US2371013A

US2371013A - Marine drive

Info

Publication number: US2371013A
Application number: US479301A
Authority: US
Inventors: William C Wosenitz
Original assignee: Individual
Current assignee: Individual
Priority date: 1943-03-16
Filing date: 1943-03-16
Publication date: 1945-03-06
Anticipated expiration: 1962-03-06

Description

March 6, 1945.

w. c. WQSENITZ MARINE DRIVE Filed March 16, 1943 2 Sheets-Sheet 1 a INVENTOR. l/f/flam Gildasen/; BY Wu K 0/ March 6, 1945. w, C wos m-rz 2,371,013

MARINE DRIVE Filed March 16, 1943 2 Sheets-Sheet 2 iiil-sjili I gm INVENT OR.

WWW/77 5 6005 em) BYWKLZZIOWJ Patented Mar. 6, 1945 MARINE DRIVE William O. Woscnitz, New Brunswick, N. J.

Application March 16, 1943, Serial No. 479,301

5 Claims.

' This invention relates to marine craft and it is concerned primarily with the powerdrive for such craft.

A marine craft of the type with which this invention is concerned, ordinarily includes a power plant. While such a power plant might consist of various multiple units, this invention recognizes the power lant as a single entity and makes provision for driving the craft at increased speeds with such a unitary power plant. When motion is first imparted to a vessel, there is a comparatively great moment of inertia which must be overcome. Due to. this condition, it is necessary that initial movement of the boat take place with the maximum power which may be derived from the power, plant operating on what might be called a comparatively small propeller surface. to the boat, increased speed may be obtained by increasing the area of the propeller surface,

1 at the same time utilizing the full power of the power plant.

With these broad ideas in mind, the invention has, as an object, the provision of a marine craft, including a power plant, and a main propeller which is connected directly to the power plant by a main drive shaft. A pair of auxiliary propellers are properly assembled with the main propeller and mounted on auxilary drive shafts which are adapted to be driveably connected to the main drive shaft. When the craft first gets under way, the main propeller is driven directly from the power plant under maximum power, while the auxiliary propellers idle. When a proper momentum is obtained, the driving relation between the main shaft and auxiliary shafts is established to drive all the propellers under the maximum power of the power plant.

Various other more detailed objects and advantages, such as arise in carrying out the above I noted thoughts in a practical embodiment, will in part become apparent, and in part be hereinafter stated as the description of the invention proceeds. v

The invention, therefore, comprises a marine craft including a power plant, a main propeller connected directly to the power plant by a main drive shaft, a pair of auxiliary drive shafts with an auxiliary propeller on each auxiliary shaft,

and means for establishing a driving relation be;

tween said main and auxiliary drive shafts, as occasion demands.

- For a full and more complete understanding After momentum has been imparted following description and accompanying drawings, wherein:

Figure l is a top plan view, somewhat diagram-' matic, of the rear portion of a marine craft which is designed in accordance with the precepts of this invention,

Figure 2 is an enlarged detailed showing of one modified type of mechanism which may be eme ployed to driveably connect the main driveshaft the reference character H, and is shown as including a power plant P. Obviously, the articular shape and design ofthe hull is no limitation of the invention and, while, for the purposes of this specification, the power plant? is considered as a single entity, it obviously could be made" up of multiple units.

A main drive shaft designated 10 is shownuas, w

connected to the driving element l l of the power: plant P by driving coupling represented at [2. This main drive shaft I!) may be mounted in any appropriate bearings that are carried by the hull H. In the drawings, these bearings are shown at l3, M, and IS. The main drive shaft I0 projects through the hull H in the rear, and on the exterior,driveablycarries a main propeller in -a well-known manner; It is clearly evident that this -main propeller I6 is connected directly to the power plant P through the main driveshaft [0, coupling l2, and element l Anauxiliary drive shaft 11 is shown as mount-m ed in bearing l8, l9, and 20, which are carried by the hull H, as is apparent, and the auxiliary shaft l1 driveably carries an auxiliary propeller 2| which is mounted exteriorly of the hull H,. as illustrated. A second auxiliary shaft 221is mounted on the other side of the main drive shaft ID by bearings 23, 24, and Y25, which are carried by the hull H. A second auxiliary "pro.-

peller 2G is driveably mounted on the shaft" 22,

exteriorly of the hull H.

A sheave assembly is shown at 21 as being keyed on the auxiliary shaft I! so as to be in driving relation with respect thereto. This sheave assembly comprises a necessary number of pulley elements of V cross-sections, such as the three .illustrated in the drawings.

of the invention, reference maybe had to the '55 sheave assembly 28 is keyed to the auxiliary shaft Another 22 and i made up of a similarnumber of pulley elements.

A main sheave assembly 29 is mounted for free mounted for free rotation on the main drive shaft [0, and yet is adapted to be driveably connected therewith by the clutch mechanism C. A comrotation on the main drive shaft ID. This sheave assembly 29 consists of a number of pulley elements equal to the combined total of the pulley elements in the assemblies 21 and 28. Belts 30 of V cross-sections operatively connect the sheave assembly 21 with the main sheave assem bly 29, while additional belts (not shown) similarly connectthe sheave assembly 28 and the main sheave assembly 29. l

= When the main sheave assembly 29 is free on; Q

the main drive shaft ID, the latter may be driven from the powerplant P without affecting the auxiliary drive shafts I! and 22. When occasion arises that it becomes desirable to establish the driving relation between the main drive shaft l0 and the auxiliary drive shafts l1 and 22, the

clutch mechanism shown at C is employed to cause the sheave assembly 29 to rotate with-the The particular type of main drive shaft I0. clutch mployed for this;purpose is susceptible of wide variation, as any well-known type of clutch may be employed for this purpose.

In the illustrated embodiment, the collar shown at 31 is shiftable under the influence of a yoke 32 which is moved from a hand-operating lever (not illustrated) to interlock as illustrated at 33. Inasmuch as the collar'3l is keyed to the main drive shaft 18,

e as shown at 34, the establishment of the interlock at 33 causes the main sheave assembly 29 to rotate with the main drive shaft It.

The operation of the above described mechanism which is illustrated inFigure 1, is believed I to be obvious.

H is a part, is first started, the clutch C is'discon When the boat, of which the hull nected so that the main propeller I6 is driven directly from the power plant P, while the auxiliarypropellers 2| and 26 idle. When sufiicient momentum has been obtained, and increased speed is desired, the clutch C is shifted to estab lish the driving relation between the main drive shaft l0 and the auxiliary shafts l1 and 22. The auxiliary propellers 2| and26 are thus brought into effect, and their additional propeller surface gives the desired increase in speed.

Referring now to Figure la modified form mechanism for driveably connecting the main drive shaft H] to the auxiliary shafts l1. and 22, In lieu of the sheave assembly will be described. 27, the auxiliary shaft l'l carries a sprocket wheel 35 and a similar sprocket wheel 35 is keyed on the shaft 22 in lieu of the sheave assembly28. The sprocket assembly 37 is ordinarily free on the main drive shaft H] but may be caused to rotate I therewith by the clutch. mechanism shown at C,

A sprocket chain 38 operatively connects the sprocket '35 with the sprocket assembly 31, while The collar 3! and the main sheave assembly 29 have parts which are adapted I sheave assembly to rotate with said shaft when 7 ill another sprocket chain 39 similarly connects the sprocket 3t and the sprocket assembly 31. While a single sprocket chain and a corresponding number of. parts is shown as connecting'each of, the

auxiliary shafts with the main drive shaft l0, it is I obvious that the number of chains on each side could be increased should occasion warrant.

The clutch mechanism C may take any convenient form as above pointed out, althoughin the drawings it is shown as a substantial duplication of the clutch mechanism represented inIFigyu'rel. v I ,Figure 3 shows yet ..a .third modification in. which a main herring bone gear assembly is plemental herringbone gear 4| is keyed to the auxiliary shaft I! and meshes with the main gear 40, while still another herringbone gear 42 is keyed on the auxiliary shaft.22 and also meshes with the main gear 40. the main gear 50 is caused to rotate with the main ,shaft It by the clutch mechanism C, that the auxiliary shafts l! and 22 will be driven.

While preferred specific embodiments of the invention are hereinbefore set forth, it is to be clearly understood that the invention is not to be limitedto th exact constructions illustrated and described, because various modifications of these details may be provided in putting the invention into practice within the purview of the appended claims.

What is claimed is:

I. In a power drive for marine craft a main drive shaft; a power connection member freely rotatable on said shaft; clutch mechanism caus ing said power connection member to rotate with said shaft when occasion demands; a pair of auxiliary drive shafts,'power' connection members keyed to said auxiliary shafts; and means for operatively connecting said power connection members on said auxiliary shafts to the power connection member'o-n said main drive shaft.

2. In a power drive for marine craft a main drive shaft; a sheave assembly freely rotatable on said shaft; clutch mechanism for causing said occasion demands; a pair of auxiliary drive shafts; a sheave assembly keyed to each of said auxiliary drive shafts; and belts driveably con- 'necting the sheave assemblies on said auxiliary shafts with the sheave assembly on said main drive shaft.

3. In a power drive for marine craft a pair of auxiliary drive shafts; a sheave mounted on each of said auxiliary shafts in driving relation with respect thereto,- eachfof said sheaveshaving' a peripheral groove of Vicross-section; a maindrive shaft'arranged, substantially between said auxiliary shafts; a sheave assembly on said main drive shaft, including sheave elements corresponding in shape to those carried by said, auxiliary shafts;

main drive shaft; clutch mechanism adapted to be operated to driveably connect said sprocket wheel assembly and said main drive shaft; and.

chains driveably connecting said sprocket Wheel assembly with thesprocket wheels on said iary shafts.

, 5. .In a, power drive for marine craft a main drive shaft, a gearfreely rotatable on said shaft;

clutch mechanism adapted to establish adriving relation between said gearand said main drive shaft; a pair of auxiliary drive. shafts arranged on opposite sides of said main drive shaft: and a' gear keyed to each of said auxiliary shafts and meshing. with said i 'WILLIAM C. WOSENITZ.

It is obvious that when auxilgearonthe main drive shaft.