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Publication numberUS3181494 A
Publication typeGrant
Publication dateMay 4, 1965
Filing dateJan 7, 1963
Priority dateJan 7, 1963
Publication numberUS 3181494 A, US 3181494A, US-A-3181494, US3181494 A, US3181494A
InventorsKiekhaefer Elmer Carl, Irving W North
Original AssigneeKiekhaefer Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Stern drive unit assembly
US 3181494 A
Abstract  available in
Images(4)
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Claims  available in
Description  (OCR text may contain errors)

May 4, 1965 E. c. KIEKHAEER ETAL STERN DRIVE UNIT ASSEMBLY 4 Sheets-Sheet 1 Filed Jan. 7, 1963 INVENTORS C. /fnnwzw W /VORTH nnnfw May 4, 1965 E. c. KIEKHAl-:FER ETAL 3,181,494

STERN DRIVE UNIT ASSEMBLY Filed Jan. '7, 1963 4 Sheets-Sheet 2 5 I r zz 83 83 2 INVENTORS [mf-R C. Mirra/uffa ggz/IMG MV. WORTH ndrus Siam@ Attorneys May 4, 1965 E. c. KIEKHAEFER ETAL 3,181,494

STERN DRIVE UNIT ASSEMBLY Filed Jan. 7, 1963 4 Sheets-Sheet 3 INVENTOR 2am CI )rinfusa-R BfRv/lv W MRTH rfrus Il slanke rforweys May 4, 1965 E. c. KIEKHAEFER ETAL STERN DRIVE UNIT ASSEMBLY 4 Sheets-Sheet 4 Filed Jan. 7, 1963 United States Patent O 3,181,494 STERN DRIV E UNET ASSEMBLY Elmer Carl Kiekhaefer, Winter Haven, Fla., and Irving W. North, Fond du Lac, Wis., assignors to Kelrhaefer Cor. poration, Fond du Lac, Wis., a corporation of Delaware Filed Ian. 7, 1963 Ser. No. 249,642 1l Claims. (Cl. 11S-34) This invention relates to an inboaId-outboard drive and more particularly to an outboard or stern drive unit assembly.

For storage, as well as for trailering and for that occasional repair, it is generally desirable to remove the stern drive unit from the transom of the watercraft. Generally such removal requires a dismantling of steering and shift control cables from the unit. If the stern drive unit receives the engine exhaust products for discharge under water and is adapted to pick up engine coolant, removal of the unit can be further complicated in View of the necessary piping for conduction of exhaust products and coolant through the transom between the drive unit and the inboard engine. it is generally an object of this invention to provide a means for quick disassembly of the stern drive unit without first dismantling the steering and shift control cables from the unit and wherein the coolant and exhaust piping remain undisturbed.

Generally according to the invention, the stern drive unit includes a generally vertical housing enclosing the vertical drive shaft of the unit and a forwardly extending housing removably secured to the vertical housing and through which the horizontal through transom drive shaft extends. The stern drive unit through its forward housing is supported on a generally vertical axis for steering movements and on a generally horizontal axis for tilt movements. The stern drive unit is also provided with forward and reverse gears which are selectively engaged by shift means actuated from the forward housing to provide forward and reverse drive. Since shift and steering control actuating means are both associated with the stern drive forward housing, the vertical drive shaft housing can be removed from the forward housing without disturbing the steering and shift control cables.

Further, according Ito the invention, the stern drive unit includes under water discharge means for the engine exhaust products and pick up means for the engine cooling water. ln the region of the steering and tilt axes, the exhaust products and coolant are conducted through ilexible conduit secured to the forward housing of the stern drive. Thus, removal of the vertical drive shaft housing from the forward housing will not disturb the exhaust and coolant systems in the region of the steering and tilt axes.

The drawings furnished herewith illustrate the best mode for carrying out the invention as presently contemplated and set forth hereinafter.

ln the drawings:

FIG. l is a perspective View of a stern drive unit of an inboard-outboard drive mounted on a partially shown transom of a watercraft;

PEG. 2 is an enlarged elevational view in section of the stern drive unit of this invention shown mounted on a watercraft;

FIG. 3 is a sectional View taken generally on line 3 3 of FIG. 2;

FIG. 4 is an enlarged fragmentary elevational View of the stern drive unit partially in section and generally showing how the drive unit may be disassembled for storage and the like in accordance with this invention;

PEG. 5 is a View taken generally on line 5-5 of FIG. 4;

ICC

FlG. 6 is a view taken generally on line 6-6 of FlG. 4;

FlG. 7 is an enlarged fragmentary elevational view showing the means for effecting a disengagement of the hool; assembly of the stern drive unit from the tilt adjustrnent pin and `in phantom shows the hook assembly moved to the disengaged position;

FIG. 8 is a fragmentary View taken generally on line 3 8 of FIG. 7;

FlG. 9 is a fragmentary view of the bell crank lever for actuating the means for effecting a disengagement of the hook assembly from the tilt adjustment pin;

FIG. l() is an enlarged fragmentary view with parts broken away showing the reverse lock means in the inoperative position during forward drive; and

FIG. ll is a view similar to that of FIG. l0 and shows the hook assembly locked in the engaged position during reverse drive.

Referring to the drawings, the inboard-outboard drive includes a stern drive unit l mounted on the transom 2 of a partially shown boat or other watercraft 3. The stern drive unit includes a propeller d which is carried rearwardly of the vertical drive shaft housing S on the generally horizontal propeller shaft 6. Propeller shaft 6 is driven by the generally vertical drive shaft '7 rotatably mounted in housing 5 and carrying drive gear 8 which meshingly engages with spaced forward and reverse drive gears 9 and il) freely rotatable on the propeller shaft.

The propeller 4 is rotatable in opposite directions for forward and reverse propulsion in accordance with selective engagement of the driven gears 9 and l0 by the axially movable clutch element ll rotatably carried by propeller shaft d between the driven gears. Axial movement of clutch element ll is effected by the vertically disposed :rotatable control rod 12 which carries the cam T13 at the lower end thereof for engagement with the axially movable spring-biased pin means i4 carrying the clutch element and projecting from the forward end of propeller shaft o. The rod l2 and cam 13 are rotatable by means hereinafter to be described to selectively shift the clutch element 1l into engagement with driven gears 9 and lil or into an intermediate neutral position.

The vertical drive shaft '7 is driven by the engine l5 mounted inboard of watercraft 3 through the horizontal drive shaft 16 which extends through the transom 2 and stern drive bell housing i7 into gear chamber ILS in the vertical .drive `shaft housing 5. In gear chamber 18 bevel gears l and 2t) carried on shafts '7 and 1d respectively are meshingly engaged. The horizontal drive shaft Il@ includes a double universal joint 21 having its center sub -stantially at the intersection of the generally vertical steering axis and generally horizontal tilt axis of the stern drive unit 1 as will 'be more fully described hereinafter.

The stern drive unit 1 is supported from the transom 2 by opposed inner `and outer transom plates 22 and 23 respectively which overlie the single transom opening 24 and -are secured together by suitable bolts 25. Outer transom plate 23 includes a generally tubular pilot projection 2d which is outwardly stepped rearwardly thereof to provide retaining seat 27 for the ball .bearing 2S rotatably supporting .the horizontal drive shaft i6. Pilot projection 26 is telescopingly received by the opening 29 in the inner transom plate 22 to provide for proper alignment between drive shaft 16 and coupling element 39 carried by the engine flywheel 31. The driving for-ce of engine l5 is transmitted to drive shaft 16 through the internally :sp-lined hub 32 of coupling element 39 which slidably receives the splined end portion 33 of the shaft.

A flexible bellows connector 34 extends around the universal joint 21 and is secured between the tubular su-pporting skirt 35 for pilot projection 26y of transom plate 23 and the forwardly extending tubular projection 36 within bell housing 17 th-rough which the shaft 176 extends. TheV connector 34 prevents water from reaching the regions of shaft 16 without interfering with the operation of the universal joint 21 as hereinafter described;

The outer transom plate 23 constitutes -a girnbal ring housing :for the gimb-al ring member 37 which extends Iaround the drive shaft 16 at the universal joint 21 and is disposed intermediate the transom palte 23 yand the bell housing 17 on the stern drive -unit 1. The girnbal ring member 37 is adapted .to receive therewithin the `forward portion of bell housing 17 for pivotal support of the drive unit on a pair of transversely spaced pinmembers 38 carried by the gimbal. ring member and disposed on the gene-rally transverse horizontal tilt axis. The tilt axis is generally disposed at the line of intersection of the transverse vertical `and horizontal planes through theV center yof the doulble universal joint 21 in drive shaft 16 `so that the drive can bend readily Iat the joint to aoco-modate tilt movements of the unit in a generally vertical plane as when striking a submerged or floating object.

'Ilhe gimblal ring member 37 is in turn pivotally supported` from the outer transom plate 23 by vertically and axially aligned shaft elements 39 and 40' disposed on a generally vertical swivel axis Vfor rot-ation of the gimbal ring member together with the stern drive unit in a generally horizontal plane for steering control olf the unit. 'Ilhe-swivel axis 4is disposed ahead of the vertical drive shaft 7 and passes generally through the center of universal joint 21 so that lthe horizontal drive shaft 16 will fbend correspondingly at the joint to accommodate steering movements of the unit. `Steering control of the unit is provided by a remote control unit, not shown, which pivots the steerin-g arm 41 secured on swivel shaft element 39.

The stern drive Iunit 1 receives the exhaust products Vfrom the inboard engine lfor discharge underwater eliminating need for separate muffler and yet providing a more quiet level of engine operation. 'Ihe exhaust products are received from engine 15 through flexible conduit 42 which extends through the opening 43 in the inner transom plate 22 for connection to the tubular connector 44 projecting into transom opening 24 and formed integrally with outer transom plate 23 and spaced generally beneath the pilot projection 26. The tubular connector 44 communicates with a generally aligned forwardly extending tubular projection 45 on bell housing 17 through the flexible and expandable bellows conduit 46 which extends through the girnbal ring member 37 and is secured respectively tothe connector and projectionto provide exhaust passage from the fixed transom to the movable drive Aunit without interference from or to the steering and tilt movements of the unit.

From the inlet projection 45, the exhaust products from engine 15 move rearwardly and downwardly through the enlarged passage 47 in bell housing -17 and into lthe c'lavernous interior of drive shaft housing 5 and are directed into the propeller hub passages 48 for discharge under water through discharge opening 49 rearwardly of the propeller 4.

Cooling -Water for `circulation through the iblock of engine 15 is picked up through a series of vertically aligned ports 50 provided in housing 5 beneath the anticavitation plate 5'1 on the respective sides of the stern drive unit. The ports 50 open into a cored passage 52 within housing 5 and which communicates with the impeller pump l53 driven by the vertical drive shaft 7. The pump 53 forces the coolant into the `coolant chamber 54 adjacent yto and rearwardly of the upperv Igear chamber 18 through the conduit 55 connecting the pump and cham- Iber. From chamber 54 the coolant moves through the -transverse outlet passage 56 and into the longitudinal cored passage 57 whichextends `along the port side of gear chamber 18 and into the bell housing 17 and termil nates with a forwardly extending tubular outlet projection 58 disposed generally between the exhaust inlet projection 45 and tubular projection 36.

A flexible conduit 59 extends through the gimbal ring member 37 and connects the fitting 60 threaded into the outlet projection 53 movable with the dirigible and tiltable stern drive unit 1 to the tubular fitting 61 secured within .the generally fixed outer transom plate 23. Fitting 61 extends through and is resiliently secured within the fowardly extending tubular projection 62 which projects through an opening 63 in the inner transom plate 22 placing the yforward end of the fitting inboard of the watercraft. The flexible conduit 64 secured to the inboard end of fitting 61 carries the coolant Water to the engine 15.

Selective shifting of clutch element 11 between forward and reverse gears 9 and 1t) land the intermediate neutral position therebetween is effected by operation of the remote control cable 55 through remote control means, not shown. As shown in FIG. 3, the cable 65 passes through opening 43 in the inner transom plate 22, transom opening 24 and the aligned rearwardly extending tubular projection 66 on transom plate 23. The terminus of cable casing 67 is secured within fitting 68 which is threadedly secured within a longitudinal bore opening in bell housing 17 while the cable core wire 69 continues into the slide chamber 70 and extends into the movable shift slide member 71 for securement thereto. To prevent water from entering the watercraft through tubular projection 66 and also provide for movement of cable 65 relative to projection 66 in accordance with tilt and steering movements of the stern drive unit, a conical bellows member 72 is secured between the cable casing 67 and the projection. Y The slide member 71 is actuated longitudinally by the core wire 69 within chamber 7i? between the reverse drive position shown in solid lines in FIG. 3 and the forward drive position as shown in phantom lines. An intermediate position of slide member 71 defines the neutral drive position. Actuation of the slide member 71 effects a corresponding rotation of the vertical rod 73 through lever 74 which is secured to the upper end of the rod. Lever '74 extends over the slide member and carries a depending roller 75 on a vertical axis for selective engagement by a pair of longitudinally spaced abutments 76 extending upwardly from slide member 71 on opposed sides of the roller.

The vertical rod 73 is generally axially aligned with the shift 4control rod 12 and constitutes an extension thereof. The rod 73 extends downwardly from slide chamber 70 through an opening 77 into the bell housing exhaust passage 47, through the exhaust passage and into the tilt lock recess 78 Vthrough opening 79 generally aligned with opening 77. The lower end of rod 73 within recess 7S carries a coupler element Si) provided with a downwardly opening groove 81 which is adapted to receive therewithin a corresponding tongue 82 which extends upwardly from the upper end of shift control rod 12 to rotationally lock the respective rods together. As is most clearly shown in FIGURES 2 and 3, the groove 31 and tongue 82 extend fore-and-aft when clutch element 11 is in forward drive position.

The normal operating position or trim of the stern drive unit 1 is determined by the engagement between the transversely spacedv abutment walls 83 which define the transverse extent of tilt lock recess 78 on the vertical drive shaft housing 5 and the tilt adjustment pin 84 which is removably disposed in a corresponding pair of a series of holes 85 in the transversely spaced yoke arms 85 carried at the lower end of gimbal ring member 37.

Within the tilt lock recess 78, a releasable hook assembly 87 is pivotally mounted on the transversely extending pin 8S carried by the transversely spaced walls 83 of drive shaft housing 5. The assembly 37 includes a pair of forwardly extending, transversely spaced arms 59 and 90 each of which pivotally carry outwardly thereof a re leasable hook member 91 on the transversely extending pin 92 extending between the forward end of the arms. In the normal operating position of the stern drive unit, the hook assembly S7 is biased upwardly by the helical compression spring 93 to make engagement with the tilt adjustment pin S4 from below and place the latch hooks 94 on the forwmd side of pin 84 oppositely from the engagement by the abutment walls 83. The helical spring 93 is disposed around a vertical pin member 95 which is threaded into the drive shaft housing 5 forwardly of shift rod 12 and intermediate the arms of hook assembly S7. The spring 93 bears upwardly against the opposed inwardly extending projections 96 on arms 89 and 90 to maintain the assembly S7 in the engaged position. The head 97 on the threaded pin member 95 is disposed above projections 96 and is engaged by the projections to limit the upward pivotal movement of the hook assembly 87. Normally the pin member 95 will be threadedly adjusted so that the limiting head 97 will permit full engagement between the latch hooks 94 and the tilt adjustment rod 84.

A tension spring 9S is disposed between the forward portion of the respective arms 89 and 90 and the rear portion of the corresponding hook member 91 to bias the heel 99 of the respective hook members against an ou*- wardly extending cam surface 112) provided on the arms forwardly `of the hook member pivot pin 92 to establish the normal position of the latch hooks 94. The biasing force of springs 98 is generally adequate to maintain the respective latch hooks 94 in their normal position during ordinary and normal operation of the stern drive unit in forward gear. In the event, however, that the stern drive unit should strike a submerged or iioating object, the biasing force of springs 9S may be overcome as the arcuate surface 101 on the hook members between heel 99 and latch hook 94 cams upwardly on cam surfaces 109 and simultaneously depresses the compression spring 93 to effect an unlatching of the latch hooks 94 from the tilt adjustment rod 84 to permit the drive unit to tilt upwardly on the transverse tilt pins 38 and thereby clear the struck object. Immediately after unlatching is effected, springs 93 and 9S return the arms 89 and 9d and hook members 91 to their normal positions. After the struck object has been cleared by the drive unit, the drive unit will return to vits normal running position and in so doing the forward cam surface 102 on arms 89 and 99 engage the tilt adjustment rod S4 causing the hook assembly S7 to pivot downwardly against the pressure of spring 93 to permit the latch hooks 94 to move under and again normally reengage the tilt adjustment rod.

When the stern drive unit 1 is operated in reverse, a forwardly pitched propeller tends to climb out of the water or tilt the unit upwardly. Thus, it becomes irnperative to prevent the hook assembly S7 from disengaging the tilt adjustment pin S4 during reverse operation so that the propeller torque imposed on pin S4 through the hook assembly will be conned to act in a generally hori- Zontal plane.

The reverse lock means for the hook assembly S7 includes the pivotal element 1113 having a central U-shaped portion 104 which is disposed intermediate the hook assembly arms 89 and 99. The arcuate segment of portion 194 extends around behind the shift control rod 12 and the transversely spaced legs thereof are connected to corresponding arms 1115 disposed outwardly of the respective hook assembly arms 89 and 9i) by means of horizontal struts 166 which extend beneath the hook assembly arms. The transversely spaced arms 1115 of element 103 are pivotally supported by the transverse pin S8 which, as hereinbefore described, also pivotally supports the hook assembly S7.

Beneath the tongue 82 on the upper end of shift control rod 12, the rod is provided with a pair of vertically spaced cam projections 107 and 168 which extend outwardly from the rod as shown in FIGS. l0 and ll. The lower cam projection 108 is adapted to raise roller 109 carried on a transverse axis by the starboard leg 11d` of the U-shaped portion 104 of element 1113 and thereby pivot element 103 upwardly as the shift control rod 12 rota-tes to move the clutch element 11 through neutral. When the rod 12 has rotated to engage the clutch element 11 with the reverse gear 10, the roller 109 has moved ont-o a plateau on cam projection 1113 and element 163 has reached its uppermost locking position. With element 1113 in the locking position, the horizontal struts 106 of element 103 are disposed beneath arms 89 and 9i) of the hook assembly S7 and thus prevent a disengagement of the hook assembly from the tilt adjustment pin S4.

When the shift control rod 12 is rotated to provide for disengagement between clutch element 11 and reverse gear 10, the roller 109 rides from the locking plateau and proceeds down the inclined cam surface as the rod 12 is rotated through neutral. The cam surface of the upper cam projection 107 merely serves to confine the roller 199 and assure positive return of element 103 to its unlocked position.

Because the hook assembly 87 is normaily engaged with the tilt adjustment pin 84, it becomes necessary to provide means for eiec-ting a disengagement therebetween so that the stern drive unit 1 may be tilted manually or otherwise for repair or for other reasons. The hook assembly disengagement element 111 comprises a pair of transversely spaced lever members 112 and 113 connected by a strut portion 114 and is pivotally mounted on the transversely extending pin 115 supported by the transversely spaced projection 116 extending from the underside of bell housing 17 above the tilt lock recess 78. Lever member 112 of element 111 extends generally downwardly and carries a roller 117 adjacent the lower end thereof on a transverse axis. Roller 117 is disposed outwardly of member 112 and lis generally radially aligned with arm $9 of hook assembly 87. Normally the lever member 112 is biased rearwardly to an out of the way position against the bell housing 17 by the torsion spring 118 which is disposed around the pivot pin 115 and bears respectively against the bell housing and downwardly on the generally forwardly extending lever member 113.

When release of the hook assembly `S7 from the tilt adjustment pin 8d is desired, lever member 113 is pivoted upwardly by an upward pull on rod 119 pivotally connected to the outer end thereof to swing the lever member 112 forwardly. The path of roller 117 on the forwardly swinging lever member 112 intercepts the inclined surface 120 of the block assembly arm 89 and rolls thereon to depress the hook assembly S7 against the pressure of spring 93 to thereby release the latch hooks 94 from the tilt adjustment pin 84. After the hook assembly 37 is suiiiciently depressed, the stop 121 on the opposite side of pivot pin 115 from lever member 112 abuts against the bell housing 17 to arrest further pivotal movement of element 111. When the upward pull by rod 119 is released, the torsion spring 118 will effect a return of lever member 112 to its normal out of the way position and the compression spring 93 will be free to bias the hook assembly S7 to reengage the tilt adjustment pin S4.

The pull rod 119 for activating element 111 is controlled by a bell crank 122 rotatably mounted in the side wall of the upper portion of bell housing 17. Intermediate its length the rod 119 is provided with an S bend so that the upper porti-on thereof extends adjacent the inner wall of the bell housing and clear of the bellows exhaust conduit 46 and the flexible water conduit 59. The upper end of the rod is pivotally connected to lthe bell crank lever arm 123 disposed inside the bell housing 17 and extends generally rearwardly and upwardly from the axis of the bell crank. The bell crank 122 is provided with lever 124 fon the outside of the bell crank housing 17 for manual manipulation thereof between the angularly spaced stops 125 and 126.

To effect a release between the hook assembly S7 and the tilt adjustment pin 84, lever 124 is rotated in the 7 Y direction of stop 125 to raise the bell crank lever 123 and thus pull up on rod 119. As the lever 124 approaches stop 125, the lever 123 approaches the high point of its travel and the hook lassembly disengagement element 111 has effected a full disengagement of the hook assembly 87 fr-om the tilt adjustment pin 84 with further rotation of element 111 being prevented by engagement of stop 121 with the bell housing 17. Thereafter further rotation of bell crank lever 124 to engage stop 125, effects a slight stretching of rod 119 as the lever 123 carries the upper end of the rod over center with respect to the bell crank axis to thereby lock element 111 and maintain the hook assembly disengagement. When it is desired to effect a rcengagernent between hook assembly S7 and the tilt adjustment pin 8,4, rod 119 is released from its over center lock by manipulation of bell crank lever 124 toward its stop 126, and thereafter the torsion spring 118 will return element 111 to its out of the way position. Acting through rod 119, torsion spring 118 will also return and hold the bell crank lever 124 against the stop 126.

During operation of the stern drive unit 1, impact of the unit with a submerged or floating object could impose severe stresses and strains on theunit, the engine and the boat. To cushion the impact and thus protect the drive unit, engine and boat, a hydraulic shock absorber 127 is disposed on each side of the drive unit and extends between the drive unit and the gimbal ring 37. The eye 128 at the upper end of the respective shock absorbers 127 is Vreceived within a bifurcated rearward projection 129 as provided on the respective sides of the gimbal ring member 37. The eye 128 is pivotally mounted on a .transverse pin 130 extending through the projection at a location generally rearwardly of and below the tilt axis. Thelower eye 131 of the respective shock absorbers 127 are spaced from the sides of the drive shaft housing and are aligned with tubular projections 132 which extend horizontally from the housing at a location generally above the pivot axis for hook assembly 87. The lower eyes -131 of shock absorbers 127 are pivotally mounted on a single through bolt 133 which passes throughth'e spaced projections 132 and the housing 5. Thus, upon impact with a submerged or floating object causing the stern drive unit to tilt relative to the gimbal ring member 37, the shock absorbers 127 will be extended toV cushion the impact. Y Y

For purposes of Vtrailering, storage or repair, the stern drive unit may be readily disassembled by removal of the vertical drive shaft housing 5 from its bell housing 17 as generally shown in FIG. 4. The opposed faces 134 and 135 of housings 5 and 17 respectively meet in a generally Vertical plane and a plurality of bolts 136 extending through outwardly projecting flange portion 137 adjacent the drive shaft housing face 134 extend through corresponding openings in the face 135 of the bell housing and are threadedly received by nut membersV 138 secured vwithin the bell housing to secure the housings 5 and 17 together. A gasket 139 is disposed between the faces 134 and 135 to seal the connection between the housings.

As shown in FlG. 3, the longitudinal coolant passage 57 andthe shift slide chamber 7@ extend between the vertical drive shaft housing 5 and bell housing 17 and are therefore interrupted upon disassembly at the opposed faces 134 and 135. An annular recess 140 is provided in the bell housing face 135 concentrically of the circular' passage 57 for reception of an annular seal 141'engageable by the drive shaft housing face 134 to prevent coolant leakage between the assembled faces. The engine exhaust products flow through bell housing passage 47 into the generally aligned passage 142 of housing 5 at the opposed faces 134 and 135.

An annular pilot projection 143 extends forwardly from the drive shaft housing face 134 concentrically with respect to the horizontal drive shaft 16 and is adapted to be slidably received within bore 144 of the bell housing projection 36. The drive shaft housing pilot projection 143 serves as a bearing housing for the rearmost portion 145 of the horizontal drive shaft 16. An annular bearing retaining collar 146 is disposed within the bore 147 of projection 143 and engages rearwardly the annular shoulder 148 adjacent to gear chamber 1S.

A pair of axially aligned oppositely tapered roller bearings 149 and 150 are disposed radially between the hub 151 of bevel gear 21) and collar 146. The inner race of bearings 149 and 156 are secured axially between bevel gear and the rearwardly facing shoulder 152 formed by the enlarged shaft portion 153 adjacent to the universal coupling 21 by the threaded element 154 which secures the gear V20 on the end of the shaft. An annular seal retainer 155 is disposed in bore 147 adjacent to collar 146 and supports the oil seal 156 in bearing engagement with the enlarged shaft portion 153.

The outer race of bearings 149 and 151B and the seal retainer 155 are secured within the bore 147A by the annular collar 157 which is threaded into the end of bore 147 andV projects forwardly therefrom. Thus, and as shown in FIGS. 2 and 4, the horizontal drive shaft 16 is secured within the bore 147 and is removable with the vertical drive shaft housing 5 upon disassembly of housing 5 from bell housing 17.

The collar 157 is provided with a circumferential recess 158 which extends radially inwardly immediately forward of pilot projection 143. An annular sealing member 159 is disposed in recess 158 and projects outwardly from the recess to engage the circumferential rearward wall portion of bore 144 in the bell housing projection 36. In the assembled relation of housings 5 and 17 the outwardly projecting portion of sealing member 159 is compressed between the forward end of the pilot protection 143 and the rearwardly facing shoulder 16% formed by the inwardly stepped forward wall portion of bore 144 to seal the enclosure for drive shaft 16.

To effect a disassmebly of the vertical drive shaft housing 5 from the bell'housing 17, the shift mechanism of the stern drive unit 1 must be placed into the forward drive position. ln the forward drive position, the shift control rod 12 is so oriented that the lock element 103 is ineffective and the hook assembly 87 remains releasably engaged to the tilt adjustment pin 84. Further, the coupler element on shift rod 73 is so oriented that the tongue 82 on rod 12 and the groove 81 in element 80 are disposed in a fore-and-aft direction. With the tongue 82 and groove S1 disposed in the fore-and-aft direction, the tongue is slidable from the groove as the vertical drive shaft housing 5 including the shift control rod 12 are removed from the bell housing 17 which retains the shift rod 73 as shown in FIG. 4.

It also becomes necessary to disengage the hook assembly 87 from the tilt adjustment pin 84 when disassembling the housing 5 from bell housing 17. As hereinbefore explained, the releasable hook assembly 87 is depressed from its engaged position with pin S4 by the element 111 which is pivoted into and locked in the hook assembly disengagement position by manipulation of the bell crank lever 124 to its position engaging the lower stop 125. As shown in FIG. 4, the hook assembly 87 forms a part of the vertical drive shaft housing 5 and is removable therewith while the means for releasing the hook assembly including release element 111 is part of the bell housing 17. After disassembly of drive shaft housing 5 from housing 17, release element 111 may be unlocked for return to its out of the Way position.

Since the shock absorbers 127 extend between the gimbal ring member 37 and the vertical drive shaft housing 5, it is also necessary to disengage one end of the shock absorbers to effect disassembly between housings v5 and 17. According to the disclosed embodiment, the

single through bolt 133 extending through housing 5 is removed to disengage the shock Vabsorbers 127 from the drive' shaft housing in contemplation of disassembly of housing 5 from housing 17 A further necessity for effecting di-sengagement between the vertical drive shaft housing and the bell housing 17 is the removal of bolts 136 extending through ange portions 137 of housing 5 and engaging the nuts 138 of bell housing 17. In the disclosed embodiment only six (6) such bolts 136 are required to secure the housing faces 134 and 135 together.

After the shift mechanism of the stern drive unit 1 has been placed in the forward drive position and the hook assembly S7 is disengaged from the tilt adjustment pin 84 and the single shock absorber through bolt 133 has been removed along with the six bolts 136 securing housing faces 134 and 135 together (the order of the above procedures not being essential except that the hook assembly 37 may not be fully disengaged unless the shift mechanism is in forward drive position), the vertical drive shaft housing 5 may be pulled from the bell housing 17. In the removal procedure, the splined forward end 33 of the horizontal drive shaft is slidably removed from the hub 32 of the engine flywheel coupling element 39 and the forward portion of the shaft slides axially through ball bearing 28 seated in the outer transom plate 23 as the pilot projection 143 on housing 5 is pulled from the bore 144 in bell housing 17. Simultaneously the tongue 82 on shift rod 12 is slidably separated from the coupler groove S1 on shift rod 73.

To effect a reassembly of the vertical drive shaft housing 5 with the bell housing 17, the separate portions of the shift mechanism must again be placed in the forward drive position if disturbed since disassembly so that the tonge 82 and groove 81 are properly aligned for reengagement, In the forward drive position, the shift slide 71 projects wholly out of the bell housing 17 as will be evident from the phantom position of the shift slide in FIG. 3. Thus, as the housing 5 is brought into position for reassembly, the horizontal drive shaft 16 must be guided into the ball bearing 28, and the shift slide 71 must also be guided into the portion of the slide chamber 70 in housing 5. After the splined. end 33 of shaft 16 is received within hub 32 of coupling element 3l) and the pilot projection 143 within the bell housing bore 144 and the tongue 32 within the shift rod coupler groove 81, the bolts 136 may be threadedly replaced and the shock absorber through bolt 133 installed to again secure the lower end of the shock absorbers 127 to the housing 5.

If the reassembly of housing 17 to housing 5 was accomplished with the disengagement element 111 locked in the hook assembly disengagement position, then a manipulation of the bell crank lever 124 to effect its return toward the upper stop 126 will return element 111 to its out of the way position permitting the hook assembly 87 to reengage the tilt adjustment pin S4 in readiness for operation of the drive unit. lf during reassembly the disengagement element 111 was already in the out of the way position, then the hook assembly 87 would have simply reengaged the tilt adjustment pin 8d as the housing 5 was moved forwardly to place the housing faces 134 and 135 in their assembled relation,

The stern drive assembly or mode of stern drive disassembly in accordance with this invention provides the distinct advantage of not requiring a dismantling of either the shift or steering control cables from the unit. Such dismantling and the subsequent reinstallation are of course time consuming. And with each reinstallation of the cables there is generally required an adjustment or synchronization between the operation of the remote control unit and the function to be performed thereby. Such adjustment or synchronization is frequently difficult to attain by an inexperienced owner of the drive unit. If proper adjustment or synchronization is not attained, operation of the drive unit can be dangerous and may result in damage to the unit. Furthermore, frequent reinstallation of the control cable can materially affect the life of the cable, especially when an inexperienced owner l@ unduly bends and otherwise stresses the cable to make it tit.

It should be noted, too, that the stern drive assembly or mode of disassembly does not require removal or dismantling of flexible and/ or expandable conduits such as enclose the horizontal drive shaft and carry coolant and exhaust products between the stern drive unit and engine. As a result the connections for such conduits are better able to remain leak-tight as provided in the initial installation. According to this invention the cooling and exhaust systems as well as the shift slide chamber are interrupted during disassembly at locations where proper alignments in passages and the like are readily reestablished during reassembly.

Various modes of carrying out the invention are contemplated as being within the scope of the following claims particularly pointing out and distinctly claiming the subject matter which is regarded as the invention.

We claim:

1. In an outboard propulsion unit for watercraft wherein said unit is driven by an engine mounted inboard of the watercraft, a generally vertical drive shaft, a housing rotatably supporting said drive shaft, a generally horizontal propeller shaft rotatably supported in said housing, a forward and reverse gear on the propeller shaft drivingly connected to the vertical drive shaft, clutch means rotatably carried by the propeller shaft and being movable axially to selectively engage said gears to rotate the propeller shaft corresponding to forward and reverse drive respectively and to a neutral drive position intermediate said gears, a housing member supporting the shaft housing and extending forwardly therefrom with a portion of the shaft housing projecting forwardly in spaced relation beneath the housing member, said housing member along with said drive shaft housing being dirigibly and pendantly supported from the transom of the watercraft, generally horizontal drive means removably coupled to the engine and extending through said housing member and into the drive shaft housing to drivingly connect the engine and vertical drive shaft, and shift means for actuating the clutch means and including a shift rod extending generally vertically from the housing member into the` drive shaft housing, said drive shaft housing being removable from the housing member with the shift rod being separable therebetween.

2. The invention of claim l wherein the shift rod is provided with separable coupling means in the space between the housing member' and the forwardly projecting portion of the drive shaft housing so that upon removal of the drive shaft housing from the housing member the rod is divisible into portions corresponding to the shaft housing and the housing member.

3. The invention of claim 2 wherein the shift rod coupling means is separable only in a given drive position of the shift rod.

4. The invention of claim 2 wherein the shift rod coupling means comprises a tongue and groove connection which is aligned fore-and-aft and is separable only in the forward drive position of the shift rod.

5. In an outboard propulsion unit for watercraft having a transom and wherein said unit is driven by an engine mounted inboard of the watercraft, a generally vertical drive shaft, a housing rotatably supporting said drive shaft, a housing member supporting the drive shaft housing and extending forwardly therefrom and along with said drive shaft housing being dirigibly and pendantly supported from the transom of the watercraft on generally vertical and transverse horizontal axes forwardly of the vertical drive shaft, a horizontal drive shaft extending through the transom and housing member and being removably coupled to the engine and adapted to accommodate movements of the housing member together with said drive shaft housing on said axes, said horizontal drive shaft extending into the drive shaft housing for driving connection to the vertical drive 4satin/i924.

shaft and being secured axially within said housing, engine coolant pickup means and engine exhaust discharge means in said drive shaft housing and communicating with said housing member, conduit means extending between the housing member and engine to carry the coolant and exhaust products and being adapted to flex in the region of said generally vertical and transverse horizontal axes, a parting line between said drive shaft housing and said housing member being substantially vertical and transverse of the unit, and means removably securing said drive shaft housing to the housing member along said parting line, the communicating passages for said engine coolant and engine exhaust opening through the face of said parting line whereby said drive shaft housing may be removed without interruption of said flexible conduit means.

6. In an outboard propulsion unit assembly for watercraft having a transom and wherein the propulsion unit is driven by an engine mounted inboard of the watercraft, a generally vertical drive shaft, a housing rotatably supporting said'drive shaft and having a forwardly disposed generally planar face .and a tubular projection extending forwardly from said face, a housing member engageable with said drive sha-ft housing and having a rearwardly disposed generally planar face complementing the drive shaft housing face and a bore opening to receive the drive shaft housing tubular projection, means removably securing the opposed faces of the drive shaft housing and housing member together,`transom support means dirigibly and pendantly supporting the housing member together with said drive shaft housing on a generally vertical axis for steering and a transverse horizontal axis for tilt movements, said axes being disposed forwardly of the vertical drive shaft and generally within said housing member, a horizontal drive shaft removably coupled to the engine and extending through the transom support means and housing member bore opening and being axially secured within the drive shaft housing projection and drivingly connecting the engine and vertical drive shaft and being adapted to accommodate movements of the housing member together with the drive shaft housing on said axes, latch means carried by the vertical drive shaft housing and normally engaged with the transom support means, means on said housing member to effect a release of the Vlatch means from the transom support means, said vertical drive shaft housing together with the horizontal drive shaft being removable from said housing member upon removal of the securement means therebetween and after lthe latch means are released from the transom support means.

7. The invention of claim 6 whereinV at least one hydraulic shockabsorber is pivotally mounted on pin means respectively carried by the vertical drive shaft housing and the transom support means, one of said pin means -being removable to disengage one end of the shock absorber and thus provide for removal of the drive shaft housing from the housing member.

8. The invention-of claim 6 wherein the means removably securing the opposed faces of the drive shaft housing and housing member together comprise a plurality of threaded members which extend therebetween and Wherein a pair of hydraulic shock absorbers extend between the transom support means and the vertical drive shaft housing, said shock absorbers being disposed on opposite sides of the unit and having one end thereof pivotally mounted on the support means, and a bolt member extending through the drive shaft housing for the pivotal support of the opposite end of the shock absorbers, said drive shaft housing being disengageable yfrom the housing member upon removal of the threaded members and the shock absorber through bolt member.

9. In an outboard propulsion unit for watercraft having a transom and wherein said unit is driven by an engine mounted inboard of the Watercraft, a generally vertical drive shaft, a housing rotatably supporting said drive shaft, a housing member supporting the drive shaft housing and extending forwardly therefrom and along with saiddrive shaft housing being dirigibly and pendantly supported from the transom of the watercraft on generally vertical and transverse horizontal axes forwardly of the vertical drive shaft, `a generally horizontal drive shaft extending through the housing member and being removably coupled to the engine and adapted to accommodate movements of the lhousing member on said axes, said horizontal drive shaft extending into the drive shaft housing for driving connection to thevertical drive shaft and being'secured axially within said'housing, said drive shaft housing being removable from the housing member and separationthereof effecting an uncoupling and removal of the horizontal drive shaft from the engine and housing member respectively.

10. The invention as set forth in claim 9 wherein Athe drive shaft housing and housing member are removably secured together on a generally vertical plane and a projection extends from one of said members and is received within a complementary opening in the other of said members to assist in `properly aligning said members during assembly.

11. The invention as set forth in claim 9 wherein the drive shaft housing and housing member are removably secured together on a generally vertical plane and the housing includes a forwardly extending tubular projection ladapted to be received within a complementary bore opening in the housing member to assist in properly aligning the housing and housing member during assembly and wherein the horizontal drive shaft extends through the projection and is secured against axial movement therein.

FERGUS S. MIDDLETON, Primary Examiner.

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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3404656 *Aug 22, 1966Oct 8, 1968Hawker Chamberlain AllanInboard-outboard marine drives
US3470844 *Jan 4, 1968Oct 7, 1969Dana CorpMarine outdrive latch
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US4654013 *Feb 6, 1985Mar 31, 1987Outboard Marine CorporationSteering means for marine propulsion device
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US4927391 *Dec 3, 1984May 22, 1990Outboard Marine CorporationShift means for marine propulsion device
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US6280270 *Jun 26, 2000Aug 28, 2001Bombardier Motor Corporation Of AmericaAssembly and method for routing exhaust through a gimbal in a stern drive
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Classifications
U.S. Classification440/86, 440/88.00P, 440/88.00C, 440/53, 440/89.00A, 440/89.00R, 440/64
International ClassificationB63H21/21, B63H20/14, B63H20/24, B63H20/20, B63H20/28, B63H20/00, B63H20/10, B63H20/34, B63H20/12, B63H21/00, B63H20/22
Cooperative ClassificationB63H20/34, B63H20/22, B63H20/20, B63H20/285, B63H20/10, B63H20/245, B63H20/12
European ClassificationB63H20/12, B63H20/22, B63H20/20, B63H20/10, B63H20/28B, B63H20/24B