Abstract: The Digital Video Authenticator (DVA) addresses law enforcement concerns for a means to authenticate digital video (DV) so that it will be admissible and trusted as evidence in court. The DVA is a peripheral device attached to a commercial digital video recording device whose purpose is to generate and record authentication data simultaneously as DV is recorded by the video recording device. Verification of the authenticity of a DV sample will be accomplished using non-real-time software tools. The DVA system and method reads digital video (DV) data from a digital video recording device; parses the DV data into elements representing video, audio, control and timing data; and creates digital signatures that can be used to validate the original DV tape. The combination of secure digital signatures and repeatability of the DV data stored on tape provides the basis for proving the original video has not been modified.

Abstract: The temperature regulation system is provided which places a flow controlling valve at a location which can be different than the location of the temperature being controlled. In other words, a valve can be located at a remote position relative to, cooling passages of an engine block or head. Signals from temperature sensors are provided to a microprocessor of an engine control module and the engine control module controls the operation of the valve in response to the measured temperatures. The engine control module can select different temperature ranges as a function of selected operating conditions of the engine, such as engine speed. In addition, the engine control module can cycle the valve in order to free it of debris when it is sensed that the valve is not responding in an expected manner.

Abstract: The Digital Video Authenticator (DVA) addresses law enforcement concerns for a means to authenticate digital video (DV) so that it will be admissible and trusted as evidence in court. The DVA is a peripheral device attached to a commercial digital video recording device whose purpose is to generate and record authentication data simultaneously as DV is recorded by the video recording device. Verification of the authenticity of a DV sample will be accomplished using non-real-time software tools. The DVA system and method reads digital video (DV) data from a digital video recording device; parses the DV data into elements representing video, audio, control and timing data; and creates digital signatures that can be used to validate the original DV tape. The combination of secure digital signatures and repeatability of the DV data stored on tape provides the basis for proving the original video has not been modified.

Abstract: A torque transmitting device for use in conjunction with a marine propulsion system provides an adapter that is attached in torque transmitting relation with a propulsor shaft for rotation about a central axis of rotation. The first insert portion is attached in torque transmitting relation with the adapter and a second insert portion is attached in torque transmitting relation with a hub of the propulsor hub which can be a marine propeller or an impeller. A third insert portion is connected between the first and second insert portions and is resilient in order to allow the first and second insert portions to rotate relative to each other about the central axis of rotation. The adapter is shaped to prevent compression of the first, second, and third insert portions in a direction parallel to the central axis of rotation.

Abstract: A marine propulsion device is provided with a water inlet system that comprises at least a plurality of frontal inlet openings at the tapered forward end of a gearcase portion of a housing structure. The water inlet system can be provided for an outboard motor or a stern drive unit. Additional water flow can be provided through side inlet formed in the housing structure of the marine propulsion device where both the frontal inlet openings and side inlet openings are connected with fluid communication with the water pump mounted within the housing structure.

Abstract: An improved twin propeller marine propulsion unit. A vertical drive shaft is journaled in the lower gearcase and drives a pair of bevel gears. A pair of concentric propeller shafts are mounted in the lower torpedo section of the gearcase and each shaft carries a propeller. A slidable clutch is movable between a neutral, a forward, and a reverse position and serves to operably connect the outer propeller shaft with one of the bevel gears when the clutch is moved to the forward drive position. A gear is mounted for sliding movement in unison with the clutch and acts to operably engage the inner propeller shaft with the second bevel gear when the clutch is in the forward drive position so that both propellers are driven in opposite directions to provide forward motion for the watercraft.

Abstract: An improved twin propeller marine propulsion unit. A vertical drive shaft is journaled in the lower gearcase and drives a pair of bevel gears. A pair of concentric propeller shafts are mounted in the lower torpedo section of the gearcase and each shaft carries a propeller. A slidable clutch is movable between a neutral, a forward, and a reverse position and serves to operably connect the outer propeller shaft with one of the bevel gears when the clutch is moved to the forward drive position. A gear is mounted for sliding movement in unison with the clutch and acts to operably engage the inner propeller shaft with the second bevel gear when the clutch is in the forward drive position so that both propellers are driven in opposite directions to provide forward motion for the watercraft.

Abstract: An improved twin propeller marine propulsion unit. A vertical drive shaft is journaled in the lower gearcase and drives a pair of bevel gears. A pair of concentric propeller shafts are mounted in the lower torpedo section of the gearcase and each shaft carries a propeller. A slidable clutch is movable between a neutral, a forward, and a reverse position and serves to operably connect the outer propeller shaft with one of the bevel gears when the clutch is moved to the forward drive position. A gear is mounted for sliding movement in unison with the clutch and acts to operably engage the inner propeller shaft with the second bevel gear when the clutch is in the forward drive position so that both propellers are driven in opposite directions to provide forward motion for the watercraft.

Abstract: A sea water pump (130) for a marine propulsion system includes a housing (130) having a generally cylindrical pumping chamber (134) defined by a generally cylindrical sidewall (136) extending axially between opposite end walls (138 and 140). A multi-vaned rotary impeller (44) in the chamber is driven by an impeller shaft (28) extending axially into the chamber through one of the endwalls (40). An intake port (146) at the other endwall (140) has a first branch (148) providing radial flow (170, 172) into the chamber, and a second branch (154) providing axial flow (178) into the chamber. A discharge port (158) has a first branch (160) receiving radial flow (174, 176) out of the chamber, and a second branch (166) receiving axial flow (180) out of the chamber.

Abstract: A marine drive having a drive sleeve and a drive sleeve adapter between the propeller shaft and the propeller hub where the drive sleeve absorbs the shock of the propeller striking an object by torsionally twisting a forward end of the drive sleeve which is keyed to the propeller hub and where the adapter is keyed to the propeller shaft and the drive sleeve is keyed to the adapter. The combination provides both high load capability and shock protection.

Abstract: A marine drive has a reverse thrust cup on the propeller shaft between the propeller hub and the rear retaining nut. The reverse thrust cup permits the propeller hub to slide on the propeller shaft fore and aft. When the marine drive is in the forward direction the rearward thrust of the propeller forces the propeller hub to the forward position thereby directing engine exhaust out the rear of the propeller hub. Conversely, when the marine drive is in the reverse direction, the forward thrust created by the propeller hub forces the propeller hub to the rearward position thereby directing exhaust out a forward exhaust opening forward of the propeller blades increasing the reverse thrust of the marine drive.

Abstract: An apparatus and method is provided to release a propeller from the driving engagement of a propeller shaft when the propeller hits an object with sufficient force to otherwise cause damage to the marine drive. A clutch with first and second clutch members disengagably drives the propeller with a plurality of clutch teeth on one of the clutch members and a corresponding plurality of clutch sockets on the other. The clutch teeth and clutch sockets engage to provide a nonslip direct drive from the propeller shaft to the propeller and disengage to allow the propeller shaft to rotate free of the propeller when the propeller strikes an object. The clutch members are biased together such that the clutch teeth engage the clutch sockets during normal boating operation. The torque required to disengage the clutch may be adjustable by an adjustable retaining nut, or by using a spring of different compression rate, or by changing the characteristics of the clutch teeth or clutch sockets.

Abstract: In a marine drive (10), a drive sleeve (50) between the propeller shaft (22) and the propeller hub (34) absorbs shock after the propeller (12) strikes an object by torsionally twisting between a forward end keyed to the propeller hub and a rearward end keyed to the propeller shaft. The drive sleeve is composed of a plastic material providing torsional twisting angular rotation at a first spring rate less than 100 lb. ft. per degree from 0.degree. to 5.degree. rotation, a second higher spring rate beyond 5.degree. rotation, and supporting over 1,000 lb. ft. torque before failure.

Abstract: A supplemental remote mounted marine engine cooling system (20) includes a supplemental water pickup (36) mounted to the boat (18), and a flow control valve (38) supplying supplemental cooling water therethrough from the water pickup (36) to the main cooling system (20) when main cooling system water pressure on the downstream side (48) of a check valve (44) in the flow control valve (38) is less than supplemental cooling system water pressure on the upstream side (46) of the check valve (44), and blocking supplemental water flow therethrough when main cooling system water pressure is greater than supplemental cooling system water pressure. The control valve (38) also includes a relief valve (50) between the check valve (44) and the water pickup (36) and discharging excess supplemental cooling water when the check valve (44) is blocking water flow therethrough and supplemental cooling system water pressure is above a given bypass relief threshold.

Abstract: A marine propeller includes a hub rotatable about a longitudinal axis and having a plurality of blades extending radially outwardly therefrom and pivotable about respective radial pivot axes between a low pitch position and a high pitch position. A disc has a plurality of guide slots each receiving and retaining a respective lever arm extending rearwardly within the hub from a respective blade. A biasing spring coaxial with the longitudinal axis of rotation of the hub biases the disc to in turn bias the lever arms and blades to the low pitch position. The disc is a generally flat planar plate-like member extending radially outwardly from the longitudinal axis at the rear of the hub and includes a preload mechanism accessible at the rear of the hub for adjusting the bias. The disc restricts movement of the lever arms along the guide slots such that the lever arms can move only in unison, which prevents blade flutter.

Abstract: A floating marine propeller wrench (18) is provided for removing a marine propeller nut (16), and comprises a floating member composed of a material selected to have a specific gravity less than or equal to 1.0, to enable floatation, yet strong enough to apply torque of at least 50 lb.ft. to the nut. The floating member is composed of chemically coupled long glass fiber reinforced polypropylene, particularly ten percent glass by weight, one percent foaming agent by weight, and the balance polypropylene. The material is also selected to provide a user detectable slight deflection (70) of a handle portion (24) when approximately 50 lb.ft. is applied to the nut by a socket portion (22), to provide a combined floating marine propeller wrench and torque meter.

Abstract: A shock absorbing drive sleeve (50) is provided by a molded plastic member directly mounting the propeller hub (14) to the propeller shaft (22). The sleeve has a rearward inner diameter portion (52) engaging the propeller shaft in splined relation, and a forward inner diameter portion (56) spaced radially outwardly of and disengaged from the propeller shaft. The drive sleeve has a rearward outer diameter portion (58), and a forward outer diameter portion (60) engaging the propeller hub. The drive sleeve and the propeller hub are tapered relative to each other such that a forward outer diameter portion (60) of the drive sleeve snugly engages the propeller hub, and a rearward outer diameter portion (58) is spaced slightly radially inwardly of the hub by a small gap (62) and may partially rotate relative to the propeller hub in response to rotation of the propeller shaft drivingly engaging the rearward inner diameter portion.

Abstract: A marine propeller includes a hub rotatable about a longitudinal axis and having a plurality of blades extending radially outwardly therefrom and pivotable about respective radial pivot axes between a low pitch position and a high pitch position. Each blade has a hydrodynamic force characteristic which shifts the location of the resultant hydrodynamic force on the blade in a direction aiding up-pitching of the blade, and increasing the up-pitching pivot moment with decreasing angles of attack. A counteractive hydrodynamic force generating area is provided on the negative pressure backside surface of the blade and shifts the location of the resultant hydrodynamic force on the frontside surface forwardly with decreasing angle of attack.

Abstract: A marine drive (10) has a propeller (12) with a hub (14) mounted on a propeller shaft (22). A rear thrust hub (30) has one or more slots (40) spaced circumferentially around the propeller shaft. A nut (42) is threaded onto the propeller shaft to mount the propeller. A locking tab washer (60) around the propeller shaft between the nut and the propeller hub has one or more circumferentially spaced tabs (66) bendable forwardly into slots (40) of the rear thrust hub (30) and has ears (68) extending perpendicularly rearwardly from outer tips of the tabs externally of the slots. The ears may be gripped and pulled to bend the tabs rearwardly out of the slots, to enable removal of the nut, and hence removal of the propeller.

Abstract: A weed deflector (28) is provided by a bar (30) mounted to the driveshaft housing (12) of a marine drive (10). The bar (30) has a top portion (46) extending forwardly from the driveshaft housing (12) to a forward leading tip (32) and has a lower portion (38) bent downwardly and rearwardly and tapered back to and mounted to the driveshaft housing (12). The space (34) between the forward leading tip (32) and the driveshaft housing (12) is open so that it does not affect steering of the marine drive (10). The tapered portion (38) of the bar (30) forces weeds to slide downwardly and rearwardly therealong and off of the driveshaft housing (12). The bar (30) prevents weeds from wrapping around the strut portion (14) and covering cooling water inlets (20) or interfering with the propeller (22) or propeller efficiency.