US406144A - Island - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

P. S. MANTON.

SHIP WINDLASS.

No. 406,144. v Patented July 2,- 1889-.

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(-No Model.) 2 sheets-sheen 2.

F. S. MANTON.

. SHIP WINDLASS. No. 406,144. v Patented July 2. 18,89.

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FRANK S. MANTON, OF PROVIDENCE, RHODE ISLAND.

SHIP-WINDLASS.

SPECIFICATION forming part Of Letters Patent No. 406,144, dated July 2, 1889.

Application filed December 22, 1888' Serial No. 294,440. (No model.)

To aZZ whom it may concern.-

Be it known that I, FRANK S. MnNToN, 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 Ship-\Vindlasses; and I do declare the following to be a full, clear, and exact description of theinvention, 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.

It is well known that windlasscs are necessarily arranged on vessels in a crosswise position, or, in other words, athwart ship, as distinguished from fore and aft,- and located well forward in a narrow portion of the ship, where economy in space is specially important, whether the Windlass be mounted upon an upper or a lower deck. lasses are usually located below the upper deck, and are generally so organized that the engines may also operate a capstan located on the upper deck and geared to the Windlassshaft. Heretofore capstans and windlasses have been operated by double engines provided with a reversing-valve, and in some cases the engines have been mounted overhead between decks, and in other cases they have been located on the same plane as the Windlass; but in all prior instances known to me the cylinders of the engines have been widely separated, and the reversing-valve has been located between the cylinders, and the two engines have been coupled by their cranks to the two ends of a shaft centrally geared to the Windlass. In all of these prior organizations which include a ship-Windlass the engines are of the horizontal type, and they are coupled by cranks to the two ends of a shaft which is parallel with the Windlass and is centrally geared thereto, and hence the engines occupy different fore-and-aft lines. I have now for the first time devised a steamwindlass having a reversing-valve and a pair of engines standing closely side by side in.a fore-and-aft line, and coupled by cranks to a shaft, which is also at right angles to the windlass-shaft, and is geared thereto by worm- Steam-windgearing. As results of my said novel organi zation, I obviate such undue heat radiation as is naturally incident to widely-separated cylinders, comparatively remote reversingvalves, and steam-pipes of considerable length between the valve and cylinders. The value of avoiding undue liability to the condensation of steam will be obvious in view of the fact that ships windlasses are general y quite remote from the steam-boilers. I also economize in space in that the fore-and-aft dimensions of the Windlass and engines, and also the foreand-aft and the crosswise dimensions of the engines and reversing-valve, are reduced to a minimum, and the entire steam apparatus is mounted solidly upon abed-plate common to the engines and Windlass, thus obviating racking strains on the gearing and distort ing strains at the steam-joints. I am also enabled to so locate the reversingvalve lever with reference to the wild-cat brake-levers that one person may control at least onewildcat with one hand, and with the other hand control the reversing valve for operating either the other wild-cat or a capstan, or both, in either direction of rotation, thus providing against contingencies which might involve the safety of a ship and the lives of its people.

Myimp'rovements are illustrated in the accompanyingdrawings, in Which- Figure 1 is an elevation of the starboard side of the Windlass. Fig. 2 is an end elevation looking forward. "Fig. 3 is a plan of a portion of the bed-plate, showing the relative positions of the cylinders and the reversingvalve.

The drawings illustrate the most recent type of steam Windlass and capstan, mainly similar to that shown in lVinters and Mantons patent of May 1, 1883, No. 276,988, but in part reorganized in connection with my said improvements, and having a solid iron bed plate A, pawl-bitt A, Windlass-shaft B crosswise on said plate, worm-gear O, wormshaft D lengthwise of said plate, worm E, bevel-gear F, capstan-shaft G, and bevel-pinion H for driving the same.

' Power is communicated directly to the Wormshaft D, serving both as a crank-shaft and a driving-shaft, by the two engines, whose cylinders I I are placed side by side, close together, in a fore-and-aft line at right angles to the Windlass-shaft, and are bolted to the bed-plate A, to which all the other parts are secured.

It is to be understood that steam-windlasses of the general type here shown have never heretofore been provided with reversingvalves, and it will be observed that the close grouping of the two en gin e-cranks midway on the worm-shaft (as distinguished from being at its two ends) practically precludes the location of steam-chests at the coincident sides of the two cylinders, and hence said chests are located, respectively, at the front side of one cylinder and at the rear side of the other, so that the two slide-valve eccentrics may be located, one near the outer end of the wormshaft and the other between the inner pillarblock and the worm-gear O. The reversingvalve at K is located closely adjacent to both cylinders and opposite their coincident sides, and the steam-pipes leading from the valve to the cylinders are as short as it is possible to have them, and the intimate grouping of the cylinders, the reversing-valve, and the connecting-pipes is conducive to aminimum of radiation and condensation.

The steam is supplied to the valve through the pipe and exhausts through the pipe 70. The pipes 76 70 communicate with the valve chests of the cylinders, and are converted into supply and exhaust pipes interchangeablyby the reversing-valve, in a well-known manner. The valve is moved by the leverL, which has a latch Z, engaging with a notched arc K to lock the lever in the required position. The handle of the lever L is conveniently located at the rear end of the machine, so that the engineer, standing where he can grasp it, will also have within his reach the hand brakes or levers M for controlling the wild-cat when unlocked from the driving-heads, thus placing the complete operation of the Windlass and capstan under easy control of one man.

The worm-shaft D is extended forward be- .yond the thrust-bearing d on the pawl-bitt, and is journaled in a bearing d, supported on a bracket a, which is fastened to the forward edge of the pawl-bitt, or, preferably, to a lug a formed thereon. On that part of the shaft D between the bearings (1 cl is mounted a small fly-wheel D, with a heavy rim, cored out for a portion of its circumference, as shown, and arranged with its solid portion on the side of the shaft opposite to the cranks. This counter-balance operates, in a manner well known, to steady the shaft when revolving, and thereby obviates the uneven wear.

heretofore experienced in windiasses of this general class.

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

1. In a steam-windlass, the combination, substantially as hereinbefore described, of the bed-plate, the ships Windlass mounted crosswise on said plate, the driving-shaft lengthwise of said plate and coupled to the Windlass by a worm and gear, a pair of vertical engines mounted closely side by side on said plate in a line at right angles to the Windlass and coupled to cranks on said driving-shaft, and a reversing-valve mounted on said plate at the one side of and connected with the cylinders of both engines and in close proximity thereto, as and for the purposes specified.

2. The combination, substantially as hereinbefore described, of a ship-Windlass having its shaft athwart ship, a vertical capstanshaft geared thereto, hand brake-levers for controlling the wild-cats of the Windlass, a pair of vertical engines side by side on aline at right angles to the Windlass-shaft and coupled thereto by means of a crank-shaft, worm, and gear, anda reversing-valvemounted at one side of and connected with the cylinders of both engines, and having a hand-lever located adjacent to a brake-lever, whereby one person, while controlling one wild-cat, may maintain constant control of the other wild-cat or the capstan, or both, and cause them to be rotated in either direction or to stand at rest, as and for the purposes specified.

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

FRANK S. MANTON.

\Vitnesses:

WALTER F. ANGELL, ISABEL PHELPS.

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