US653121A - Boat-lowering mechanism. - Google Patents

Description

No. 653,121. Patentedv lulys, |900. asuma-MANN.

BOAT LOWERING MECHANISM.

(Application filed May 7, 1898.)

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No. 653,!2l. Patented luly 3, |900. C. SCHNEEMANN.

BOAT LDWERING MEGHANISM.

(Application led May 7, 169B.)

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(Np Model.)

Patented July 3, |900. C. SCHNEEMANN.

BOAT LUWERING MEGHANISM. (Application mea my 7, 189s.) (No Model.) v

No. 653,|2I. Patented July 3, |900.

" C. SCHNEEMANN.

BOAT LOWERING MECHANISM.

(Application led May 7, 1898.)

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' Y Patentedluly 3, |900. l C. SCHNEEMANN. l BOAT LOWERINYGMEGHANISM.

(Application led May 7, 1898.)

(No Model.)

Patented Juvl'y4 vza, |900.

C. SCHNEEMANN.

BOAT LOWEBING MECHANISM.

(Application filed May 7, 1898.) (No Model.) 6 Sheets-Sheet 6;.

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CARL SCHNEEMANN, OF BREMEN, GERMANY.

BOAT-LOWERING MECHANISNI.

SPECIFICATION forming part of Letters Patent o. 653,121, dated J' uly 3, 1900.

Application ined May 7. 1 ses.

To all whom t may concern.-

Be it known that I, CARL SGHNEEMANN, a citizen of the free city of Bremen, residing at Bremen, in the German Empire, have invented certain new and useful Improvements in Boat-Lowering Mechanism, (for which I have applied for a patent in England, No. 7,934, dated April 2, 1898; in Austria, dated April 5, 1898, and in Italy, of which the following is a speciication.

The present invention relates to boat-lowering mechanism, comprising a windlass and specially-arranged davits, which are thrust they are able to move outboard and downward by their own weight and that of the boat.'

is shown a half-section of a modern passengersteamer of about one hundred meters in length fitted with boat-lowering devices accordingto this invention. The particular windlass shown in this drawing is supposed to be mounted on the deck at the end of the boat or rather between two adjacent boat-s. Fig. 2 shows the way in which the windlass (which is the chief object of the present invention) is mounted on the upper deck at the end of a boat. Fig. 3 is a central vertical section through the windlass. Fig. 4 is a partly-longitudinal section through the windlass and partly a side view, the driving-engine being' removed. Fig. 5 isa rear view of the windlass; and Fig. 6, a plan view of the same, showing the whole driving-gear in horizontal section. Fig. 7 shows in top view the part cut away in Fig. 6. Figs. 3, 9, and 10 are views of various parts of the windlass which are not shown with sufficient clearness in the main figures. Fig. 11 shows in section the arrangement of the rods which thrust out each boat-davit separately. Fig. l2 is a cross-section of Fig. 11, and Fig. 13 is a diagrammatic representation of the steam-engine by which the windlass may be suitably driven. This engine may, however, be replaced by any other reversible motor, provided it be simple, reliable', and light. Figs. 14 to 16 show t-he slidevalve illustrated in Fig. 13 in various positions. Fig. 17 shows a further device for connecting the windlass with the projecting levers.

dated April 1, 1898,)I

In Figure-1 of the accompanying'drawings Serial No. 680,057. (No model.)

l In Figs. 1 and 2, a is the boat, which hangs in two davits b. In Fig. 2 only one of these two davits is shown. Both, however, are equidistant from the ends of the boat. The boat itself rests upon chocks c, upon which it is held by a device which permits the instant release of the boat from both the checks, but at the same time makes accidental movement of the boat impossible.

A indicates in Figs. 1 and 2 the windlass. The davits are pivoted at d and rest, when the boat is on the checks o, on the bearings provided on the latter. When the boat is to be' lowered and is loosedlfrom the cheeks c, the rods' e, which are suitably secured to the hull of the steamer and one of which lies against each davit, are thrust outboard, and thereby the davits, together with the boat, are brought into the dottedl position II of Fig. 1. When this position has been attained, the rods cease t-o move any farther, and the upper ends of the davits will then fall on the ropes g, which have the usual lweights f attached. As the rods c are thrust outthe'windlass has to give out the necessary length of rope. The davits fall from the position II, Fig. 1, farther down in the direction of the arrow i until they arrive in the position III, (shown in dotted lines,) in which they are held by chains 7c. The boat is new let down to the water by paying out the rope g from the windlass A and can be detached at the proper moment. The windlass A is represented in Figs. 3 to 8 in a position corresponding to the position of the boat shown in Fig. 1, in `which position it rests upon the chocks c ready to be lowered. The windlass is driven by an engine B, which is in close proximity to A. As will be seen from Figs. 7 and 13 to 17, the engine B is provided with reversing mechanism.

In bringing the hand-valvep, Fig. 13, of the reversing mechanism to the position shown in Fig. 14 by means of the lever q, Figs. 7 and 13, the engine and windlass A, the latter loeing coupled to the former, start working,and the rope-drum is rotated in the direction of the arrow u, Figs. 4 and 6, thus paying out the ropes g.

pass over the davits are wound is indicated The rope-drumon which the ropes g that IOO by Z. This drum is supported in the bearings n and is rotated by the worm-wheel o, v

secured to or made in one piece with the same. The crank-axle h of the motor B is coupled with the driving-spindle w of the windlass A or made in one piece therewith, and on rotating the former by means of the wormwheel gear 1' t s, the part s of which engages with the gear o of the drum Z, the latter is likewise rotated. Simultaneously the friction-clutch o on the spindle w (which clutch does not turn, but slides upon the engineshaft w) causes the miter-wheel :0, Figs. 5 and 8, which is loose upon the shaft w, but incapable of sliding endwise thereon, to turn. The wheel turns, through the medium of a suitable train of wheels y 'y2 z, a horizontal shaft a', Figs. 5, 11, and 12, which in its turn turns, by means of the worms b', the wormwheel c. The wheel y may be connected with the wheel y2 through the medium of a powerful spring h2 in order that the shaft a may not be set in motion with a sudden shock when coupled up by the clutch o t while the engine is working. By the rotation of the worm-wheels c', the bore of which is threaded internally, both rods e are simultaneously thrust outboard in the direction of the arrow e. The free outer end of each rod c is provided with a roller CZ', which bears against a davit b. During the same time a spindle, with worm g', and a worm-wheel Zt and shaft 1l', Figs. 5 and 7, are set in motion by wormwheels f', arranged on the free end of the axle w for the purpose of bringing the clutch v and wheel Qc in and out of contact with each other by means of the rod m and the lever Z', pivoted at k. For this purpose the wormwheel h rotates simultan eously with the shaft 7l' a screw-spindle n. Upon this screw-spindle n there is a sleeve'o, which, as soon as the engine B is started, travels slowly in the direction of the arrow p', Fig. 7. This sleeve o is connected with a second very shortthreaded sleeve q of larger pitch or is made in one piece with the same, and the latter, as soon as the rodse are ont-he point of taking up the dotted position II in Fig. 2, picks up a thread r on the shaft t'. As r rotates continuously with the shaft i" this screw immediately takes into q and moves, by means of this sleeve, the shaft suddenly in the direction of the arrow s. Simultaneously the lever Z" is rocked on its pivot Zo', and thereby the friction-clutch u t' is thrown out of engagement with the wheel 0o. To secure the clutch n t in the said position, there is provided a lever c', fixed to a rotating shaft u', Fig-7, which takes into one or other of the grooves fw @02, according to the position of the shaft Z. Shortly before the screw q engages with the screw fr" a small nose fr on the sleeve 0', Fig. 5, lifts, by means of a lever y' on the spindle a', the lever o out of the groove w or 102 to let it fall again when the screw r has completely` passed through q. By properly disposing the pitch of the screws rr and s the boat may be prevented from un winding the drum by its own weight without the use of a brake.

lVhen the boat is to be hoisted up out of the water, the valve p is brought from the position in Fig. 15, in which the engine is at stop, to the position shown in Fig. 16, so that the engine runs backward. The handlever q now takes the position shown dotted in Fig. 7, and an arm a2, projecting from its fulcrum z', bears against one end of an eye formed in the end of a longitudinally-sliding rod c2. The drum Z now winds up the ropes g, and consequently the boat is drawn up. The screw q travels, by reason of its reversed direction to the arrow p', along the rod 'Z'. The nose lifts the lever v' out of the groove w r', of course with the assistance of the lever y', and spindle u screws itself (both threads meeting in exactly the same manner as they separated from each other) immediately and rapidly through q,and thereby moves quickly the rod t" in the reverse direction of the arrow s', so that with the help of the rods Z m the clutch 'v t' comesinto operation.

The rod n can by reason of the arrangement of the springs g2 move so far in an axial direction as the nut q travels along the screw r during the friction against each other of the clutch members.

At the moment in which the coupling takes place the shaft a is again rotated and draws, by means of the construction already described, Figs. 11 and 12, the rods c inboard as the davits are moved in the same direction by the rope. To avoid the couplingtaking place while the engine is running at full speed, a lever (Z2 is arranged on the shaft u', which lever in the instant during which the nose or turns the shaft through the lever y' pulls the rod c2, and when the hand-lever q stands at backward rotates this latter in the direction of the arrow for such a distance that the hand-valve p is nearly brought to its stop position (shown in Fig. 2) and by strongly throttling the steam thus causing the engine to run slowly. When the coup,- ling of the clutches o Z' has taken place, which may be known by the ear and by the position of the small lever d2, the lever q may be pulled right over to backward and the boat rapidly drawn along with its davits. As soon as the boat is over the chocks, the man at the windlass must of course movethe hand-leverqback, so that the machine may go very slowly or come to stand at stop lf necessary, a simple device may be adapted to the apparatus, which at the required moment will suddenly and completely shut off the admission of steam to the engine without the cooperation of the man attending to the windlass, so that the engine will then be stopped at once. The small piston f2, which is connected to the valve p and always subjected to the full boiler-pressure, enters into action as soon as the lever q is released and auto- IOO IIC

' into the groove of matically pulls the valve p back into the closed position, Fig. 13. In one of the pipes leading from the hand-valve p to the cylinders asmall air-valve g2 may also beadapted, which in case the machine should develop a vacuum in one of the said channels would allow air to enter. The rod which moves the valve p to stop when the clutch o is to be coupled up may also be made to act upon a throttle-valve located in the steam-channel. In this case the rod may be connected with the throttle-valve in place of a slot by means of a closely-adapted joint or arm, vso that the valve in either case-that is, either when the clutch is to be coupled or uncoupled-Will be closely shut by means of the tion a2. The clutch c t may also be replaced by a suitable friction-clutch of any other kind.

The windlass above described may also be provided with mechanism by which it can be rotated by hand. Again, the push-rods e also may be moved outward and inward by means of toothed gearing instead of by a windlass. In this case the parts r' n q', the., can be dispensed with andthe construct-ion shown at Fig. 17 in plan and partial horizontal section be used. In this case e3 represents the toothed wheel, which is pivotally mounted on the shaft a', located under the deck of the vessel and longitudinally thereof, but is not moved axially.` This toothed Wheel takes into the teeth provided on the under side of the rod c. This rod e is mounted in the bearings f3 gscrosswise of the vessel. With the toothed wheel e3 is rigidly connected in the arrangement represented in the drawings a clutch-wheel h3, capable of taking onto another clutch-wheel i3, located on the shaft a and capable of axial, but not rotary, movement thereon. .3 is moved by means of the bell-crank lever c3, the fork 7c3 of which takes the clutch-wheel t3. The lever c8 is capable of rocking on the f ulcrum cl3.

When the boat is to be raised, the rods e, asindicated at Fig. l, are pushed quite out. During the winding up the davits b come into the position represented by II in Fig. 1, and while they approach nearer to the vessel and come into position against the rollers d' of the rods e push these latter (e) into the vessel. At this time the toothed wheel first begins to rotate with the clutch-wheel h3 loose, corresponding to the position represented at Fig. 17. A piece Z3, attached to the rod c, however, comes against a rigid pin Z13 of the lever e3 after e has made a slight movement inward by means of the davits, and thus turns this lever (see Fig. 17) around to the right, so that the clutch-wheel i3 comes into engagement with the clutch-wheel h3. As soon as the coupling up has been effected e3 is swung so far around to the right that the vertical lateral surface m3 of the toothed rod e slides along on the pin b3, and thereby prevents the automatic uncoupling of the clutch-wheels h3 t3. The clutch remains, therefore, so long nose or projecin edective connection until the rods e have been moved entirely inward, and later on for the purpose of putting out the boat have been pushed outward again. While the davits are being raised, the shaft c' turns, as it is permanently connected with the windingdrum Z (which takes up the rope g) bymeans of toothed wheels or the like, and continually turns whenever the winding-drum is rotated, when the rods e are pushed out and come nearly to their outermost position a projection or a pin as of the rods e comes against the lever-arm c8 and carries it with it until the clutch-wheels h3 o3 are released and the driving of the toothed wheel e3 through the shaft a in consequence closes. The windlass itself and with it the shaft a may now continue to turn for any length of time and in any direction; but the clutch-wheels h3 t3 will not come into effective action until the rods c have been again pushed backward a little by means of the davits, and as a consequence thereof have coupled up the rotating shaft c' with the toothed Wheels e3 by means of the clutch-wheels 713 5. The clutch-wheels 71.3'2'3 are merely given by way of example.

What I claim, and desire to secure by Iletters Patent of the United States, is

1. In a windlass, the combination ofa drum, gearing for driving the same, a clutch, a pushrod, gearing connecting the push-rod with the clutch to drive the push-rod in unison with the drum, a screw geared to turn with the drum, a nut on the screw and moved thereby,` a threaded shaft mounted adjacent tothe screw and having connection with the nut, and means connecting the threaded shaft with the clutch by which to control the clutch.

2. The combination of gearing comprising a clutch which controls the gearing, a screw driven by the gearing, a nut movable on the screw, a threadedshaft mounted to turn adjacent to the screw and having connection with the nut, and means connecting the threaded shaft with the clutch to control the clutch.

3. The combination driving-shaft geared therewith, a clutch in connection with the winding-drum, a pushbar driven from the clutch, and means operating in unison with the drum by which to automatically control the clutch.

4. The combination of a winding-drum, a dri ve-shaft geared therewith,to turn the sam e, a clutch in connection with the drive-shaft, a push-bar, a swinging davit operated by the push-bar, a connection between the davit and the drum, and means worked in unison with the drum by which to automatically control the clutch.

5. The combination of a hauling mechanism, a push-rod also driven in time therewith, a swinging davit moved outboard by the pushrod,and a connection between the davit and the hauling mechanism, whereby to move inboard the davit.

6. The combination witha motor, of a windof a winding-drum, a

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ing-drum driven thereby, a push-rod driven thereby, a davit mounted to move and thrown outboard by the push-rod, a connection between the drum and davit to return the davit, and gearing driven in time with the push-rod and drum automatically to control the motor.

7. The combination of a motor, a drum driven thereby, a push-rod also driven thereby, a swinging davit moved outboard by the push-rod, and connections between the drum and davit,wherebyto move inboard the davit.

8. The combination with a source of motive power, of a drum driven thereby, a push-rod also driven thereby, a movable davit moved in one direction by the push-rod, and a connection between the davit and drum to move the former in the opposite direction.

9. The combination with a source of motive power, of a drum driven thereby, a pushing member also driven thereby, a swinging davit engaged by the pushing member toC be thrown in one direction, and a connection between the drum and rdavit, for returning the latter.

10. The combination with a source of motive power, of a movable davit, two means operated by the source of motive power respectively for moving the davit inboard and outboard, and controlling devices for the source of motive power, such devices being driven in time with the said two means to automatically control the source of motive power in time with the movement of the davit.

11. The combination with a source of motive power, of a swinging davit, means driven by said source of motive power by which to throw the davit in and out, and controlling devices for the source of motive power, such controlling devices being driven in time with the said means and serving automatically to stop the movement of said means according to the position of the davit.

12. The combination with a motor, of hoisting mechanism driven thereby, a clutch transmitting movement from the motor to said hoisting mechanism, a controlling device for the motor by which to stop the action thereof, and tripping devices driven in time with the said hoisting mechanism and serving to throw the clutch and controlling device in a certain time with the movements of the said hoisting mechanism.

13. The combination with a motor, of a drum geared direct therewith, a member also geared with the motor, the gearing of such member comprising a clutch by which to break the gearing, a controlling device for the motor, and tripping devices driven in time with the said member, such tripping devices serving to operate the clutch and motorcontrolling device in a certain time with the movements of the said member.

14. The combination with a motor and with a movable davit, of a drum geared direct to the motor, a push-rod geared to the motor through the medium .of a clutch, the pushrod serving to throw the davit outboard, a connection between the drum and davit to throw the davit inboard, a controlling device for the motor, and tripping devices driven in time with the push-rod and serving automatically to throw the clutch and motor-controlling device in time with the movement of the push-rod.

15. The combination with a source of power,

of a drum and a push-rod, both driven from the source of motive power in time with each other, and a'movable davit actuated by the drum and push-rod.

16. The combination with a source of motive power, of a swinging davit, and two means driven by the source of motive power respectively for throwing the davit inboard and outboard, such means working simultaneously and in unison, the one actively as the other works passively.

17. The combination with a movable davit, of a motor, two means geared with and driven by the motor respectively for throwing the davit outboard and 'inboard, such means working simultaneously, the one passively as the other works actively, and controlling devices for the motor driven in time with the said means and serving automatically to reverse the motor to reverse the action of the said means for throwing the davit.

18. The combination with a movable davit, of a motor, two separate means driven simnl taneously thereby, the one for throwing the davit outboard and the other for throwing the davit inboard, andl the one working actively as the other works passively, a controlling device for the motor to reverse the action thereof, whereby to reverse the action of the said separate means, a screw driven in time with the said means, and a nut working on the screw and periodically engaging the said controlling means of the motor, for the purpose explained.

19. The combination with a movable davit, of a motor, a means for throwing the davit in one direction, such means being geared with the motor, a second means for throwing the davit in the other direction, the second means being geared with the motor through the medium of a clutch, a reversing-gear for the motor, a screw driven with the motor, an actuating-lever for the clutch, and a nut workin g on the screw and serving to operate the motor-reversing gear and the actuating-lever of the clutch, for the purpose specified.

In testimony whereof I have hereunto set my hand in the presence of two witnesses. CARL SCHNEEMANN.

Witnesses:

ELIAS SCHRAGENHEIM, J oHN H. SGHNABEL.

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