US617633A

US617633A - brinkmann

Info

Publication number: US617633A
Authority: US
Publication date: 1899-01-10
Anticipated expiration: 1916-01-10

Description

nu. 617,633. a rammed 1an. 10,1899.

n. BnmKMANN. l v l SHIFTIIG, REVERSINB, MID GNTRULLING IEGHANISM FOR VESSELS.

6 Sheets-Sheet l.

(Application led June 7, 1898.1 (llo Model.)

m. Nk. o o ,o m. O QI Q u O o O oozloo O O e0 oo O O \J\M e e o b\ wx W MN s@ o G o o 0 .,w. w%`\ VBO mu N0. 6|7,533 Patented lll. l0, |899.

H. BBINKMANN.

SHIFTING, REVERSING, AND CONTROLLING MECHANISM FOR VESSELS.

(Application led June 7, 1898.1

6 Sheets-Sheet 2.

(No Model.)

@Hannut No. 6|7,633. Patented lan. l0, |899.

' H BRINKMANIL SHIFTING, BEVER-SING, AND CUNTROLLING MECHANISH FDR'VESSELS.

(Applicgcion med June 1, 159s No Model.) v v s sheets-sheet 3.

Patented 1an. lo, |899.

` H. BRINKMANN.

SHIFTING, REVERSING, AND CONTRULLING MECHANISM FUR VESSELS.

(Application led June 7, 1898.\

A6 Sheets-Sheet 4.

(No Model.)

Q my, moe

affanni,

No. 617,633. Patented 1an. lo, m99.

n. BnmKMAnN. SHIFTIN?, REVEBSING, AND GDNTHULLING MEGHANISM FOR'VESSELS.

(Application iled June 7, 1898. (No Mudel.)A

6 Sheets-Sheet 5.

I I I annum, I

v Sheets-Sheet 6.

Patented lan. l0, |899.

H. BRINKMANN.

(Application led June '7, 189B.)

SHIFTING, REVERSlNG, AND CUNTRULLING MECHANISM FOR VESSELS'.

(No Model.)

Si if@ UNITED STATES` HEINRICH BRINKMANN,

PATENT OFFICE. 1

orv MUNICI-I, GERMANY.'

^ SHIFT-ING, REVER'SING, AND CONTROLLING MECl-IANISM FOR VESSELS.- A

' srncrmcuron forming pm of Letters Patent No. cimes, dated JanuaryV 10,1899.

Application llled June 7, N98.

To VLtZZ whom it may concern:

. Be it known that I, HEINRIcn BRINKMANN, a citizen of Germany, residing at Munich, in -the Empire of Germany, have invented certain new anduse'ful Improvements in Shifting, Reversing, and Controlling Mechanism for Vessels; and I do hereby declare-the following v to be a full, clear, and exact descripof a vessel or fromits deck.

My invention consists in the features, de-

y tails of construction, and combination of parts which will first be described in connection with the accompanying drawings, `andV then lparticularly pointed out in the claims. VIn the drawings, Figure 1 is a diagrammatic view of an apparatus embodying my invention; l i'gs.- 8, 4, 5, and 6, similar views;

-each illustrating a separate embodiment of my invention. Fig. 7 is a detail View of the throttle-valve, and Fig. 8 a similar view of a throttle-valve device opened by one piston.

Referring to the drawings, X is a throttlevalve device placed in the main steam-pipe' X', which leads from lthe boiler to the engines whichv are employed to rotate the propeller, said boilers-and engines not being shown, as they constitute no part ofthe presentinvention. This throttle-valve is preferably of the form described in my application, Serial No. 663,326, filed December' 24, 1.897, and is as follows: v Y Y The steam-supplypipe X' is'provided with a throttle-valve e, Fig. 7, insuch a manner that the 'steam in thesupply-pipe X will tend to open the valve, the live steam .passing in the direction of the arrows. On *the upper portion of the throttle-valve body is securedy the framework of the valve-operating'mechanism, said framework being providedwithY Aa downward-extending plug h, which enters an opening in the top of the valve-body and Servesas a stop device to limit the upward.

- propeller.

sein 30.582.853. (mman.)

'said framework and is provided with a crossarm f, pivoted to its upper end, the stem being suitably packed where 'it passes through against packing e4.. v e

At each side of the valve-stem e2 'ranged two cylinders, formedimthe' framework, within which are pistons c k', having piston-rods k2 7c3, respectively, connected by links f2 to the ends of the cross-arm f. The cylinders `are provided ateachfend with port-s for a purpose hereinafter described.

Y, Figs. 1 to 6, is a propeller-blade-adjusting mechanism of any suitable constructionsuch, for instance, as shown kand described ,in my application, Serial No. 660,949, filed These partsare constructed, preferably, as follows: k The propeller head or body is composed of three sections at, a', and I). is screwed upon the shaft proper, which is hollow, while the section a is a circular piece firmly connected tothe cap b by. screws, one of which is shown at Il. The third section a' is u sedas a rear capto protect the end of the are ar- The section b movement the throttle-valve e, the latter having-a stem e2, which projects'throughthe v 4the framework, as byagland es, screwed into an opening in the framework andvbearing.

December 6, 18W-this being connected to a propeller Z, also disclosed in said application.

f The propeller-wings A, of which only one `Is shown, are journaied in sockets at the j unction of jthe section b and the central section a,.one half of each'k journal being formed in one section and the other half, in the other section, whereby the propeller-blades may be readily inserted or removed by separatin g said sections. Each propeller-wing A carries a `bevel-gear 'm 'at its lower end, which gears project beyond the central section a and mesh with a second bevel-'gear m', fixed upon an adj usting-shaft w, which extends through the central section a and is steadied at its outer end by means cfa center screw (l, screwed through'the cap-section a".' 'The adjusting.

the :coupler Z "with arscrew-lhrcad .,Z' of high IOO pitch,`the,angle of the thread being preferably from sixty to eighty degrees. On this screw-threadedportion is placed a nut g, connected to two rods h', which extend through holes in the'cap' q, which forms the forwardv a rock-lever p, having its ends provided with slots p2, in which are movably mounted jonrnal-boxes s, through which pass studs or pins s', fixed in cross-heads s2, movable in slide'- ways s3 and secured to the ends of pistonrods t t', whose pistons aremovable in cylinders t2, each of which is provided with a port at each end for a purpose hereinafter described. 'lo the studs s' are also connected links o, which have their outer ends pivoted to slide-blocks o', movable in guides o2, arranged at right angles to the direction of movementofthepistons. Outsidetheseslideblocks are placed springs o3, adjustable in tension by means of screws o4, bearing on the outer ends of the springs. l

The pistons and rock-lever compose .what I will term a shifting and reversing` mechanism, while the guides o2, slide-blocks o', springs o3, and the links o constitute a brake mechanism. The said lshifting and reversing mechanism is similar in construction and operation to that disclosed in my'Patent No. 585,649, issued July 6, 1897, while the brake mechanism resembles in general that shown and described in my Patent Ne.571,745, issued November 24,1896.

The present' invention consists in means whereby by a single lever the shifting and reversing mechanism and the throttle-valve device are suitably operated simultaneously in such a manner as to adjust the propellerblades as may vbe desired landcorrespondingly regulate the speed of the propeller-engines by controlling the supply of steam to .said engines through the throttle-valves.

ln Fig. 1 I have shown one manner of carrying out my invention. In this figure, n is a valve-chest having a steam-inletn supplied with steam from any-.suitable source. This valve-chest has an exhaust-port n2, and at leach side ot'v it two outlet-ports 113 rn.4 n l11"'. fi thin the valvechest is located a slide-valve fn", of the usual D shape, arranged to control the supply of steam to the desired outletports and moved by a valve-stem n", conconnected to the corresponding ports at the rear ends of the cylinders t' of the shifting and reversing gear by steam pi pcs U' and U", while the outlet-ports 'n.5 and fn are connected to the eorrespondin g ports at the forward ends of the said cylinders, by the pipes U? and U3.

The ports at the upper ends of the cylinders of the throttle-valve mechanism are connected bypipes V and Vsto the pipes U and U, respectively, while the ports at the lower ends of said cylinders are connected by pipes V2 and V4 to pipes U2 and U4, respectively.

The operation of the device shown in Fig. v

1 is as follows: 'When the hand-lever nl" is in the position shown in Fig. 1 at 1, steam will pass through the pipes U' and U4 and through the pipes V' and Vfl while the pipes V2 and V3 and the pipes U2 and U3 will be in communication with the exhaust-port n2. The rock-lever pof the shiftingand reversing mechanism will be held in the position shown in Fig. 1, so that the propeller-blades will be in a position to drive l.the vessel'ahead. At the same time the piston :kof the throttlevalve device will be raised, while the piston k will be lowered, thereby openin g the throttle-valve e and permitting the propeller-engines to receive a full supply of steam. lf now it is desired to reverse the direction of movement of the vessel, the hand-lever fnl" is shifted to the position 3, so as to move the slidevalve n7 to a position opposite that shown in Fig. 1, during the progress of which movement the said slide-valve first connects the pipes U4 and V4 with the exhaust-port n and simultaneously admits steam tothe pipesUi and V3, after which it also connects pipes U and V with the exhaust-port n2 and admits steam to the pipes U2 and V2. As soon as-the first-mentioned action takes place the steam passing through pipes U3 forces the pistonrod t of the shifting and reversing mechanism rearward, thereby moving the corresponding end of t-he rock-lever p' rearward, and thus moving the sleeve 71.2 to its intermediate position, whereby the nut g is also forced rearward and the adjusting-shaft 'w turned to a sufficient extent torotate the propeller-blades to a position where they will have no tendency to propel the vessel in either .direction At the same time the steam entering pipe V3 will force the piston k downward and close the throttle-valve e, thereby shifting off a 'Leam from the propeller-engines. This first action stops the propulsion of the vessel, and if it be desired to accomplish only this the handlever n10 is not thrown to its extreme position, but is held at its intermediate point 2, Fig. 1; but when the lever has beenthrown fully over to the position 3, as previouslyvdescribed, the second action-viz., the admission of steam to pipes U2 and V2-causes the IOO LIQ

piston-rod t to be forced rearward, th us push' nut g still farther in the same direction and giving the adjusting-sha1' t uf a further rotation, whereby the propeller-blades are' rot-ated to a position for forcing the vessel astern. At the same time the steam passing through pipe V2 raises the piston 7c' and again opens thethrottle-valve e, thus giving a full head corresponding parts of its cylinders connected by pipes W W2, which are connected to pipes' U5 U, respectively, the latter pipes beingin communication with the outlet-ports a5 n3, respectively, of the slide-valve. The remaining outlet-ports 114016 are not connected to the shifting and lreversing mechanism, but are connected to the throttle-valve by pipes V7 and V8 in the same manner as in Fig. 1.

\ 'l' he only difference in the operation of' this construction from that shown in Fig. 1 is that there is no intermediate position in which the sleeve h2 may be retained, the pistonrods 't and t being moved simultaneously rearward or forward, :so that the propellervblades must be shifted from a position for driving the4 vessell ahead to a position fordriving it astern. The throttle-valve, however, willoperate exactly as described inconnection with Fig. 1, thus first shutting olii' the steam from the propeller-en gi n-es as the shiftying and reversing mechanism moves from one position to the other and then turning it on again. Y

In Fig. 3 I have shown a construction in which the slide-valves are provided with two ports H15 and n in addition to'those shown in Fig. r2. In .this arrangement the throttle-valve receives its steam independent of the supply to the shifting and reversing mechanism, which has its steam-pipe U5 connected to the outlet-port n. By this means the throttle-valve device has an intermediate position between its fully-closed and full y-opened positions, whereby the propeller-engines may ie given full steam ahead or rearward or only a limited amount of steam in either direction, the lever n1 -having five positions, as indicated in Fig. 3.

In Fig. 5 I have illustrated a construction similar to Fig. 3, with `the difference that a rotary valve is employed and the throttle.-

valveV device is somewhat altered.` This throttle-valve device, Fig. 8, comprises "a throttle-valve'et, a piston-rod k4,`.connected thereto,a piston k",and a cylinder klin which the piston moves, the steaml being supplied through pipes U7 and Ua to the upper and lower ends of the cylinder. In this arrangement the throttle-valve is moved at once from its position of entirely closed to full open.

In Fig. 5 is illustrated an arrangement similar to that shown in Fig. 3, with the enception that a rotary'valve is employcdsin place of the slide-valve.

In Fig.6 I have shown aconstructon wherein-the throttle-valve is` controlled by one slide-valve. n?, and the shifting and reversing mechanism is controlled by another slidevalve n", these two slide-valves being connected by a common valve-stem n, which is operated by a lever in the same manner as has been previously described.

Having thus fully described my invention, l

what I'claim as new, and desire to secure by Letters Patent of the United States, is'

1. Thecombiuation,withapropellerhaving adjustable blades, a propeller-blade-adjusting mechanismand shifting and reversing mechanism for actuating the said propellerblade-adjusting mechanism, off athrottlevalve device, for controlling the supply. of,

steam to the propeller-engines, means for actuating said throttle-valve, and mechanism arranged to simultaneously control the throttle-valve-actuating means and the shifting and reversing mechanism.

2. The c0mbination,with a propeller having Y adjustable blades, a propeller-blade-adjusting mechanism, a fluid-operated shifting and reversing mechanism for actuating the said propeller-blade-adjusting mechanism, of a throttle-valve device forcontrolling the supply of steam to the propeller-engines, fluidoperated means for actuating. said throttlevalve, and mechanism for controllingthe supply of fluid to the said throttlevalve-actuating means and the shifting and reversing mechanism.

The combination,with a propeller having adjustable blades, a propelling-blade-adjusting mechanism, and a {luid-operated shifting 'and reversing 'mechanism for actuating the loo said propeller-blade-adjusting mechanism, of

a throttle-valve device for con trolling the supply of steam to the propeller-engines, fiuidoperated means for actuating said throttlevalve, a slide-valve arranged to control the supply of Huid-to the said throttle-valve-actuating means and to the shiitingand reversing mechanism, and meansv for moving the throttle-valve.

4. The combination,with a propeller having IIO adjustableblades, a propeller-blade-adjusting mechanism, and shifting and reversing mechanism for 'actuating the said propellerblade-adjustingV mechanism, of a throttlevvalve device for controlling the vsupply of steam to the propeller-engines, means for actuating' said throttle-valve, mechanism arranged to simultaneously eontrol'the throttlevalve-actuating means and the shifting and reversing mechanism, and a brake device for holding the said shifting and reversing mec'hanism in its adjusted position. l v Y 5. The combinatien,with a propeller having adjustable blades, a propeller-blade-adjusting mechanism, and shifting and reversing device for holding the' said shifting and reversing mechanism in its adjusted position. Io 1n testimony 'whereof I al'lx my signature in presence of two witnesses.

HEINRICH RRINKMANN. Witnesses:

A. M. (JUIsUi-HUNG,- CARL MAYER.