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Publication numberUS3556040 A
Publication typeGrant
Publication dateJan 19, 1971
Filing dateAug 19, 1969
Priority dateMar 24, 1967
Publication numberUS 3556040 A, US 3556040A, US-A-3556040, US3556040 A, US3556040A
InventorsStrang Charles D
Original AssigneeOutboard Marine Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Slant stern drive
US 3556040 A
Abstract  available in
Images(3)
Previous page
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Claims  available in
Description  (OCR text may contain errors)

United States Patent Inventor Charles D. Strang Waukegan, Ill. Appl. No. 852,156 Filed Aug. 19, 1 969 N H N Division of Ser. No. 625,689, Mar. 24, 1967, Pat. No. 3,489,120 Patented Jan; 19, 1971 Assignee Outboard Marine Corporation Waukegan, 111. a corporation of Delaware SLANT STERN DRIVE 5 Claims, 5 Drawing Figs.

U.S. Cl 115/34 Int. Cl. B63b 25/42, B63b 5/12, B63b 1/14 FleldofSearch 115/41, 34, 35

[56] References Cited UNITED STATES PATENTS 2,718,792 9/1955 Kiekhaefer 115/34X 3,051,119 8/1962 Hamlynetal... 115/41X 3,396,692 8/1968 Bergstedt l 15/41X Primary ExaminerTrygve M. Blix Attorneys-Wheeler, Wheeler, House & Clemency and Robert K. Gerling ABSTRACT: Disclosed herein is a stern drive unit including a support, a power shaft mounted on the support and extending horizontally adjacent to the stern, a housing mounted on and extending from the support for pivotal movement about the axis of the power shaft, a drive shaft carried by said housing and extending normal to the power shaft and a reversing clutch connecting the power shaft and the drive shaft and including an actuating shaft extending axially through the power shaft.

PATENTEBJAMQiQn' 3 555L Q sum 1 BF 3 40 INVENTOR 39 38 CHARLES 0. STRANG PATENTEDJANI'SFJYI 3555040 SHEET 2 0? 3 v INVENTOR CHARLES D. STRANG PATENTEU JAM 9 ran SHEET 3 OF 3 INVENTOR CHARLES D. STRANG 1 SLANT STERN DRIVE Reference to Other Applications This application is a division of my application Ser. No. 625,689, filed Mar. 24. I967. and now PatfNo. 3.489.l20.

BACKGROUND OF THE INVENTION Various arrangements have been known for providing forward, neutral and reversing operation for stem drives. both in the lower gear case and above. The present invention is directed toward. providing a shift mechanism in a so-called slant stern drive in which there is no shift mechanism in the lower gear housing.

SUMMARY OF THE INVENTION DRAWINGS FIG. I is a side view with parts broken away and in section of a stern drive embodying the invention mounted on the transom of a boat.

FIG. 2 is a fragmentary view of the stern drive taken on the line 2--2 shown in FIG. I.

FIG. 3 is a view of the stern drive on a reduced scale as seen from within the boat and looking aft.

FIG. 4, is a starboard side view of the stern drive as viewed from within the boat. a part of the boat being in cross section.

FIG. is a port side view of the stern drive as seen from within the boat, a part of the boat being in cross section.

I GENERAL DESCRIPTION Fragmentarily shown in the drawings is a boat having a stem or transom I. An opening is cut in the transom lat its center to receive ametal well casing 2 that projects inboard and is open to the outside of the boat at its rear. The casing 2 is comprised of twohalves which respectively include a sidewall and which are clampcdto each other about their periphery by a series of bolts 3 and with a watertight gasket 4 held therebetween so as to :locate said sidewalls in opposing relation. A flange 5 that extends about the open rear of the well casing 2 provides for attachment to the transom 1 with a watertight fit.

As principally shown in FIG. 3. an inboard engine 6 is mounted on the port. side of the well casing 2. and as seen in 'both FICvS. 2 and 5, a bracket 7 secured to .the inboard face of the transom l supports oneend-of the engine-6 through a pair ofresilient cushionmounts 8 that are set at 90 to one another. Thisdampens engine vibration transmission to the boat hull. As seen in FIG. 2, the opposite end ofthe engine 6 comprises a conical end bell 10"that is mounted upon a circular flange 9 formed as .a partof the well casing 2. An annular resilient cushion =1:I is sandwiched between the flange 9 andthe end bell 110.for dampening transmission of engine vibration. It is preferred that the resilient mountings for the engine 6 be disposed along the axisofrleast moment of inertia to thereby reduce transmission of vibrations to other parts of the boat,

and general principles of engine mounting. as known in the artum'ay. be followedgfor this purpose.

:As shown in:F;IG. Z. the wellcasing 2 has a second-circular flange 12 directly opposite the flange '9. and rotatably mounted in :the flanges 9. il2 is an upper housing 'l3that contains a transmission to be described hereinafter. As more clearly shown in FIG. 1. the upper housing 13 includes a downwardly extending. obliquely disposed inverted conical shroud I4 upon which is mounted by suitable sleeve bearings a dirigible lower unit 15. The dirigible lower unit 15 surrounds the conical shroud l4 and continues downward therefrom below the hull of the boat at a rearward oblique angle. The dirigible unit 15 mounts a propeller l6 and contains suitable shafts and gearing for driving the propeller.

An input or power shaft 17 driven by the engine 6 and extending transverse of the vessel enters into the upper housing 13. This shaft is coaxial with the centers of the circular flanges 9. l2 and provides an axis about which the upper housing 13 and dirigible unit 15 may be pivoted in a fore and aft vertical plane. A shiftable dog clutch element 18 splined upon the shaft 17 can be moved axially of the shaft to engage either a forward driving gear 19 or a reverse driving gear 20. or the clutch element may be positioned in neutral. as shown in FIG. 2. Movement of the clutch element 18 is controlled through a clutch shaft 21 that is inserted through an axial opening in the input shaft I7 and joined to the clutch element 18 by a pin 22. The clutch shaft 21 is moved axially by appropriate mechanism that is not shown, and which is not a part of the present invention. but which is readily contrived within the skill of the art.

The driving gears I9 and are mounted by suitable bearings within the upper housing 13. and are free to rotate with respect to the input shaft 17. when disengaged from the clutch element 18. The teeth of each of the gears 19. 20 is in engagement with a bevel gear 23 at the upper end of a rotatable drive shaft 24. The drive shaft 24 extends downwardly through and is coaxial with the conical shroud 14 of the upper housing 13. It also provides the turning axis for the dirigible lower unit 15.

As shown in FIGS. 2. 3 and 4. the starboard side of the upper housing 13 has a water pump housing 25 bolted thereto. as an integral part thereof. which pump extends outward through the circular flange 12. The water pump housing 25 includes a handle 26, seen in FIGS. 35. which can be moved manually to pivot the entire upper housing 13 about the axis coincident with the center of the input shaft 17. An adjustment bracket 27, that is a part of the circular flange I2. is associated with the manual handle 26. As seen in FIG. 4. the bracket 27 has a series of apertures 28 that receive a pin 29. and by insertion of the pin 29 within the appropriate aperture 28 the position of the manual handle 26 may be controlled. Hence. the position of tilt of the upper housing 13 can be selected and the elevation of the dirigible unit I5 is accordingly adjusted from within the interior of the boat. in the drawings the dirigible unit 15 is shown in its lowermost position. and as the handle 26 is depressed. from the position shown in FIGS. 3-5. the dirigible unit 15 will be raised to the elevation desired. As this elevation takes place the bevel gear 23 and the driving ears 19. 20 slide about the inputshaft I7, so that there is no resistance to the tilting motion. In this manner. the dirigible unit 15 may be elevated out of the water, or may be disposed at a desired angle with respect to the boat for optimum performance during operation. Further. if the dirigible unit 15 strikes a submerged object during operation it is free to elevate to reduce the likelihood-of damage tothe apparatus.

The upper housing 13 may also have a catch. operated by the axial movement of the shaft 21. that restrains tilting of the upper housing 13 when the clutch element 18 is moved into reverse. This will maintain the propeller I6 in position when the boat is reversed. and mechanisms of this nature are well known -in the art.

Within the water pump housing 25'is a pump impeller 30 (shown inEFIG. 2) that draws water upward through a duct 31 (shown .in FIG. I.) in the dirigible unit 15 from a series of ports 32. The duct SI leads to a duct 33 within the upper housing 13. and then from :the pressure side'of the pump impeller 30 wateris'forcedinto a-cooling jacket.34.show.nin both FIGS. 1 and 2. that partially surrounds the gears 19. 20 and 23 within the upper housing '13. Suitable water discharge ducts, not

shown or a part of the present invention. are also provided. and fittings may also be provided for conducting water to the engine cooling system. The discharge ofengine water can then be through the engine exhaust. all within the skill of the art.

The upper part of the dirigible unit comprises a conical casing 35 that closely surrounds the conical shroud 14 of the upper housing 13. The casing 35 is mounted by suitable bearings to allow free rotation of the entire dirigible unit 15. and from the conical casing 35 the dirigible unit 15 extends downwardly into a submersible section 36 that includes a propeller gear housing 37 from which the propeller 16 extends. The drive shaft 24 extends downwardly through the submersible section 36 into the propeller gear housing 37. where it terminates in a drive shaft output gear in the form of a pinion 38. The pinion 38 is in mesh with a propeller shaft gear mounted upon a propeller shaft 40 for delivering power to the propeller 16. The propeller shaft 40 is supported in the dirigible unit 15 by a ball bearing 41 and a thrust bearing 42 at its forward end. The drive shaft 24 is also supported within the dirigible unit 15 by a lower roller bearing 43 immediately above the pinion 38 and a bearing 44 disposed a short distance beneath the point where the shaft 24 emerges from the shroud 14 of the upper housing 13.

in each of H05. l--5. there is shown a steering tiller 45 which is obliquely mounted atop the well casing 2 within the boat. This tiller 45 has a rotatable mounting pin 46 which is coaxial with the center ofturning of the dirigible unit 15 which is normal to the input shaft. and which is turned by movement of the tiller 45. The pin 46 extends through the well casing 2 and mounts an arcuate (as seen in FIG. I) turning bracket 47. As particularly shown in FIG. 1. the arcuate curve of the bracket 47 has a center coincident with the center ofthe input shaft 17. and the bracket 47 also has a lengthwise slot 48 extending over the major portion of its length. Received within the slot 48 is a headed stud 49 fastened at one end of an arcuate turning arm or lever 50 bolted at its opposite end to the after side of the dirigible unit 15. The are of the turning arm 50 is a continuation of the curve of the turning bracket 47. and as is readily understood from the drawings when the filler 45 is turned the dirigible unit 15 is similarly turned to direct the propeller thrust in desired direction for steering the boat. Upon the dirigible unit 15 being elevated. either manually by the handle 26 or upon striking a submerged object. the stud 49 will ride in the slot 48 of the turning bracket 47 to accommodate the relative motion between the dirigible unit 15 and the bracket 47.

The steering mechanism may be connected into any convenient remote control apparatus by suitable connection with the upper end of the steering tiller 45. and a rugged. direct acting steering mechanism of simple construction is provided in combination with a tiltable dirigible unit. The steering mechanism has a lost motion connection to accommodate tilting. and in the particular form shown this is accomplished by the use of an arcuate bracket and an arcuate lever that may overlap one another as the dirigible unit is raised. These arcuate members have a center of curvature at the center of turning of the tiltable dirigible unit 15 and the supporting housing 13. and they are connected to one another at all times.

By providing a transverse input shaft. as illustrated in FIGS. 1-5. there need be no disconnect from the engine as tilt of the dirigible unit occurs. so no power loss occurs as submerged objects momentarily raise the dirigible unit. Also. the

novel steering mechanism shown ensures constant control of propeller direction at all times.

Reversing can be accomplished by l rotation of the steering tiller 45. as well as by shifting the clutch 18. When this is done the propeller 16 faces upwardly. and rearwardly. so that the stern is elevated as reverse takes place. Swamping action. as takes place in other boat drives, is thus minimized.

The invention is not only applicable for use with inboard engines. but also with outboard engines. A large engine can be mounted upon a transom in a stationary position. and a dirigible unit that turns separate from the engine. for purposes of steering. can be disposed beneath the engine.

Various of the features of the invention are set forth in the following claims.

lclaim:

l. in a marine propulsion device. the combination ofa support. a power shaft mounted on said support and extending horizontally adjacent to and generally parallel to the stern of a boat. a housing mounted on and extending from said support for pivotal movement about the axis of said power shaft. a driven shaft carried by said housing and extending normal to said power shaft. and a reversing clutch connecting said power shaft and said driven shaft and including an actuating shaft extending axially through said power shaft.

2. in a marine propulsion device. the combination ofa support. a housing mounted on and extending from said support for pivotal movement about a horizontal axis. a power shaft rotatably mounted on said housing and extending horizontally adjacent to the stem of a boat and coaxially with said horizontal axis. said power shaft having an axial bore extending from at least one end thereof. a driven shaft carried by said housing and extending normal to said power shaft. reverse and forward driving gears rotatably mounted coaxially with said power shaft within said housing. a clutch between said power shaft and said reverse and forward gears. a clutch actuating shaft extending through said power shaft bore and extending exteriorly of said housing from one end thereof. and a gear on said driven shaft in driving connection with said reverse and forward gears.

3. in a marine propulsion device, the combination of a support. a power shaft mounted on said support and extending horizontally adjacent to the stern of a boat. a housing mounted on and extending from said support for pivotal movement about the axis of said power shaft. a pair of bevel gears rotatably mounted concentrically with said power shaft within said housing. a drive shaft carried by said housing and extending normal to said power shaft and having thereon a bevel gear in mesh with said pair of bevel gears. and a reversing clutch connecting said power shaft and said bevel gears.

4. A device in accordance with claim 2 wherein said housing includes arcuate bearing surfaces located coaxially with said horizontal axis and inwardly of said one end of said housing and said support includes bearing surfaces meeting with said housing bearing surfaces and being. at least at one end. horizontally open, whereby at least said one end of said housing is uncovered by said support.

5. A device in accordance with claim 2 wherein said housing also includes means defining a cavity containing said clutch and means defining a water jacket at least partially surrounding said clutch cavity and means for supplying water to said water jacket.

3 3 UNITED STATES PATENT OFFICE I CERTIFICATE OF CORRECTION Patent No. 3 ,56 ()4() Dated 15 5 [2 91 Inventor(s) Charles D. Strang It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

olumn 4, line 53 "meeting" should be mating Signed and sealed this 6th day of July 1 971 (SEAL) Atte st:

EDWARD M.FLETCHER,JR. WILLIAM E. SCHUYLER, JP Atte sting Officer Commissioner of Patents

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2718792 *Aug 4, 1952Sep 27, 1955Kiekhaefer Elmer CReversible lower gear unit for outboard motors
US3051119 *Dec 18, 1961Aug 28, 1962Edwin Snelling JohnMarine propulsion units
US3396692 *Nov 29, 1966Aug 13, 1968Penta AbDrive arrangement for motor boats
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3977356 *May 16, 1975Aug 31, 1976Outboard Marine CorporationStern drive unit and transmission therefor
US4337769 *Aug 1, 1980Jul 6, 1982Baxter Travenol Laboratories, Inc.Pressure infusion module
US4389198 *Sep 15, 1980Jun 21, 1983Harbormaster, Division Of Mathewson Corp.Outboard motor system
Classifications
U.S. Classification440/75, 440/61.00T, 440/88.00P, 440/61.00S, 440/88.00J, 440/89.00C, 440/88.00R, 440/88.00C, 440/88.00M
International ClassificationB64C25/00, B63H20/10, B63B1/14, B63H20/20, B63H20/22, B63B1/00, B64C25/42, B63H5/125, B63H5/00, B63B5/00, B63B5/12, B63H20/00
Cooperative ClassificationB63H20/20, B63H20/10, B63H20/22, B63H5/125
European ClassificationB63H5/125