rod member and receiving a pin member and biasing spring means for applying a radially inward biasing force on said pin member urging same into engagement within said groove.

4. The remote steering device of claim 2, wherein said first bracket is comprised of a generally "U"-shaped web supporting an upstanding post including a quick release fitting for receiving said first ball joint.

5. The remote steering device of claim 4, wherein said first bracket is an adjustable bracket, further comprising clamp means for engaging said main unit depending from the free distal ends of said "U"-shaped web and secured thereto by adjustable fasteners.

6. The remote steering device of claim 5, wherein said free distal ends terminate in outwardly directed lip means having fixture apertures therein and wherein said clamp means include first outwardly directed lip means having fixture apertures therein and second inwardly directed lip means for engaging said main unit, and further wherein said adjustable fasteners comprise fixture bolts disposed through the fixture apertures in said outwardly directed lip means.

7. The remote steering device of claim 2, wherein said second bracket is comprised of a resiliently deformable web having a generally "V"-shaped configuration with a slightly rounded apex and a stiffening web secured thereto at said apex supporting an upstanding post including a quick release fitting for receiving said second ball joint.

8. The remote steering device of claim 7, wherein said second bracket further comprises adjustable band means disposed in an endless loop enveloping said deformable web for compressing same into engagement with said auxiliary unit.

9. A connecting rod for a remote steering device adapted to slave steerage of an auxiliary propulsion unit for a boat to steerage of the main propulsion unit therefor, comprising a first connecting rod member received in telescoping engagement within a second tubular connecting rod member and secured thereto at releasable rotatable joint means, said joint means comprising a series of spaced, circumfer-ential grooves formed in said first rod member and biased pin means disposed proximate the distal end of said tubular rod member projecting within a selected one of said grooves and maintained therein by a biasing force; wherein said first and second rod members may rotate relative to one another in response to any twisting forces imposed on said connecting rod with said pin means projecting within said selected groove, and further wherein any longitudinal forces imposed on said connecting rod in excess of the resolved biasing force on said pin means will effect displacement thereof from said selected groove and an automatic length adjustment of said connecting rod and reengagement of said pin means in another of said grooves.

10. The connecting rod of claim 9, wherein said biased pin means are disposed within housings extending radially outward of said tubular rod member and further wherein said housings receive biasing spring means for develop-ing said biasing force.