US429404A

US429404A - andrews

Info

Publication number: US429404A
Authority: US
Publication date: 1890-06-03
Anticipated expiration: 1907-06-03

Description

Y(144146441.) 2 sheets-sheet 1.

J. R. ANDREWS & E. F. KELLEY. STEAM WINDLASS AND GAPSTAN.

No. 429,404; PatentedJune s, 1890.

(NoMoael.) zsheets-sheet 2.

' J. R. ANDREWS 8v E. F. KBLLEY.

STEAM WINDLASS AND GAPSTAN.

No. 429,404. Patented June 3, 1890..

@ak/eases u NITED STATES PATENT OEEICE.

JACOB R. ANDREWS AND ERNEST F. KELLEY, OF BATH, MAINE, ASSIGNORS TO THE BATH IRON VORKS, 0F SAME PLACE.

STEAM WINDLASS AND CAPSTAN.

SPECIFICATION forming part of Letters Patent No. 429,404, dated June 3, 1890.

Application filed March 18, 1890. Serial No. 344,299. (No model.) v

T0 all whom t may concern:

Be it known that we, JACOB R. ANDREWS and ERNEST F. KELLEY, of Bath, in the county of Sagadahoc and State of Maine, have invented a new and useful 'Improvement in a Steam Vindlass and Oapstan; and I do hereby declare that the following is a full, clear, and exact description of the same.

Our invention, which is the subject of the foregoing petition, relates to a combined wind-A lass and capstan of that class in which the windlass and capstan are combined and are capable of moving in unison. In this class, in the different styles as heretofore made, where windlass and engine are bolted to the same bed-plate, the capstan, through which the power is transmitted to the windlass whenever it is necessary to work the windlass by hand, is driven by the engine either by means of counter-shafts or by iirst driving the windlass directly by means of aworxn on the crank-shaft of the engine engaging with a worin-wheel on the windlass-shaft, and from the windlass this movement transmits the power to the capstan by means of large bevel-gear on the windlass-shaft through the bevel-pinion on the capstan-shaft. In this form last mentioned both the bevel-wheel and the pinion are made to do double duty, first, in driving the windlass by hand-power by means of the capstan, and, secondly, in trans mitting the power from the engine to the capstan through the windlass. This causes an undue strain on this bevel wheel and pinion and a correspondingloss of power by frictionwhen driving the capstan by the engine, as the gears are proportioned about four to one, or upward. It is also necessary on all the present styles of combined brake or capstan and steam windlass to disengage or unlock some portionl of the gearing when changing from steam to hand power or the reverse. Further, on all the present forms of combined capstan and windlass but one rate of speed can be obtained on the windlass-shafts from a given number of revolutions of the main shaft.

The difficulties hereinbefore specified are all met bythe construction hereinafter eX'- plained, the first point in which consists in the construction and arrangement of worms and worm-wheels or equivalent gearing, so that either the windlass or the capstan, or both together, can be driven direct from the crank-shaft by one or more engines; second, a construction whereby the windlass can be driven directly from the crank-shaft'of the engine, or the power may be applied directly to the capstan-shaft and thence to the windlass by means of gearing on the capstan- 6o shaft connecting 'it to the windlass, whereby also the windlass may be worked by handpower from the capstan. This permits either single or double screw purchase on the windlass; third, in connection with the system of wormor other gearing, the wheels having movable rims connected by pawls to the wheelcenters, which are keyed to the shafts, whereby the rims serve to turn the shaft in one direction, or may allow the shaft to work 7o freely in the same direction without moving the rim.

Our said invention is illustrated in the accompanying drawings, in which- Figure l shows the invention in plan View; Fig. 2, an end elevation of the same. Fig. 3 is a side elevation partly broken away of the peculiar form of gear-wheel. Fig. 4 isa ccntral cross-section of the same.

The form shown in the drawings is of that 8o class in which the engine is mounted on the same base with the windlass. The base is shown atA. The windlass-shaft B is mounted inbearings on this base, and there are engines O C connected to the crank-shaft D, all mounted on the same base in suitable supports. The Windlass and its shaft are of ordinary construction, except in the parts hereinafter described. On the shaft are two gear- Wheels E F. The wheel E, which is a worm- 9o gear, is in engagement with the worm e on the main shaft D. This shaft carries another worm g near its end, which is in engagement with the worm-wheel G on the capstan-shaft H. The steam capstan-shaft H has below the worm-gear G a worm f, which engages with 4 the worm-gear F on the windlass-shaft.

It will be understood that the shaft H ex-A ten ds upward through the deck above and carries thereon the ordinary capstan belonging 10o to this class of windlasses. Such capstans of course are provided with means whereby they may be turn ed by hand. The particular con struction of the wheels E F G is shown in Figs. 3 and et. In these the center ofthe wheel, or the part which is keyed to the shaft, is marked K. The form shown in Fig. 3 represents all of the three wheels specified. These central parts K have a plain periphery, (indicated by the line 1,) and on this periphery is a rim la, arranged when not held by the pawl to turn freely. rPhe inner surface of the rim is provided with one or more shoulders m, abrupt on one side and inclined on the other. The part K carries a pawl n, moving radially in suitable guides and normally pressed out'- ward by means of a spring o. Then the rim t is moved by the worm in the direction of the arrow, it carries with it the central part and turns the shaft; but when the rim is moved in the opposite direction the inclined part of the shoulder rides freely over the inclined part of the pawl and is without effect upon the central part of the wheel, and the same etects are produced when the central part is moved in the same directions. This construction of the wheel, as above described, is not shown in Figs. l and 2, but will be understood.

The arrangement of the parts of the wheel E is such that when its cogged rim is turned in the direction of the arrow l of Fig. 2 it carries with it the shaft andturns the windlass, for the reason that the abrupt shoulder on said rim (shown at 8 in dotted lines) engages with the pawl. (Shown also in dotted lines.) This connection drives the windlass at a certain speed, and during this time, while the worm g is in engagement with the rim of the gear G, the gear is kept from rotating by throwing out the pawl 10, which ordinarily engages with the shoulders of the rim of t-he gear. Then it is desired to rotate the eapstan, however, the pawl of the gear G is placed in engagement with the shoulder of its rim, and thus as the shaft D rotates the gear G is likewise rotated, and through itthe capstan-shaft. Then it is desired to run the windlass-shaft at a different rate of speed and at the same time with the capstanshaft, we transmit the power through the shaft D, worm g, gear G, and to the windlass-shaft through the Worm fon the eapstan-shaft II and the wheel F on the windlass-shaft.

Manifestly the capstan-shaft may be operated by hand in the ordinary manner, and when it is connected with the shaft H, being turned in the direction of the arrow 2, it will carry the pawl thereon over the inclines IO, and through the worm f will operate upon the windlass in the manner above described.

The connections between the rims and the centers of the wheels are essentially pawl-andratchet connections and of course may be greatly varied in form. I have shown wormgears as the simplest Lforin of construction but it will be understood by those skilled in the art that other forms of gears maybe used instead. The pawls may be thrown out very easily to direct the power as desired.

XVe claim as Our inventionl. In combination with the main driving shaft of a'combined capstan and windlass, a wheel having its center keyed to the windlass-shaft and its rim independent thereof and connected thereto by pawl and ratchet between said rim and shaft, and a second eapstan-wheel, as G, also having its eenterkcyed to the capstan-shaft and its rim independent thereof, but connected -thereto by pawl and ratchet, the said rim of the capstan-wheel being also connected by gears to the main shaft, all substantially as described.

2. In combination with the main drivingshaft of a combined capstan and windlass, a wheel having its center keyed to the windlassshaft and its rim independent thereof and connected thereto by pawl and ratchet between said rim and shaft, a second capstan-wheel, as G, alsohavingits center keyed to t-he capstan-shaft and its rim independent thereof, but connected thereto by pawl and ratchet, the said rim of the capstan-wheel being also connected by gears to the main shaft, a second wheel, as F, having its center keyed to the windlass-shaft, and a rim independent of said center, but connected thereto by pawl an dw ratchet, the said rim of the wheel F being geared to the capstan-shaft, all substantially as described.

3. In combination with the main shaft D, the worm c, and the worm-gear E, having independent rim and the center keyed to the windlass-shaft, with the pawl-andratchet connections between the rim and center, the worm g on the shaft D, the capstalrshaift 1I, the worm-gear thereon, as G, hztving its center fixed to the shaft, the independent rim, and the pawl-and-ratchet connections, all substantially as described.

et. In combination with the main-shaft D, the worm c, and the worm-gear E, having independent rim andthe center keyed to the windlass-shaft, with the pawl-and-ratchet connections between the rim and center, the worm g on the shaft D, the capstan-shaft II, the worm-gear thereon, as G, having its cen ter fixed to the shaft, the independent rim, and the pawl'and-ratchet connections,'a worm fon the capstan-shaft, a worm-gear F, having its center keyed to the windlass-shaft, an independent rim, and pawl-and-ratchet connections between the center and the rim, substantially as described.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

JACOB R. ANDREWS. ERNEST F. KELLEY.

Witnesses:

R. W. STEARNS, W. F. 'ALeoMnn IOC