CA1321927C - Bearing arrangement for marine propulsion device reversing transmission - Google Patents
Bearing arrangement for marine propulsion device reversing transmissionInfo
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- CA1321927C CA1321927C CA000595151A CA595151A CA1321927C CA 1321927 C CA1321927 C CA 1321927C CA 000595151 A CA000595151 A CA 000595151A CA 595151 A CA595151 A CA 595151A CA 1321927 C CA1321927 C CA 1321927C
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- bearing
- hub
- propulsion device
- marine propulsion
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Abstract
ABSTRACT OF THE DISCLOSURE
A marine propulsion device comprising a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a gear including a hub coaxial with the propeller shaft, first and second axially adjacent bearings located between the hub and the gearcase and supporting the hub for rotation about the axis, and a clutch for drivingly connecting the bevel gear to the propeller shaft.
A marine propulsion device comprising a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a gear including a hub coaxial with the propeller shaft, first and second axially adjacent bearings located between the hub and the gearcase and supporting the hub for rotation about the axis, and a clutch for drivingly connecting the bevel gear to the propeller shaft.
Description
1321q27 BEARING ARRANGEMENT FOR MARINE PROPULSION
DEVICE REVERSING TRANSMISSION
Backqround of the Invention The invention relates to reversing transmissions for marine propulsion devices, and, more particularly, to bearing arrangements for such reversing transmissions.
A typical marine propulsion device reversing transmission includes forward and rearward bevel gears which are in meshing engagement with a third bevel gear driven by the engine, which are coaxial with the propeller shaft, and which are selectively and alternatively drivingly connectable to the propeller shaft. The hub of each of the forward and rearward bevel gears is rotatably supported by a bearing, such as a roller bearing, located between the hub and the gearcase. See, for example, U.S. Hagen Patent No.
3,919,964, which issued November 18, 1975.
The longevity of a reversing transmission depends primarily upon how well the gears are aligned and how well the gears are "squared up" relative to the gearcase. Hub bearings are traditionally designed to best support or square the gears under all possible loads. Sometimes, under certain load conditions, the gears are not properly squared. This can cause premature failure of the reversing transmission.
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Attention is also directed to the following U.S. Patents:
Armantrout 3,182,629 May 11, 1965 Shi~anckas 3,216,392 No~. 9, 1985 Alexander, Jr. 3,399,647 Sept. 3, 1968 Strang 3,556,040 Jan. 19, 1971 Blount 3,584,593 June 15, 1971 Langley 3,589,204 June 29, 1971 Shimanckas 3,818,855 June 25, 1974 Nossiter 3,826,219 July 30, 1974 McCormick 4,530,667 July 30, 1985 Taguchi 4,637,802 Jan. 20, 1987 Harada 4,689,027 Aug. 25, 1987 SummarY of the Invention The invention provides a marine propulsion device comprising a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a forwardly located gear including a hub which is of constant diameter and which is coaxial with the propeller shaft, first and second axially adjacent elongated roller bearings located between the hub and the gearcase and supporting the hub for rotation about the axis, each of which first and second bearings has opposite ends in bearing engagement between said gearcase and said hub, and means for drivingly connecting the bevel gear to the propeller shaft.
In one embodiment, the first bearing has a first length in the direction of the axis, and the second bearing has a second length in the direction of the axis, the second length being greater than the first length.
...
,. .
-In one embodiment, the hub has an end supporting a plurality of gear teeth, and the second bearing is located adjacent the end.
In one embodiment, the bearings provide only radial support for the hub.
In one embodiment, the bearings are anti-friction bearings.
In one embodiment, the first and second bearings have substantially equal lengths in the direction of the axis.
In one embodiment, the second bearing is larger than the first bearing.
In one embodiment, the hub has an end supporting a plurality of gear teeth, and the second bearing is located adjacent the end.
The invention also provides a marine propulsion device comprising a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a forwardly located bevel gear including a first hub which is of constant diameter and which is coaxial with the propeller shaftl first and second axially ad~acent bearings located between the first hub and the gearcase and supporting the forward bevel gear for rotation about the axis, each of which first and second bearings has opposite ends in bearing engagement between the gearcase and the hub, a rearwardly located bevel gear 'tf~
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-~ 1 32 1 927 including a second hub which is of constant diameter and which is coaxial with the propeller shaft, bearing means located between the second hub and the gearcase and supporting the rearward bevel gear for rotation about the axis, and means for selectively and alternatively drivingly connecting the forward and rearward bevel gears to the propeller shaft.
The invention also provides a marine propulsion device comprising an engine, a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a forwardly located bevel gear including a first hub which is of constant diameter and which is coaxial with the propeller shaft, first and second axially adjacent bearings located between the first hub and the gearcase and supporting the forward bevel gear for rotation about the axis, the first bearing having a first length in the direction of the axis, and the second bearing having a second length in the direction of the axis, the second length being greater than the first length, each of the first and second bearings having opposite ends in bearing engagement between the g0arcase and the hub, a rearwardly located bevel gear including a second hub coaxial with the propeller shaft, bearing means located between the second hub and the gearcase and supporting the rearward bevel gear for rotation about the axis, a third bevel gear drivingly engaging both of the forward and rearward bevel gears, a drive shaft drivingly connecting the engine to the third bevel gear, and means for selectively and alternatively drivingly connecting the forward and rearward bevel gears to the propeller shaft.
A principal feature of the invention is the provision of a reversing transmission wherein the hub of the forward bevel gear is supported by a pair of axially adjacent roller bearings. This arrangement has at least two advantages. First, the two bearings square the gear better than the single bearing of known prior arrangements, because the gear is supported at two "points" rather than one and is therefore less able to cock relative to the propeller shaft. Second, the two bearings permit the bearing load capacity to be increased without the problem of roller skewing that might occur with a single bearing of similar load capacity and axial length.
Another principal feature of the invention is the provision of an arrangement as described above wherein the bearings have unequal lengths. This permits the use of an infinite number of combinations of bearing sizes for any required overall length. (If the bearings have equal lengths, only one bearing size can be used for any required overall length.) This also permits the use of a longer bearing closest to the gear teeth, where the greater load is supported.
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1 32 1 ~27 Another principal feature of the invention is the provision of an arrangement as described above wherein the bearing closest to the gear teeth has a greater radial thickness. This arrangement also provides greater support for the gear where it is most needed, i.e., near the gear teeth.
Another principal feature of the invention is the provision of an arrangement as described above wherein the bearings are substantially identical, i.e., have equal lengths and eQual radial thicknesses. This provides at least two advantages. First, a person assembling the reversing transmission cannot arrange the bearings improperly by putting the smaller bearing closest to the gear teeth. Second, the manufacturer of the reversing transmission can stock a single bearing size, rather than two bearing sizes.
Other features and advantages of the invention will become apparent to those skilled in the art upon review of the following detailed description, claims and drawings.
Description of the Drawings Figure 1 is a side elevational view of a marine propulsion device embodying the invention and including a gearcase.
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Figure 2 is an enlarged, partial, sectional view of the gearcase.
Figure 3 is a partial view which is similar to Fig. 2 and which illustrates an alternative embodiment of the invention.
Before one embodiment of the invention is explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangements of components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced or being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be re~arded as limiting.
Description of the Preferred Embodiment A marine propulsion device 10 embodying the invention is illustrated in the drawings. While the illustrated marine propulsion device 10 is an - ~~ 20 outboard motor, it should be understood that the invention is also applicable to other types of marine propulsion devices, such as stern drive units.
The marine propulsion device 10 comprises a mounting assembly 12. While various suitable mounting assemblies can be employed, in the ~, ,.. '' , . , :
preferred embodiment, the mounting assembly 12 includes a transom bracket 14 fixedly mounted on the transom 16 of a boat 18. The mounting assembly 12 also includes a swivel bracket 20 mounted on the transom bracket 14 for pivotal movement relative thereto about a generally horizontal tilt axis 22.
The marine propulsion device 10 also comprises a propulsion unit 24 mounted on the swivel bracket 20 for pivotal movement relative thereto about a generally vertical steering axis 26. The propulsion unit 24 includes a lower unit 28 comprising a gearcase 30, a propeller shaft 32 supported by the gearcase 30 for rotation about an axis 34, and a propeller 36 mounted on the propeller shaft 32 for rotation therewith. The propulsion unit 24 also includes an engine 38 mounted on the lower unit 28, and a drive shaft 40 including an upper end driven by the engine 38 and a lower end having thereon a bevel gear 42.
The propulsion unit 24 also includes a reversing transmission 44 for connecting the bevel gear 42 to the propeller shaft 32. The reverslng transmission 44 includes forward and rearward bevel gears 46 and 48, respectively, mounted in spaced relation axially of the propeller shaft 32 and for rotation coaxially with and independently of the propeller shaft 32. The bevel gears 46 and 48 include respective sleeve-like hubs 50 and 52 . ' ~
1 32 1 ~27 surrounding the propeller shaft 32. Each of the hubs 50 and 52 includes a first or inner end supporting a plurality of teeth which are in meshing engagement with the bevel gear 42, and each of the hubs 50 and 52 also includes a second or outer end opposite the first end.
The reversing transmission 44 also includes radial bearing means 54 located between the hub 52 and the gearcase 30 and supporting the hub 52 for rotation about the axis 34. The reversing transmission 44 also includes a thrust bearing 56 located between the rearward bevel gear 48 and the gearcase 30.
The reversing transmission 44 also includes first and second or forward and rearward a~ially adjacent, radial, anti-friction bearings 58 and 60, respectively, located between the hub 50 and the gearcase 30 and supporting the hub 50 for rotation about the axis 34. While the illustrated bearings 58 and 60 are roller bearings, it should be understood that other types of anti-friction bearings, such as ball bearings or tapered roller bearings, can be employed. The forward bearing 58 is located adjacent the forward or outer end of the hub S0, and the rearward bearing 60 is located adjacent the inner or rearward end of the hub S0. In the preferred embodiment, the bearings 58 and 60 do not have the same length. Furthermore, in the preferred embodiment, the forward bearing 58 has a first length in the direction of the axis 34, and the rearward bearing 60 has a second length in the direction of the axis, the second length being greater than the first length. It is desirable to have the rearward bearinq 60 be the longer bearing because, since the teeth of the forward bevel gear 46 are supported by the rearward end of the hub 50, the rearward bearing 60 must support a greater load than the forward bearing 58.
In the preferred embodiment, the roller bearings 58 and 60 provide only radial support for the hub 50, and the reversing transmission 44 also includes a thrust bearing 62 located between the gearcase 30 and the forward bevel gear 46 and providing axial support for the forward bevel gear 46.
The reversing transmission 44 also includes a roller bearing 63 located between the forward bevel gear 46 and the propeller shaft 32.
The bearing 63 supports the propeller shaft 32 for rotation about the axis 44 under certain drive conditions (explained below). In alternative embodiments (not shown), the roller bearing 63 can be replaced by a bushing. ~ecause the propeller shaft 32 is supported by bearings (not shown) located rearwardly of the rearward bevel gear 48, the reversing transmission 44 does not include a bearing or bushing between the rearward gear 48 and the propeller shaft 32.
The reversing transmission 44 also includes a clutch dog 64 which is carried on the propeller shaft 32 intermediate the bevel gears 46 and 48 for common rotation with the propeller shaft 32, and for movement axially of the propeller shaft 32 between a central or neutral position (shown in Figure 2) wherein the clutch dog 6~ is out of engagement with the bevel gears 46 and 48, a forward drive position (not shown) wherein the clutch dog 64 is in driven rotary engagement with drive lugs on the forward bevel gear 46, and a rearward drive position (not shown) wherein the clutch dog 64 is in driven rotary engagement with drive lugs on the rearward bevel gear 48.
The reversing transmission also includes a shift actuator 66 which is housed in an axial bore 67 in the propeller shaft 32, which is moveable axially of the propeller shaft 32 and which is connected to the clutch dog 64 for moving the clutch dog 64 between the forward drive, neutral, and rearward drive positions. In the illustrated construction, the actuator 66 is connected to the clutch dog 64 by a transverse pin 68 which extends through diametrically opposed, elongated slots 70 in the propeller shaft 32. The reversing transmission 44 also includes a conventional shift linkage 72 connected to the forward end of the shift actuator 66 for moving the shift actuator 66 axially of the propeller shaft 32. For an example of a suitable shift linkage, see U.S. Patent No. 3,919,964.
When the clutch dog 64 is in the neutral position, the propeller shaft 32 is out of engagement with both bevel gears 46 and 48, and the propeller shaft 32 is rotatably supported by the roller bearing 63 and by the bearings (not shown) behind the rearward bevel gear 48. When the clutch dog 64 is in the forward drive position, the propeller shaft 32 is in driven engagement with the forward bevel gear 46, and the propeller shaft 32 is rotatably supported by the bearings 58 and 60 (which support the forward bevel gear 46) and by the bearings (not shown) behind the rearward bevel gear 48. When the clutch dog 64 is in the rearward drive position, the propeller shaft 32 is in driven engagement with the rearward bevel gear 48, and the propeller shaft 32 is rotatably supported by the bearing 63 and by the bearings (not shown) behind the rearward bevel gear 48.
An alternative embodiment of the invention is illustrated in Figure 3. Except as described below, the alternative embodiment is identical to the preferred embodiment, and common elements have been given the same reference numerals.
In the alternative embodiment, the bearings 58 and 60 have equal lengths, and the rearward bearing 60 is larger than the forward bearing 58, i.e., has a greater radial thickness than the forward bearing 58. While a greater radial thickness can be achieved either with a smaller inner diameter or a larger outer diameter, or both, in the illustrated construction, the rearward bearing 60 has a larger outer diameter than the forward bearing 58.
The larger size of tne rearward bearing 60 permits it to support a greater load.
In a second alternative embodiment (not shown), the bearings S8 and 60 are substantially identical, i.e., have equal lengths and equal radial thickness.
In initial testing, the use of two radial bearings to support the bevel gear hub 50 was found to significantly improve clutch dog and forward bevel gear drive lug life, to significantly reduce the propeller thrust required to square up the forward bevel gear 46, and to significantly improve alignment of the forward bevel gear 46.
Various features of the invention are set forth in the following claims.
DEVICE REVERSING TRANSMISSION
Backqround of the Invention The invention relates to reversing transmissions for marine propulsion devices, and, more particularly, to bearing arrangements for such reversing transmissions.
A typical marine propulsion device reversing transmission includes forward and rearward bevel gears which are in meshing engagement with a third bevel gear driven by the engine, which are coaxial with the propeller shaft, and which are selectively and alternatively drivingly connectable to the propeller shaft. The hub of each of the forward and rearward bevel gears is rotatably supported by a bearing, such as a roller bearing, located between the hub and the gearcase. See, for example, U.S. Hagen Patent No.
3,919,964, which issued November 18, 1975.
The longevity of a reversing transmission depends primarily upon how well the gears are aligned and how well the gears are "squared up" relative to the gearcase. Hub bearings are traditionally designed to best support or square the gears under all possible loads. Sometimes, under certain load conditions, the gears are not properly squared. This can cause premature failure of the reversing transmission.
~/~
: . .
Attention is also directed to the following U.S. Patents:
Armantrout 3,182,629 May 11, 1965 Shi~anckas 3,216,392 No~. 9, 1985 Alexander, Jr. 3,399,647 Sept. 3, 1968 Strang 3,556,040 Jan. 19, 1971 Blount 3,584,593 June 15, 1971 Langley 3,589,204 June 29, 1971 Shimanckas 3,818,855 June 25, 1974 Nossiter 3,826,219 July 30, 1974 McCormick 4,530,667 July 30, 1985 Taguchi 4,637,802 Jan. 20, 1987 Harada 4,689,027 Aug. 25, 1987 SummarY of the Invention The invention provides a marine propulsion device comprising a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a forwardly located gear including a hub which is of constant diameter and which is coaxial with the propeller shaft, first and second axially adjacent elongated roller bearings located between the hub and the gearcase and supporting the hub for rotation about the axis, each of which first and second bearings has opposite ends in bearing engagement between said gearcase and said hub, and means for drivingly connecting the bevel gear to the propeller shaft.
In one embodiment, the first bearing has a first length in the direction of the axis, and the second bearing has a second length in the direction of the axis, the second length being greater than the first length.
...
,. .
-In one embodiment, the hub has an end supporting a plurality of gear teeth, and the second bearing is located adjacent the end.
In one embodiment, the bearings provide only radial support for the hub.
In one embodiment, the bearings are anti-friction bearings.
In one embodiment, the first and second bearings have substantially equal lengths in the direction of the axis.
In one embodiment, the second bearing is larger than the first bearing.
In one embodiment, the hub has an end supporting a plurality of gear teeth, and the second bearing is located adjacent the end.
The invention also provides a marine propulsion device comprising a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a forwardly located bevel gear including a first hub which is of constant diameter and which is coaxial with the propeller shaftl first and second axially ad~acent bearings located between the first hub and the gearcase and supporting the forward bevel gear for rotation about the axis, each of which first and second bearings has opposite ends in bearing engagement between the gearcase and the hub, a rearwardly located bevel gear 'tf~
, ~ ' .'1` .
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-~ 1 32 1 927 including a second hub which is of constant diameter and which is coaxial with the propeller shaft, bearing means located between the second hub and the gearcase and supporting the rearward bevel gear for rotation about the axis, and means for selectively and alternatively drivingly connecting the forward and rearward bevel gears to the propeller shaft.
The invention also provides a marine propulsion device comprising an engine, a gearcase, a propeller shaft supported by the gearcase for rotation about an axis and adapted to support a propeller, a forwardly located bevel gear including a first hub which is of constant diameter and which is coaxial with the propeller shaft, first and second axially adjacent bearings located between the first hub and the gearcase and supporting the forward bevel gear for rotation about the axis, the first bearing having a first length in the direction of the axis, and the second bearing having a second length in the direction of the axis, the second length being greater than the first length, each of the first and second bearings having opposite ends in bearing engagement between the g0arcase and the hub, a rearwardly located bevel gear including a second hub coaxial with the propeller shaft, bearing means located between the second hub and the gearcase and supporting the rearward bevel gear for rotation about the axis, a third bevel gear drivingly engaging both of the forward and rearward bevel gears, a drive shaft drivingly connecting the engine to the third bevel gear, and means for selectively and alternatively drivingly connecting the forward and rearward bevel gears to the propeller shaft.
A principal feature of the invention is the provision of a reversing transmission wherein the hub of the forward bevel gear is supported by a pair of axially adjacent roller bearings. This arrangement has at least two advantages. First, the two bearings square the gear better than the single bearing of known prior arrangements, because the gear is supported at two "points" rather than one and is therefore less able to cock relative to the propeller shaft. Second, the two bearings permit the bearing load capacity to be increased without the problem of roller skewing that might occur with a single bearing of similar load capacity and axial length.
Another principal feature of the invention is the provision of an arrangement as described above wherein the bearings have unequal lengths. This permits the use of an infinite number of combinations of bearing sizes for any required overall length. (If the bearings have equal lengths, only one bearing size can be used for any required overall length.) This also permits the use of a longer bearing closest to the gear teeth, where the greater load is supported.
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, ' ' : ~`
1 32 1 ~27 Another principal feature of the invention is the provision of an arrangement as described above wherein the bearing closest to the gear teeth has a greater radial thickness. This arrangement also provides greater support for the gear where it is most needed, i.e., near the gear teeth.
Another principal feature of the invention is the provision of an arrangement as described above wherein the bearings are substantially identical, i.e., have equal lengths and eQual radial thicknesses. This provides at least two advantages. First, a person assembling the reversing transmission cannot arrange the bearings improperly by putting the smaller bearing closest to the gear teeth. Second, the manufacturer of the reversing transmission can stock a single bearing size, rather than two bearing sizes.
Other features and advantages of the invention will become apparent to those skilled in the art upon review of the following detailed description, claims and drawings.
Description of the Drawings Figure 1 is a side elevational view of a marine propulsion device embodying the invention and including a gearcase.
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Figure 2 is an enlarged, partial, sectional view of the gearcase.
Figure 3 is a partial view which is similar to Fig. 2 and which illustrates an alternative embodiment of the invention.
Before one embodiment of the invention is explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangements of components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced or being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be re~arded as limiting.
Description of the Preferred Embodiment A marine propulsion device 10 embodying the invention is illustrated in the drawings. While the illustrated marine propulsion device 10 is an - ~~ 20 outboard motor, it should be understood that the invention is also applicable to other types of marine propulsion devices, such as stern drive units.
The marine propulsion device 10 comprises a mounting assembly 12. While various suitable mounting assemblies can be employed, in the ~, ,.. '' , . , :
preferred embodiment, the mounting assembly 12 includes a transom bracket 14 fixedly mounted on the transom 16 of a boat 18. The mounting assembly 12 also includes a swivel bracket 20 mounted on the transom bracket 14 for pivotal movement relative thereto about a generally horizontal tilt axis 22.
The marine propulsion device 10 also comprises a propulsion unit 24 mounted on the swivel bracket 20 for pivotal movement relative thereto about a generally vertical steering axis 26. The propulsion unit 24 includes a lower unit 28 comprising a gearcase 30, a propeller shaft 32 supported by the gearcase 30 for rotation about an axis 34, and a propeller 36 mounted on the propeller shaft 32 for rotation therewith. The propulsion unit 24 also includes an engine 38 mounted on the lower unit 28, and a drive shaft 40 including an upper end driven by the engine 38 and a lower end having thereon a bevel gear 42.
The propulsion unit 24 also includes a reversing transmission 44 for connecting the bevel gear 42 to the propeller shaft 32. The reverslng transmission 44 includes forward and rearward bevel gears 46 and 48, respectively, mounted in spaced relation axially of the propeller shaft 32 and for rotation coaxially with and independently of the propeller shaft 32. The bevel gears 46 and 48 include respective sleeve-like hubs 50 and 52 . ' ~
1 32 1 ~27 surrounding the propeller shaft 32. Each of the hubs 50 and 52 includes a first or inner end supporting a plurality of teeth which are in meshing engagement with the bevel gear 42, and each of the hubs 50 and 52 also includes a second or outer end opposite the first end.
The reversing transmission 44 also includes radial bearing means 54 located between the hub 52 and the gearcase 30 and supporting the hub 52 for rotation about the axis 34. The reversing transmission 44 also includes a thrust bearing 56 located between the rearward bevel gear 48 and the gearcase 30.
The reversing transmission 44 also includes first and second or forward and rearward a~ially adjacent, radial, anti-friction bearings 58 and 60, respectively, located between the hub 50 and the gearcase 30 and supporting the hub 50 for rotation about the axis 34. While the illustrated bearings 58 and 60 are roller bearings, it should be understood that other types of anti-friction bearings, such as ball bearings or tapered roller bearings, can be employed. The forward bearing 58 is located adjacent the forward or outer end of the hub S0, and the rearward bearing 60 is located adjacent the inner or rearward end of the hub S0. In the preferred embodiment, the bearings 58 and 60 do not have the same length. Furthermore, in the preferred embodiment, the forward bearing 58 has a first length in the direction of the axis 34, and the rearward bearing 60 has a second length in the direction of the axis, the second length being greater than the first length. It is desirable to have the rearward bearinq 60 be the longer bearing because, since the teeth of the forward bevel gear 46 are supported by the rearward end of the hub 50, the rearward bearing 60 must support a greater load than the forward bearing 58.
In the preferred embodiment, the roller bearings 58 and 60 provide only radial support for the hub 50, and the reversing transmission 44 also includes a thrust bearing 62 located between the gearcase 30 and the forward bevel gear 46 and providing axial support for the forward bevel gear 46.
The reversing transmission 44 also includes a roller bearing 63 located between the forward bevel gear 46 and the propeller shaft 32.
The bearing 63 supports the propeller shaft 32 for rotation about the axis 44 under certain drive conditions (explained below). In alternative embodiments (not shown), the roller bearing 63 can be replaced by a bushing. ~ecause the propeller shaft 32 is supported by bearings (not shown) located rearwardly of the rearward bevel gear 48, the reversing transmission 44 does not include a bearing or bushing between the rearward gear 48 and the propeller shaft 32.
The reversing transmission 44 also includes a clutch dog 64 which is carried on the propeller shaft 32 intermediate the bevel gears 46 and 48 for common rotation with the propeller shaft 32, and for movement axially of the propeller shaft 32 between a central or neutral position (shown in Figure 2) wherein the clutch dog 6~ is out of engagement with the bevel gears 46 and 48, a forward drive position (not shown) wherein the clutch dog 64 is in driven rotary engagement with drive lugs on the forward bevel gear 46, and a rearward drive position (not shown) wherein the clutch dog 64 is in driven rotary engagement with drive lugs on the rearward bevel gear 48.
The reversing transmission also includes a shift actuator 66 which is housed in an axial bore 67 in the propeller shaft 32, which is moveable axially of the propeller shaft 32 and which is connected to the clutch dog 64 for moving the clutch dog 64 between the forward drive, neutral, and rearward drive positions. In the illustrated construction, the actuator 66 is connected to the clutch dog 64 by a transverse pin 68 which extends through diametrically opposed, elongated slots 70 in the propeller shaft 32. The reversing transmission 44 also includes a conventional shift linkage 72 connected to the forward end of the shift actuator 66 for moving the shift actuator 66 axially of the propeller shaft 32. For an example of a suitable shift linkage, see U.S. Patent No. 3,919,964.
When the clutch dog 64 is in the neutral position, the propeller shaft 32 is out of engagement with both bevel gears 46 and 48, and the propeller shaft 32 is rotatably supported by the roller bearing 63 and by the bearings (not shown) behind the rearward bevel gear 48. When the clutch dog 64 is in the forward drive position, the propeller shaft 32 is in driven engagement with the forward bevel gear 46, and the propeller shaft 32 is rotatably supported by the bearings 58 and 60 (which support the forward bevel gear 46) and by the bearings (not shown) behind the rearward bevel gear 48. When the clutch dog 64 is in the rearward drive position, the propeller shaft 32 is in driven engagement with the rearward bevel gear 48, and the propeller shaft 32 is rotatably supported by the bearing 63 and by the bearings (not shown) behind the rearward bevel gear 48.
An alternative embodiment of the invention is illustrated in Figure 3. Except as described below, the alternative embodiment is identical to the preferred embodiment, and common elements have been given the same reference numerals.
In the alternative embodiment, the bearings 58 and 60 have equal lengths, and the rearward bearing 60 is larger than the forward bearing 58, i.e., has a greater radial thickness than the forward bearing 58. While a greater radial thickness can be achieved either with a smaller inner diameter or a larger outer diameter, or both, in the illustrated construction, the rearward bearing 60 has a larger outer diameter than the forward bearing 58.
The larger size of tne rearward bearing 60 permits it to support a greater load.
In a second alternative embodiment (not shown), the bearings S8 and 60 are substantially identical, i.e., have equal lengths and equal radial thickness.
In initial testing, the use of two radial bearings to support the bevel gear hub 50 was found to significantly improve clutch dog and forward bevel gear drive lug life, to significantly reduce the propeller thrust required to square up the forward bevel gear 46, and to significantly improve alignment of the forward bevel gear 46.
Various features of the invention are set forth in the following claims.
Claims (25)
1. A marine propulsion device comprising a gearcase, a propeller shaft supported by said gearcase for rotation about an axis and adapted to support a propeller, a forwardly located gear including a hub which is of constant diameter and which is coaxial with said propeller shaft, first and second axially adjacent elongated roller bearings located between said hub and said gearcase and supporting said hub for rotation about said axis, each of said first and second bearings having opposite ends in bearing engagement between said gearcase and said hub, and means for drivingly connecting said bevel gear to said propeller shaft.
2. A marine propulsion device as set forth in claim 1 and further comprising an engine, and means for drivingly connecting said engine to said gear.
3. A marine propulsion device as set forth in claim 1 wherein said first bearing has a first length in the direction of said axis, and wherein said second bearing has a second length in the direction of said axis, said second length being greater than said first length.
4. A marine propulsion device as set forth in claim 3 wherein said hub has an end supporting a plurality of gear teeth, and wherein said second bearing is located adjacent said end.
5. A marine propulsion device as set forth in claim 1 wherein said bearings provide only radial support for said hub.
6. A marine propulsion device as set forth in claim 5 wherein said bearings are anti-friction bearings.
7. A marine propulsion device as set forth in claim 1 wherein said first and second bearings have substantially equal lengths in the direction of said axis.
8. A marine propulsion device as set forth in claim 1 wherein said second bearing is larger than said first bearing.
9. A marine propulsion device as set forth in claim 8 wherein said hub has an end supporting a plurality of gear teeth, and wherein said second bearing is located adjacent said end.
10. A marine propulsion device comprising a gearcase, a propeller shaft supported by said gearcase for rotation about an axis and adapted to support a propeller, a forwardly located bevel gear including a first hub which is of constant diameter and which is coaxial with said propeller shaft, first and second axially adjacent bearings located between said first hub and said gearcase and supporting said forward bevel gear for rotation about said axis, each of said first and second bearings having opposite ends in bearing engagement between said gearcase and said hub, a rearwardly located bevel gear including a second hub which is of constant diameter and which is coaxial with said propeller shaft, bearing means located between said second hub and said gearcase and supporting said rearward bevel gear for rotation about said axis, and means for selectively and alternatively drivingly connecting said forward and rearward bevel gears to said propeller shaft.
11. A marine propulsion device as set forth in claim 10 and further comprising an engine, and means for drivingly connecting said engine to said bevel gears.
12. A marine propulsion device as set forth in claim 10 wherein said first bearing has a first length in the direction of said axis, and wherein said second bearing has a second length in the direction of said axis, said second length being greater than said first length.
13. A marine propulsion device as set forth in claim 12 wherein said first bearing is located forwardly of said second bearing.
14. A marine propulsion device as set forth in claim 12 wherein said first hub has an inner end supporting a plurality of gear teeth, and wherein said second bearing is located adjacent said inner end.
15. A marine propulsion device as set forth in claim 10 wherein said first and second bearings provide only radial support for said first hub.
16. A marine propulsion device as set forth in claim 15 wherein said first and second bearings are anti-friction bearings.
17. A marine propulsion device as set forth in claim 10 wherein said first and second bearings have equal lengths in the direction of said axis.
18. A marine propulsion device as set forth in claim 10 wherein said second bearing is larger than said first bearing.
19. A marine propulsion device as set forth in claim 18 wherein said first bearing is located forwardly of said second bearing.
20. A marine propulsion device as set forth in claim 18 wherein said first hub has an inner end supporting a plurality of gear teeth, and wherein said second bearing is located adjacent said inner end.
21. A marine propulsion device comprising an engine, a gearcase, a propeller shaft supported by said gearcase for rotation about an axis and adapted to support a propeller, a forwardly located bevel gear including a first hub which is of constant diameter and which is coaxial with said propeller shaft, first and second axially adjacent bearings located between said first hub and said gearcase and supporting said forward bevel gear for rotation about said axis, said first bearing having a first length in the direction of said axis, and said second bearing having a second length in the direction of said axis, said second length being greater than said first length, each of said first and second bearings having opposite ends in bearing engagement between said gearcase and said hub, a rearwardly located bevel gear including a second hub coaxial with said propeller shaft, bearing means located between said second hub and said gearcase and supporting said rearward bevel gear for rotation about said axis, a third bevel gear drivingly engaging both of said forward and rearward bevel gears, a drive shaft drivingly connecting said engine to said third bevel gear, and means for selectively and alternatively drivingly connecting said forward and rearward bevel gears to said propeller shaft.
22. A marine propulsion device as set forth in claim 21 wherein said bearings provide only radial support for said hub.
23. A marine propulsion device as set forth in claim 22 wherein said bearings are anti-friction bearings.
24. A marine propulsion device as set forth in Claim 21 wherein said first bearing is located forwardly of said second bearing.
25. A marine propulsion device as set forth in claim 21 wherein said first hub has an inner end supporting a plurality of gear teeth, and wherein said second bearing is located adjacent said inner end.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US18429488A | 1988-04-21 | 1988-04-21 | |
| US184,294 | 1988-04-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1321927C true CA1321927C (en) | 1993-09-07 |
Family
ID=22676336
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000595151A Expired - Fee Related CA1321927C (en) | 1988-04-21 | 1989-03-30 | Bearing arrangement for marine propulsion device reversing transmission |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPH01311995A (en) |
| CA (1) | CA1321927C (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4689505B2 (en) * | 2006-03-15 | 2011-05-25 | ナブテスコ株式会社 | Decelerator |
| JP5899627B2 (en) * | 2011-02-24 | 2016-04-06 | スズキ株式会社 | Outboard motor power transmission |
-
1989
- 1989-03-30 CA CA000595151A patent/CA1321927C/en not_active Expired - Fee Related
- 1989-04-21 JP JP1103290A patent/JPH01311995A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01311995A (en) | 1989-12-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |