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Nov. 5, 1946.
Filed Dec. 5. 1942
~sfsheets-sheet 1
Nov. 5, 1946.
Filed Dec. 5. 1942
3 Sheets-Sheét 2
Nov. 5, 1946.
f Filed Dec. 5. 1942
/26 '
3 Sheets-Sheet 3
/26 /29
4 ’TOF/Vize?
@created Nov. ä. ‘i "if
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.
(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
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.
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. ‘
Other objects of the invention will appear from
the following description taken in connection
with the drawings, which forma partici' this
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:
»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
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;
55 able mechanism including a plurality oi’ similar Y.
2,410,556 l
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
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.
clutch to shaft 1 I.
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 ,
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 || |
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
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
for recirculation through the lubricating
main mechanism is in- neutral and the main en
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
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:
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
gear mechanism.
between said auxiliary shaft and said propeller
2. In a boat driving mechanism, the combina
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.
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