US2946306A

US2946306A - Tiltable and steerable marine propeller unit

Info

Publication number: US2946306A
Application number: US709976A
Authority: US
Inventors: Leipert Edward
Original assignee: Individual
Current assignee: Individual
Priority date: 1958-01-20
Filing date: 1958-01-20
Publication date: 1960-07-26
Anticipated expiration: 1977-07-26

Description

TILTABLE AND STEERABLE MARINE PROPELLER UNIT Filed Jan. 2o, 1958 E. LEPERT July 26, 1960 6 Sheets-Sheet 1 yLes ATTORNEY E. LEIPERT 2,946,306

ERABLE MARINE PROPELLER UNIT July 26, 1960 TILTABLE AND STE 6 Sheets-Sheet 2 Filed Jan` 20, 1958 mm .mm

INVENTOR.

EDWARD LEIPERT liilimumnmm @Mmmmiiimlumllw ATTORNEY July 26, 1960 E. LEIPERT 2,946,306

TILTABLE AND sTEaRABLE MARINE PROPELLER UNIT Filed Jan. 20. 1958 6 Sheets-Sheet 3 M .WMM

r v wir:

31ans" ATTORNEY E. LEIPERT July 26, 1960 TILTABLE AND STEERABLE MARINE PROPELLER UNIT Filed Jan. 20. 1958 6 Sheets-Sheet 4 n .n l

w u E INV ENTOR. EDWAyEIPE RT ATTORNEY July 26, 1960 E. LEIPERT TILTABLE AND' STEERABLE MARINE PROPELLER UNIT Filed Jan. 2o, 1958 6 Sheets-Sheet 5 o s QQ" mvEN-ron EDWARD Leim-:RT "M/W ATTORNEY Y July 26, 1960 E. LEIPERT 2,945,306

TILTABLE AND STEERABLE MARINE PRPELLER UNIT Filed Jan. 20. 1958 6 Sheets-Sheet 6 Fig. 2.

INVENT OR.

EDWARD LEIPERT A'rToRNEY 2,946,306 Patented July ze, 1960 TILTABLE AND STEERABLE MARINE PROPELLER UNIT Edward Leipert, P.0. Box 1102, West Hampton Beach, N.Y.

Filed Jan. 20, 1958, Ser. No. 709,976 23 Claims. (Cl. '11S-35) This invention relates to marine propulsion devices and specifically to mechanisms having va power source carried within -the boat and a steerable and swingable propeller unit outboard thereof.

Presently known marine propulsion devices generally fall into two classes, namely those with inboard power sources and those known as outboard motor devices. Each of the broad general categories of propulsion devices have shortcomings, some of which are partially overcome in the other. a better balance of the boat than outboard propulsion devices, but occupy a large amount of room within the boat. Such installations are subject to damage caused when the propeller strikes submerged objects. inboard drive boats are also difiicult to .beach and transport over the road and must be left in fairly deep water to prevent injury to the propeller drive section. Outboard motors for boats, on the other hand, may be tilted out of the way and therefore beaching, transporting, or striking a submerged object present no hazard. However, their location on the boat raises the difficulty of greatly unbalancing the boat, particularly in the case of large sized motors. It also, in many cases requires cutting down a portion of the stern transom to facilitate ins-tallation thereby reducing the seaworthiness of Vthe vessel. In addition, the outboard motor leaves the entire propulsion mechanism exposed to the elements, often causing operational failure. VVInboard marine propulsion devices require a rudder lfor steering purposeswhich sometimes makes maneuvering particularly at low speeds rather sluggish. Outboard motors, on the other hand, may beswung about and provide veryrrapid and accurate steering. Where large outboard motors are used, the

`swinging of the motor often becomes a matter of moving a very heavy piece of machinery which in turn presents ,handling and motor mounting problems.

Accordingly, it isan object of the present invention to provide a marine propulsion device vwhich will incorporate the best features of inboard and outboard Vdrive mechanisms.

`Another object of the present inventionis to provide a marine propulsion device which will occupy a minimum amount of space Within the boat.

A further object of the present invention is to provide a device which will enable the motor section to be carried inboard where it may be protected from the elements.

A still further object of the present invention is to provide apropeller housing assembly which will lswing upwardly without movement of the motor or motors when it strikes a submerged object, forprotectivepurposes.

Another object of the present invention is to provide` a device which will permit the propeller housing torbe steered without requiring the motor or motors to 4be moved with the said housing.

Stiilganother object of the present invention istofprolnboa-rd powered devices achieve,

vide a marine propulsion device in which a plurality of motors can be used to 4drive a single propeller.

A feature of the present invention is its use of an in- Vmounted athwartship vand a propeller drive -interengaging structure.

The invention consists of the construction, combination and arrangement of parts, as herein illustrated, ddescribed and claimed.

In the accompanying drawings, forming a part hereof, are illustrated two forms of the present invention and in which:

'Figure -l is a view in vertical section of a marine propulsion device taken on line 1-1 in Figure 2.

yFigure 2 is arear View partially cut away of the propulsion device shown in Figure 1.

'Figure 3 is a view in front eleva-tion of the marine propulsion device shown in Figures -l and 2.

Figure 4 is a view in side elevation partly broken away of a second embodiment of the present invention taken on line 4 4 in Figure 6 looking in the direction 4otf'the arrows.

yFigure v5 is a fragmentary sectional View taken on line 5-5 in Figure 6 looking in the direction of the arrows.

Figure 6 is a top plan view partly broken away of the propulsion device shown in Figure 4.

Figure 7 is a top plan view of a direction indicating device for vuse in conjunction with the present invention.

Figure 8 is a view taken on line 8--8 in Figure 7 looking in the direction of the arrows.

Referring to the drawings and particularly to Figures 1 and 2, 10 indicates the hull of theboat. The bottom planking 1|1 and stern transom 12 are cut .away as indicated at113 and 13a. The cut-away portions 13 and I13a of the planking 11 and transom .12 provides a slot-like opening in the hull of the boat. A housing 14 which is made of metal, is fitted over the slot-like cut-away portions .13 and 13a and firmly secured to the hull in such -a manner as to provide a Water tight seal between the housing 14 andthevhull 10. The housing thus extends inboard or within the hull lines of the boat. The housing 14 is provided with side walls 15, a top wall 16, which is continued as a liront wall 16a and a partial bottom member 47. A propeller drive section' 17, is swingably mounted, trunnionfashion, within the housing 14 and consists of a chamber 19 (hereinafter referred to as gear housing `19) and extending below the housing 19, an elongated tubular portion y18, a tubular extension 1188 .anda lower propeller drive housing assembly 20.

A motor 41 is mounted within the boat on each side of the housing 14. Themotors are disposed with their crankshafts horizontally oriented and at right angles to the keel ofthe boat. The motors are securedin the -athwartship position by bolting the motor bell housings kopeningsnlitit in the housing 14. Water sealing rings l34 are carried 'by thehousing 14adjacent theflang'es32 as shownin Figure r2. The disposition of the annular diangesland theshape of the housing F14 issuch that the gear housing 19 together with the tubular extension 18' of the lower propeller drive housing 20, forming the propeller drive section 17, can pivot about the horizontal aXis of the flanges 32y and thereby swing backward and upwardly through the rear opening'in the housing '14 .to a point at which the lower propeller drive housing 'Zd andthe propeller 21 will be above the bottom 1l ofthe hull 10. As shown in Figures 2, 3, and 6, the propeller drive section 17 and the housing 2li are carried in the .keel plane of the boat. When the drive section 17 and -the housing 26 swing upwardly they describe an arc, said arc lying in the keel plane of the boat. The lower propeller drive housing 2li is of a construction such as is found on conventional outboard motor drives and carries a propeller shaft 22 on which is secured a propeller V21 l Located within the gear housing 19 are bevel gears 35 firmly secured to shafts 36 which are supported at the Vbevelgear ends thereof by bearings 37, located within thewalls of the gear housing 19 and concentric with the flanges 32. The bevel gear shafts 36 are splined as indicated at 39 and turned to a smaller diameter at 38 to receive pilot bearings 43H. Attached to the inboard end of the motor crankshaft 42 is a gear 43 bored so as to contain the pilot bearing 43a. A laterally movable, splined internal gear 40 is slipped over the splines 39 of A.the shaft 36 and so positioned as to be engageable or disengageable with gear r3pby movement of the shifting fork ,44. When gears 4@ and 43 are engaged motor power is transmitted to the propeller. When the gears 4t? and 43 are disengaged, the motor or motors may be run freely without transmitting power to the propeller. Conventional friction type clutches or fluid couplings may be substituted at this location in place of the gear type couplings indicated by gears 40 and 43 in this invention. The horizontal bevel gear 25, as shown in Figure 2, is kin constant mesh with the bevel gears 35 and is supported by the double row ball bearing 31 which in turn is supported in a bore of the gear housing 19. Located Y below the bearing 3l is a resilient oil seal 26 to retain the lubricating oil within the housing 19. Conventional and presently known adjustment methods for obtaining p proper mesh of the bevel gears 35 and 25- so as to obtain quiet running are used, but not shown. Passing through the oil seal 26 and the inner bore of the bearing 31 is a vertical propeller drive shaft 24. The hub of vbevel gear 25 is concentrically bored and splined to receive the splined upper end 2411 of the propeller drive shaft 24. The lowery end of the vertical propeller drive shaft 24 is fitted into the propeller drive housing 2G to engage the horizontal propeller shaft in a manner customary to conventional outboard motor drives. 'It can vnow be seen that any force created by the motor or inotors will, if the gears 40 and 43 are engaged, be transmitted to the propeller.

Fitting freely over the elongated tubular portion 18 of the gear housing 19 is the tubular extension 182L of the lower propeller drive housing 20 and formed at the upper end of this tubular extension 13a is an annular flange 23. A large coupling nut 28 containing a shoulder to match the flange 23 is slipped over the tubular vextension 13a and engages the thread 27, on the gear housing 19, thereby coupling the two

housings

19 and 20 together. To avoid a possible Water leak around the `,coupling nut 28 a resilient seal 29 is employed and installed within the said nut. Further, in order to lock this coupling nut 28, when the proper adjustment with respect Vto tightness has been attained, a locking device, consisting of la shaped flat spring 30, attached to the gear housing V19, and fitting into vertically milled slots along the circumference of the nut 28 is used. By reason of the bearing-like lit of the tubular portion 18, of the gear Yhousing 19, within the tubular extension 18a, of the lower propeller drive housing 2t) and of the coupling nut `28, joining and holding vthose two assemblies freely together, the lower propeller drive housing 20, together with the propeller shaft 22, and the propeller 21, can be freely rotated through 360 with respect to the gear housing 19, and so permit steering of the propeller.

For the purpose of steering the boat from a remote control station a conventional type of steering wheel, not shown, tted with a. helical groove pulley is preferably used. Around this pulley several turns of a steering cable "56, are wound and the cable 56 is then guided along the sides of the hull to two small pulleys 57 on each side of the boat, one of which is shown in Figures l and 3. Upon reaching these pulleys, the cable 56 is then directed across the hull and several turns taken around the large pulley 52, which is also machined with helical grooves on the circumference and in which the cable 56 can lie. It is preferred that a continuous cable be used and the slack, if any, is taken up by the spring loaded pulleys 57 as clearly shown in Figure 3. It should now be obvious that upon turning the boats steering wheel, the pulley 52 also will be turned by the cable.

In mesh with the spur gear 45 is another spur gear 48 which is carried in an extension 49, of the housing 14 and which is adjacent to the first mentioned spur gear 45. To the spur gear 48, there is rmly'secured a shaft 5i), best shown in Figure l, which is journaled within the bearing 5l, which is integral with the wall of the housing extension 49. The pulley 52 is concentrically bored to a sliding tit over the shaft 5d and is prevented from turning upon the shaft 50 by a Woodruff key, not shown.

Holding the pulley 52, on the shaft 50, are two locking nuts 53. The bottom of the pulley 52, and the top of the bearing 51, are machined to a conical shape, sce Figure l, to receive packing material 55 therebetween. When the lower nut of 53 is tightened, the packing material 55 is compressed between the pulley 52, and the .bearing 51, with the result that a water tight seal is effected at this point. After the seal has been made, the top nut of 53, is tightened against the lower nut, thereby locking same. For the purpose of employing a jury-rig for steering, in the event of steering cable failure, flats I53 are milled at the upper end of shaft 50. A wrench 0r similar device may be used to engage these flats for emergency steering.

The spur gear 45 is securely fastened to the tubular extension 13a and located so as to mesh with spur gear y 48. Since the tubular extension 18a is rotatable together with propeller drive housing 20, as has already been shown, movement of the remote steering wheel will cause the propeller to be turned thereby effecting steering of the boat. As previously mentioned, 360 turning of the propeller 21 can be obtained, a 180 movement of said propeller from the ahead position will give in effect, a reversing direction of the boat. Also since the path of the steering cable 56 is continuous there will be no maximum. right or left cut, necessitating the unwinding of the .steering wheel in order-to change direction as is^the case in most present day devices. v

Referring again to Figure l, as Ahereinabove mentioned, the gear housing 19, and therefore the entire propeller drive sectionll, is swingably mounted within the housing 14, upon the annular flanges 32, of housing 19,

. so that in the event of collision with a submerged object the. propeller drive housing 20, together with its lcomponent parts including the propeller 21, will swing upwardly-from the position illustrated in Figure l, tothat indicated -by the dashed lines, clear of the bottonifof the -boat 10, thereby avoiding any possible damage' to the below-the-Water parts. Thissafety feature, while well known with the familiar outboard motor installations is lnot possible with inboard structures. It will also be seen that the-propeller in normal operation is located beneath the bottom of the hull as it would beV in an inboard propulsion installation and where it will perform in a more satisfactory manner. Y

When the drive Section 17 swings upwardly,'the bevel gears '25 and 35 remain in mesh and the horizontal bevel k gear 25 Iwill merely ride upwardly on the vertical bevel bears 35, and roll around them since they are both movuin g about the same axis. The spur gears 45 and 48, used Vfor steering, will part and no longer lbe in mesh with each other.

kWhile it is important to provide for the drive section V17, to swing upwardly, certain control and restraining -causing the drive section 17 to move out of its normal driving alignment.

A preferred control device, :for the above described purposes is shown best in Figure 1, at 59. The control device 59, is carried within a well 60 provided in the top vof the housing 14. The bottom of the well 6l?, is bored `to receive a plunger 61, which has a flange 62, integral therewith spaced 4from the bottom of said plunger. A

vcoilspring 6,3, is disposed around the plunger 61, and

bears against the flange I6?.. The top of the well 60, is closed by a threaded cap 64, through which the plunger 61, extends. The cap 64, screws down over the top of the well compressing the coil spring 63, within the said well. The spring pressure may be changed at will by furtherrscrewing down on the threaded cap 64, or by backing-off on same.

The coil spring 63, yieldably forces the plunger 61, .through the housing 14, until it comes into contact with the top of the gear -housing 19. The end of the plunger 61, is beveled as indicated at 66, and bears against a raised portion or dwell 67, which is formed on the top of the V.gear -housing 19. With the propeller drive section 17, in normal driving position, the plunger 61, bears against a shoulder 68, of the dwell 67. The strength of the spring 63, is sucient to keep the housing in its Yproper driving position despite minor shocks, sudden deceleration caused by shutting down vengine power quickly or by steering the propeller into its boat reversing position when maneuvering. However, should the lower propeller drive housing 20, encounter a submerged object the -force of the impact against the said housing will overcome the strength ofthe spring 63, and cause the plunger 61 to ride upwardly and off the bevel 68. The

4 propeller drive section 17, will -then be released and swing upwardly into the position shown in dashed lin-es in Figure l. As the propeller drive section 17 swings upwardly, the dwell 67, on gear housing 19, moves through and arc and the plunger 6'1, then snaps into contact will .a second bevel 69, on the opposite end of the dwell 67. 'The Ibevel face 66, of the plunger 61, will then again engage the dwell 67 and hold the propeller drive section 17 in araised position. When thedanger of further` im- Apact'has passed, the operator, by manually raising the plunger 61, with an upward pull on the plunger handle .65, will release the propeller drive section 17, which will drop of its own weight back to its normal driving position and the steering gears 45 and 48 will again be engaged. Upon release at this point of the plunger handle 65, the unit will again Ibe yieldably locked in its normal driving portion.

A further possible cause of damage to the drive mechanismas well as the motors is the runaway elect caused by the propeller sudd-enly being raised from the water while the motor or motors are still running. In the embodiment of the invention shown in Figures l and 2, the runaway effect of the motors is controlled by trip arms 70, shown in Figures 2 and 3, on the plunger 61, innnediately below the handle 65, of said plunger. The trip arms 70, are in line with the cut-off switches 71, which in turn are connected to the engines ignition system. As the plunger 61, is raised by the action of the dwell bevel 66, the trip arms 70, some into contact with the cut- 'off switches 7'1, and immediately stop the engines 41. VWhen the emergency has passed, the operator simply 6 vhips the switch or switches 71, back to their on" position at the time of releasing the raised propeller drive section 17, as heretofore mentioned.

When it is desired -to manually lift the propeller section 17, -or beaching or transportation purposes, the operator can raise the plunger handle 65 to remove Athe plunger 61, from the dwell 67, and then pull upward upon a cable handle 72, located on the housing 14. The cable handle 72, is attached to a cable 73, which 'in lturn is secured to an arm 74, projecting from the housing 1-9. As the cable handle 72, is pulled upward it will cause-the propeller drive section 17, to rotate upon the annular flan-ges 3-2, of the gear housing 19, within the housing 14, thus raising the lower propeller housing Z0.

Referring again to Figure rl, it will be seen that the lower plate 47, of the housing 14, is formed as a` half bearing 46, surrounding the l*forward or leading side of the extended hub of spur gear 45, and making contact with same in a freely rotatable manner. The purpose of this half-bearing 46, is to resist the thrust of the propeller when driving the lboat ahead. The reaction of the propeller thrust tends to cause the propeller drive section 17 to be swung forward and upward under the hull 10 of the boat. The half-bearing 46 resists this upon contact with the extended gear hub and freely holds the propeller drive section 17 in its proper attitude for boat propulsion and -mesh of spur steering gears 45 and 48.

`It is a `well known fact that boat propellers operating close to the surface of the water give more eicient results if, directly above the propeller, there is located a llat plate usually called an anti-cavitation plate. Shown best in Figure l, is an anti-cavitation plate 95, to which, for support, there is formed agvertical rising member 96. The member 96 is bolted firmly to the arm 74, of gear housing 19. Therefore, when the propeller drive section 17 is swung upward Ifor any reason the anti-cavitation plate will swing with it since gear :housing 19 swings with propeller drive section 17. 'Ilhe anti-cavitatigon plate 95 is made to a size which will loosely lit into the-rear portion of the slotted openings in the bottom of housing 14, directly over the propeller 21.

While two engines have been shown in conjunction with the -tirst embodiment, it will be apparentthat one engine may be employed for driving lthe propulsion device without departing from the spirit of the present in- Vention.

Referring to Figure 4, there is shown a second embodiment of ther present invention, in which the entire marine propulsion device is secured to the stern transom 12, of the vessel. In this form ,of the invention, it will'be noted, the engine is tilted to lie in a horizontal position and a portion of the enginemay extend through the stern ltransom while the remainder of the structure is secured to the outside of the vessel. The gear housing 75 is quite similar to the gear housing 19 shown in Figures l and 2, in that it has an elongated portion 18, which `fits within and forms a bearing for the tubular extension 13a of the lower housing 2.0. The housing 20 is secured tothe gear housing 75, by a nut 28, in the hereinabove described manner. A horizontal bevel gear 25similar tothat in the rst embodiment is also used in connection with the structure shown in Figure 4. Vertical bevel gears 35, are in mesh with the horizontal bevel gear 25. The vertical propeller -shaft 24, is connected by splines tothe horizontal bevel gear 25 as in the irst embodiment.

The engines 76, are secured to the stern transom v1-2, of the boat by rubber insulated brackets 77, so that their crankcases 78, extend outboard of the vessel 10. The crankcases 7S, are provided with bell shaped members v79, best shown in Figures 5 and 6. The bell shaped members 79 are open at each end and secured to the crankcases in axial alignment with the crankshaft of the engines 76 as well as the splined shafts 36. The inner end of each of the bell shaped members 79 is suitably bored and provided with a resilient seal 34. The annular flanges '32,

to the pulley 52, except that it is mounted outboard of the boat 10. The pulley cable 56, is led through the stern transom 12, to the pulley 80, through small openings 81, in the transom 12. The cable 56 is also continuous in this embodiment and after running around the groove 54, in the pulley Si) it is led back into the boat and then to the steering wheel (not shown). ln order -to permit the housing 2i! to swing upwardly, the cable v56 is provided with a certain amount of slack which is taken up by the spring members 82. The pulleys 83EL and 83h are also used to guide the cable 56 and keep it taut during the normal operation of the vessel. When the housing 20 hits a submerged object the spring 82 will be extended by the pull of the cable in straightening out the slack between the guide pulleys 83FIL and 83h.

The housing 20 is capable of being rotated through 360 upon the urging of the continuous cable 56 as in the rst embodiment of this invention. Also, similar to the first embodiment, the tubular exension 18ab bears against a half bearing S4, to resist propeller thrust in forward motion. A yieldable detent 8S is secured to the bottom of the said half bearing and is engaged by a collar member 86, which is carried by the tubular extension 18EL of the housing 29. The detent is resilient and is led inside of the collar member 85 through an opening 87, in the wall thereof. When the marine propulsion device is in normal operation the housing 20 will be held in place by the resilient member 85, within the cup 86. Should an underwater object be struck, the housing 2t) will move rearwardly pulling the member S5 free of the resilient member 85, and thereafter will swing upwardly in the hereinabove described manner. ln order to reengage the detent 8S, within the cup 86, it is necessary to swing the housing 2d to a position where the detent 85 canrenter the opening 87 within wall of the cup S6.

Runaway control of the engines 76 is accomplished in this embodiment of the invention by means of a small lip 38, carried by the gear housing 7S. The lip 55 bears against the trip arm 89 of a switch mechanism 90. The switch mechanism 9G, is connected to the ignition system of the engines 76, and will cut off the ignition should the lip S8 move the switch arm 89, as the housing 20 ,swings upwardly. .l -A blind -bored boss 91, is also provided in the gear housing 75, for the purpose of manually raising the propeller 21 and its housing 2), from the water. A rod (not. shown) is inserted in the hole of the boss so that lifting leverage is obtained.

Referring to Figure 6, it will be noted that in the second embodiment of the invention the fly wheels 92 of the engines 76 may be located on the outward side away from the gear drive mechanism if it is more expedient. Since many boats have a bow shaped stern transom, additional vspace can be secured by this method of installation where y wheel diameter may require it.

With 360 steering, operation from a remote steering .,position, plus the fact that there is no movement of an -engine (as with conventional outboard motors) to indicate in which direction the boat may turn when the propeller is engaged, it is felt necessary to devise with this ,invention a steering direction indicating instrument. Having this instrument the operator can tell at a glance in which direction his propeller wili take the boat and make any corrections necessary by turning his steering wheel.

The device is of novel design since it has no connections j whatsoever with any relay mechanism in the `stern ofthe Vhaving a bottom 117. Protruding upward from bottom .1?7, is a spindle 118, rmly attached to the said bottom. Slipped over the spindle 118, is a spur gear 119, bored to fit freely on the spindle 118. The gear 119 is supported by the coil spring Z120, from below, as shown, so

a as to cause it to be fully in mesh with an idler gear 129.

The idler 129 is carried by the angle bracket 130 firmly attached to the cylindrical wall of the flanged housing i116, and is freely rotatable about a small spindle 131, lsecured in an upright position to the angle bracket 130. 'The idler gear 129, is maintained in position on the spin- `die by a cotter key 132. The purpose of the idler gear 129 is to change the direction of rotation of the steering direction pointer 123, so that it coincides with the direcition in which the steering wheel 111 is turned.

The steering direction pointer 123 is fabricated of a jplastic material and consists of a round flat disc-like Vmember upon which is a substantially raised boss. The boss is in the shape of an arnowhead at one end, and a small propeller at the opposite end, the entire piece tting freely within the cylindrical housing 116. Extending ifroin the underside of the steering directional pointers vflat surface is a flanged hub 121, to which is lattached by vscrews 124, the spur gear 119. A lock ring 128 is snapped into a machined groove in the upper end of the 4spindle 118, after the coil spring 120, the gear 119, and .the pointer 123 have been slipped over the spindle 118. This holds the assembly together and prevents the coil spring 129 from pushing the gear 119, up, to a point where it would be out of mesh with idler gear 129. A 'large hole 125' bored in the dashboard 116, permits the cylindrical flanged housing 116, to be recessed to a point at which the flange rests against the flat surface of the dashboard 11G, as clearly shown.

Deeply scribed, diametrically opposite each other, on the exposed face of the flange of the cylindrical housing '116, are center lines 126, which, upon installation of the 'steering directional indicating device 115, must paraliel the center line of the boat. When the device is in its proper position with respect to the lines 126, paralleling .the longitudinal center line of the boat, small screws 127 may be installed to hold it in place.

In operation, the boat is run on a straight course and while on this course the steering indicating pointer 123, is pressed downward against the light coill spring 120, Which movement will disengage the gear 119 from the idler. gear 129. The pointer 123 may now be freely turned so that the arnowhead points directly at the leading scribed line 126, on the face of the flange, indicating .a straight ahead position. Upon release of the downward pressure, the coil spring 12d will lift the gear 1,19 back to its engaged position with gear 129. Since the gear ratio of the steering directional indicating device (gear 119 to gear 113) is matched with the ratio (pulleys or other mechanisms) of the boats steering gear, the -arrowhead of the indicating device 115, will, within reasonable limits, show the direction in which the boat will travel so that 4in close maneuvering and reversing the operator will know in which direction he may expect his boat to much of the weight of the propulsion device has been brought within the hull of the vessel to improve boat balance. The engine portion of the drive device is stationaryand need not be moved for the purpose of steering or swinging backward. The propulsion device is capable of being used for reversing as well as in a forward direction without the need for complicated reverse gear mechanisms. Further, greater propeller eiciency, as compared to conventional outboard drives, may be expected in the iirst embodiment of this invention because the propeller is operating underneath the bottom planking `of the hull in denser water (fewer air bubbles), thereby reducing tendency of propeller cavitation.

Having thus fully described the invention, what is claimed as new and desired to be secured by Letters Patent of the United States, is:

1. A marine propulsion device for a boat comprising, spaced motors, a crankshaft in each of said motors, means to secure the motors to the boat with their crankshafts in an athwartship position and'in opposed relationship, a gear housing rotatably coupled to and between the motors, a tubular extension on the gear housing, -a lower propeller drive section rotatably secured to said gear housing extension, mounting means between the motors from which the said gear housing and lower propeller drive section are rearwardly swingable with respect to the boat and motors so as to describe Ian arc,` the plane of said arc lying in the keel plane lof the boat, andmeans to rotate the lower propeller drive section about its vertical axis independently of the gear housing and motors.

2. A marine propulsion device for a boat comprising, spaced motors, a crankshaft in each of said motors, means to secure the motors to the boat with their crankshafts in an athwartship position, and in opposed relationship, a bevel gear disposed in a vertical plane coupled to each of said erankshafts,` a gear housing rotatably coupled to and between the motors, a lower propeller driversection rotatably secured to said gear housing, a vertical propeller drive shaft in said drive section, a bevel gear disposed in a horizontal plane on the upper end of said propeller shaft and in mesh with the vertical bevel gears, mounting means between the said gear housing and the motors whereby the said gear housing and lower propeller drive section are rearwardly swingable with respect to the boat and motors so Las to describe an arc, the plane of said arc lying in the keel Vplane of the boat, and means to rotate the lower propeller drive section about its vertical axis independently of the gear housing `and motors.

' 3. Al marine propulsion device for a boat comprising,

arigidly mounted engine section consisting of a first hous` ing rigidly secured in a watertight manner to the bottom planking and the stern transom of the boat and overlying an opening in said boat, and a motor secured to the first housing on each side thereof in an athwartship position, a second gear housing, within the first housing, rotatably carried by the rs't housing, ak lower propeller drive section rotatably secured to the second housing and swingable therewith through an arc, said .are lying in the keel plane of the boat, vand means to rotate the lower propeller drive section rabout its vertical axis independently of the both housings and motors. v x 4'. A marine propulsion device for a boat comprising, ayrigidly mounted engine section consisting of a first housing rigidly secured in a watertight manner to the bottom planking and the stern transom of the boat and overlying an opening in said boat, and a motor secured to the iirst housing on each side thereof in an athwartship position, said iirst housing having spaced side Walls, a top wall, a bottom wall and a front wall, a second gearhousing, within the rst housing rotatably carried by the rst housing, ta lower propellerY drive section rotatably secured to the second housing `and swingable therewith through an arc, said arc lying in the keel plane of the boat, and

means to rotate the lower propeller drive section about its vertical axis independently of the housings and motors.

5. A marine propulsion device for a boat comprising.,v a rigidly mounted engine section consisting of la 'first housing rigidly secured in a watertight manner to they bottom planking and the stern transom of the boat, and,

overlying an opening in said boat, anda motor secured to the first housing on each side thereof in an athwartship position, a second gear housing within the first housing rotatably carried by the iirst housing, a lower propeller drive section rotatably secured to the second housing and swingable therewith through au arc, said arc lying l: in the keel plane of the boat, spacer bevel gears carried in a vertical plane within the second housing, a shaft at tached to and supporting each of said gears `and means to, connect each of said shafts to a motor, =a verticalpropeller. drive shaft in said propeller drive section, a bevel gear. disposed in a horizontal plane connected to the propellerl drive shaft and in mesh with the vertical bevel gears, and means to rotate the lower propeller drive section about itsv vertical axis independently of both housings and motors..-

6. A marine propulsion device for a boat comprising a rigidl;l mounted engine section consisting of a first; housing rigidly secured in a watertight manner to the bottom planking and the stern transom of the boat and,

overlying `an opening in said boat, and a motor secured, to the first housing on each side thereof in an athwartship position, a second gear housing within the first housing rotatably carried by the iirst housing, a lower propeller drive section rotatably secured to the second housing and swingable therewith through an arc, said arc lying in the keel Iplane of the boat, spaced bevel gears carried in a vertical plane within the second housing, a shaft attachedI to and supporting each of said gears `and disengageablecoupling means to connect each of said shafts to a motor,I

planking and the stern transom of the boat `and overlying -an opening in said boat, and `a motor secured to the rst,

housing on each side thereof in lan athwartship position, a; second gear housing within the first housing rotatably'oar-` ried by the first housing, a lower propeller driveA sections rotatably secured to the second housing and swingable: therewith through an arc, `said -arc lying in the keel plane. of the boat, `and-gear means connected to the lower pro-- peller drive section to rotate the said drive section about; its vertical axis independently of both housings and motors. o l

8. A marine propulsion device for a boat comprising, a rigidly mounted engine section consisting of a' iirst housing rigidly secured in a fwatertight manner to the bottom planking and the 4stern transom of the'boat and overlying an opening in said boat, and a motor secured to the first housing on each side thereof in an yathwartship position, said first housing having spaced side wall-s, a top-wall, a bottom wall and a front wall, opposed open-' ings in the side walls, `a second, gear housing, Iwit-hin the first housing, annular flanges on said second housing, said iianges being journaled within the opposed side wall open-- ingsof the` first housing whereby the second housing is rotatably carried by the irst housing, a lower propeller drive section rotatably secured to the second housing and swingable therewith through lan arc, said `arc lyinglin the keel plane -of the boat, yand means to rotate the lower propeller drive` section about itsvertical axis independently` of both housings and motors.

11 9. Avmarine propulsion device for a boat comprising, a rigidly mounted engine section consisting of la iirst housing rigidly secured in a watertight manner to' the bottom planking and the stern transom of the boat and overlying an opening in said boat, and a motor secured to the iirst housing on each side thereof in an athwartship position, -said first housing having spaced side Walls, a top wall, a bottom wall and a front wall, opposed openings in' the side walls, a second, gear housing, within the first housing, annular iianges on said second housing, said lianges being iournaled within the opposed side wall openings of the iirst housing whereby the second housing is `rotatably carr-ied by the iirst housing, a lower propeller drive section rotatably secured to the second housing and swingable therewith through an arc, said arc lying in the keel plane of the boat, spaced bevel gears carried in a vertical plane Within the second housing, a shaft -attached to and supporting each of said gears and means to connect each of said shafts to a motor, a vertical propeller drive shaft in said propeller drive section, a bevel gear disposed in a horizontal plane connected to the propeller drive shaft and in mesh with the vertical bevelgears, and means to rotate the lower propeller drive section about its vertical axis independently of the remainder of the propulsion device to steer the boat.

l0. A marine propulsion vdevice according to claim 9, in which the bevel gear shafts connecting with the motors and the annular anges of the gear housing rotate about a common horizontal axis, said axis lying at la right angle to the keel line of the boat and within the hull lines of said boat.

l1. A marine propulsion device according to claim 9, in Whicheach of the motors is provided with a crankshaft and the said crankshafts, bevel gear shafts land the annular anges of the gear housing all rotate concentrically about a common horizontal axis lying at a right angle to the keel plane of the boat.

l2. A marine propulsion device according to claim 7 in which the gear means consists of a lirst spur gear on the lower propeller drive section, a second spur gear within the first housing in mesh with the first gear, a shaft on said second gear extending into the hu-ll of boat and means to rotate the said shaft so as to steer the boat.

13. A marine propulsion device accord-ing' to claim 7 in which the gear means consists of a iirst spur gear on the lower propeller drive section, a second spur gear within the first housing in mesh with the first gear, a shaft on said second gear extending into the hull of boat and means to rotate the said shaft, and means -for maintaining the first and second gears in proper spaced relationship comprising, a half bearing on the bottom wall of the first housing,

14. A marine propulsion device for a boat comprising, a rigidly mounted engine section consisting of a iirst housing rigidly secured in a watertightrmanner to the bottom planking and the stern transom of the boat and overlying an opening in said boat, and a motor secured to the rst housing on each side thereof in an athwartship position, a second gear housing within the first housing rotatably carried by the hrst housing, a lower propeller drive section rotatably secured to the second housing and swingable therewith through an arc, said arc lying in the keel plane of the boat, la yieldable locking device carried by the -rst housing and engaging the second housing to hold the propeller drive section in its operative position, and means to rotate the lofwer propeller drive section about its vertical axis independently of both housings and motors.

l5. A marine propulsion device for a boat comprising, a rigidly mounted engine section consisting of a iirst housing rigidly secured in a watertight manner to -the bottom plankingand the stern transom of the boat and overlying an opening in said boat, and a motor secured to the iir'st housing on each side thereof in an athwart- 12 ship position, a second gear housing within Ithe rst housing rotatably carried by the drst housing, -a lower propeller drive section rotatably secured to the second housing and swingable therewith -through an arc, said arc lying in the keel plane of the boat, a yieldable locking device Vconsisting of a spring loaded plunger carried by the first housing, a dwell on -the second housing, said plunger extending through the first housing and engaging the dwell on the second housing to hold the entire propeller -drive section in its operative position, and means to rotate the propeller drive section about its vertical axis independently of Iboth housings and motors.

16. A marine propulsion device lfor a boat comprising, a rigidly mounted engine section consisting of a iirst housing rigidly secured in a watertight manner to Ithe .bottom planking and the stern transom of the boat androverlyng an opening in said boat, and a motor secured to the iirst housing on each side thereof in an athwartship position, a second gear housing within the tirst housing rotatably carried by the rst housing, a lower propeller drive section rotatably secured to the second housing .and swinga-ble therewith through an arc, said arc lying in the keel plane of the boat, a yieldable locking device consisting of a spring loaded plunger carried by the iirst housing, a dwell in the second housing, said plunger extending through the rst housing and engaging the dwell on the second housing to hold the entire propeller drive section in i-ts operative position, an ignition switch on the rst housing, a switch arm on the said switch, and means responsive to the motion of the said plunger lto actuate the switch arm, and means to -rotate the lower propeller drive section about its vertical axis independently of Iboth housings and motors.

17. A marine propulsion device for a boat comprising, a rigidly mounted engine section consisting of a iirst housing rigidly secured Vin a watertight manner to the -bottomplanking and the stern transom of the boat and overlying an opening in said boat, and a motor secured to the first housing on each side thereof in an athwartship position, said rst housing having spaced side walls, a top wall, a bottom wall and a front wall, a second gear housing within the first housing rotatably carried by the rst housing, a lower propeller drive screen rotatably secured to the second housing and swingable therewith through an arc, said are lying in the keel plane of :the boat, an anti-cavitation plate carried by the second gear housing in the plane of and abutting the bottom wall of the rst housing so as to `form an extension thereof and means to rotate lthe lower propeller drive section about its vertical axis independently of anti-cavitation plate, housings and the motors.

18. A marine propulsion device for a Aboat comprising, spaced motors, a crankshaft in each of said motors, means to secure the motors to the boat with their crankshafts in -an athwantship position and in opposed relationship, a gear housing rotatably supported between the motors outboard of said boat, a lower propeller drive section rotatably secured to said gear housing and rearwardly swingable with respect to the boat and the motors by the rotatable gear housing so as to describe an arc, the plane of said arc lying in the keel plane of the boat, and means to rotate the said lower propeller drive section about its vertical axis independently of Ithe gear housing and the motors.

19. A mar-ine `propulsion device lfor a boat comprising, spaced motors, a crankshaft :in each of said motors, means to secure `the motors to the boat with their crankshafts in `an athwartship position and in opposed relationship, a gear housing rotatably supported between the motors outboard of said boat, a lower propeller drive section rotatably secured to said gear housing and rearwardly swingable with respect to the boat and the motors Iby therotatable Igear housing so as to describe an arc, the plane of said arc lying in the keel plane of the boat,

spaced bevel gears disposed in a vertical plane within the gear housing, each of said gears being coupled to one of the spaced motors, a bevel gear disposed in a horizontal plane within the vgear housing and in mesh with `the said vertical bevel gears, a vertical propeller shaft Within 4the propeller drive section connected at its upper end to the horizontal bevel gear, -a propeller car ried at -the lower end of the propeller drive section and means to drive the propeller `from the vertical propeller shaft, and means to rotate the said lower propeller drive section about its vertical axis independently of the gear housing and the motors.

20. A marine propulsion device for a boat comprising, spaced motors, a crankshaft in each of said motors, means to secure the motors to the boat lwith their crankshafts in an -athwantship position and in opposed relationship, a gear housing rotatably supported between the motors outboard of said boat, a lower propeller drive section rotatably secured to said gear housing and rearwardly swingable with respect to the boat and the motors by the rotatable gear housing so as to describe an arc, the plane of said arc lying in the keel plane of the boat, spaced bevel gears disposed in a vertical plane within the gear housing, a splined shaft on each of the bevel gears journaled in the gear housing, an internal gear slidably coupled to each of the splined shafts whereby each of said gears is coupled by a mating gear to one of the spaced motors, a bevel gear disposed in -a horizontal plane within the gear housing and in mesh with the said vertical bevel gears, a vvertical propeller shaft within the propeller drive Section connected at its upper end to the horizontal bevel gear, a propeller carried at the lower end of the propeller drive section and means to drive the propeller from the vertical propeller shaft, and means to rotate the lower propeller drive section about its vertical axis independently of the gear housing and the motors.

21. A marine propulsion device for a boat comprising, spaced motors, -a crankshaft in each of said motors, means to secure the motors to the boat with their crank- `shafts in an athwartship position and in opposed relationship, bell housings on said motors `axially aligned and facing each other, a gear housing having annular exytensions at each end of housing, said annular extensions freely received within the bell housings whereby the said gear housing is rotatably supported between the motors and outboard of said boat, -a lower propeller drive section rotatably secured to said gear housing and rearwardly swingable with respect to the boat vand the motors by the rotatable gear housing so as to describe an arc, the plane of said are lying in the keel plane of the boat, `and means to rotate the lower propeller drive sec- Cit 14 tion about its vertical axis independently of the gear housing and the motors.

22. A marine propulsion `device `for a boat comprising, spaced motors, a crankshaft in each of said motors, means to secure the motors to the boat with their crankshafts in an athwartship position and in opposed relationship, bell housings on said motors axially aligned and xfacing each other, a gear housing having annular extensions at each end of housing said annular extensions freely received within the 4bell housings whereby the said gear housing is rotatably supported between the motors and outboard of said boat, a lower propeller drive section rotatably secured to said gear housing and rearwardly swingable with respect to the boat land the motors by the rotatable gear housing so as to describe van arc, the plane of said arc lying in the keel plane of the boat, and spaced bevel gears disposed in a vertical plane within the gear housing, each of said gears being coupled to one of the spaced motors, a bevel gear disposed in a horizontal plane within the gear housing and in mesh with the vertical bevel gears, a vertical propeller shaft within the propeller drive section connected at its upper end to the horizontal bevel gear, a propeller carried at the lower end of the propeller drive section and means to drive the propeller' from the vertical propeller shaft, and means to rotate the propeller drive section about its vertical axis independently of the gear housing and the motors.

23. A marine propulsion device for `a boat comprising, a rigidly mounted engine section consisting of a first housing rigidly secured in a water tight manner to the bottom planking and the stern transom of the boat, and overlying an opening in said boat, and at least one motor secured to the first housing in an athwartship position, a second gear housing within the lrst housing, rotatably carried by `the rst housing, a lower propeller drive section rotatably secured to the second housing and swingable therewith through an arc, said arc lying in the keel plane of the boat, and means to rotate the lower propeller drive .section about its vertical axis independently of the housings and the motor.

References Cited in the file of this patent UNITED STATES PATENTS 65,740 Franzen .Tune '11, 1867 695,717 Gardner Mar. 18, 190@ 969,084 Andress Aug. 30, 1910 `1,824,213 Johnson Sept. 22, 1931 `1,899,490 Wiedmann Feb. 28, 1933 1,980,685 Johnson Nov. 13, 1934 2,091,247 Williams Aug. 24, 1937