US572781A - Island - Google Patents

Description

t e h. 8 w w h S s NL. D N HT. W B

7 (No Model.)

No. 572,781. Patented D sc. 8, 1896.

j lNVENTOR.

|s Firms :0. PHOTO-UTHO" WASH UNITED STATES PATE T OFFICE.

EDWIN H. IVI-IITNEY, OF EAST PROVIDENCE, RHODE ISLAND, ASSIGNOR TO THE AMERICAN SHIP WINDLASS COMPANY, OF PROVIDENCE, RIIODE ISLAND. I

SHIPS WINDLASIS.

SPECIFICATION forming part of Letters ZPatent No. 572,781, dated December 8 1896.

Application filed June 17, J 892.

To all whom it may concern.-

Be it known that I, EDWIN H. WHITNEY, of East Providence, in the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Ship-WVindlasses; and I do hereby declare that the following specification, taken in con-' nection with the drawings furnished and forming a part thereof, is a clear, true, and

I0 complete description of my invention. 7

My said improvements relate to what are known as steam-windlasses, and to that particular class wherein the power is afforded by double engines and communicated to the Windlass by means of a combined crank and worm shaft and a Worm-gear, an instance of which was disclosed in United States Patent to Winter and Manton, May 1, 1883, No. 276,988, and with the entire organization mounted upon a bed-plate, as disclosed in the patent to F. S. Manton, July 2, 1889, No. 406,144. In the said Letters Patent of WVin- I ter and Manton one complete organization was disclosed embodying upright engines,

and, in addition thereto, a modification was shown and described wherein the engines were inverted and power communicated therefrom to the worm-gear on the Windlass-shaft by means of a combined crank and worm o shaft, the latter being beneath the worm-gear. No windlasses of this latter type have been constructed prior to my present invention, the engines having been upright and coupled to an overhead crank shaft, which, being 5 combined with the worm-shaft, overlies the worm-gear on the Windlass-shaft. With these upright engines a reversing valve is employed, and heretofore said valves have been organized as separate and distinct structures 0 mounted upon the bed-plate adjacent to the cylinders, and hence they were heretofore not adapted for use with inverted engines; but I have now so organized the cylinders and the reversing-valve that the latter is not only used with inverted engines, but it also serves asa reliable tie-brace for the two cylinders, thus enabling the power to be communicated to the Windlass by means of a combined crank and worm shaft closely adjacent to the bed-plate, and to thereby economize in Serial No. 437,066. (No model.)

head-space and to avoid the heavyupwardlyextended supporting-standards or hearingblocks heretofore required, as well as to reduce vibration to a minimum, and, moreover, to enable the location of all of the working mechanism in positions readily accessible for observation, adjustment, and repairs. With the combined crank and worm shaft so organiz d with relation to the Worm-gear on the wind ass-shaftand the engines, the bearings for said shaft need be elevated but little above the bed-plate, and with the Worm located beneath the worm-gear and with the cranks beneath the inverted vertical engines I am also enabled to mount the Worm-shaftin bearings which are closely adjacent to the worm and longitudinally adjustable on the bed-plate; also, to utilize a part of said plate as a lubricating-reservoir for the gearing and other portions, as crank-pits, for the engines; also, to so locate the balance-wheel on the crank-shaft that it is readily accessible as a means for turning the shaft or the Windlass as during repairs, and when steam cannot be applied to the engines. I am also enabled to thoroughly inclose the Worm-gear in a pro tecting casing. The engines being inverted and the crank-shaft closely adjacent to the bed-plate, the vertical framing of the engines need be no heavier than is necessary'for properly supporting the cylinders and withstandin g the complex strains incident to the Working movements of their pistons, and no over: head bracing is needed for the engines, because, as hereinbefore indicated, instead of mounting the reversing-valve on thebed-plate, as heretofore, I havenow so devised the valve and its connections with the cylinders that it serves as a reliable tie-brace to the two cylinders, and it so cooperates with their supporting-standards as to reduce the liability of twisting vibrations to a minimum, while the controlling or hand lever on the-reversingvalve is now or may be located quite as conveniently to the hand of the operator and with reference to the brake levers of the Windlass as in any of the prior organizations.

My invention consists in certain details in construction and organization, and after fully describing the same in connection with the drawings the features deemed novel will be duly specified in the several clauses of claim hereunto annexed.

Referring to the drawings, Figure l illustrates one of my improved steam-Windlasses in one of its approved forms, the same being shown partially in front elevation and partially in longitudinal vertical section. Fig. 2 illustrates in plan view the bed-plate complete. Fig.3illustratesinpartialcross-section the worm-gear on the Windlass-shaft, its locking-head, the worm, its shaft, and the casing for the gear. Fig.4 illustrates in plan View the worm, its shaft, its adjustable bearings, and a portion of the bed-plate.

in section and with the casing for the wormgear partially removed. Fig. 6, in lateral section, illustrates the two cylinders and the reversing-valve coupled thereto, as in Fig. 1. Fig. 7,, in lateral section, illustrates a more compact organization of the reversing-valve with the two cylinders.

Referring to Fig. 1, it is to be understood that although the Windlass here shown is of a special class, devised with reference to use on war-ships and adapted to work with four anchor-cables and with steel-wire h-awsers, my improvements are equally applicable to smaller machines.

The Windlass-shaft A is carried in bearings on four suitable bits or pillow-blocks a a a a each bolted to the bed-plate B, whereon suitable seats, as at aflin each instance, are provided.

The shaft A loosely carries four Wildcats C O O 0 which are rotatively coupled to the shaft by means .of driving and locking heads D, keyed to said shaft and detachably coupled with the Wildcats by means of lockinggear, as heretofore disclosed in United States Letters Patent No. 403,356. Each wildcat has its own friction brake-band 1'), controlled by means of .a lever when applied to a brakesocket Z7, as heretofore, said sockets having seats on the bed-plate at 6 Below each wildcat there is a deck-pipe 0, these being constructed as disclosed in United States Letters Patent to Manton, No. 197,041. At the ends of the Windlass-shaft thereare drums or gipsy ends E, which are large and straightface'd to adapt them for use with wire hawsers.

Near the middle of the Windlass-shaft there is a beveled gear F, which meshes with a beveled pinion F on a vertical shaft F which, although broken away, is to be understood as extended upward through an overlying deck and carrying a capstan as is usual with combined steam-capstans and windlasses. The shaft F has its step on top of the bit a the rear portion of which, having its seat on the bed-plate at a serves as a pawl-bit, on which the pawls are carried, as indicated in dotted lines in Fig. 5, for engaging with the toothed periphery of an integral extension of the back of the gear F, said pawls being controlled for disengagement by means of a hand- Fig. 5 illustrates 1 the Windlass, partly in end view and partly lever at, so applied to the lower pawl of the set that when this is lifted it will cause the several pawls to be sequentially lifted from the ratchet-teeth after the manner disclosed in F. S. Mantons patent, No. 197,039.

Power is communicated to the Windlassshaft between the bits to and a by means of a worm-gear G, as shown in Fig. 3, loosely mounted on the hub of a driving-head G, which is keyed to the shaft and is rotatively coupled to the gear by means of block-keys e, occupying appropriate registering mortises in the head and gear, as heretofore patented. Below the worm-gear is a worm H, this and the gear G being of the Albro-Hindley type, the worm being machine-cut, double threaded, and conc'aved longitudinally or from end to end in conformity with the periphery of the gear, this construction and organization resulting in much economy in power and enabling proportionately greater speed to be attained, which is animportant consideration in the working of ship-windlasses.

The worm H is mounted upon a combined worm and crank shaft I, which lies but little above the bed-plate B, and, as shown in Figs.

at and 5, it is provided adjacent to the worm,

threaded holes in appropriate lugs on thebed-plate and abutting against the ends of the bearing-blocks.

On the shaft I, between the ends of the worm and the inner ends of the bearings, there are loose disks or flat rings 9, some of which are composed of bronze, which alternate with others composed of steel, so that the end thrust of the shaft is borne by said disks with a minimum of friction, and the adjustable bearings not only provide for the taking up of wear between the disks, but also for accurately adjusting the worm to the worm-gear.

The worm-gear is completely inclosed by a casing h, constructed in sections for convenience in application, thus protecting the gearin g from abrasive matter, and maintaining the lubricant in better condition than when exposed.

The bed-plate B is, for convenience in handling, preferably constructed in three parts, divided on lines at right angles to the windlass-shaft, and with the central section longer than either of the otherst-o afford a base ati for the engines K, crank-pits being formed in the bed-plate at t" beneath the outer portion of the worm-shaft I,which is also a crankshaft,havingan end bearing at i on the bedplate. The outerbearing at $218 upon a standard shown to be integral with the bed-plate,

but this standard has so little height that even if it was made separately and properly bolted to the bed-plate there would be little or no possibilty of the crank-shaft being vibrated,.although I prefer. the integral construction. The recessing of the bed-plate to form crankpits enables the worm and crank shaft I to be located so near the surface of the bed-plate as to render objectionable vibrations practically impossible. I

The reversible double engine K is vertical and inverted, its cylinders k it being supported by flanged standards k, which are bolted to the bed-plate and afford guides for the piston-rods, but being wholly independent of the crank-shaft the latter can impart no vibrations, its bearings being wholly upon the bed-plate.

At the outer end of the shaft I there is a counterwei ghted balan ce-wheel Z, having sui table radial mortises Z in its periphery, so that the shaft may be readily rotated by means of handspikes, as is frequently important.

The admission and exhaust of steam to and from the cylinders are controlled by the reversing-valve M, which is attached to both cylinders at one side in such a manner as to operate as a reliable tie-brace, as against torsional strains incident to the operations of the pistons and pitmen.

As shown in Figs. 1 and 6, the reversingvalve M is coupled to the two cylinders by oppositely-projecting lateral pipes m, strongly bolted to the cylinder-castings, and also by a flanged central section m, which overlaps or covers the parting-joint between the two cylinders. The vertically-sliding valve-piston n has a downwardly-projecting rod n, to which is coupled a hand-lever 02 provided with a segmental notched locking-plate and a handlatch, in a manner well known. A steam-pipe connection with the valve M is provided for at m and an exhaust-pipe connection at m as indicated in Fig. 1, the steamjoints of which are readily maintained intact, because of the freedom of the cylinders from vibration.

In Fig. 7 the reversing-valve M is less complex in its structure, and is bolted across the parting-line between the two cylinders, the castings of which are chambered, as at m m to perform duty as ducts, corresponding to that of the lateral pipes m, in the other instance, but in both cases the valve as a whole operates as an efficient tie-brace for the cylinders.

It will be seen that the weight and bulk of metal in the matter of engine-standards and in bearing-blocks or bits for the worm and claim as new and desire to secure by Letters Patent 1. The combination with a ship-Windlass, having on its shaft appropriate Wildcats, locking-gear driving-heads, and a worm-gear with its driving-head, of a pair of inverted vertical engines, mounted on a bed-plate common to the Windlass, and a combined worm-shaft and crank-shaft, mounted in bearings closely adjacent to the surface of the bed-plate, the worm on said shaft being beneath the worm-gear, and the cranks being beneath the engines, the bed-plate being recessed for afiording crank-pits for the engines, substantially as described.

2. The combination with the worm-gear of a ship-Windlass, and a pair of inverted vertical engines, of a worm beneath the wormgear, and a combined worm and crank shaft, provided with longitudinally-adjustablebearings adjacent to the worm, substantially as described.

3. The combination with the worm-gear of a ship-Windlass, of a worm beneath the gear, a pair of inverted vertical engines, and a reversing-valve attached to the sides of the cylinders, and overlapping the parting-line between the two cylinders, substantially as described.

4. In a ship-Windlass, the combination with the worm-gear on the Windlass-shaft, of a double-threaded worm which is below the gear, and longitudinally conforms to the periphery thereof, a worm-shaft, having longitudinally-adjustable bearings, both movable toward each other, and friction-disks onsaid shaft, interposed between the worm and said bearings, substantially as described.

5. In a ship-Windlass, the combination with the worm-gear on the Windlass-shaft, of a scribed.

EDWIN I-I. WHITNEY.

Witnesses:

GILMAN E. J OPP, GURTIs E. HILL.

IIO

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