US483158A

US483158A - Screw-propeller

Info

Publication number: US483158A
Authority: US
Publication date: 1892-09-27
Anticipated expiration: 1909-09-27

Description

(Model.) 4 Sheets-Sheet. 1. J. MAGHAPFIE.

SCREW PROPELLBR Patented Sept. 27, 1892.

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(Model.) 4 Sheets-Sheet 2. J. MAGHAPFIE. SCREW PROPELLER.

Patented Sept. 27', 1892.

fm2/anion (Model.) 4 Sheets-Sheet 43. J. MAGHAFPIB.

SCREW PROPELLER.

No. 483,158. Patented Sept. 27, 1892.

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(Model.) 4 Sheets-Sheet 4. J. MAGHAFFIE.

SGRBW PROPBLLBR. No. 483,158* Patented Sept. 27, 1892.

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UNITED STATES PATENT OEEIcE,

JOHN MACHAFFIE, OF SOHENEOTADY, NEW` YORK.

SCREW-PROPELLER.

SPECIFICATION forming part of Letters Patent No. 483,158, dated September 27', 1892. Application flied January 14, 1891. Serial No. 377,706. (Model.) Patented in England August 7, 1890, No. 12,361.

.T0 all whom it may concern:

Be it known that I, JOHN MACHAFEIE, a subject of the Queen of Great Britain, and a resident of the city of Schenectady, county of Schenectady, State of New York, United States of America, have invented certain new and useful Improvements in and Relating to Propellers of the Screw Type, applicable for the propulsion and steering of any vessel or body on or in Water or air, (patented in England August 7, 1890, No..l2,36l,) of which the following is a specification.

This invention relatos to an improvement in screw-propellers.

My invention consists in the devices and special arrangement thereof, as set forth hereinafter, and particularly brought out in the claims.

In order that my said invention may be properly understood, I have hereunto appended six explanatory sheets of drawings, whereon Figure l is a longitudinal sectional elevation of the citropeller with'its appurtenances. Fig. 1f is a sectional view of the device for operating the shaft A longitudinally. Fig. 2 is a longitudinal sectional elevation of the citropeller without clutch-tube arrangement, and showing a pivot-pin in lieu of same, and the floats are the blades of any ordinary screwpropeller here shown as adopted. Fig. 3 shows removable blades fitted to oitropellerboss. Fig. 4 is a longitudinal side elevation of citropeller adopted as ahelm in connection with a screw-propeller. Fig. 5 is alongitudinal side elevation of citropeller adopted as a helm in combination witha citropeller proper. Fig. 6 shows a modified form of citropeller of Fig. 7. Fig. 7 is a view of the telescopio link shown in Fig. 6.

In the drawings the same reference letters, wherever repeated, indicate similar or like parts.

As will be seen at Fig. l, the outer extremity of the driving-shaft A of the citropelleris made or bent or cranked to an angle with the general line of the shafting, and at the bend there is a solid tapering or lobe-sided shoulder BB', so made or tapered or lobe-sided, as shown, that the boss O, thrust-block D, and clutch-tube E are retained in suitable relation to the shaft A and to each other and to aid in counterbalancing the necessary eccentricity or bend or crank of the outer extremity A of the shaft A. The feathering-blades F of the citropeller are preferably similar in shape to the ordinary screw-propeller blades, the twist or angle of the blades being dependent on the angle to which the outhu ng extremity A of the driving-shaftA is bent to the general line of the driving-shaft or to the general line of propulsion. The hub orboss C of the blades F is preferably fitted with a series of balls G2, partly sunk in the driving-shafts portion A', thus enabling the citropeller-boss to be operated simultaneously with the shaft A, the boss engaging with and rolling upon face M of the thrust-block D, which block is fitted on the stern-post of any ship, vessel, boat, or any similar craft, while the driving-shaft A revolves freely within the boss C when it, with shaft A, is drawn inward, and said boss C engages with the clutch-tube E, thereby revolving with said clutch and shaft and causing the citropeller to propel in a reverse direction when the shaft A is pushed outward. The apparatus for causing the inward and outward movement of the shaft A will be hereinafter described. The boss O is also preferably fitted with balls Il to insure rolling contact with the part A of the shaft A and with the shoulder B Over the shoulder B B the clutch-tube E is fitted, so as to have sliding contact with the shoulder B B which shoulder is of a polygonal (regular or irregular) external form, so as to drive the clutch-tube round with it when the shaft A revolves'. The clutch-tube E is fitted with balls K to insure rolling contact between it and the thrustblock D. The clutch-tube is lnade with a solid collar L to retain it in fixed relation to the thrust-block D, so that when the driving- A shaft A is moved inward or outward or held in a midway or neutral position, as hereinafter described, the boss C is engaged in rolling contact with the thrustblock D or clutched to clutch-tube E or is left free, as the case maybe, so that the shaft can revolve freely within the boss C, or the boss may revolve with the shaft, thereby propelling forward or backward or not while the engine and driving-shaftA may be revolving continuously in one direction in all three cases. The clutch-tube is also made propelling at all,`

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` tted with an eccentric collar M to insure clutching action with an eccentric face N, made on the boss C, when the shaft A is pushed outward, and the clutch-tube may preferably be made more lobe-sided than its designed mechanical effects require, so that extra weight so placed may aid in counterbalancing the necessary eccentricity or bend or crank of shaft A, and, moreover, clutchtube E maybe made of more than one piece or of special shape, so that it may be put suitably into its required position.

TheV plugs O are for filling Y the holes through whichl the antifriction-balls are inserted.

The th rust-block D is or may be tted with a series of balls P to insure rolling contact with the shoulder B B on the shaft, and it may be hollowed out at its inner end and closed with any well-knownand suitable form of packing, so as to form a stuffing-box Q, through which the shaft A works. The stuffing-box, which is provided with a stuinggland R, prevents leakage of Water into the ship or vessel or boat or any other craft, as the case may be, floating on or in water.

The thrust-block D and boss C are faced endwise at M', so as to insure the required end or edge rolling contact between them to transmit F thrust, as well as to produce a slow revolutionary action of citropeller, for the purpose aforesaid, and :may be also faced peripherally, as indicated in dotted lines at N', so as to insure the required peripheral (practically) rolling contact between them to check then off: sliding tendency of boss C while said surfaces are in rolling action, also for the purpose aforesaid.

The hole W, made at a slant through the thrust-block D and the post of a ship, vessel, boat, torpedo, or any Water-craft and communicating with a groove W made around the inner surface of said block D, is for lubricating purposes. The shaft A is also preferably bored with a channel U, which comm uni cates with the groove XV and as the shaft revolves carries lubricant to the several bearings of the citropeller. Lubricant is supplied to the channel or hole vW from any suitable source of supply through a tube or pipe X.

The thrust-block D may be secured in position to a ships, vessels, boats, torpedos, or any crafts post X by means of studs D.

For drawing in, thrusting out, and holding in a neutral position the driving-shaft A there is provided at any suitable part ofl a ship,

Y vessel, boat, or any craft, as the case may be,

a cylinder Y, Fig. l, having a piston G, connected to or fitted or made as part of the shaft A. The piston has, preferably, cup-leathers G shown on each side; but any Well known and suitable cylinder or piston-packing may -be used. The general construction of the cylinder, with its valve T, ports T and the other necessary appurtenances,is of any well-known and suitable type. The driving-shaft passes right through the cylinder and works pressure-tight in stuffing-boxes Z Z at each end of the cylinder. The slide-valveT is made and fitted so that in one position the pressure (somewhere aboard conveniently accumulated and ready for use) can act freely on both sides of the piston G, thus retaining the shaft A in a non-propelling relation with the citropeller or in other positions, so that the pressure acts on one side or the other of the piston, thus throwing the boss C in contact with either the clutch-tube E or the thrust-block D, according to whether a forward or reverse propulsion is desired. VIt will be seen by referring to Fig. 1 that there is a space left between the clutch-tube and the shaft. The amount of travel of the shaft is very smallin fact, only the amount represented by these spaces. By this construction the shaft may be easily forced outward until the boss C thereon engages the inner surface of the clutch-tube. The shaft in this event revolves independently of the propeller, as the friction caused by the contact of the boss with the clutch-tube exceeds greatly any friction between the shaft and propeller, and the clutch-tube, having avmovement independent of the shaft, is not affected thereby, and the propelling action is consequently in a reverse direction. The slide-valve T is operated by the lever T2, which is connected by a rodT3 with the engines or motors valve or valves or regulator or regulators, and also by means of suitable rod and lever or cog-Wheel or other suitable connections with the engine room or rooms, helmsmans cabin, the deck, or any other suitable part or parts of a ship, vessel,

boat, or any craft, as the case may be, so as to be operated by the engineer, helmsman, or commanding officer or any other officer, any of whom can by operating the valve T start, stop, or reverse the ships, vessels, boats, or any other crafts propulsion or course, as the case may be, independently of one another and without stopping or reversing the engines or driving shaft or shafts, according as to IOO whether one or more citropellers may be used,

thus saving time in avoiding collision or certain other accidents to which swift-moving ships or vessels or boats or similar craft are exposed.

F is the pipe or tube for the steam, air, water, or other uid pressure to act the piston G.

In Fig. 2 it will be observed that the antifrictionballs F F and I-I H, also clutch-tube E, (shown in Fig. 1,) are omitted, and pivot P5 is shown attached rigidly to aforesaid vessel or body,'thus indicating that if in any case the peripheral contact N of the boss C and the block D is found to be or isdesigned to be of sufficient check to the aforesaid off-sliding tendency of boss C, so as 'to practically cancel the sliding friction in bearings due to strains caused by the bent or cranked extremity A of shaft While'propelling, and also if in any case said pivot P5 is preferable to said clutch E, then those omissions of said balls F F II H and clutch E and insertion of pivot P5 aifords or provides a simpler construction Without any detrimental eects or changes to or in the practical Working of the citropeller or its applications. The stern-post or dead-Wood7 m is shown in Fig. 2 as de-` signed to accommodate the pivot P5 and the citropelleriioats; but this may not necessarily be the method or design in all instances. P6 is a series of holes all round boss C, so that pivot P5 Will enter one in all positions of citropeller.

In Fig. 4 is shown a citropeller adopted as a helm, VV being hinges on which the hoop V2 acts and P a rigid pin (shown dotted) iixed to hoop V2. To the pin P is rigidly fixed by means of pin PS, so as to prevent any revolutionary action of the citropeller, a suitable circular or spiral spring S, and at or near the mid-length of the spring S are rigidly and suitably attached by any Well-known and suitable device any convenient and suitable number of suitable blades F. On one of the blades R of an ordinary screw-propeller is fixed a second rigid pin P2, which is free to revolve Within the spring S, and by any well-known and suitable device the pin P2 at the same time retains the spring S in fixed relation to the propeller-blade R', so that When the engine or propeller shaft A revolves the blades F of the citropeller perform an oscillatory reciprocative feathering propelling action in unison with the sci'ewpropellers action, in Whichever direction, caused by the hoop V2 turning on its hinges V V', thus steering or assisting in propulsion, or both, by thrusting the stern of the ship, vessel, boat, or any simi- `lar craft, as the case may be, to one side or other or straight forward or astern.

In lieu of the spring S, as hereinbefore described, Fig. 4, there maybe used a telescopable link S', Figs. 6 and 7, connected to the propeller-blade lt by means of the ball-andsocket (or any equally universal and suitable arrangement) joint P4 and connected to hoop V2, by means of a non-revolutionary ball and socket (as, for instance, a ball and socket with a suitable internal feather) P3; but any suitable non-revolutionary universal joint may be used in lieu of the ball and socket P2, thereby affording a less expensive construction, though more rigid device, and therefore more easily broken by obstruction than is that shown in Fig. 4.

Fig. 5` shows a citropeller adopted as a helm in combination with a citropeller proper, the telescopable link S' also being used in this case; but the non-revolutionary universal joint P2 is in this case on the boss C of the citropeller proper and is preferably shown as a ball and socket similar to P3 of Fig. 6; but any suitable form of universal joint may be used, and a telescopable link S is preferably shown, Fig. 5, because the universal joint (here shown as ball and socket; but any other type suitable may be used) P4 is revolutionary and in this case connected to hoop V2, so y hoop V2 turning on its hinges VV', thus steering or assisting in propulsion, or both, by

thrusting the stern of the ship or vessel or boat or similar craft, as the case may be, tothe one side or the otheror straightforward or astern, and, moreover, the blades F are similar in every respect to the blades F of the citropellei1 proper and are of any convenient number suitable, from one to any number, and attached to the said telescopable link S similarly to the blades F. (Shown in Fig. 6.)

Although I have shown on my drawings convenient methods of carrying out myinvention, I do not limit myself to the exact arrangement or arrangements of parts thereon shown, as the arrangements may manifestly be slightly altered to suit dierent requirements, and although I have only shown the improved propeller or citropeller as adapted to marine ships it is to be understood that it may be used efficiently and advantageously for propelling or steering or both propelling and steering any vessel or body on or in Water.

Having fully described my invention, what IOO I claim, and desire to secure by Letters Paty l. In combination with a driving-shaft, a propeller driven thereby provided `With radially-extending blades, the axis of the propeller extending at an angle to theline of the driving-shaft, said propeller being free from restraining connections to prevent rotation,

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tion, a hub fitting over thesaid bent end, and

propelling-blades extending from said hub radially, said hub being free to rotate, substantially as described.

3. A propeller consisting of blades secured to a hub, an eccentric driving-shaft fitting4 said hub loosely, and means for clamping the hub to the driving-shaft, whereby it is actuated by the rotation of the driving-shaft, sub-W stantially as described.

4. A propeller consisting of blades secured to a hub and a cranked shaft having a reduced end portion forming a shoulder, said hub fitting said reduced end and bearing against the shoulder formed by the reduced end of the shaft, substantially as described.

5. A propeller consisting `of a shaft having a cranked free end, propeller-blades carried by a hub fitted to said cranked end, and a thrust-block encircling said shaft to sustainy the thrust of the parts, substantially as described. f

6. A propeller consisting of a cranked shaft,

propeller-blades, a. cranked shaft adapted to receive the hub, a clutch-tube encircling the end of the hub and shaft, a collar on the shaft, and a power device encircling the collar and adapted to apply power to one side or the other of the collar to move the shaft, substantially es described.

In Witness whereof I have hereunto set my hand in presence of two Witnesses.

JOHN MACHAFFIE.

Witnesses:

GEORGE ll. RUPLEY) ROBERT MILNE