US2794410A

US2794410A - Means for propelling and steering towboats and barges

Info

Publication number: US2794410A
Application number: US523456A
Authority: US
Inventors: James V Oliver; Walter F Higgins
Original assignee: Individual
Current assignee: Individual
Priority date: 1955-07-21
Filing date: 1955-07-21
Publication date: 1957-06-04
Anticipated expiration: 1974-06-04

Description

June 4, 1957 J. v. OLIVER ET AL MEANS FOR PROPELLING AND STEERING TOWBOATS AND BARGES 2 Shets-Sheet 1 Filed July 21, 1955 INVENTORS J M 0L II/Z'E & WALTBQ fi' meal/vs BY fly 41 M ATTORNEYS J. V. OLIVER El AL June 4, 195 7 MEANS FOR PROPELLING AND STEERING TOWBOATS AND BARGES 2 Sheets-Sheet 2 Filed July 21 1955 INVENTORS' 1/. Ol/I/EE &

WILTER l'T Hide/ms MW ATTORNEYS United States Patent IVIEIANS FOR PROPELLING AND STEERING TOWBOATS AND BARGES James V. Oliver and Walter F. Higgins, Leavenworth, Kans.

Application July 21, 1955, Serial No. 523,456

1 Claim. (Cl. 115-35) This invention relates to towboats or barges, and more specifically, the invention pertains to the provision of a combined propulsion and steering mechanism therefor.

One of the primary objects of this invention is to provide a combined propulsion and steering mechanism for towboats or barges which may be readily connected with any existing types thereof.

Another object of this invention is to provide a combined propulsion and steering unit which may be mounted on the stern of a towboat or barge on roller or ball bearings in such a manner that the discharge of the water from the propellers may be directed as required in order to steer the barge or towboat in a desired direction as well as to propel the same.

A further object of this invention is to provide a rudderless propulsion and steering device wherein the flow of water from the propellers is unobstructed by flanking rudders or struts thereby gaining considerable power which is normally lost through the turbulence and the actual obstruction to the flow of the water from the propellers.

A still further object of this invention is to provide a propulsion and steering unit of the type for positively controlling a large and heavy tow by making substantially 100% of the power developed by the propellers available for steering from a standing position.

This invention also contemplates the provision of means of the type described above which, by using the propelling power for backing and steering, flanking can be achieved by the rotation of the unit in such a manner as to push or pull the stern of the towboat or barge positively in the direction required.

Still another object of this invention is to provide a unit of the type to which reference has been made supra which is hingedly connected with the stern of conventional river towboats or barges, thereby eliminating the necessity of drydocking for propeller and shaft repairs.

It is a still further object of this invention to provide a combined steering and propulsion unit which, when the direction of travel of the towboat is substantially straight forward, the steering thereof may be accomplished with but very little rotation of the unit to control the change of direction while at the same time detract ing very little from the propelling power.

Other and further objects and advantages of the present invention will become more evident from a consideration of the following specification when read in conjunction with the annexed drawing, in which:

Figure 1 is a side elevational view of a towboat having a combined propulsion and steering unit hingedly connected to the stern thereof, the unit being constructed in accordance with the present invention.

Figure 2 is a top plan view of the towboat and unit illustrated in Figure 1.

Figure 3 is an enlarged detail cross-sectional view taken on the horizontal plane of line 33 of Figure 2, looking in the direction of the arrows.

Figure 4- is an enlarged detail cross-sectional view,

i ce partly in elevation, taken on the horizontal plane of line 4-4 of Figure 3, looking in the direction of the arrows.

Figure 5 is an enlarged fragmentary detail cross-sectional view, partly in elevation, taken on the vertical plane of line 55 of Figure 2,.looking in the direction of the arrows.

Referring now more specifically to the drawing, reference numeral 10 designates, in general, a conventional river towboat. The towboat 10 is seen to comprise of a conventional hull 12 having a bow 14, a stern 16, a deck 18, quarters 20, and a pilot house 22. A pair of identically constructed combined propulsion and steering units 24, 26 are hingedly connected at 28 to the stem 16 of the towboat 10. Since a description of one of the units comprises a description of the other, only unit 24 will be described in detail.

As is seen in Figures 1, 2 and 3, the unit 24 comprises a substantially rectangular water-tight compartment 30 having oppositely disposed substantially rectmgular top and

bottom walls

32, 34, respectively, opposed spaced substantially rectangular end walls 36, 38, and a pair of spaced substantially

parallel side walls

40, 42. The forward end of the top wall 32 is provided with a normally vertically, downwardly extending and integrally formed cylindrical flange 44 that is integrally connected to the outer circumferential marginal edge portion of a normally horizontally extending annular flange 46. The inner circumferential marginal edge of the flange 46 is integrally connected with the upper end of a vertically elongated cylindrical wall 48 having the lower end thereof integrally formed with or otherwise secured to the bottom wall 34.

As is seen in Figures 3 and 5, one-half of an annular bearing race 50 for ball or roller bearings 52 is fixedly secured to the cylindrical and annular flanges 44 and 46, respectively.

A second hollow open ended cylindrical wall 54 is disposed within the first cylindrical wall 48 in spaced concentric relation relative thereto and projects above and below the first cylindrical wall. The upper end of the second cylindrical wall 54 is provided with an annular ring 56 which is rigidly secured thereto by bolts 58 and comprises the second half of the bearing race for the ball or roller bearings 52. As is seen in Figures 3 and 5, a gear 60 is fixedly secured to the ring 56 to serve a function to be described.

The lower end of the cylindrical wall 54 is fixedly secured to the upper wall 62 of a housing 64 that depends therefrom. The housing 64, as viewed in Figure 4, has an elongated ovoid configuration and includes a pair of opposed front and

rear walls

66, 68, respectively, a pair of oppositely disposed

side walls

69, 70, and an upwardly bowed bottom wall 71 which confronts the top wall 62 in spaced relation. A plurality of reinforcing ribs 72 extend around the marginal peripheral edges of the side walls 69, and additional rigidity is imparted thereto by the transversely extending spaced and substantially parallel cross-brace plates 74 and the spacer rib 76.

A mounting block 78 is fixedly secured to the bottom wall 71 on which is affixed a roller thrust bearing 80 in which is journalled for rotation a shaft 82. The shaft 82 projects longitudinally beyond each end of the bearing 8% and a chain driven pulley 84 is fixedly secured on one end thereof. The pulley 84 is connected in driving relation with a chain drive sprocket 86 by an endless chain 88. The sprocket 86 is fixedly mounted on a drive shaft 90 of a reversible electric motor 92 supported in a suitable manner on the top wall 62. While a reversible electric motor has been specified, it will be understood that any conventional type of reversible motor may be utilized.

A female coupler element 94 is fixedly secured to the other projecting end of the shaft 82and'receivestherein the male coupler element 96, which is fixedly secured on one end. of a propeller shaft 98. The propeller shaft 98 projects longitudinally and rearwardly of the housing 64 and is journalled in a bearing 100 disposed within an elongated housing 102. Suitable packing material is dis posed Within the housing 102 intermediate the ends thereof and the packing 104 is retained in place by the externally threaded plug 106. A conventional propeller 108 having a plurality of blades 110 is fixedly mounted on the other end of the propeller shaft 98 for rotation therewith. 7

Referring now more specifically to Figure of the drawings, one end of an upright bracket arm 112 is fixedly secured to the top wall or deck 32 and the other end of the bracket arm 112 is fixedly connected with a reversible air motor 114. The drive shaft 116 of the air motor 114 has a pinion 118 fixedly mounted thereon for rotation therewith, and the pinion is adapted to engage and mesh with the gear 60. While not illustrated in the drawings, it is to be understood that control means are provided for the air motor 114.

While forming no part of the present invention, the towboat is provided with a conventional motor 120 which is disposed in driving relation relative to a generator designated by the reference numeral 122.

Each of the motors 114 is provided with separate control means (not shown) whereby the pilot may correct any deviations from his course. With a'propelling and steering device constructed as described above, the turning movement of the towboat 10 may be achieved in a number of different ways. For example, the R. P. M.

of one of the motors 92 could be advanced, or the- R. P. M. of one'of the motors 92 could be advanced whilethe R. P. M. of the other motor is decreased. Further, operation of the air motor 114 in one direction will effect a rotation of the housing 64 thereby turning the longitudinal axis of the propeller shaft 98.

The foregoing description of this invention, when read in the light of'the accompanying drawings, is believed to clearly outline the advantages which may be obtained by the employment of one or more of the units 24, 26. For example, no rudders are required for steering the vessel, consequently, the propelling engines do not discharge their water against an obstruction such as the rudder, nor is the flow of the water from the propellers or to the propellers obstructed by flanking rudders or struts, thereby losing considerable power through turbulence and the actual obstruction of the flow of the Water.

One or two units of this type, using a high speed light weight diesel, or diesel electric drivesin place of the electric motors 92, is sutficient to positively control a large and heavy tow by making substantially 100% of the power available for'steering from a standing position.

Since, by using the'propelling power for backing and steering, flanking may be achieved by rotating the unit so as to push or pull the stern of the towboat or barge positively in the direction required.

. By hingedly connecting the units 24, 26 withthe stern of the towboat 10, the units may be easily pivoted out of the water to efifect any necessary repairs on the pro peller blade or shaft. This eliminates the necessity of drydocking in order to effect rather minor maintenance. However, if major repairs are to be made, the housing 64 together with its connected cylindrical side wall 54 may be disconnected from its respective unit by removing the bolts 58 and permitting the same to drop downwardly therethrough.

When the direction of travel is fairly straightforward, the steering may be accomplished with very little rotation of the units to control the direction of the towboat or barge thereby detracting very little from the pushing power thereof.

Having described and illustrated on embodiment of this invention in detail, it is to be understood that the same is ofiered merely by way of example, and the invention is to be limited only by the scope of the appended claim.

What is claimed is:

A combined towboat and dual propulsion and steering devices connected with the stern thereof in spaced parallel relation, said devices each comprising an elongated substantiallyhollow rectangular member having oppositely disposed top and bottom walls, oppositely disposed side Walls and oppositely disposed end walls, said member having a substantially cylindrical wall extending vertically therethrough and having upper" and lower open ends, a second cylindrical wall disposed within said first cylindrical wall'in spaced concentric relation relative thereto, antifn'ction means disposed between said first and second cylindrical walls adjacent one of their respective ends, said means suspending said second cylindrical wall from said first cylindrical wall for rotation thereon, a substantially ovoid hollow housing fixedly secured to the other end of said second cylindrical wall, a reversible electric motor mounted within said second cylindrical wall, a pulley mounted on the-drive shaft of said motor, a thrust bearing'fixedly secured within said housing, a shaft rotatably journalled within said thrust bearing and projecting beyond each end thereof, a second pulley mounted for rotation on one end of said shaft, chain drive means trained about said first and secondpulleys, a coupling member fixedly secured to'the other projecting end' of said shaft, a propeller shaft having one end thereof secured to said coupling member and extending oppositely of said shaft, said propeller shaft extending at its other end beyond said'housing, a propeller fixedly secured to said other end of said propeller shaftfor rotation therewith, means on said second cylindrical wall cooperating with drive means on said hollow rectangular member to effect rotation of said second. cylindrical member in'said' first cylindrical member whereby said propeller is rotated about a vertical aXis'so that said towboat may be'driven I and steered simultaneously by said propeller.

References Cited in the file of this patent