Abstract: A marine propulsion device comprising a propulsion unit including a gearcase having a cylindrical inner surface centered on an axis, a propeller shaft which is located inside the inner surface, which is supported by the gearcase for rotation about the axis, and which has a rearward end adapted to have mounted thereon a propeller, and an annular oil seal extending between the propeller shaft and the inner surface, and a mechanism for protecting the oil seal from foreign matter, the mechanism including an annular member fixed on the propeller shaft, located between the oil seal and the rearward end of the propeller shaft, and spaced from the oil seal, the member having a generally circular outer surface spaced closely adjacent the inner surface and having a beveled surface portion facing the rearward end of the propeller shaft.

Abstract: A coupling for a marine outboard drive for coupling the engine output shaft to the input shaft of the outboard drive. The coupling is formed of a composite member having a molded hub portion that defines a curved recess and a sheet metal member that is affixed to the hub member and which is adapted to be affixed to the engine output shaft. An elastomeric member is received in the recess of the hub member and supports an internally splined member that has a splined connection to the input shaft of the outboard drive.

Abstract: A seal assembly for providing a seal between the hull of a powered water craft and a drive shaft which passes through the hull includes a flexible tubular boot which is attached to a through-hull fitting which is affixed to the hull and is attached at its other end via a leak-proof seal to the shaft at a location within the hull. The shaft seal assembly includes a pair of mutually engaging annular face seal members with one of the seal members being affixed to the fitting and the other being affixed to a sealing collar which is adjustably positioned along the shaft.

Abstract: A frictional joint between a first member and a second member is dismantled by means of a hydraulic nut fitted onto an external screw thread of the first member. The hydraulic nut acts on a separation ring having an external screw thread engaged with an internal screw thread in a co-axial recess provided in the second member.

Abstract: A marine propulsion system for isolating engine sound and vibration from the boat interior includes an engine mounted in the aft portion of the boat by resilient mounts. The engine is enclosed within a closed compartment for isolating engine sound, with one wall of the compartment defined by the boat transom. The resilient engine mounts isolate the boat from the effects of engine vibration. A drive unit is rigidly mounted to the exterior of the boat transom. A drive mechanism is provided for transferring power from the engine crankshaft to the drive unit, and includes an apparatus for accommodating engine movements and isolating the drive unit from the effect of such movements.

Abstract: A torsional damper for interconnecting the engine crankshaft and the driveshaft in a marine drive unit utilizes a high viscosity fluid as the fluid drive medium and also to cushion the transmission from the crankshaft to the driveshaft of torsional vibrations created by peak engine firing impulses. The damper includes two sets of interleaved and overlapping damper plates disposed within a housing. One set of plates is attached to the crankshaft input for relative rotation therewith and the other set is attached to the driveshaft and driven by the high shear resistance of the transmission fluid. The extremely high viscosity fluid reduces slip between the plate sets and thus between the crankshaft and driveshaft to a minimum, yet effectively precludes the transmission of torsional vibrations which significantly reduce drive train life. The damper construction of the present invention may be adapted for use in both outboard motors and stern drives.

Abstract: A device for supporting the drive shaft of a marine propulsion unit wherein a single thrust bearing that supports the drive shaft against its thrust loads is biased by means of an elastic connection between the water pump and the drive shaft for simplifying the construction and eliminating the necessity for separate biasing springs for this purpose.

Abstract: A marine stern drive (10) has an engine output coupler with a coupler hub (56) having an axially splined opening (58) receiving the forward splined end (28) of the output drive shaft (24). The coupler hub has a pair of axial channel passages (60, 62) therein spaced radially outwardly of the splines (58), radial channel passages (64-69) extending radially inwardly from the axial channel passages, and inner circumferential channel passages (70, 72, 74) extending circumferentially around the axial splined opening in the coupler hub and intersecting the splines (59), A grease fitting (76) on the coupler hub communicates with one of the axial channel passages such that grease introduced at the fitting flows through the axial channel passages, through the radial channel passages, and through the circumferential channel passages, to lubricate the splines of the coupler hub and the output drive shaft.

Abstract: A marine stern drive (10) has an engine output coupler (60) driven to rotate about an axis and having a hub (70) with a splined axial opening (72) therein which is open-ended at the front and rear. A splined output driveshaft (78) is received in the splined axial opening (72) of the coupler hub (70) and is operatively coupled to the boat propeller (20) to drive same. The coupler hub (70) has a grease fitting (74) therein and a grease passage (76) extending from the grease fitting (74) and communicating with the splines (80, 82) to lubricate same. Front and rear sealing O-rings (84, 86) trap and retain the grease therebetween to maintain lubrication of the splines. The axial opening in the hub has a forward splined section (88) and a rearward nonsplined section (90). The driveshaft has a forward nonsplined section (90), a splined section (94) axially rearward of the forward section (92), and another nonsplined section (96) axially rearward of the splined section (94).

Abstract: A method is provided for constructing an engine-powered propeller-driven boat. The method involves first pre-assembling a propulsion system, comprising a plurality of separate pre-machined components such as a propeller shaft, a shaft support strut, and a thrust bearing assembly, on a main casting in a manner so as to assure proper fit and alignment of the components. The components are then disassembled from the casting, and the main casting is mounted on a hull mold in a predetermined position. The hull is then formed by laying up laminations within the hull mold around and over the main casting such that the main casting is made integral with the hull. Thereafter, the components of the propulsion system are re-assembled on the integral main casting so that the components, which now fully aligned, become part of the boat. The thrust bearing assembly includes a main housing which is isolated by a rubber laminate from the bearing housing so as to eliminate propeller shaft vibrations.

Abstract: A marine drive (1) for a boat (3) includes a longitudinally extending propeller shaft (18, 20) which concentrically carries the hub (21, 22) of a propeller (10, 11) at the aft end of the shaft, with the shaft serving to rotatably drive the hub. The shaft is provided with a threaded outer peripheral portion (48, 36) at its end. The hub is provided with a rearwardly disposed annular flange (44, 32) and an annular rearwardly facing recess (45, 33) having a threaded outer periphery (47, 35). A dual-threaded nut (49, 37) is removably disposed within the hub recess. The outer nut threads engage the hub threads, while the inner nut threads engage the threads of the propeller shaft. A device (56, 43) is provided for securing the nut against threadable rotation in its mounting. The inventive concepts may be utilized with a single or dual propeller system or any other hub and shaft connection.

Abstract: Disclosed herein is a marine propulsion device comprising a lower unit including a gearcase, a propeller shaft rotatably mounted in the gear case and adapted to support a propeller, a clutch shaft rotatably mounted in the gearcase in co-axial relation to the propeller shaft, a splined female end portion on one of the propeller shaft and the clutch shaft and a splined male end portion on the other of the propeller shaft and the clutch shaft and engaged with the splined female end portion, and a resilient spring clip cooperating with the propeller shaft and the clutch shaft for releasably retaining the propeller shaft and the clutch shaft in predetermined axial relation to each other.

Abstract: A shaft pressure ring for use in conjuction with a boat having an inboard motor and a drive shaft protruding through a shaft logseal assembly mounted in the hull of the boat, the hull including a shaft log area surrounding the drive shaft, the shaft pressure ring comprising a deflector, the deflector having an inside diameter being annular in shape, the deflector being of a rigid material and adapted to be positioned upon the drive shaft a sufficient distance from the seal such that the shaft pressure ring will deflect a portion of the water passing beneath the hull of the boat in a direction toward, and onto, the shaft log seal. The splasher will continuously lubricate and cool the shaft log seal to prevent drying, burning, deterioration, and eventual leakage.

Abstract: A shaft is coupled to a circumjacent gear substantially midway between the bearings at each side of the gear. This substantially equalizes the vertical loading on the gear bearings--eliminating the tilt or cant in the gear which would otherwise result, and minimizing abnormal tooth wear in the gearing system. An example of the present invention is a long driving shaft such as the drive shaft of a propeller in a large ship.

Abstract: A marine propulsion system for high performance power boats is provided which includes a propellor shaft that extends parallel to the surface and thus enables a "surfacing" operation wherein each of the propellor blades or discs extend out of the water during a portion of the rotational period thereof. The system includes a universal joint which joins the propellor shaft to an inclined connecting member connected to a reduction gear unit. The universal joint is located in an upper support housing mounted to the underside of a recessed area at the stern of the hull while the propellor shaft is mounted by a thrust bearing assembly and a further, spaced bearing assembly within a lower support housing affixed to the upper housing. The propellor assembly includes a thrust sleeve joined to the propellor shaft by a series of spaced weldments which serve in transmitting thrust to the sleeve.

Abstract: A method is provided for constructing an inboard power boat. The method employs an integrated propulsion and steering unit, and involves applying an insert having an exterior shape corresponding to the exterior shape of the unit to a conventional mold for the boat hull, forming the boat hull by applying laminations to the mold so as to encapsulate the insert, removing the hull from the mold, and fitting the unit to the impression left in the hull by the insert. A universal joint is used to connect the unit to the boat engine. The integrated propulsion and steering unit includes a thrust bearing assembly disposed at the end of a shaft support barrel between the engine drive and the propeller shaft. The support barrel is formed integrally with a base plate which is secured to the boat and which also includes, a part of the integrated unit, a bore for the rudder and one or more downwardly depending propeller support struts.

Abstract: A marine trolling propulsion system (2) has a lower submerged housing (4) including an electric motor (5) driving a propeller (6) through a reducing traction drive provided by rolling contact of threee balls (57-59) between split inner races (36 and 38) and an outer race (60) to drive a transfer member (68) which rotates the propeller (6). The inner race halves (36 and 38) are axially loaded by Belleville washers (72) providing constant axial force with axial deflection, and a limited maximum loading force capability to intentionally provide overload slip protection. The inner race halves (36 and 38) are keyed to the intermediate floating shaft (14) on raised hexagonal shoulders (32 and 34) permitting rocking of the inner race halves (36 and 38) and self-seating and alignment of the inner race halves to the balls (57-59).

Abstract: A marine drive unit (1) includes a lower torpedo housing (9). At least one propeller shaft (21) is mounted in the housing for rotation about a drive axis (17). The propeller shaft is driven by a driving gear (16) suitably connected to a marine engine (4) and mounted on the drive axis. A first forward thrust bearing (41) is disposed between the driving gear and the housing. In addition, a second forward thrust bearing (42) is disposed adjacent the forward end of the propeller shaft. A pre-loading device, in the present embodiment a washer-like Belleville spring (43) of a desired capacity, is disposed to provide an adjustable rearwardly biasing force on the second thrust bearing.

Abstract: A marine engine crankshaft (2) is coupled to a driveshaft (19) for driving a propeller. The splined portion (20) of the upper end of the driveshaft is provided with means to reduce the driveshaft rigidity by providing an intermediately positioned groove or undercut (22) therein. The depth of the undercut is contemplated as being approximately the same as the channels (21) between the splines, and the axial extent or length (A-B) of the undercut is contemplated as being approximately equal to or greater than the undercut depth. In the assembled unit, the undercut is positioned at the outer terminus of the crankshaft. The result is a coupling wherein the rigidity of the driveshaft is reduced and it is free to flex more easily at the intersection of the members so that fatigue failure is substantially reduced.

Abstract: A gear box for coupling the output from the crank shaft of an automotive engine to the hub of a pusher-type propeller for powering an air-boat. The gear box functions to eliminate any axial loading on the crank shaft of the automotive engine and provides a coupling of the output drive shaft to the pusher-type propeller such that in the event of the drive shaft failure, such as caused by the propeller striking a solid object, the propeller is retained in 15 its original position and prevented from flying off from the gear box in which it is mounted.

Abstract: An outboard motor having an improved arrangement for supporting and preloading a thrust bearing of a driveshaft. The preloading device comprises a plurality of relatively small diameter stiff coil springs that encircle the driveshaft and place a compressive force on the thrust bearing.

Abstract: A marine propulsion unit providing for steerable legs for the propeller of a boat which are rotatable in steering direction through 360.degree.. A transmission is provided having spiral bevel gears arranged so that for a constant direction of rotation bearing, loading for parts below the hull can be significantly reduced. There are provided two separate legs having a common drive each being rotatable in steering direction through 360.degree. so that reverse thrust can be achieved without changing the rotating direction of the thrusting propellers relative to their support.

Abstract: Two embodiments of improved jet drive units for watercraft wherein the jet drive impeller shaft is coupled to the engine drive shaft by a slip spline connection for facilitating removal of the jet drive unit for servicing without removal of the engine. In addition, an improved connection is provided between the impeller shaft and the impeller that dispenses for the need for splines and thus permits a smaller impeller hub and a greater efficiency jet drive unit.

Abstract: Disclosed herein is a marine propulsion device adapted to be mounted to the transom of the boat, the marine propulsion device comprising an engine, a rotatably mounted propeller, and a drive shaft assembly drivingly connecting the engine to the propeller, the drive shaft assembly including a lower drive shaft member having a lower end coupled to the propeller and having a threaded upper end, the drive shaft assembly further including an upper drive shaft member having a threaded lower end for threadedly engaging the threaded upper end of the lower drive shaft member.

Abstract: A stern tube bearing system of contra-rotating propeller includes an inner shaft having a rear propeller and an outer shaft having a front propeller, both shafts being rotated in opposite directions. A shaft center portion of the inner shaft is made hollow, a plurality of oil supply holes are bores radially in the inner shaft so as to pass therethrough perpendicularly to the outer peripheral surface thereof, and a plurality of rows of these oil supply holes are arranged in the longitudinal direction of the inner shaft, whereby seizing of the bearing owing to offset contact at its rear end caused by the propeller being overhung can be prevented.

Abstract: In a marine stern drive unit (1), oil is circulated upwardly from the propeller housing (9) and through the drive shaft sleeve (22) to the upper gear case (7). A return oil line (28) connects from the upper gear case and downwardly through the lower gear case (8) to the propeller housing. The return line is disposed within a cooling water chamber (33) communicating with the drive engine (4) to create an intercooling or heat exchanging effect whereby the incoming water from a lake or the like cools the recirculating stern drive unit lubricant. A combination of threaded drive shaft (13, 36) and internally grooved sleeve (37, 38) is utilized to pump the oil through the system.

Abstract: Several embodiments of coupling devices for marine outboard drives for providing a coupling between an engine output shaft and the outboard drive, drive shaft. Each embodiment employs as the coupling a first portion that provides a relatively resilient driving connection for absorbing low speed torque vibrations and a second more rigid driving connection for providing a more positive power transmission at high speeds and high loads. In some embodiments, the more resilient connection is provided by a spring which may comprise either a torsional spring or a torsional coil spring. In other embodiments, elastomeric elements provide the driving connection.

Abstract: A drive mechanism for power boats having an inboard motor and a stern drive propeller mounting. The device includes a gimbaled propeller shaft housing located outboard of the transom. A gear pair mounted within the propeller shaft housing provides a lower propeller shaft relative to the hull of the boat without requiring a greater propeller shaft angle relative to the hull and without requiring a lowered inboard motor position.

Abstract: The mechanism comprises, in combination, a main power shaft, a propeller shaft, a housing for the propeller shaft, a disc-type constant velocity joint (Rzeppa joint) operatively connecting the main power shaft and the propeller shaft, and a tillar arm operatively connected to the housing of the propeller shaft. The Rzeppa joint enables the axial angular displacemnt of the propeller shaft relative to the power shaft to be altered in all directions. Thus if the boat encounters a submerged obstacle, the propeller shaft and its housing can automatically ride over the obstacle and avoid damage or entanglement. Preferably the system also includes a latch and stop assembly that enables the operator to pre-set the vertical angular displacement of the propeller shaft relative to the power shaft in various positions, e.g., (1) uplock (for overland transport and starting). (2) shallow drive (for travelling through swamps where the water is only a few inches deep).

Abstract: This disclosure relates to a transmission for a small boat including a hull, an engine mounted on the hull, the engine having a crankshaft, and an impeller having an impeller shaft journaled by the hull. The transmission includes an intermediate shaft positioned between the crankshaft and the impeller shaft, a pair of coupling joints angularly movably connected to both ends of the intermediate shaft and connected to the crankshaft and to the impeller shaft. A bearing is connected to the intermediate shaft between the ends thereof, and a resilient mount is connected to the bearing and mounted on the hull for elastically journaling the intermediate shaft on the hull.

Abstract: A multi-layered sleeve bearing supports the propeller shaft of a propeller-driven water craft, the layered sleeves comprising an outer fixed master housing, an intermediate removable bearing housing, and an innermost bearing sleeve press-fitted in the removable bearing housing, such that when the bearing sleeve is worn past use, it may be replaced under water by removing the propeller from its shaft and sliding the bearing housing along with the worn bearing sleeve off of the shaft, taking the bearing housing above water and replacing the bearing sleeve within the bearing housing, and then replacing the bearing housing within the master housing under water. The procedure avoids the removal of rudder shaft or rudder as well as the necessity of dry docking the craft.

Abstract: The ship's hull with a cantilevered elastic stern tube arrangement for the elastic mounting of the tailshaft is extended in aft direction aft of the area of restraint of the stern tube (1) which is surrounded by the extended ship's hull in such a way that a direct coupling is avoided and an influence on its vibrational behaviour excluded so that the aftbody is shifted close towards the propeller 8 resulting in an increased overall propulsive efficiency and thus in an improvement of economy.

Abstract: The size of a bearing 34 required to journal a propeller 16 may be reduced by mounting the bearing 34 on a piston 44 received in a cylinder 46 and by locating a piston 62 in a groove 52 on the hub 18 of the propeller 16. The groove 52 acts as a second cylinder and opens oppositely of the cylinder 46. The two are interconnected by bores and ports 64, 66, 68, 70 and filled with an incompressible fluid.

Abstract: A marine outboard drive and more particularly to an improved transmission and propeller shaft supporting arrangement for the lower unit. The propeller shaft is supported by means of a spaced anti-friction bearings to avoid cantilever loading of the propeller shaft. In addition, the propeller shaft has a splined connection with an intermediate shaft of a forward, neutral, reverse transmission and this splined connection includes internal splines formed in an enlarged diameter portion of the propeller shaft. One of the spaced anti-friction bearings engages the enlarged diameter portion of the propeller shaft.

Abstract: A ship includes a rudder and a propeller having a propeller shaft arranged adjacent a stern of the ship. A bottom of stern is made shallow to expose the propeller for a long distance and the rudder is arranged in a space defined by the bottom of the stern, the propeller shaft and a propeller post supporting the propeller shaft, thereby arranging the rudder nearer to a bow of the ship than the propeller. The propeller shaft comprises oil-water partition rings encircling the propeller shaft, and a bearing for the propeller shaft is formed with circular grooves which accommodate therein the oil-water partition rings and communicate with at least one oil-water separating pressurizing tank to form a water exhausting passage on an outer side of each the partition ring and an oil exhausting passage on an inner side of the partition ring.

Abstract: A marine propulsion device comprising a mounting bracket adapted to be mounted on the transom of a boat, and a propulsion unit pivotally mounted on the mounting bracket for pivotal movement relative to the mounting bracket about a generally vertical steering axis, the propulsion unit including a rotatably mounted propeller, a lower drive assembly drivingly connected to the propeller and having a generally vertical axis of rotation, an upper drive assembly adapted to be driven by an engine and having a generally vertical axis of rotation, and a floating drive shaft connecting the upper drive assembly to the lower drive assembly and permitting misalignment of the upper drive assembly axis of rotation relative to the lower drive assembly axis of rotation.

Abstract: A lubrication and circulation system is provided for a marine drive lower gear case (4). A self-lubricating heat conducting flat thrust washer bearing (26) around the drive shaft (6) has a bottom horizontal surface (30) engaging the top of the pinion gear (10) at the bottom of the drive shaft (6) without needle bearings or roller bearings interposed therebetween. Lubricant frictionally dragged by the top of the pinion gear (10) across the bottom horizontal surface (30) of the thrust bearing washer (26) is diverted along the slants of slots (36 and 38) at an angle to the radius (40) inwardly toward the drive shaft (6) rotating therein. Upper and lower self-lubricating heat conducting sleeve bearings (18 and 20) mount the drive shaft (6) for rotation in the lower gear case (4) without needle bearings or roller bearings therebetween.

Abstract: A marine propulsion unit having an engine (13) mounted with the output end directed toward the stern of a boat is disclosed in which a required inclination of propeller shaft (15) is provided outside a reversing clutch mechanism (17) by an intermediate shaft (32) and a pair of meshing bevel gears (38, 39) incorporated in the transmission path. The bevel gears (38, 39) are fixedly mounted on either of output shaft (21) or input shaft (20) of the clutch mechanism (17) and the intermediate shaft (32) among which one of the shafts taking a rearer position is inclined relative to the other shaft downwardly and backwardly. These two shafts are disposed relative to each other so that opposed ends thereof take substantially a same level. The propulsion unit permits a low level mounting of engine and may be manufactured with a low cost while permitting to employ a reversing clutch mechanism in boats having different layouts of propulsion unit.

Abstract: A coupling assembly (17) for coupling the crankshaft (18) of an inboard engine (11) to the input shaft (19) of an outboard propulsion unit (15) has a coupling member (21) stamped from steel. The coupling member (21) is attached to the engine flywheel (20) at three points at the vertices of the triangular coupling member base. An elastomeric annulus (23) couples the coupling member (21) to the input shaft (19).

Abstract: An exhaust apparatus for a water jet propulsion boat having an engine exhaust passage provided inside an impeller shaft. The exhaust passage opens into the water jet at a position rearward of an impeller. Thus, the length of an engine exhaust pipe can be reduced, and it is possible to reduce the space required for installation of the exhaust apparatus. Since the engine exhaust gas is discharged into the water jet at a position to the rear of the impeller, no cavitation occurs at the impeller portion. Further, it is possible to utilize the engine exhaust gas as a gas layer constituting a pneumatic bearing for supporting the impeller shaft.

Abstract: A boat propeller device including an inner hub wall defining an opening for a shaft and having an outer circumferential groove, a partly flexible, elongated and unitary plastic locking member partially located in the outer groove. The shaft has an inner circumferential groove in its surface for partially receiving the locking member therein. An access port enables introduction of the locking member into an inner channel defined by the inner and outer grooves in juxtaposed position. The locking member includes spaced indentations for increasing the flexibility thereof; the oppositely disposed indentations forming reduced cross-sections thereof and defining flexible bridges, and between each two adjacent indentations rigid link members are formed and are of a trapezoid-shape cross-section. One of the terminal link members is releasably affixed to the hub and spline connection blocks rotational movement between the hub and shaft.

Abstract: A shaft connecting device for the outboard drive of a marine engine consisting of a pair of shafts having a splined connection. A seal is fixed to one of these shafts for providing a seal to this shaft and has a portion sealingly engaged with the second shaft for protecting the splined connection from the ingress of foreign material.

Abstract: A water jet unit for ships, comprises a propeller pump having a pump housing connected on its inlet side with an inlet channel and on its outlet side with a water-jet directing outlet means. The pump housing has a hub housing which is arranged centrally in the flow path of the water through the pump housing and which is carried by guide vanes extending radially between the wall of the pump housing and the hub housing. The impeller is mounted on the end of a pump shaft extending into the pump housing through the inlet channel and is journalled in the hub housing by means of an axial bearing and a radial bearing. Both bearings are spherical and have a substantially common center.

Abstract: A boat drive for boats having planing hulls. The boat drive includes a single prime mover or engine that drives, as an inboard drive, a pair of marine screws or propellers that are secured to respective shafts. The engine is located rearmost in the boat proximate the transom and has coupled thereto an automatic transmission having a control provided with two or three speeds forward, neutral and reverse positions, and a lock position. The output shaft from the transmission is coupled, as by a double U-joint structure, to power transfer device including for example, an automobile differential or the like and angle drives suitable for imparting rotation to mutually spaced propeller shafts. The boat incorporating the drive includes a planing-type hull, and controls are supplied the boat for throttling the engine and for selecting the speed ranges of the transmission.

Abstract: With this power take-off gearing, intended to be installed at a propulsion system or drive of a marine vessel, there can be taken-off part of the vessel's drive output at one or a number of auxiliary drive units. The drive or propulsion system of the vessel is mounted upon the ship's foundation and essentially comprises a main engine, a speed reduction gear unit containing a power take-off shaft, a multi-part propeller shaft which extends through a power take-off gearing, and a propeller attached to the propeller shaft. The power take-off gearing is arranged in a housing and supported as a self-contained unit upon the ship's foundation independent of the propeller shaft. A large gear mounted in the housing of the power take-off gearing is driven by the propeller shaft through a moveable clutch which is constructed as a double tooth clutch. The power take-off gearing is connected with a generator.

Abstract: An auxiliary engine propeller shaft locking device for sail boats and the like comprising, a base having an upper lock housing and a lower shaft housing; the housings being integral and in substantially abutting relation with each other. The shaft housing includes a rotatable propeller shaft disc mounted thereon having an inner and outer surface. The housings have front and back surfaces, with the shaft disc mounted on the shaft housing front surface, and the lock housing front surface being above the shaft housing front surface. The disc outer surface is below the plane of the front lock housing surface and the disc inner surface is above the plane of the shaft housing front surface to provide rotating clearance for the disc. The shaft disc has a width less than the width of the shaft housing to provide rotating clearance for the disc. The lock housing includes a locking pin and a shot pin for the locking pin, and the disc includes locking pin engaging means.

Abstract: A marine transmission comprising a gear box (7), a coupling (7) for connection of the gear box (2) to a propulsion machinery (2) and a propeller shaft (3) for transmitting drive force to a propeller (3). The propeller shaft is journalled in two radial bearings. The gearing is supported on a free end portion of propeller shaft via two radial bearings. These bearings may also constitute the front bearing of the propeller shaft.

Abstract: A low noise level, rapidly reversible propulsion system for a submarine or other vessel comprises a non-reversible adjustable speed prime mover, a reversible drive mechanism driven by the prime mover and including a fluid-cooled torque converter and speed reduction apparatus, an energy-dissipating load selectively connectable to the reversible drive mechanism, and a propeller driven by the reversible drive mechanism.

Abstract: In a drive arrangement for a ship, a flexibly mounted drive unit provides the torque for a propeller shaft. The propeller shaft can be supported in a flexibly mounted thrust bearing. A drive shaft interconnecting the drive unit and the propeller shaft includes a single length rigid shaft with a constant velocity universal joint at each end. At least one of the universal joints can absorb axial movement while both can absorb angular movement. The drive unit may consist of a drive motor or the combination of a drive motor and a reduction gear unit interconnected by a rigid shaft with a constant velocity universal joint at each of its ends.