Abstract: There is provided a hybrid outboard motor capable of transmitting motive power of a power source appropriately and efficiently in a limited space while achieving compactness, high performance, and the like. The hybrid outboard motor includes: a casing; a power unit housed in the casing; a screw disposed outside the casing, the screw being driven by the power unit; a power transmission system transmitting motive power of the power unit to the screw; an internal combustion engine and an electric motor serving also as a generator, the internal combustion engine and the electric motor being arranged in parallel in a beam direction in the casing; and a first clutch disposed between the internal combustion engine and the electric motor, wherein one or both of the internal combustion engine and the electric motor are connected to a propulsion unit including the screw so as to rotate it.

Abstract: In an apparatus for controlling an outboard motor mounted on a stern of a boat and having an internal combustion engine to power a propeller, a drive shaft that connects the engine and the propeller, a torque converter that is interposed between the engine and the drive shaft and is equipped with a lockup clutch, a water pump connected to the drive shaft to be driven by the drive shaft, and a shift mechanism interposed between the drive shaft and the propeller, comprising a neutral position detector that detects the shift mechanism being set in a neutral position; and a clutch ON unit that makes the lockup clutch ON to increase operation speed of the water pump when it is detected that the shift mechanism is set in the neutral position. With this, it becomes possible to improve cooling performance, thereby preventing a defect such as overheat of the engine.

Abstract: A method of assembling an outboard engine is disclosed. The outboard engine has first and second driveshafts, each having a helical gear on a first end and a driving gear on a second end. A driven shaft has a driven gear. The method comprises: rotating the driven shaft; measuring an axial displacement of one of the first and second helical gears with respect to the engine casing; selecting a shim based at least in part on the measurement of the relative axial displacement; and placing the shim on the one of the first and second driveshafts at a position axially below the helical gear. A method of assembling a marine outboard engine comprising moving a height adjustment member from a first position to a second position based on the relative axial displacement is also disclosed. An outboard engine with first and second helical gears at different heights is also disclosed.

Abstract: An object of the present invention is to provide an outdrive unit that allows space to be saved in the positioning of a hydraulic circuit for trolling, and enables easy maintenance of the hydraulic circuit for trolling.

Abstract: The invention relates to a drive device (1) for water vehicles comprising a propeller (2), a drive mechanism (3) for driving the propeller (2), and a magnetic coupling (4) which is arranged between the propeller (2) and the drive mechanism (3), wherein the magnetic coupling (4) comprises an outer magnetic element (7), an inner magnetic element (9) and a can (11), and wherein the can (11) is arranged between the inner magnetic element (9) and the outer magnetic element (7).

Abstract: A vessel propulsion apparatus includes a second shaft that is inserted in a first driven gear and in a second driven gear, that is connected to a dog clutch, and that is arranged to undergo a thrust. The vessel propulsion apparatus includes a first bearing disposed between the first driven gear and the second shaft, a second bearing disposed between the second driven gear and the second shaft, and a case to which a thrust applied to the second shaft is transmitted via the first bearing and the first driven gear or via the second bearing and the second driven gear. The vessel propulsion apparatus includes an adjusting member disposed between the second shaft and at least one of the first driven gear and the second driven gear and arranged to apply a preload onto the first bearing and the second bearing.

Abstract: A marine motor for shallow water boats that has a universal mounting bracket to fit all shallow water boats, the Mud Runner has a mid length drive system with a parallel shaft technology that has the most efficient forward thrust drive system for swallow water boats. The upper drive system is where the reverse drive system happens by way of gears and a drive shaft. The upper drive system and lower drive system are connected together by way of a drive belt. The lower drive system has an output drive shaft that comes down at an approximate 153 degree angle which then than transfers to a 0 degree angle. The 0 degree angle output drive shaft has a propeller attached to the shaft which gives this motor the forward thrust.

Abstract: An outboard motor includes an engine that generates power and a transmission device arranged to change the speed of rotation of the engine and to transmit the rotation to a propeller. The transmission device includes a planetary gear type transmission mechanism arranged to shift to any of a plurality of speed positions, and the planetary gear type transmission mechanism is controlled to shift such that a sun gear and planetary gears unitarily rotate when a speed position is a normally used speed position. The outboard motor achieves a reduction in load normally caused by engagements between gears in a normally used speed position and also achieves significant improvement in durability of the gears.

Abstract: In an apparatus for controlling operation of an outboard motor having a shift shaft to be rotated in response to manipulation by an operator to switch a shift position between an in-gear position that enables driving force of a prime mover to be transmitted to a propeller by engaging a clutch with one of a forward gear and a reverse gear, and a neutral position that cuts off transmission of the driving force by disengaging the clutch from the forward or reverse gear, comprising a neutral operation detector connected to the shift shaft and adapted to detect a neutral operation in which the shift position is switched from the in-gear position to the neutral position; and a driving force controller adapted to conduct driving force decreasing control to decrease the driving force of the prime mover when the neutral operation is detected.

Abstract: A marine vessel propulsion unit includes an engine, a drive shaft, a single propeller shaft, a single propeller, and a planetary gear mechanism. The drive shaft is arranged to extend vertically. The propeller shaft is arranged to extend in a direction intersecting the drive shaft. The rotation of the engine is transmitted to the propeller shaft via the drive shaft. The propeller is arranged to rotate together with the propeller shaft. The planetary gear mechanism is arranged at the front relative to the drive shaft and coaxial to a central rotation axis of the propeller shaft. The planetary gear mechanism is arranged to decelerate the rotation from the drive shaft and transmit the decelerated rotation toward the propeller shaft.

Abstract: A clutch detent mechanism for an outboard motor includes a ball movable with a clutch dog member, a ball retainer member provided in a propeller shaft for retaining the ball in a predetermined position, and a compression coil spring acting on the ball to resiliently force the ball against the ball retainer member. The ball retainer member has a recessed portion for receiving therein the ball to thereby retain the clutch dog member in a neutral position, a front tapered portion provided on one side of the recessed portion for retaining the ball in a position to keep the clutch dog member in a forward shift position, and a rear tapered portion provided on the other side of the recessed portion for retaining the ball in a position to keep the clutch dog member in a reverse shift position.

Abstract: In an apparatus for controlling an outboard motor mounted on a stern of a boat and having an internal combustion engine to power a propeller, a drive shaft that connects the engine and the propeller, and a torque converter that is interposed between the engine and the drive shaft and is equipped with a lockup clutch, it is configured to have a planing determiner that determines whether the boat is planning and a clutch ON unit that makes the lockup clutch ON when the boat is determined to be planing. With this, it becomes possible to appropriately make the lockup clutch ON after completing acceleration, thereby improving speed performance.

Abstract: A power splitting gearbox is provided that allows a single prime mover to distribute power, for example torque, to multiple final drive assemblies, such as surface drives or other final drives. The power splitting gearbox can be provided downstream from a marine transmission and can be mounted directly to a transom of a marine vessel. The gearbox can have a back wall that accepts and supports mounting surfaces of the multiple final drive assemblies such that the gearbox bears the weight of the multiple final drive assemblies. The gearbox has two outputs that rotate in opposing directions so that a pair of final drive assemblies mounted to the gearbox will counter-rotate a pair of propellers for providing a propulsive force that moves the marine vessel.

Abstract: In an outboard motor having a power transmission mechanism for transmitting power of an engine to a propeller, the power transmission mechanism has a transmission ratio changing unit having a planetary gear train including a sun gear, planetary gears, and an internal gear. The internal gear is connected to an input side shaft on the engine side. The planetary gears are connected to an output side shaft on the propeller side. The sun gear is connected to a stationary portion via a one-way clutch. The planetary gears and the internal gear and/or the sun gear are connected by an on-off clutch. When the on-off clutch is disengaged, the one-way clutch is engaged and the speed from the input side shaft is outputted from the output side shaft with a reduced speed. When the on-off clutch is engaged, the speed from the input side shaft is outputted from the output side shaft with the same speed.

Abstract: A marine reduction and reverse gear unit having an output shaft disposed at an acute (or obtuse) angle with respect to an input shaft 7 comprises: a drive gear 15 for transmitting torque from the input shaft 7; first and second driven gears 30, 31 engaged with the drive gear and disposed on the right and left sides thereof to sandwich the drive gear between the first and second driven gears; a reverse gear 16 connected to the drive gear 15 via a reverse hydraulic clutch 16; a first forward speed gear 33 connected to the first driven gear 30 via a hydraulic clutch; a second forward speed gear connected to the second driven gear 31 via a hydraulic clutch; and an output gear 26 fixed on the output shaft and engaged directly with one of the reverse gear 16, first forward speed gear 33 and second forward speed gear 36, or engaged therewith via idle gears to thereby receive the transmitted torque.

Abstract: The main propulsion and drive system of a merchant vessel such as a freighter or tank vessel, or a military vessel is supplemented by an auxiliary propulsion and drive system that includes at least one, but preferably a pair of auxiliary propellers that flank the main propeller at port and starboard positions and each of which are attached via a drive shaft through a gear train, which can optionally include a clutch mechanism, to an auxiliary motor or motors. In order to reduce the drag when the main propeller is disabled, segments of a wake field modifying propeller duct are mounted for repositioning to form at least a partial housing or cowling that diverts the water over the exterior surface of the duct and minimizes contact with the stationary blades of the main propeller as the vessel moves through the sea when powered by the auxiliary propulsion system.

Abstract: A hydraulic control apparatus for marine reversing gear assembly for watercraft includes a pressure-reducing valve for adjusting pressure of working oil supplied from a supply pump, and supplying working oil to forward and reverse clutches; a proportional electromagnetic valve for controlling the supply of working oil to a pilot chamber of the pressure reducing valve; and a spring-type switching valve for switching to a circuit for supplying working oil to a control piston chamber for controlling a spring force of the pressure-reducing valve or to a circuit for draining working oil from the chamber; wherein a pressure output from the proportional electromagnetic valve acts upon the switching valve as a pilot pressure; and, when the pilot pressure falls below a predetermined value, the switching valve switches to the circuit for supplying the working oil to the chamber via the spring of the switching valve, fully opening the pressure-reducing valve.

Abstract: A marine vessel propulsion unit includes an engine, a drive shaft, a propeller shaft, a propeller, an intermediate shaft, and a first reduction gear mechanism. The drive shaft is arranged to be rotated by the engine. The rotation of the drive shaft is transmitted to the propeller shaft. The propeller is arranged to be rotated together with the propeller shaft. The intermediate shaft is arranged on a central rotation axis of the propeller shaft or an extension of the central rotation axis. The intermediate shaft is arranged to transmit rotation between the drive shaft and the propeller shaft. The first reduction gear mechanism is arranged on a central rotation axis of the propeller shaft or the extension of the central rotation axis. The first reduction gear mechanism is arranged to decelerate the rotation of the intermediate shaft so as to transmit the decelerated rotation to the propeller shaft during both forward propulsion and backward propulsion.

Abstract: An outboard motor includes a propeller, an engine, a transmission, a casing, an engine cooling mechanism, a cooling jacket, a water intake opening, and a transmission coolant flow channel. The casing is arranged to house the transmission. The engine cooling mechanism is arranged to cool the engine by supplying the water taken into the casing from the water intake opening to the engine via an engine coolant flow channel. The cooling jacket is arranged adjacent to the transmission inside the casing. The water intake opening is provided at a predetermined position of the casing to which a dynamic pressure is applied by water flow when a marine vessel travels. The transmission coolant flow channel is arranged to connect the water intake opening and the cooling jacket. The transmission coolant flow channel is provided independently of the engine coolant flow channel.

Abstract: Marine vessel transmission with an input drive shaft which extends along an input drive shaft axis and is designed to be connected to a marine engine, an output drive shaft which is designed to provide a torque to a propeller and has a gear reduction for the input drive shaft, a housing which partially surrounds the input drive shaft and the output drive shaft, a secondary output drive shaft having a torque introduction journal that protrudes from the housing and on which a secondary output drive gearwheel is arranged, which is located in the torque path behind the input drive shaft, and an electric generator which features a rotor which is interlocked with the torque introduction journal, whereby the rotor runs coaxially to the secondary output drive shaft and is borne mechanically determined onto the torque introduction journal.

Abstract: A marine transmission provides first and second drive gears that have first and second driving surfaces in contact with first and second quantities of rheological fluid. First and second driven surfaces of a propeller shaft are also in contact with the rheological fluids within first and second cavities. Torque is transmitted between the drive gears and the propeller shaft through the increase in viscosity of the rheological fluid. A dog clutch can also be provided in order to lock the propeller shaft to the driving one of the first and second drive gears after the rheological fluid is used to spin up the propeller shaft to the appropriate speed.

Abstract: In an outboard motor, a speed reduction mechanism includes an inner gear connected with an input shaft (i.e., second output shaft), a planetary gear that meshes with the inner gear and that rolls inside the inner gear, and a sun gear that meshes with the planetary gear and that is not rotatable. A shaft portion of a carrier that supports the planetary gear, and a shaft core portion of the sun gear, preferably have a cylindrical or substantially cylindrical shape. The shaft portion of the carrier is inserted and arranged to overlap with the shaft core portion of the sun gear in a direction perpendicular or substantially perpendicular to the shaft. The output shaft (i.e., drive shaft) is inserted and coupled to the shaft portion of the carrier. Accordingly, this provides an outboard motor that makes it possible to prevent the size of a speed change device from increasing in size when a speed reduction mechanism is added.

Abstract: A transmission device includes hydraulic type transmission mechanisms arranged to change the speed or the direction of rotation of an engine, and hydraulic pressure control valves arranged to control hydraulic pressure supplied to the hydraulic type transmission mechanisms. The hydraulic pressure control valves are disposed on one side or the other side in the watercraft width direction. The transmission device provides an outboard motor capable of securing cooling characteristics of a hydraulic pressure control valve without incurring complexity in structure and increase in cost.

Abstract: In a propulsion device for a marine motor, a shift rod (19) extends vertically in a gear case (1a) provided in a lower part of the marine motor, and is provided with a lower end (19a) cooperating with a mechanism for mechanically actuating a clutch device (18) for shifting a power transmission mechanism of the propulsion device. The lower end of the shift rod is additionally provided with a valve (37, 38) that controls feeding of hydraulic oil to an actuator (36) for assisting an effort required to turn the shift rod and actuate the clutch device. Thereby, the manual torque applied to the shift rod to turn the same to a forward and reverse position is assisted by the hydraulic actuator with a minimum modification to a purely manual arrangement for shifting the power transmission mechanism.

Abstract: A power transmission mechanism transferring a power output from an engine to a propeller includes a transmission planetary gear train that transforms the output power of the engine before it is transferred to the propeller. The transmission planetary gear train includes a transmission sun gear, a transmission double planetary gear set, and a transmission internal gear, in which the transmission sun gear is connected via the first clutch to the input end shaft extending into the engine, and the transmission sun gear is also connected via the second one-way clutch to the housing. In addition, the transmission double planetary gear set is connected via the second clutch to the input end shaft extending into the engine, and the transmission double planetary gear set is also connected via the first one-way clutch to the housing. Further, the transmission internal gear is connected to the output end shaft extending toward the propeller.

Abstract: A boat propulsion unit minimizes a shock upon switching of an engagement state of a clutch mechanism. The boat propulsion unit includes an upper clutch mechanism that is arranged on an axis of a lower drive shaft and that can be switched between an engagement state (first engagement state) in which driving force of an engine is transmitted to a downstream side, and a half clutch state in which the driving force of the engine is reduced and then is transmitted; and an advance-reverse drive that is disposed on an axis of a front propeller drive shaft and a rear propeller drive shaft and that can be switched between a forward travel engagement state and a reverse travel engagement state (second disengagement state) in which the driving force of the engine is transmitted to a front propeller and a rear propeller in order to propel a boat, and a disengagement state (second disengagement state) in which the driving force of the engine is disengaged.

Abstract: An engine is provided to facilitate installation of a compressor on an engine. The engine can include a crankshaft, a front end, and an installation structure, and can be disposed in an engine compartment having an opening for accessing the engine. The installation structure can comprise an installation mount that can be disposed at the front end of the engine. The installation mount can extend substantially parallel to the crankshaft of the engine. The installation mount can include a surface configured for mounting the compressor. Further, the installation mount can be configured with the surface thereof facing toward the opening of the engine compartment. Additionally, the installation structure can be configured to facilitate meshing engagement of the crankshaft with a drive shaft of the compressor.

Abstract: A boat propulsion system includes a drive bevel gear fixed on a lower end of a drive shaft, a forwarding bevel gear and a reversing bevel gear rotatably fitted on a propeller shaft and meshing together with the drive bevel gear, and a dog clutch mounted on the propeller shaft and rotatable with the propeller shaft, moves in an axial direction of the propeller shaft, and meshes together with the forwarding bevel gear or the reversing bevel gear to rotate the propeller shaft, in which the propeller shaft comes in contact with the forwarding bevel gear via a forwarding side buffer member having a disc spring as a component member. The boat propulsion system prevents and minimizes sound and impact even when variations in thrust force occur.

Abstract: A gondola drive for a floating device has an underwater housing circulated around by water. The gondola drive contains a drive module which has a drive module housing and a shaft disposed therein, a transmission module with a transmission module housing and a transmission disposed therein and a propeller. The drive module and the transmission module are each configured as separate components connected to one another such that the drive module housing and the transmission module housing form at least a part of the underwater housing and that the shaft is coupled to the transmission for driving the propeller.

Abstract: An oil supply device includes an axial oil passage and an intersecting oil passage provided in a propeller shaft, an axial oil passage and an intersecting oil passage provided in a drive shaft, and an oil guide passage. The intersecting oil passages allow oil inside the axial oil passages to be spouted radially of the shaft by centrifugal force generated as the shafts rotate. The oil is then supplied via the oil guide passage to an intermediate speed reduction device. As a result, it is possible to sufficiently lubricate an intermediate speed reduction device mounted on a drive shaft through a simple and compact arrangement.

Abstract: In an apparatus for controlling operation of an outboard motor having an internal combustion engine to power a propeller, and a transmission selectively changeable in gear position to establish speeds including at least a first speed and a second speed and transmitting power of the engine to the propeller with a gear ratio determined by established speed, it is configured to determine whether the transmission is in a reverse position, and control operation of the transmission to change the gear position from the second speed to the first speed when the second speed is selected and the transmission is determined to be in the reverse position. With this, it becomes possible to prevent the thrust of the boat from decreasing.

Abstract: In an apparatus for controlling operation of an outboard motor having an internal combustion engine and a transmission selectively changeable in gear position to establish speeds including a first speed and a second speed and transmitting power of the engine to the propeller with a gear ratio determined by established speed, it is configured to control operation of the transmission to change the gear position to the first or second speed in response to an outputted speed change command, determine whether an engine speed is continuously equal to or greater than a predetermined speed for a predetermined time period when the speed change command to the first speed is outputted, and when the determination is affirmative, change the gear position from the first speed to the second speed. With this, it becomes possible to mitigate the load on a transmission gear to improve durability of the transmission.

Abstract: A boat propulsion unit has a construction that prevents a structure near a drive shaft from becoming complicated and increased in size. The boat propulsion unit preferably in the form of an outboard motor includes a front propeller that is rotated together with a front propeller drive shaft during both forward travel and reverse travel of the boat, a rear propeller that is rotated together with a rear propeller drive shaft in an opposite direction of the front propeller during both of the forward travel and the reverse travel of the boat, and a forward-reverse drive that is arranged on an axis of the front propeller drive shaft and the rear propeller drive shaft, and that can be switched between a direction in which the front propeller drive shaft and the rear propeller drive shaft are rotated during the forward travel of the boat and a direction in which the front propeller drive shaft and the rear propeller drive shaft are rotated during the reverse travel of the boat.

Abstract: A boat includes a connection structure that connects couplings via a transfer shaft on a rear end portion of a crankshaft extending rearward from an engine. The crankshaft and the transfer shaft are connected by screwing an external thread and a front internal thread, and the transfer shaft and the couplings are connected by screwing an external thread and an internal thread. There are provided an inner bolt that strengthens the connection between the external thread and the front internal thread, an end bolt that strengthens the connection between the transfer shaft and the couplings, and an outer nut that strengthens the connection between the crankshaft and the transfer shaft. The boat can prevent movement between the crankshaft and an intermediate member and between the intermediate member and a coupling both in a rotational direction and in an axial direction without causing an increase of processing time or processing cost.

Abstract: A marine propulsion system that achieves both an acceleration performance and top speed closer to the performance desired by a boat driver includes an engine, propellers rotated by the driving force of the engine, a transmission mechanism arranged to convey the driving force of the engine to the propellers at least after shifting into a low speed reduction gear ratio and into a high speed reduction gear ratio, an acceleration sensor arranged to detect the acceleration of a hull propelled by the rotation of the propellers, and a control section and an ECU arranged to carry out the control for changing the reduction gear ratio of the transmission mechanism. The control section and the ECU are configured to control the transmission mechanism to shift from the low speed reduction gear ratio into the high speed reduction gear ratio based on the acceleration of the hull.

Abstract: A propeller unit for a marine vessel propulsion device includes an inner cylinder arranged to be fixed to the propeller shaft, an outer cylinder, a first driving force transmitting member, and a second driving force transmitting member. The propeller unit for marine vessel propulsion device further includes a pair of first engaging portions, and a pair of second engaging portions provided on the outer cylinder and the second driving force transmitting member. The pair of second engaging portions are arranged such that the mutual engaging of the respective second engaging portions is disengaged when a driving force is not transmitted to the propeller shaft and are arranged such that the respective second engaging portions become mutually engaged in a driving force transmittable manner by elastic deformation of the first driving force transmitting member when a driving force that is not less than a reference driving force is transmitted to the propeller shaft.

Abstract: A clutch mechanism of an outboard motor includes a forward gear and a reverse gear that are always driven in opposite directions by a drive shaft driven by a drive system, and a dog gear disposed around the output shaft. The forward gear, the reverse gear, and the dog gear are provided with a plurality of engaging projections and engaging recesses that can be engaged with each other, with the dog gear being engaged with either the forward gear or with the reverse gear by forceably moving the dog gear toward one side in the axial direction. A drive shaft has a drive gear and is driven by the drive system generating a maximum output power of about 300 ps or more, the forward gear and the reverse gear have input gears respectively which are always engaged with the drive gear, and the engaging projections and the engaging recesses are located radially inside of the input gears and disposed at least seven in a row along a circumference thereof.

Abstract: A marine transmission provides a cylindrical spool valve that is disposed within the gear case of the transmission and has a movable portion that is axially movable in a vertical direction to select forward, neutral, and reverse gear positions of the transmission. A piston assembly provides a primary piston and two auxiliary pistons which cooperate with each other to provide appropriate hydraulic forces which move a dog clutch into engagement with forward or reverse gears or toward a location in non-engagement with neither the forward nor reverse gears. The spool valve is generally cylindrical and disposed within a narrow column portion of the gear case of a marine propulsion system.

Abstract: Disclosed herein is a trimmable pod drive assembly that includes a pod drive unit having a transmission assembly secured to a steering unit, a gear case assembly coupled to and rotatable by the steering unit about a steering axis, and a propeller rotatable about a propeller driveshaft axis extending through the gear case assembly so as to generate thrust along a thrust vector. The trimmable pod drive assembly further includes a trim assembly secured to the pod drive unit in a manner allowing for rotation of the pod drive unit about a trim axis that is substantially perpendicular to the steering axis, wherein actuation of at least one component of the trim assembly causes movement of the pod drive unit and the thrust vector about the trim axis.

Abstract: An outboard motor for a marine vessel application, and related methods of making and operating same, are disclosed herein. In at least one embodiment, the outboard motor includes a horizontal-crankshaft engine in an upper portion of the outboard motor, positioned substantially positioned above a trimming axis of the outboard motor. In at least another embodiment, first, second and third transmission devices are employed to transmit rotational power from the engine to one or more propellers at a lower portion of the outboard motor. In at least a further embodiment, the outboard motor is made to include a rigid interior assembly formed by the engine, multiple transmission devices, and a further structural component. In further embodiments, the outboard motor includes numerous cooling, exhaust, and/or oil system components, as well as other transmission features.

Abstract: A propeller drive configuration, for the control and drive of a ship (1), having at least an engine (3), supported by the ship hull (2), with at least a transmission enclosure (5) and with at least a control enclosure (7) with at least a propeller (8) on an output shaft (6), whereby The transmission enclosure (5) and the control enclosure (7) are both located outside of the ship hull (2) and the control enclosure (7) is pivotable positioned at the transmission enclosure (5) via a control shaft to control the ship (1). The transmission enclosure (5) is positioned mainly underneath the stern platform (10) of the ship (1).

Abstract: A torque transmission device for a ship for optionally transmitting a drive torque from a main drive or from an auxiliary drive to a propeller shaft of the ship, with a gear unit which can be driven by the main drive and which can be connected to the propeller shaft by a first clutch, and with a second clutch by which the auxiliary drive can be connected to the propeller shaft. The gear unit is received in a gear unit housing, the first clutch and/or second clutch are/is received in a clutch housing that is separate from the gear unit housing, and the first clutch, the second clutch and/or the auxiliary drive are arranged on the side of the gear unit remote of a propeller.

Abstract: A marine stern drive and multi-speed transmission propulsion system in which a transmission, either manual or automatic, is interposed between the engine and stern drive extending at least partially outboard of the transom. A stern drive extension housing enclose the outboard transmission. The various embodiments may include automatic shifting, torque-absorbing couplings, dry oil sump and misalignment couplings. The system may be provided as an OEM item or as a retrofit and allows the engine to be maintained in its normal or original position thus enhancing the performance characteristics of the boat. The stern drive has forward, reverse and neutral shifting capabilities.

Abstract: An outboard motor includes a transmission mechanism mounted between an output shaft of an engine and a propeller drive shaft. The transmission mechanism includes a clutch. An oil pump for generating a hydraulic pressure so as to switch the clutch is disposed underneath a lowermost one of transmission gears closely thereto. An oil pan is disposed underneath the oil pump and is placed inside an exhaust channel of a gear case.

Abstract: An outboard motor includes a power source, a boat propulsion section, a shift position switching mechanism, a clutch actuator, and a control device. The shift position switching mechanism switches among a first shift position in which a first clutch is engaged and a second clutch is disengaged, a second shift position in which the first clutch is disengaged and the second clutch is engaged, and a neutral position in which both the first clutch and the second clutch are disengaged. When a gear shift is to be made from the first shift position to the second shift position, the control section causes the clutch actuator to gradually increase an engagement force of the second clutch. The outboard motor reduces the load to be applied to the power source and the power transmission mechanism at the time of a gear shift in a boat propulsion system including an electronically controlled shift mechanism.

Abstract: A propulsion chain (8) for a ship (6) including a main heat engine (18); at least one secondary electrical power house (26) powering a distribution panel (34); at least one transmission line (16) provided with an end propeller (14) and mechanically coupled to the main heat engine (18) to drive the latter; at least one rotating electrical machine (22) mechanically coupled to the transmission line (16) and powered from the distribution panel (34), a mechanical coupler (20) able to be freed from the main heat engine (18) and the rotating electrical machine (22) arranged on the transmission line (16), between the rotating electrical machine (22) and the main heat engine (18).

Abstract: The subject invention provides a hydraulic saildrive apparatus comprising an upper unit 103 having an input shaft 1 connected to an engine 102 inside a boat, and a lower unit 104 having an output shaft 4 including a propeller shaft 2 and also having a lower portion protruding from the boat's bottom, wherein the upper unit 103 is provided with a hydraulic forward and reverse switching clutch 5 for transmitting the rotation direction of the input shaft 1 to the propeller shaft 2, the clutch 5 being capable of changing the rotation direction between forward and reverse relative to the input shaft 1.

Abstract: A two speed transmission system mounted for driving a marine craft comprising: an input shaft coupled in direct connection with a driveshaft of an engine of the marine craft; an output shaft coaxial with the input shaft coupled in direct connection with a driveline of the marine craft; a first gear train for transmitting drive at a fixed first gear ratio; a second gear train for transmitting drive at a fixed second gear ratio; a first friction clutch operable to engage/disengage the first gear train; and a second friction clutch operable to engage/disengage the second gear train, wherein in shifting between the first gear ratio and the second gear ratio one of the friction clutches is disengaged using controlled slippage while the other friction clutch is engaged using controlled slippage.

Abstract: A drop-in-module consisting of a mass produced engine coupled to a drive system by use of a common mid-section mounting platform. The module provides a single assembly that can be easily installed and removed from a vessel. The drive system is based on motors using a vertical crankshaft orientation joined to a 90 degree gearbox with a forward-neutral-reverse transmission. A speed sensitive clutch arrangement separates the engine from the gearbox. The heat created by the air cooled versions of these engines can be vented into the propeller wash through a passage formed in the mounting plate.

Abstract: A power splitting gearbox is provided that allows a single prime mover to distribute power, for example torque, to multiple final drive assemblies, such as surface drives or other final drives. The power splitting gearbox can be provided downstream from a marine transmission and can be mounted directly to a transom of a marine vessel. The gearbox can have a back wall that accepts and supports mounting surfaces of the multiple final drive assemblies such that the gearbox bears the weight of the multiple final drive assemblies. The gearbox has two outputs that rotate in opposing directions so that a pair of final drive assemblies mounted to the gearbox will counter-rotate a pair of propellers for providing a propulsive force that moves the marine vessel.