Patent Grant
9708045
The present invention relates to watercraft, and more particularly to a watercraft outdrive that can move a propeller and its shaft relative to a watercraft bottom while the watercraft is under power.
There is a variety of watercraft used in different activities. Some watercraft is used for commercial purposes, while others are used for recreation or competition. Many watercraft, or boats include an inboard motor. The engine of such boats is located inside the hull of the boat, and an outdrive projects rearward from the stern of the boat. The outdrive typically includes a transmission that transfers rotational forces from the engine to a propeller shaft and an associated propeller. Upon rotation, the propeller produces thrust to propel the boat through water.
Conventional outdrives of inboard watercraft are constructed so that the outdrive can tilt about a pivot point to tilt the propeller upward or tilt the propeller downward. Upon such tilting, however, the angle of the propeller and the associated thrust changes significantly. For example, when an outdrive is tilted upward, the tilted angle of the propeller makes maneuvering the boat more difficult because the thrust is projected upward toward the water surface instead of being projected rearward, behind the boat.
Even with such tilt features, an issue with conventional outdrives of inboard watercraft is that the vertical displacement of the propeller shaft and propeller is generally fixed and immovable relative to the bottom of the watercraft. With this fixed relationship relative to the bottom of the watercraft, conventional outdrives fail to effectively provide vertical adjustment of the propeller shaft and propeller. Thus, the thrust point of the drive is fixed and nonadjustable.
The fixed relationship of the propeller shaft relative to the bottom of the boat also presents challenges to boat builders. To mount a standard drive at the surface of water, the builder will mount the engine higher within the hull of the boat. This in turn raises the center of gravity of the boat. In some cases, this can make it unstable. Raising the center of gravity can impair the boat's handling characteristics. This can create issues, particularly when the boat turns at high speed.
With a given height of the engine above the bottom of the boat, boat builders also struggle to identify the ideal propeller shaft location relative to the bottom of the boat when setting it in that fixed, permanent position. Usually, the builder uses trial and error techniques to place the propeller shaft at a particular location. Some boat builders and consumers will attempt to change the location of the propeller shaft relative to the bottom of the boat. For example, a consumer might purchase an outdrive lower unit that differs from the OEM lower unit offered at a standard height. These outdrive lower units typically enable the user to adjust the propeller shaft location in one inch increments.
An issue with modifying the outdrive to replace one lower unit for another is that this modification must be done by removing the boat from the water and disassembling the outdrive and its components out of the water. This can be time-consuming and expensive. Users also can utilize spacer plates that are placed between upper and lower units of the outdrive. Again, however, the final set up of the spacer plate and/or different lower unit is fixed and cannot be changed without removing the boat from the water and disassembling the lower unit to add or subtract a spacer plate, or to replace the lower unit altogether with a different sized lower unit.
Another complicating factor in finding the ideal propeller shaft location is that the configuration and loading of the watercraft can change what that ideal propeller shaft location should be. For example, when a watercraft is loaded with gear and occupants on board, this can alter the ideal propeller shaft location. Full or empty fuel tanks also can change the location.
Further, with a fixed and immovable propeller shaft location, conventional outdrives can limit performance, particularly in race boats. Race boats typically run the propeller shaft at the surface of the water when the boat is under power to maximize speed. When the race boat turns around an obstacle, such as a buoy, at speed, less skeg of the outdrive is in the water. With less skeg in the water, the boat is more prone to skim the surface of the water and potentially spin out. In some cases, this can create dangerous situation for the racers as well as observers.
Surface drive boats with a fixed and immovable propeller shaft location also are difficult to maneuver around a dock or other obstacle where a reverse direction is helpful. For example, surface drive propellers, when in reverse, thrust water against the stern, and in particular the transom of the boat. This helps very little to propel the boat rearward because this thrust is wasted.
Accordingly, there remains room for improvement in the field of outdrives for watercraft with inboard motors.
An outdrive for a marine vessel, such as a watercraft, that can move a propeller and its shaft relative to a watercraft bottom while the vessel is under power is provided.
In one embodiment, the outdrive is joined with a watercraft having an inboard engine. The outdrive can include an upper drive unit having a driveshaft that rotates in response to rotation of an input shaft coupled to the inboard engine. The upper drive unit is movably joined with a lower drive unit, which includes a propeller shaft and an associated propeller that rotate in response to rotation of the driveshaft.
In another embodiment, the lower drive unit is movable from a raised mode, in which it is adjacent the upper drive unit, to a lowered mode, in which it is a preselected distance from the upper drive unit. This changes the location of the lower drive unit, thereby lowering a thrust point produced by the propeller, all while the watercraft is moving through water and while the propeller is producing thrust.
In a further embodiment, the lower drive unit moves so that in both the raised mode and the lowered mode, and movement therebetween, the propeller shaft is maintained at a fixed angle relative to a reference line projecting rearward from a bottom of a transom of the watercraft. In this manner, the propeller shaft is inhibited from and generally does not tilt longitudinally relative to the reference line. Instead, the propeller shaft simply moves vertically, upward and downward, while maintaining a fixed spatial orientation relative to the transom and a reference line.
In another embodiment, the outdrive can be equipped with a tilt assembly configured to tilt the outdrive up and down relative to the transom or hull of the watercraft. The tilt assembly can include a tilt actuator joined with the upper drive unit and/or lower drive unit. The tilt actuator can extend to tilt the upper unit and lower unit upward thereby changing the angle of the propeller shaft relative to the reference line. The tilt actuator can retract to tilt the upper unit and lower unit downward, thereby changing the angle of the propeller shaft relative to the reference line. This tilting action is different from the adjustment of the propeller shaft placement when the lower unit is moved from the raised mode to the lowered mode or vice versa. In the latter cases, the propeller shaft can be maintained at a fixed angle relative to the bottom of the watercraft and/or the reference line.
In even another embodiment, the outdrive can include a drive assembly. The drive assembly can include a driveshaft that rotates in response to rotation of the input shaft extending from the engine. The driveshaft can be rotatably coupled to the propeller shaft directly or indirectly. The drive assembly can include a ball spline through which the driveshaft and/or an associated connector shaft extends. The ball spline can be configured to allow the driveshaft and/or an associated connector shaft to move linearly through the ball spline and/or along a longitudinal axis of the ball spline. The ball spline however engages the driveshaft so that the ball spline and driveshaft do not rotate relative to one another. The driveshaft and ball spline rotate together in unison when the ball spline is rotated. The ball spline and driveshaft can be fixed and non-rotatable relative to one another.
In even another embodiment, the outdrive can include a drive assembly. The drive assembly can include a driveshaft that rotates in response to rotation of the input shaft extending from the engine. The driveshaft can be rotatably coupled to the propeller shaft directly or indirectly. The drive assembly can include a connector shaft and a driveshaft joined via a spline. The connector shaft can be joined with a driveshaft gear. The spline can be configured to allow the driveshaft to move linearly along a common axis of the connector shaft. Accordingly, the driveshaft can extend and retract linearly, along the common axis relative to the connector shaft. Due to the spline connection, the connector shaft and driveshaft also rotate in unison when the connector shaft and/or driveshaft gear is rotated. The connector shaft, spline and driveshaft can be fixed and non-rotatable relative to one another.
In yet another embodiment, the outdrive can include a guide assembly. The guide assembly can include one or more guide shafts that guide the lower drive unit along a uniform, generally linear path when the lower drive unit moves relative to the upper drive unit. The guide shafts can each respectively be movably disposed within one or more guide shaft bores defined by the upper drive unit and/or the lower drive unit. The guide shafts can be configured to telescope relative to the guide shaft bores upon movement of the driveshaft and/or a connector shaft relative to the reference line, and/or when the lower drive unit is moved from the lowered mode to the raised mode or vice versa.
In still another embodiment, the outdrive can include a vertical adjustment assembly that moves the lower drive unit relative to the upper drive unit. This vertical adjustment assembly can include a spacing actuator, such as a hydraulic cylinder, that is joined with the upper drive unit as well as the lower drive unit. The spacing actuator can extend and retract, and thereby move the lower drive unit away from and toward a bottom of the upper drive unit respectively. In turn, this alters the spacing between the propeller shaft and the reference line of the transom, or more generally the spacing of the propeller shaft relative to a bottom of the upper drive unit.
In still a further embodiment, the outdrive can include a driveshaft seal assembly. This driveshaft seal assembly can shield the driveshaft and any associated connector shaft from the environment around the outdrive, for example from surrounding water, particularly when the lower drive unit is lowered to the lowered position. The driveshaft seal assembly can include a shaft seal piston defining an internal shaft seal bore. The driveshaft can extend within the internal shaft seal bore. Optionally, the shaft seal piston is movably joined with the upper drive unit so that the shaft seal piston lowers from the upper drive unit to cover the driveshaft, even when the lower drive unit is in the lowered mode. The shaft seal piston surrounds the driveshaft, even when the driveshaft is rotating, to shield the driveshaft from water within which the outdrive is operated, and/or to prevent oil on the driveshaft from contaminating the surrounding water.
In still yet a further embodiment, an outdrive upper drive unit for a watercraft having an inboard engine is provided. The outdrive upper drive unit can include an upper drive unit housing including an upper drive unit bottom. A ball spline can be rotatably disposed in the housing, and the ball spline can be fixedly joined with a driveshaft gear. The ball spline can be joined with a driveshaft and/or an associated connector shaft (collectively referred to as a driveshaft herein). The driveshaft can be linearly movable through the ball spline, but can be rotationally fixed relative to the ball spline so that when the driveshaft gear rotates, the ball spline rotates in unison with the driveshaft gear and the driveshaft. The driveshaft also moves relative to the upper drive unit bottom when it moves linearly through the ball spline.
In even a further embodiment, a method of operating an outdrive is provided. The method can include: rotating an input shaft extending from a transom of a watercraft; rotating a driveshaft that is rotationally coupled to the input shaft, the driveshaft disposed in an upper drive unit; rotating a propeller shaft rotationally coupled to the driveshaft, the propeller shaft joined with a propeller, the propeller shaft rotatably disposed in a lower drive unit; and moving the lower drive unit away from the upper drive unit a preselected distance while rotating the driveshaft and propeller shaft, the moving occurring while the propeller spins and the watercraft is moving through a body of water.
The current embodiments of the watercraft outdrive and related method herein provide benefits in watercraft propulsion that previously have been unachievable. For example, where the outdrive is utilized on watercraft, the adjustability of the lower unit relative to the upper unit vertically allows an operator to lower a thrust point of the propeller to gain leverage and lift the bow of the watercraft. This can assist the watercraft in getting on plane more quickly. Further, with the vertical adjustability of the propeller shaft and lower drive unit in general, a user can adjust upward the thrust point after the watercraft is on plane to reduce drag and increase efficiency and speed.
Where the outdrive is configured to selectively vertically adjust thrust point and general orientation of the propeller shaft, a boat manufacturer can mount an inboard engine in the boat at a lower position in the hull. This can lower the center of gravity of the watercraft, but with the adjustable outdrive, the watercraft can still operate the propeller at the surface of the water on demand.
With the vertical spacing adjustability of the outdrive, the location of the propeller shaft and associated thrust point of the propeller can be changed without disassembling or otherwise mechanically modifying the outdrive. In addition, when the watercraft is loaded with gear, payload and occupants, which alters the buoyancy of the watercraft, an operator can adjust the outdrive, even when the watercraft is under power and moving through the water, to ideally set the propeller shaft location. The operator can also adjust the outdrive depending on the amount of fuel in fuel tanks on the watercraft.
The vertical spacing adjustability of the outdrive herein can enable a user to lower a propeller shaft when entering a turn. This in turn increases drag and slows the boat more quickly. With a lowering of the lower unit of the outdrive, the outdrive also has more skeg and surface area in the water, which can prevent the boat from spinning out when traversing turns at high speed. Accordingly, boats equipped with such an outdrive can traverse turns at a higher rate of speed. Further, after the boat leaves the turn and straightens its path, the user can raise the propeller shaft to again obtain a high rate of speed.
The vertical spacing adjustability of the outdrive herein can assist in movement of the watercraft in reverse. For example, a user can lower the lower drive unit to adjust the propeller shaft and propeller location relative to the bottom of the watercraft. In effect, the lower unit can be lowered so that the propeller shaft and propeller are below the bottom of the watercraft, where the thrust can easily pass under the watercraft, rather than push against the transom of the watercraft.
The vertical spacing adjustability of the outdrive herein also can allow the outdrive to operate in shallow water. For example, with the outdrive, a user can raise the propeller shaft and propeller, which in turn can reduce the required water depth for operation without engaging the propeller against a bottom in the body of water, all while keeping the forward thrust produced by the propeller in line with the watercraft to maximize handling in the shallow water.
These and other objects, advantages, and features of the invention will be more fully understood and appreciated by reference to the description of the current embodiment and the drawings.
Before the embodiments of the invention are explained in detail, it is to be understood that the invention is not limited to the details of operation or to the details of construction and the arrangement of the components set forth in the following description or illustrated in the drawings. The invention may be implemented in various other embodiments and of being practiced or being carried out in alternative ways not expressly disclosed herein. Also, it is to be understood that the phraseology and terminology used herein are for the purpose of description and should not be regarded as limiting. The use of “including” and “comprising” and variations thereof is meant to encompass the items listed thereafter and equivalents thereof as well as additional items and equivalents thereof. Further, enumeration may be used in the description of various embodiments. Unless otherwise expressly stated, the use of enumeration should not be construed as limiting the invention to any specific order or number of components. Nor should the use of enumeration be construed as excluding from the scope of the invention any additional steps or components that might be combined with or into the enumerated steps or components.
A current embodiment of the watercraft outdrive is illustrated in
The watercraft 100 includes a hull 101 having a stern 104 at which a transom 102 is located. The hull 101 also includes a bottom 101B. This bottom can coincide with or include a lowermost portion of the hull. The watercraft can include a reference line RL that extends rearward from the hull 101, and in particular, that extends from the lowermost portion of the transom 102 and/or bottom 101B, rearward from the boat. As used herein, this reference line RL is helpful in appreciating the spatial orientation of the propeller shaft 33, which includes its own longitudinal axis LA, relative to the lowermost portion of the transom and/or the bottom 101B of the watercraft.
Within the hull 101, an engine or motor 105 is disposed. With this configuration, the watercraft 100 is considered an inboard type of watercraft, where the engine is mounted inside the hull, rather than hanging off the back of the hull or otherwise disposed outside the hull, as is the case with an outboard motor. The engine is joined with an input shaft 106 that extends rearwardly from the engine and through a hole 102H in the transom 102. The hull hole 102H is sealed so that water cannot enter through the hole into the hull. A bearing (not shown) can also be associated with the hull hole. The input shaft is rotated by the engine under force and generally is utilized to rotate the various components of the outdrive 10 and ultimately the propeller 107 as described below. Further, it will be understood that although referred to as an input shaft, this component can include multiple shafts or members connected to one another via different joints, such as universal joints. If there is more than one shaft connected to others, collectively, those shafts are still considered an input shaft.
The input shaft 106 extends rearward and is rotationally coupled to the components of the outdrive 10. The input shaft can include one or more articulating joints, such as universal joints, depending on the application. Many components of the outdrive 10, as explained below, can be rotationally coupled to one another and directly or indirectly rotationally coupled to the input shaft 106. As used herein, rotatably coupled means that rotation of one element causes rotation of another element, regardless of whether the two elements are in direct contact with one another or have other elements therebetween, so that the two elements do not directly contact or engage one another during rotation.
The outdrive 10 can be mounted to the watercraft, and in particular, the transom 102 via a mounting bracket 11. The mounting bracket 11 can interface directly with the transom 102 with a gasket or seal therebetween to prevent water from entering the input shaft hole 102H or other fastener holes used to connect the mounting bracket 11 to the transom. The mounting bracket 11 can be oriented to enable the input shaft 106 to extend between portions of it or through it, and directly to the outdrive 10. The mounting bracket can be outfitted with an armature or gimbal ring 12 that extends downward as shown, or alternatively upward (not shown). This armature or gimbal ring 12 provides turning of the outdrive as well pivoting of the outdrive during a tilting operation. The gimbal ring can form a portion of a tilt assembly 40 as explained with further reference to
The tilt assembly 40 can include a tilt actuator 41 that can extend between the gimbal ring 12 and another portion of the outdrive 10. For example, the tilt actuator 41 can be joined pivotally with the armature 12 at one end 43, and at an opposite end 42, the tilt actuator can be joined with an upper drive unit 20. The actuator 41 can be in the form of a hydraulic ram, pneumatic ram, or a set of gears. The tilt actuator 41 can be remotely operated by a user or operator of the watercraft 100 to extend and/or retract the actuator at its ends relative to one another. In so doing, the tilt assembly 40 operates to tilt the outdrive 10 relative to the watercraft.
In particular, the tilt assembly 40 can be operated to extend the tilt actuator 41 as shown in
The tilt assembly 40 can be adjusted so that the tilt is neutral, as shown in
As shown in
In addition to the tilt assembly 40, the outdrive 10 of the current embodiment can include a drive assembly 50, a guide assembly 60 and a vertical adjustment assembly 70. All of these components can operate in concert to enable an operator to raise and lower a lower drive unit 30 in a linear, non-pivoting manner relative to an upper drive unit 20, optionally while the drive is under power to propel a watercraft through water. More particularly, the outdrive of the current embodiment is constructed so that the lower drive unit 30 can be operable in a raised mode as shown in
In the raised mode, the propeller shaft 33 and its longitudinal axis LA can be aligned in parallel to the reference line RL, particularly when the outdrive is in a neutral tilt position, as shown in
The lower drive unit 30 can be guided and urged with the vertical adjustment assembly 70 and the guide assembly 60 to a lowered mode as shown in
In this lowered mode, the propeller shaft 33 and its longitudinal axis LA can be aligned in parallel to the reference line RL, particularly when the outdrive is in a neutral tilt position, as shown in
The lower drive unit 30 is movable from the raised mode to the lowered mode while the watercraft 100 is moving through a body of water W and while the propeller shaft 33 and the propeller 107 are spinning and producing thrust to propel the boat in a direction. The lower drive unit 30 is movable toward and away from the upper drive unit, optionally linearly, while the watercraft is moving through a body of water and while the propeller shaft 33 and the propeller 107 are spinning and producing thrust. Further, the spatial offset of the longitudinal axis LA from the distance L1 to a second, different distance L2 (in transitioning from the raised mode to the lowered mode) can all occur while the watercraft is under power and the propeller is spinning. The various components of the drive assembly 50, for example the driveshaft, connector shaft, or other components as described below also can move relative to the upper drive unit bottom and/or the lower drive unit top 30T in the transition from the raised mode to the lowered mode and vice versa, all while the propeller is spinning and the watercraft is moving and/or under power.
During the movement of the lower drive unit 30 relative to the upper drive unit 20, for example, as shown in
Accordingly, assuming the tilt is neutral as shown in
Optionally, during the movement of the lower drive unit 30 relative to the upper drive unit 20, for example, as shown in
The various components of the outdrive 10, for example the various housings, the upper drive unit 20 and lower drive unit 30, the guide assembly 60, the vertical adjustment assembly 70, the drive assembly 50, and a shaft seal assembly 80 will now be described in more detail. As shown in the exploded view of
The lower drive unit 30 of the outdrive 10 can include a lower drive unit housing 30H, as shown in
The guide assembly plate 60P can include one or more plate apertures 60PA that are configured to receive a portion of the elongated guide shafts 60S2 of the guide assembly. The bottoms of the elongated guide shafts 60S2 can be connected via a fastener, such as a bolt 60PAB that extends through the plate and through the lower end of the elongated guide member 60S2 thereby securing the elongated guide member to the plate. The guide plate 60P as shown in
The plate 60P can include vertical adjustment assembly actuator apertures 70VA. These vertical adjustment assembly actuator apertures 70VA can be configured to receive a portion of the vertical adjustment actuators 71A. For example, where the vertical adjustment actuators 71A are the form of hydraulic cylinders with extending and retracting rams 71R, the ends of the ram can be connected via a fastener, such as a bolt 70PAB, that extends through the plate and through the lower end of the ram 71R thereby securing the ram to the plate. Optionally, although shown as a separate plate 60P, the guide assembly plate 60P can be integral with the lower drive unit housing 30 or other components of a lower drive unit. Further optionally, the plate can be set up with a different set of apertures to handle a different number of elongated guide members 60S2 and/or different types of vertical adjustment actuators 71A.
With reference to
As shown in
As shown in
Although not shown, the towers 70T, within which actuators are disposed, can be placed on the lower drive unit 30 along with the actuators so that the ram engages portions of the upper drive unit 20 to move the assembly. Of course with this configuration, the lower drive unit can become particularly large and cumbersome, which is why the vertical adjustment assembly 70 can be contained in and associated with the upper drive unit shown, mostly out of the water when the boat is under power and moving at speed.
The guide assembly 60 can operate in concert with the vertical adjustment assembly 70 to provide a smooth, guided, and even consistent raising and lowering of the lower drive unit relative to the upper drive unit and vice versa. As shown in
As shown in
The upper drive unit 20 also can define guide shaft bore 60GSB as shown in
Optionally, the secondary guide shafts 60S2 can include an upper flange or lip, also referred to as a shoulder 60F. This shoulder 60F can extend outwardly from the outer wall 60S2OW of the secondary guide shaft preselected distance. This flange or shoulder 60F can engage a surface 60LU of the lateral extension 60L thereby arresting and stopping movement and extension of the guide shaft relative to the upper drive unit 30. This in turn arrests downward movement of the lower unit. The particular spacing of the shoulder 60F can be selected to provide a desired amount of vertical spacing of the lower unit relative to the upper unit upon lowering to the lowered mode. This is illustrated in
As further shown in
Optionally, although not shown, the guide assembly and vertical adjustment assembly can be configured slightly differently. For example, the primary guide shafts 60S1 can be eliminated. The secondary guide shafts 60S2, as shown in
Optionally, the precise location of the elements and components of the drive assembly and vertical adjustment assembly can be moved relative to one another about the upper drive unit 20. Further, fewer or less of each respective component can be included in the outdrive 10, depending on the particular application. In some cases, it may be satisfactory to include only a single vertical adjustment assembly and associated actuator and a single system of guide shafts relative bores of a guide assembly. In others, additional guide assembly components and vertical adjustment assembly components can be helpful.
As mentioned above, the outdrive 10 includes a drive assembly 50. This drive assembly is configured to enable components thereof to effectively extend and retract relative to the upper housing and/or the lower housing, so that the lower drive unit 30 can be moved to a lowered mode and back to a raised mode, all while the drive assembly conveys rotational force to the propeller 107, and all while the boat is under power, moving through water.
With reference to
As shown in
The clutch shaft 50S can be generally vertically oriented and rotatable within the housing 20H of the upper drive unit 20. The ends of the clutch shaft can be constrained by bearing elements or other bores to facilitate rotation of the same. The clutch shaft 50S is also joined with a clutch shaft gear 50G1. This clutch shaft gear 50G1 can be non-rotatably mounted to the clutch shaft so that the clutch shaft and the clutch gear rotate in unison. This clutch shaft gear 50G1 can extend above a portion of the upper unit housing 20H and can be concealed within a compartment defined by the upper cover 20P of the housing. The clutch shaft gear 50G1 can be rotatably coupled to the idler gear 50G2, which is rotatably mounted on a spindle 50GS. The idler gear can be mounted above a portion of the upper unit housing 20H and can be concealed within a compartment defined by the upper plate 20P of the housing. When the clutch shaft gear 50G1 rotates, this idler gear 50G2 also rotates, but in a different direction. The drive assembly 50 can include a driveshaft gear 50G3. This driveshaft gear or connector shaft gear 50G3 can be rotatably coupled to the idler gear 50G2. The driveshaft gear or connector shaft gear 50G3 can be mounted above a portion of the upper unit housing 20H and can be concealed within a compartment defined by the upper cover or plate 20P of the housing.
In operation, the input shaft 106 rotates the clutch shaft 50S, which rotates the clutch shaft gear 50G1. The clutch shaft gear rotates the idler gear 50G2 and the idler gear 50G2 rotates the driveshaft gear 50G3. As explained in further detail below, the driveshaft gear 50G3 is fixed rotationally relative to the driveshaft SODS and/or a connector shaft 50CS. Accordingly upon rotation of the gear 50G3, the driveshaft SODS is rotated, and in turn rotates via the gears 34G and 33G the propeller shaft 33 and the propeller 107. This rotation of all the elements of the drive assembly 50 occurs while the drive assembly is under power and rotating via input from the input shaft 106. The rotation of all these components can occur equally and similarly in both the raised mode and lowered mode of the lower drive unit.
An aspect of the drive assembly 50 is that the driveshaft SODS can move linearly, up and down relative to and through the upper drive unit 20, while still remaining rotatably coupled to the propeller shaft 33. Put another way, the driveshaft can continue to be rotatably coupled to the input shaft 106 and rotate, all while the lower drive unit 30 is in the raised or lowered mode and/or moving somewhere in between, and/or all while the driveshaft moves linearly up and down in the upper unit housing 20H. The driveshaft continues to rotate the propeller 107 while the watercraft is under power and the input shaft 106 is rotating the various components of the drive assembly 50, in either the raised mode, the lowered mode, and during the transition from the raised mode to the lowered mode and vice versa. At all times, the driveshaft can continue to rotate the propeller regardless of the transitioning between the raised and/or lowered modes or vice versa. To do so, the driveshaft SODS and/or a connector shaft 50CS can telescope relative to the upper drive unit 20 and components thereof. Optionally, the driveshaft and/or connector shaft can remain in a fixed orientation relative to the propeller shaft. For example, as shown, the driveshaft can remain at a 90° angle relative to the propeller shaft, regardless of the vertical spacing of the upper unit relative to the lower unit.
The outdrive 10 can include a ball spline 52 that is joined with the driveshaft gear 50G3 in a fixed and non-rotatable manner. As shown in
The ball spline 52 and the gear cylinder 53C, can be rotatably disposed in a ball spline receiver bore 20HB defined by the upper drive unit housing 20H and/or the top plate 20P. In this manner, the ball spline 52, the gear cylinder 53C and the gear 50G3 all can rotate within the housing and in particular within the ball spline receiver bore 20HB. To facilitate this rotation, a first bearing set 52S can be joined with the outer cylinder 520C of the ball spline 52. A second bearing set 53S can be joined with the gear cylinder 53C. These bearing sets 52S and 53S can enable the entire ball spline gear unit 53, which includes the ball spline 52, the gear cylinder 53C, along with the gear 50G3 to rotate within the ball spline receiving cylinder 20HB freely.
Referring to
The ball spline 52 can define a first bearing raceway 52RW that is in communication with the internal bore, that is, objects within the first bearing raceway 52RW can move into and out from the internal bore 52B or portions thereof. The ball spline also includes multiple bearing elements 52R, which is illustrated are the forms of balls, such as ball bearings that are spherical in shape. These balls 52R are disposed in the first bearing raceway 52RW. The connector shaft 50CS and/or driveshaft SODS are likewise configured with a groove 50CSRW, 50DSRW. This groove effectively forms a second raceway. The second raceway is in communication with the first raceway 52RW. Accordingly the balls or bearings 52R can move and/or roll in the first raceway and in the second raceway, and/or can move from one raceway to another, depending on relative movement of the ball spline relative to the connector shaft 50CS and/or driveshaft SODS.
Via the interaction of the balls with the first raceway in outer cylinder 520C, as well as the second raceway defined by the connector shaft and/or driveshaft, the connector shaft and/or driveshaft can telescope or otherwise move linearly through the ball spline 52. In turn, the driveshaft and/or connector shaft are linearly movable relative to, and optionally through, the ball spline and its internal bore when the lower drive unit 30 is moved from the raised mode to the lowered mode and vice versa. Due to the ball spline's interaction with the shaft however, that shaft is rotationally fixed, that is, the shaft does not rotate relative to the ball spline. Accordingly, the ball spline 52 and the connector shaft and/or driveshaft rotate in unison, in both the raised mode and the lowered mode and all positions therebetween. Further, the ball spline, driveshaft and/or connector shaft also rotate in unison with the drive gear 50G3.
Turning to
As shown in
In comparing the raised mode of the lower drive unit 30 in
Further optionally, the ball spline can be replaced with any type of spline connection between the connector shaft and the drive shaft so that the shafts can telescope linearly relative to one another. Accordingly, the drive shaft can extend and retract relative to the connector shaft, or vice versa, when the lower unit is raised and/or lowered.
An issue with the driveshaft and any related connector shaft extending from the upper drive unit 20, and generally from the bottom 20B of the upper drive unit 20 is that the driveshaft can be in communication with a supply of oil. Thus, when the lower drive unit 30 is moved from the raised mode shown in
Accordingly, the outdrive 10 can be outfitted with a driveshaft seal assembly 80. As shown in
The driveshaft seal assembly 80 can include a shaft seal piston 81. The shaft seal piston can include and define an internal shaft seal bore 81B. The driveshaft and/or connector shaft can be rotatably disposed within the shaft seal piston and in particular within the internal shaft seal bore 81B. The entire shaft seal piston also can be movably disposed in a telescoping manner within a shaft seal piston bore 86B defined by the upper drive unit 20. A seal, for example, an O-ring or other suitable gasket or seal 81S, can be disposed between an outer surface of the shaft seal piston 81 and the shaft seal piston bore 86B.
The shaft seal assembly 80 can include a stub 37S that extends upward from the lower drive unit 30 and in particular the plate 60P. This stub 37S can define an internal stub bore 37B. The driveshaft SODS and/or connector shaft 50CS can extend through and can rotate within that bore 37B. The stub 37S can be configured to fit within the internal shaft seal bore 81B. The internal shaft seal bore can further include another seal, such as another O-ring 84S that seals against the outer surface of the stub 37S.
The shaft seal assembly 80 can further include a biasing member 87, which can effectively push the shaft seal piston out from the shaft seal piston bore 86B when the lower drive unit 30 is moved from a raised mode to a lowered mode.
When the lower unit 30 is moved to the lowered mode shown in
Optionally, the shaft seal piston's movement can be delimited by a plate 88. The plate can be of a smaller diameter D4 than the diameter D5 of the shaft seal piston. Accordingly, a shoulder 89 of the shaft seal piston can engage the plate 88 and thereby stop movement of the shaft seal piston out from the shaft seal piston bore. Of course, in other applications, different systems can be used to limit movement of the shaft seal piston and otherwise seal the driveshaft and prevent water from leaking to it, or oil from leaking out of the outdrive 10.
Directional terms, such as “vertical,” “horizontal,” “top,” “bottom,” “upper,” “lower,” “inner,” “inwardly,” “outer” and “outwardly,” are used to assist in describing the invention based on the orientation of the embodiments shown in the illustrations. The use of directional terms should not be interpreted to limit the invention to any specific orientation(s).
The above description is that of current embodiments of the invention. Various alterations and changes can be made without departing from the spirit and broader aspects of the invention as defined in the appended claims, which are to be interpreted in accordance with the principles of patent law including the doctrine of equivalents. This disclosure is presented for illustrative purposes and should not be interpreted as an exhaustive description of all embodiments of the invention or to limit the scope of the claims to the specific elements illustrated or described in connection with these embodiments. For example, and without limitation, any individual element(s) of the described invention may be replaced by alternative elements that provide substantially similar functionality or otherwise provide adequate operation. This includes, for example, presently known alternative elements, such as those that might be currently known to one skilled in the art, and alternative elements that may be developed in the future, such as those that one skilled in the art might, upon development, recognize as an alternative. Further, the disclosed embodiments include a plurality of features that are described in concert and that might cooperatively provide a collection of benefits. The present invention is not limited to only those embodiments that include all of these features or that provide all of the stated benefits, except to the extent otherwise expressly set forth in the issued claims. Any reference to claim elements in the singular, for example, using the articles “a,” “an,” “the” or “said,” is not to be construed as limiting the element to the singular. Any reference to claim elements as “at least one of X, Y and Z” is meant to include any one of X, Y or Z individually, and any combination of X, Y and Z, for example, X, Y, Z; X, Y; X, Z; and Y, Z.
| Number | Name | Date | Kind |
|---|---|---|---|
| 1780552 | Coggins et al. | Nov 1930 | A |
| 4244454 | Bankstahl | Jan 1981 | A |
| 4544362 | Arneson | Oct 1985 | A |
| 4565532 | Connor | Jan 1986 | A |
| 4645463 | Arneson | Feb 1987 | A |
| 4728308 | Weismann | Mar 1988 | A |
| 4764032 | Tanaka | Aug 1988 | A |
| 4775342 | Connor et al. | Oct 1988 | A |
| 4790782 | McCormick | Dec 1988 | A |
| 5326294 | Schoell | Jul 1994 | A |
| 5415576 | Meisenburg et al. | May 1995 | A |
| 5647780 | Hosoi | Jul 1997 | A |
| 5791954 | Johnson, Jr. | Aug 1998 | A |
| 5863230 | Morrison | Jan 1999 | A |
| 5934955 | Heston | Aug 1999 | A |
| 5964627 | Detwiler | Oct 1999 | A |
| 6383043 | Heston | May 2002 | B1 |
| 6431927 | Sage | Aug 2002 | B1 |
| 6468119 | Hasl | Oct 2002 | B1 |
| 6523655 | Behara | Feb 2003 | B1 |
| 6960107 | Schaub et al. | Nov 2005 | B1 |
| 7163427 | Lee | Jan 2007 | B1 |
| 7985109 | Mansfield et al. | Jul 2011 | B2 |
| 20090117791 | Huddleston | May 2009 | A1 |
| Number | Date | Country | |
|---|---|---|---|
| 62358334 | Jul 2016 | US |
