US3659548A

US3659548A - Hydraulic paddle wheel boat

Info

Publication number: US3659548A
Application number: US65178A
Authority: US
Inventors: John Fabick
Original assignee: JOHN FABICK TRACTOR CO
Current assignee: JOHN FABICK TRACTOR CO
Priority date: 1970-08-19
Filing date: 1970-08-19
Publication date: 1972-05-02
Anticipated expiration: 1989-05-02

Abstract

A paddle wheel boat, hydraulically operated by oil under pressure supplied to a reciprocatory drive cylinder, driving the paddle wheel by a Pitman connection. The boat is powered by a diesel engine driving a hydraulic pump, which supplies oil under pressure on alternate sides of a piston in the drive cylinder. A thrust rod is connected to the piston and also at an opposite end to the paddle wheel, and by reciprocatory action of the drive cylinder controlled by a sequencing rod to control the alternate admission of oil to one side or the other side of the piston, the paddle wheel is driven. Provision is made for reversing the paddle wheel operation by means of a reversing or directional control valve which reverses the flow of oil. By means of surge chambers and accumulators, shock in the system is easily controlled. A pilot system for operating the directional control valve is provided through a pilot pump also driven by the diesel engine.

Description

United States Patent Fabick 51 May 2,1972

[54] HYDRAULIC PADDLE WHEEL BOAT [72] Inventor: John Fabick, Fenton, Mo.

[73] Assignee: John Fabick Tractor Company, St. Louis,

[22] Filed: Aug. 19,1970

[21] Appl.No.: 65,178

[52] US. Cl ..l15/49, 60/19 Primary Examiner-Andrew H. Farrell Attorney-Rogers, Ezell, Eilers & Robbins [57] ABSTRACT A paddle wheel boat, hydraulically operated by oil under pressure supplied to a reciprocatory drive cylinder, driving the paddle wheel by a Pitman connection. The boat is powered by a'diesel engine driving a hydraulic pump, which supplies oil under pressure on alternate sides of a piston in the drive cylinder. A thrust rod is connected to the piston and also at an opposite end to the paddle wheel, and by reciprocatory action of the drive cylinder controlled by a sequencing rod to control the alternate admission of oil to one side or the other side of the piston, the paddle wheel is driven. Provision is made for reversing the paddle wheel operation by means of a reversing or directional control valve which reverses the flow of oil. By means of surge chambers and accumulators, shock in the system is easily controlled. A pilot system for operating the directional control valve is provided through a pilot pump also driven by the diesel engine.

3 Claims, 8 Drawing Figures HEAT EXCHANGER Patented May 2, 1972 3,659,548

5 Sheets-Sheet l HEAT EXCHANGER KEEL COOLER IN VE A/TOR. JOHA/ FAB/CK QTToRA/EY Patented May 2, 1972 5 Sheets-Sheet 2 DIE 5 EL ENGINE DIESEL ENG/IVE DR! VE INVENTOR.

JOHN FAB/CK qr TORNEYS Patented May 2, 1972 3,659,548

5 Sheets-Sheet 5 26 BI- m IE 1! A GENERATOR INVENTOR. JOHN FQBICK Patented May 2, 1972 5 Sheets-Sheet 4 5 mKwn w ww N 1% BYE IIAW 77" HYDRAULIC PADDLE WHEEL BOAT SUMMARY OF THE INVENTION By means of this invention, there has been provided a paddle wheel boat, which is hydraulically operated by a diesel engine supplying oil under pressure through a pump driven by the engine. The paddle wheel is operated by a Pitman-type of connection by reciprocation of a thrust rod connected to the drive cylinder. By means of the specially designed hydraulic system, the paddle wheel can be operated by a conventional diesel engine in the same reciprocatory action of the thrust rod as conventionally employed in paddle wheels using steam power or the like.

The hydraulic system of this invention, employed for the operation of the paddle wheel, makes use of a special sequencing valve in order that oil is introduced under pressure at the proper time on one or the other sides of piston face in the drive cylinder. The sequencing valve is connected to the paddle wheel and senses when the thrust rod is at one limit of its reciprocatory movement, in order that the oil can be diverted from one side of the piston face to the other to reciprocate the piston. By such alternate back and forth admission of the oil under pressure to the drive cylinder, the thrust rod is reciprocated and the paddle wheel is rotated as in a conventional Pitman operation. The boat employs two thrust rods, one on either end of the paddle wheel, in order to provide for more efficient distribution of power.

A directional control valve is used so that the hydraulic system flow can be completely reversed in order to move the paddle wheel backwards and provide for rearward motion of the boat where desired. In order to provide control for the operation of the hydraulic system, a pilot pressure pump is operated by the diesel engine, which supplies a separate hydraulic system through a pilot actuating valve and pilot house control valve. By appropriate operation of the pilot house control valve, forward and reversing operation of the boat is effected by the pilot actuating valve which operates the directional control valve. Speed control of the paddle wheel is effected by the hydraulic flow which in turn is regulated by the speed of the diesel engine. By appropriate pressure gauges for the starboard pump system and the port pump system observation can be made of the pump pressure on the hydraulic oil as it is changed into the common hydraulic system.

The diesel engine is also employed for circulation through an engine driven pump of water through heat exchanges and keel coolers to provide for appropriate cooling of the operating system.

Through the use of the diesel engine, the hydraulic system is simply developed for efiicient operation of the drive cylinders to affect the operation of the paddle wheels. The system is simply operated through the efficient use of the diesel engine without the attendant disadvantages of high pressure steam and firing required in a conventional steam system. The boat can be handled by operators with relatively simple training and a rugged and efficient hydraulic system has been provided.

The above features are objects of this invenn'on and further objects will appear in the detailed description which follows and will be otherwise apparent to those skilled in the art.

For the purpose of illustration of this invention, there is shown in accompanying drawings a preferred embodiment thereof. It is to be understood that these drawings are for the purpose of example only and that the invention is not limited thereto. In the drawings:

FIG. 1 is a schematic top plan view of the bow or first quarter of the boat.

FIG. 2 is a top plan schematic view of the second quarter of the boat.

FIG. 3 is a top plan schematic view of the third quarter of the boat.

FIG. 4 is a top plan schematic view of the fourth quarter or stem portion of the boat.

FIG. 5 is a plan view of the instrument panel.

FIG. 6 is a fragmentary view in elevation of the paddle wheel, showing the thrust rod connection.

- FIG. 7 is a fragmentary view in elevation, showing the sequencing rod connection to the paddle wheel shaft.

FIG. 8 is a view in side elevation of the boat.

DESCRIPTION OF THE INVENTION The paddle wheel boat of this invention is generally identified by the reference numeral 20 and is shown in elevation in FIG. 8. The main source of power is through diesel engines 22 which drive-starboard and port drive pumps 24 to supply oil under pressure through forward direction starboard and port high pressure hydraulic lines 26 to starboard drive cylinder 28 and port drive cylinder 29. Reverse high pressure hydraulic lines 30 are operated in both the starboard and port systems by directional control valves 32 to reverse the direction of operation. The

drive cylinders

28 and 29 reciprocate thrust rods 34 which are identical in construction,

and form part of a Pitman connected to the paddle wheel 38.

For the purpose of simplicity only the starboard construction will be described. A sequencing valve 40 is provided to alternately admit the high pressure hydraulic fluid to one end or the other of the hydraulic drive cylinder to drive the piston for the operation of the thrust rod. The sequencing valve is operated by an eccentric control which senses the forward and reverse limits of the thrust rod in order to determine when the drive cylinder should be reversed.

The flow of the hydraulic high pressure fluid from the drive pump 24 will now be described in detail. The drive pump 24 supplies hydraulic oil under pressure through line 42 to check valve 43 which is used to prevent back flow to a pump when only one engine and pump are operating and then through line 44 to the directional control valve 32. The directional control valve 32 is provided in duplicate for both the port and the starboard systems as aforementioned. From the directional control valve in the forward operation, the high pressure hydraulic fluid passes through line 26 and through expansion bends 48 to a four way manifold 50 where the starboard and port lines are combined.

Check valves

52 and 54 provide one way operation in order to prevent reversing of the hydraulic fluid in the forward and reverse operation. The high pressure oil is then supplied from the manifold through line 56 to the sequencing valve 40. In the sequencing valve, depending upon the position of the eccentric control, the high pressure fluid is admitted through either

line

58 or 60 to the front or to the rear of the drive cylinder, on either the front or the rear of the piston 62.

The piston 62, by connection to a pivot 64, operates the thrust rod at the forward end thereof. The rear end of the thrust rod 34, forming part of a Pitman, is pivotally connected to a crank arm 66 which is keyed to the paddle wheel shaft 68, as best shown in FIG. 6. The reciprocation of the piston 62 in the drive cylinder will then operate the paddle wheel 38.

Tile operation of the sequencing valve 40 to alternate the high pressure fluid to

lines

58 and 60 to the front and rear faces of the piston is accomplished through a sequencing control rod 70, as best shown in FIG. 7. This rod is connected to the sequencing valve 40, which is conventional in construction, at the forward end. At the rear end the rod 70 is connected to a block 72 provided with an off-center journal 74 receiving an eccentric member 76 which is connected to the paddle wheel shaft 68. It will be seen that as the paddle wheel moves a half revolution, the shaft is turned and the rod 70 is rcciprocated back and forth. At the forward and rearward limits, the sequencing valve is operated to alternate the flow of the high pressure hydraulic oil to either

line

58 or 60 to provide for reciprocation of the drive cylinder piston.

. In order to provide for absorption of hydraulic oil shocks and cushion the shock effect, the high pressure line 56 is provided with a series of accumulators 78 and surge tanks 79. These serve to minimize the effect of hydraulic hammer in the system.

The reverse paddle wheel operation is effected by reversing the directional control valve 32 which changes the flow of high pressure hydraulic oil from line 44 to the reverse line 30 rovided for both the starboard and port sides. This line 30 asses through the manifold 50 and then through line 82 to both the starboard and port sequencing valves 40. The operation is identical as aforementioned'for the forward direction except that the paddle wheel operates 180 out of phase and is, of course, reversed. In order'to provide for absorption of hydraulic hammer, surge tanks 84 are provided in the reverse lines 82.

The actuating system for controlling and operating the directional control valve 32 works from a pilot pressure pump 90. This pump is operated by the'diesel engine and through line 92, operating at a pressure of about 300 p.s.i., supplies hydraulic fluid to the pilot actuating valve 94 which has a starboard and port section for operating the starboard and port directional control valves. The pilot actuating valve 94 is controlled by the pilot house control valve 98. This valve is operative to control the movement to forward and reverse, working through the forward control line 100 and reverse hydraulic line 102. Pressure is supplied to the pilot house control valve through the pilot pump line 104, a return line 106 returns the hydraulic fluid through pilot valve 94 to the

reservoir tanks

108 and 110. Through a control panel 112, the hydraulic pressure in the port system upstream of the check valve 43 is observable through a gauge 114, and a similar gauge 116 is provided for the observation of the starboard pressure. The pilot pressure is observable by gauge 1 18. A temperaturegauge 1 19 is supplied for the cooling system.

The

tanks

108 and 110 have a reservoir of hydraulic fluid which is supplied through line 120 to the drive pump 24. Filters 122 are used for the filtering of the hydraulic fluid and the filling of the tank and in addition, strainers 124 are employed in the line 120.

The cooling system for the hydraulic oil is comprised of an engine driven pump 126, driven by the diesel engine which pumps coolant through line 128 a heat exchanger 130 for cooling of hydraulic oil, line 132 and then through the keel cooler 134 where the coolant is cooled by heat exchange with outside water back in line 136 to the engine cooling pump. Both starboard and port systems are employed with the lines 132, being connected by a line 138 provided with a water surgetank 140 to cushion any water hammer shock or the like that may develop in the system.

The heat exchanger 130 is employed for cooling of the hydraulic fluid, which is passed through the directional control valve 32 and line 142 through the heat exchanger and back through line 144 to the reservoir 110.

OPERATION With the starting of the diesel engine, the boat is ready for operation. The operator, first of all, operates the pilot house control valve from a neutral position to a forward position. This movement operates the pilot accuating valve to a forward position which in turn operates the directional control valve in order to pass the high pressure hydraulic fluid from the drive pump 24 to line 46. For the forward position the flow of fluid is indicated in the direction of the arrows. With high pressure, hydraulic fluid in line 46, the starboard and port drive cylinders 28 are operated. In this operation, high pressure hydraulic fluid is supplied through line 56 through the sequencing valve 40 on alternate sides of the piston 62 in the drive cylinder. The reciprocation of the drive cylinder as efl'ected by the alternate operation of the sequencing valve reciprocates the thrust rod 34 and through the Pitman connection to the paddle wheel, the paddle wheel 38 is rotated to move the boat in a forward direction.

When a reverse operation is desired, the pilot house control valve 98 is moved to the reverse position, which in turn causes the operation of the pilot actuating valve to move the directional control valve to divert the high pressure hydraulic fluid from line 46 to line 80. When this occurs, high pressure fluid is supplied through line 82 to the sequencing valve 40 so that the admission of the high pressure fluid to the drive cylinder is exactly reversed from the sequence observed in the forward operation. Thus,

lines

60 and 58 are exactly out of phase to efi'ectuate the reversing of the paddle wheel which otherwise operates exactly as previously described in the forward operation.

The cooling system also operates through the diesel engine which drives the pump 126 to pass the coolant through the heat exchanger and the keel cooler for cooling the hydraulic fluid.

The hydraulic operation of the paddle wheel boat is completely powered by the diesel engine and is relatively free from maintenance and disrepair. The hydraulic fluid is supplied through the reservoir tanks with adequate provisions for filtering and straining impurities. An efiicient system has been provided accordingly for the paddle wheel operation with the development of hydraulic power through the drive pump connected to the diesel engine efficiently and simply combined in a rugged and effective system.

Various changes and modifications may be made within this invention as will be readily apparent to those skilled in the art.

Such changes and modifications are therefor within the scope v and-teachings in this invention as defined by the claims appended hereto.

What is claimed is:

1. A paddle wheel boat having a prime moving means comprised of a diesel engine driving a hydraulic oil pump, said pump supplying oil under pressure to a reciprocatory drive cylinder, drive means connecting a piston in the drive cylinder to a paddle wheel, said drive cylinder having control means for selectively admitting the hydraulic oil under pressure to opposite faces of the piston to provide for reciprocating movement of the piston, and a pilot pump driven by the diesel engine to provide fluid under pressure to a valve actuating system to reverse the order of admission of the hydraulic oil to the drive cylinder.

2. A paddle wheel boat having a prime moving means comprised of a diesel engine driving a hydraulic oil pump, said pump supplying oil under pressure to a reciprocatory drive cylinder, drive means connecting a piston in the drive cylinder to a paddle wheel, said drive cylinder having control means for selectively admitting the hydraulic oil under pressure to opposite faces of the piston to provide for reciprocating movement of the piston, said control means comprising a sequence valve having first and second inlet lines for admitting hydraulic oil selectively to first and second discharge lines discharging to the opposite faces of the piston in the drive cylinder, and a pilot pump driven by the diesel engine to provide fluid under pressure to a valve actuating system to direct the flow of hydraulic oil selectively to the first or second inlet line to the sequence valve to provide for forward or reverse propulsion.

3. The paddle wheel boat of claim 2 in which starboard and port propulsion systems are provided with separate starboard and port diesel engines, pumps, directional control valves, sequencing valves and drive cylinders and the said first inlet lines leading into both the starboard and port sequencing valves being separately connected to the starboard and port directional control valves and meeting in an X-connection intermediate the sequence valves and the directional control valves, said second inlet lines being similarly connected between the sequence valves and the directional control valves and check valve means connecting the first and second inlet lines at the X-connections.