US2114633A - Motor boat drive and steering mechanism - Google Patents

Description

MOTOR BOAT DRIVE AND STEERING MECHANISM Q \G-o s Q /f ATTORNEYS.

April 19, 1938. H. o. HEDGES MOT/OR BOAT DRIVE AND STEERING MECHANISM Filed May 1l, 1956 2 Sheets-Sheet 2 www i m, ad@ am liv, Qmv Q 9 O Q f/ .IIQW w ,Nw n hm, ab@ :MN mm Il w 2 Q a. 0 a J. 59W r.| @w E-- ifi-- Inv m, @5f/ w. No

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Patented Apr. 19, 1938 UNITED STATES PATENT? FMQE Harry O. Hedges, Seattle, Wash.

Application May 11,

4 Claims.

'I'his invention relates to improvements in propeller drive and steering mechanism for motor boats, and it has reference more particularly to what are referred to in trade as an inboard-outboard drive, by reason of its having the engine, or motor, located inboard and the propeller and steering mechanism, outboard.

It is the principal object of this invention to provide an improved construction wherein the propelling mechanism is rotatably adjustable, as a unit in either direction for steering and for eifecting reverse propulsion of the boat.

It is also an object of this invention to provide an outboard drive of the above character wherein the driving and steering mechanism is hingedly suspended from the boat for rearward and upward swinging from normal position, thereby to avoid possibility of damage thereto should the mechanism contact a rock, log, or other obstruction during forward propulsion of the boat.

Still another object of the invention is to provide an automatic means for locking the propeller mounting and steering mechanism against the upward hinging movement that would result from the driving force of the propeller when the mechanism was turned in its mounting in either direction to an extent whereby it is eifective for reverse propulsion.

Still another object of the invention is to provide for the automatic release of the propeller driving clutch and also to provide for stopping the engine in the event that the propeller mechanism should strike an obstruction whereby the mechanism would be swung upwardly from normal driving position.

Still further objects reside in the details of construction and in the combination of parts, and in their mode of operation, as will hereinafter be fully described. 40 In accomplishing these, and other objects of the invention, I have provided the improved details of construction, the preferred forms of which are illustrated in the accompanying drawings, wherein- Fig. 1 is a longitudinal, sectional view of an inboard, outboard drive mechanism for motor boats, constructed and applied in accordance with the objects of the present invention.

Fig. la is a sectional detail of the locking device.

Fig. 2 is a sectional detail of a part of the clutch releasing means.

Fig. 3 is a vertical, sectional detail, on line 3--3 in Fig. 4, illustrating parts of the steering 55 gear.

1936, Serial No. 79,064

Fig. 4 is a detail of the driving and steering gearing as seen from the rear; a part oi the housing being broken away for better illustration.

Fig. 5 is a plan view oi the loclLng cam, as mounted on the propeller mechanism.

Fig. 6 is a horizontal section on line 6-5 in Fig. 4 showing parts of the steering gear.

Fig. '7 is a detail of a part of the steering gear connection.

The present construction is of that type designed for various types of motor boats wherein the motor, or engine, is located inside, or inboard, and the propeller and steering mechanism is mounted outboard upon the stern end of the boat.

The present invention contemplates a continuous one way rotation of the propeller wheel, and propulsion of the boat in a reverse direction by a rotary adjustment of the propeller and steering `gear bodily about the vertical axis of support, to an extent whereby the propulsion force is opposite to the norm-a1 direction. It contemplates also that while the steering and propelling mechanism is normally free for an upward hinging movement to avoid damage in the event that it should strike an obstruction while the boat is movingforward, there shall be a normally inactive locking mechanism which will be moved to a position to retain the driving mechanism against this upward swinging action when the direction of propulsion, relative to the boat, is opposite that for normal forward propulsion.

rfhe invention also contemplates that in the event that the propeller mechanism should engage an obstruction While the boat is moving forwardly, with suicient force to swing it upwardly, this will operate outwardly to disengage the driving clutch and also stop the motor.

Referring more in detail to the drawings- Fig. 1 designates the stern end wall of a boat and 2 designates the bottom wall. The present driving and steering mechanism is mounted directly on the stern wall and it comprises a mounting base plate 3 which is fitted flatly against the outside of the stern wall and is secured thereto by the insertion of bolts, as at d, through the corner portions of this casting, and through the stern wall as will be understood best by reference to Fig. 4. On this base plate Ei, which is in the form of a casting, is a forwardly extended bearing portion 5 which projects through an opening provided therefore in the wall l to the inside of the boat. This bearing portion serves as a mounting for certain shafts and gearing through which the driving connection is completed between the engine drive shaft, that is located inboard, and the propeller driving gear, which is outboard.

The propeller is designated at 8 and it will be observed by reference to Fig. 1, that it is mounted by a drive shaft 'i' revolubly supported normally in a horizontal position within a supporting housing 8. This housing comprises a vertical tubular shank or mounting portion 8a and at the lower end is formed with an integral forwardly directed rudder forming portion 8b and a propeller guard iin 8c. The mounting and driving shaft l' of the propeller 8 extends in the plane of the rudder and perpendicular to the axis of the shank 8a.

The tubular shank 8a of the housing 8 is revolubly fitted at its upper end within a supporting bearing I8 which is formed as an integral part of a gear housing il The gear housing is hingedly suspended from the casting 3 by means of a hinge pin i2 which extends horizontally through hinge ears 5a and Ha formed, respectively, on the base member 3 and housing II.

In the normal operation of the boat, the housing H depends atly against the flat, vertical surface of the base casting 3 and the axis of the shank 8a of the propeller mounting housing 8 is vertically disposed, as shown in Fig. 1. Keyed on the propeller mounting shaft 1, within the housing 8, is bevel gear i5 and this is operatively in mesh with a bevel gear i6 which in turn, is fixed upon the lower end of a drive shaft I8. This latter shaft is extended co-axially of the shank 8a and is revolubly supported at upper and lower ends in anti-friction bearings designated respectively at i9 and 20. At its upper end, the shaft I8 is equipped with a bevel driving gear 22 and this is in operative mesh with a bevel gear 28 that is keyed on a drive shaft 24 revolubly supported in the housing Il; this latter shaft being disposed at a right angle to shaft I8 and is rotatably supported by antifriction bearings 25 and 26 located, respectively, at the outer end of the shaft and just rearwardly of the bevel gear 23. The shaft 24 extends at its rearward end from the housing H and at that end is equipped with a driving pinion gear 28 adapted to interlock in driving relation with an internal ring gear 2'! in a manner presently to be described.

By reference particularly to Figs. 1 and 6, it will be observed that there is an external ring gear 30 fixed to the upper end of the tubular shank 8a, coaxially thereof. Operating in mesh with this gear 38 is a smaller gear 3|. This latter gear is fixed upon the lower end of a vertically extending shaft 32 revolubly supported in the housing H, as seen in Fig. 3; there being a supporting bearing 35 carrying the upper end of this shaft, While its lower end is revoluble within a socket 85 formed therefor in the housing. At the upper end of the shaft 32 is a small bevel gear 38 operatively in mesh with a similar gear 39 that is fixed upon a supporting shaft 40 rotatably mounted in a bushing 4| which is fitted within an opening provided therefor in the inner wall of the housing Il. At its innen end, the shaft 48 is equipped with a diametrically extending key 42 adapted to seat within a transverse slot 43, in the end of a short shaft 44 which is mounted rotatably in a bearing 45 in the base plate 3 as observed by reference to Fig. 3. The inner end of the shaft 44 extends inboard beyond the bearing 45 and is equipped with a gear 46 which is in mesh with a gear 41 fixed coaxially upon a cable winding drum 48 about which a steering cable as designated at 49, is wound.

The above described mechanism provides that, with the parts in normal position, as seen in Fig. l, rotation of the drum in opposite directions, under inuence of the steering cable, will cause the shafts 48 and 44 to be rotated accordingly and, through the gears 38 and 3S, the shaft 32 will be rotated. This latter shaft, through the gears 38 and 3i will effect a rotary adjustment of the housing 8 about the axis of the supporting shank 8a, thereby to effect a desired directional application of propulsive forces also a desired adjustment of the rudder to effect the steering.

Referring again to Fig. 1, it will be observed, as a detail, that the mounting shank 8a of housing 8 is provided near its upper end with an encircling channel 50 in which keys 5| are fitted.

These keys are enclosed within a flanged collar 52 which is threaded onto the lower end of the bearing l0, thereby to rotatably supportl the housing 8. It will also be observed that the outer end of the shaft 24 and the bearings 25 are supported in a cap 68 that is threaded or otheri gearing contained in the upper part of this hous- It is apparent that, under the normal forward driving action of the propeller as imparted by the parts as seen in Fig. 1, the housing Il engages atly against the rear face of the plate 3 to effect a solid driving effect. It is apparent also that, should the rudder or propeller mechanism during forward travel of the boat strike an obstruction, it will be free to swing upwardly and rearwardly as to the dotted line position of Fig. l, thus to avoid undue damage. However, in the event that the rudder forming housing 8 should be rotated through more than a predetermined angle from normal forward driving position, there will be the tendency to swing the mechanism in a direction toward the dotted line position of Fig. l. Such upward swinging would not be desirable in the event that rearward propulsion was desired. Therefore, I have provided a means whereby the housing Il is automatically locked against upward hinging during a reverse driving operation.

In Fig. 1, I have shown a locking pin 'IG slidably mounted in a vertical guide 'H formed at the lower end portion of the` plate 8. The lower end of the pin extends from the guide and adjacent the end is equipped with a nut I8 against which a coiled spring i4 acts to normally retain the pin in unlocked position. With the mechanism in normal driving position, the upper end of the pin is alined with a socket 'l5 in the lower face of the casting il. This arrangement of parts provides that should the pin be moved upwardly, its upper end will project into the socket 'I5 and thereby will lock the housing Il against any swinging movement toward inactive position.

For all normal forward propulsion positions of the propeller mechanism the parts are unlocked so as to insure against damage by reason of striking any obstructions, however, in order that the 75.

pin may be moved to locking position after the rudder has turned beyond a certain predetermined angle from normal, I have provided a cam ring 8D which encircles the shank 8U. coaxial thereof and is attached thereto by means of bolts, or the like, B2, as will be understood best by reference to Fig. 3. The top edge surface of the cam, through the greater part of its circumference, lies in a plane perpendicular to the axis of rotation. In the forward position of the cam is a depression 85 of uniform depth which extends through an arc of approximately 80, symmetrically located with respect to the plane of the rudder and end of propeller shaft l. The arrangement of the cam is such that the lower end of the locking pin at all times rides upon the to-p edge of the cam ring and normally rides in this depression of the cam with its upper end disengaged, or withdrawn from locking position. Upon rotation of the rudder in either direction beyond a predetermined extent the pin will then ride from the lower to the higher surface of the cam and its upper end will be moved into the socket l5, thereby to lock the parts in the position illustrated in Fig. l. Thereafter the rudder and propeller mechanism may be turned to its extreme reverse driving position and will operate effectively in this position. However, as soon as turned back to normal position, the bolt moves to unlock the parts.

Referring now more particularly to Fig. l, the rearward end of an engine driven shaft is designated at 90. This extends into a supporting bearing 9| coaxial of the hub portion Q2 of a clutch drum A93; the hub being rotatably mounted in the bearing portion of the casting 3. Mounted by this shaft @il is a clutch device 95 adapted to be locked or disengaged with the complemental clutch member 93 to cause rotation. of the latter to rotate the hub which at its inner end, has the driving gear 2i xed thereon. The clutch is under control of a collar 9B that is shiftable on the drive shaft 90 and the sleeve, in turn, is under control of a` lever lill), and a link HH connected thereto and to a clutch shifting arm HB2. The arrangement of the lever, and link and arm provides that, through this mechanism the collar 88 may be shifted to a position for causing the clutch to engage, and thus effect a driving connection between the engine shaft and the gear 2.

The ring gear 2l and the gear 26 which interlocks therein have particular forms of construction to permit of a ready disconnection when. the housing ii swings rearwardly and also to provide for interlocking engage-ment when the housing l I swings back to normal position. The gear 2? is in the nature of an internal ring gear while the gear 2t is of the pinion type and small enough to easily interlock within gear 2l. It also has the inner edges of its teeth beveled in a manner to permit an` easy engagement with the teeth of the ring gear when the parts move back to driving position after being disengaged.

In order that the clutch may be shifted automatically to disconnect the driving mechanism in the event that an obstruction is encountered by the propeller or rudder, I have extended the link llil beyond the arm |02 through a guide bushing il E in the casting 3, and have continued it through an opening H2 in the upper end portion of the housing l l. At the end of the rod lill is a housing H3 yieldably mounting a latch button |20 therein, as shown best in Fig. 2. The button is yieldingly held extended upwardly by pressure of a spring lid and is in positionto be engaged by the top edge of the opening l l2 in the plate when the housing swings rearwardly, thereby to shift the` link rearwardly and to an extent suiiicient to effect the disengagement oi the driving clutch. After the housing has swung back to its normal position and the operator shifts the rod i8! to again set the clutch, the button will be depressed in passing through the opening l l2 and thereby permit the rod to return to its normal set position. It will then snap to extended position as in Fig. l.

It will be observed also byreference to Fig. 3 that the short shaft lid is yieldingly mounted for longitudinal shifting in its bearing and that a. coiled spring M6 normally urges it. rearwardly into locking relation with the key on the inner end of shaft 4t. In the event that the cross key d2 on the inner end of shaft 4i! should not register' with the slot in the shaft 42 when the housing H swings back to driving position, the shaft will yield and will operate to urge the shaft Ui into driving connection with shaft di).

Drives of this character are applicable to the many types of motor boats, either of the small, row boat types, or of the larger cabin types. It may be made in sizes proper for the type of boat on which it is to be placed, and it provides for a reverse drive at the same speed of the forward drive. Furthermore, while the propeller mechanism is normally free for the upwardly swinging action to eliminate possibility of damage by reason of striking an obstruction, yet the propeller mechanism will be locked in operative position automatically incident to rotation beyond a normal forward driving angle.

Having thus described my invention, what I claim as new therein and desire to secure by Letters Patent is- 1. In a motor boat drive mechanism, a support for said mechanism adapted for a xed mounting on a boat, a housing hingedly attached to the support for movement between propelling and inactive positions, a propeller, a mounting member for the propeller supported by the housing and rotatably adjustable for reversing the direction of propulsion relative to the boat, and a yieldable lock means movable to a position for locking the propeller mounting in rearward propelling position, and means on said rotatably adjustable propeller mounting member for moving the said lock means to locking position when the said member is adjusted to reverse propelling position.

2. In a motor boat drive mechanism, a support adapted for iixed mounting on a` boat at the driving enda housing hingedly fixed to said support for movement between propelling and inactive positions, a propeller mounting member supported in the housing and rotatable between positions for normal and reverse propulsion, a yieldable lock member whereby said housing may be locked against movement toward inactive position, and a cam on the propeller mounting, rotatable therewith to actuate the lock member to functional position incident to change in direction of propulsion beyond a predetermined angle relative to the normal direction.

3. In a motor boat driving mechanism, a mounting plate adapted for fixed mounting on a boat stern, a housing hingedly suspended therefrom and adapted to abut solidly against the base plate for forward propulsion of the boat and to swing rearwardly and upwardly to inactive position, a propelling and steering mechanism mounted by said housing and rotatable therein about a vertical axis for changing the direction of propulsion relative to the normal line of the boat, and a normally released yieldable lock member for locking the said housing against swinging from forward propelling toward inactive position, a cam on the rotatable mounting for the steering and propelling mechanism for controlling the position of the lock and whereby it is automatically actuated to functional position incident to turning the propelling and steering mechanism to position for reverse propulsion.

4. In a motor boat driving mechanism, a base plate adapted for fixed mounting on the stern end of a boat, a housing hingedly suspended from the upper end of the plate and adapted toabut solidly against the plate for forward propulsion of the boat and adapted to swing rearwardly and upwardly, a propelling and steering mechanism mounted by said housing and rotatabletherein about a vertical axis for changing the direction of propulsion relative to the normal line of the boat; said housing having a downwardly opening socket therein, a locking pin slidable in the base plate, a shoulder on the pin, a spring acting against the shoulder normally to retain the pin retracted from locking position, and a cam xed to and rotatable with the steering mechanism and adapted to engage the locking pin whereby the latter is automatically actuated to locking position incident to turning the propelling and steering mechanism to a position for reverse propulsion of the boat.

HARRY O. HEDGES.

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