Marine transmission with synchronizer to shift into high speed gear

1. A marine propulsion system comprising:

an input drive shaft rotated by and receiving torque from an engine;

an output shaft;

a first driving gear fixed on the input shaft for common rotation with the input drive shaft;

a counter rotating shaft arranged parallel to the input and output shafts;

a driven gear fixed on the counter rotating shaft for common rotation with the counter rotating shaft, the driven gear on the counter rotating shaft being in constant mesh with the first driving gear on the input drive shaft so that the counter rotating shaft counter-rotates with the input drive shaft;

a high speed gear mounted coaxially with and free to rotate about the counter rotating shaft;

a low speed gear on the counter rotating shaft;

a driven high speed gear fixed on the output shaft for common rotation with the output shaft, the driven high speed gear being in constant mesh with the high speed gear on the counter rotating shaft;

a driven low speed gear on the output shaft being in constant mesh with the low speed gear on the counter rotating shaft;

a high speed synchronizing clutch mechanism that engages the high speed gear on the counter rotating shaft to rotate at the same speed as the counter rotating shaft, said synchronizing clutch mechanism comprising a synchronizer hub that rotates in unison with the counter rotating shaft, a sliding sleeve mounted on the synchronizer hub and slidable to engage teeth on the body of the high speed gear in order to rotate the high speed gear in unison with the counter rotating shaft, at least one conical friction interface between the synchronizer hub and a body of the high speed gear, and at least one conical friction interface between the body of the high speed gear and the first driven gear on the counter rotating shaft;

a shift actuator to shift the sliding sleeve into a high speed position and cause said friction surfaces to develop torque carrying capacity substantially equal to the engine torque prior to the shifting the sliding sleeve to engage the teeth on the body of the high speed gear; and

a one-way clutch mechanism that enables the output shaft to rotate faster than the driven low speed gear on the output shaft and at the angular speed of the driven high speed gear on the output shaft.

2. A marine propulsion system as recited in claim 1 wherein the low speed gear is mounted for rotation coaxially with and free to rotate with respect to the counter rotating shaft and the system further comprises a second synchronizing clutch mechanism that engages the low speed gear to rotate in unison with the counter rotating shaft.

3. A marine propulsion system as recited in claim 2 further comprising a reverse driving gear mounted for rotation coaxially with and free to rotate about the counter rotating shaft, a reverse idler gear in constant mesh with the reverse driving gear, and a reverse driven gear on the output shaft in constant mesh with the reverse idler gear; wherein the second synchronizing clutch mechanism includes a neutral position, a forward position in which the second clutch mechanism engages the low speed gear on the counter rotating shaft and a reverse position in which the second clutch mechanism engages the reverse driving gear on the counter rotating shaft.

4. A marine propulsion system as recited in claim 1 wherein the first high speed gear has a helical gear mesh and the driven high speed gear has a helical gear mesh.

5. A marine propulsion system as recited in claim 1 wherein six synchronizing friction interfaces are between the synchronizer hub and the body of the high speed gear, and three synchronizing friction interfaces are between the body of the high speed gear and the body of the driven gear on the counter rotating shaft.

6. A marine propulsion system as recited in claim 1 wherein the body of the high speed gear includes a friction cone at its lower end and a friction cone at its upper end and engagement teeth below a gear mesh on the body and above the friction cone at its lower end.

7. A marine propulsion system as recited in claim 6 wherein the upper friction cone on the upper end of the high speed gear includes an inner friction surface and an outer friction surface and wherein a mating inner friction surface and outer friction surface are located on the body of the driven gear on the counter rotating shaft.

8. A marine propulsion system as recited in claim 7 further comprising a pair of friction rings between the inner friction cone on the body of the driven gear and the inner friction cone on the body of the high speed gear and a pair of friction rings between the outer friction cone on the body of the driven gear and the outer friction cone on the body of the high speed gear.

9. A marine propulsion system as recited in claim 8 wherein one of the friction rings of each pair of friction rings has dual frictional surfaces and one has a single frictional surface.

10. A marine propulsion system as recited in claim 8 wherein the synchronizer hub includes a well in which a blocker ring, another outer frictional ring and another inner frictional ring reside at least in part.

11. A marine propulsion system as recited in claim 10 wherein the body of the high speed gear is spring biased in the neutral position away from the synchronizer hub and components rotating with the synchronizer hub and away from the driven gear and components rotating with the driven gear.

12. A marine propulsion system as recited in claim 1 wherein the output shaft is drivingly connected to one or more propellers.

13. A high-speed transmission comprising:

a first shaft;

at least one synchronizer cone rotating in unison with the first shaft;

a second shaft offset from the first shaft;

a high speed gear mounted coaxially with and free to rotate about the first shaft;

a driven high speed gear fixed on the second shaft for common rotation with the second shaft, the driven high speed ear being in constant mesh with the high seed ear on the first shaft;

a high speed synchronizing clutch mechanism that engages the high speed gear on the first shaft to rotate at the same speed as the first shaft, said synchronizing clutch mechanism comprising a synchronizer hub that rotates in unison with the first shaft, a sliding sleeve mounted on the synchronizer hub and slidable to engage teeth on the body of the high speed gear in order to rotate the high speed gear in unison with the first shaft, at least one synchronizing friction interface between the synchronizer hub and the body of the high speed gear, and at least one synchronizing friction interface between the body of the high speed near and said synchronizer cone rotating in unison with the first shaft;

a shift actuator to shift the sliding sleeve into a high speed position and cause said friction interfaces to develop torque carrying capacity substantially equal to the engine torque prior to the shifting the sliding sleeve to engage the teeth on the body of the high speed gear;

a low speed driven gear on the second shaft; and

a one-way clutch mechanism that enables the second shaft to rotate faster than the driven low speed gear on the second shaft and at the angular speed of the driven high speed gear on the second shaft.

14. A high-speed transmission as recited in claim 13 wherein the low speed gear is mounted for rotation coaxially with and free to rotate with respect to the first shaft and the transmission further comprises a second synchronizing clutch mechanism that engages the low speed gear to rotate in unison with the first shaft.

15. A high-speed transmission as recited in claim 14 further comprising a reverse driving gear mounted for rotation coaxially with and free to rotate about the first shaft, a reverse idler gear in constant mesh with the reverse driving gear, and a reverse driven gear on the second shaft in constant mesh with the reverse idler gear; wherein the second synchronizing clutch mechanism includes a neutral position, a forward position in which the second clutch mechanism engages a low speed gear on the first shaft and a reverse position in which the second clutch mechanism engages the reverse driving gear on the first shaft.

16. A high-speed transmission comprising:

a first shaft;

at least one synchronizer cone rotating in unison with the first shaft;

a second shaft offset from the first shaft;

a high speed near mounted coaxially with and free to rotate about the first shaft;

a driven high speed gear fixed on the second shaft for common rotation with the second shaft, the driven high speed gear being in constant mesh with the high speed gear on the first shaft;

a high speed synchronizing clutch mechanism that engages the high speed gear on the first shaft to rotate at the same speed as the first shaft said synchronization clutch mechanism comprising a synchronizer hub that rotates in unison with the first shaft, a sliding sleeve mounted on the synchronizer hub and slidable to engage teeth on the body of the high speed gear in order to rotate the high speed gear in unison with the first shaft at least one synchronizing friction interface between the synchronizer hub and the body of the high speed gear, and at least one synchronizing friction interface between the body of the high speed gear and said synchronizer cone rotating in unison with the first shaft;

a shift actuator to shift the sliding sleeve into a high speed position and cause said friction interfaces to develop torque carrying capacity substantially equal to the engine torque prior to the shifting the sliding sleeve to engage the teeth on the body of the high speed gear;

wherein the body of the high speed gear includes a friction cone at its first end and a friction cone at its second end and engagement teeth between the gear mesh on the body and the first friction cone.

17. A high-speed transmission as recited in claim 16 wherein the high speed gear has a helical gear mesh and the driven high speed gear also has a helical gear mesh.

18. A high-speed transmission as recited in claim 16 wherein six synchronizing friction interfaces are between the synchronizer hub and the body of the high speed gear, and three synchronizing friction interfaces are between the body of the high speed gear and said synchronizer cone rotating in unison with the first shaft.

19. A high-speed transmission as recited in claim 16 wherein the body of the high speed gear is spring biased in the neutral position away from the synchronizer hub and components rotating with the synchronizer hub and away from said synchronizer cone on the first shaft and components rotating with said synchronizer cone.