US2256831A - Outboard motor - Google Patents

Description

Sept. 23, 1941'. R, KAREY 2,256,831

OUTBOARD MoToR l Filed'April 23, 193e 5 sheets-sheet 1 mmm@ ATTORNEY 'Sept.23,`1941. R @REY 2,256,831

4OLTBOARD MOTOR Filed Aprilv 23, 1938 5 SheetsV-Sheet 2 INVEN TOR BYlZoMvawKnQsY Y mw.

` ATTORNEY Sept 23, 1941- R. kARgY 2,256,831

. QUTBOARD MoToR vFiled April 25, 1958` 5 Sheets-Sheet 3 VII/111111',

INVENTOR ATTORNEY ,onuaw .Kanar sept; 23, 1941.-

5 Sheets-Sheet 5 INVENTOR' ATTORNEY onvnlv Kamm' Patented Sept. 23, 1941 UNITED-` STATES PATENT OFFICE OUTBOARD MOTOR. Romuald Karey, South Bend, Ind., assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware y Application April 23, 193s, lserial No. 203,726

4 Claims.

This invention relates to marine propulsion de-A vices and more particularly to that type of ma- .rine propulsion device known4 as an outboard motor. A

An object of this invention is to provide an vision of novel. means to-vary the angle between the drive shaft of the motor and the transom of the boat.

outboard motor having a multi-cylinder engine.

wherein the associated parts thereof are designed in such a manner as to vproduce a compact unit which may be manufactured economically.

Another object of the invention is to provide novel readily accessible means for actuating the spark and throttle controls of the engine.

A further object is to provide a singlelever -control mechanism for actuating the throttle and spark controls and to ground the magneto to stop the engine.

A further object is to provide a carburetor having improved choke and fuel valve control means.

A still further object of the invention is to provide an air Ycooled'loutboard motor wherein the .power unit fuel tank and exhaust outlet means are proportioned in such a manner as to permit of the use of a high degree of streamlining.

Yet a. further object of the invention is to provide hinged. doors in the side walls of a .streamlined casing ,surrounding the engine to permit easy access to the vital units of the engine to facilitate adjustment or repair thereof.

Another object of the invention is to provide means for directing air from a bladed flywheel positioned above the engine crankcase to cool the crankcase and engine cylinders, as -well as to cool the novel exhaust outlet means positioned beneath the fuel tank oi the engine.

Yet a still further object of the invention is to provide adjustable friction means to hold the spark and throttle control means from undesirable movement due to vibration.

Another object is to provide a resilient means between the potrei' unit and the tiller to prevent vibration from being transmitted from the `engine to the operatora Yet another object is to provide a' streamlined fu-ei. tank having reinforcing cylindrical passageways therethrough to receive fastening means.

n iurtiier etaient" is to provide an outboardV motor. ine-i so shaped es Ato surround a portion oi the power 'unitario proportioned to cooperate with theaoeiated units in presentin a streamlinedstructure.

Another feature' of the invention resides in the provision ci cooled eshaust outlet means radially extending cooling uns wherein the-outlet means is shaped to provide an engansion chamber adjacent the engine cylinders-and proportioned to cooperate with the associated unitsin presenting a streamlined structure.

Figure 1 is a side elevational view, partly in section, of my novel outboard motor assembly; Figure 2 is a plan view of the outboard-motor illustrated in Figure 1 with the fuel tank and top cover plate removed;

Figure. 3 is a sectionalview of the latching means on-an enlarged scale?y u v Figure 4 is a partial sectional view of the attaching and steering' mechanism illustrated in Figure 1; v

Figure 5 is a 5 5 of Figure 4' Figure 6 is a sectional view taken on the line 8 6 of Figure 4; 2 n

Figure '7- is a sectional view taken on the line Al-l of Figure 1;,

Figure 8 is a fragmentary plan view showing sectional view taken on the iline portions of the throttle and spark levers and the f quadrant definingl the path thereof;

Figure 9 is a sectional view taken on the line 9 9 of Figure 8;

of movement Figure l10 is axplan view of the carburetor for.

the engine of my outboard motor; 1 Figure 11 is a sectional view line IIL-il of Figure 10; and Y Figure 12 is a sectional' view take on the it will be observed that I have illustrated myI .Referring more particularly 'to the drawings,

invention as embodied in an outboard, motor wherein an air cooled engine having a crankcase 20 and opposed cylinders 22 is utilized to drive a propeller 2 5 to move a boat, to which the motor may be attached, through the water.l

The lower end of the crankshaft of the engine is connected to the propeller @t by means of directing blades t4 extending i'roxr'iv the hub toy Y the rim. thereof. y

in an effort to conserve space and to present u as attractive appearanceas' possible, a fuel tank' v A `further feature of the. invention is the pro- 36 is shapedtosurround'the engine.

taken on the present a streamlined structure.

the engine are directed through spaced passages 36 to an expansion chamber 40 shaped to underate with the fuel tank and the other units to The exhaust gases are discharged from the expansion chamber 40 to a downwardly directed enlarging passageway formed in upper and lower drive shaft housing members 42 and 44. As the exhaust gases pass downwardly they are cooledby the air flowing over the housing me`mbers and by the water flowing past the lower housing member 4,4.

` The gases contract as they flow downwardly, and

are discharged through a rearwardly directed exhaust outlet member 46 carried. by the lower' housingmember 44. A'I'he lower housing member 44 is provided with an anti-cavitation plate 46 positioned to overlie thepropeller 24.

A cover member 52 having a series of apertures therein is positioned to overlie the ywheel 30 and is shaped to engage the upper surface of the fue1 benk as. A starting wheel sa fixed te the upper end of the engine crankshaft projects through the cover member 52 and is provided with notched sections to engage the end of a rope to be wrapped 'around the wheel to` start the y engine by rotating the crankshaft as the rope is pulled from the wheel. It will be obvious o'f course that if desired, a starting mechanism of `the type disclosed in the copending application of Frank V. Kuzmitz, Serial No.A 180,264, filed December 17, 1937, maybe utilized instead of the starting wheel 5,6.

Referring now more particularly to Figures 1 and 2, it will be observed that the cover member 52, the fuel tank 36, theexhaust expansion chamber' 40; and a pair of generally vertically disposed hinged ldoors 56 cooperate to present a streamlined structure of pleasing artistic appearance.

As more' clearly shown in Figure 7, it will be observed that the fuel tank 36 is provided with plate 62. The air directing scoop '|4 and thel l vertically disposed :doors 56 direct the air to flow .lie the fuel tank 36 and proportioned to cooperover the crankcasel and engine cylinders to cool the engine. A portion of the air flows rearwardly between the expansion chamber and the fuel tank, thereby cooling the expansion chamber, and is discharged at the rear. The re' mainder of the air flows downwardly and is .I

discharged at the bottom of the doors 66 and lpasses over the heat radiating fins 10 carried by the upper portion of the housing 42 to cool the downwardly flowing exhaust gases.

The generally vertically disposed doors 56 are hinged as at 16 andare shaped to"be adjacent to the ilns 66 of the cylinders.l Indentations `F8 insulated as at 19 are formed inthe doors 66 to accommodate spark plugs 60. 'I'heends of the doors remote from the hinges 16 are apertured at 82 to accommodate the projecting control means hereinafter vmore fully described. It will be apparent of course that when the doors 56 are swung to the open position, the operator has free access to the vital units of the engine tot-make any desired adjustments or repairs.

'I'he doors 56 may be retained in the closed position by means of spring pressed latch mechanisms housed in inwardly extending cylindrical indentations 62 in the side walls of the doors. A rotatable shaft 64 having amanually operable knob. 66 extends through the indentation 82 and is provided witha cross pin 66 in the end thereof to slide through a slot and engage in a groove in a barl 90 fixed to the head o1' the engine cylinder 22. A spring 62 interposed between the 'knob 66 and the bottom.' of the indentation 62 serves to urge the shaft in the outward direction to hold the pin 66 in engagement with the bar 90.y To close the door the shaft 64 is rotated to such a position that the pin 86 will pass through the slot in the bar 9 6. ,'The shaft is then rotated until the pin 88 engages in the groove in the generally vertically extending cylindrical tubes 56 welded or otherwise secured therein to receive bolts 60 and to reinforce the tank. 'Ihe bolts 60 pass through the cover member 52 and the fuel tank`36 and are threaded into bosses 62 carried by the expansion chamber 40 to hold the three units securely together. A strip of resilient material,64 such for example as leather is interposed between the cover member 52 and the fuel tank 36 to prevent the emission of noise due to vibration.

, The crankcase 20 of the engine is provided with radially extending heat dissipating flanges to facilitate the transmission of heat therefrom. The engine cylinders 22, the expansion chamber 40 and the upper portionof the housing member An air directing scoop 'I4 is positioned to underl lie the rearward extremity of the flywheel andv to direct air downwardly andforwardly to im-A pinge upon the fnnedecrankcase of the engine to adequately cool it.

In the operation of this device, the blades 34Y -of the rotating ywheel 30 draw cooling air downwardly through the apertures in'lthe Acover -bar whereupon. the knob 66 is released permitting the spring 92 to urge the shaft 64 outwardly to.

hold the pin in the groove and hold the door 56 closed. p l

Attention is particularly directed to the fact that. an improved single lever control mechanism 64 is provided to actuate the throttle and spark controls of the engine. l

Fuel is supplied from. the fuel tank .36 through a conduit 96 totthe float chamber 98 of a plain tube carburetor, a manually operable valve member |00 (Figurel) projecting-outwardly from the motor being provided to shut off the fuel iiowing through the conduit 96.

Referring more particularly to Figures 10 to i2. it will be observed that fuel from the float chamber 98 is delivered by gravity through an orifice |02 -to a restricted chamber |04 adjacent one end of the main fuel nozzle |06. The chamber |86 communicates withthe main fuel nozzle |06 by way of an orifice |06 controlled 'by a tapered metering pin |0 having a threaded portion |82 and` a square section ||4 extending beyond the threaded portion. As the fuel' flows up the main fuel nozzle |06 it is diluted with a small quantity of air admitted through the transversely extending passageways ||6 and isdelivered to the main induction passage 8 of the carburetor.

y Air is admitted to the induction passage through an air inlet passage |20 controlled by a choke valve |22 having a spring pressed poppet relief valve |24 positioned therein tol admit a small quantity of air when the choke valve |22 is in the fully closed position.

section of reduced diameter |96, and the clamp |08 is tightened to. securely engagen the outer ring 200:

The lower supporting lug |10 comprises a generally cylindrical member 202 formed integral with the drive shaft housing 42. 'I'he cylindrical member 202 `ls formed withinversely disposed conical shaped surfaces 204 adapted to receive resilient conical shaped members 206v v` formed of rubber or other suitable material surrounding the -shaft |14, metallic ferrules 2|2,

2I4 engaging the'members 206 to conne them during compression.

A swivelbracket 208 embraces the shaft |14 between the supporting member |16 and lug |10 and is iixed thereto preferably by arcwelding,

as' indicated at 209. The oppositely disposed flanges of the bracket are formed at their upper portions into forwardly projecting members 2|0 transom of the boat.

The lower end of the shaft |14 is threaded to receive a nut 2|6 which when tightened forces the resilient members 206 into engagement with the conical shaped surfaces 204 of the cylindrical member 202. The resilient members and 206 absorb the lateral and vertical vibrations of the engine, thereby preventing the transmission of objectionable vibration to the operator.

Means are provided to vary the angle between the boat engagingvbracket 222 and the shaft I 14 to accommodate the motor for use with boats having transoms set at varying angles. As illustrated in Figures 4 and 5, the angle varying meansz comprises a bracket 226 carried-by the boat engaging bracket 222. A generally arcuate shaped thrust member 228 is fixed, by welding.

as indicated at 229, to the opposite interior faces of bracket 208 and bears against the shaft |14 to transmit thrust from the outboard motor tothe transom of the boat. A compound .angle adjusting mechanism including inner and outer threaded screws 232 and 234 is received in a threaded bore formed in the bracket 226, being clamped in place by means of a bolt 230. The head 236 of the inner sc'rew 232 engages the arcuate shaped guard member 228. The threads of the inner and outer screws 232 and 234 may be of a different pitch to avoid the possibility of vibration changingthe adjustment when the motor is in use. .To change the adjustment mechanism, the motor assembly is tilted outwardly aboutthe tilting shaft 220 as a pivot, to' expose the screw head 220, and the screws 232 or 234 turned until the desired angular relation is obtained. J

A protective -fin or skeg 228 extending below `the gear case housing 20 is provided to'protect hinges upwardly about the bon; m'- to avoid injuring fthe operators' hand by contacting a portion of the boat.

While the invention has been described with particular reference to oneillustrative embodi-r ment thereof, it is to be understood that the scope of the invention is to be determined only in accordance with the following claims, as many changes may be made in the details of construction without departingfrom the spirit of the invention.

I claim: 1. An outboard motor comprising an air cooled engine having a crankcase and multiple cylinders, an exhaust expansionl chambery positioned adjacent and rearwardly of the cylinders, a bladed flywheel drivablyconnected to the engine, a ring shaped fuel tank surrounding a portion of the engine, the tank being intermediate the 4bladed ywheel and the cylinders, a cover pl'ate surmounting the fuel tank, and hinged side-wallA doors surrounding a portion of the engine,the fuel tank, expansion chamber, cover plate and side-wall doors being shaped to present a streamlined structure.

2. An outboard motor comprising an air cooled engine having a crankshaft, a crankcase and multiple cylinders provided with cooling fins, an

exhaust expansion chamber having cooling fins positioned adjacent and rearwardly of the cylinders, a bladed ilywheel carried by the crankshaft,

a .fuel tank surrounding a portion of the engine, an apertured cover plate surmounting the fuel tank, hinged side-wall doors surroundingy a portion ofthe engine, the fuel tank, expansion chamber, cover plate and side-wall doors being shaped to present a streamlined structure, and an air directing baille positioned to direct air from the bladed ywheel to cool the engine land 'expansion chamber. y

moved in the groove to all positions except one extreme position.

4. An outboard motor comprisingan air cooled engine having a crankshaft and multiple cylinders, an exhaust expansion chamber positioned adjacent and aftv of 'said cylinders, a housing communicating with the expansion chamber and having a downwardly expanding exhaust passageway communicating with an under water exhaust outlet, fa bladed ywheel drivably connested to the crankshaft, a ring shaped'fuei tank surrounding a portion of said engine, said tank `being between the bladed iiywheel'and cylinders and comprising an air conduit to said cylinders,

a magneto driven by the crankshaft, the magneto having a movable element to vary the time of fignition, a spark control lever to actuate the movable element, a carburetor having a throttle valve, a throttle control lever for saidvalve.v

means carried by said spark control lever for engagingthe throttle control-lever, and means' for grounding theA magneto when the spark control lever is in a predetermined position.

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