US403356A

US403356A - Island

Info

Publication number: US403356A
Authority: US
Publication date: 1889-05-14
Anticipated expiration: 1906-05-14

Description

(No Model.)

F. s. MAN TON. LOCKING GEAR FOR SHIPS WINDLASSES. No. 408,356. 7 Patent ed May 14, 1889.

N4 Pnzns. mammo ram. Washingtnn, a. c,

UNITED STATES PATENT OFFICE.

FRANK S. MANTON, OF PROVIDENCE, RIIODE ISLAND.

LOCKING-GEAR FOR SHIPS WINDLASSES.

SPECIFICATION forming part of Letters Patent No. 403,356, dated May 14, 1889.

Application filed January 30, 1889. Serial No. 298,104. (No model.)

To aZZ whom it may concern.-

Be it known that I, FRANK S. MANTON, a citizen of the United States, residing at Providence, in the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Locking-Gear for Ship-YVin dlasses and I do declare the follow ing to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to windlasses, and its object is to modify the locking-gear shown in Remington and Mantons patent, reissued June 1, 1880, No. 9,233, so that the wildcat or drum can be driven positively in either direction. In the patent referred to the lockingpawls all point in the same direction, and are arranged to come in contact with but one side of the thrust-blocks on the rim of the wildcat, so that the latter can be positively driven in one direction only.

In steam-windlasses it is sometimes desirable to be able to positively dri e the Wildcat backward, for the purpose of paying out cable or slacking the strain on a hawser. When a steam Windlass fitted with the above described patented locking-gear' is reversed, the inclined back of each locking-pawl is crowded against the thrust-block next behind it, thereby bringing the entire strain on the pin by which the pawl is thrown up or down, at the imminent risk of breaking it. In order to avoid this danger, I have invented the locking-gear hereinafter described, and illustrated in the accompanying drawings, in which- Figure 1 is a frontview of the locking-ring, the pawls being shown in dotted lines. Fig. 2 is an end view of the driving-head and wildcat rim, partly in section; and Fig. 3 is a longitudinal section through the driving-head and wildcat.

The same reference-letters indicate corresponding parts.

The rim of the wildcat A is provided with two or more thrust-blocks, a, of the usual shape. I prefer to use three of these blocks, though the number is immaterial. The locking-pawls b in the driving-head B preferably correspond in number with the thrust-blocks, as shown. When three pawls are used, one of them, I), is faced in the opposite direction to the others, the'corresponding slot, 0, in the locking-ring 0 being shifted out of its place and brought a pawls length nearer to one of the other slots, 0, as clearly shown in Fig. 1. Vhen the ring is turned, all the pawls are moved in or out simultaneously by means of the pins D, as in the Remington and Manton patent but when the driving-head is rotated to take in the chain only two of the pawls b engage with the thrust-blocks a, as shown.

the blocks next behind them. It will thus be seen that the pawls are all controlled by the locking ring, a single movement of which throws them in or out, as in the patent referred to; but that the pawls are so arranged that a portion of them operate to drive the wildcat in one direction when taking in chain, and the remainder operate to drive the wildcat in the opposite direction to pay out or slack off the cable.

As shown and described, it is preferable to have most of the pawls arranged to drive when taking in the cable, since that service is more severe than simply slacking off the chain, and subjects the Windlass to a far greater strain.

I am aware that it has been proposed to positively drive a capstan forward and backward alternately by means of two sets of pawls, one set being held out of position to engage with the ratchet-teeth on the capstan when the other set was to be used; but I am not aware that two sets of pawls have been simultaneously moved into or out of position, so that in the former case either one set or the other could come into play, according to 5 The third pawl, 6', lies between two of the I the direction in which the driving-gear was rotated, while in the latter case neither set would operate.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, 1s

1.. The combination, with a wildcat loosely mounted on a Windlass-shaft, of a driving head rigidlyseeured to the shaft and provided with locking-pawls to engage with the wildcat, a portion of them being adapted to drive it in one direction and the other portion bcin adapted to drive it in the other direction, substantially as described, and a slotted ring for simultaneously moving all the pawls into or out of position to engage with the wildcat.

2. The combination, with a wildcat loosely mounted on a Windlass-shaft and provided with thrust-blocks, ot a driving-head rigidly secured to said shaft and carrying lockingpawls, some of which are adapted to engage with one face of the thrust-blocks and drive the wildcat in one direction, while the others are adapted to engage with the opposite face of the thrust-blocks and drive the wildcat in the opposite direction, and a slotted ring for simultaneously moving all the pawls into or out of position to engage with the thrustbloeks, substantially as described.

The combination, with the driving-head 3, having the oppositely-disposed lockingpawls I) Z), of the ring (1, having the cam-slots c 0', adapted to throw all. the pawls in or out simultaneously, substantially as described.

4. The combination, with the wildcat A, having the thrust-blocks a, of; the drivinghead B, carrying the locking-pawls I), engaging with one face of the blocks a, and the pawl Z), projecting between two thrust-blocks, in position to engage with the opposite face of one of them when the motion of the drivinghead is reversed, substantially as described.

In testimony whereof I atfix my signature in presence of two witnesses.

FRANK SQ MANTON.

Witnesses:

II. B. ZEVELY, II. B. HITZ.