US2098606A

US2098606A - Lifeboat propelling mechanism

Info

Publication number: US2098606A
Application number: US65452A
Authority: US
Inventors: Clarence W Allen
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-02-24
Filing date: 1936-02-24
Publication date: 1937-11-09
Anticipated expiration: 1954-11-09

Description

Nov. 9, 1937. c. w. ALLEN 2,098,606

LIFEBOAT PROPELLING MECHANISM K Filed Feb. 24, 1936 5 Sheets-Sheet l I 00. P Il I I 1S 65.1. magy/WOR.

'11? E BY v ATTORNEY;

Nov.- 9, 1937. Q W, ALLEN 2,098,606

LIFEBOAT PROPELLING MCHANISM Filed Feb. 24, 1936 s sheets-sneekI 2' A TTORNEY.

Nov. 9, 1937.

C. W. ALLEN LIFEBOAT PROPELLING MEGHANISM 3 Sheets-Sheet 5 Filed Feb. 24, 1936 INVENTOR. m/fm ATTORNEY.

Patented Nov. 9, 1937 Ui'i'ED STATES weer PATENT orifice 6 Claims.

This invention relates to life-boats and particularly to a propelling mechanism therefor, the present invention being a continuation in part of my co-pending application entitled Propelling mechanism filed November 28th,

1934, Serial Number 755,190.

The object of the present invention is generally to improve and simplify the construction and operation of propelling mechanisms of the character described; to provide a driving mechanism for actuating the propelling mechanism which may be attached to the seats of a boat Without changing or re-arranging the seats or the air tanks placed alongside or under the seats; to provide a driving mechanism which can not be blocked or disabled by the action of ice and frost, etc.; to provide a driving mechanism which will avoid the transmission of strain to the bottom of the boat and thereby tend to strain or open the seams; to provide a driving mechanism which extends substantially throughout the length of the boat and Which is so arranged in position that three rows of people can conveniently and efciently actuate the same, in fact, permit at least double the number of people in the boat to be actively engaged in the propulsion of the boat when comparison is made with oars; to provide a combination propelling and driving mechanism which is capable of be- 30 ing set at neutral, ahead, or reverse; and, further, to provide a single lever control within convenient reach of the ofcer in charge of the boat for actuating the setting mechanism for neutral, ahead, or reverse.

The invention is shown by way of illustration in the accompanying drawings, in which- Fig. l is an enlarged longitudinal vertical section of a portion of the boat, said section showing the propelling mechanism and the driving mechanism whereby it is actuated;

Fig. 2 is a cross section taken on line II--II of Fig. 1;

Fig. 3 is a cross section taken on line III-III of Fig. l;

Fig. 4 is a cross section taken on line IV-IV of Fig. l;

Fig. 5 is an enlarged longitudinal section of the propelling mechanism and the mechanismwhereby ahead drive, neutral or reverse is attained;

Fig. 6 is a plan view of the life-boat showing the installation of the driving and propelling mechanism;

Fig. '7 is a perspective diagrammatic view showing the manner in which the driving mechanism and the propelling mechanism are connected.

Referring to the drawings in detail, and particularly Figs. l and 6, A indicates a life-boat of standard construction and B the seats extending crosswise thereof. The seats serve two functions, first that of seating the crew and passengers, and secondly, that of a support for the driving mechanism generally indicated at C.

The driving mechanism consists of a pair of rods 2 and 2a which extend longitudinally of the boat and which are spaced apart a sufficient distance to permit one person on each set to sit between the rods. The rods are provided with a series of handles 3 and 3a by which the rods are grasped when the boat is to be propelled and the rods are guided and supported in eye bolts 4 and 5 secured to the respective seats.

In addition to the driving mechanism, a pro# pelling mechanism is employed. This mechanisrn is mounted Within the housing D. Suitably secured in the boat and adjacent the rear end thereof a shaft 6 is journaled in and extends through the rear end of the housing and is connected through a universal joint, or the like, 1 with a propeller shaft 8 which extends through a stern bearing and carries a suitable type of propeller 9. The propelling mechanism is carried by the shaft S and is disposed within and completely enclosed by the housing D. The propelling mechanism is identical to the propelling mechanism disclosed in my copending application with the exception, to wit, the propelling mechanism here disclosed is provided with means for setting it in neutral or reverse in addition to the `ahead drive; a reverse and neutral being an essential feature of a life-boat drive.

In order'that the neutral and reverse action can be clearly understood a brief description of the propelling mechanism will be submitted. Referring to Figs. 1 to 5, inclusive, it will be noted that the shaft 6 carried two drums I0 and Il. These drums are placed end for end longitudinally of the shaft and are separated by a disc I2, which is keyed to the shaft so as to rotate in unison therewith. Formed on the ends of the drum adjacent the disc l2 are ratchet gears i3 and pivotally mounted on each side of the disc and adapted to engage the ratchet gears are pawls I4, see Fig. 2. Surrounding the disc is a ringl and extending inwardly from said ring and into slots formed in the disc l2 are a pair of cam members l'l and I3. The exterior surface of the ring I6 is provided with a pair of annular flanges forming a groove I9 in the center of which extends a fork 2li of a shaft rod 2|, said rod being connected at one end with a lever 22 whereby the ring may be shifted laterally of the disc I2. Cams I'I and I8 are so shaped that during lateral movement thereof in one direction rocker extensions 23 on the respective pawls will be engaged by the cams and both pairs of pawls on opposite sides of the disc I2 will be lifted free of the ratchet gears and the propelling mechanism will assume a neutral position.

If the ring I6 and the cams I'I and I8 assume the position shown in Fig. 5, onlyone pawl of each pair will be engaged and held free of the cooperating ratchet gear, as plainly shown in Fig.

2, hence if the drums I and II are rotated' a -I` drive will be transmitted from the ratchet gears in one direction will be transmitted from shaft 6 to the propeller shaft 8. On the other hand, if the shifting ring and the cams I'I and I8 are moved to a position opposite to that shown in Fig. the pawls, which previously engaged the ratchet gears, will be released and will be pressed into engagement with their respective ratchet gears by means of the spring 24 and the pawls which previously engaged, will be raised to disengage the ratchet gears. Hence, during rotation of the drums I8 and II rotary motion will be transmitted to the disc I2 and the shafts 6 and 8 in a reverse direction and when ring I6 and the cams I'I and I8 are moved at a midway position neutral will be attained, as all the pawls will be held out of engagement. Lever 22 carries a pawl 25 which cooperates with the notched segment or leg 26. Lever 22 is also provided with a hand grip which is connected with the pawl 25 and lever 22 may thus be swung about its pivot and secured in anyvone of the three notches shown, notch 26 being the one engaged when an ahead drive is desired. The middle notch is engaged when neutral position is assumed and the notch 21 when reverse is desired.

When the driving mechanism is in operation rods 2 and 2a will be reciprooated in opposition to each other and means are provided for transmitting the reciprocal motion of the rods to rotate the drums Ill and I I in opposite directions. This is accomplished as follows.

Formed on the exterior surface of each drum is a helical groove 29. The groove on the drum I!! is pitched in one direction and the groove on the drum II in the opposite direction as clearly shown in Fig. 5. A pair of cables 30 and 3| are anchored at one end, as shown at 32 and 33, to the eye bolts indicated at 5. These cables pass over pulleys 34 secured to the respective rods 2 and 22L and then over guide pulleys 35 secured under the seat. The opposite end of cable 3I is suitably secured to the drum and wound around the helical groove formed on the surface of the drum I8 and then around and anchored thereto. Cable38 is similarly wound around the groove formed in the exterior of the drum II and also anchored. The second cable is passed over an idler pulley 38 and the two ends, indicated at 3l and 38, are wound around the respective drums and anchored thereto. The windings of the cables. 3l and 38 occupy the inner hali` of each drum and the windings of the cables 3!) and 3l occupy the outer half of each drum. It should also be Vnoted that the cables 3'I and 38 are wound in one direction about the respective drums and so are the cables 3l! and 3| but in a direction opposite to the cables 3l and 38; but in view of the factthat the pitch of the helical grooves on the respective drums is in opposition to each other the cables 3!! and 3l will transmit a reverse motion to each other and thereby cause one drum to rotate in one direction and the other drum to rotate in the opposite direction when a reciprocal movement is transmitted thereto from the driving rods 2 and 2a. A fourth cable is shown at it in Fig. 7. This passes over guide pulleys 4I secured on an adjacent scat and the ends of the cable are anchored to the respective rods, as shown at 42. This cable attachment is essential as it insures reciprocal movement. of the rods 2 and 2a in opposition to each other and in uni- 'so`n, and it is also essential for the simple reason that the power transmitted to the rods through the crew or passengers pulling thereon is alternately transmitted through the cable 4f) to one rod or another and the cables 3@ and 3I connected therewith to rotate whichever drum happens to be the driving drum. For instance, if rod 2 is being pulled in the direction of arrow a, see Fig. '"7, rod 2a will be traveling in the reverse direction, orthat indicated by arrow b. That is, the crew or passengers on one side will be pulling on the rod 2, while they will be pushing on the rod 2a, but the push exerted on the rod 2a will be exerted as a pull on the rod 2 as motion is transmitted to the rod 2 from the rod 2a through the cable et, hence all combined power or effort applied to the rods is transmitted alternately from one rod to the other and the rod to which the power is transmitted is in turn submitted to the drum which is transmitting the drive.

In view of the fact that the rods 2 and 2a are supported and guided by the eye bolts 5 only l means must be provided for preventing rotation 3 'less than a continuation of the brackets supporting the pulleys 3ft but inasmuch as they straddle or engage the rods 45 disposed below the seats, rotation of the rods 2 and 2a is prevented. The ends of the rods extend beyond both the bow and the stern seat and they may be passed either underand over the same. In Fig. 1 an offset is shown in the rods, as indicated at 2b. Where said rods pass beneath the stern seat 58 an eye bolt 5,! `is provided to guide the end of the rod, the'construction being the same as far as thc bow seat is concerned. On the other hand if it is desirable to bring the rod over the seat the eye bolt may be placed on tcp as shown by dotted lines. The rod may be extended therethrough,

asshown by dotted lines in Fig. l, the saine being true of the bow seat.

fInfactual practice when a life-boat is filled with crew and passengers one person on each seat willsit between the rods and one person will sit on the outer side of each rod; thus, there are three rows of people engaged in the propulsion of the boat. The center row of individuals will grasp the upright portions of the handles, indicated at 3, while the rows of individuals sitting outside of the rods, or between the gunwales and the rods, will grasp the horizontally extending handle sections 3a. With the number ofhandles here shown, it is possible for twentyone people to be actively engaged in the propulsion of the boat. The boat shown is a six seater and could not use more than twelve oars. Where oars are employed they would be limited to twelve men rowing but with the driving mechanism here shown practically twice the number can be employed and obviously the exertion need not be as great. People rowing, whether it be crew or passengers, may face either forward or rearwardly, this making no difference in view of the fact that when they grasp the handle they are pulling when the rods are traveling in one direction and they ar-e pushing when the rods are traveling in the opposite direction.

The propelling mechanism being completely enclosed by the housing B is always safe against the entrance of rain or water as it is tight and, in fact, may be partially filled with lubricant; hence any danger of freezing or blocking the propelling mechanism is entirely avoided. On the other hand, the driving mechanism, to wit, the rods and the cables connected therewith may be covered with spray during cold weather and as such will freeze up but if they are frozen up and it is necessary to use the boats the ice, which is formed between the rods and the eye bolts, can be almost instantly released by merely tapping the rods and pulleys. That is, a certain amount of play is 4provided between the rods and the eye bolts, hence a slight shock or tap of any nature, even with the hand, is suiiicient to break any ice formation and if any ice is left it Will merely function as a lubricant, hence any freezing up or blocking of the mechanism which would permanently or even temporarily hinder operation can be quickly eliminated.

Another feature which is important and should be noted is the fact that the driving mechanism is placed and secured on top of the seats and as such permits an installation of this character to be placed in any standard life-boat Without any change to the seats or the air tanks placed under the seats or alongside the same. Also all strains are carried by the seats and transmitted to the sides of the boat, hence danger of straining and opening the seams in the bottom of the boat is entirely avoided.

While this and other features of the present invention are more or less specifically described, l wish it understood that various changes may be resorted to within the scope of the appended claims. Similarly, that the materials and iinish of the several parts employed may be such as the manufacturer may decide, or varying conditions or uses may demand.

Having thus described my invention, what I claim and desire to secure by Letters Patent iszl. A ,boat propelling device comprising reciprocable rods, supports for said rods iixed relative to said boat, cables operated by said rods, a plurality of handles on said rods, brackets fixed to said rods, .guide pulleys for said cables rotatably mounted in said brackets, a guide rod fixed relative to said boat, and means on said brackets slidable on said guide rods whereby turning of said reciprocable rods is prevented.

2. In a propelling mechanism for a boat having thwarts, a power transmission device adapted to be secured in the boat and having a propeller shaft and motion transmitting connections geared thereto, including a pair of cables, a driving mechanism for exerting a reciprocal movement to said cables, said mechanism comprising a pair of reciprocal rods extending longitudinally substantially amidship of the boat and connected one with each cable, guide members for said reciprocal rods supported on said thwarts, a plurality of handles on each rod whereby the rods are grasped to exert an alternate push and pull to the rods to reciprocate the rods and connected cables, a cable connected at opposite ends of the rods, guide pulleys supported by said thwarts over which the intermediate portion of. said cable travels to insure movement of the rods in opposition to each other when reciprocated, stationary guide rods mounted in the boat, a pair of brackets iixed one to each reciprocable rod and slidable on said stationary guide rods, said brackets supporting cable guide pulleys and carrying attaching means for said guide cable.

3. In a propelling mechanism for a boat having thwarts, a power transmission device adapted to be secured in the boat and having a propeller shaft and motion transmitting connections geared thereto, including a pair of cables, a driving mechanism for exerting a reciprocal movement to said cables, said mechanism comprising a pair of reciprocal rods extending longitudinally substantially amidship of the boat and connected one with each cable, guide members for said reciprocal rods supported by said thwarts, a plurality of handles on each rod whereby the rods are grasped t exert an alternate push and pull to the rods to reciprocate the rods and connected cables, a cable connected at opposite ends of the rods, guide pulleys supported by said thwarts over which the intermediate portion of said cable travels to insure movement of the rods in opposition to each other when reciprocated, a guide rod fixed to each iirst-named rod and offset with relation thereto, and fixed guide members in the boat in which the guide rods are guided to prevent axial rotation of the first-named rods.

4. In a life boat propelling device, a pair of reciprocal rods, means on the thwarts of the boat forming supports and guides for s-aid rods, a pair of cables attached at one end to a fixed support and at the opposite ends to a propelling mechanism, a pulley carried by each rod over which the respective cables pass whereby when the rods are reciprocated a pull is alternately exerted on each cable, and handles on the respective rods to impart reciprocal movement to the rods.

5. A boat propelling device comprising reciprocable rods, supports for said rods xed relative to the boat, a plurality of handles on each rod to impart reciprocal movement thereto, a bracket on each rod, a pulley journaled in each bracket, and a pair of cables xed at one end, said cables passing over the pulleys and returning back upon themselves and having their opposite ends attached to a propelling mechanism.

6. A boat propelling device comprising reciprocable rods, supports for said rods fixed relative to the boat, a plurality of handles on each rod to impart reciprocal movement thereto, a bracket on each rod, a pulley journaled in each bracket, a pair of cables xed at one end, said cables passing over the pulleys and returning back upon themselves and having their opposite ends attached to a propelling mechanism, a guide rod fixed to each first-named rod and offset with relation thereto, and fixed guide members in the boat in which the guide rods are guided to prevent axial rotation of the first-named rods.

CLARENCE W. ALLEN.