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Патент USA US3083688

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April 2, 1963
3,083,678
E. LEIPERT
MARINE PROPULSION DEVICES
Filed Dec. 30, 1959
Fig.1.
'7 Sheets-Sheet l
90
JNVENTOR.
EDWARD LEIPERT
‘kw/WM
ATTORNEY
April 2, 1963
E. LEIPERT
MARINE PROPULSION DEVICES
Filed Dec. 50, 1959
3,083,678
'7 Sheets-Sheet 2
IN VEN TOR.
EDWARD LEIPERT
ATTORNEY
April 2, 1963
E. LEIPERT
3,083,678
MARINE PROPULSION DEVICES
Filed Dec. 50, 1959
,
7 Sheets-Sheet s
Fig.5.
1N VEN TOR.
BY
EDWARD LEIPERT
WfZéW?/KM
ATTORNEY
I April 2, 1963
'
E. LEIPERT ’
3,083,678
MARINE PROPULSION DEVICES
Filed Dec. 30, 1959
7 Sheets-Sheet 4
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IN VEN TOR.
BY
EDWARD LEIPERT
W27
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ATTORNEY
April 2, 1963
E. LEIPERT
MARINE PROPULSION"DEVICES
Filed Dec. 30, 1959
3,083,678
'
-
'7 Sheets-Sheet
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IN VEN TOR.
EDWARD LEIPERT
ATTORNEY
April 2, 1963
E. LEIPERT
3,083,678
MARINE PROPULSION DEVICES
Filed Dec. 30, 1959
7 Sheets-Sheet 6
Fig.5.
t
I
"
INVEN TOR.
EDWARD LEIPERT
BMWWW
ATTORNEY
April 2, 1963
E. LEIPERT
3,083,678
MARINE PROPULSION DEVICES
Filed Dec. 30, 1959
7 Sheets-Sheet 7
Fig.5.
mco
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Fig.5
I23
INVENTOR.
EDWA;LEIPERT
WW/M;
_ BY
ATTORNEY
I
assets!
Patented Apr. 2, 1953
2
1, illustrating the manner in which it is secured to the
aeaasrs
stern transom of a boat.
MARHNE PRGPULSTGN DEVIQES
FIGURE 3 is a view in side elevation of the marine
propulsion device shown in FIGURES 1, 2, on a some
Edward Leipert, Put). Box 1192, ‘Westharnpton
Beach, N31’.
Filed Dec. 30, 1959, Ser. No. 862,949
26 Claims. (111. 115-34)
what reduced scale, showing the manner in which it may
be tilted from its drive position.
FIGURE 4 is a fragmentary view of the stern of a
boat showing the manner in which the control cables are
This invention relates to marine propulsion devices
led from the marine propulsion device into the boat.
and particularly to a mechanism in which the power to
FIGURE 5 is a fragmentary view in vertical section
drive the propeller is taken from a point intermediate the 10
taken through the crankshaft drive portion of a marine
ends of the power output shaft of ‘an engine such as the
propulsion device made in accordance with the present
crankshm of an internal combustion engine or the main
invention, comprising ‘a second embodiment.
power shaft of a turbine-type engine, and is a continua
FIGURE 6 is a view in side elevation partially broken
tion-in-part of an application entitled Tiltable and Steer
able Marine Propeller Unit, ?led January 20, 1958, Se 15 away of a third embodiment of the present invention
showing an inboard mounting of the engine.
rial No. 709,976, in the name of Edward Liepert, now
FIGURE 7 is a view in rear elevation of the propul
Patent No. 2,946,306.
' sion device shown in FIGURE 6 with the stern transom
Presently known marine propulsion devices obtain
removed.
their power by a driving connection or coupling with the
end of the crankshaft or rotary power shaft of an inter
nal combustion engine. In designs employing this type
of construction, the longer the crankshaft, the more
troublesome become the problems relating to torsional
vibrations. Consequently, heavier shafts, more and
larger bearings and greater precision in balancing must
be employed. These requirements become not omy cost
ly but add to the weight of the unit.
Accordingly, it is an object of the present invention to
provide a marine propulsion device in which the driving
20
FIGURE 8 is a view in front elevation of the marine
propulsion device shown in FIGURES 6, 7, viewed from
7 the bow of the boat.
FIGURE 9 is a view similar to FIGURE 7 with cer
tain parts omitted illustrating the manner in which the
engine is resiliently mounted in the boat.
FIGURE 10 is a view in side elevation similar to the
7 showing of FIGURE 9, illustrating the resilient mount
ing of the marine propulsion device to the boat.
Referring to the drawings, and particularly to FIG
connection from the crankshaft or rotary source of power 30 URES l, 2 and 3, 10 indicates the hull of a boat having
bottom planking 11, and a transom 12. An engine 13
is made intermediate the ends of said shaft thereby sub
is mounted in a stationary position outboard of the stern
stantially shortening the effective length of said shaft
transom 12. The engine 13 is positioned so that its
insofar as torsional disturbances are concerned.
crankshaft 21 is horizontally oriented and lies at right
Another object of the present invention is to provide
a marine propulsion device in which the engine is 35 angles to the keel line of the hull 10. This transverse
engine position hereafter will be referred to as lying or
mounted in an athwartship position to provide a very
compact and symmetrical unit.
mounted in an athwartship position. Suspended below
are illustrated three forms of embodiment of the inven
22 are undercut at 31} on each side of the gear housing
tion, and in which:
15', and sealing rings 31 are pressed therein. The seal
ing rings 31 surround the outside of the bushings 23,
and supported by the engine 13 is a swingable propeller
A further object of the present invention is to provide
drive section 14 consisting of a rotatable gear housing
a marine propulsion device which will permit a vertically
disposed propeller drive to be coupled to the center sec 40 15', an elongated portion 16 of said gear housing 15,
and a tubular extension 17, carrying a propeller drive
tion of the engine and crankshaft.
housing assembly 18. It will be observed that the pro
Still another object of the present invention is to pro
, peller drive section 14 is located and suspended from a
vide a marine propulsion device which will permit the
' point other than an end of the engine 13, and that ‘?ne
propeller housing section to be steered without moving
suspension point lies between the two cylinders 19 and
the engine.
2%. It is, however, within the purview of the present
A feature of the present invention is its use of a pro
invention to suspend the propeller drive section below
peller drive section coupled to an athwartship mounted
other than the two center cylinders of an engine. By
engine in which the said propeller section is swingable
between two cylinders, therefore, is meant, any two cyl
without movement of the engine and Without requiring a
inders along the longitudinal axis of the engine crank
partable coupling.
shaft.
Another feature of the present invention is its use of
The gear housing 15, best shown in FIGURE 1, re
an inboard engine section coupled through the hull of a
sembles a chamber and is constructed with opposed large
boat to a swingable outboard propeller drive section.
bores 22, in each side. Two opposed largeybushings 23
A further feature of the present invention is its novel
are journaled within the bores 22 and freely support the
steering means for rotating the propeller drive housing.
said gear housing 15, so it can rotate about the axis of
Still another feature of the present invention is itsv dud
the crankshaft 21. The large bushings 23 in turn, are
exhaust system and expansion chambers incorporated
supported by being pressed into bores 24, in the cross
within the engine support base.
walls 25', and 26, of the engine crackcase 27, and are
A feature of the present invention is its vibration ab
BO long enough to extend therethrough and into the bores
sorbing support means.
22. The bores 24, in the cross walls 25, 26, are cen
The invention consists of the construction, combina
tered on the longitudinal axis of the engine crankshaft
tion and arrangement of parts, as herein illustrated, de
21. Flanges 28, on the bushings 23 locate the latter,
scribed and claimed.
and screws 29 hold the bushings 23 in place. The bores
In the accompanying drawings, forming a part hereof,
FIGURE 1 is a view in rear elevation partially broken
away to show the internal construction thereof, of a
marine propulsion device made in accordance with the
present invention.
FIGURE 2 is a View in side elevation partially broken
away, of the marine propulsion device shown in FIGURE;
and so prevent Water from leaking into the gear housing
15, or oil from leaking out. Since the lower propeller
.70 drive housing assembly 18 is attached to the rotatable
gear housing 15, by means of the tubular extension 17,
the said propeller drive housing assembly 18 can swing
3,083,678
3
4
back and- upwardly describing an arc, the plane of saidi' ’
drive housing assembly 18 is of a construction such as;
is found on conventional outboard motor drives and supra
position and a spacing ring 56, slipped over the main
journal 36, before the main bearing 53a is installed locates
the said bearing in its correct alignment in the bushing 23.
While bushing 37 is pressed into the extended hub 50, of
ports a propeller shaft32, on.which is securedthe pro;- 5
peller 33.
bevel gear 34, the inner race of main bearing 53, is ?tted
to the outer diameter of the said hub '50, and over-runs
Located within the gear housing 15, are bevel gears:
34, 35, in constant mesh. Bevel gear 34 is the driving gear?
bushing 37'. This construction substantially reduces the
are lying in the keel plane of the boat. The propeil‘err
space required for the installation of the propeller drive
section 14 and permits the engine cylinders 19,20, to be
36, on bushings 37, 38. When the propulsion device is: Q10 closer together thus reducing the overall length of the
driving the boat, there is no relative movement between; ~
engine. Main bearing 53a ?ts onto the larger diameter
and is carried by the elongated crankshaft main journal
the bushings 37, 38, and'the elongated crankshaft journal’.
36:: of the elongated main journal and also is supported '
on its outer diameter by the large bushing 23.
36 as will presently be shown. The crankshaft 21 shown;
in FIGURE 1, is a two-piece structure comprising sections:
As previously explained, the shifting fork 49 controls
21a and 21b. The principal reason for using the twopiece construction of the crankshaft 21,_is to permit 1158:.
the lateral movement of the slidable splined sleeve .46.
In‘ this invention, shifting of the said fork 49 can be either
of a one-piece (rather than a split) gear housing 15, and
an automatic or a manual operation.
also so that a drive disengaging means can readily be m—~
stalled within the said housing 15. Crankshaft'sectioni ‘
A
As shown in FIGURE 1, a lever 57 is secured to a small
shaft 62" and positioned at an approximate right anglerto'
21a of which the elongated main journal 36, may be an; I20 the shifting fork 49 held thereby, forming in effect, ‘a bell
integral part’ is joined together with section 21b by means; i
crank. The lever 57 connects the said fork 49 to a button
of a'taper 39, machined into a cylindrical extension 40,. '
he'ad plunger 58 slipped through'a bore in the housing ‘15,
on the crank arm 41. A corresponding taper 42, is turned!
Overlying the said plunger 58is a
759 secured to a
on the free, end of the, elongated main journal 36, and‘.
shaft 60 which is turned by movement of an arm 61 which
threaded at the end. The sections are joined together and. :25 may be connected by rods or a cable to a remote control '
a key 43, prevents, turning on the taper'and nut 44, draws; . station (not shown). Upon movement of the lever 61,
the parts tightly together.
the shaft 60 will turn causing the cam 59 to depress the
The elongated main crankshaft journal 36, is splinedi
plunger 58. This downward movement of the plunger 58
as indicated at 45, and a slidable splined sleeve 46, is;
?tted over it. An, internal gear 47, is ‘formed in one end‘.
' causes the lever arm‘ 57 to turn the shaft 62,
Since the
fork 49. is ?rmly attached to the shaft 62 it will swing and
of the slidable splined sleeve 46, and a groove 48, alsor
is turned in it to receive the ends of a shifting fork 49,.
move the slidable splined sleeve 46, causing disengagement
of the gears 47 and 52'. The unit then will be in its neutral
position.
so that lateral movement of the said sleeve 46, can be con-
' trolledv When the crankshaft 21, is assembled the cylin~
drical extension 40, on the crank arm 41, becomes in
When the pressure against lever 61 is released the coil ,
spring 763 compressed between the face of the large diam
effect, a part of the elongated crankshaft journal 36. Al
eter portion 36a of the main journal 36 and the end of the.
bushing 37, which is pressed into the extended hub, 50,, '
slidable sleeve 46 will force the said sleeve ‘inshore
of the bevel gear 34, is supported by the said cyhndrlcali -
into a position which will cause the internal gear 47 on
extension 40 and turns on it under conditions to be ex
the slidable sleeve 46 to engage the external ‘gear 52 which
plained. Bushing 38 which is pressed into the opposite?‘ v40 is integral with the bevel driving gear 34. V The unit then
extended hub 51, of bevel geara?‘t. is also supported and;
will be in gear and the propeller 33 will turn.v
'
turns on the elongated mainijournal 36.
On the outer diameter of the extended hub 51, of the
bevel gear 34 is cut a spur gear 52 which will mesh. within >
the internal gear47 cut into the slidable splined sleeve 46,
‘I 45
as already stated. It is to be noted that when the gears i
47, 52, are out of mesh, no power will be transmitted from
the propeller 33 when the said propeller drive section'1'4,
the engine crankshaft 21, to the‘ driving gear 34._ The
is tilted upward for any reason. Possible injury from a
spinning propeller out of water is thus avoided. The auto
crankshaft '21 will turn in the bushings 37, 38, bushing 37 '
becoming in .e?ect a main bearing. Upon engagement of
the gears 47, 52, power from the crankshaft 21 will be
sent through the splines 45, on the elongated main journ?
matic feature operates when for any reason the propeller
36, and transmitted by means of the splined sleeve 46 to
the driving gear 34. At this point the bushings 37, 38,1.
cease to act as bearings since there then is no relative
movement between the main journal 36, and'the bushings
The drive disengaging mechanism of the present device
will operate automatically to prevent violent spinning of
the propeller 33 when,’ for example,’ the propeller drive
section 14 swings upward upon striking an underwater
object. Also, with this design it is impossible to engage
:55
37, 38, because of the fact that the bevel gear 34 is tum
ing with the crankshaft 21, which then turns in its true
main bearing 53. Movement of the shifting fork 49 will
'control the engagement or disengagement of power to the
bevel driving gear 34. While a positive gear type of
drive section 14 is raised. ' As the propeller drive section
14 swings it causes the gear housing 15 to rotate. The
button head plunger 58 in the top of housing 15 will be
carried from the position shown in FIGURE 2 to that
shown in FIGURE 3,. A raised rib section or dwell 64 is
formed on the inner side of a wall in crankcase 27, above
the said gear housing 15. The dwell is disposed in the
path of the plunger 58 as it rotates with gear housing 15.
Upon contacting the dwell‘ 64 the cam action depresses
the plunger 58 thereby disengaging the drive in the same
manner as it'is'dis'engaged' by the manual control 61‘.
incorporated
coupling or disengaging
in the speci?c
devicedesign,
has just
it been
is fully
explained
recognized
When the propeller drive section 14 :is returned to its
operative position the plunger'58‘is rotated away from
that a friction magnetic or ?uid type of clutch could be
the dwell 64, and the spring 63 again causes engagement
used. It will also be apparent that by employing a second 65
of the drive as previously explained.
vertical bevel gear opposite gear 34, for engagement with
the sliding splined sleeve 46 the direction of the propeller
’
l
7'
’
Lying in a substantially horizontal plane and in con
stant mesh with the bevel gear 34, is the driven bevel gear
35. A bearing 65 carried by the gear housing 15 supports
Supporting the'crankshaft '21, in the area under dis
the said gear 35 and splines 66, '(see FIGURE -1) in the'
cussion, are two main bearings 53, 53a, straddle'mounting 70 ‘bevel gear bore, receive the upper splined end" 67 of the
the elongated mainjournal 36. The main bearings 53,
vertical propeller drive shaft 68. Thelower endiof said
53a, are, as will be seen in FIGURE 1, ?tted into the large
drive shaft 68 engages 'bevel gearing (not shown) in the
bushings 23, which in turn are supported, as previously
propeller drive housing 18, by means well known in out-,
stated, by the crankcase cross walls25 and ‘>26. Locking
board drive construction and turns the horizontal pro
can be reversed.
'
"
rings 54, ‘55, retain the bearings153, 53a, in their proper 75 peller shaft 32 to which is secured the propeller 33. An
3,083,678
5
oil seal 69 pressed into the gear housing 15 and surround
ing the vertical drive shaft 63, retains the lubricant in the
14, is necessary. Such occasions arise when beaching the
boat, transporting it on a trailer, or inspecting the pro
said housing 15. A nut 79 holds the inner race of hear
peller for possible damage. In the embodiment shown
in FIGURES 1, 2, 3, a novel ratchet type of lifting mecha
nism is provided. Referring to FIGURES 1, 2, a yoke 85
ing 65 to the hub of gear 35. At this point it should be
noted that the meshing of the bevel driving ‘gear 34 with
passes around the forward side of the tubular extension
17 and is supported at bearing points 86, and 86a. A
shaft extension 87 supported by an inverted U shaped
bracket 88, between which is assembled a spring loaded
ratchet gear v89, carries a lever arm 90, of substantial
length. A grip 91 is ?tted to the upper end of the said
lever 90. When it is desired to lift the propeller section
14, the lever arm 96 is pulled toward the operator. Be
As previously indicated, and best shown in FIGURE 1,
extending below the gear housing 15 is an elongated
cause of a locking device which will hold the propeller
drive section 14 in several degrees of lift and hereinafter
tubular portion 16 through which runs the propeller drive
shaft 68. A tubular extension 17 carrying the propeller
more \fully explained, it is not necessary to lift the unit
completely in one long sweep. Several turns on the
drive housing assembly 18, is freely journaled to the said
elongated portion 16, and turns for steering purposes on
ratchet can be taken to raise the propeller the full dis
tance. This feature makes an easier job of lifting the
thin shell bushings 7.1 pressed into it, (one of which is
shown). A ?anged and threaded portion 72 of the elon 20 propeller drive section, especially on a large size drive
gated tubular portion 16 butts to a similar but threadless
unit.
?ange 72a at the upper end of the tubular extension 17.
The means by which the propeller drive section .14 is
A large coupling nut 73 is slipped over the said tubular
held in a raised position is best shown in FIGURE 2.
extension .17 before the ?ange is formed and freely se
This structure is in effect, a modi?ed ratchet. Located
cures the said extension 17, to the gear housing 15, in an 25 on the outer diameter of the rotatable gear housing 15
operative manner. A water seal 74 is retained in a groove
are several ratchet-like teeth 92. A spring loaded locking
the driven bevel gear 35 in no way restricts the rotation
of gear housing 15 since the bevel gear 35 is carried by the
gear housing 15 which turns coaxially with the engine
crankshaft 21 as shown in :FIGURE 2. Since gear 34 is
supported by the said crankshaft 21, bevel gear 35 will
move around it when the swingable propeller drive sec
tion 14 is raised.
cut into the ?ange 72, and prevents possible water leakage
from contaminating the lubricant in the drive housing 18.
Steering ‘of the boat is accomplished by rotating or
turning the lower propeller drive housing assembly 18,
including the propeller 33. The engine 13, in this inven
device 93, is secured by threads 94 to the engine crank
case 27. The locking device 93 consists of an enclosure
95, a ?anged rod “96 extending through a bore in the said
30
enclosure 95, and ‘contacting the gear housing 15. A
spring 97 bears against the ?anged part of the rod 96, and
tion, unlike that of the familiar outboard motor re
mains stationary. To facilitate steering a drum or sheave
a retaining cap 98 compresses the said spring 97 within
the enclosure 95. A handle 99 is attached to the free
75 is securely fastened to the upper portion of the tubular
end of the rod 96 and is pulled to release the said
extension 17. Several turns of the steering cable 76 are 35 rod 96 from engagement with any of the teeth 92. As
taken around the said sheave 75 and the free ends of
the 'gear housing 15 rotates, as it will when the propeller
the cable 76, are passed through grommeted bores 77, in
drive section 14 is raised, the spring loaded rod 96 is
the transom 12. The cable is then directed partially
lifted by the ramp on a ratchet tooth 92. When the end
around single groove pulleys 78 (see FIGURE 4) at
of the said tooth ramp is reached there is an abrupt drop—
tached to the inner side of the said transom 12, and
off behind the teeth 92, which causes the spring loaded
thence through another pair of single groove, spring
rod to snap down behind the tooth '92 and lock the pro
secured pulleys 79, offset from the pulleys 78. The cable
7 6 is then further directed through another pair of single
peller drive section 14 in the lifted position. The locking
This additional length is required when the propeller
bracket 1% for the purpose of holding the propeller drive
feature just described also acts when an underwater ob
groove pulleys 80 which are positioned more or less on
ject is struck with a force sui?cient to raise the propeller
a line with the transom secured pulleys 7 8. From pulleys 45 drive section 14-. Thus, after the ?rst impact the drive
89 the cable 76 is led forward to a remote control sta
is held in a raised position so no further damage to the
tion (not shown) where the cable is attached to the boat’s
drive section can occur.
steering wheel (not shown). By referring to FIGURE 4
A substantial lower end support bracket structure 100,
again it will be seen that a loop has been formed in each
for the propeller drive section 14 is shown in FIGURE
run of the cable 76, by the pulleys 79 which are secured 50 2. The bracket 190 is rigidly secured to the engine
in position by springs 81. If sufficient tension is put
crankcase 27 and extends downward arching toward and
on the cables 76, the springs 81 will yield, ?attening the
in line with the tubular extension 17. A rubber lined
loop and thereby give greater length to the cables 76.
half bearing 101 is attached at the lower end of the said
drive section 14 is raised for any reason, (FIGURE 3 55 section 14 in its proper position. The bearing 101 also
shows this clearly). In addition, the tension put on the
permits easy steering and resists the reaction vfrom the
cable 76 by the springs 81 tends to hold the drive section
propeller thrust. ‘This thrust reaction tends to cause the
14!- in its proper position when in operation.
propeller drive section 14 to swing upward under the hull
Referring again to FIGURES 1 and 2, it will be seen
10 of the boat. It will be noted that the bracket 100
that a recess has been provided in the engine crankcase 60 has formed on it an ear 102 into which several holes 103
27 to receive the rotatable gear housing 15 and permit
are bored. ‘By removing the clevis pin 104, slipped
it to swing. Crankcase cross walls 25, 26, form the sides
through a hole 103 in the said car 102, and the support
of this recess. The crankcase 27 bridges the top of the
arm 105 of the lower rubber mounting bracket 106, the
cross walls 25, 26 to form a top and partial back wall
entire propulsion unit will pivot around the substantial
82. The front wall of crankcase 27 also spans the cross 65 rod 197 extending through aligned holes 198a in the up
walls 25, 26, to close in the front portion 83. A recess
per rubber mounting brackets 108 and the two heavy
supporting ears v1G9 projecting from the engine crankcase
is left at the rear and bottom as can best be seen in FIG
27. The entire propulsion unit may now be tilted to suit
URE 2. This recess in the crankcase 27 is large enough
the rake of the transom v12 and obtain the most efficient
to permit the required swing of the gear housing 15.
To facilitate oil drainage and permit air movement in 70 angle of thrust from the propeller 33. When the desired
tilt is determined the clevis pin 104 is replaced in the
the crankcase 27, a substantial passage indicated at 84 in
nearest hole 103 giving the desired position.
FIGURE 2, is constructed between the cross walls 25, 26.
The resilient mounting brackets, best shown in FIG
This structure will also add rigidity to the crankcase 27
URE 2, are constructed of rubber or other suitable discs
in this area.
There are times when lifting the propeller drive section 75 sandwiched and bonded or vulcanized between ?at plates.
8,083,678
7
In the'case of (the two upper brackets 108, only one of
which is shown, three spaced plates are used. The center
8
tire propulsion unit with the exception of the lower part
plate ‘110 is bent at a right angle -to form a ?ange 110a
which is ?rmly bolted to the transom 12, as shown. A
of the propeller drive section‘ is contained within the
hull 10', of the boat. Certain bene?cial results are ob
tained from this type of installation. A’ better boat
backing plate ‘111 is'suggested to stiffen the transom 12 at
balance is obtained since there is no over-hung weight
this point. Four rubber discs 112 are used in each of the
upper ‘brackets 108. Two of these are located ‘on each
and the engine and accessoriesare better protected from
the 'Weather. Inboard mounting of large powerful engines
also reduces the strain on the stern transom. “Referring
side of the ‘center plate 110, and the end plates 1-13 are
to FIGURES 6 and 7, it‘ will ‘be seen that the engine
each bonded to ‘two of the side discs 112. It will be noted
that the end plates, 113 are extended beyond the rubber 10 crankcase 27 has had a downwardly extending section
130 added to it forming a support base and carrying the
discs so as to receive the supporting ear 109. Holes 108a
entire unit. The bottom planking 11 and the stern tran- , '
are bored ‘through both plates 113 and the ear 109 to
som 12 are cut away as indicated at '1-14, 114a. The
permit the rod 107 to pass therethrough, and join the
cut-away section provides a slot-like opening in the hull
propulsion unit to the two rubber mounted brackets 108.
The lower rubber mounted bracket 106 is of the same 15 10 of the boat. ‘The support base 130 overlies the- slotted
opening and is ?rmly secured by its ?anges 130a to the
general construction as the upper brackets 108 but differs
as follows: one bracket 106 only, is used and this em
ploys two rubber 'discs 112. The end plates are ‘ex
tended outwardly further than .in the upper br‘a‘cketsso
planking ‘11, and the transom 12, in ‘such a manner as to
provide a water-tight seal between the base 130 and the
hull '10. ‘The support base 130 is provided with side
as to create an arm 105. The arm 105.is set at an angle 20 walls 131 ‘whichare formed as continuations of the cross
walls 25 and 26, shown ‘in the ?rst embodiment, a top
as indicated in FIGURE 2 so that in effect it causes a
wall 82 similar to that shown in the ?rst embodiment
and ‘a front wall 132 ‘which also is actually a continua
tion of front crankcase wall 83, in the ?rst embodiment.
tortional stress in the rubber discs 112 when loaded. The
purpose of ‘this is twofold, ?rst to give a better ride to
the propulsion unit by permitting more ?exing or move
ment under severe high ‘speed water impact, and second 25
The exhaust expansion chambers 133, 133a, more fully
to absorb the thrust impact when the engine is suddenly
given full throttle. In powerful engines this sudden thrust
partial ‘bottom wall 134.
load, concentrated over a relatively small area can over
a The propeller drive section 14 consisting’of a rotatable
describedv'below ‘and best shown in FIGURE 8, form a
'
'
‘gear housing 15, an elongated portion 16 and a tubular
stressa transom. With the above design however, and
under the above ‘described condition the propeller unit 30 extension 17, carrying the lower propeller ‘drive housing
assembly 18, is ‘identical to ‘that in the ?rst ‘embodiment
will momentarily pivot or rock on the rod 107 ‘and'the
and therefore requires no further description. The en-‘
arm 105 will yieldably resist the sudden severe thrust. . .
gine 13 is mounted in ‘the hull in an athwartship position,
‘Referring again to ‘FIGURES 1 and .2, it will be seen
‘and except ‘for the ‘addition ‘of the ‘support base 130 is the '
that the engine crankcase 27 is of one-piece or barrel
type construction, it does not part anywhere on its 35 same as ‘that described‘in the ?rst embodiment. The .
means, both manual and automatic for disengaging the
longitudinal axis. This type of structure is to be dis
engine 13, from'the ‘propeller drive section 14 is also
tingu‘ished from ‘the ‘design shown in FIGURE 5.
’
identical to that in the ?rst embodiment and therefore
Referring to FIGURE 5 it will be seen that the crank
need not be repeated.
case 115 is of a two-part construction and the rotatable
Steering ‘of the boat is ‘accomplished by rotation of
gear hou‘sin‘g116 also consists of two parts, Under cer 40
the tubular extension 17 wbich'ca-rries with it the propeller
tain conditions this design may be more desirable. In
drive housing assembly 18, and ‘therefore the ‘propeller
this embodiment the ‘engine crankshaft 117 is a one-piece
33. To facilitate this operation acam and lever arrange
structure and the disengaging mechanism shown in'FIG
ment, best shown in FIGURES 6 vand 7 is employed.
URES 1 and 2ha‘s been left out of the rotatable gear
housing 116 and placed elsewhere.
45 ‘Two identical spacedand opposed cams13’5 are machined
on a ring-like ‘structure 136 which is’ slipped’ ‘over the
The engine main bearings 118, each consist of ‘the
tubular extension 17 vand securely fastened ‘thereto. A
customary two half bearings placedrtogether to form a
continuous bearing. One half of the bearing 118 is car,
curved lever’ arm 137 is disposed between the cams135
and ‘secured to one end of a shaft 138. ’ A'bearing struc
ried inirthe upper portion of the crankcase 115a, and the
other half in the lower- portion 11'5b. The elongated
ture 139 is formed in the front wall 132 of the support
base 130 and the said shaft 138 is supportedand turns
crankshaft main journal 119, shown in FIGURE 5, is
straddle mounted by the said ‘bearings 118, and thereby
cussion. Bolts 120, securely hold the'crankcase sections
115a and 2115b together. It should be noted that the
therein. Since the bearing structure 13-9 may at times
be submerged, a packing gland 140 is utilized to prevent
water leakage into the boat at this point. A.'lever arm
14-1, securely attached to the inboard end ofthe shaft
bearings 118 are of a length to penetrate the thickness ‘of
the crankcase cross walls 121 and extend into bores 122
shaft 138 which in turn causes the outboard curved ‘lever 7
in the gear housing 116. The gear housing 116 is thereby
rotatably supported so that it is free to turn about an axis
ing upon the direction of movement of the lever 141. >
the crankshaft 117 is supported in the area under dis
138 serves to exert the force necessary to’ turn the said
arm 137 to bear against either of the cams 135, depend
concentric with the longitudinal axis of the engine crank BO Upon, moving the cams 135 the tubular extension ,17. is
shaft 117. The two part gear housing 116 is ?rmly held
together by bolts 123. An undercut is made in each side
of the housing 116 to accommodate oil and water seals
124. The seals 124 surround the outer diameter of the
bearings 118 and thereby prevent leakage at this point.
The bevel driving gear 125 .may be machinedintegral
with the crankshaft 117, and is in constant mesh with the
turned on its vertical axis, thus, steering the propeller 33;
It is to be noted that the shaft 138, lies in a fore and aft I
position and the twin‘cams 135 ‘are situated on the front
or leading side of the tubular extension 17, ‘with the curved
lever varm 137 lying between the said cams 135. There
fore since therejis no mechanical connection ‘between
driven bevel gear 126.‘ Bearing 127 pressed over the
the lever 5137 and the cams 135 the propeller drive sec.
tion :14 of which the tubular extension 17 is a part will
hub 128 of the gear 126 supports and: aligns the said
be free to swing backward when required.
The cams
gear and is in turn supported in a bore 129 by the gear 70 135 will simply move out of engagement lwith the curved ‘
housing 116‘. The propeller drive structure in this em
bodiment is identical to that illustrated in FIGURES 1
and‘2.
lever arm 137 and the designis such that at any'pos‘ition
within the steering limits of the mechanism a free pull out‘
can be accomplished- By attaching cables (not shown)
to the lever‘ arm 141, remote steering is of course ‘possible.
trated in FIGURES 6-10. In this embodiment the en 75 On the other hand, in the event of steering cable failure,
A third embodiment of the present invention is illus
3,083,678
10
9
an auxiliary extension handle 142 can be directly at
tached to the lever arm 141, either as a jury rig or per
manent means of steering control.
From time to time it is necessary to raise the propeller
drive section 14. ‘For this purpose a cable 143 is se
cured at one end to the support member 144 of the
formed as a loose piece, separate from the said base
139. A strip of rubber or comparable resilient material
or handle 147 is provided on the said cable.
The purpose of this is to create a shear stress on the yield
155 of suitable cross-section is placed between the ?ange
130a, and the flangeless support base 130, and while ac
curately held in alignment, bonded by vulcanizing or any
of the well known processes. The ?ange 130a in this
speci?c design is made in two sections to facilitate as
cavitation plate 145. The free end of the cable 143 is
sembly due to the irregular shape. It is shown at 156
then led through a pulley 146 attached to the stern tran
in FIGURE 10, that the ?at clamped down face 139])
som 12 and ‘from there to any convenient station in the
stern of the boat. To raise the propeller section 14 it is 10 of the ?ange 139a extends slightly ‘beyond the yieldable
material 155, and the edge 130a of the support base 136.
only required to pull on the cable 143. A suitable knob
The means
able material 155 under which type of stress excellent
to hold the propeller drive section 14 in a raised position
vibration absorbing qualities are obtainable. ‘It is to be
as shown in FIGURE 6, are identical to those in the ?rst
embodiment, so therefore require no further explana 15 further noted that in bonding the ?ange 130a to the
tion.
Referring again to FIGURES 6, 7, 8, it will be seen that
the exhaust expansion chambers 133, 133a, form a partial
support base 130, a waterproof joint between the said parts
is obtained. This will allow the support base 130 to be
installed below the water line of the hull 10.
From the foregoing it will be seen that there has been
bottom 134 in the support base 130, and at the same
time provide a structure to attach and ?rmly support the 20 provided a marine propulsion device which incorporates
the advantages of symmetrical appearance, compactness
rubber lined half bearing 101 against which the thrust
due to the vertical propeller drive being taken from a
of the propeller 33 is taken.
location other than an end of the engine, a unit in which
It is customary with propellers operating close to the
surface of the water to locate a ?at plate directly over
the engine remains stationary when the propeller drive
the propeller to reduce propeller cavitation. Such a 25 section swings upwardly if an underwater obstacle is
struck, and a unit which steers without need of turning
plate is customarily called an anti-cavitation plate.
the engine. In addition, an automatic propeller disen
In FIGURES 6 and 7 there is shown an anti-cavitation
gaging mechanism is shown as well as a ratchet means
plate 145 supported by an arm member 144 which is
for holding up the propeller section. Further, greater
?rmly bolted to the sides of the gear housing 15. When
the propeller drive section 14 is swung upwardly for any 30 engine e?iciency may be expected in the second embodi
ment of this invention due to the dual exhaust system
reason, the plate 145 will theref re swing with the said
and a smooth vibration free operation of the engine is to
drive section 14. The anti-cavitation plate 145 is made
be expected because of the novel rubber mounting means.
to loosely ?t into the rear portion of the slotted opening
‘Much of the weight of the propulsion device has, in the
in the bottom of the support base 13% directly over the
second embodiment, been brought Within the hull of the
propeller 33.
vessel to improve boat balance. In the ?rst embodiment
As shown in FIGURES 6 and 8-, an engine exhaust ar
a simple tilt adjustment of the propeller drive section is
shown as well as a rubber mounting method which per
with the cooling water discharged from the engine cool
mits the propulsion device to ride easier.
ing system are combined and directed downward through
Having thus fully described the invention, what is
the propulsion unit support base 130, to twin underwater 40
claimed as new and desired to be secured by Letters
exhaust discharge outlets 148 which are ‘formed into and
Patent of the United States, is:
as part of the support base 130. It is to be further noted
1. A marine propulsion device comprising, a motor, a
that the exhausting means is divided into two distinct
crankshaft in said motor, a propeller drive section ex
parts, forming what is commonly known as a dual ex
haust system. Each of the two downwardly extending 45 tending ‘from said motor, a gear housing ‘for said drive
section rotatable about the longitudinal axis of the crank
exhaust pipes 149, 150, carry the exhaust gases ‘from all
shaft, and means within said gear housing to operatively
of the cylinders on their respective sides of the engine
couple the crankshaft at a point intermediate the ends
to the two downwardly leading exhaust passages 151,
thereof to the propeller drive section.
152, cored or otherwise formed into the support base
130. Discharged cooling water taken preferably from 50 2. A marine propulsion device comprising, a motor, a
the highest point in the cooling system is fed into each
crankcase for said motor, spaced vertical cross walls in
said crankcase, a crankshaft in said motor crankcase, said
exhaust pipe as ‘clearly indicated at 153, 154, in FIG
crankshaft being disposed in an athwartship position, a
URE 8. These streams of water cool the hot exhaust
propeller drive section extending from said motor, a gear
gases as well as the exhaust pipes 149, 150, and provide
the well known wet exhaust. The cored passage 151, 55 housing for said drive section rotatable about the longi
tudinal axis of the crankshaft, means to freely support
152, each terminate in the exhaust expansion chambers
the gear housing within the spaced cross walls, and means
133, 133a. Here the gases are further cooled and per
within said gear housing to operatively couple the crank
mitted to expand before entering the twin underwater
exhaust discharge outlets 148. In effect, the expansion
shaft at a point intermediate the ends thereof to the
propeller drive section.
chambers 133, 133a, tend to mu?le the exhaust sound
,3. A marine propulsion device comprising, an internal
by reducing the velocity of the gases as they enter the
twin discharge outlets 148. The underwater discharge
combustion motor, a crankcase for said motor, spaced
outlets 143 are preferably of a rectangular form being
vertical cross walls ‘in said crankcase, a plurality of cylin
considerably higher than they are wide. The reason for
ders in said motor, a crankshaft in said motor within the
rangement is provided whereby the exhaust ‘gases together
this construction is that if they were of a round or square 65 crankcase, said crankshaft being disposed in an athwart
ship position, a gear housing journaled at each side to
section and the boat was heavily loaded and riding deep
in the water, the discharge outlets would be submerged so
one of the cross walls, and rotatable about the longitudi
nal axis of the crank shaft, an elongated tubular portion
deeply as to create excessive exhaust back-pressure. By
on said gear housing, a propeller drive section rotatably
using an elongated opening as shown, the possibility of
too deep submersion of the entire outlet is considerably 70 secured to the tubular portion, and extending therefrom,
and means to operatively couple the crankshaft at a point
reduced.
intermediate the ends thereof to the propeller drive section.
Shown in FIGURES 9 and 10, is a novel method of
4. A marine propulsion device comprising, an internal
rubber mounting the entire marine propulsion unit of this
combustion motor, a crankcase for said motor, spaced
embodiment including the support base 134}. The ?ange
130a securing the support base 130, to the hull 10, is 75 vertical cross walls in said crankcase, a plurality of cyl
3,083,678
12
11
ship position, a gear housing journaled between the cross
walls and rotatable about the longitudinal axis of the
inders,
the crank
in said
case,’
motor,
said crank
a crankshaft
shaft being
in saiddisposed
motor in an
athwa'rt’ship position, a gear housing journaled at each
crankshaft, said main journal portion traversing the gear
side to, one of the cross walls, and rotatable about ‘the
longitudinal axis of the crankshaft, an elongated tubular
housing and cross walls, a propeller drive section rotat
ably secured to’the gear housing and swingable therewith
portion onsaid gear housing, a propeller drive section
rotatably, secured to the tubular portion, and extending
therefrom, and means to operatively couple the crank
shaft at a point intermediate the ends thereof to the pro
shaft at a point intermediate the ends thereof to the pro
through an arc, the plane of said are lying in the'keel
plane of the boat, means to operatively couple the crank
peller drive section comprising a driving gear carried by
themain journal, a driven gear in mesh with said driving
gear and operatively attached to the propeller drive sec
‘peller drive section, and means to rotate the propeller
drive section independently of the motor and gear housing.
5. A marine propulsion device comprising, an internal
tion, an elongatedghub on the driving gear, and a slidable
sleeve carried by the main. journal to couple the said main '
combustion motor, a crankcase for said motor, spaced.
vertical cross Wallsin vsaid crankcase, a plurality of cyl
inders in said motor, a crankshaft in said motor within
the crankcase, an elongated main journal portion in said
crankshaft, said crankshaft being disposed in an athwart
journal to the drive gear and means to support the drive
gear and main journal'within the ‘spaced cross walls com
15 prising opposed bores in each cross Wall, a bushing in
each of said bores, a main bearing in each bushing, one
of said bearings directly supporting the main journal sec
tion, a drive gear hub ‘portion carried by the other main
‘axis of the crankshaft, said main journal portion travers 20 bearing’ and bearing means ‘within the cross wall bore
between the gear hub portion and the main journal to sup
ing the gear housing, an elongated tubular'p'ortion ‘on said
port the main journal therein, and an outboard bearing
‘gear housing, a propeller drive section rotatably secured
within a second extended hub of the drive gear freely
to ‘the tubular portion, and extending therefrom, and
vembracing‘ the main journal to further support the said
means ‘including the elongated main journal to operatively
1
couple the crankshaft at a point intermediate the ends 25 drive gear.
10. A marine propulsion device comprising a motor,
thereof to the propeller drive section.
a crankcase for said motor, a recess in said crankcase, said
6._ A marine propulsion device according to claim 5
recess having side walls, a front wall and a top wall, a
in which the means ‘to operatively couple the crankshaft
gear housing swingably carried within the recess, a pro
to the propeller drive section comprises, adriving gear
‘carried by the main journal, a driven gear in mesh with 30 peller drive extending from the gear housing, a crankshaft
in ‘said motor traversing the crankcase and gear housing,
said driving gear and operatively attached to the propeller
and means to operatively, couple‘the crankshaft at a point
drive ‘section, an elongated hub on the driving gear, gear
intermediate the ends thereof to the propeller drive section.
teeth ‘on the 'end of said hub, a slidable sleeve carried by '
:11. A marine propulsion device comprising a motor, a
the main journal portion, an internal gear in said sleeve
ship position, a gear housing journaled at each side to one
of the cross walls, and rotatable about the longitudinal
engageable with the gear teeth on the hub, an internallyr 35 ‘crankcase for said motor, a recess in said crankcase, said
recess having side walls, a front wall and a top wall, a
splined portion on said sleeve, a splined portion on the
raised rib in said top wall, a ‘gear housing swingably car
ried within the recess, a propeller drive extending from
the gear housing, a crankshaft in said motor traversing
7. A marine propulsion device according to ‘claim 5
in which the means to operatively couple the crankshaft 40 the crankcase and gear housing, means to operatively
‘mainjournal engaging the sleeve splines and means to
shift the sleeve axially along the main journal.
couple the crankshaft to the propeller drive section,
to the ‘propeller drive section comprises, a driving gear
‘carried by the main journal, a driven gear in mesh with
and means to disconnect the crankshaft from the pro
said driving gear and opera'tively'attached to the propeller
'drive section, an elongated hub on the driving gear, .gear
peller drive including a plunger carried by the gear hous
‘mg and engageable by the raised rib in the top wall.
teeth ‘on the end of said hub, a slidable sleeve carried by
the main journal portion, an internal gear in said sleeve
engageable with the gear teeth ‘on the ‘hub, an internally
‘splined portion on said sleeve, a splined portion on the
main journal engaging the sleeve splines and means com
prising a forked member ‘coupled to the slidable member,
a lever on said forked member, a spring on the main jour
nal urging the sleeve into' engagement with the driving
12. A marine propulsion'device comprising a motor, a
‘crankcase for said motor, a recess in‘ said crankcase, said
‘recess having side walls, 'a front Welland a top wall, a
45 ‘
gear housing swingably carried Within the recess, a propel
ler dr1ve extending from the gear housing, means vto lift
so
gear hub teeth and cam means acting on the lever, to shift
the sleeve axially along the main journal.
8. ‘A marine propulsion device according ‘to claim 5 55
'
'in whichthe means to operatively couple the ‘crankshaft
to ‘the propeller drive section comprises, a driving gear
carried by the main ‘journal, a driven gear in mesh with
“said driving gear and operatively‘ attached to the pro
peller drive section, an elongated hub on the driving gear, 60
gear teeth on the end of said hub, a slidable sleeve carried
‘by the main journal portion, an internal gear in said
sleeve engageable with the gear teeth on the hub,'an inter
the'propeller drive from its-operative position comprising
a yoke embracing the said propeller drive and an arm
connected to said yoke, a crankshaft in said motor tra
versing the crankcase and gear housing, and meansto
operatively couple the crankshaft to the propeller drive
section.
'
'
'
'
I
13. A marine propulsion ‘device comprising a motor,
a crankcase for said motor, a recess in said crankcase,
said recess having sidewalls, a front wall and a top wall,
a gear housing swingably carried within the recess, a
propeller drive extendingfrom ‘the gear housing, means
to lift the propeller drive from its operative position com
prising a yoke carried by the crankcase and-embracing
the said propeller drive, an arm connected to said yoke,
and a ratchet gear between the arm and yoke, a crank"nally splined portion on said sleeve,a splined portion on
the main ‘journal engaging the sleeve splines and means 65 shaft in said motor traversing the crankcase and gear
housing, and means to operatively couple the'crankshaft
to shift the sleeve axially along the main ‘journal, and a
to the propeller drive section.
'
'
gear housing rotatably supported in the crankcase by a
bushing penetrating a bore in each cross wall and jour
rrnaled into the sides of said gear housing.
'
14. A marine propulsion 'device' comprising a motor,
a crankcase for said motor, a recess in said crankcase,
9, A marine propulsion device comprising, an internal 70 said recess having side walls, a front wall and a top
.wall, a spring loaded locking device carried by a wallof
said recess and extending inwardly thereof, a gear hous
ing swingably carried Within the recess, a plurality of
ders in said motor, a crankshaft in said motor within the
buttressed teeth on said housing engageable with thelock
crankcase, ‘an elongated main journal portion in said
crankshaft said crankshaft being disposed ‘in an athwart 75 ing device to ‘hold thepropeller drive section in ancie
combustion motor, a crankcase for 'saidtmotor, spaced
vertical cross walls in said crankcase, a plurality of cylin
'
3,083,678
13
14
vated position, a propeller drive extending from the gear
housing, means to lift the propeller drive from its opera
the crankcase recess, a propeller drive section depending
from the gear housing and extending below the bottom
tive position comprising a yoke carried by the crankcase
and embracing the said propeller drive, an arm connected
planking, a crankshaft in said motor mounted in an
to said yoke and a ratchet gear between the arm and
yoke, a crankshaft in said motor traversing the crankcase
housing and means to operatively couple the crankshaft at
vice, a crankcase for said motor, a recess in said crank
case, said recess having side walls, a front wall and a top
in watertight engagement therewith and overlying the said
slot-like opening, a gear housing swingably carried within
athwartship position traversing the crankcase and gear
a point intermediate the ends of said crankshaft to the
and gear housing, means to operatively couple the crank
propeller drive section.
21. A propulsion device for a boat having a slot-like
shaft to the propeller drive section.
opening in the stern transom and bottom planking there
15. A marine propulsion device according to claim 10
in which the crankcase is provided with a passage tra 10 of comprising a motor, a crankcase for said motor, a
versing the recess and communicating with the interior
downwardly extending base portion on said crankcase, a
recess in said crankcase and downwardly extending por
of said crankcase.
16. A marine propulsion device for a boat comprising a
tion, said recess having spaced side walls, a front wall and
motor mounted outboard of said boat in an athwartship
a top wall, means to secure the crankcase and base por
position, resilient mounting means for the propulsion de 15 tion inboard of the stern transom and bottom planking
the crankcase recess, a propeller drive section rotatably
secured to and depending from the gear housing and ex
from the gear housing, a crankshaft in said motor tra 20 tending below the bottom planking, steering means com
versing the crankcase and gear housing, said gear hous
prising spaced cams carried by the propeller drive section,
ing being swingable about the longitudinal axis of the
a lever arm between the propeller drive section and front
wall of the recess, said lever arm being freely received
crankshaft, means to operatively couple the crankshaft to
between the cams and means to swing the lever arm so as
the propeller drive section, and means to disconnect the
crankshaft from the propeller drive including a plunger 25 to bear upon the cams to rotate the propeller drive sec
carried by the gear housing and engageable by the raised
tion, a crankshaft in said motor mounted in an athwart
ship position traversing the crankcase and gear housing,
rib in the top wall.
and means to operatively couple the crankshaft to the
17. A marine propulsion device, according to claim 16,
in which the resilient mounting means comprises at least
propeller drive section.
one upper and one lower assembly, each consisting of a 30
22. A propulsion device according to claim 21 in which
the lever arm is curved outwardly and is carried on the
?anged plate attached to the stern transom, a resilient
element bonded to each side of said plate, spaced end
outboard end of a shaft journaled in the front wall of
plates bonded to the outer surfaces of said resilient ele
the recessed base and a control lever arm secured to the
ments, and a bore in each of said end plates for pivotal
inboard end of said shaft.
wall, a raised rib in said top wall, a gear housing swing
ably carried within the recess, a propeller drive depending
23. A propulsion device according to claim 19 in which
supporting connection with the propulsion device.
35
the crankcase and base support securing means comprises
18. A marine propulsion device, according to claim 16,
in which the resilient mounting means comprises at least
a ?ange-like member, a resilient element bonded on one
side to the ?ange and on its other side to the outside of
one upper and one lower assembly, each consisting of a
?anged plate attached to the stern transom, a resilient
the end portion of the crankcase and base support de
element bonded to each side of said plate, spaced end 40 ?ning the recess and means to fasten the ?ange to the
plates bonded to the outer surface of said resilient ele
boat.
ments, a bore in the upper assembly end plates for pivotaL
24. A propulsion device according to claim 20 in which
ly connecting the upper assembly to the propulsion de
the engine is provided with an exhaust system comprising
vice, a bore in the lower assembly end plate, means in
at least one engine exhaust manifold, at least one ex
45 haust passage formed within a wall of the engine support
cluding a bracket secured at one end to the crankcase,
and depending therefrom in the direction of the propeller
base, said exhaust passages terminating in an expansion
drive section, a resilient lined half bearing on the free
end of the bracket to support the propeller drive section,
chamber, means to connect the exhaust passage to the
manifold, said expansion chamber being formed as a
an ear on the bracket, a plurality of holes in said ear,
part of the engine support base, a rectangular shaped
and a pin received within the end plate bore and one of 50 tubular member connected to each end of the said ex
the ear holes to adjustably couple the lower mounting
pansion chambers for discharging the exhaust gases, said
rectangular members being disposed to lie below the
water level and means to discharge the engine cooling
device to the rigid arm.
19. A propulsion device for a boat having a slot-like
opening in the stern transom and bottom planking there
water into the exhaust system.
25. A propulsion device ‘for a boat having a slot-like
downwardly extending base portion on said crankcase,
opening in the stern transom and bottom planking there
means to secure the crankcase and base portion inboard
of comprising a motor, a crankcase for said motor, a
of the stern transom and bottom planking in watertight
downwardly extending base portion on said crankcase, a
engagement therewith and overlying the said slot-like
recess in said crankcase and downwardly extending por
opening, a gear housing swingably carried within the
tion, means to secure the crankcase and base portion
crankcase recess, a propeller drive section depending from 60 inboard of the stern transom and bottom planking in
of comprising a motor, a crankcase for said motor, a 55
the gear housing and extending below the bottom plank
watertight engagement therewith and overlying the said
ing, a crankshaft in said motor traversing the crankcase
and gear housing and means to operatively couple the
crankshaft at a point intermediate the ends thereof to
in the crankcase recess, a propeller drive section depend
the propeller drive section.
20. A propulsion device for a boat having a slot-like
opening in the stern transom and bottom planking there
slot-like opening, a gear housing swingably carried with
65 ing from the gear housing and extending below the bot
tom planking, a propeller on the end of the drive section
and an’ anti-cavitation plate carried by the propeller drive
section directly over the propeller and substantially cover
of comprising a motor, a crankcase for said motor, a
ing the bottom of the crankcase and base portion recess,
downwardly extending base portion on said crankcase, a
a crankshaft in said motor traversing the crankcase and
recess in said crankcase and downwardly extending por 70 gear housing and means to operatively couple the crank
tion, said recess having spaced side walls, a front Wall
shaft to the propeller drive section.
and a top Wall, means to secure the crankcase and base
26. A propulsion device according to claim 20 in which
portion inboard of the stern transom and bottom planking
the engine is provided with exhaust manifolds, the front
in watertight engagement therewith, and overlying the said
wall is formed with elongated exhaust passages therein
slot-like opening, a gear housing swingably carried within 75
3,083,678
15
connected to the exhaust manifolds, the base portion is
provided with exhaust expansion chambers connected to
the exhaust passages, said expansion chambers supporting
a resilient lined half-bearing bracing the propeller drive
16
2,368,885
2,797,672
2,936,591
2,946,306
section against propeller thrust reaction.
References Cited in the ?le of this patent
UNITED STATES PATENTS
2,209,301
Johnson _____________ __ July 23, 1940
206,971
125,464
975,889
Schmitter _:.___ _________ _._ Feb. 6, 1945
Waterhouse et a1. -V-V-H---___ July 2, 1957
Leipert __,____,______,___ May 17, 1960 '
Leipert _____________ _,__ July 26, 1960
FOREIGN PATENTS
Great Brita-in __,_,_,_____ Nov. 22, ‘1923
Austria _____ _________ __ Nov. 25, 1931
France __,_____________a___ Dec. ,6, 1948
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