US1197394A - Boat-lowering device. - Google Patents

Description

J. PHILIPPI.

BOAT LOWERING DEVICE.

APPLICATION FILED NOV. 4. 1915.

Patented Sept. 5,1916;

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APPLICATION .HLED NOV. 4. 1915.

Patented Sept. 5,1916.-

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1. PHILIPP I; BOAT LOWE-RIM DEVICE. APPLICATION men msv. 4. 191a.

Patented Sept. 541916.

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JACOB PHILIPPI, OF NEW YORK, N. Y.

BOAT-LOWERING DEVICE.

Application filed November 4, 1915.

To all whom it may 0072067 77 Be it known that I, Jaooe Pi-rrmrri, a citizen of the United States, and a resident of the city of New York borough of Manhattan, in the county and State of New York, have invented a new and Improved Boat- Lowering Device, of which the following is a full, clear, and exact description.

This invention relates to lowering devices for boats, as for instance, life boats on a ship, and has for an object the provision of an improved construction and arrangement whereby the boat is normally held properly in position on the ship but continually in condition for quick lowering regardless of the degree of listing of the ship.

Another object in view is to provide a lowering device for boats which normally holds the boats inverted while on a ship but which turns the boat over as the same moves to the deck level or other predetermined level, and previous to the filling of the boat with passengers.

A still further object in view is to provide an improved boat lowering construction which will move the boat clear of the ship and then lower the same, the construction including a brake mechanism and an automatic Checking mechanism so that the speed of the boat may be varied or the boat entirely stopped at any point during the lowering operation.

, A further object in view is to provide a boat lowering device which will readily lower the boat, the same being used in connection with what may be termed a sled for guiding the boat over the side of a ship when the ship lists.

In the accompanying drawings: Figure 1 is an end view of a boat and lowering device embodying the invention, the front inclosing wall being broken away for illustrating certain of the operating parts, certain parts being also shown in dotted lines for illustrating the movement of the boat and operating mechanism; Fig. 2 is a side view of the structure shown in Fig. 1., certain parts of the casing being broken away -for illustrating the operating parts; Fig. 3 is a sectional view through Fig. 2 on line 33. Fig. 1 is a detail view of the friction provided with pulleys and cables which Specification of Letters Patent.

Patented Sept. 5, 1916.

Serial No. 59,574.

must be properly manipulated to swing the boat free of the ship and to then lower the boat. In case a ship should list the boats on one side could be used while the boats on the opposite side would become useless where the ordinary davit or certain other of the well known constructions are in use. In the present construction means have been pro vided which will allow free use of all of the life boats of a ship regardless of the list. In fact, the boats may be lowered at any time before the sinking of the ship or the complete turning over of the ship.

In the drawings one embodiment of the invention has been disclosed showing the principle involved but it is of course understood that the parts may be rearranged in various ways and without departing from the spirit of the invention.

' Referring to the accompanying drawings by numerals, 1 and 2 indicate supports while 3, 1 and 5 indicate auxiliary supports and. inclosing means. These inclosing means may be sheet iron or any other suitable material which will properly protect the various operating parts both against the elements and against tampering by unauthorized persons. It is evident that the supports 1, 2 and 3 could be made of various sizes and may be of different shape provided they properly support the parts mounted thereon. The supports 1 and 2 are provided with pins 6 on which the boat rests 7 and 8 are positioned when the parts are in their assembled position. The supports 7 and 8 may be made of any material as well as the remaining features of the device. However, these supports are pre'lerably formed with projections 9 and 10 (Figs. 3) for preventing the boat 11 from moving sidewise, and, in fact, for holding the various parts in proper relative positions. These supports may be independent and preferably are connected together by bars 12.

Mounted on the boat 11 when the same is in its normal stored position is a construction 13 which may be termed a sled. This sled is provided with, runners 141 connected by comparatively large tubes 15 and 16 and also by a bar 17. A bracing bar 18 connects the outer part of the runners 1 1 with an arm 19 adapted to fit the contour of the boat 11, as more clearly shown in Fig. 1. If desired, the runners 11, bracing members 18 and the arms 19 may be formed from a strike the water in the proper manner.

single piece of material or may be formed independently. The runners of the sled are preferably made of an appreciable length so as to hold the boat in an upright position as the same slides over the 'side of a ship which has listed, and also to allow the boat to easily pass over obstructions or openings. The outer ends of the runners 1st provide means whereby the runners freely slide over any obstruction or opening on the side of a ship, whereby the boat 11 is allowed to The tubular construction of members 15 and 16 is such that they not only act as braces for the runners and associated parts but as floats for taking up substantially all of the weight of the sled 13 as the sled and boat enter the water and thereby prevent any tilting of the boat. As soon as the boat is supported by the water the automatic releasing catch or hook 24 operates and there by frees the boat from the sled so that the boat may be floated off while the sled is still connected with the mechanism on the boat which raises and lowers the same.

The aim in launching a boat is to launch the same in such a manner as to insure the occupants against spilling or against the entrance of a considerable quantity of water by reason of any tilting or turning of the boat. The sled 13 holds the boat in a proper upright position as it passes over the side of a ship in case a ship has listed, and when the boat strikes the water the sled is automatically released from the boat whereby the boat is not interfered with by the sled. In case the ship has not listed the boat 11 will naturally move down in the usual manner, the same being suspended by a chain 21 hereinafter fully described. In order to properly hold the sled 13 in position the same is provided with an extension 22 at each end to which the chain 21 is connected and to which the boat is connected through a suitable cable or other device 23, which cable or other device is connected to the boat 11 through an automatic release 2% adapted to release the boat as soon as the boat strikes the water, said release device being of a well known type and therefore forming no part of the present invention.

In order to utilize the boat 11 and also the sled 13 it is of course necessary to turn the boat over and move the same so as to clear the side of the ship adjacent the deck.

This is done as shown more particularly in Figs. 1 and 3, the mechanism particularly used being a system of levers and certain members for operating the same. It will be seen that the first movement of the boat 11 and the supports 7 and 8 is laterally or outwardly and then the supports are gradually turned, together with the boat, from an inverted position to the dotted position shown in Fig. 1, and from thence to the sec- 0nd dotted position. In the second dotted position the boat is in the correct upright position and certain mechanisms hereinafter fully described are operated for lowering the boat until it is level with the deck or lowering the same to any other convenient point so as to permit the passengers to enter therein. After the boat has been loaded the same is lowered by paying out the chain 21 to the desired extent. By reason of the sled 13 the boat may be lowered in a proper upright position regardless of whether or not the ship has listed. If the ship has not list ed the boat will naturally move straight down to the water but if the boat has listed in one direction the sled 13 will naturally engage the sides of the boat and move over said sides until the boat is supported by the water. In order to accomplish these results a lever 25 is pivotally mounted at 26 to each of the supports 7 and 8, said levers being connected with a second lever 27 pivotally mounted at 28 on the respective supports 1 and 2.

The detail construction shown in Figs. 1 and 3 will now be described, which refers to one of the lever mechanisms, but as the other lever mechanism is identical therewith said description will naturally apply thereto.

Lever 27 has a. link 29 pivotally connected therewith at 30, said link also being pivotally connected at 31 with an extension 32 of the segmental rack 33. The rack 33 meshes with pinion 34, which pinion is rigidly secured to shaft 35 and to which is rigidly connected a sheave 36 carrying the chain 21. WVhen the segmental gear 33 is moved to the dotted position shown in Fig. 3, link 29 will press against lever 27 for moving the lever to the dotted position shown in said figure, and as lever 27 moves the same will move lever 25 together with supports 7 and 3 and the boat and sled mounted thereon so that the respective parts will assume the position shown in dotted lines in Fig. 3. lVhen the boat is in this position the segmental gear 33 is disengaged from pinion 3 1 and the boat moves by gravity downwardly to the position shown in Fig. 1. The segmental gear 33 is moved by mechanism hereinafter fully described so that the extension 32 will push against link 29, which link in turn will push against the pin 37 ,which pin extends through the end of link 29, through a bracing link 38 pivotally mounted at 39 to member 7 and also extends through the lever 27. This pushing action by link 29 acts on lever 27 to swing the lower end thereof outwardly and also acts on the bracing link 38 to swing the upper end outwardly and to cause said link to assume a position which is substantially in a straight line with the auxiliary bracing link 10 pivotally mounted at 41 on one of the supports. The pivotal point 11 is rigidly connected with the auxiliary link 4:0 and extends through the support i so that the same may be rigidly secured to a release lever 42 provided with a stud 13 for engaging certain members hereinafter fully described for releasing the mechanism which holds the sheave 36 against rotation.

When it is desired to remove the boat from the position shown in full lines in Fig. 3 to the last position shown in dotted lines in Fig. 1, or to entirely lower the boat to the water, the pawl ls-L shown in Figs. 1 and is thrown back or out of engagement with the ratchet wheel and crank elf is rotated manually. Crank i6 is rigidly secured to shaft 4E7, which shaft has rigidly connected therewith a pinion 4S and also the arms 49 and 50 of the speed control 51 shown in detail in Fig. i. The arms i9 and 50 loosely engage friction members and 53, which members are normally held away from the stationary ring Si by springs 55 and 56. The ring 5-1- is rigidly secured to support 5 and acts as a frictionsurface against which members 52 and 53 press in case shaft i7 rotates at an undesirable speed, whereupon the shaft would be checked. It is evident that the springs and 56 could be adjusted so as to cause the friction members and 53 to operate at any suitable speed. The pinion 48 meshes with a gear wheel 57, which gear wheel is rigidly secured to shaft 58, which shaft in turn carries a pinion 59 rigidly connected there with. Pinion 59 meshes with gear wheel 60, which latter gear wheel is rigidly connected to shaft extending from one end of the device to the other, as shown in Fig. 3, so as to operate the link and lever struc ture at both ends of the device simultaneously.

It will be observed that there is a sheave 36 at each end of the device and that these sheaves are connected with shaft 35 so that as the crank 56 is rotated these sheaves will also be rotated for releasing the chains 21. The sheave 36 is so constructed as to cause the chain to be wound spirally thereon so as to insure a straight line pull and a straight unwinding action. The shaft 35 in addition to having gear wheel 60 secured thereto has the pinion 3i secured thereto which is designed to mesh with the rack 33, as shown more clearly in Fig. 3. It will thus be seen that by rotation of crank l6 shaft 35 together with the sheaves 36 will be rotated and the segmental rack 33 will be operated for moving the boat supports 7 and 8 outwardly at the same ratio as the chain 21 is released, the parts being properly proportioned for allowing the proper feeding of the chain without permitting an unnecessary lost motion. The crank l6 acts to move the boat out until rack 33 leaves pinion 34, whereupon the weight of the boat cured to shaft 58 and a friction band 63,

one end of which is connected at (34 to lever 65 while the opposite end is connected to lever 65 at 66. Lever 65 is pivotally mounted at 67 to the support i so that a movement in one direction will cause the friction band (33 to be tigl'itened while movement in the opposite direction will cause the band to be loosened. A spring (58 is connected to the outer end of lever 65 and is adapted to be adjusted by a bolt 69 for producing any desired tension on lever 65, said bolt passing through a lever '70 pivotally mounted on pin 4-1. A stop 72 limits the downward movement of lever so that the spring 68 normally holds the friction band 63 in engagement with the friction wheel 62. However, in order to release the friction band 63 a link 7 3 is connected with lever 65, which link in turn is pi votally connected with an extension H of the foot lever 75, which foot lever is pivotally mounted on a shaft 76 mounted in the various supports and 6X tending for the full length of the device, as shown in Fig. The lever 75 is rigidly secured to shaft 76 and has extending therefrom a hand lever 77, whereby the link 73 may be operated either by the foot or by the hand for stretching or overcoming the tension of the spring 68 and thereby releasing the friction band 63 which will allow the chain to feed out freely or at any desired saeed accordin to the amount of iressure exerted on the lever and according to the weight of the boat and its contents. The brake ($1 is arranged to act automatically,

that is it automaticallv becomes ti ht when lever 77 is released so that the movement of i the boat is automatically stopped unless the brake is positively actuated or released. In order to produce this result in addition to the automatic tightening of the brake, the irake is made sufliciently strong to support the boat and its contents at any point so that in order to lower the beat this brake must be released as just described, the degree of re leasing being determined by the operator in order to allow the boat to move outwardly at the proper speed. In connection with the brake and the operating parts it is to be noted that the brake is automatically released when the parts F'G being moved upwardly to the dotted position shown in Fig. 3 so that the crank and associated parts may be operated in order to move the boat to the full line position shown in Fig.

without strain on the lever 75, if so desired.

In other words, the brake is normally sufficiently loose to allow the movement of the boat without the actuation of the levers 77 or 75 until the boat assumes the position shown in Fig. 3. As the boat assumes this position the various levers heretofore operated will move until lever 42 has moved stud 43 so as to raise the arm or lever and thereby gradually bring the spring 68 under tension, and, consequently, bring the gripping band 63 under tension. When the parts are in the position shown in full lines in Fig. 3 the boat is held in position by the chains 21 in an inverted position so that in a storm the boats will not become disturbed and washed overboard. The chains 21 rigidly hold the boat in position without the use of lashing of any kind and presents the bottom of the boat to the waves which may wash over a ship carrying the boat.

In some instances it may be desirable to operate the lower mechanism by an operator standing in the boat. In a case of this kind a rope or cable of any kind may be secured to lever 77 and upon being pulled by the operator the mechanism will be actuated for lowering. Under some circumstances it might be diflicult for the operator to stand near lever 77 and in order to overcome his inability to stand in this position a wire mesh container or receptacle 8% is provided and secured to the platform on which the device is mounted, the securing being in any desired manner provided it is firmly and rigidly held in place. Preferably the lever extends through a suitable opening in the wire mesh so that the operator standing in the cage or receptacle 84 may operate lever 75 or lever 77. The cage 84 is smaller at the top than at the bottom but is large enough for an operator to enter from the top and is arranged to extend to a position approximately half way between the knee and the hip so that in case a wave attempts to wash him overboard he may press his knees against the cage while operating the lever 77 and be held in position thereby. The intention is to provide means for holding the operator in position while allowing him to have a free movement for operating the lever 77 and for looking over occasionally at the boat. By providing a cage open at the top and constructed smaller at the top than at the bottom, a retaining structure is presented which will allow a perfectly free movement of the operator while preventing the accidental removal of the operator by being blown or washed over board.

As heretofore described, shaft 41 shown in Fig. 3 has the lever 42 rigidly connected therewith, which lever carries the pin 43. As shown in Fig. 1, when the bracing levers 3S and 4-0 move to the dotted position shown in Fig. 3 pin 13 will engage the under face of lever 70 to which the spring 68 is connected, and as the boat begins to move under gravity the tension of spring 68 will be increased by pin 43 and lever 42 acting on lever 70 in such manner as to raise the same. By this construction and arrangement the boat and associated parts would be left in the position shown in Fig. 3 unless either lever 75 or lever 77 was operated. This is to prevent the accidental lowering of the boat or to prevent a person during excitement from lowering the boat at too great a speed.

After the boat has been lowered it is automatically released as heretofore described and then the work of the device embodying the invention is finished. If for any reason it should be desired to raise the boat after it has been lowered, the boat may be connected to the chain 21 by any suitable means, as for instance, the usual automatic release 21, and then the chains may be wound by crank 16, pawl 44 being moved to the position shown in Fig. 1. It is evident that the operator or some one must stand on the lever 75 or actuate lever 77 while this is being done. By actuating the lever 75 the boat will be raised to the last position shown in Fig. 1 and then to the first dotted position shown in Fig. 1, and finally to the full line position shown in Fig. 1, which is its permanent normal position. As the boat moves up and down the chain 21 passes over the sheaves 80, 81, 82 and 83. hen the boat moves to the first dotted position shown in Fig. 1 the chain 21 engages the sheave 83 and is about to leave the sheave 81. As the boat moves to the second dotted position shown in Fig. 1 the chain engages the sheave 82 and sheave 83 together with sheave 80. Upon the reverse movement the sheaves ustmentioned are engaged until the boat is in the dotted position shown in Fig. 3, whereupon only sheaves and 81 are engaged. These sheaves are preferably comparatively deep so as to provide ample guiding flanges for the chain in order to absolutely insure against any accidental dislocation thereof.

It is evident that slight changes and rearrangements of certain parts may be made if desired withoutdeparting from the spirit of the invention, provided the principle of the levers and associated parts is maintained. For instance, various forms of housings could be used without departing from the invention. In the drawings one form of housing is shown in which a metal casing 78 is used for covering the mechanism at each end of the device, said casing overlapping the top except at the point where the supports 7 and 8 enter. The casing between what are termed the supports 1 and 4 is provided with a door 79, shown more particularly in Fig. 3, which door may be provided with spring hinges if desired or any other suitable form of hinges, and also with a catch of well known structure, the detail features of which form no part of the present invention. The

sheet iron casing between what are termed the supports 2 and 8 is provided with a door similar to door 7 9 and will therefore need no additional description.

What I claim is:

1. In a boat lowering device of the character described, a boat support, means for moving said boat support to anouter operative position, means for lowering a boat from said support, and a cage arranged adjacent said last mentioned means, said cage being open at the upper end whereby the operator may be positioned in the cage and operate said last mentioned means without danger of falling.

In a boat lowering device of the character described, a boat support, means for moving said support outwardly and turning the same over so that a boat thereon is turned from an inverted position to an up right position, lowering means removably connected with said boat, said lowering means including a pair of chains and a sled for causing the boat to pass over obstructions and openings without appreciable tilting, a sheave for each of said chains formed of a width slightly greater than the width of the chain whereby the chain will be spirally wound thereon and thus the chains are fed mtwardly in a straight line, and means for controlling the operation of said sheaves whereby the boat may be lowered at any desired speed.

3. In a boat lowering device of the character described, lowering mechanism for the boat, and, a sled for holding the boat in an upright position and for guiding the same over the side of a ship which has listed, said sled comprising. a member overlapping the top of the boat, end members engaging the boat, runners connected with said end members and arranged to engage the side of the ship, and bracing members acting as floats and adapted to present su'flicient buoyancy for supporting the sled, whereby there will be no tendency to cant the boat when the same strikes the water. v

i. In a boat lowering device of the char acter described, a pair of supports for a boat, a system of levers for the supports, said levers being arranged to move the supports and the body carried thereby outwardly so as to clear the ship and turn the boat over as the boat is moved outwardly, suspending members for supporting the boat, some of said members being flexible, sheaves for said flexible members, means for controlling the rotation of said sheaves whereby the speed of movement of the boat is regulated and a sled connected to said suspending members acting as a vehicle for guiding the boat over obstructions and openings.

In a boat lowering device of the character described, a pair of supports for a boat, a chain for clamping the boat to the supports, a sheave on which said chains are wound, a shaft connecting said sheaves, means for controlling the movement of said sheave as the boat is lowered, and a lever mechanism for moving said supports so as to cause the boat to clear the ship and to turn over, said lever mechanism being first operated in timed relationship with the sheave and by mechanism connected thereto and then operated under the action of gravity, and means for controlling the movement of the lever mechanism while acting under the action of gravity.

6. In a boat lowering device of the character described, a supporting structure for a boat, flexible members, means for connecting said flexible members with said boat, sheaves for said flexible members, means for connecting said sheaves so as to operate the same together, a train of gearing for actuating, said sheaves, a crank connected with said train of gearing for actuating said train, a lever mechanism engaging said support and arranged to move the same outwardly so as to cause the boat carried thereby to clear the ship, a rack connected with said lever mechanism and meshing with some of the gears of said train whereby said support is moved simultaneously with the movement of said sheaves, and a frlctlon brake for regulating the speed of said sheaves after said rack has moved out of mesh with said train, whereby the speed of movement of the boat during the lowering thereof will be regulated.

7. In a boat lowering device of the character described, a support for a boat, sup porting chains, means for connecting said chains with said heat, a sheave for each of said chains, said chains bein wound on said sheaves, a shaft connected with said sheaves so as to operate the same simultaneously, a gear wheel secured to said shaft, a train of gears one of which meshes with said gear wheel, a manually operated member for actuating said train of gears, a pinion secured to said shaft and rotated thereby, a rack meshing with said pinion, a lever mechanism connected with said support, a link for connecting said. rack with said lever mechanism whereby said lever mechanism is operated simultaneously with the sheaves, said lever mechanism comprising levers arranged to move the boat support outwardly and to turn the same over during the movement, a friction brake for regulating the speed of rotation of said sheaves, and manually ope 'ated means for varying the action of said friction brake whereby the speed of lowering of the boat may be regulated.

8. In a boat lowering device of the character described, a support for a boat, a plurality of lever mechanisms for moving said support outwardly and turning the same over, each of said lever mechanisms comprising a pair of main levers pivotally connected together at one end, one of said levers being pivotally connected near the center of said support and the other being pivotally connected to a stationary standard, a bracing link connected to the outer edge of said boat support, an auxiliary bracing lever pivotally mounted to said stationary standard and to the free end of said bracing lever, an actuating link, a pin extending through said actuating link, one of said main levers and intermediate the ends thereof and through said bracing link, a pivotally mounted rack connected to the free end of said link whereby when said rack is moved said link will actuate said main levers and said bracing levers for moving said boat support outwardly and then turning the same over, a pinion for actuating said rack, means for actuating said pinion, supporting chains, means for connecting said chains with said boat, and sheaves on which said chains are wound, said sheaves being connected with the means for actuating said pinion, whereby the sheaves are moved so that the chains are paid out in proper relationship to the movement of the boat support as said lever mechanism is actuated.

9. In a boat lowering device of the character described, a supporting frame comprising end supports and connecting bars, a supporting chain for each end of said boat, means for connecting the chains with said boat, sheaves on which said chains are wound, and lever mechanisms for actuating said frame, each of said lever mechanisms comprising a pair of main levers pivotally connected together at one end while the opposite ends are pivotally connected to a stationary support and to one of said ends respectively, the lever connected with said end being arranged centrally thereof while the lever pivotally connected to said stationary support having the pivotal connection arranged adjacent the outer edge of the end, a supporting link pivotally connected to said end adjacent the outer edge thereof, an auxiliary supporting link pivotally connected to the free end of said first mentioned supporting link and to said stationary support, an operating link connected to said supporting link and to the main lever pivotally mounted on the stationary support, a pivotally mounted member for moving said link substantially longitudinally whereby the main lever connected with said end will move said end outwardly so that the last mentioned main lever will pass the other main lever and said supporting links will gradually turn the end over, chains connected with said boat, and means for controlling the movement of said chains, said means being connected with the means for actuating said link whereby the parts are operated in timed relationship.

10. In a boat lowering device of the character described, a boat supporting frame, a lever mechanism for moving said frame outwardly and turning the same over, a pivotally mounted arm connected with said lever mechanism and arranged to be swung thereby, a plurality of supporting chains, means for connecting said chains with said boat, sheaves on which the chains are wound, means for actuating said sheaves until the weight of the boat causes a pulling action on said chains, a brake for regulating the speed of said sheaves, a manually actuated member for releasing said brake, and means actuated by the lever which is moved by the lever mechanism whereby the brake is ap plied, said means acting against said manually operated structure.

11. In a boat lowering device of the character described, a boat supporting frame, lever mechanism for moving said frame outwardly and turning the same over, a plurality of chains connected with. the boat mounted on said frame, a sheave for each of said chains, a manually operated brake for regulating the speed of unwinding of said sheaves, and an automatically controlled friction member for limiting the speed of rotating of said sheaves.

12. In a boat lowering device of the character described, a boat supporting frame, lever mechanisms for moving said frame outwardly and turning the same over, a plurality of chains connected with the boat mounted on said frame, a sheave for each of said chains, a manually operated brake for regulating the speed of unwinding of said sheaves, and an automatically controlled friction member for limiting the speed of rotation of said sheaves, said automatic friction member comprising a stationary friction ring, a pair of radially extending bars, friction blocks loosely mounted on said bars, and resilient means for holding said friction blocks away from said stationary ring, said resilient means being overcome by the centrifugal action of said friction blocks when the speed of said sheaves has become too great.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JACOB PHILIPPI. lVitnesses:

A. L. KiTorrIN, PHILIP D. RoLLHAUs.

copies of this patent may be obtained for five cents each, by addressing the Commissioner 01 latents, Washington, D. C.

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