Abstract:
The method of mechanically controlling the rotation of a spool comprising a clutch providing a first position in which a first motive force is applied to the spool through the clutch, providing a second position in which a second motive force is applied to the spool through the clutch, providing third position intermediate to the first position and the second position in which both the first motive force and the second motive forces are applied to the spool through the clutch, such that there during the movement between the first position, the third position, and the second position there is no time at which at least one of the first motive force or the second motive force is not applied to the spool.

Description:
TECHNICAL FIELD 
     This invention relates to the method of providing a clutch for a spool which allows for two motive forces to be applied through the clutch to the spool, but has no loss of control between the two positions providing the motive forces. 
     BACKGROUND OF THE INVENTION 
     Hoses are frequently handled off the side of offshore vessels for the purpose of supplying the offshore vessel with supplies through what are called loading stations. These supplies can simply be liquids such as potable water, oil, diesel fuel, or any of a number of other liquids. Additionally dry powers are handled thru hoses, such as cement, sand, and drilling mud components. Characteristically, when a dry power is to be transported by a loading station, the power is mixed with compressed air as a carrying mechanism, much as tubes are frequently used to carry deposits at a drive-in bank. The primary difference is that the bank deposit is in a specific carrier, whereas the dry powder is simply blown to its destination as a loose powder. 
     These hoses typically range from 3″ to 6″ in diameter and will usually float. They can be lowered from the side of a first vessel or a dock and can be floated or pulled to a second vessel or dock. 
     On an installation there will frequently be several loading stations with individual hoses which are specifically assigned for a specific service such as diesel fuel or potable water. Each of these will characteristically have a motor attached so that the hose can be lowered down to the water and retrieved back after the task is done. The provision of individual motors with the associated controls is a significant expense when planning for several loading stations, as well as the accommodations of multiple motors consumes extra deck space. Deck space on a large offshore drilling rig is some of the most expensive “real estate” in the world. 
     In spite of the cost associated with the present products as well as the real estate consumed by the multiplicity of motors, improvements to this problem have not been solutions to make this type system more compact by allowing the reuse of a single drive motor, but not having a neutral position on the clutching mechanism. 
     BRIEF SUMMARY OF THE INVENTION 
     The object of this invention is to provide a method of providing a clutch which will allow the use of a single motor with a multiplicity of loading stations. 
     A second object of this invention is to provide a clutch which will allow any of several loading stations to be powered by a single motor. 
     A third objective of this invention is to provide a clutch which prevents the accidental uncoiling of the loading station hose when it is not being powered. 
     Another objective of this invention is to provide a clutch which provides no time of disengagement of the clutch providing an opportunity of accidentally losing the hose. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of a clutch of this invention with the parts spread out. 
         FIG. 2  is a half section of a clutch of this invention in the spool in a driving position. 
         FIG. 3  is a half section of a clutch of this invention in the spool in a braking position. 
         FIG. 4  is a half section of a clutch of this invention in the spool in an intermediate position engaging both the driving shaft and the braking means position. 
         FIG. 5  is a half section thru a clutch of an alternative design. 
         FIG. 6  is a half section of  FIG. 5  taken along section lines “ 6 - 6 ” showing the clutch in the braking position. 
         FIG. 7  is a half section of  FIG. 5  taken along section lines “ 6 - 6 ” showing the clutch in the driving position. 
         FIG. 8  is a half section of  FIG. 5  taken along section lines “ 6 - 6 ” showing the clutch in an intermediate position engaging both the driving and the braking means. 
         FIG. 9  is a perspective view of a group of 8 loading stations mounted on a common base as seen from out to sea. 
         FIG. 10  is a perspective view of a group of 8 loading stations mounted on a common base as seen from the vessel or boat as a worker would see it. 
         FIG. 11  is a perspective view of a group of 8 loading stations mounted on a common base as seen from the bottom. 
         FIG. 12  is a view of a single loading station as would be seen from a worker on the vessel or dock. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to  FIG. 1 , a perspective view of a clutch  10  of this invention is shown with main shaft  12  with slot  14  and key  16  being available for taking power away through sprocket  18  to drive the spool (not shown). 
     First body  20  has an internal groove (not shown) to engage key  16  to receive rotational power from main shaft  12  and a multiplicity of pins  22  which will engage slots  24  in roller body  26  as a first clutch position to drive the spool. Alternate mechanisms for the pairing of the multiplicity of pins  22  and the slots  24  can be the engaging of an external gear with an internal gear or the engagement of an external spline with an internal spline. 
     Second body  30  has a multiplicity of pins  32 , but has no internal slot to engage main shaft  12 . Rather than receiving rotational power from the main shaft  12 , second body  30  has a bolt circle at  34  which is used to rotationally fix the second body  30  to act as a brake. Keyway  36  is characteristic of a key on each end of all shafts which allow them to be connected to each other by couplings which are well known in the art. 
     Referring now to  FIG. 2 , the components of  FIG. 1  are shown assembled and shifted to a first position which delivers rotary power from the main shaft to the sprocket  18  and then to the spool. As will be seen roller surfaces  50  and  52  will be utilized to support a spool and a gear tooth profile on the spool will engage the tooth profile on sprocket  18 . Pins  22  are shown engaged with slots  24  such that power from main shaft  12  is delivered through key  16  to roller body  26 , through bolts  54  to sprocket body  56  and to the sprocket  18 . Bearings  58  and  60  are provided on the clutch and bearings  62  and  64  are provided on roller  66  which has roller surface  50 . 
     Bracket  70  is shown bolted to second body  30  using bolts  34  and engages grooved sleeve  72  which is retained in place by split collar  74 . Bolts  76  attach restraint plate  78  and shifting plate  80  to bracket  70 . As will be seen, restraint plate  78  acts as a brake by preventing the rotation of second body  30 . Pin  82  is engaged by handle  84  to shift the bracket  70  back and forth between the clutch positions. 
     Referring now to  FIG. 3 , bracket  70  and all attached parts are shifted to the right to a second position to disengage pins  22  from slots  24  and to engage pins  32  in slots  90 . As slots  90  are in second body  30  which is prevented from rotating by attachment to fixture  70  and therefore to restraint plate  78 , the spool is prevented from turning. It is effectively a braking position. 
     Referring now to  FIG. 4 , bracket  70  is moved to a third position intermediate to the first and second positions. In conventional clutching systems this would mean that the clutch would be momentarily disengaged, and this is not usually a problem. However in the present circumstance where the weight of a hose will be suspended from the spool, as the clutch is manually moved from the first position to the second position, the hose can drop. If the clutch parts begin spinning quickly, it may be difficult or impossible to engage the clutch in either of the positions and the hose will be lost. 
     In this system, the pins  22  and slots  24  remain engaged until after the pins  32  and slots  90  are engaged, so that control is maintained at all times. This may mean in some circumstances that the shaft must be rotated some to allow the pins and slots to line up and make the shift, but safety is always maintained. 
     Referring now to  FIG. 5 , a view of an alternate design clutch  100  is shown in half section having a sprocket profile  101 , an inner main shaft  102  which is surrounded by an output shaft  104  having a spline or tooth profile  106 . First body  108  is shown with a spring  110  pushing pawl  112  with its front teeth  114  engaging the spline or tooth profile  106 . Second body  108  is shown engaged by anti-rotation pin  116  which in turn engages tab  118  to prevent its rotation. An outer tooth profile  101  is shown and is similar to the profile on sprocket  18  seen in  FIG. 1 . 
     Referring now to  FIG. 6  which is taken along lines “ 6 - 6 ” of  FIG. 5 , it can be seen that the components spring  110 , pawl  112 , and teeth  114  are matched by spring  122 , pawl  124 , and teeth  126  which are mounted on second body  128  which is rotationally connected to first body  108  by ball bearings  130 . Teeth  126  are not connected to first body  108 , but second body  128  is connected to the main shaft  102  through key  132  so second body  128  will freely rotate as main shaft  102  rotates, but will not turn the spool. Sprocket profile  101  is part of output shaft  104  which is engaged by pawl  112  which is mounted on first body  108 , which is in turn retrained by anti-rotation pin  116 , which is in turn restrained by tab  118 , so sprocket profile  101  is prevented from turning and acts as a brake to the spool. 
     Referring now to  FIG. 7 , the anti-rotation pin  116  is moved to the left position and teeth  126  are engaged with spline or tooth profile  106  and teeth  114  are disengaged. This releases the braking action from teeth  114  and allows the rotation of main shaft  102  to power the spool through teeth  126 . 
     Referring now to  FIG. 8 , anti-rotation pin  116  is shown in position intermediate to the positions as shown in  FIG. 6  and  FIG. 7  and in this position the teeth  114  and the teeth  126  are both engaged with the teeth  106 . This means that at this time the spool (as powered through sprocket profile  101 ) is stationary and the main shaft is prevented from turning. 
     A somewhat different characteristic occurs in alternate clutch design  100  ( FIG. 5 ) from clutch  10  ( FIG. 1 ). On clutch  10 , the clutch could not be shifted until the pins and slots were lined up. On alternate clutch design  100 , the clutch can be shifted at any time irrespective of the rotational angle of the components. However, the clutch may not actually be engaged until there is a slight rotation of the spool. This exchanges the absolute knowledge of engagement with clutch  10  or the ease of engagement of alternate clutch design  100 . 
     Referring to  FIG. 9 , a group of 8 individual loading stations  150  are shown mounted on a common frame  152 , each having a hose such as  154  with a connector  156  to be deployed to deliver it product to a vessel or port. 
     Referring now to  FIG. 10 , the opposite side of the group of loading stations  150  is shown. Each individual loading station has a fitting such as  160  for connection of piping to administer the fluid or powder to be received or delivered. Handle  162  will operate the clutch of this invention. 
     Referring now to  FIG. 11 , a bottom view of the group of loading stations  150  showing a single motor  170  to drive the interconnected shafts  172  with the various clutches  174 . The single motor  170  provides the power to operate all of the loading stations simultaneously or one at a time. 
     Referring now to  FIG. 12 , the end of a single loading stations is shown similarly to the view of  FIG. 10 . A fitting  160  is shown for administering the powder or fluid to the hose, which is deployed on the opposite side of the loading station. In the case of this particular loading station, the product to be handled is potable water as can be seen on the label  180 . The handle  162  is presently in the position to shift the clutch to the drive position rather than the lock or braking position. Pivot  182  is provided such that the movement of the handle  162  will shift the clutch at  184 . Sprocket profile  18  on the clutch engages sprocket profile  186  on the spool  188  to drive the spool. 
     The particular embodiments disclosed above are illustrative only, as the invention may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. Furthermore, no limitations are intended to the details of construction or design herein shown, other than as described in the claims below. It is therefore evident that the particular embodiments disclosed above may be altered or modified and all such variations are considered within the scope and spirit of the invention. Accordingly, the protection sought herein is as set forth in the claims below. 
     SEQUENCE LISTING 
     N/A