US2525240A - Steering gear - Google Patents

Description

H. W. PIERCE STEERING GEAR Oct. l0, 1950 w Filed March 4, 1947 INVENTOR. 2% m Ca/mmow, fza/m vau.

A i'ormeys ,f //V, I wA w n 2 2/ W 5 VQ 2 .2 1// .,4/\ WMZ/.74 /KW MMQ`O W Patented Oct. 10, 1950 UNITED STATES PATENT OFFICE 2,525,244)` STEERING .GEAR

Harry W. Pierce, Collingswood, N. J. Application March 4, 1947, serial No. 732,209

(o1. nii- 155) 7 Claims. 1 This invention relates to gearing for transmitting the movements of an actuating or driving member to a member to be actuated or driven and particularly to the provision of means in such gearing for selecting a reversible or nonv reversible gear train as may be desired. The iiivention is especially advantageous for steering mechanisms of boats and will be so described hereinafter but it will be understood that it is not restricted to this particular application.

In the steering of boats and particularly in the steering of sail boats and ,auxiliaries it is frequently desirable to know the forces being ex ertedupon the rudder to determined whether the adjustment of the sails is such as to bring the I'boat into balance. In the case of the usual tiller nisms it is possib`e for the helmsman to feel the forces acting upon the rudder. The presentA invention provides a novel steering mechanism which provides all the advantages of both the :3D

tiller and the non-reversing gear steering mechanisms now in use.

It is accordinglv an object of this invention to provide novel actuating or driving means between an actuating'member such as a wheel or helm` and an actuated member such as a rudder,

Asaid means comprising a plurality of gear trains one of which is reversible or reactive on the actuating member and another being non-reversible, either of said gear trains being available at the selection of the operator. y

Another object is to provide a novel steering mechanism for boats which embodies the above means so that the helmsmanv may readily judge the forces'acting ulpon the rudder by selection of the reversible gear train and thereafter may change to the non-reversible gear train without loss of control of the rudder during the change. Other and further objects of this invention will appear as the description thereof proceeds.

The accompanying drawings illustrate one embodiment of the invention, but it is to be eX- pressly understood that this embodimentV is by Vway of illustration only and is notto be construed as a limitation of the invention, reference.

smaller classes of boats, and with such mecha- 1925 being had to the appended claims for this purpose.

In the drawings, in which like reference numerals indicate like parts,

Fig. 1 is a View vfrom above of an embodiment of the invention comprising a boat steering mechanism having two synchronously driven gear trains and a clutch for selecting one or the other of such trains;

Fig. 2 is a cross-sectional elevation of the embodiment of Fig. 1; and

Fig. 3 is a partial view of a modication of the embodiment of Fig. 1.

In the several gures, I0 is a suitable frame for supporting the several' elements of this embodiment of my invention. Frame I Il may be secured tothe wheel box or other Vparts of the boat as by lags II or by other suitable means and provides the lower supporting parts I2, I3, I4 and I5 of four horizontal bearings and a vertical bearing I6. The four horizontal bearings are completed by bearing caps I1, I8, I9 and Z which are suitably securedtoframe I!) as by bolts 2l.

Mounted in vertical bearing I6 is rudder post 22 carrying rudder 23 and reduced at 24 to t into a suitable bearing carried at the heel of the deadwood and not here shown as it is not pertinent to the present invention, The upper end of rudder post 22 above bearing I5 is keyed at 25 to worm gear 26 which forms part of a non-re'- versible gear train for driving the rudder.

Bearings I4 and vI 5 support a stub shaft 2l upon which is mounted worm 2B for engagement with worm gear '26. The teethof worm gear 26 and the lthread of worm 28 have a clearance onthe .order of .010 for reasons which will more fully 'appear hereafter. The thread angle and pitch of the wormand worm gear are chosen to provide aself-locking, non-reversible vdrive. Hence the rudder. 23 can be shifted in either direction when stub shaft 2l is rotated by gear 29, but forces on the rudder will not drive back through the worm gear androtate the stub shaft. g

Bearings I2 and I3 suprport the steering shaft 3l! which is rotated by any suitable steering device such Vas wheel 3l securedv to its outer end. Rotation of shaft 30 is transmitted to gear 23 by means of gear 32 secured to the inner end of shaft 3U as by key 33. A collar 34 secured to shaft `30 abuts frame I0 to prevent movement of the shaft and gear 32 toward worm gear 26, and

3 hub 36 being supported in bearing |2. A collar 38 secured to hub 36 prevents movement of gear 35 along shaft 30 to the left by abutment against frame Il), and shoulder 39 formed by the reduced hub 36 prevents movement of gear 35 in the opposite direction also by abutment against frame I0.

Suitable means are provided for clutching the gear 35 to the shaft 30 when desired. In the form shown, the end of hub 36 is notched at 40 to receive an engaging dog 4| of..clutch sleeve 42. Sleeve 42 is mounted for movement along shaft 3D and rotates therewith by reason of lkeys 43 set into shaft 3|] and engaging longitudinal keyways 44 formed internally of sleeve 42. is secured to shaftv 38 to limit movement of sleeve 42 away from gear 35 but is so positioned that dog 4| can be completely disengaged from notch 40 as shown in the drawings. When clutch sleeve 42 is advanced to engage the clutch, however, shaft 3U drives gear 35 which in turn drives a bevel gear sector 46 secured to rudder post 22 as by key 41. This gear train is reversible or reactive between wheel 3| and rudder 23. VThe ratios of the several gears are so chosen that bevel gear 35 is driven from the rudder post at the same speed as shaft 30 when the clutch is disengaged.

When installing the gear mechanism, rudder 23 is .brought to amidships position and sector 46 is rotated about rudder post 22 until equal portions thereof extend on each side of bevel gear 35. Key 41 is then secured in place to lock sector 46 and rudder post 22 together. Worm gear 26 is then rotated on rudder post 22 until there is equal clearance between its teeth and the worm thread on each side and is then secured in place.

With the apparatus set up and adjusted as above described let it be assumed that the boat is underway with sail set and the helmsman desires to determine the balance of the boat. The helmsman then slides 4clutch sleeve 42 to the left to engage the clutch dogs 4| in the notches 40 of bevel gear 35. Movement of steering wheel 3| is then transmitted to shaft 30, sleeve 42, gear 35,

sector 46 and rudder post 22 to rudder 1.23, and conversely any forces acting upon rudder 23 are directly transmitted back through the same gear train to wheel 3|. The amount of pull trans,- mitted from rudder 23 to wheel 3| indicates to the helmsman the forces acting on rudder 23 and the adjustment of the sails which is required to counter them. Any rotation of shaft 3D, either by wheel 3| or by forces acting on rudder 23, also rotates gears 32 and 29, shaft 21 and worm 28, but rotation of the rudder post l22 causes worm gear 26 to rotate simultaneously so that this gear train idles and offers no resisance to the action of the rudder 23 upon steering wheel 3| The clearance n the order of .010" between the teeth of worm 28 and the thread of worm gear 26 is sufcient to allow for play in gears 32 and 29.

When the sails have been suitably adjusted to counterbalance forces acting upon rudder 23," or when it is desired to steer with a non-reversing steering mechanism, clutch sleeve 42 is moved to the right to disengage the clutch. Bevel gear 35 then idles upon shaft 3D and movement of steering wheel 3| is transmitted through shaft 30, gears 32 and 29, shaft 21, worm 28 and worm gear 26 to rudder post 22 and rudder 23, giving the desired non-reversing steering action. Any rotation of rudder post 22 also rotates sector 46 which in turn rotates bevel gear 35 freely upon shaft 30. As pointed out above, the ratios of the A collar 45 4 several gears are so chosen that gear rotates at the same speed as shaft 30 and thus the notches are always maintained in alignment with the clutch dogs 4|, permitting transfer from one gear train to the other without loss of control of the rudder.

In the embodiment shown in Figs. 1 and 2, worm 28 is provided with a left-hand thread and worm gear 26 is also left-handed so that the direction of rudder movement in relation to rotation of steering .wheel 3| may be that now in common usage. If a right-handed worm 28 and worm gear 26 be used, an idler gear must be interposed between gears 32 and 29 to maintain the same relation of movement between rudder and steering wheel. A suitable arrangement for this idler gear is shown diagrammatically in Fig. 3 in which idler gear 50 is mounted upon a shaft 5| to engage gears 32 and 29.

It will now be apparent that by the present invention I'have provided a novel apparatus adapted for use as a steering mechanism for boats in which the gear trains may be readily changed by the user, without loss of control of the driven member, from a train permitting evolution of the forces resisting movement of the driven member to a non-reversing gear train and vice versa.

Changes 0r modifications of the above described illustrative embodiment of my invention may now be suggested to those skilled in the art without departing from my inventive concept. For example clutch sleeve 42 may be provided with mechanical or electrical remote control actuating means when steering is by remote control and various gear trains may be employed to meet the requirements of the various classes of boats. Reference shouldtherefore be had to the appended claims to determine the scope of this invention.

What is Aclaimed is:

1. In apparatus of the classdescribed, means for transmitting rotary motion from a driving member to a member to'be driven including reactive and nonreactive transmissions, said means comprising rotatable driving and driven members, nonreversible gearing connecting the driving member with the driven member, reversible gearing for connecting the driving member with the driven member, and clutch means for connecting the driving member with said reversible gearing, the gear ratios between the driving and driven members being the same for both the nonreversible and the vreversible gearing, said nonreversible gearing including means providing lost motion between the driving and driven mernbers whereby reaction is transmitted' from the driving member through said reversible gearing and clutchineans to the driving member and to said nonreversible gearing.

2. Apparatus as dened in claim l, said clutch means comprising a clutch member connected to said reversible gearing and rotatable relative to the driving member, and a clutch memberv rotatable with, the driving member and movable into engagement with said first clutch member.

3. Apparatus as defined in claim ,1, said nonreversible gearing including a worm and worm wheel with clearance between the teeth of the worm wheel and the thread of the worm to provide said lost motion.

4. In boat steering apparatus, a rudder, a steering shaft and a hand steering wheel thereon, and means for transmitting rotation of the steering shaft to the rudder including reactive and nonreactive transmissions, said means comprising nonreversible gearing connecting the steering shaft with the rudder, reversible gearing for connecting the steering shaft with the rudder, and clutch means for connecting the steering shaft with the reversible gearing, the gear ratios between the steering shaft of the rudder being the same for both the reversible and the nonreversible gearing, said nonreversible gearing including means providing lost motion between the steering shaft `and rudder whereby reaction is transmitted from the rudder through the reversible gearing and clutch means to the steering shaft and wheel and to the nonreversible gearing.

5. An apparatus as dened in claim 4, said clutch member connected to the reversible gearing and rotatably mounted on the steering shaft, and a clutch member rotatable with the steering shaft and longitudinally movable thereon into engagement with the rst clutch member.

6. Apparatus as dened in claim 5, said reversible gearing comprising a toothed sector rotatable with the rudder and spur gearing meshing with said sector and including a pinion ro- REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 21,210 Morley Aug. 17, 1858 197,874 Manton Dec. 4, 1877 FOREIGN PATENTS Number Country Date 1 4,477 Great Britain fFeb. 22, 1902 18,390 Great Britain Aug. 14, 1907 Patent No. 2,525,240

Certificate of Correction october 10,1950

HARRY W. PIERCE the printed Specification of the It is hereby oertied that error appears in above numbered patent requiring correction as follows:

Column l, line 26, Jfor the Word possible read impossible;

and that the said Letters Patent should be read as corrected above, same may conform to the record of the case in the Patent Office.

Signed and sealed this 2nd day of January, A. D. 1951.

so that the THOMAS F. MURPHY,

Assistant Commissioner of Pate/nts.

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