US1360968A - Towing vessels - Google Patents

Description

T. S. MILLER.

TOWING VESSELS.

APPLICATION FILED MMI. 22. 1918.

T. S. MILLER. Tow'ING vEssELs.

A I'PLICATION FILED MAR. 22, I9I8.

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INVENTOR.

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THOMAS SPENCER MILLER, 0F SOUTH ORANGE, lNEW JERSEY.

' TOWING VESSELS..

Specication of Letters Patent.

Patented Nov. 3o, 1920.

Application led March 22, 1918. Serial No. 223,931.

To all w71 am t may concern.'

Be it known that I, THOMAS SPENCER MIL- LEn, a citizen of the United States, and a resident of South Orange, in the county of Essex and State of New Jersey, have invented certain new-and useful Improvements in Towing Vessels, of which the following is a specification.

My invention relates to new and useful improvements in towing systems for vessels. In my prior applications, Serial No. 177,072, filed June 26, 1917, and upon which Letters Patent No. 1,319,601 were granted October 21, 1919, and Serial 1120,218,158, filed February 19, 1918, and upon which Letters Patent No. 1,320,023 were granted October 28, 1919, I have described embodiments of winding engines adapted for the towing of vessels which are original with me, and in which provision is made to maintain a substantially constant tension 1n a tow line or hawser, by taking up the line whenever there 1s a decrease of tension so as to restore the normal l tension thereto, or to pay out the line whenever there is a material increase of tension, in order to limit the tension to a desired point. vWhen I say that the winding engine of my invention maintains a substantially constant tension, I do not mean that it maintains an unvariable tension inthe towing A line, but include within the term small variations of tension, in contradistinction to the operation of other known types of towing engines wherein the stress or tension onthe. tow line varies as high as 300 or 400 per cent. One of the advantages of such a mode of operation is that .it enables the use of a towing hawser much lighter, e., of less cross section and also shorter than those commonly employed. even though the towing is to be done in a heavy or rough sea where the wave action is pronounced. In such a situation, a winding engine of the type referred to operates to compensate for either increases or decreases in the tensionof the line, so as to maintain an approximately normal tension therein. and thereby relieve the tow line of excessive Strain.

My invention consists in the improvements tobe more fully described hereinafter. and the novelty of which will be particularly pointed out and distinctly claimed.

Figure 1 is a top plan view of a winding engine constituting my invention.

Fig. 2 is a view in side elevation of the engine shown in Fig. 1.

F ig, 3 is a view in front elevation of the en ine shown in Figs. 1 and 2.

fig. 4 iS a sectional view Showing the means whereby the engine is controlled to increase and decrease the tension on the towing line.

Fig. 5 is atop plan View of the controlling valve and showing, in dotted lines, the steam ducts.

vReferring to the drawings by characters of reference, 10 designates generally the bed frame of a towing engine embodying my invention and consisting of the side members 11 connected by transverse members 12, 13. Above these side members 11 are arranged alining bearings 14, in which turns a horizontally ,disposed transverse power shaft 15 carrying on its outer ends crank disks 16, having crank Vpins 17. These crank pins 17 are connected by pitmen, indicated in dot-and-dash lines at 18, to cross heads 20 sliding on guide-ways 21, and connected to piston rods 22 of pistons (not shown) in fluid pressure engine cylinders 22, mounted on said bed frame, Said cylinders being provided with slide valves 23, of anv wellknown suitable type. In View of the fact that the engine cylinders and slide valves may be of any well-known structure which will serve the purpose for which they are employed, I do not deem it necessary to illustrate or describe the same specifically herein. The slide valves are driven from eccentrics 24 mounted on the said power shaft and connected to said Slide valves by connecting rods, indicated by dot-and-dash lines at 25. The engine cylinders thus pre.- viously described, are employed to operate or control the ower Shaft in a manner to be presently described. 0n the forward portion of the frame are arranged bearing blocks 26, having arcuate upper bearing surfaces 27 located beneath the power shaft 15, and preferably concentric thereto. Arranged on these bearing blocks 26 to rock or turn on the curved surfaces 27 thereof,

are rocking members 28, having curved surfaces 29, preferably curved to conform to the curved surfaces 27 heretofore described. The members 28 constitute the lower members of a two-part bearing, each of which is completed by an upper bearing part 30 carried by the lower portions of side members 31 of a rocking frame constituted by said side members and a rear transverse member 32. The bearing members 28, 30 embrace 31, are llocated alining bearings 33 of any suitable construction, in which turns a drum shaft 34, upon which 1s mounted a flanged drum 35, and keyed to said shaft and lixed to the drum 35 is a driving gear 36 which meshes with a driving pinion 37 fixed to the power shaft 15. By,the gearing described the drum may, under certain conditions, be held against rotation bv the motor, and under other conditions, the drum may be driven to take up the towing line. This drum 35 is adapted to receive and have wound thereon the towing hawser, the in-v crease in the tension of the line or hawser, or decrease therein, serving to rock the drum and drum frame on the shaft 15, and the members 26 as a fulcrum or bearing. This rocking movement is employed to control the action or operation of the engine cylinders to drive the drum to take up the line when the tension of the latter is reduced bclow normal, or to permit the drum to be overhauled to pay out the line when the tension increases above normal.

The drum frame and the drum 35 are movable on the shaft 15, this movement in the outhauling or pulling direction of the line being opposed by cushioning or yielding means, preferably in the form of coiled springs 38 arranged preferably at the, rear of the rocking frame, and exerting their force to swing the frame in the inhauling direction. The said springs are of such strength as to oppose the forward movement of the drum frame yieldirg to the pulling stress of the towing hawser, thus permit- -ting said frame to move forward in outhaul direction. and correspondingly shift the bearing axis of the drum. Should the/tension or pull in the tow line drop, the springs exert their force to move the drum frame and the drum in t-he opposite or inhauling direction. and swing it together with the bearing axis of the drum in a backward direction. I preferably provide two of these springs. the same being of spiral form, and carried by tension or pull bars 39 pivotally connected to the bed frame, as at 40, said pull bars extending upward from the bed frame, in rear of the swinging drum frame. The springs are confined between a rearwardly extending projection 41 on the swinging frame, which projection extends beneath thc lower ends of said springs, and .by compression plates 42 engaging the upper ends of the springs, and held in place by nuts 43 threaded on the upper ends of said bars. By adjusting the nuts 43 lengthwise of the tension bars 39, the compression plates 42 may be adjusted to regulate the expansive force of said springs. From the above description it will be seen that the frame and the drum carried thereby will be movable under changes of tension in the towing line wound on the drum, increases of tension serving to pull said frame forward in the outhauling direction,which movement is opposed by the force of springs 38, while decreases of tension in the towing line will result in said springs exerting their force to rock the drum and drum frame in the inhauling direction. The force of the springs 38 is so regulated as to be under compression,'or active under predetermined normal pull on the line, so that a material reduction in normal pull or tension will result iii-the spring force exceeding said pull, and thereby move the drum and drum shaft in the inhaul direction.

This movement of the drum under changes of tension in the hauling line, is employed to operate a controller, preferably in the form of a controlling valve for the engine, to control the supply of iuid pressure,` sov that when the tension on the line increases, the pressure in the cylinders4 is reduced or relieved to permit the engine to be overhauled or run free until the tension on the towing line is normal, and when the tension on the towing line falls below normal, the supply of fluid pressure is increased, and the engine cylinders operate to drive the drum to wind in the towing line until the tension of said line is increased to normal. This result is accomplished in the embodiment shown by the control of a controlling valve for the iuid pressure which, will now be described, referring particularly to Figs. 1, 2 and 4 of the drawings.

44 designates a throttle valve of any sultable type, controlled by a hand wheel 45 to control the supply of steam, derived from any suitablesource. lt is not necessary to showl the connections between the source of pressure and said'valve, but such connections may be applied to the inlet end of said valve` indicated at 4G (Fig. 1). The outlet branch 4T of the throttle valve is connected to the inlet duct 4S of the casing 4S) of a reversing valve forming part ofthe controlling valve structure. This controlling valve comprises the vertically disposed casing 49, divided by a vertical partition 50 into cylindrical chambers 51` 52, the latter being con-V nected by oppositely disposed conduits 53 with the valve chests 23 ofthe engine cylinders 22, one of said conduits being indicated in dotted lines in Fig. 4. and both of said conduits being indicated in full lines in Figs. 1 and 5. In the chamber 51 is a cylindrical valvewa)7 having upper and lower sets ot annular openings 54, 55, and intermediate annularl openings 56 communicating respectively with annular steam-ways 5T, 58 and 59, respectively. The steamway 59 opens to the main steam line supply pipe through the said throttle valve 44, the steamway 5T to the exhaust pipe 60, leading from the cylinder valve chests 23 and the steamway 58 communicates with a port 61 leading to a cylindrical valveway 62 opening at its upper end into the chamber 52 and at its lower end into a port 63 opening through the valveway heretofore described, into the exhaust chamber-64, in the valve casing` the latter also communi 'ating with the exhaust passage 5T, as shown in Fig. 4. The upper and lower ends of the valve chamber 51 are connected by means of the b v-pass or exhaust chamber 64 by means of the ports 65, 66, and the annular passages 6T. 68.- The main exhaust connection is shown at 69 in Figs. 4 and 5. ln

the cylindrical valve cage or chamber 51 is arranged a double piston valve having heads TO, T1 connected by a reduced portion T2, the said heads being so spaced that when the valve is moved, the space between the heads will span either ot' the openings 55, 56, or the. openings 54, 56, so that in the first position the exhaust ports 60 of the cylinderyvalve chests 23 will be connected to the exhaust 69 ofthe casing, through the chamber 64, on the one hand. and the steam inlet 48 with the port 61, on the other hand,.while in the second position of said valve, the steam inlet 48 will be connected to the port 54 to reverse the flow of steam to the engine cylinders, and the passage will be connected to the exhaust chamber 64 through the passages 66. This piston valve is provided with an extension rod T3 extending through a stuflinef box T4 in the head of the valve casing, such rod being threaded through a hand-wheel nut T5 rotatably mounted on the casing, said hand-wheel nut being operable to shift the valve to either ot' the positions above set forth, and said rod T3 being held against rotation by any suitable means. for example, as shown in my said prior applications. In the cylindrical valveway 62 is arranged a cylindrical cage. or liner. 62, having openings 63, communicating with the port 63. openings 6l communicating with the port 61 and openings 64" communicating with an annular port 65x in the valve casing and surrounding the said liner. The inlet steam tlowingfrom the inlet port 46 to the port 61 passes through the openings 61?l around the head T6, out through the ports 64 into the annular port 65n and thence through the conduits 53 leading to the valve chests of the steam engines. Arranged to reciprocate in the cylindrical valveway 62 is a puppet valve consisting of a hollow shell having a head T6 normaily located in the chamber 52 and adapted tol cooperate with the edge of an annular shoulder T6a constituting a valve seat to control the flow of steam between the chamber 52 and the port 61. The head T6 is provided with an annular passage or groove T6 communicating through openings T6b with the bore of the hollow puppet valve, that portion T6c ot the head at the upper end ot' the latter being formed to engage the inner surfa e ofthe upper portion of the liner 62, and thereby serve as a guide for the reciprocatory movements of the valve. The, head is also provided with an opening T6d through which the interior of the valve communicates with the chamber 52. This hollow puppet valve is provided at its lower end with an annular piston head TT connected to the head T6 by a reduced stem T6 which permits passage of the steam by said valve in passing Jfrom port 61, and opening 61, to the chamber 52 and the ducts leading to the engine cylinders. T he head TT terminates at its lower end adj acent the passage 63 so that the chamber 52 communicates through the bore of the puppet valve with said passage 63 under conditions to be described presently. The puppet valve is normally urged toward its seat by an expansion spring T9 seated at one end on said valve, said spring having its opposite end seated in a spring plate 66 in the upper i end of the chamber 52, and engaged by an adjusting bolt 81 threaded through the head of the casing, and operable to regulate the expansive force of the spring. Arranged in the valveway 62, beneath the head TT of the puppet valve, is a piston head 62 which is adapted to engage either the lower end of said head TT to cut off communication between the chamber 52 and the passage 66 through the puppet valve, or be moved away from said head to permit tree communication between said chamber 52 and the passage 63. This piston 62 is carried b v a stem 83 having at its lower end an enlarged cylindrical portion 84 slidably disposed in the head 85. The portion S4 of the said stem 83 is connected to a vertical threaded rod 66 having a spherical upper end, by a ball and socket joint.. as shown in Fig. 4. The rod 86 has a squared or polysided lower end 6T seated in a correspondingly formed seat 86 (see Fig. 2), in the bed-trame 10 to prevent turning of the said stem. but permitting vcrtical reciprocation thereof. On this rod 66 is threaded a pinion nut 69 having a collar 90 straddled by a yoke 91, on one end ot the lever 92,l fulcrumed intermediate its ends. at 93, on the main jtrame. The end oiE the lever 92, opposite to that bearing the voke 91, is connected b v a link 923 with a block 94, which is slidably disposed in a slot in a bracket 96. rigidly mounted on the lower rear end of the drum trame for movement therewith. This block is threaded on an adjusting bolt 9T extending longitudinally of the slot 95 and having bearings 98 in the portions of the bracket at the ends of the slots, said bolt being operable to adjust the block lengthwise of the slot and thereby regulate the degree of throw ofthe lever under the movements of the drum frame.

By this arrangement it will be seen that whenever the drum frame moves in the outhauling direction, due to an increase of tension in the towing line to overcome the opposing force of the spring 38, the rear portion of said drum frame will be raised thereby lifting the bracket 96, which results in swinging the lever 92 to lower the yoke 91, the latter movement serving to withdraw the valve head 82 from engagement with the head 77. The sliding adjustable connection consisting of the screw 97, and block 94 affords the proper adjustment of the valve movement, so that it will operate properly when the drum frame moves forward and rearward under changes in tension of the towing line. It will be seen that the block 94 may be moved in either direction lengthwise of the slot 95 by means of the screw bolt 97 to thereby vary the swing of the lever 92, and consequently the extent of movement of thepiston head 82. In order to show the extent of movement of the valve 'and to give a visible indication that it is functioning properly, I may provide the upper end of the valve 76 with a yoke 100 threaded into the upper portion of the valve, as at 101,4 said yoke having connected thereto a rod y102 extending through an opening in the plate 80 and through a longitudinal bore 103 in the bolt 81, as shown in Fig. 4. The upper end of the rod 103 may be provided with an indicator or pointer 104 coperating with a scale 105 to indicate the extent of movement of the valve.

Means is provided for manual adjustment, regulation and operation of the puppet valve 7 6, independently of the automatic means controlled by movement of the drum frame, and is useful for the adjustment of the valve when setting it for the desired inpulling power, so that the steam pressure will be properly regulated by the automatic control. This means consists preferably in a vertical shaft 106, carrying a pinion 107 in mesh with the pinion 89 on said stem 86, said pinion 107 being long enough to be in constant driving engagement with the pinion 89 during all positions of movement or adjustment of the latter lengthwise of the stem 86. On the shaft 106 is a beveled gear 108, meshing with a beveled gear 109 on one. end of a horizontally disposed connecting shaft 110, said shaft carrying on its opposite end a beveled gear 111 meshing with a beveled gear 112 on the lower end of a vertical shaft 113, mounted in bearings 114 on a valve casing. The shaft 113 carries on its upper end a pinion 115 meshing with a beveled gear 116 on the vthrough the Ahollow puppet valve.

end of a horizontally disposed shaft 117, mounted in bearings 118, and carrying on one .end a hand-wheel 119, by which said shaft may be revolved.

The construction and arrangement of the winding engine and its controlling means being as above described, the operation is as follows:

The towing or winding engine is constructed to automatically take in and pay out its line, so as to maintain an approximately constant pull thereon. The normal strain on the hawser or towing line which is to be sustained or opposed by the towing or winding engine, can be regulated by the operator by means of the manual adjustment heretofore described, within a range of, say from 500 to 25,000 lbs. or more. v

lf, for example, the towing engine is to be regulated so as to exert automatically a pull of 18.000 lbs. on the line, at a pressure of 120 lbs. steam pressure in the engine cylinders, and the valves are in substantially the position shown in Fig. 4. when steam is turned on through the throttle valve 44 the engine will revolve the drum to take up the line. and will continue this winding operation until the strain on the towing line increases toward 18.000 lbs. During the winding or setting-up operation, the movable drum frame carrying the drum, will be held in its backward position by the springs 38, that is-v in substantially the position shown in full lines in Fig. 4 of the drawings. It will be understood that the springs 38 will have an initial force or compression sufficient to hold the drum in this position until sufficient cable stress is applied to the drum and drum frame to tend to pull the drum and drum frame in the outhauling direction. Vhentlie pull on the towing line approaches the determined amount. say 18,000 lbs.. said pull will serve to gradually pull the drum frame on its fulcrum in the outhauling direction.` against the force of the springs 38. this forward movement of the drum frame serving to lift the rear portion thereof. 'and operating the valve controlling connections to permit the valve head 76 to seat on the shoulder 76, for an instant only, and cut off the supply of steam to the engine cylinders. and if suchniovement is continued. the head'or piston 82 will be withdrawn from the head 77. .thereby opening the cvlinders to the exhaustrGB he steam pocketeid in the engine cylinders 22n will act as a cushion. Aonly to the degree which is required. the exhaust port being instantly closed when the resistance to paying out the towing line is reduced slightly below normal.` and valve head 76 is raised slightly to' supply the required steam pressure. The point at which the valve 76 closes, is determined by the preliminary vertical adjustment of said valve relative to its seat 7 6a through the operation of the hand-wheel 119, shifting the valve stem 86 while decreases in tension will result in the force of said springs being exerted to move the drum frame in the inhauling direction. Should the tension in the towing line, be increased, and the drum frame consequently moved in the outhauling direction, the rear end of the drum frame will be raised, lifting the forward end of the lever 92, and lowering the end 91 which is connected to the gear 89, and consequentl lowering the stem 86, thereby moving the ead 82 away from the adjacent end of the valve head 77 to separate it from the latter, the result being that the chamber 52 will be opened to the exhaust port 63 through the hollow puppet valve 76, and the space provided between the lower end of the latter and the head 82, and the steam will be permitted to escape from the engine cylinders to the exhaust. The escape of steam from the engine cylinders permits the pull on the towing line, to overhaul the engine without increasing the steam pressure in the cylinders until the tension on the towing line drops to' the point determined, whereupon, the previously compressed springs 38 will raise th'e rear end of the frame, and through the valve connection cause the stem 86 and the head 82 to move toward the puppet valve, until said head 82 engages the adjacent end 77 of the puppet valve and closes communication between the chamber 52 and exhaust port 63 through the puppet valve, thus maintaining the steam in the cylinders at the required pressure to cushion the pistons and thereby maintain the desired pull on the towing line. By the operation of the handwheel 119 in either direction, the connections between the lever 91 and the puppet valve 76 may be changed to regulate the point at which the controlling valve closes, so that the towing engine nay be regulated to pull any amount within the limits of capacity of the engine. Should a decrease in tension in the towing line take place, the springs 38 will contractgthereby serving to lower the rear end of the drum frame, and thereby swing the drum frame in the inhauling direction, which will serve to-raise the stem 86, and consequently lift the'valve 77 from its seat 76a, so that the steam inlet through the throttle 44 is opened through the port 61 and the valveway 62. to the chamber 52, and the steam ispermitted to flow into the cngine cylinders to move the pistons therein to drive the .drum in a direction to wind the rope thereon, and restore the determined tension in the towing line 2. When the desired tension is reached, the pull on the line moves the drum frame in the outhauling direction, lifting the rear end of said frame against the force of the springs 38, and the valve stem 86 is thereby moved to shift the head 82 to permit the steam pressure and the spring 79 to move the valve 76 toward closed. position. The description `of the operation just given, applies to the operation of the towing line after vthe same has been connected to the tow, and will be understood that in connecting up the' towed vessel to the towing vessel, that the automatic valve does not function.

When it is desired to pay out the towing line to connect it to the towed vessel, the hand-wheel 119 is operated to pet-valve 76 to cause the engines to pull, say 400() lbs., which raises the said puppetvalve from its seat and establishes communication between the chamber 51 and port 61. The double-headed piston valve 70, 71

is raised to bridgethe ports 57, 58, and thus ing device for the tow line, the reversingl valve is in the position shown in Fig. 4 and it is only raised to the position just described when it is desired to drive the engine to positively pay out the line. During the operation as a towing engine, the line is paid out by relieving the pressure in the engine cylinders so that the pull of the line can overhaul the drum and the engine.

Should the distance between the ships increase for any reason, for example, due to wave action, or an increase of speed of the towing ship, and the tension in the towing line is increased above normal, for which the towing engine has been set, the tension on the line will be increased, and the towing engine will pay out said line in the effort to normalize the tension in the hawser or towing line. If desired, one of the crank disks 16 may be provided with a brake band 120 operable by a foot lever 121 to retard the power shaft when the towing line has been aid out, or whenever the functions of a bra e are desired.

In towing engines internal friction of the towing engine and itsparts has hitherto constituted an important consideration which could not be disregarded, because it, together with the steam pressure, constitute the two forces which oppose the hawser by the steam stress, but one of the advantages of my invention is that within reasonable internal friction may be ignored. By way of explanation, suppose a towing machine could be built which would be frictionless and that it would oppose a 30,000 lb. hawser stress 'at 100 lbs. steam pressure, in which case the only force opposing the hawser Stress would be the force exerted by the steam pressure. In actual practice, however, in an engine about 30% (thirty) of the force afforded pressure would be expended in overcoming the friction in the machine, so that but 21,000 to haul in the hawser. Should the hawser pull exceed 21,000 lbs. it might go as high as the theoretical force exerted by the steam engine-z'. e., 30,000 lbs., plus the force expended in overcoming friction-z'. e., 9000 lbs., which equals 39,000 lbs., that is, the hawser might build u as high as 39,000 lbs. before it would over aul the machine "and could become slackened, which obviously would result in an extraordinary overstrain in the hawser which might result in the breaking of the latter. These conditions cannot take place in my invention, because the steam pressure is immediately reduced in the cylinders as soon as there is an increase of cable stress above 21,000 lbs. When the hawser pulls beyond 21,000 lbs. the steam is reduced,4 the hawser is then opposed by the friction of the machine, say 9000 lbs., and a reduced pressure of steam, say about 12,000 lbs. Then if the hawser pull slackens say to 20,000. lbs., the valve opens and the steam pressure is again increased in the cylinders, causing the engine to wind u'p the hawser until its stress is again raised to normal, whereupon it is held bythe engine until there is either an appreciable drop or rise in the hawser stress. The advantage of this is apparent, because I am able to disregard the friction within reasonable limits as the total force of the friction and steam pressure can never exist simultaneously in opposition to the hawser when the hawser stress builds up over the determined normal, inasmuch as the steam pressure is immediately reduced whenever the hawser stress rises above normal and there is consequently no force but the friction plus the amount of steam pressure permitted to exist by thel opening of the controlling valvein proportion to the degree to which said valve is open. All of the above has assumed that there be no friction in the elements necessary to communicate the movement of the drum frame to the valve. It is clear that the more friction.- less these elements are the more nearly uniform can the hawser stress be maintained. However, for practical reasons a slight increase in hawser stress without the engine being Qverhauled is advantageous because in limits this of the capabilities mentioned lbs. pull would be available smooth seas slight raises in hawser stress will not require any movement of the engine. This effects a saving of steam.

For example: a winding-in hawser stress of about 18,000 lbs. and an outhauling hawser stress of about 22,000 would mean that the enginewould Vstand still until the hawser stress exceeds 22,000 lbs., on the one hand, or dropped below 18,000, on the other. The difference in hawser stress in above example is 4000 lbs. I f the difference in hawser stress is much greater than `400,0 lbs., then stronger and heavier hawsers must be provided.

Under certain conditions it might be desirable to increase the size of the hawser and regulate the difference between inhauling and paying out much greater than 4000 lbs. perhaps 10000 lbs. and even more.

In Fig. 4, I have shown in dotted lines a modified form of the manual adjustment for the controlling valve. In this form, a gear 122 mounted on a shaft 123 meshes with the gear 89, heretofore described. Said shaft 123 being mounted in a suitable bearing 124 on the valve casing, and in any suitab e bearing (not shown) on the bed frame. At the upper end of the shaft 123 is a beveled gear 125, meshing with a beveled gear 126 on the end of a horizontal shaft 127, similar to the shaft 117, heretofore described.

What I claim and desire to secure by Letters Patent of the United States is:

1. In a towing engine, a base, a frame fulcrumed on the base, a winding drum having bearings on the frame, a spring, anchoring means connecting said spring to the base, a connection between said frame and spring, whereby said spring opposes movement of the frame under pull of a line wound on the drum, means for controlling the motor b-y the movement of the drum.

2. In a towing engine, a base, a frame fulcrumed on the base, a winding drum having bearings on the frame, a spring anchored to the base in rear of the drum, a connection between the rear of said frame and said ring whereby said spring opposes movement of the frame under pull of a line wound on the drum, a motor for operating the drum, and means for controlling the motor by movement of the drum.

3. In a towing engine, a' base, a frame fulcrumed on the base, a winding drum having bearings on the frame, a bar pivoted to the base, a spring carried by said bar, means on said frame and projecting beneath said spring whereby Vsaid spring o poses movement of said frame under pul of a line wound on the drum, a motor for operating the drum, and means for controlling the motor by movement of the drum.

. 4. In a towing engine, a base, a frame fula motor for operating the drum, and

crumed on the base, said frame comprising side members and a rear member connecting said side members, said frame being open at its forward portion, a winding drum having bearings on said frame, a spring anchored to said base, a connection between said rear frame member and spring whereby said spring opposes movement of said frame under pull of a line wound on the drum, a motor for operating the drum, and means forcontrolling the motor by movement of the drum.

5. In a towing engine, a base, a power shaft having bearings on the base, a frame mounted for rocking movement on the shaft, a drum on the frame, a motor for the drum, means whereby movement of the frame controls the motor, and auxiliary bearings on the base for said frame.

6. In a towing engine, a base, a power shaft having bearingson the base, a frame mounted for rocking movement on the shaft, a drum on the frame, a motor for the drum, means whereby movement of the frame controls the motor, and means for relieving the shaft of weight of the frame and drum.

7. In a towing engine, a base, a power shaft having bearings on the base, a frame mounted on the shaft for rocking movement, a drum on the frame, a rocker member on said frame and havin a rocker surface in rocking engagement w1thsaid base, a motor for operating the drum, and means whereby rocking movement of the frame controls said motor.

8. In a towing engine, a base, a power shaft having bearings on the base, a frame mounted on the shaft for rocking mo vement, a drum on the frame, a curved surface on the base and concentric with said shaft, a

member on the frame and engaging said curved surface, a motor for operating the drum, and means whereby the rocking movement of the frame controls said motor.

9. In a towing engine, a base, a power shaft having bearings on the base, a frame mounted on the shaft for rocking movement, a drum on the frame, a rocker member on the frame beneath said shaft and havin a rocker surface adapted to rock on sai base, a motor for operating the drum, and means whereby the rocking movement of the frame controls said motor.

10. In a towing engine, a base, a power shaft having bearings on the base, a frame mounted on the shaft for rocking movement, a'drum on the frame, -said frame having a curved face coperating with a correspondingly formed face on said base, the curves on said faces being concentric with said power shaft, a motor for operating the drum, and means whereby rocking movement of'the frame controls said motor.

l1. In a towing engine, a base, a power shaft having bearings on the base, a'frame mounted on the shaft for rocking movement, a drum on the frame, said frame having a eonvexly curved face beneath the shaft and coperating with `a concavely curved face on said base, the curves on said faces being concentric with said power shaft, a motor for operating said drum, and means whereby the rocking movement of the frame controls said motor.

12. In a towing engine, a base, a power shaft having bearings on the base, a. frame having openings through which said shaft passes, a drum on the rame, a support for the frame whereby it rocks 0n a center of movement axial of the power shaft, a motor for operating' said drum, and means whereby the rocking movement of the frame controls said motor.

In testimony whereof I have hereunto signed my name in the presence of two subscribin witnesses.

'gIHOMAS SPENCER MILLER.

Witnesses:

JOHN STORES CARSWELL, WILLIAM HEGARTY.

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