Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
MARINE pROpTTT~ION r~E~ZICE
1 338838
Related APPlicatiQns
Attention is directed to r~n~ n
application Serial No. 612,268, filed September 21,
1989. This application is a division of ~;ln~;;?n
application Serial No. 612,269, filed September 21,
1989 .
Backgrolln~l of the In~rention
The invention relates to marine
propulsion devices. The invention also relates to
marine propulsion devices including a drive shaft
housing which supports an engine, and an inner
exhaust housing located within the drive shaft
housing and connected to the engine. The invention
also relates to vibration isolating and propulsion
unit supporti-ng systems for marine propulsion
devices .
A typical outboard motor also
includes a swivel bracket adapted to be mounted on
the transom of a boat, and a kingpin ~upported by
the swivel bracket for pivotal ,v~ I relative
thereto about a generally vertical steering axis.
The propulsion unit (the engine, the adaptor and
the drive shaft housing) is mounted on the kingpin
via "rubber mounts" which vibrationally isolate the
propulsion unit from the kingpin. The rubber
~ ` -2- t 33 8 8 3 8
unts are traditionally fixed directly to either
the adaptor or the drive shaft housing.
Attention is directed to the
following U. S . patents:
Inventor Pat. No. Is8ued
Kiekhaefer 2 547 128 April 3, 1951
Riekhaefer 2 609 782 Sept. 9, 1952
Kiekhaefer 2,627 242 Feb. 3, 1953
Irgens, et al. 2, 740 368 April 3, 1956
RiPkh~'fer 2,911 936 N~JV~ -r 10~ 1959
Ri~kh~fer 2,916 007 December 8, 1959
Watkins 3, 002, 489 October 3, 1961
nulsebus 3, 045, 423 July 24, 1962
Mohr 3,127,866 April 7, 1964
Shimanckas 3,148,557 Sept. 15, 1964
Larsen 3,198,162 August 3, 1965
Gazzara 3 282 373 November 1, 1966
Hoiby et al. 3 296 997 January 10, 1967
Kollman 3,310,022 March 21, 1967
Boda et al. 3,350,879 November 7, 1967
Post 3,358,688 December 19, 1967
Miller 3 520 270 July 14, 1970
Kenichi 3 552 121 Jan. 5, 1971
Tado 3,577,952 May 11, 1971
Taipale 3,599,594 August 17, 1971
naft 3,750,615 August 7, 1973
Ellingsen 3, 782, 321 January 1, 1974
Miller et al. 3 911 852 October 14, 1975
Hall 3 934 537 January 27, 1976
~arralson et 3,967,446 July 6, 1976
al .
Pichl 4,033,282 July 5, 1977
Maier et al. 4,036,162 July 19, 1977
Harbert 4 019 456 April 26, 1977
E~arada 4 145 988 March 27, 1979
Sanmi et al. 4,303,401 December 1, 1981
Sanmi et al. 4, 354, 849 October 19, 1982
k~h~r- 4 421 490 December 20, 1983
Ping, et al. 4 452 322 June 5, 1984
Hall et al . 4, 507, 092 March 26, 1985
Iljlma, et al. 4,546,848 October 15, 1985
Price 4,589,852 May 20, 1986
Taguchi 4,604,069 August 5, 1986
okazaki 4,607 723 August 26, 1986
Bergelt 4, 625 939 December 2, 1986
Freund et al. 4,668,199 May 26, 1987
Hattori, et al. 4,714,132 December 22, 1987
' -3- 1 3 3 8 83 8
The invention provides a marine
propulsion device comprising an internal combustion
engine including an engine block, a drive shaf t
housing, a propeller shaft rotatably supported by
said drive shaft housing and adapted tQ support a
propeller, a drive shaft extending through said
drive shaft housing and including an upper end
driven by said engine and a lower end drivingly
connected to said propeller shaft, and a resilient
mount directly connected solely to said engine
block and adapted to be supported by a kingpin.
The invention also provides a marine
propulsion device comprising an internal combustion
engine, said engine including an engine block
having a lower face, a drive shaft housing
connected to said lower face of said engine blockl
a propeller shaft rotatably supported by said drive
shaft housing and adapted to support a propeller, a
drive shaft extending through said drive shaft
housing and including an upper end driven by said
engine and a lower end drivingly connected to said
propeller shaft, and a resilient mount located
entirely above said lower f ace of said engine
block, connected to said engine block and adapted
to be supported by a kingpin.
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The invention also provides a marine
propulsion device comprising an internal coInbustion
engine including an engine block, a drive shaft
housing, a propeller shaft rotatably supported by
the drive shaf t housing and adapted to support a
propeller, a drive shaft extending through the
drive shaft housing and including an upper end
driven by the engine and a lower end drivingly
connected to the propeller, and a resilient mount
directly f ixed to the engine block and adapted to
be supported by a kingpin.
A principal feature of the invention
is the provision of a marine propulsion device
comprising an engine block, rubber mounts which are
supported by a kingpin and which are directly
connected solely to the engine block, or located
entirely above the lower face of the engine block,
or directly f ixed to the engine block .
other features and advantages of the
invention will become apparent to those skilled in
the art upon review of the following detailed
description, claims and drawings.
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Descri~tion of thç ~rawinas
Fig. 1 is a side elevational view of
a marine propulsion device embodying the invention
and comprising an engine block and an exhaust
housing .
Fig. 2 is a bottom plan view of the
engine block.
Fig . 3 is a f ront elevational view
of the engine block.
Fig. 4 is a view taken along line 4-
4 in Fig. 3.
Fig. 5 is a partial rear elevational
view of the engine block.
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6 l 338838
Fig. 6 is a view taken along line
6-6 in Fig. 2.
Fig. 7 is a side elevational view
of the exhaust housing.
Fig. 8 is a top plan view of the
exhaust housing.
Fig. 9 is a view taken along line
9-9 in Fig. 8.
Fig. 10 is a view taken along line
10-10 in Fig. 7.
Fig . 11 is a partial f ront elevational
view, partially broken away, of the exhaust housing.
Fig. 12 is a view taken along line
12-12 in Fig. 7.
Fig. 13 is a view taken along line
13-13 in Fig. 8.
Fig. 14 is a view taken along line
14-14 in Fig. 8.
Fig. 15 is a view taken along line
15-15 in Fig. 8.
Bef ore one embodiment of the invention
is explained in detail, it is to be understood that
the invention is not limited in its application to
the details of the construction and the arrangements
of components set forth in the following description or
illustrated in the drawings. The invention is
capable of other e~bodiments and of being practiced or
being carried out in various ways. AlSo, it iS to
~ 338838
be understood that the phraseology and terminology
used herein ls for the purpose of description and
should not be regarded as limiting.
Description of the Pre~erred r ~;
A marine propulsion device 10 embodying
the invention is illustrated in the drawings. While
the illustrated marine propulsion device 10 is an
outboard motor, it should be understood that at least
some of the advantages of the invention are obtainable
with other types of marine propulsion devices, such as
stern drive units.
As shown in Figure 1, the marine
propulsion device 10 comprises a mounting assembly 12
mounted on the transom 14 of a boat. While various
suitable mounting assemblies can be employed, in the
preferred embodiment, the mounting assembly 12 includes
a transom bracket 16 fixedly mounted on the transom 14,
and a swivel bracket 18 mounted on the transom bracket
16 for pivotal v~ ~ ~ relative thereto about a
generally horizontal tilt axis 20.
The marine propulsion device 10 also
comprises a propulsion unit 22 mounted on the swivel
bracket 18 for pivotal ~ Vl ~ relative thereto about
a generally vertical steering axis 24. The manner in
which the propulsion unit 22 is mounted on
d
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the swivel bracket 18 is described in detail
hereinaf ter .
The propulsion unit 22 comprises an internal
combustion engine 26 defined, in part, by an engine
block 28 including at least two cylinders 29 and 30,
respectively, a water jacket 31, a front face 32 (Figs.
2-4), a rear face 33 (Figs. 2 and 5) having therein
idle exhaust outlet ports 34 and 35, and a lower face
36 (Figs. 2, 3, and 5-7) having therein exhaust outlet
ports 38 and 39 (Fig. 2 ) communicating with the
cylinders 29 and 30, respectively, idle exhaust inlet
ports 40 and 41 (Figs. 2 and 6), and water jacket
outlet ports 42 (Fig . 2 ) communicating with the water
jacket 31. The engine block 28 also includes idle
exhaust passages 48 and 49 (Figs. 2, 4 and 6)
respectively communicating between the idle exhaust
inlet port 40 and the idle exhaust outlet port 34 and
between the idle exhaust inlet port 41 and the idle
exhaust outlet port 35. The engine block 28 at least
partially supports a crankshaft 50 (Fig. 3).
The propulsion unit 22 also comprises ( see
Fig. 1) a drive shaft housing 52 which has upper and
lower ends, and a gearcase 53 which is connected to the
lower end of the drive shaft housing 52 and which
rotatably supports a propeller shaft 54 carrying a
propeller 55. The propeller shaft 54 is connected via
a reversing transmission 56 to a drive
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1 338838
shaft 58 (Figs 1 and 8) which extends through the drive
shaft housing 52 and which i9 driven by the crankshaft
50 of the engine 26. The drive shaft 58 also extends
through and drives a water pump 59 (Fig. 1 ), as is
known in the art.
The propulsion unit 22 also comprises a
cowling or cover 60 surrounding the engine 26 and the
upper end of the drive shaft housing 52. The cowling
60 has therein apertures 61 (only one is shown) through
which the idle exhaust outlet ports 34 and 35
communicate direct~y with the atmosphere.
The propulsion unit 22 also comprises
( see Figs . I and 7-15 ) an inner exhaust housing 64
which has upper and lower ends and which is located
partially within the drive shaft housing 52 so that the
exhaust housing 64 and the drive shaft housing 52
define tht:leb~L.~ccn (see Fig. 1) a chamber or water
jacket 66. Water is supplied to the water jacket 66 in
a manner described hereinaf ter .
The exhaust housing 64 comprises ( see
Figs. 7-15) front and rear walls 68 and 70,
respectively, which converge toward their lower ends,
and spaced side walls 72 and 74 extending between the
front and rear walls 68 and 70. The exhaust housing 64
also comprises a flange portion 76 (Figs. 7 and 15)
located adjacent the upper end of the exhaust housing
64. The flange portion 76 has therein (see Fig. 8) an
aperture 78 through which the drive shaft
t 338838
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58 extends. The exhaust housing 64 also comprises (see
Figs. 7-9) an upper face 80 which is partially defined
by the flange portion 76 and which mates with the lower
face 36 of the engine block 28.
The exhaust housing 64 also comprises
( see Figs . 9 and 13 ) a main exhaust passage 82 having
upper and lower portions, an upper end, n i c~ting
with the exhaust outlet ports 38 and 39 in the lower
face 36 of the engine block 28, and a lower end
communicating with an exhaust passage 83 in the
gearcase 53, as is known in the art; As shown in Figs.
10 and 12, the upper portion of the main exhaust
passage 82 is defined by the rear wall 70, by the side
walls 72 and 74, and by a transverse wall 84 which is
located in~ te the front and rear walls 68 and 70
and which extends between the side walls 72 and 74. As
shown in Figs. 9 and 13, the wall 84 extends downwardly
from the upper face 80 of the exhaust housing 64 to a
point above the lower end of the exhaust housing 64.
The transverse wall 84 and the rear wall 70 diverge as
they extend downwardly so as to form a "megaphone, " as
is known in the art.
In the pref erred embodiment, the upper
portion of the main exhaust passage 82 is bifurcated by
a wall 86 (Figs. 10 and 12) which extends between the
rear wall 70 and the transverse wall 84 and which
divides the main exhaust passage 82 into a first
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portion 88 communicating with the exhaust outlet port
39 and a second portion 90 c i cating with the
exhaust outlet port 38. The lower portion of the main
exhaust passage 82 is defined by the front and rear
walls 68 and 70 and by the side walls 72 and 74.
The exhaust housing 64 also comprises
means for supplying water to the inlet end of a water
passage 92 described hereinafter in greater detail.
Preferably, this means includes a water intake port 94
(Fig. 7) located adjacent the lower end of the exhaust
housing 64 and communicating with the outlet of the
pump 59, a water outlet port 96 (Fig. 8) in the upper
face 80 of the exhaust housing 64, and a water intake
passage 98 (Figs. 9, 10, 12 and 13) communicating
between the water intake port 94 and the water outlet
port 96 and including an upper portion and a lower
portion. In the illustrated construction, the lower
portion of the intake passage 98 is defined by a tube
100 (Fig. 7), and the upper portion of the intake
passage 98 is defined by (see Figs. 10 and 12) the
front wall 68 and by a forward transverse wall 102
which is spaced f rom and generally parallel to the
front wall 68 and which extends between the side walls
72 and 74.
The exhaust housing 64 also comprises water
outlet passage means communicating between the water
jacket outlet ports 42 and the water jacket 66. While
various suitable outlet passage means can
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-12-
be employed, in the preferred embodiment, such means
includes ( see Fig . 8 ) water drainage or outlet
passageways 104 and 106 extending through the flange
portion 76 and communicating with the water jacket
outlet ports 42. The water outlet passage means also
includes (see Figs. 10 and 11) a first or right,
passageway 108 having an inlet communicating with and
located beneath the passageway 104, and an outlet
communicating with the water jacket 66. The water
outlet passage means further includes (see Figs. 7, 10,
11 and 14 ) a second or left passageway 110 having an
inlet ~ i cating with and located beneath the
passageway 106, and an outlet communicating with the
water jacket 66.
Preferably, as shown in Figs. 7 and 14,
each of the passageways 108 and 110 extends, from its
inlet, forwardly and substantially horizontally,
although somewhat downwardly. The outlet of each
passageway 108 and 110 opens through the front wall 68
of the exhaust housing 64. The right passageway 108 is
defined by (see Fig. 10) the right side wall 72, by a
right inner wall 112 spaced from and generally parallel
to the right side wall 72, by a horizontal wall segment
114 extending between the side wall 72 and the inner
wall 112, and by an upper wall (not shown). The left
passageway 110 is defined by (see Figs. 7, 10 and 14)
the left side wall 74, by a left inner wall 116 spaced
from and generally
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parallel to the left side wall 74, by a horizontal wall
segment 118 extending between the side wall 74 and the
inner wall 116, and by an upper wall 120. The inner
walls 112 and 116 extend between the rearward
transverse wall 84 and the front wall 68.
The propulsion unit 22 also comprises
the above-mentioned water passage 92 (Figs . 2 and 8 ),
which is defined by the lower face 36 of the engine
block 28 and by the upper face 80 of the exhaust
housing 64. The water passage 92 has an inlet end
communicating with the water outlet port 96 and an
outlet end communicating with the engine water j acket
31. In the preferred ~ , as shown in Fig. 2,
the inlet end of the water passage 92 is located
forwardly of the exhaust outlets 38 and 39, the outlet
end is located rearwardly of the exhaust outlets 38 and
39, and the water passage 92 extends around the exhaust
outlets 38 and 39 on both sides thereof.
The marine propulsion device lO also
comprises means for affording exhaust gas relief when
the engine 26 is operating at idle or low speeds.
While various suitable relief means can be employed, in
the illustrated construction, the relief means includes
the idle exhaust inlet ports 40 and 41, the idle
exhaust passages 48 and 49, the idle exhaust outlet
ports 34 and 35, and idle exhaust passage
-14- l 338838
means communicating between the main exhaust passage 82
and the idle exhaust inlet ports 40 and 41.
The idle exhaust passage means includes
the chamber 66, and apertures 130 and 132 (Figs. 8 and
15) extending through the flange portion 76 of the
exhaust housing 64 and .:~ ir~ting between the
chamber 66 and the idle exhaust inlet ports 40 and 41,
respectively. The idle exhaust passage means also
includes ( see Figs . 9 and 13 ) an idle exhaust passage
134 communicating with the main exhaust passage 82 and
communicating with the chamber or water jacket 66 at a
point above the water level ( not shown ) in the chamber
66 .
The idle exhaust passage 134 includes an
inner chamber 136 (Figs. 9, lO, 12 and 13)
communicating with the main exhaust passage portions 88
and 90 through openings 138 and 140 (Figs. 9, 10 and
13 ) in the transverse wall 84 . The inner chamber 136
is defined by (see Figs. 10 and 12) the transverse wall
84, by the right inner wall 112, by the left inner wall
116, and by the forward transverse wall 102. The inner
chamber 136 is aLso defined by (see Figs. 9 and 13) a
bottom wall 142 which extends between the lower end of
the rearward transverse wall 84 and the forward
transverse wall 102 and between the side walls 72 and
74 .
The idle exhaust passage 134 also
includes (see Figs. 9, 10 and 12) a first or right
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1 338838
-15-
tube 144 having an upper end communicating with the
right exhaust passage portion 90 via the opening 138
and a lower end opening into the lower portion of the
inner chamber 136. The right tube 144 is defined by
(see Figs. 10 and 12) a wall segment 146 extending
inwardly from the right inner wall 112 and by a wall
segment 148 extending rearwardly from the wall segment
146 to the transverse wall 84. The lower ends of the
wall segments 146 and 148 are spaced above the bottom
wall 142. The idle exhaust passage 134 also includes
(see Figs. lO, 12 and 13) a second or left tube 150
having an upper end communicating with the exhaust
passage portion 88 via the opening 140 and a lower end
opening into the inner chamber 136. The left tube 150
is defined by (see Figs. 10 and 12) a wall segment 152
extending inwardly from the left inner wall 116 and by
a wall segment 154 extending rearwardly from the wall
segment 152 to the transverse wall 84. The lower ends
of the wall segments 152 and 154 are spaced above the
bottom wall 142.
The idle exhaust passage 134 also
includes (see Figs. 7, 12 and 14) a left outer chamber
156 which communicates with the inner chamber 136 via
an opening 158 in the left inner wall 116 and which
communicate~ with the atmosphere via an opening 160 in
the left side wall 74. The outer chamber 156 is
defined by the left inner wall 116, by the front
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-16- ~i 3 3 8 8 3 8
wall 68 and by the side wall 74. The left outer
chamber 156 has therein a tran3verse wall segment 162
which is located between the openings 158 and 160,
which extends between the inner wall 116 and the side
wall 74 and which terminates above the lower end of the
left outer chamber 156. As a result, gases flowing
from the opening 158 to the opening 160 must flow
downwardly around the lower end of the transverse wall
segment 162 and then upwardly to the opening 160.
The idle exhaust passage 134 also
includes ( see Fig. 12 ) a right outer char[ber 166 which
communicates with the inner chamber 136 via an opening
168 in the right inner wall 112 and which ~ ates
with the atmosphere via an opening 170 in the right
side wall 72. The right outer chamber 166 is defined
by the inner wall 112, by the front wall 68 and by the
side wall 72. The right outer chamber 166 has therein
a transverse wall segment 172 which is located between
the openings 168 and 170, which extends between the
inner wall 112 and the side wall 72 and which
terminates above the lower end of the right outer
chamber 166. Gases flowing from the opening 168 to the
opening 170 must flow downwardly around the lower end
of the transverse wall segment 172 and then upwardly to
the opening 170.
The relief means operates as follows.
When the engine 26 is operating at idle or low
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speeds, exhaust gases entering the main exha~u~t~ passage
82 flow through the opening 138 and 140, through the
tubes 144 and 150, and into the inner chamber 136.
This iB shown by the arrows in Figs. 9 and 13. From
the inner chamber 136, exhaust gases flow through
either of the openings 158, and 168. Fig. 13 shows
gases flowing through the opening 158 and Fig. 9 shows
gases flowing through the opening 168. From the right
opening 158, gases flow into the right outer chamber
156, down around the lower end of the transverse wall
segment 162 and then out the opening 160 into the
chamber 66. This is shown in Fig. 14. From the left
opening 168, exhaust gases flow into the left outer
chamber 166, down around the transverse wall segment
172 and then out the opening 170 into the chamber 66.
From the chamber 66, exhaust gases flow through the
al)eL l.UL~S 130 and 132 (as indicated by the arrow in
Fig. I5) to the idle exhaust inlet ports 40 and 41.
From the inlet ports 40 and 41, exhaust gases flow
through the passages 48 and 49 and through the ports 34
and 35 to the atmosphere. This is shown by the arrows
in Fig. 6.
The marine propulsion device 10 further
comprises means for sandwiching the exhaust housing
flange portion 76 between the upper end of the drive
shaft housing 52 and the lower face 36 of the engine
26. While various suitable sandwiching means can be
employed, in the preferred embodiment,
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the sandwiching means i n~ c ( see Figs . 1, 7 and 8 ) a
plurality of bolts 180 extending upwardly from the
drive shaft housing 52, through the flange portion 76
of the exhaust housing 64 and into the engine block 28.
The arrangement for pivotally mounting
the propulsion unit 22 on the swivel bracket 18 is
identical to the arrangement described in the above-
mentioned r~n~ n application Serial No. 612,268.
Thus, the marine propulsion device 10 includes a
kingpin 200 (Figs. 1 and 4) which extends into a bore
(not shown) in the swivel bracket 18 and which, at its
upper and lower ends, is secured to the propulsion unit
22 by suitable vibration isolation means. More
specifically, at the upper end of the kingpin 200, a
pair of arms or bolts 204 (see Fig. 4) extend
rearwardly and are respectively connected to a pair of
resilient or rubber mounts 206 which, in turn, are
suitable secured to the propulsion unit 22 so to both
vibrationally isolate the propulsion unit 22 from the
mounting assembly 12 while, at the same time,
supporting the propulsion unit 22 from the mounting
assembly 12.
The rubber mounts 206 are generally
identical and each i n~ a cylindrical central core
208 which can be fabricated from metal and has a
central bore 210, and a cylindrical outer shell 212
-19- 1 3 3 8 8 3 8
which can also be fabricated from metal. Both the core
208 and the shell 212 are bonded to an intervening
elastomeric member 214. The central cores 208 are
respectively fixedly assembled onto the extending arms
204 of the kingpin 200 and the outer shells 212 are
suitable secured to the propulsion unit 22.
In the disclosed construction, the
arrangement for vibrationally isolating and supporting
the propulsion unit 22 from the mounting assembly 12
includes the provision of a cavity 216 formed in the
front face 32 of the engine block 28. Preferably, the
cavity 216, which is located entirely above the lower
face 36 of the engine block 28, is formed during
casting of the engine block 28. An opening 218
communicates with the cavity 216 and affords entry of
at least one rubber mount 206 into the cavity 216. The
arrangement for mounting the propulsion unit 22 also
includes means which is insertable through the opening
218 and into the cavity 216, which is securable to the
engine block 28, and which is engageable with the
rubber mounts 206 for fixedly securing the rubber
mounts 206 to the engine block 28 and between the
insertable means and the interior wall of the cavity
216, so that the rubber mounts 206 are located entirely
above the lower face 36 of the engine block 28.
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The internal cavity 216 includes spaced
side walls 220 which preferably are semi-cylindrical
and which are laterally spaced apart at a distance
greater than twice the diameter of the outer shells
212. The cavity also includes a rear wall 222, a
forward wall 224 (which defines the front face 32 of
the engine block 28 ), and int~ J; ~te shoulders 226
respectively projecting inwardly of the cavity 216 from
the side walls 220 at a distance from the front wall
224 approximately equal to the axial length of the
outer shells 212.
The arrangement for securing the rubber
mounts 206 to the engine block 28 also includes the
provision of the access or entry opening 218 through
the front wall 224 from the exterior of the engine
block 28 and into the internal cavity 216 for the
purpose of permitting insertion through the opening 218
of the rubber mounts 206 into the internal cavity 216.
In this regard, the opening 218 has a lateral ~ ;on
which is greater than the diameter of the outer shells
212 but less than the distance or dimension between the
side walls 220 of the cavity 216, thereby forming the
front wall 224 with a lip, or flange, or shoulder 228
extending form the forward end of the semi-cylindrical
side walls 220 of the internal cavity 216.
The opening 218 also has a vertical
extend greater than the diameter of the outer shells
J
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212, whereby the rubber mounts 206 can be inserted
through the opening 218 and into the cavity 216, with
the outer shells 212 of the rubber mounts 206 being
thereafter respectively located in nested, snug
engagement with the semi-cylindrical side walls 220 and
between the shoulders 226 and the lip or flange or
shoulder 228 at the front of the cavity 216. In this
position, the outer shells 212 are engaged by the
cavity 216 to prevent relative movement therebetween.
The arrangement for securing the rubber
mounts 206 to the engine block 28 also includes means
for tightly securing the rubber mounts 206 in fixed
relation with the engine block 2 8 . Such means is
disclosed in the above-incorporated Breckenfeld et al.
application. Thus, the rubber mounts 206 are directly
connected ~olely to the engine block 2 8 and are
directly f ixed to the engine block 2 8 . In other word~,
the rubber mounts 206 are not directly connected to or
fixed to the drive shaft housing 52 or the exhaust
housing 64.
Various f eatures of the invention are
set forth in the following claims.
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