CROSS-REFERENCE TO RELATED DISCLOSURES

This disclosure is related to U.S. patent Application No. 1 1/753,308, entitled "Articulating Surface Drive," filed 10/07/2008 by the same inventor, which is hereby incorporated by reference into this disclosure.

Background of the Invention

1. Field of the Invention

This invention relates, generally, to marine surface piercing drives. More particularly, it relates to a surface drive where the entire articulating mechanism, including the point of articulation, as well as the parts that mount the drive, and control and articulate the trim and steering of the surface drive, are mounted internally, i.e., forwardly of the transom.

2. Description of the Prior Art

Marine surface drives are typically mounted aft of the transom. They enable a propeller to be operated at least partially out of the water if desired. Some also improve the ability to steer a watercraft by providing a universal mount for the propeller shaft that enables simultaneously raising and lowering the propeller while pivoting the shaft to the left and right.

The marine surface drives heretofore known are heavy, complex, large, and often high maintenance units. Their weight and high cost reduces their performance characteristics and limits their applications. They are mounted aft of the transom and the parts thereof are exposed to the deleterious effects of water.

There is a need for a lighter in weight, less complex, and less expensive structure that is also protected from the water that supports the watercraft. The needed apparatus should be easy to manufacture and install and should exhibit enhanced performance characteristics.

However, in view of the prior art taken as a whole at the time the present invention was made, it was not obvious to those of ordinary skill how the identified needs could be fulfilled.

SUMMARY OF THE INVENTION

The long-standing but heretofore unfulfilled need for a means for an improved marine surface piercing outdrive is now met by a new, useful, and non-obvious invention. Internal, i.e., forward of the transom mounting of the novel apparatus facilitates its installation. Protecting the apparatus from exposure to water increases the reliability of the apparatus and reduces the amount of maintenance required. The small, light-in-weight parts are of modular construction, thereby further facilitating assembly and obviating any need for machinery to lift heavy parts. The apparatus is less complex, lighter in weight, and more compact in size than the surface drives heretofore known. It is far less complex, and lighter in weight, and more compact than any other fully articulating surface drive. It provides increased performance and better fuel efficiency yet is less expensive to manufacture, more affordable, and more practical for mass produced boats than the surface drives heretofore known.

More particularly, the novel apparatus provides up to thirty per cent (30%) better performance and economies relative to standard shaft angle inboard, up to fifteen per cent (15%) gain in speed and efficiency relative to conventional stern drives, and up to forty per cent (40%) gain in mid-range cruise speeds and economies compared to jet drives.

The trimable drive enables shallow draft running capabilities. Increased speed and efficiency result from the ability to raise the drive, optimize the trim angle, elevate the propeller, and reduce underwater appendage drag.

These and other advantages will become apparent as this disclosure proceeds. The invention includes the features of construction, arrangement of parts, and combination of elements set forth herein, and the scope of the invention is set forth in the claims appended hereto.

BRIEF DESCRIPTION OF THE DRAWINGS For a fuller understanding of the nature and objects of the invention, reference should be made to the following detailed description, taken in connection with the accompanying drawings, in which:

Fig. 1 A is a side elevational view of a first embodiment of the novel marine outdrive;

Fig. 1 B is a side elevational view of a second embodiment; Fig. 2 is a partial top plan view of the first embodiment;

Fig. 3A is a sectional view of the novel swivel mechanism, taken along line 3A-3A in Fig. 2;

Fig. 3B depicts a second embodiment of the parts depicted in Fig. 3A;

Fig. 4A is a side elevational view of the novel annular shield guard;

Fig. 4B is a top plan view of said shield guard; Fig. 4C is an end view of said shield guard;

Fig. 5A is a side elevational view of the novel trim ring; Fig. 5B is a top plan view of said trim ring; Fig. 5C is an end view of said trim ring;

Fig. 6 is a longitudinal sectional view of the novel marine drive; Fig. 7 is a side view depicting the removable foot on the novel marine outdrive; Fig. 8A is an end view of a transom gusset brace; Fig. 8B is a perspective view of the transom gusset brace; Fig. 9A is an end view of a "T"-brace; Fig. 9B is a perspective view of the "T"-brace;

Fig. 9C is a perspective view depicting the transom brace connected to the "T"-brace; Fig. 10A is an exploded side elevational view of the transom gusset brace and a connector; Fig. 10B is a side elevational view of the transom brace and connector disposed in secured relation to one another; and

Fig. 10C is a side elevational view of the transom gusset brace and connector secured to a transom.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to Figs. 1 A and 2, it will there be seen that an illustrative embodiment of the invention is denoted as a whole by the reference numeral 10.

Outdrive assembly 10 is formed collectively by inboard motor 12 having transmission 14 connected thereto in a well-known way. The axis of rotation of transmission output shaft 16 is mounted typically fixed at an angle of about three to eight degrees (3-8-) downwardly relative to a horizontal plane.

The power provided by output shaft 16 is transmitted to propeller shaft 18 by jackshaft 20. This solid, short round-in-transverse section shaft is also known as a countershaft. The leading end of jackshaft or countershaft 20 is rotatably mounted in leading constant velocity joint or universal joint 22 and the trailing end of jackshaft or countershaft 20 is rotatably mounted in trailing constant velocity or universal joint 24.

The leading end of propeller shaft 18 is secured to companion flange 26 that receives the leading end of propeller shaft 18 and which rotates conjointly therewith. Companion flange 26 is secured to universal or constant velocity joint 24.

The axis of rotation of output shaft 16 of transmission 14 and the axis of rotation of propeller shaft 18 are not necessarily in alignment with one another. The function of jackshaft 20 and constant velocity or universal joints 22, 24 is to enable power transmission in the form of rotary motion from output shaft 16 to propeller shaft 18 with minimal friction and limited freedom of movement in any direction. This provides both trim and steering of the drive.

In a second embodiment, depicted in Fig. 1 B, jackshaft 20a, also known as a slider shaft, extends through opening 52 formed in transom 50 and said jackshaft 20a slideably receives the leading end of propeller shaft 18. The interior diameter of jackshaft 20a is therefore slightly greater than the exterior diameter of propeller shaft 18. A plurality of longitudinally- extending, circumferentially spaced male splines are formed in the leading end of propeller shaft 18 and extend radially outwardly therefrom. Such splines are slideably received within female receiver splines formed in the lumen of jackshaft 20a so that said propeller shaft is free to slide longitudinally in the fore and aft directions. Jackshaft 20a allows necessary fore and aft movement to accommodate the small changes in length that occur on the jackshaft as the drive trims up or down and steers left or right. As suggested by a comparison of Figs. 1 A and 1 B, the embodiment of Fig. 1 B is shorter in length than the embodiment of Fig 1 A, thereby saving valuable space on the watercraft.

Trim frame 28 rotates about a pair of horizontally disposed pivot pins 30, one of which is depicted in Fig. 1 and both of which are depicted in Figs. 2 and 3A. Vertical steering plate 32 (Figs. 1 , 2, 3A, and 3B) is mounted for rotation about a pair of vertically disposed pivot pins, collectively denoted 34. Vertical steering plate 32 is centrally apertured as depicted in Fig. 3A and drive housing 36 circumscribes said aperture and receives the leading end of propeller shaft 18 therethrough. Trim frame 28 and vertical steering plate 32 are mounted fore of the transom.

More particularly, trim frame 28 includes frame top piece 28a, frame bottom piece 28b, and frame side pieces 28c, 28d that interconnect opposite ends of frame top piece 28a to respective opposite ends of frame bottom piece 28b.

Rotation of trim frame 28 about a horizontal axis defined by horizontal pivot pins 30, 30 thus raises or lowers propeller 38 relative to water surface 40, depending upon the direction of rotation. As drawn in Figs. 1 A and 1 B, counterclockwise rotation of trim frame 28 lifts said propeller and clockwise rotation lowers said propeller. Rotation of vertical steering plate 32 about a vertical axis defined by vertical pivot pins 34, 34 turns the watercraft to the left or right, depending upon the direction of rotation. Pivot pins 34, 34 are mounted in said frame top and bottom pieces 28a, 28b.

Trim frame 28 and steering plate 32 and their related parts thus form a universal joint. The plane of pivoting of said trim frame and vertical steering plate is reversed in the embodiment depicted in Fig. 3B. Accordingly, trim frame 28 is mounted for rotation about a vertical axis defined by vertical pivot pins 34a, 34a and vertical steering plate 32 is mounted for rotation about a horizontal axis defined by horizontal pivot pins 30a, 30a. The parts of this Fig. 3B embodiment still cooperate with one another to form a universal joint and all of said parts are fore of the transom.

Steering cylinder 42 performs the function its name expresses. Steering cylinder 42 is pivotally mounted at its leading end to a fixed point. More particularly, as depicted in Fig. 2, leading end 42a is mounted to "U"-shaped channel 43 that receives stringer 45. Channel 43 is referred to in the industry as a stringer cap. Trailing end 42b of steering cylinder 42 is pivotally connected to steering plate 32. As best indicated in Fig. 3, the connection of leading end 42a to stringer cap 43 is indicated in dotted lines and is denoted 42c, and the connection of trailing end 42b to steering plate 32 is indicated in solid lines and is denoted 42d.

Accordingly, as best understood in connection with Figs. 2 and 3, vertical steering plate 32 is rotated about vertical pins 34, 34 in a first direction by extension of steering cylinder 42, thereby causing the watercraft to turn in a first direction. Retraction of steering cylinder 42 rotates steering plate 32 about said vertical pins 34, 34 in a second direction opposite to said first direction, thereby causing the watercraft to turn in a second direction, opposite to said first direction.

Hydraulic trim cylinder 44 controls the instantaneous orientation of the drive through trim frame 28 and vertical steering plate 32. One or more trim cylinders may be provided, depending upon the size and weight of the watercraft. Leading end 44a of hydraulic trim cylinder 44 is pivotally secured to clevis 46 and said clevis 46 is mounted to "U"-shaped channel or stringer cap 43 that receives stringer 45. The trailing end of hydraulic cylinder 44 is pivotally secured to clevis 48 and said clevis 48 is fixedly secured to trim frame 28. As best indicated in Fig. 3, the connection of leading end 44a to stringer cap 43 is indicated in dotted lines and is denoted 44c, and the connection of trailing end 44b to trim frame 28 is indicated in solid lines and is denoted 44d.

Extension of trim cylinder 44 causes trim frame 28 to pivot about horizontal pivot pins 30 in a clockwise direction as drawn in Figs. 1 A and 1 B, thereby driving propeller 38 deeper into water 40. Retraction of trim cylinder 44 causes trim frame 28 to pivot about pivot pins 30 in a counterclockwise direction as drawn in Figs. 1 A and 1 B, thereby lifting propeller 38 away from water 40.

The assembly collectively formed by trim frame 28, vertical steering plate 32 and hydraulic cylinders 42 and 44 enables articulation of propeller shaft 18 and hence propeller 38 so that said shaft may pivot to the left and right and up and down and any combination thereof. Such universal movement has a range of up to about twenty degrees (20-) to the left and right of the longitudinal axis of the watercraft, up to about twenty-five degrees (25-) upwardly from a horizontal plane, and up to about sixteen degrees (16-) downwardly from said horizontal plane. Significantly, jackshaft 20, steering cylinder 42, hydraulic trim cylinder 44, trim frame 28 and vertical steering plate 32 are all positioned completely fore of transom 50, i.e., complete inside the watercraft. This unique positioning of elements was unknown prior to this disclosure.

Opening 52 formed in transom 50 receives drive housing or tube 36 which is preferably provided in the form of an outer drive housing 36a and an inner drive housing 36b. Annular rubber boot 56 seals inner drive housing 36b on the fore side of opening 52. Annular rubber boot 58 seals inner drive housing 36b on the aft side of said opening. Annular fiberglass shield guard 60, depicted in Figs. 4A, 4B, and 4C, protects annular rubber boot 58, particularly when the watercraft is traveling in reverse. Spray deflector plate 61 protects the rubber boots from high speed spray when the watercraft is traveling in a forward direction. Spray deflector 61 is an L-shaped transom mounted fixed spray deflector typically molded of fiberglass composite.

Trim ring 62, which may be made of composite or metal such as stainless steel, bronze, or aluminum, is depicted in Figs. 1A, 1 B, 2, 5A, 5B, and 5C. It provides an interface and facilitates attachment between rubber boots 56, 58, and transom 50. Trim ring 62 also limits the movement of the drive so that the drive does not tear into the fiberglass transom of the boat, and also so the drive won't trim or steer past capacities that will damage the U-joint or CV joint, or exceed steering or trim positions.

As best depicted in Fig. 6 as well as Figs. 1A, 1 B, and 3, thrust from propeller 38 is transmitted sequentially to propeller shaft 18, thrust bearing 65, thrust collar 64, thrust bolts 67, inner drive housing 36b, steering plate 32, vertical pins 34, trim frame 28, pivot pins 30, stringer caps 43, and to stringers 45.

Seal blocks 63, depicted in Fig. 6, are positioned on the opposing ends of the thrust bearings and thrust collars. Said seal blocks 63 contain inner O-rings and outer O-rings that seal the drive housing on each end, keeping water out of the bearing area in the interior of the drive housing and keeping oil inside the drive housing to lubricate the thrust bearings.

Fig. 6 depicts removable foot 70 which when unbolted allows changing and replacing of inner rubber boots 56 and outer rubber boots 58. This unique removable section allows assembly of the drive housing through trim ring 62 and into the vessel. Foot bolts 68 secure removable foot 70 to the drive housing. Foot 70 is depicted in its removed configuration in Fig. 7.

Fig. 8A is an end view and Fig. 8B is a perspective view of a transom gusset brace 41. Brace 41 is formed by a flat, triangular piece of stainless steel 43a that is disposed in a vertical plane and welded in surmounting and longitudinally centered relation to each stringer cap 43, there being two (2) stringer caps as indicated in Figs. 2, 3A, and 3B. Each stringer cap 43 overlies and is bolted to a stringer 45 but the bolts are not depicted. As depicted in Fig. 8B, four (4) throughbores for receiving bolts are formed in triangular part 43a of brace 41. The throughbores are unnumbered to avoid cluttering the drawings and because they are easy to identify.

Stringer caps 43 are perpendicular to transom 50 so the "T"-brace depicted in Figs. 9A-C is employed to interconnect transom gusset brace 41 to said transom. Fig. 9A depicts "T"-brace 47 in end view, said "T"-brace including base 47a that is bolted to the transom and wall 47b disposed in upstanding relation to said base 47a. Throughbores are formed in base 47a and in wall 47b as easily understood in connection with the perspective view of Fig. 9B.

Fig. 9C depicts the interconnection of triangular-shaped part 43a and wall 47b. The unnumbered throughbores of part 43a, depicted in Fig. 8B, are in alignment with unnumbered throughbores formed in wall 47b as depicted in Fig. 9B. Bolts and nuts, collectively denoted 49 in Fig. 9C, secure wall 47b to triangular part 43a of transom gusset brace 41.

From Fig. 9C it can be understood that base 47a is bolted to transom 50. The throughbores formed in base 47a are depicted in Fig. 9B but they are not depicted in Fig. 9C to avoid cluttering said Fig. 9C.

Fig. 10A depicts "T"-brace 47 in exploded relation to triangular part 43a of transom gusset brace 41.

Fig. 10B depicts wall 47b in abutting engagement with said triangular part 43a. The throughbores formed in wall 47b are in alignment with the throughbores formed in said part 43a. Bolts 49 secure triangular part 43a to wall 47b.

Fig. 10C depicts bolts 51 that secure base 47a to transom 50.

The purpose of transom gusset braces 41 , of which there are two (port and starboard), is to further distribute thrust loads as they are applied to the transom. The braces further distribute such thrust loads to stringers 45 as well, thereby increasing the strength of the novel installation.

The novel structure has no part of the steering mechanism or controls exposed to water. All such structure is mounted fore of the transom, internally of the watercraft. This provides for an installation that is simpler and easier than installations that are aft of the transom. The installation is therefore not exposed to the deleterious effects of water and is thus far longer lasting and far more reliable than prior art installations.

It will thus be seen that the objects set forth above, and those made apparent from the foregoing description, are efficiently attained and since certain changes may be made in the above construction without departing from the scope of the invention, it is intended that all matters contained in the foregoing description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

It is also to be understood that the following claims are intended to cover all of the generic and specific features of the invention herein described, and all statements of the scope of the invention that, as a matter of language, might be said to fall therebetween.