US1834397A

US1834397A - Boat

Info

Publication number: US1834397A
Application number: US502322A
Authority: US
Inventors: Leon N Hampton
Original assignee: Individual
Current assignee: Individual
Priority date: 1930-12-15
Filing date: 1930-12-15
Publication date: 1931-12-01
Anticipated expiration: 1948-12-01

Description

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. 1, 1931. L. N. HAMPTON BOAT Filed Dec. 15, 1950 5 Shee'ts-Sheet l nyVENToR. Om. W

ATToRNEYs I BY Dec. 1, 1931. L` Nr HAMPTON BOAT Filed Dec. 15, 1930 5 sheet's-sheet 2 IN V EN TOR.

ATTORNEYS.

Dec; 1, 1931- L. N. HAMPToN BOAT Filed Dec.

15. 1930 5. Sheets-Sheet 3 INVENTOR.

A TTORNEYS.

Dec. l, 1931. L. N. HAMPToN BOAT Filed Dec. 15, 1930 5 Sheets-Sheet LINIE.

IN ENTOR.

QyW ATTORNEYS.

Dec. 1931.

` L. N. HAMPToN BOAT Filed Dec. 15, 1930 5 Sheets-Sheet 5 I V EN TOR. z

BY MMM A TTORNEY S.

Patented Dec. 1, 1931 i 1334,39?

.unrren STATES PTENT* oFFlce i Application filed. December 15,:1330,l Serial No. 502,322. I

. The present inventiontis' directed to an ingmechanism' should be sov constructed andV improvement' in manually propelled boats, arranged that the power of the legs back and and has for an objectivevavconstruction which associated muscles as well as the 'muscles'of is stable, requires Vno particular skill 'for opthe arms may be vapplied to advantage erat-ion, and in which power for Voperation throughout a reasonably long movement, and 55 is applied most eiiiciently. a that recovery from extended position' to As is well known oars, paddles and manuoriginal position be speedy and effortless..l ally driven propellers are common means A further object of this invention, thereof beat propulsion. Oars and lpaddles are forej is the provision of a construction where-V relatively eflicientv in skill'ed hands, but in in not only is the operators seat slidable,but 60 the hands of the unskilled are beset with the propelling mechanism is so constructed numerous annoyances such as splashing and and so disposed with reference to the operdripping,V a tendency to jump the oarlocksv ator,s seat as to enable the operator to apply` or slip over'boarcl,a11d a general contrariness his' full efort thereto 'in the most eificient 1;., so far as maneuverinfi` in close. quarters and manner. i i V w I' i z doc'kinf` are concerned with vattendant liabil- `While the racing shell may representj a ity of'damage and capsizing. high standardV of 'efiiciency as to power' ap- Propellers or scre'ws' overcome 1 many of plication, it is recognized that it is unsuited the diificulties above -mentioned vbut here for general use, in that it capsizes readily, 20' again the medium by which oneis energy is skill is required in handling the oars, and' it 70 transformed into power atthe propeller must is not suited for transporting passengers orV be given special consideration if any but'very cargo. l proposeto overcome this 'drawback, inediocre results are to lbe obtained.l without sacrifice of the eificient application M As mentioned above, one of the objects of of power by providing two Shell-like boats 1,5' my invention is the provision of a construcor pontoons arranged in spaced apart relation tion 'in which this feature is given special with a passenger and cargo cockpit'suspendconsideration. In this connection it is to be ed therebetween, the cockpit normally ridnoted that the racing shell is an example ing clear of the'water. In addition the cockopf a high standard of eficiency, but on lthe pit is arranged to mount the propellenrudmi' other hand the shell is only suitable forV use der mechani'sm and motor so'that with careby the skilled operator. I propose, however, ful .attention to details a very ei'ficient seato utilize in a propeller driven manually worthy and serviceable boat may .be prooperated boat some of the features of the racduced at'low cost. i

ing' shelL' In the shell the oarsman7s seat is The Shell-like boats or pontoons are sealed. ze' slidable so as to enable him to adjust hisV body and hence cannot swamp and inasmuch as to the best position forthe .application of the buoyancy of the pontoons increases up power to the oars. Atthe end of the power to the pointof subme'rsion and remains unstrolte the oarsmanliftsthe oars free of the diminished even thoughv submersion takes.V water and q'uickly and with practically no place, my enclosed shell or pontoon 'type of 40 effort slidesback intoposition for' the next boat will strongly resist capsizing. `Inas stroke. n the construction of the present much as the construction of the' present .innyention, although I provide a propeller veution is such that the load is suspended driven V1eoat instead of an oar driven, I have* between the pontoons in avlcockpit lying'- provided for move'ment of the Voperator so close/to thesurface of the water my improved 15' that he may adjust his body to the most adbeat may be tipped at an angle far in excess Vantageous position, and may vreturn to his lof the capsizing angle of the conventional original position with as little effort as does boat which of course adds materially to the v the oarsman in the shell'. p i boat7s safety.

AgainA in a propeller driven boatv it is de- TvVhile a boat of 'the general construction 50- sirable for maximum results that the operator type of my boat is adapted to' have its propeller and rudder aft as in usual practice, the rudder and propeller may be mounted forward if desired. I-Iowever, the present application will be directed mainly to a type of construction in which the rudder is mounted forward and the propeller aft, the mounting` of the propeller forward and the rudder aft con-stituting the subject matter of another application.

I have already pointed out that I propose to mount the motor mechanism in such relation to the operator that the operator may apply power` to the motor most efiiciently. In this connection one embodiment of my invention which will be described in detail hereinafter provides a rack and pinion 'drive between the operator and the motor, a type of drive in which the direction of application of power` does not change and is always in the direction most useful in developing torque at the propeller.

It will be appreciated also from the description to follow that this type of drive is of such a nature that the drive is `disengaged on movement of the operator to starting position, thereby facilitating his return to such position and requiring` effort on the part of the operator only in one direction of his movement. I also provide a clutch arrangement in connection with the motor in which reversal of the direction of drive is made quietly and without any gear clashing, and in this same connection the rack is out of engagement with its cooperatingpinion at the time reversal is made 'so that the inertia of the moving parts is low. This, as will be apparent, will facilitate reversal.

AV further advantage of this type of drive resides in the factthat if 'desired the rack may be resisted in its movement while en-` gaged with the pinion should it be desired quickly to slow down the propeller.

.The present invention also provides a construction in which a special coupling to be i described later is disposed between the motor shaft and the propeller shaft. The propeller shaft is carried in a pivoted torque arm. The pivot of this torque arm is on the parting center of the special coupling and should the propeller strike an obstruction the torque arm will be raised to disengage the jaws of the coupling and hence disconnect the 'propeller from the motor. This pro- V ides a safety feature, the advantages of which are obvious.

While the rudder of my improved construction may be mounted either forward or aft, I have shown the same mounted at the forward part of the boat, permitting direct coupling between the rudder bar and the rudder, thereby eliminating he use of ropes, chains, pulleys, etc.

In the drawings accompanying this application:

Fig. 1 is an elevational View of a boat embodying my invention;

Fig. 2 is a plan view of the same;

Fig. 3 is a section on the line 3-3 of Fig. 1;

Fig. 4 is a longitudinal sectional elevational view of my improved boat showing one type of motor employed for driving the same;

Fig. 11a is a detail of clutch mechanism shownV in Fig. 4;

TPig. 5 is a section on the line 5-5 of Fi'2 24:;

f 6 is a view on the line 6-6 of Fig. 11;

7 is a sectional elevational view of a modi ied form of motor;

Fig. 8 is a 'section on the line 8-8 of Fig. 7

Fig. 9 is an elevational view partly in section of a still further modified form of my invention Fig. 10 is a section on the line 10-10 of Fig. 9;

Fig. 11 is a part sectional elcvational view of a still further modified form of driving motor;

Fig. 12 is a section on the line 12-12 of Fig. 11;

Fig. 13 is a section on the line 13-13 of Fig'. 12;

Fig. 111 is a planview of the top of the operating lever of Fig. 11;

Fig. 15 is an elevational view of a further modified form of pawl and ratchet mechanism;

Figs. 16 and 17 are, respectively, plan and elevational views of further embodiments of my invention;

Fig. 18 is a sectional elevational view of a still further modified form of drive motor; Fig. 19 is a section on the line 19-19 of ig. 18; and

Fig. 20 is a section on the line 20-20 of ig. 18.

Referring to the drawings in detail and first of all to the embodiment of my invention as illustrated in Figs. 1 to 6, inclusive: In this embodiment of my invention I provide two hulls, shells or pontoons designated 1 and 2, respectively. These pontoons as will be seen for instance froml Fig. 3 are hollow and air-tight. They may be constructed of Wood, metal or other suitable material. In any event they are disposed in spaced apart relation to provide for the reception of a structure designated 3 and which for purposes of description I shall call a cockpit, this cockpit in this embodiment of the invention mounting the motor mechanism, steering mechanism, propeller, etc. as well as accommodating the operatorls seat and providinT space for the carriage of passengers or other cargo, as may be desired. This cockpit is secured to straps 4 which extend the space between the pontoons 1 and i removably securedito the straps by similar nuts 6. It will be'seen, therefore, that the pontoons and cockpit may be taken down very readily, for purposes of transportation and are quicklyremovable without the use of any special tools and without the necessityof any particular skill, i

In thel bottom of the cockpit I mount a slidable 'operatorls seat 7, the seat being slidable 'fore and aftA of the cockpit and being mountedon rollers 8 for this purpose.

:As above' stated the cockpit mounts the propeller and thepropeller shaft. In this connection 9 designates the propeller shaft lregulated by engagement of a lug on the torque arm with adjusting screw 14. This mounting of the propeller shaft, as will apu ing line of the Coupling, that is,the line of I pear hereinafter, is to permit of the propeller lifting should the same strike an obstruction while the boat is in use.

i Forward of .the operatorls seat 7 and inounted within the cockpit 3 is the manually operated motor provided for driving the propeller. This motor may take different forms, several of which have been shown in the accompanying drawings. The motor of the. figuresjabovereferred to, that is, Figs. 1 to 6, inclusive, comprises a housing designated `generally as for the various gears, pinions, etc. making up the motor. Extending through this housing and in line .with the propeller shaft 9 is a main drive shaft 16.

'The forward end of this drive shaft projects through the housing and is provided with a fiywheel17'frictionally held to the shaft through .the medium of a spring 18. The rear end of the drive shaft 16 projects through the rear wall of the. housing 15 and carries one member 19 of the special coupling abovereferred to, the other member 20 of this coupling being carried by the inner end of the propeller shaft 9. The partpart between the two

members

19 and 20 is directly in line with the pivot 13 of the torque arm 12 for a purpose which will be referred to later. i

As above mentioned, the coupling is ofV shaft 9 rotating ina forward direction the thrust of the propeller will maintain these jaws in engagement. However, should the propcller strike an obstruction then the jaws can separate perniitting the propeller to be swung upwardly about the pivot 13.- When the propeller shaft rotates in reverse direc-I tion the thrust of the propeller is in a di-'l rection tending to separate the jaws of the coupling, but such separation is preventedby undercutting the jaws as willl be vseen from the drawings.

On the drive shaft 16 and within the housng 15 are two bevelled pinions 21 and 22 which are in Constant mesh with a bevel gearv 23, the latter being mounted on a shaft 24 Vwithin the housing 15 and which shaft extends transversely of the drive shaft 16. The two pinions21 and 22 are free 'on the drive shaftand in order that these pinions inay be coupled or clutched to the drive shaft I provide clutch mechanism shown in some detail in Fig. 4a and comprising a sleeve 25 which 'is held on the shaft 16 against rotalJ tion but is slidable relatively thereto, this sleevecarrying cam mechanismV shown at 26 and 27, each of these cams being engageable with the inner ends of two arms 28 and 29.v

These arms arepivoted at 30 and intermediate this pivot and the cam are provided with' raised portion 31. The arms extend into an eXpanslble ring 32 within the pinions.

to the left or right,'as the case may be, the

arms 28 and 29 will be forced apart to eX-` rection of rotation of the propeller shaft 9.V The drive shaft 16 also carries a gear33` in addition to the bevel gear 23 and this gear 33 meshes with a gear 34 carried on a shaft 35 lying above the shaft 34. The shaft 35 also carries a driving pinion 36 which is a'dapted to be driven by a rack 37. This rack 37 constitutes the manual means for driving the motor mechanisin. The rack is provided with an extension 38 which is pivoted at 39 to a sleeve 40 mounted for sliding on a rodv 41 lying beneath the rack. The sleeve 40 is provided with an upwardly extending portion 42 to which it attached one end of a coil spring 43, the other end of which is attached to the upper side of the rack as shown -at 44. The purpose of this spring 43 is to tend to lift the rackv 37 out of engagement Consequently when the sleeve` 25 is moved either with the pinion 36. For Operating the rack` the same is provided with a handle 45.

Extending through the bottomof the cockpit 3 is a rudder post 46 carrying' at its upper` end a pinion 47 and at its lower end a rudder 48.

49 designates a rack which may be integral, for example, with a rudder bar pivoted at 51.

The rack 37 and the rudder bar 50 are both so located with respect to the operator7s sliding seat 7 as to be within easy and naturalreach of the operator.

In operation the operator upon the seat 7 and with the seat in the position shown inv Fig. 4, for mstance erasps the handle t5,`

places his feet upon each end of the rudder bar 50 and then by moving aft and pulling with the arms draws the rack 37 across the top of and in engagement with the driving pinion 36. It is to be noted that the rack 37 is in such position with respect to the operator7s seat that the rack is pullcd substantially horizontally on its working strohe. The rotation of the pinion 36 of course imparts rotation to the propeller shaft 9 through the

gears

34, 33 and one of the pinions 21 or 22, the pinion coupled to the driving shaft 16 at the moment dependin' upon the dircction in which it is desired to (n'ive the boat. Upon the completion of the working strole the operator slides forward to his original position again, at the same time raising` the racl: 37 out of engagement with the pinion 36. Thus, it will be a} ,parent.V` that the operator moves on his idle strolre and returns to his original position practically without efiort. In order that the motion of the propeller shaft will continue during this idle strolzze of the rack 37 the fiywheel 17 above mentioned has been provided. As a consequence of this construction the propeller 10 will be rotated at a suificiently constant speed to cause the boat to travel through the water at a substantially uniform speed.

In the event that the propeller should strike an obstruction of any kind while the hoat is traveling the outor eno of the propeller shaft 9 is free to rise by reason the torquo arm 12, the latter pivoting about its pivot 13 and inasmuch as this pivot is in line with the division or parting' line of the

coupling members

19 and 20, this lifting of the propeller shaft is permitted and the shaft will be disconnected or uncoupled from the driving` shaft 16, thereby preventing injury to the propeller. After the obstruction has been passed the propeller shaft will simply fall to its original position and be couplod automatically again to the drive shaft 16.

In the event that it is desired to reverse the direction of travel of the beat7 Jthe reversing` lover 52 is operated to shift the sleeve 25 in the desired direct-ion to effect its reversaL this shifting of the sleeve as above explained disconnecting one of the pinions 21 or 22 from the drive shaft 16 and connecting the other one to this shaft.

In the embodiment of my invention illustrated in Figs. 7 and 8 I have shown Va modified form of motor adapted for incorporation in my improved construction, the motor however still being constructed to drive a propeller mounted aft as in the lformior embodiment of the invention so far described. In this form of my invention 53 designates a short shaft mounted in bearings in the motor housing` 54:, the rear end of this shaft projecting through the housing and carrying one member 55 of a coupling, this mem-V her cooperating with a coupling member 56' which is carried on the forward end of the propeller shaft 9'. This shaft, as before, is mounted or rather its forward end is mounted in a torque arm 12' pivoted at 13' and having its downward movement limited by a stop screw lll'.

The inner or forward end of the short shaft 53 carries a bevel gear 57 which is fast on vthe shaft and in Constant mesh with two opposed bevel gears 58 and 59. The last two gears are mounted freely on a drive shaft 60, this'shaft extending vertically substantially as distinguished from the longitudinal extension of the shaft 53 and propeller shaft 9'.

Fast on the drive shaft 60 is a clutch sleeve 61 which may be of any suitable construction and is adapted to 'ce movcd in both directions longitudinally of the shaft 60 so as to clutch or couple the gear 58 or the gear 59, as the case may be, to the shaft 60. The lower end of the drive shaft projects through the bottom of the motor housing andis provided with a fiywheel 62.

The drive shaft is mounted in suitable bearings 63 and 64k and above the upper bearings 6% and fast to the shaft is a gear 65 which I: will term a drive lgear, this gear meshing with a large gear 66. This latter gear is rotated manually always in the same direction7 anticlockwise as viewed in Fig. 7. The gear 66 is mounted on a shaft 67 and on this same shaft is a rotary disc 68, this disc or rotor lying within the gear 66 which is formed with a depression in its face to receive the disc.

rl`he disc or rotor 68 is provided at intervals with notches N69 which are of such shape as to provide a wedge-shaped space between the periphery of the disc or rotor and the inside of the gear 66. In each one of these wedge-shaped spaces is a ball 70 backed by a spring 71. I p

Secured to the rotor 68 in any suitable fashion is an Operating lever 72. This lever, it will be understood, is to be operated from an operatorls seat such as the seat 7 of the form of my invention already described, and the wedge-shaped spaces above referred to between the rotor 68 and the inner face of the gear 66 are so shaped that when the lever 72 is pulled to the left, as viewed in Fig. 7 the balls 70 will wedge in these spaces thereby .efi'ecting a drivefrom the rotor to the gear 66. Rotation of thegear 66 in an anti-clockwise direction will, of course, impart rotary together with coupling members 55 and 56 'impart rotation to the propeller shaft 9'.

vIt willv .be noted that by providing the wedge-shapedspaces between the rotor 68 and the gear 66 that movement of the lever 72 to the right or clockwise, as viewed in Fig. 7, disconnects the rotor from the gearso that the return of the leverV 721 through its idle stroke and to its original position ready for the next stroke may be eifected without any efi'ort on the part of the operator.

74 designates a reversing lever, this reversing lever being fixed to the arm 75 of the Vclutch mechanism 61, the' two being pivoted on a fiXed pivot7 6. This lever 74 is provided with a'cam 77 which is adapted to cooperate with a pin 78. When the reversing lever is in reverse position'it will be moved do'wnwardly from the position shown in Fig. 7

- and this .movement of the lever will pull the cam 77 downwardly to move the pin 78 against the'action of spring 79 into a hole 80 in the extension 73 of the torque arm, "thereby holding the torque arm against any pivotal motion.

It will be understoodthat on the forward motion of the boat the 'action of the propeller is in a direction to pivot the torque arm ,1.2 in an an'ti-clockwise' direction, as vlewed 1n Fig. 7, and such motion is limited by the stop screw 14'.` w

In the :embodim'ent' ofmy 1nvent1`on as shown ini'Figs. 9 and 10, I provide a drive shaft 81 mounted in suitable bearings and carrying two pinions 83 'and 84 loose on the shaft and a clutch sleeve 85 non-rotatable on the shaft but slidable longitudinally thereof, the ends of this sleeve being provided with jaws engaging jaws in 'the hub of the pinions 83 and 84. The rearward end ofthe drive shaft 81 is provided with a flywheel 86' and 87 designates aV coupling adapted` to couple the drive shaft 82 to the propeller shaft 92.v

The bevel pinions 83 and 84 are in constant. mesh with a bevel gear 88 on' a shaft 89 extending at right angles to the drive shaft 82 and this same shaft89 c-arries keyed to it a disc or rotor 90 provided in its periphery with notches 91 similar to the notches in the periphery of the rotor 68 of the embodiment of my invention shown in Fig. 7. Loosely mounted on the shaft 89 is a drum v92 carrying in one face a spring 93, one end of which is anlchored to the drum at 94 and the other'end to the motor housing as shown at 95, for instance. .This drum, as'will be seen :particularlyfronr Fig. 10, is cut back in one face so as to accommodate the rotor 'i 90 and in the space provided between the the propeller shaft.

periphery of` the rotor 90 and the spring drum 92 by the notches 91 I provide rollers i 96.. motion to the shaft 60 and through the gear i 58. or 59, as the case may be, and gear 57` i The vperiphery of the drum 92v isl provided with an'operating strap 97' provided With'a' suitable handle 98 for Vmanipulation of the strap. The .handle98 is within` convenient reach of the 'operator7s seat such as the seat 7 of Fig. 4 an'd when the Strap 97 is drawn -to'the left, as'shown in Fig. 9, to rotatetheY spring di'uni 92 against the action ofjthe 'spring 93, the rollers 96 will wedge between '-niechanisni 85 is designated 99. i

In 'this embodiment of my invention I have shownV therudder bar att50,2 and a rack 492,

pinion'47 and rudder 482- in the same posi-' 90 tion relatively to the motoras in the embodiinent of my invention shown in F ig. 4.

In the form of myinvention as illustrated in Figs. 11 to 14, inclusive, the drive shaft is designat-ed 100 Vand as inethe other forms of my invention is provided with acoupling memberflOl which, as 'will be understood, cooperates With a similar c'oupling member on shaft 100 carries a flywheel 102.

.Extendinfr 4transversely of the .motor housing is a shaft 103 mounted in suitable bear- ,ings 104, this shaft carrying at oneend a gear 105 'keyedv to the shaft. This gear meshes with a pinion gear 106) on a shaft` 107 which is mounted in suitable bearingsV 108 in` the motor housing. This shaft 107 'carries va sp'ur gear 109 at one end meshing with a gear 11.0 fast on the shaftlOO.

The shaft 103 has also keyed to it a ratchet wheel 111. Loose on the shaft 103v and intermediat'e the ratchet 111 andy gear 104 is a 113 resists rotation of the.v lever a depression 115 for an adjustable Vmember 116 which is carried on the lower end of a reversing rod 117. The rod 117 extends through a sleeve-118 which in'turn is mounted in a sleeve 119 supported by pivotpins 120 which are mounted in the cup-shaped formation 114. l

Meshing with the ratchet 111 isa pawl 121 lwhich as will be seen from Fig, 12 is bent'laterally to provide a portion'122l which is secured to' the sleeve 119 by screws123`. The

The other end of the,

on a shaft 131. vrotor of Fig. 9 and is provided in its pesleeve 119 has a slight rocking` motion which is Controlled by the stop l116 and upon an inspection of Figs. 11 and 12 it will be seen that'with the stop 116 in the position shown in the drawings the lever 117 is movable to engage the pawl 121 with the ratchet 111 to drive the latter anti-clockwise, as viewed in Fig. 11, for instance, the pawl movlng out of engagement with the ratchet 111 on the reverse stroke of the lever, this latter motion ofthe pawl is limited by the stop 116 to prevent the other end of the pawl from engaging the ratchet.

IVe can assume that this is for forward motion of the boat.

When it is desired to reverse, the member 124 on the upper end of the rod 117 is given a partial turn and the stop 116 engaging the depression 115 will effect a rocking of the pawl 121 so that the pawl then will be thrown out of engagement entirely with the ratchet 111 for movement of the lever 117 to the left, the other end of the pawl however on movement to the right of the lever engaging the ratchet to drive the ratohet clockwise.

In Fig. 15 I have modified this construction somewhat, the pawl 121^which is mounted on the lower end of rod 117' being given a 18 turn when it is desired to reverse.

A springv pressed ball 125 is adapted to engage the depression in the rod 117 to hold .the rod in its adjusted position so far as the seating of the pawl is concerned.

In the embodiment of my invention as illustrated in Figs. 16 to20, inclusive, I have shown a modiiication which is particularly well adapted for a rigid drive from the motor to the propeller as distinguished from the other embodiments of my invention above described wherein I provide a coupling` between the drive. shaft and the propeller shaft, a-lthough it is to bc understood that the motor off this embodiment of my invention is adapted also for use with a couplingdrive if desired.

In these figures it will be seen also that I have illustratcd boat having a hull similar to a conventional boat as distinguished from thepontoon or shell form of Figs. 1 and 2. The hull of the boat is desiggnated 126 and the lmotor shown in detail in Fig. 18 is designated 127. The propeller shaft is designated '128 and extends from the bottom of the .1notor, aft to the rear of the boat where it is provided with a propeller 129.

The motor 127 comprises a rotor 130 fast This ro-tor is similar to the riphery with notches 1.32. The rotor 130 is received by a gear 133. In the space provided by the notehes 132 and lying inter- 'mediate vthe rotor and the gear are rollers 134, these rollers being' provided for the pur- .pose of causing a` wedging action between the gearV 133 and the rotor 130 when the for- .eethencircling the sameand at its outer end with a handle 136 so that the rack may be reciprocated as will be understood.

The shaft 131 also carries a. bevel gear 137 which is fixed to the shaft and is in Constant mosh with a bevel pinion 138 carried on the end of a shaft 139 which extends substantially vertically of the motor structure and is mounted in suitable bearings 140. This ;haft 139 is provided at its 'lower end with a fiywheel 141 and is coupled through coupling 142 with another shaft 143 below it. 'I he lower end of this shaft 143 is provided with a bevel pinion 144 and this pinion is adapted to mesh with either of two pinions 145 and 146. T hese two pinions are mounted on the propeller shaft 128 and are adapted to be shifted by a shift arm 147 to bring either ihe pinion 145 or pinion 146, as the case may be, into engagement with pinion 144. Inasnmch as the pinions145 and 146 are on opposite sides of the pinion 144 it will be appreciated that this provides for reversal of th direction o'f drive of the propeller haft 12 The handle 136 of the Operating rack 135 is, as will' be seen from Fig.v 16, within easy reach of an operator on the sliding seat 7. In this embodiment of my invention I have `mounie'd the rudder designated 148 at the rear of the boat'and this rudder is operated by a rudder bar 149, each end of which is connected to the rudder 148. by cables 150.

It will be appreciated that in this form of my invention on the idle stroke of the rack 135 the rack remains in engagement with the gear 133 so that the direction of this gear is reversed bnt owing to the shape of the notches provided in the rotor 130 it will be appreci ated that the driving connection between this gear and the rotor is not established on this movement of the. gear, so that the operator may return to his original position ready for the next working stroke practically without effort. i

In all the forms of my invention above described it will be appreciated that I have provided for the application o'f power to the manually driven motor in a most efiicient manner. In those forms of my invention such as ill'ustrated in Fig's. 4, 9 and 1-8 it will bc further appreciated that the motor operating member moves in a straight line ou its operating strokc. This permits the operator to apply his full power toV the motor throughout his entire working stroke.

It wilhbe appreciated also that. in the forms of my invention ill'ustrated-in Figs. 4, 7, 9 and 10 the operating` member whether the same be aA lever, a strap or a rack is disengaged from the-motor on the idle stroke luu llb

of the operator so as to permit him to return to position for the next working stroke with 'to the beginning of a new stroke, or in other words is moving on an idle stroke. This insures that the boat will move through the water at a substantially constant speed.

It will be further appreciated that in all the forms of my invention above described I have reduced the parts required particularly in the construction of the motor to the minimum, thereby insuring that the boat may be manufactured and sold to the Consumer on a commercial basis, the design, however, be-

ing such as above pointed out as to insure maximum efliciency and long wear.

VVhat I claim is i 1. In a boat the combination of a propeller, a motor for driving the same and including a main drive gear, a rack for driving said gear, and aslidable operators seat from which said rack is reciprocated. i

2. In a boat the combination of a propeller, a motor for driving the same, an operatons seat and a pivoted rack Vmanuaily operable from said seat for driving said motor.

3. In a boat the combination of a propeller, a motor for driving the same, an operators seat, a rack operabie from .said seat for driving said motor, a pivot for said rack, said motor comprising a main drive gear, said rack engaging said gear on its working s'troke and pivoting out of engagement with said gear on the reverse or idle stroke.

4. In a boat the combination of a propeiler,

a motor for driving the same, manually operable means for driving said motor, a sliding seat from'which to operate said manuaily operable means, said means c-omprising a slidable pivotally mounted rack, said motor comprising a gear engaged by said rack on movement of the rack and seat away from the motor, said rack pivoting out of engagement with said gear on the reverse movement of the rack and seat.

5. In a boat the combination of a propeller, a. propeller shaft,-a drive shaft, a separable coupling between the propeller and drive shaft, a pivoted torque arm for the propeiler shaft arranged with respect to the coupl'ing whereby on vpivoting of the torque arm' to lift the propeller said coupling will be separated to disconnect the propeller shaft and drive shaft, the coupling sing provided with cooperating jaws so arranged thatupon movement of the propeller to drive the boat rearwardly separation of said coupling members is prcvented.

i 6. Ina boat the combination of a propel ler,

a propeller shaft, a drive shaft, a two-part coupling coupling the propeller shaft` to the [drive shaft, thetwo parts 'of said coupling ``being'provided on their adjacent faces with cooperating jaws, said eoupling being so dispo'sed With reference to therpropeller thatv on? movement of the propeller to drive the boat fo-rward the two members of the couphng W111 be maintained in engagementwithieach other, the jaws of said coupling being undercut whereby on reverse movement of the:

propelieri separation of the coupling members is prevented.

7 In a boat the combination of a propeller shaft,'a motor for driving the same, said motor comprising a rotor, a gear, a slip clutchii between said gear and rotor, a rack forrotating said gear inreverse directions, said clutch maintaining said rotor and gear connected Von one direction of rotation of the gear by said rack and permitting said gear; to rotate in the opposite direction without imparting rotation to said rotor, and reversing mechanism intermediate the motor and propeller shaft.

8. In a boat the combination of a propeller'. shaft, a motor for driving the same, said motor comprising a drive shaft, reversing mechanism between said drive shaft and propeller shaft, a rotor, a. shaft carrying said rotor, a gear on 'said shaft, a pinion on the drive shaft` in mesh with said gear, a second gear, a' slip clutch between said second gear and rotor, a rack foroperatingsaid second gear,-movement of the rack inione direction to drive said second gear driving said rotor and drive shaftl through said clutch, said elutch permitting i rotation of said second gear in the opposite direction without imparting motlon to said rotor.

-9. In a boat the combination of a prope1ler' and said gear whereby the driving mechanism' will effect on one motion only rotation of said gear.

10. In a boat the'combination of a propel-f ler shaft, a motor for driving the same and comprising 'a rotor, a gear, a slip clutch'between said gear and rotor, a rack forrotating said gear in reverse directions, said clutch maintaining said rotor and gearconnectedz;

on one direction' of rotation of the gear by said rack-and permitting said gear to rotate in the opposite direction without imparting i rotation to said rotor, and a slidable operators seat from which said rack is reciprocated.

11. In a boat the combinationfofa propel- I' Ier shaft, a motor for driving the Vsame and comprising a rotor, aV gear, a slip clutch between said gear and rotor, a rack for rotating:VV

said gear in reverse drections, said clutch maintanng said rotor and gear connected 011 one lreeton of rotaton of the gear by said rack and permtting said gear to rotate in the oppo'ste drecton Without mp a'rtng rotation to said rotor, a fly Wheel roetatable with lhe pl'opeller shaft, :md a. sldable opel'etofis seat from which said rack is recprocated.

This specificaton signed this 12th day of December, 1930.

LEON N. HAMPTON.