US1723207A

US1723207A - Boat-peopelling- mechanism

Info

Publication number: US1723207A
Authority: US
Publication date: 1929-08-06
Anticipated expiration: 1946-08-06

Description

Aug. 6, 1929. A. PUZAN BOAT PROPELLING MECHANISM Filed July 1928 5 Sheets-Sheet IN VEN TOR.

Aug. 6, 1929. A. PUZAN BOAT PROPELLING MECHANISM 5 Sheets-Sheet 2 Filed July 5, 1928 INVENTOR.

ATTORNEYS Aug. 6, 1929. uz

BOAT PROPELLING MECHANISM Filed Jul 5, 1928 3 Sheets-Sheet 3 INVENTOR. 71/.

E ATTORNEYS Patented Aug. 6, 192.9.

UNETED STA'lEfi maze? ser ent orifice.

ALEKSANDER PUZAN, OF "\VATERBURY, CONNECTICUT.

BOAT-EROIPELLING MECHANISM.

Application filed July 5,

This invention relates to marine propulsion, and has more particular reference to an improved manually operable mechanism for propelling small crafts, such as row boats and the like.

The primary object of the present invention is to provide aboat propellingmechanism of the above kind which is simple in construction, eflicient in operation, and adapted for ready application to boats already in use.

The invention consists in the novel form, combination and arrangement of parts hereinafter .more fully described, shown in the accompanying drawings and claimed.

in the drawings Figure 1 is a top plan view of a row boat equipped with a propelling mechanism embodying the present invention;

Figure 2 is a side elevational view thereof;

Figure 3 is an enlarged side elevational view, partly broken away, of the propelling mechanism removed from the boat, the gear casing being indicated by dotted lines; Figure 4 is a top plan view of the construction shown in Figure 3, with the gear casing shown by full lines and in horizontal section;

Figure 5 is a vertical transverse section on line 55 of Figure 3, with the gear casing shown by full lines; and

Figure 6 is a view similar to Figure 5 taken on line 66 of Figure 3.

Referring more in detail to the drawing, 5 indicates a conventional row boat or similar small craft having the usual bow and stern seats 6 and 7 and spaced transverse seat boards 8 and 9 intermediate the seats 6 and 7 and arranged at opposite sides'of the transverse center of the boat, in the usual way.

In accordance with the present invention, a suitable longitudinal propeller shaft 10 is j ournaled in the stern end of the boat with its rear end projecting through the stern and equipped with a screw propeller 11, a suitable manually operable reduction gearing being mounted betweenthe intermediate seat boards 8 and 9 and midway between the sides of the boat, and said gearing being operatively connected with the forward end of the propeller shaft 10 for driving the latter and causing forward propulsion of the boat. In providing the manually operable driving gearing forthe propeller shaft 10, a frame ismounted and secured upon the bottom of the boat, which frame includes a base 12 having side upright frame members 13 and inclined upper rails 13 in which are journaled three trans- 1928. Serial No. 299,44

verse

horizontal shafts

15, 16 and 17. The two stub shafts 14 are journaled at the forward upper part of the supporting frame and have polygonal end portions projecting beyond the sides of the frame for receiving crank handles 18 by means of which the stub shafts 14 may be conveniently manually driven by persons seated upon the front intermediate seat board 8 or standing at opposite sides of the supporting frame, as desired. The shaft 15 is journaled upon the forward part of the supporting frame directly beneath the stub shafts 14 and is operatively connected with the latter by means of a reduction gearing including a relatively small spur gear 19 secured upon each stub shaft 14 and meshing with a lager spur gear 20 secured upon an adjacent L 't of the shaft 15. This double arrangement of gearing provides for steadying the shaft an d causes. positive transmission of power in a smooth uniform manner.

The shaft 16 is journaled in the supporting frame intermediate the front and rear ends thereof and rearwardly of the

shafts

14 and 15 and secured upon this shaft 16 is a rela tively small spur gear 21'which meshes with a considerably larger spur gear 22 fixed upon the shaft 15. These gears are disposed substantially intermediate the ends of the

respective shafts

16 and 15 and provide for transmission of the rotation of shaft 15 to shaft 16 at a considerably reduced speed. A similar increase speed gearing is provided between shaft 16 and shaft 17 including a larger spur gear 28, secured upon shaft 16 and meshing with a relatively small spur pinion 24 secured upon shaft 17. Shaft 17 is journaled near the rear end of the supporting frame and is operatively connected with the forward end of the propeller shaft 10 by meansof a bevel gearing including a relatively large bevel gear 25 secured on shaft 15 and meshing with a bevel pinion 26 fixed upon the adjacent forward end of the propeller shaft 10.

A suitable gear casing is provided for the gearing consisting of a sheet metal hood 27 of suflicient size and shape to fit over the gearing, in front of the gear 22 and directly behind the pinion 26, as well as to snugly fit between the side frame members 13 as clearly shown in Figure 4. The space 12 closes the bottom of this gear casing and the front and rear walls of the latter are provided wit-h base flanges for rigidly attaching the casing to the base 12, as indicated by dotted lines in Figure 8 at 28. The bevel gear 20 is preferably somewhat larger than the pinion 26, and it will thus be seen that the rotation of shaft is transmitted to the propeller shaft 10 through a series of increase speed driving connections, thereby insuring rotation of the propeller 11 at a very high speed upon actuation of the drive shaft l4 at a considerably slower speed as'is most desirable and convenient in manual operation .thereof. i

'A propulsion mechanism constructed as above may be economically manufactured and readily installed upon small craft, and when once installed, will permit efficient propulsion of the boat at a comparatively high speed and with considerably less labor than is experienced with the use of oars and the like.

What I claim as new is 1. In combination with a row boat or the like having spaced intermediate seat boards,

a shaft arranged longitudinally of and projecting through the stern of said boat, a propeller on the projecting end of said shaft, a frame mounted on thebottom of said boat between said seat boards and having a plurality of transverse horizontal shafts jour naled therein, increase-speed gearings serially connecting said transverse shafts, a pair of said transverse shafts being journaled at the upper front portion of said frame and having projecting ends provided with crank handles, another of said transverse shafts being journaled near the rear of said frame,

an increase-speed gearing between the last named shaft and the forward end of said longitudinal propeller shaft, said frame comprising a plurality of vertical side bars decreasingin height toward the stern of the boat, inclined upper rails bracing the vertical bars and an enclosing hood for the gearing disposed inwardly of the vertical side bars and top rails.

2. In combination with a row boat or the like having spaced intermediate'seat boards, a shaft arranged longitudinally of and projecting through the stern end of said boat,

a propeller on the projecting end of said shaft, a frame mounted on'the bottom of said boat between said seat boards and having a plurality of transverse horlzontal shafts ournaled thereln,

said transverse shafts are journaled, and a metal hood secured on said base and fitted between said side frame members and over said gearings to completely encase' the latter. In testimony whereof I affix my signature.

- ALEKSANDER PUZAN.

right frame members in which the ends of increase-speed gearings serially connecting said transverse-