US2089366A

US2089366A - Outboard motor

Info

Publication number: US2089366A
Application number: US50353A
Authority: US
Inventors: Hansen Thor
Original assignee: Individual
Current assignee: Individual
Priority date: 1935-11-18
Filing date: 1935-11-18
Publication date: 1937-08-10
Anticipated expiration: 1954-08-10

Description

c Aug. 1o, 1937. T. HANSEN 2,089,366

oUTBoARD MOTOR Filed Nov. 18, 1955 l 5 sheets-sheet 1 ...m-T I .ms s /37 7 di fmmmlm j vf I J6) 57 yT/UF Hw g SNS Sti Aug. 1o, 1937. T. HANSEN 2,089,366

OUTBOARD MOTOR Filed Nov. 1s, 1955 5 sheets-sheet 2 O 7,/ Z. j# A 7j 60 35 Il; gf l lIIIII Q0 /57 57/ 5/ yAug. 10, 19.37. 11 HANSEN 2,089,366

vOUTBOARD MOTOR Filed Nov. 18, 1935 5 Sheets-Sheet 3 .7720!" Hamm-2' Agg. 10, `1937. T. HANSEN 2,089,366

oUTBoAR'D MOTOR Filed NOV. 18. 1935 5 Sheets-Sheet 5 l@ @am case l0 opposite the cylinder' 9 and has a fuel feed line 34 connecting it with the gas tank.

'I'he engine is of the two-cycle type drawing 'the fuel charge into the crank case upon the upstrcke of the piston and exhausting the spent charge through an exhaust port 35 opening to the same side of the cylinder at which the water jacket outlet 21 is located. Secured to this side of the cylinde which is machined as shown in Figure 7, is an exhaust manifold 36. The err--v haust manifold comprises a casting 31'- having an upper portion 38 arranged to be bolted to the side of the cylinder with a cored opening t5 inl register with vthe exhaust port 85 and another cored opening l0 in register with the outlet port 21 from the water jacket.

Beneath its upper end portion 35, the manifold casting is directed inwardly at an angle so as to dispose its lower end portion underneath the cylinder and substantially in line with the lnlet port leading to the water jacket. The cored opening lli, which registers'with the outlet port of the water jacket, communicates with a cored passage extending down past the cored opening BS'into the lower tubular portion of the manifold casting so thatl water entering the cored opening duv cannot enter the cylinder through the exhaust port.

The lower end of the casting 3l has a tube or exhaust, pipe tl fixed thereto which extends straight down beneath the cylinder and directly to the rear and parallel to the torque tube 'l to have its lower discharge end' beneath the water line when the motor is in use. Within the tube tl, whichconducts both the exhaust gasesA and the 'exhaust water iromthe water jacket-down beneath the water line, is a feed water pipe t2.

pipe extends up through the entire length ci i the exhaust pipe @l and has its upper end at- 40 tached to the. inlet port 26 and its lower end connected with a water pump 33 located between the propeller shaft housing and a screw propellerll xed to the .propeller shaft. Hence.` water will be pumped up through the leed pipev r i2 into the water jacket to circulate through the water jacket or the cylinder to the exhaust meni= fold.'

The propeller shaft is journalled in :en pgs et;

and de mounted in the housing 2i and hired to the opropeller shaft between these two bearings is a propeliershaft housing. In the present invention, unlike past im motors, the propeller shaft housi ,comprises 6o are formed with cavitiesl, which together .forni bevel gear dl.. The bevel gear @l meshes with a pinion t@ nxed to the lower end of the drive sh 2d, which lower end portion oi' the drive shaft is journalled in a bearing t@ also mounted in the two complementary sections in the form of steel stampings 58 (see Figure 5). ese sections be a chamber in which 'the meshingbevel gears di and t8 are located.l Communicating with the cavity 5I of each section arev semi-cylindrical channels or. depressions 52 and b3. With the seco5 'tions secured together, these semi-cylindrical channels form axially aligned' bores for the reception of the bearings et and 48, respectively. The dimensions of the chanels are such that when` the two plate-like sections II are clamped to- 70 gether with a gasket 54 therebetween, the hear-I Y .75 held against endwise displacement. The bearing peller shaft and in which the'drive shaft and torque tube are disposed. semis-cylindrical channel t8 has an outer portion of a diameter to snugly grip the torque tube when the housing sections E0 are secured together and isabruptly reduced in diameter near its lower end to provide a shoulder against which the bearing 49 seats, the

bearing E9 being in the form of a bushing slipped into the lower end of the torque tube with a ange on the extreme lower end thereof, the voutside diameter o which is equal to that of the torque tube. l

The marginal edge portions of the housing sections provide ilanges between which the gasket 'one end abutting the race of the bevel et is clamped upon securement of the sections together by bolts b1, and it is to be observed that these flanges are of such size and so shaped as to provide a downwardly extending fin .58 for the protection of the propeller screw and to also serve as a rudder. Y

Upon assembly of the propeller/shaft and drive shaft with the torque' tube in 'one-half of thev housing 2i and theV securement of the other half thereto, these parts arepermanently and quickly secured inassembled relationship, and while the clamping action oi the housing sections onto the torque tube serves to lock the torque tube to the housing, relative movement oi these parts may be positively precluded by a cap screw '5,9 threaded in one section b@ and entering a hole in the torque tube.

Obviously, the chanilierv formed by the cavities di in which the nueshii'ii.;llr bevel gears are located may be packed with a suitable lubricant at'the time of assembly and additional lubricantmay be supplied through the openings in which the cap screw et is secured.

The crank case it, like the propeller shaft housing, comprises' twocomplementary steel stampings @il and el.. The section t@ has a deep cavity G2 formed therein with upwardly and. downwardly extending axially aligned semi-cylindrical channels es and te, respectively, communicating with the deep cavity. bottom oi the cavity t@ h an oblong hole te therethrough and two attaching screws et are secured to the wall ol thecavity at opposite sides of' The hole @t registers with the dis-g- Sl oi' the carburetor is which it.

nuts mounted thereon to clamp the carburetor.

ange to the front of the crank case, as shown;

The crank case section 6l, like the'section 60,

" has adeep cavity S8 formed therein,the bottom of which is open, and also has upwardly and 'downwardly extending axially aligned semi-cylindrical channels I9 and 10, respectively. Welded to the outside of the section 6I over the hole' in its deep cavity is a heavy metal ring li provided with tapped holes 'I2 to receive cap screws byY whichl the cylinder casting is attached to the crank case. The anges 'I3 on the crank case sections BI and Il have aligned holes for the recepilQil 0f bolts i5 by which the two sections `:31u75- clamped together with a gasket ib interposed therebetween.

When the two crank case sections are secured together, the semi-cylindrical channels 63 and t9 coact to form a bore for the reception oi a bearing structure lt. in which the upper end it of the crank shaft is journalled. It is to be observed that the bearing structure l@ has a ange il at its lower lend which engages the shoulder at the junctureof the channels G3 and es with their respective deep portions d2 and t@ so that the bearing structure is positively held against outward endwise movement. The lower end of the bearing structure bears against the disc is and thus serves to hold the ycrank -shaitagainst upward endwise movement.

The channels tl and ill of the crank case sections o@ and Si, respectively, embrace and snugly grip the upper end of the torque tube t; Fixed in the upper end of the torque tube is a bearing bushing 'l in which the lower end il of the crank shaft is journalled. Thebearingxbushing lo, like the bearing structure it, is provided with a ilange it to engage the shoulder at the juno ture of the channels tl and l@ with their adjacent deep portions, and the upper end of the bushing also engages the disc it. Consequently, when these parts are assembled with the crank case sections and the sections clamped together, the entire structure will be held against relative endwise motion and will be maintained properly assembled.

The lower extremity i3d of the crank shaft and the upper end Si of the drive shaft are square, and telescoped over these square ends is a coupling S2 through which the crank shaft and the drive shaft are connected. il sleeve titl, preferably en- .circles the collar d, although this it not essential.'

As in the case of the propellershaft housing, the securement of the crank case sections togather grips the torque tube and securely connects these two parts. However, tovpositively preclude the possibility of relative shifting between the torque tube and the crank case, a cap screw lill is threaded in thecrank case section di and enters aligned holes in the torque tube and the sleeve d3. A similar cap screw @i5 may provided to positively lock the bearing structure ld against relative motion with respect to the crank case.

The'mounting bracket t3 includes a sleeve 86 in which the torque tube l is journalled. The sleeve @t forms part of a casting having spaced parallel arms di attached 'to the sleeve at opposite sides thereof and extending upwardly and forwardly to be pivotally connected to a frame dit by means of a bolt dd.' The frame d@ is of any suitable construction and is designedto be clamped to a support which is generally the rear of a boat, a clamping screw @t being provided for this` purpose.

The weight of, the motor is supported on the sleeve te by having the lower end of the crank case, specifically the lower ends ci the channels tt and 'id which form integral parte of the crank case, engaging and resting on the upper end of the sleeve, and to prevent sliding oi' the torque tube in the sleeve, a collar Si is secured to the tube beneath the` sleeve. In this manner, the entire motor is conveniently supported from the Vmounting bracket in a manner permitting turning about the axis ofthe torque tube for the purpose oi steering. To facilitate such turning of the motor in its mounting bracket, a handle i! is secured'to the crank case preferably by two of the bolts N. Y

`Itis to be observed that the carburetor is mounted on the front of the motor where it is readily accessible, and that its discharge port opens directly into the crank case.

The carburetor itself is of novel construction. As best shown in Figures 9 and 10, the carburetor comprises a housing 93 having an open air inlet port stl and a mixing chamber 95 with a valve seat `do interposed between the air inlet port 94 and the mixing chamber. The discharge port 6l communicates with the mixing chamber and conducts the combustible mixture directly into the crankcase of the engine.

Opening to the valve seat is a liquid fuel orifice il? to which liquid fuel is conducted by the feed line till, a needle valve Qt being provided to con-` threaded therein. A spring ltd conned betweenthe top of the valve 99 and the cap m3 yieldingly urges the valve 99 closed shutting od the supplyl of air and liquid fuel to the engine. The spring itltl is of such strength that upon the development oi engine suction' in the mixing chamber, the valve will be lifted to allow air and fuel to enter the mixing chamber and from there to be drawn into the crank case. 'Ihe lift of 'the Valve is proportional to the degree of engine suction. In this manner, an exceedingly simple carburetor is provided in which the only moving part is the Valve lifted in response to engine suction.

From the foregoing description taken in connection with the accompanying drawings, it will be readily apparent to those skilled in the art to which this invention appertains, that this invention provides an outboard motor of simple and sturdy construction with many advantages over past outboard motors of the same class.

What I claim as my invention is:

l. in an outboard motor including a crank shaft, a propeller shaft, and a drive shaft for connecting the crank shaft and the propeller shaft, a torque tube enclosing the drive shaft, a. propeller shaft housing, and a crank oase, said propeller shaft housing andcrank case each comprising complementary sections adapted to be clamped together, and said sections of the propeller shaft housing and the crank cese being clamped to the torque tube by the same clamping actlonthat secures the sections together whereby said torque tube permanently joins the propeller shaft housing and the crank case.

2. in an outboard motor including a. crank shaft, a propeller shaft, a drive shaft for connecting the crank shaft and the propeller shaft, a torque tube enclosing the drive shaft, a. crank cave and a propeller shaft housing. said crank case and propeller shaft housing both being of split construction and each comprising two complementary sections adapted to be connected together on a plane coinciding with the axis of the drive shaft, and both the crank case and propeller shaft housing having portions adapted to embrace andv grip the torque tube upon securement of their sections together whereby assembly of said units also secures them to the torque tube.

3. In an outboard motor including a crank shaft, a propeller shaft, a drive shaft for connecting the crank shait and the propeller shaft, a

the propeller shaft housing and-enclosing the drive shaft and one end portion of the crank shaft, .a bearing carried. by the torque tube in which said end of the crank shaft is `iournalled, and a crank case enclosing the crank shaft and having a portion embracing the adjacent end portion of the torque tube.

4. In an outboardv motor including a crank shaft, apropeller shaft, a drive shaft for connecting the crank shaft and the propeller shaft,` a

propeller shaft housing, a torque tube attached to vthe propeller shaft housing and enclosing the drive .shaft and one end portion of the crank shaft, a bearing carried by the torque tube in which said end of the crank shaft is journalled,

and a crank case enclosing the crank shaft and having a portion embracing the adjacent end portion of the torque tube, said crank case compris` ing .complementary sections joined on a plane coinciding with the axis of thev crank shaft and torque tube so that upon securement of the complementary sections of the crank case together its portion embracing the torque tubeis clamped yto the torque tube. Y

5. In an outboard motor including a crank shaft, a propeller shaft and a drive shaft for connecting the crank shaft and the propeller shaft, a crank case comprising two complementary sectionsjolned on a plane passing longitudinallyv lthrough the axis of the crank shaft and drive shaft, each of said crank case sections being formed with a deep cavity for the reception of the crank portion .of the crank shaft and semi-cylindrical channels axially aligned and communicatpropeller shaft housing, a torque tube attached to. ing with the deep cavity for the reception of crank shaft bearings, a crank shaft bearing having a bore in which one end portionl of the crank shaft is .iournalled,l said crank shaft bearing being clamped inthe semi-cylindrical channels of the two sections at one end of the deep cavity, and a torque tube enclosing the drive shaft and clamped in the other semi-cylindrical channels of the crank case sections, said torque tube having a bearing in which the other endportion of the crank shaft is journalled. y

6. In an outboard motor including a crank shaft, a propeller shaft and a drive shaft for connecting the crank shaft and the propeller shaft. a

crank case comprising two complementary sectionsjoined on.a plane passing longitudinally through the axis of the crank shaft'and drive.

shaft, each of said crank case sections being formed, with a deep cavity for the receptionvof the crank portion of the crank shaft and semicylindrical channels axially aligned and communicating with the deep cavity for the reception of crank shaft bearings, a crank shaft bearing having a bore in which one end portion of the crank shaft is vJouinalled, said crank shaft bearing being clamped in the semi-cylindrical channels of the tw'o sections at one end of the deep cavity, a. torque tube enclosing the drive shaft and clamped in the other semi-cylindrical chan` nels of the crank case sections, said torque tube having a bearing in which the other end portion of the crank shaft is Journalled, and means to positively prevent outward endwise movement of the torque tube with respect to the crank case.

' THOR. HANSEN.