US3830350A - Marine reversible reduction gearing with brake - Google Patents

Marine reversible reduction gearing with brake Download PDF

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Publication number
US3830350A
US3830350A US00229871A US22987172A US3830350A US 3830350 A US3830350 A US 3830350A US 00229871 A US00229871 A US 00229871A US 22987172 A US22987172 A US 22987172A US 3830350 A US3830350 A US 3830350A
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United States
Prior art keywords
input shaft
reverse
gear
output
output gear
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Expired - Lifetime
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US00229871A
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English (en)
Inventor
E Worthen
England Merchant National New
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PW Power Systems LLC
Original Assignee
Turbo Power and Marine Systems Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to BE795662D priority Critical patent/BE795662A/fr
Application filed by Turbo Power and Marine Systems Inc filed Critical Turbo Power and Marine Systems Inc
Priority to US00229871A priority patent/US3830350A/en
Priority to ES409121A priority patent/ES409121A1/es
Priority to FR7302947A priority patent/FR2173971A1/fr
Priority to DE2302562A priority patent/DE2302562A1/de
Priority to IT20984/73A priority patent/IT979574B/it
Priority to US376846A priority patent/US3888337A/en
Application granted granted Critical
Publication of US3830350A publication Critical patent/US3830350A/en
Assigned to FIRST NATIONAL BANK OF CHICAGO, THE reassignment FIRST NATIONAL BANK OF CHICAGO, THE LICENSE (SEE DOCUMENT FOR DETAILS). Assignors: ELLIOT TURBOMACHINERY CO., INC.
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/08—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing with provision for reversing drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2712/00—Mechanisms for changing direction
    • F16H2712/04—Mechanisms for changing direction the control being hydraulic or pneumatic
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19377—Slidable keys or clutches
    • Y10T74/19414—Single clutch shaft
    • Y10T74/19484—Single speed forward and reverse
    • Y10T74/19488—Spur gears

Definitions

  • ABSTRACT A reversible reduction gear system for marine use in which each of one or more prime movers drive the bull gear through a split gear train and in which, when the direction of drive is to be changed, the entire main unit is stopped by brakes and then clutches shift from an ahead drive pinion to an astern drive pinion or vice versa.
  • One such system includes a controllable pitch propeller the pitch of which is reversed for maneuvering and for reverse operation of the vessel on which the system is installed.
  • This arrangement requires the controllable pitch propeller, a complex operating mechanism in the long, hollow propeller shaft arid large hydraulic pumps for driving the operating mechanism to change pitch. It will readily be appreciated that a complex installation of this type requires relatively frequent maintenance. More importantly, in order that such maintenance or repairs be accomplished, the vessel must be placed in dry dock for access to the operating mechanism, adding greatly to the cost of maintenance.
  • a third arrangement which has been proposed in the prior art for marine propulsion is reversible gears with a mechanical drive combined with a hydraulic drive for maneuvering.
  • This system is expensive, heavy and bulky. Moreover, it requires shifting from hydraulic to mechanical drive or vice versa while the ship is in motion with a consequent reduction in power.
  • My system is less expensive to construct and to install than are most systems of the prior art. It weighs less than most systems heretofore known and occupies considerably less space. My system does not require dry docking of a vessel for maintenance. It does not necessitate shifting when the vessel is under way.
  • One object of my invention is to provide a reversible reduction gear system for marine use which overcomes the defects of reversing systemsof the prior art.
  • Another object of my invention is to provide a reversible reduction gear system for marine use which is less expensive than are reversing gear systems of the prior art.
  • a further object of my invention is to provide a reversible reduction gear system for marine use which weighs less than do reversing gear systems of the prior art.
  • Still another object of my invention is to provide a reversible reduction gear system for marine use which occupies less space than do reduction gear systems of the prior art.
  • a still further object of my invention is to provide a reversible reduction gear system for marine use which fails safe.
  • Yet another object of my invention is to provide a reversible reduction gear system for marine use which does not require dry docking of the vessel for maintenance.
  • Still another object of my invention is to provide a reversible reduction gear system for marine use which uses gear trains consisting solely of intermeshing gear members mounted on support shafts, hereinafter referred to as fully positively engaging gear trains.
  • my invention contemplates the provision of a reversible reduction gear system for marine use in which one or more prime movers such as gas turbines drive the screw shaft bull gear through split gear trains and in which brakes are first energized to stop the entire main unit upon a reversal and a shift is then made from the ahead pinion to the astern pinion or vice versa.
  • prime movers such as gas turbines
  • brakes are first energized to stop the entire main unit upon a reversal and a shift is then made from the ahead pinion to the astern pinion or vice versa.
  • FIG. 1 is a fragmentary sectional view of my reversible reduction gearing for marine use.
  • FIG. 2 is a fragmentary view of my reversible reduction gearing system with parts shown in section taken along the line 2-2 of FIG. 1.
  • FIG. 3 is a fragmentary sectional view of one form of clutching system for my reversible reduction gear system for a marine drive.
  • FIG. 4 is a fragmentary view illustrating the angularly disposed teeth of one of the clutches of the system shown in FIG. 3.
  • FIG. 5 is a fragmentary sectional view of an alternate clutching system for my reversible reduction gear system for a marine drive illustrating the relative positions of the parts during ahead drive operation.
  • FIG. 6 is a fragmentary sectional view of the clutching system shown in FIG. 5 illustrating the relative positions of the parts in the reverse drive direction.
  • FIG. 7 is a diagrammatic view illustrating the operation of the system of FIGS. 5 and 6 in terms of axial movement of the drive piston versus rotary displacement of the coupling element.
  • FIG. 8 is a diagrammatic view illustrating the operation of the system of FIGS. 5 and 6 in going from ahead to astern condition with relation to air pressure in the system.
  • FIG. 9 is a diagrammatic view illustrating the operation of the system of FIGS. 5 and 6 in going from astern to ahead condition with relation toair pressure in the system.
  • FIG. 10 is a fragmentary elevation of an alternate form of the'reversible gear system for a marine drive.
  • FIG. 11 is an elevation with parts in section of a jacking device for use with the reversible gear system for a marine drive.
  • FIG. 12 is a sectional view of an alternate form of jacking unit which may be incorporated in the reversible gear system for a marine drive.
  • FIG. 13 is a sectional view of the unit shown in FIG. 12 taken along the line 13l3 of that figure.
  • FIG. 14 is a sectional view of the combined brake and clutch unit of FIG. 10.
  • FIG. 15 is a schematic view of one form of control system which can be used to control the reversible drive of FIG. 10.
  • FIG. 16 is a schematic view illustrating the sequence of operations of FIG. 10.
  • a vessel such as a destroyer or the like with which my system is employed includes a screw or propeller shaft 10 carrying a bull gear 12.
  • Clutch piece 36 and end of shaft 22 are supported by either internal or external bearings.
  • Gear 12 is adapted to be driven from one or more gas turbine shafts 14 through respective gear systems, indicated generally by respective reference characters 16 and 18. While I have shown two gear systems associated with two turbine shafts it will readily be appreciated that one or more than two turbines may be employed to drive the gear 12. Since both gear systems 16 and 18 are substantially identical only one of the systems will be described in detail.
  • the system 16 is adapted to drive the bull gear 12 and the shaft 10 in the forward direction or in the reverse direction from the turbine output shaft 14.
  • a flexible coupling 20 of any suitable type known to the art connects shaft 14 to a gear system input shaft 22 rotatably supported on a pair of bearings 24 and 26.
  • Clutch 30 includes an output or drive member 32.
  • Clutch 36 includes an output or driven member 38.
  • Driven member 32 of the clutch 30 is adapted .to drive the bull gear 12 from an input gear 46 through a split parallel gear train comprising respective branches, the first of which is indicated generally by the reference character 48. I secure the driven member 32 to the input gear 46 and support this sub-assembly on spaced bearings 50 and 52. It will further be appreciated that shaft 22 passes through bearings 50 and 52 as well as through the gear 46 and the driven member 32 of the clutch 30.
  • Gear 46 engages an intermediate gear 54, carried by a shaft 56 for rotation therewith.
  • Four spaced bearings 58, 60, 62, and 64 rotatably support shaft 56 and the gears carried thereby.
  • Shaft 56 further supports for rotation therewith the output gear 66 of the system 48.
  • Gear 66 directly engages the bull gear 12 so as to drive the same when the forward drive clutch 30 is energized in a manner to be described.
  • the forward drive direction is indicated by the full line arrows in FIG. 2.
  • Gear 46 also engages a second intermediate gear 68, secured to a shaft 70 for rotation therewith.
  • Respective bearings 72, 74, 76 and 78 rotatably support the shaft 70 and the gears carried thereby.
  • Shaft 70 also carries for rotation therewith an output gear 80 adapted to engage the gear 12 to drive the shaft 10 in a forward direction when the clutch 30 is energized. It will be appreciated that for the forward drive system I have provided two intermediate shafts 56 and 58 which are spaced and which are generally parallel each to the other.
  • the brake 82 associated with shaft 56 includes a drum 88 secured to the shaft for rotation therewith by means of a suitable coupling 86.
  • the brake housing 94 houses shoes 90 as well as a pair of inflatable members 92 associated with the shoes. As is known in the art, when the members 92 are supplied with air under pressure the inflatable members engage the shoes 90 with the drum to brake the shaft 56.
  • clutches 30 and 36 are overrunning clutches of any suitable type known to the art. Synchronizing clutches may be used but they must be able to be declutched or locked open under idle torque condition.
  • FIGS. 3 and 4 there is shown one embodiment of a shifting clutch system for alternately coupling the ahead and astern drive gear systems shaft 22 which, inthis embodiment, is coupled through an overrunning clutch (not shown) to the turbine shaft.
  • the ahead clutch indicated generally by reference character in the form of my system shown in FIG. 3 includes an ahead driven member 161 carrying the ahead input pinion 46 as well as a driver member 162 which is supported for limited sliding movement in the axial direction on shaft 22 by means of an axially extendingspline 166 disposed in a recess 168 on shaft 22.
  • a power spring 170- bears between the member 162 and a shoulder 172 on shaft 22 normally to urge the member 162 to the right to engage it with the ahead driven member 161.
  • the reversing power piston 174 is formed as an integral part with a quill 176 which surrounds shaft 22 and which is guided for movement therealong by a spline 178 directed at an angle to the direction of the axis of shaft 22.
  • Piston 174 is received in a cylinder 180 formed as an integral part with or secured to shaft 22 for rotation therewith. Air under pressure is adapted to be supplied through a shaft passage 182 to the interior of cylinder 180 to drive piston 174 to the left. In the absence of air under pressure supplied to passage 182 a spring 184 returns the piston 174 to the position illustrated in FIG. 3.
  • the astern driver member 186 is supported on an axially extending spline 188 located on the quill 176.
  • An engaging spring 190 bearing between the quill 176 and the driver member 186 moves it into engagement with a driven member 187 carrying reverse pinion 40 when fluid under pressure is supplied through passage 182 to the interior of cylinder 180.
  • a locking element 188 is secured to quill 176 for movement therewith.
  • An axial spline 198 on the ahead driver member 162 engages the lock 194.
  • Teeth 200 on the lock 194 are adapted to engage teeth 202 on the ahead driven member 161 in a manner to be described.
  • I incline the teeth of each of the pinions 162, 161, 187 and 186 at an angle to the direction of relative movement as they are brought into engagement.
  • 1 curve the trailing edges of the teeth with reference to the direction of rotation of the member.
  • the teeth 204 of the ahead driver member 162 are inclined at an angle to the direction of engagement indicated by the arrow B.
  • the leading edges of the teeth 204 are curved at 206 with reference to the direction of rotation of the member 162 indicated by the arrow A]
  • FIGS. 5 and 6 I have shown another embodiment of a clutch assembly for alternatively clutching the forward input gear 46 or the reverse gear 40 to the shaft 22.
  • a bearing 96 disposed in a recess 98 in the shaft 22 receives the hub 100 of the high speed input gear 46.
  • the driver member 106 of clutch 104 is supported on shaft 22 by means of splines 108, which are at an angle to the direction of the axis of shaft 22.
  • a hollow piston 114 surrounds the shaft 22 and is sup ported thereon by means of splines 116, which also are arranged at an angle to the direction of the axis of the shaft.
  • a guide 117 on shaft 22 guides piston 114 in its movement. I provide the end of the piston 114 adjacent the driving member 106 with teeth 120 adapted to engage teeth 122 as piston moves to the right as viewed in FIG. 5.
  • a stop 124 on the piston limits its movement to the left as viewed in FIGS 5 and 6.
  • a passage 126 running in the direction of the axis of shaft 22 is adapted to be supplied with air under pressure to supply air to the inside of the hollow piston 114.
  • Another bearing 128 on shaft 22 receives the hub 130 of the reverse input driving gear 40.
  • the driving member 136 of the clutch 134 is supported on splines 138 directed at an angle to the direction of the axis of shaft 22 and carried by a hollow piston 140 surrounding shaft 22.
  • Axially extending splines 142 support the piston 140 on the shaft 22 for movement therealong and for rotation therewith.
  • FIGS. 5 and 6 differs from that shown in FIGS. 3 and 4 in that the clutch teeth of each of the clutches 104 and 134 are axially directed.
  • the angularly inclined splines 108 and 138 which support the driving members of these clutches hold the coupling teeth in engagement under load.
  • the bearings 96 and 128 on shaft 22 maintain linear alignment and permit only angular misalignment.
  • the axial teeth of the clutches serve as flexible couplings for angular misalignment.
  • the mechanical tie between the clutches shown in FIGS. 3 and 4 has been replaced by an air piston 114 in FIGS. 5 and 6.
  • a passage leading from the bore 126 is adapted to introduce air under pressure into the space between the piston head 154 and the end of cylinder 148.
  • a power spring 118 extends between the shoulder 117 on shaft 22 to the piston 114 normally to urge the piston to the right as viewed in FIGS. 5 and 6.
  • An engaging spring 121 extends between the piston 114 and the drive member 106 to bring it into engagement with .the driven member 102 in the manner to be described.
  • power spring 152 first moves the teeth 144 and 146 out of engagement and then withdraws member 136 to the position shown in FIG. 5.
  • power spring 118 first moves the piston 114 along the angularly inclined splines to rotate teeth 120 to positions relative to teeth 122 at which they may readily engage.
  • the piston 114 and the member 106 then move together until teeth 110 are about to engage teeth 1 12.
  • the engaging spring 121 moves the member 106 along splines 108 until teeth 110 and 112 are in such a relative position that they may engage.
  • FIGS. 7 to 9 have illustrated the sequence of operations of the system shown in FIGS. 5 and 6 in changing from ahead drive to astern drive and back from astern drive to ahead drive. l have also illustrated the various pressures at which the different operations take place. Beginning with the relative positions of the parts illustrated in FIG. 5 in which the ahead drive pinion 114 is coupled to the shaft 22 through clutch 104 and assuming that it is desired to reverse the direction of drive air or other fluid under pressure is admitted into the passage 126 so as to flow into the space behind piston 140 and into the space between shoulder 117 and piston 114. Under these conditions both the pistons tend to be driven to the left as viewed in FIG. 5. As can be seen by reference FIGS.
  • the ahead clutch is completely disengaged.
  • the piston 114 moves the ahead driver 106 completely out of engagement with the ahead driven member 102 so that the system is now set to drive in the reverse direction.
  • the brakes are released the bull gear and the screw shaft will be driven in the reverse direction.
  • the source of air under pressure is disconnected from passage 126.
  • the pressure within the piston cylinders then decreases as illustrated in FIG. 9.
  • the spring 118 moves piston 114 to a position at which the teeth 120 and 122 contact.
  • the teeth 120 and 122 rotate into alignment and finally these locking teeth engage.
  • the power spring 152 moves piston to disengage the reverse driver 136 from the reverse driven member 132.
  • the shaft 22 rotates the ahead driver member 106 to a position at which it engages the teeth of the driven member 102.
  • the reverse driver member is broken away and the system is then in the ahead drive condition.
  • an alternate form of the reversible reduction gear system for a marine drive indicated generally by the reference character 210 includes the gear 46 which meshes with intermediate gears 54 and 68 carried by shafts 56 and 70 for rotation therewith.
  • the gear 46 is secured to shaft 22 for rotation therewith and a clutch 214 is adapted to be actuated by a lever 216 in a manner to be described to couple the reverse drive pinion 40 to shaft 22.
  • forward drive pinions 66 and 68 are rotatable with respect to shafts 56 and 70 and are adapted to be coupled to the shaft through the medium of respective combined airflex brake and clutch mechanisms 218 and 220, clutch portions of which are adapted to be actuated by levers 222 and 224 in a manner to be described.
  • a requirement of this system is a jacking unit for aligning the teeth of the astern clutch 214 as well as a means for rotating the turbine shaft 14 backwards against the idle torque to release the ahead clutch.
  • the embodiment of FIG. 10 includes such a jacking unit, indicated generally by the reference character 212, for achieving this purpose.
  • the jacking unit 212 includes a drum 226 carried by shaft 22 for rotation therewith.
  • a fitting 238 secured to housing 228 is connected to a piston rod 240 carrying a piston 242 which is received in a cylinder 244.
  • a spring 246 housed in cylinder 244 normally urges the parts to the position shown.
  • an alternate form of combined clutch and jacking device indicated generally by the reference character 250 includes a sleeve 252 on shaft 22 and carrying axially extending splines 254 which receive a clutch driving member 256 for movement in the direction of the axis of shaft 22.
  • Member 256 is adapted to be driven in the axial direction by an oil piston and cylinder arrangement (not shown) or by any other suitable means.
  • Axially inclined splines 258 on member 256 receive a clutch driver member 260 having teeth 262 adapted to mesh with teeth 264 carried by the clutch driving member 266 which supports the reverse drive pinion 40 for example.
  • the parts first move to a relative position at which teeth 262 are about to engage teeth 264.
  • member 260 rotates until the teeth engage.
  • the angle spline 256 rotates shaft 22 backwards against the idle torque to release the forward clutch by virtue of the angle of inclination of the teeth thereof.
  • the combined clutch and brakes unit 218 includes splines 268 which slidably support the clutch driver member 270 which is shifted in response to actuation of lever 222.
  • the hub 274 of pinion 66 carries the driving member 276 of the clutch.
  • the brake housing 278 houses inflatable tires 280 which are supplied with air under pressure to clamp shoes 282 into engagement with the drum 284 secured to member 276 to brake pinion 66 and the bull gear 12 which meshes with pinion 66.
  • driving member 270 first shifts to a position with relation to member 276 at which ratchets 286 engage teeth 288 on member 276.
  • teeth 290 on the driving member engage teeth 292 on the driven member and the clutch is engaged.
  • one form of control system which may be employed to control the operation of the arrangement of FIG. includes a driving cylinder 294 adapted to be supplied with oil under pressure through. a line 296 to drive a piston 298, the rod 300 of which is connected to levers 222 and 224 through a lost motion connection 302 and which is connected to lever 216 through a resilient connection indicated generally by the reference character 304.
  • a spring 306 normally positions rod 300 at a location at which the forward drive system is engaged so that in the event of failure of the oil system maneuverability is not lost.
  • a spring 308 normally positions the piston of an air control cylinder 310 at a location at which an outlet port 312 leading to the brakes of the units 218 and 220 and to the clutch of unit 212 is disconnected from a source of air pressure.
  • a solenoid S1 is adapted to be energized to actuate the piston of cylinder 310 to connect the source of air pressure to port 312.
  • a spring 314 normally positions the piston of an oil control cylinder 316 at a location at which a source of relatively low pressure oil is disconnected from an outlet line 318 leading to a clutch control cylinder 320.
  • FIG. 15 shows the relative positions of the parts of the control system with the system 210 (FIG. 10) in the ahead driving condition in which units 218 and 220 are clutching pinions 66 and 80 to shafts 56 and 70 and in which reversing clutch 214 is disengaged.
  • a forward clutch limit switch having contacts FC1 and FC2 is in the in position and a reverse clutch limit switch having contacts RC1 and RC2 is in the out position.
  • the bridge control switch BC closes forward contacts F1 and F2 and opens reverse contacts R1 and R2.
  • a zero speed switch of any suitable type known to the art associated with shaft 22 is in a position at which its contact Z1 is open and its contact Z2 is closed. Under these conditions both S1 and S2 are deenergized, no air is being supplied to the brakes and no oil under pressure is supplied either to the clutch operators or to the jacking unit.
  • the bridge control BC is operated to open contacts F1 and F2 and to close contacts R1 and R2.
  • solenoid S1 is energized through RC1 in the out" position and cylinder 310 connects the source of air pressure to line 312.
  • the brake portions of units 218 and 220 are activated to brake the entire system.
  • the clutch of jacking unit 212 is activated.
  • the zero speed switch closes contact Z1 and opens contact Z2.
  • S2 is energized through Z1 and R2 to couple the low pressure oil line to line 318 through cylinder 316.
  • the piston 322 is driven to a position at which the high pressure oil source is connected to line 332 and the low pressure oil source is connected from line 318 to line 296.
  • high pressure oil is supplied to line 332 before the low pressure oil is coupled to line 296.
  • the high pressure oil to the jacking unit rotates the shaft 22 against idle torque to align the reverse clutch teeth and to disengage the ahead driven clutch.
  • the astern clutch is moved to engage and finally is engaged.
  • the system 210 is now driving in the reverse direction.
  • the zero speed switch returns to its initial position and the circuit to S2 is held through RC2 in the in position to maintain oil pressure.
  • switch BC is operated to open R1 and to close F1.
  • First solenoid S1 is energized through switch FC1 in the in condition and through F1 to supply air under pressure to the brakes to stop the system.
  • R2 opens to deenergize S2 to permit spring 306 to reverse the condition of the clutches.
  • FC1 moves from the out position and S1 is deenergized to release the brakes. The system then is again in forward drive.
  • Reversible reduction gear apparatus for alternatively coupling an input shaft to an output shaft in a forward drive direction and in a reverse drive. direction including in combination, an input shaft, an output shaft, an output gear on said output shaft, a fully positively engaging forward drive gear system between said input shaft and said output gear, said forward drive gear system comprising forward positive clutch means actuatable between a disengaged condition and an engaged condition at which said forward drive gear system positively couples said input shaft to said output gear, a fully positively engaging reverse drive gear system between said input shaft and said output gear, said reverse drive gear system comprising reverse positive clutch means actuable between a disengaged condition and an engaged condition at which said reverse drive gear system couples said input shaft to said output gear, means normally urging said forward clutch to said engaged condition, and said reverse clutch to disengaged condi tion to couple said input shaft to said output gear in a forward drive direction, normally released brake means adapted to be actuated to brake said output gear, and control means for sequentially actuating said brake means and then disengaging said forward clutch means and engaging said
  • Apparatus as in claim 1 in which said means coupling said quill to said forward driving member comprises a locking element carried by saidquill and connected to said forward driving member for rotation therewith and for limited axial movement relative thereto and 'interengageable elements on said locking member and on said forward driven member.
  • Reversible reduction gear apparatus for alternatively coupling an input shaft to an output shaft in a forward drive direction and in a reverse drive direction including in combination, an input shaft, an output shaft, an output gear on said output shaft, a fully mechanical forward drive gear system between said input shaft and said output gear, said forward drive.
  • gear system comprising forward positive clutch means actuatable between a disengaged condition and an engaged condition at which said forward drive gear system positively couples said input shaft to said output gear, a fully mechanical reverse drive gear system between said input shaft and said output gear, said reverse drive gear system comprising reverse positive clutch means actuatable between a disengaged condition and an engaged condition at which said reverse drive gear system couples said input shaft to said output gear, means normally urging said forward clutch to said engaged condition, and said reverse clutch to disengaged condition to couple said input shaft to said output gear in a forward drive direction, normally released brake means adapted to be actuated to brake said output gear, control means for sequentially actuating said brake means and then disengaging said forward clutch means and engaging said reverse clutch means to couple said input shaft to said output gear in a reverse direction, and wherein said forward drive system comprises a split gear train.
  • Reversible reduction gear apparatus for alternatively coupling an input shaft to an output shaft in a forward drive direction and in a reverse drive direction including in combination, an input shaft, an output shaft, an output gear on said output shaft, a fully mechanical forward drive gear system between said input shaft and said output gear, said forward drive gear system comprising forward positive clutch means actuatable between a disengaged condition and an engaged condition at which said forward drive gear system positively couples said input shaft to said output gear, a fully mechanical reverse drive gear system between said input shaft and said output gear, said reverse drive gear system comprising reverse positive clutch means actuatable between a disengaged condition and an engaged condition at which said reverse drive gear system couples said input shaft to said output gear, means normally urging said forward clutch to said engaged condition, and said reverse clutch to disengaged condition to couple said input shaft to said output gear in a forward drive direction, normally released brake means adapted to be actuated to brake said output gear, control means for sequentially actuating said brake means then disengaging said forward clutch means and engaging said reverse clutch means to couple said input shaft
  • Reversible reduction gear apparatus for alternatively coupling an input shaft to an output shaft in a forward drive direction and in a reverse drive direction including in combination, an input shaft, an output shaft, an output gear on said output shaft, a fully mechanical forward drive gear system between said input shaft and said output gear, said forward drive gear system comprising forward positive clutch means actuatable between a disengaged condition and an engaged condition at which said forward drive gear system positively couples said input shaft to said output gear, a fully mechanical reverse drive gear system between said input shaft and said output gear, said reverse drive gear system comprising reverse positive clutch means actuatable between a disengaged condition and an engaged condition at which said reverse drive gear system couples said input shaft to said output gear, means normally urging said forward clutch to said engaged condition, and said reverse clutch to disengaged condition to couple said input shaft to said output gear in a forward drive direction, normally released brake means adapted to be actuated to brake said output gear, control means for sequentially actuating said brake means and then disengaging said forward clutch means and engaging said reverse clutch means to couple said input
  • Reversible reduction gear apparatus for alternatively coupling an input shaft to an output shaft in a forward drive direction and in a reverse drive direction including in combination, an input shaft, an output shaft, an output gear on said output shaft, a fully mechanical forward drive gear system between said input shaft and said output gear, said forward drive gear system comprising forward positive clutch means actuatable between a disengaged condition and an engaged condition at which said forward drive gear system positively couples said input shaft to said output gear, a fully mechanical reverse drive gear system between said input shaft and said output gear, said reverse drive gear system comprising reverse positive clutch means actuatable between a disengaged condition and an engaged condition at which said reverse drive gear system couples said input shaft to said output gear, means normally urging said forward clutch to said engaged condition, and said reverse clutch to disengaged condition to couple said input shaft to said output gear in a forward drive direction, normally released brake means adapted to be actuated to brake said output gear, control means for sequentially actuating said brake means and then disengaging said forward clutch means and engaging said reverse clutch means to couple said input

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  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
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US00229871A 1972-02-28 1972-02-28 Marine reversible reduction gearing with brake Expired - Lifetime US3830350A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
BE795662D BE795662A (fr) 1972-02-28 Transmission reversible pour propulsion marine
US00229871A US3830350A (en) 1972-02-28 1972-02-28 Marine reversible reduction gearing with brake
ES409121A ES409121A1 (es) 1972-02-28 1972-11-29 Perfeccionamientos introducidos en aparato de mecanismo re-ductor inversor para transmision marina.
FR7302947A FR2173971A1 (fr) 1972-02-28 1973-01-18
DE2302562A DE2302562A1 (de) 1972-02-28 1973-01-19 Wendegetriebe fuer schiffsantrieb
IT20984/73A IT979574B (it) 1972-02-28 1973-02-28 Sistema riduttore ad ingranaggi reversibile per motori marini
US376846A US3888337A (en) 1972-02-28 1973-07-05 Reversible reduction gear system and brake for marine drive

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US00229871A US3830350A (en) 1972-02-28 1972-02-28 Marine reversible reduction gearing with brake

Publications (1)

Publication Number Publication Date
US3830350A true US3830350A (en) 1974-08-20

Family

ID=22862996

Family Applications (1)

Application Number Title Priority Date Filing Date
US00229871A Expired - Lifetime US3830350A (en) 1972-02-28 1972-02-28 Marine reversible reduction gearing with brake

Country Status (6)

Country Link
US (1) US3830350A (fr)
BE (1) BE795662A (fr)
DE (1) DE2302562A1 (fr)
ES (1) ES409121A1 (fr)
FR (1) FR2173971A1 (fr)
IT (1) IT979574B (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4195472A (en) * 1978-02-08 1980-04-01 General Motors Corporation Gas turbine with forward and reverse marine drive
US5476164A (en) * 1994-09-12 1995-12-19 Regal-Beloit Corporation Solenoid actuated mechanical clutch

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH624353A5 (fr) * 1977-10-07 1981-07-31 Maag Zahnraeder & Maschinen Ag

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1912112A (en) * 1930-02-07 1933-05-30 Joseph W Wunsch Power winch
US2165993A (en) * 1936-11-10 1939-07-11 William T Young Transmission gearing and brake
US2395459A (en) * 1943-07-08 1946-02-26 Borg Warner Automatic transmission
US2741137A (en) * 1951-05-08 1956-04-10 Hindmarch Thomas Turbine-driven power installations
US2741351A (en) * 1951-12-07 1956-04-10 Rolls Royce Power transmission systems

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1912112A (en) * 1930-02-07 1933-05-30 Joseph W Wunsch Power winch
US2165993A (en) * 1936-11-10 1939-07-11 William T Young Transmission gearing and brake
US2395459A (en) * 1943-07-08 1946-02-26 Borg Warner Automatic transmission
US2741137A (en) * 1951-05-08 1956-04-10 Hindmarch Thomas Turbine-driven power installations
US2741351A (en) * 1951-12-07 1956-04-10 Rolls Royce Power transmission systems

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4195472A (en) * 1978-02-08 1980-04-01 General Motors Corporation Gas turbine with forward and reverse marine drive
US5476164A (en) * 1994-09-12 1995-12-19 Regal-Beloit Corporation Solenoid actuated mechanical clutch

Also Published As

Publication number Publication date
ES409121A1 (es) 1975-11-16
FR2173971A1 (fr) 1973-10-12
DE2302562A1 (de) 1973-09-06
BE795662A (fr) 1973-06-18
IT979574B (it) 1974-09-30

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Owner name: FIRST NATIONAL BANK OF CHICAGO, THE, ONE FIRST NAT

Free format text: LICENSE;ASSIGNOR:ELLIOT TURBOMACHINERY CO., INC.;REEL/FRAME:004940/0562

Effective date: 19871109

Owner name: FIRST NATIONAL BANK OF CHICAGO, THE,ILLINOIS

Free format text: LICENSE;ASSIGNOR:ELLIOT TURBOMACHINERY CO., INC.;REEL/FRAME:004940/0562

Effective date: 19871109