Nov. 5, 1946. M. WARE 2,410,556 DRIVE MECHANISM Filed Dec. 5. 1942 BY ~sfsheets-sheet 1 Nov. 5, 1946. M. WARE ` _ 2,410,556 DRIVE MECHANIYSM ` Filed Dec. 5. 1942 3 Sheets-Sheét 2 Nov. 5, 1946. M. WARE 2,410,556 DRIVE MEGHANISM f Filed Dec. 5. 1942 /26 ' 3 Sheets-Sheet 3 /26 /29 /6 /64 ABY 4 ’TOF/Vize? @created Nov. ä. ‘i "if _ 2,410,556 DRIVE mCHANESE/í Marsden Ware, Huntington ‘Ji/pods, Mich., as ‘' signor to Packard Motor @Car Gompant', Detroit, Mich., a corporation of Michigan Application December 5„ i942, Serial No. 467,916 y , il Claims. ' i (ci. ‘ic-_282) This invention relates to drive mechanism and more particularly to' drive mechanism for boats Fig. 6 is a sectional view taken on line 6_6 of .Figa that can be driven from either one of two sources ' - ci’ power. The power device herein illustrated is espe cially adapted for 'boats but may have applica An object of the invention is to simplify drive -tion for various other purposes. The main power mechanism for connecting either one -of two plant is represented as a conventional internal sources of power with a propeller shaft. combustion engine It having a crankshaft H and Another object of the invention is to utilize a the auxiliary power plant »is represented as a necessary engine accessory drive as a part of the conventional internal combustion engine l2 hav drive mechanism between a source of -power and 10 ing a, crankshaft i3. These engines can be selec a propeller shaft. tively controlled to drive a 'shaft lll carrying pro Another object of the invention is to provide l peller l5. Engine l@ is considerably larger and drive mechanism for a propeller shaft and an develops much greater power than the auxiliary engine accessory that can be operated byleither> one of two sources of power. - Another object of the invention is to provide - engine which is generally utilized for maneuver 15 ing a boat around a harbor, or when conserva tion of> fuel or minimum operation noise is drive mechanism for a propeller shaft that can be operated by en auxiliary source of power through a synchronized >clutch unit without shock and distortion‘thereby permitting the use of a lighter and smaller unit. desirable. ’ Another object of ‘the invention resides in control mechanism‘for drive mechanism in which a propeller shaft can be driven by either one of two sources of power. Another object oi’ the invention is to provide a, pressure lubricating system, vfor drive mech--anism actuated by either one of two sources oi « . reverse drive can be established, or a non--driving condition may be had. Drive shaft l‘i extends through the central compartment of casing It 25 and has sleeve It splined on one end thereof power, that will be eiïective when either source - ` of power is in operation. ‘ 30 Other objects of the invention will appear from the following description taken in connection with the drawings, which forma partici' this v The crankshaft l l; of the main engine is con nected with the propeller shaft it through con ventional mechanism contained in the forward compartment of casing i6 whereby forward or which is connected to propeller shaft it, Bearing i9 carried’by wall |52 of the casing supports the sleeve while the forward end of the drive shaft is carried by bearing 2G mounted in a ñange 2l extending axially from disk 22. This disk is ñxed to the crankshaft H by bolts 23 and has iìxed thereto an internally splined annu- . lar driving ring member 2d. A clutch member 25 is ñxed on shaft il within the annular driv Fig. l is a side elevational view, partly broken 35 ing member and has teeth 26 adapted to be en away, showing two sources oi’ power and-drive gaged by teeth 21 on a. shiftable clutch member mechanism for operating a boat propeller shaft: 28. The ñange 29 of a sleeve 30 is splined to the ring driving member 2t and the shiftable Fig, 2 is a sectional view oi a portion of the clutch member 28 is slidably splined to this drive mechanism showing the forward and re' speci?cation, in which: Y l »verse mechanism driven by the higher source of 40 ñange. Between the clutch element 25 and the driving power, a portion of the drive mechanism from member 2451s arranged brake means. A hub 3l is -the lower power source and connections whereby splined to clutch member 25 and has angularly either drive mechanism can operate the propeller disposed peripheral cone surfaces on which brake shaft and a lubricating pump; Fig. 31s a perspective view ofea portion of the 45 lining material Si’ is ñxed. Ring members 33 drive from the lower power source showing the forward and reverse mechanism and the control encircle the hub and have interior cone surfaces complementary to the peripheral surfaces oi’ the hub. These ring members are slidably splined therefor; ' Fig. 4 is another perspective view of the control 50 to the surrounding driving member 2t. A plu rality oi coil springs 3d engage adjacent surfaces mechanism shown in Fig. 3 showing the brake of the ring members 33 and exert a force nor and clutch shifting control; ’ ^ mally holding them disengaged from the bral‘e Fig. 5 is a diagrammatic view taken transverse-. lining on hub 3|. The brake ring members are ly through the mechanism shown in Fig. 3 to - drivingly engaged with hub 3l by manually oper illustrate the gearing relation; n 55 able mechanism including a plurality oi’ similar Y. 2,410,556 l 4 toggle mechanisms each including pivotally con-l ' ' brake means will be applied when the sleeve 4I is in the clutch releasing position shown in Fig. 2, nected links y35 and 39, link 35| being pivotally whereby the drive will be transmitted through the connected with the rear brake ring member and reverse gearing from sleeve 38 to gear 56 fixed link 36 being pivotally connected with a Pin. 31 on shaftvl1. When the cam actuator is moved extending through the brake ring members and to engage clutch elements 25 and 28, the brake an actuator ring 38. Actuator ring 38 is slidably >splined'to'ring member 24 and between the actu means will be released and the reverse gearing will idle. ' ator ring and the front brake `ring member is Gear 62 is splined to shaft í 1, in the rear section arranged a plurality of coil springs 39 against which the actuator ring acts to engage the for 10 of casing I6 between sleeve I8 and gear 56, and meshes with gear 83. These gears will be ro wardbrake ring member with hub 3|. Arms tated from shaft I1 when shaft |I is driven either 48 are shifted to operate the toggle mechanisms, and such arms are anchored to pin 31 and to shift sleeve 4I carrying trunnions 42 engaged by a fork on lever 43 rockable on pivot 44 in the 15 casing. . § In the position shown in Fig. 2, the mechanism is adjusted for reverse drive. The shift sleeve 4I is in its rearmost position and the .toggle mech anisms are collapsed so that springs 34 will dis 20 engage the brake ring members from hub 3 I. The slrilftable clutch member 28 will be disengaged from clutch member 25, and the drive will be direct from crankshaft II to the drive ring mem ber 24 and through‘the sleeve iiange 29 to re 25 verse gearing to be hereinafter described. When the lever 42 is rocked to move the sleeve 48 for wardly, the toggle mechanisms are shifted out ' wardly causing the rear brake member to ñrst forward or reverse. An accessory, such as gen erator 84, is mounted on the casing I6 and has a shaft 85`on which gear 66 is fixed and such gear meshes with gear 63. Gears 63 and 82 also serve as a part of the auxiliary drive mechanism be tween shaft |1 and the source of power I2. In this auxiliary drive there is a selective for ward or reverse drive mechanism arranged be tween drive shaft 18 and driven shaft 1|, see F'ig. 3, shaft 18 being connected with crankshaft I3 by a suitable coupling member 12. Sleeve sun gear 13 is splined on the drive shaft and relatively long gears 14 mesh therewith. Gears 15 mesh with gears 14 and with sleeve gear 16 splined on the driven shaft. Gears 14 and 15 are mounted on pins 18 mounted on~ carrier 11 around which is arranged brake band 18. The ends of the band have ears 19 and 88 fixed thereto operable toä en engage the hub 3| which will anchor the pivotal 30 Sage or release the band. When the- ears are connection of links 35 therewith in an axial di rection so that further outward shifting of the - moved toward each other, the band will be ap plied to the carrier so that the drive from shaft toggle mechanisms will shift pins 31 rearwardly 18 to shaft 1I will be reversed through gear train through the connection of ' links 36 therewith ' ' carrying the actuator ring 38 therewith to press 35 13, 14,15 and 18. Splined to shaft 1 I adjacent gear sleeve 16 is a the forward brake ring member, through springs -hub 8l and between such hub and the flanged 39, into engagement with hub 3|. 'I'his engage end 82 of the Acarrier is arranged clutch disks 83 ment of the brake ring members will cause the alternately in driving relation' with such elements. shafts II and I1 to ‘rotate at substantially the l same speed before the sleeve 4| has been shifted 40 A supporting ring 84> is screwed on the flanged end of the carrier and has bell cranks 86 pivotally _ sufficiently to engage clutch teeth 21 with clutch mounted thereon. One arm of the bell cranks teeth 28. As the sleeve.“ is' moved forward, bolts engages the clutch pressure plate 81 and, the 45 and surrounding springs 46 are moved forward other arms of the bell cranks >are anchored to until the springs engage the clutch member 28 and shift itinto engagement with clutch member' 45 sleeve 88 mounted for axial movement on shaft 1I. Engagement of the clutch .disks will lock hub 25. These bolts are screwed into the sleeve and 8| with carrier 11 and as gear 16 and hub` 8|.Y extend through openings in sleeveflange 29 _and are splined tov shaft 1|, the reverse gearing` and the clutch member 28. casing will be locked so that the drive is direct Lever 43 has a roller 41 at its upper end bear ing against a cam actuator 48 fixed on shaft-.'49 50 from shaft 18 through the4 locked gearing >and ' that can be oscillated by hand 'lever 58. When clutch to shaft 1 I. A The clutch and brake for the auxiliary drive is the cam actuator rocks the lever 43 to the posi controlled by the position of hand lever 89 fixed tion shown in Fig. 2, the .brake ring members and on rock shaft 98. An actuator 9| is fixed on clutch 28 will be disengaged for reverse drive. When the lever 58 is moved forwardly from this 55 this shaft and has an arm 92 to which. -link 93 is pivotally connected. Another arm 94 extends position the roller 41 will be engaged in recess from arm 92 and is fixed on shaft 95. The actu 5I on the cam actuator to shift the brake ring ator 9| and arm 94 have forks 96 engaging members intoengagement with the hub 3| and trunnions 91 on collar 98 rotatably mounted on »with clutch member 25 to give direct drive from 60 the sleeve 88. When the lever 83 is moved to , the left, as shown in Fig. 3, the forks will shift driving member 29 and clutch 28 to hub 25 fixed thecollar 98 and sleeve 88 am'ally to rock the to shaft I1. bell cranks so that they react on the clutch pres The sleeve 38 is splined on another sleeve 52 sure plate to engage the disk clutch and thereby having a gear 53 on the rear end thereof for driving reverse gearing. This gear 53 meshes with 65 establish forward direct drive. When such drive is established the brake will be released. a plurality of wide gears 54 which in turn mesh The brake is applied and released by mecha with idler reverse gears (not shown) for driving nism connected with ears 19V and 88 and link a plurality of gears 55 meshing with gear 56 rod 93. An anchor member |88 is ñxed to ear splined on shaft'I1. Gears 54, the idler gears and gears 55 are rotatably mounted on shafts, 70 88 and a pair of curved link members I8| are pivotally connected at one end to the anchor such as indicated at 51, mounted on a carrier member. Link 19 is connected to the other end drum 58'. This drum- can be held stationary or .of these members I8I by pivot pin |82. Pin |83 released by suitable brake means 59 arranged to extends across the space between members I8I, be operated by linkage 68 connected to the cam actuator. This arrangement is such that the 75 adjacent pinfI82, and the forked end of a link |84' p ' _ the clutch member `28 into positive engagement , aardse@ 5 5 engages such pin. Link |500 is pivotally con ward> or reverse. If the boat is in motion, the> ’ nected with brake band ear '|9 by pin |05. Move ment of lever as to the right, as viewed in Fig. ' auxiliary engine throttle is operated to speed up the auxiliary drive when being placed in driving 3, rocks arm 92 in the same direction carrying relation because of the reduction in the drive link 93 therewith. This movement of link 93 through the generator drive gearing forming a shifts members | 0| therewith causing 'ear 80 part ofthe auxiliary drive. Thus at the time of and ear 79 to be moved toward each other apply ing band 78 to the carrier- 11.- Movement of . connecting the auxiliary drive mechanism in driving relation, the rotational driving force yof shaft 90 to apply the brake band also moves the disk clutch actuating mechanism into clutch re 10 Athe propeller through the auxiliary drivev mecha nism will have a minimum shock effect. leasing position. When lever 89 is centrally of The rear portion of the casing I 6 houses a its range of adjustment, both the- clutch and the portion of shaft I1, a portion of sleeve I8, drive reverse gear will be out of- driving position, or in gears 62, 53 and S6, shaft |20, a portion of shaft |22 and the synchronizer clutch. .In addition to Shaft 7| drives shaft I|0 and between such housing such elements, the rear portion of cas shaftsis arranged meshing reduction gears || | neutral. . ` and H2. - Between shaft | | 0 and the generator ing |6 servesto enclose and provide a part of driving gear Gâtis arranged clutch mechanism whereby drive >from the auxiliary drive mecha nism to the' propeller shaft can be established or and the bearings adjacent thereto and gears 62, ' disconnected. This clutch includes synchronizer mechanism for the purpose of bringing shaft ||0 to a Speed near enough to the speed of sleeve a lubricating system for'the clutch |23, |24,«|25 S9 and 55. Sleeve shaft |20 is carried by roller bearing |59 and ball bearing |5I, such bearings being mounted in rear wall |52 of they casing I6. Shaft |22 is supported at one end by ball bearing shaft |20 before connecting the auxiliary drive |53 and by roller bearing |54 mounted interiorly with the propeller shaft. of sleeve shaft |20. ' _ ` _ ' . ~ - An accessory, such as a pump unitv |55,V is de- . Sleeve shaft |20 carries gear I2| that meshes 25 tachably secured to the bottom of the central with the generator driving gear 63 and`shaft |2-2 compartment of casing I6 and the housing for is ñxed to rotate with shaft H0. Clutch ring the pump Acomprises a main portion | 50 and a |23, having internal teeth and an external cone cover portion |51. Gears |58,v |59 are mounted brake surface, is splined on shaft |20 in the rear compartment of casing I5 and clutch ring |24 is 30 in the pump housing and- the shaft portion of gear>|5`| projects through the housing and has slidably splined on shaft -|22 and is formed with drive gear |60. This drivegear is arranged to external teethIZd' for engagement with the in- » ternal teeth |23' of clutch ring |23. Clutch ring mesh with gear S2 when the pump unit is assem |22 has a grooved collar portion |25 in which bled with the casing. The pump housing is rollers |26 engage, see Fig. 6, such rollers being .35 formed with an oil inlet passage | 6| leading from adjacent the bottom of casing i6 to the pump fixed to arms |2`| on sleeves |28 that are fixed on shaft |29. Lever |30 is ñxed to an end of gears. An oil outlet passage |52 is formed in shaft |29 extending externally of casing I6. A the pump housing and leads from the pump gears synchronizer brake ring |33 is arranged inter to a passage |03 in wall |52 which terminates nally of the collar |25 of clutch ring |24 and has 40 in a `circular groove |64 around bearing |9. An an internal cone brake surface- for engaging the other circular groove |55 is formed around the similar surface on clutch ring |23. This brake clutch housing |61 and is connected with 'groove ring has ñngers I 3| extending through slots in |62 by passage |66 in wall | 52. Oil flows from the clutch ring |22. >Spring pressed balls I 32 45 groove. |65 to the interior of the clutch compart carried by clutch ring |22 engage these fingers ment of the casing through an opening |60, hav in a relation creating force sumcient ing a restricted outlet end, to lubricate the clutch hold rings |26 and |33 together when shifted elements. A disk |69 rotates with shaft |22 in am'ally, so that the brake surfaces Wi11 engage . the clutch compartment of the casing to throw and synchronize shafts |22 and |20 before the 50 oil into bearing |53 and such oil'can drain back i teeth on the clutch rings are engaged. linto the clutch compartment of the casing When getting underway on the auxiliary en through passage |10 in the casing wall. Oil from gine, the auxiliary gearing and the main'gearing the clutch casing will work through bearings |5| should be in neutral and the synchronizer clutch and |50 and will drain onto gears | 2|, S3, 62 and should be disengaged. 'I‘he 'auxiliary engine is |60. There is a drain passage |`|| in wall |52 then started, the synchronized clutch is next en 55 through which oil passes from the clutch casing gaged and last the auxiliary gearing is shifted compartment back into the central compartment into either forward or reverse drive. . Vof casing I5. Such draining oil will accumulate When transfer of the drive from the auxiliary adjacent the pump and be drawn into the pump mechanism to the main mechanism is desired, the housing for recirculation through the lubricating 60 main mechanism is in- neutral and the main en circuits. _~ , gine is started. The auxiliary mechanism is next It will be seenthat the two accessory devices put in neutral and the auxiliary engine throttle will be driven with thel drive shaft I1 whenever is closed. The synchronized clutch is next dis engaged and the main drive'mechanism is shifted 65 it is rotated . by either of the power-operated mechanisms.v The general driving structure is into forward or reverse drive. simpliñed because the accessory drive is utilizedy When transfer ,to the drive from the main as a driving connection between the auxiliary mechanism to the auxiliary mechanism is de drive mechanism andthe drive shaft l1 when sired, the speed of the main engine is reduced and the main drive mechanism is rendered ineffec the main drive mechanism is put in neutral. tive.` Byv means of the various controls vfor the The auxiliary drive mechanism must also be in power driving mechanisms, either mechanism can ì neutral and the synchronized clutch disengaged. . be selected to operate the propeller shaft and the The auxiliary engine is then started, the syn accessories in either forward or reverse drive. chronized clutch is then engaged after which the g the accessories in reversev will, of course, auxiliary drive mechanism. is shifted into for 75 render them ineffective but this has no ill eñect 2,410,556 I v 7 . 8 . because boats are driven in reversevery seldo and for a very limited time. ent of the means connecting the main engine to the propeller shaft, an engine accessory, and Although the inventionhas ben described in connection with a specinc embodiment, the prin ciples involved are susceptible of numerous other mediate gear. means for driving said accessory from said inter ' bination with a propeller shaft, of a main engine, ~ applications which will readily occur to persons a. connecting shaft between the main engine and the propeller shaft, a gear on said connecting shaft, an auxiliary engine, a gear driven by said skilled inthe art. The invention is therefore to be limited only as indicated by the scope of the appended claims. What is claimed is: 10 _ ' 6. In a boat propelling mechanism, the com ì 1. In a boat driving mechanism, the combina auxiliary engine, anidler gear between the last mentioned gear and the gear on the connecting \ shaft, an accessory driven by said idler gear and ' tion‘ with a propeller shaft, of a mainengine, direct connecting, reversing and disconnectingY ‘an accessory driven by the gear on said connect-y mechanism between said engine and the propeller ' i ing Shaft. shaft, an auxiliary engine, direct connecting, re 15 ` 7. In a boat propelling mechanism, the com bination with a propeller shaft, of a main high, versing and disconnecting mechanism for said output engine, means to connect said engine to auxiliary engine, a reduction gear mechanism> and disconnect it from the propeller shaft, a driven by said latter mechanism, a. drive shaft‘ smaller high speed engine, and means connecting driven by said gear mechanism, a. second reduc tion gear mechanism geared to drive saidpro 20 said smaller engine with said propeller shaft, said latter means comprising an intermediate shaft, peller shaft, connecting and disconnecting mech connecting and disconnecting means and a reduc anism between said drive shaft and said second'` tion gearing between said auxiliary engine and reduction gear mechanism,.and an accessory drive said intermediate shaft.' and connecting and dis gearing formed as a part of said second reduction connecting means and a reduction gearing 25 gear mechanism. between said auxiliary shaft and said propeller 2. In a boat driving mechanism, the combina shaft. ' tion with a propeller shaft, of a main engine, 8. In a boat propelling means, the combination direct connecting, reversing and disconnecting with a propeller shaft, of an engine, direct con mechanism between said engine and the pro 30 necting, reverse and disconnecting mechanism peller shaft, an auxiliary engine, direct connect ing, reversing and disconnecting mechanism for said auxiliary engine, a reduction gear mecha ‘ ' nism driven by said latter mechanism, a drive shaft ~driven by said gear mechanism, a second for said engine, reduction gearing driven by said mechanism, a drive shaft driven by said reduc tion gearing, a second reduction gearing between' said drive shaft and said propeller shaft, and- means for connecting said drive shaft to and dis- . . reduction gear mechanism geared to drive said 35 connecting it from said second reduction gearing. propeller shaft, and connecting and disconnect 9. In a boat propelling mechanism, the com bination with a propeller shaft, of a, main engine, second reduction gear mechanism. _ f means vfor direct one-to-one connection of said 3. In a boat driving mechanism, the combina- 40 engine to and disconnection from the propeller tion with a propeller shaft, of a main engine, shaft, a relatively lower powered auxiliary engine, ~ ing mechanism between said driveV shaft `and said A direct connecting., reversing and disconnecting mechanism between said engine and the propeller reduction gearing betweensaid auxiliary engine shaft, an auxiliary engine, direct connecting, re and the propeller shaft, and accessory drive and connecting and disconnecting means and a ' versing and disconnecting mechanism for said mechanism so connected as to be driven when auxiliary engine, a reduction gear mechanism either the main engine or the auxiliary engine is driven by said latter mechanism, and connectingA connected for driving the propeller shaft. _ and disconnecting mechanism between said re 10. In a boat propelling mechanism, the com binationwith a propeller shaft, of a main engine, duction gear mechanism and the propeller shaft. 4. In a boat driving mechanism, the combina 50 means for direct one-to-one connection of said engine to said propeller shaft, an auxiliary engine tion with a propeller shaft, of a main engine, of relatively lower power than the main engine, a y direct connecting, reversing and disconnecting _ mechanism between said engine and the propeller reduction gearing between said auxiliary engine and said propeller shaft, an engine accessory, shaft, an auxiliary engine., direct connecting, means for driving said accessory from either the reversing and disconnecting mechanism for said auxiliary engine, a reduction gear mechanism « main engine or the auxiliary engine which means includes part of said reduction gearing, said lat driven by saldlatter mechanism, a `drive shaft ter means driving -said accessory faster. relative Idriven by said gear mechanism, a second Areduc to the main engine than to the auxiliary engine. tion gear mechanism geared to drive said pro 11. In a boat propelling mechanism, the com peller shaft, and connecting and disconnecting 60 hination with a propeller shaft, of a. main engine, ì mechanism including a synchronizing clutch unit means connecting said engine to the propeller between said drive shaft and said second reduc tion gear mechanism. - - shaft, an auxiliary engine,- an engine accessory, a ' gear intermediate said auxiliary engine and said 5. In a boat propelling mechanism, the com binatlon with a propeller shaft, of .a main engine, 65 propeller shaft for driving said accessory, a pin means to connect said engine to and disconnect it from the propeller shaft, an auxiliary‘engine, a reduction gearing between said auxiliary engine and said propeller shaft including an intermedi .ate gear, said intermediate gear being independ 70 ion driven by said auxiliary engine and meshing with said intermediate gear, and an appreciably larger pinion » on said propeller shaft meshing with said intermediate gear. » MARSDEN WARE.