IMPROVEMENTS IN COMBINED HAND AND STEAM STEERING APPARATUS, PART OF WHICH IS APPLICABLE TO OTHER PURPOSES
Year: 1881

page_text: LETTERS PATENT to Arthur William Cooper, of Dundee, in the County of
Forfar, North Britain, for an Invention of IMPROVEMENTS IN COMBINED
HAND AND STEAM STEERING APPARATUS, PART OF WHICH IS APPLICABLE
TO OTHER PURPOSES."
PROVISIONAL SPECIFICATION left by the said Arthur William Cooper at
the Office of the Commissioners of Patents on the 1st November 1881.
ARTHUR WILLIAM COOPER, of Dundee, in the County of Forfar, North
Britain. "IMPROVEMENTS IN COMBINED HAND AND STEAM STEERING APPARATUS,
PART OF WHICH IS APPLICABLE TO OTHER PURPOSES."
My Invention relates to improvements in steering apparatus for being operated
either by hand or by steam power, and has for its object to provide an efficient
compound and automatic gear which shall be free free from many of the objections
of such gear as at present arranged.
In steering gear constructed according to the said Invention two outside high
pressure cylinders are combined with a central low pressure cylinder, the steam
being supplied to the high pressure cylinders over the outside edges of the
controlling slide valve through ports, and from the high pressure cylinders through
a recess in the controlling slide valve to the piston valves of the low pressure
cylinder, the said steam leaving as exhaust (after operating in the low pressure
cylinder) at the opposite recess in the aforesaid controlling slide valve, changing
ends as the gear is run from port to starboard or starboard to port. By the
employment of a low pressure cylinder with the controlling slide valve attached
the steam which remains in the ports leading to the bigh pressure cylinders is
expanded and utilized instead of being thrown out as exhaust each time the
apparatus is shifted a spoke from port to starboard or the reverse. To lighten the
bearing of the slide valve upon its seat there is a balance ring at its back packed
with spring rings and kept in contact with the back of the slide valve by a plate-
spring at back. A closing nut or screwed cap is screwed over the casing which
contains this ring and plate-spring ensuring an equal pressure on the plate-spring
and the back of the valve.

page_text: An automatic cut off gear for the apparatus is constructed as follows:-A disc
solid with or fixed to the weigh shaft carries three double ended pinions, three ends
gearing at one side with the hand wheel gear, and the three at opposite side of
disc with the power mechanism through a pinion cast in one with the actuating
bevel wheel, and being with it loose on the weigh shaft. The toothed wheel of
the hand gear is loose on the weigh shaft also, but is kept in position by a steady
pin. To operate the gearing, when this toothed wheel is moved by the hand
wheel, the double ended pinions are thereby moved, rolling on the pinion formed
with the bevel wheel of the power gear, and thereby moving the disc formed on the
weigh shaft (which carries double ended pinions) which opens controlling slide
valve, starting the machine which in turn moves the said pinion, thereby rolling
the weigh shaft by the double ended pins back to mid mid position of the controlling
valve. This gearing gives but little friction and is therefore not liable to be set
fast.
The automatic gear spanner for lifting the valve may be locked by putting
a pin through the spanner and bracket in the mid position, which is quicker than
the common plan, and mistake is rendered thereby unlikely. This spanner may be
used for running the machine from hard over to hard over by holding it by hand,
when the machine may be run much more quickly than it could be spoked over by
the hand wheel. By the following arrangement of clutch gear on the crank shaft
it is not possible that the engine and hand wheel be connected at the same time,
thus preventing liability to accident from this cause. This arrangement is as
follows: A squared collar is fixed on the forward end of pinion sleeve and one on
the forward end of the crank shaft, those two being in proximity to a squared part
_of_the_hand_wheel_nave.;_there is.a.clutch_band_of_such_width that it can only_bind
two parts at one time, either the hand wheel and pinion sleeve or pinion sleeve
and engine shaft, thereby preventing the possibility of a mistake in changing from
hand to steam gear; an arm on the sliding clutch on one arm of hand wheel prevents
the hand wheel being coupled with the gear of the machine whilst in gear with
the steain valve, so that if steam be not locked off with the pin through the spanner,
still no accident can happen owing to this. There is a check chain and spring
employed to bring up the hand wheel when hard over in place of the common
travelling nut, which if brought up hard is liable to lock at the ends. The rudder
chain wheel is preferably of steel, with teeth preferably cast thereon to gear with
chain links, but it may be made solid of cast iron in one piece with the internal
wheel, or keyed on to suit the ordinary iron chain which might then require guide
wheels, but the first mentioned plan is preferably, as no guide wheels are then
required, the links of the chain being made of special form to gear with the teeth
of the wheel. Each link consists of a tubular or main part which forms the bearing
surface against the teeth of the wheels and of two side horns or projections forming
the connections of these tubular bearing pieces. To fasten link to link pins are
passed through the outer ends of the side horns or projections, and into and through
the tubular bearing piece of the next link, which tubular bearing piece is between
these horns and so on throughout the chain. This chain may be used for other
purposes than steering gear when required.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Arthur William Cooper in the Great Seal Patent Office on
the 1st May 1882.
ARTHUR WILLIAM COOPER, of Dundee, in the County of Forfar, North Britain.
' IMPROVEMENTS IN COMBINED HAND AND STEAM STEERING APPARATUS, PART
OF WHICH IS APPLICABLE TO OTHER PURPOSES."
My said Invention relates to improvements in steering apparatus for being
operated either by hand or by steam power, and has for its object to provide an
efficient compound and automatic gear, which shall be free from many of the
objections of such gear as at present arranged.
And in order that my said Invention may be properly understood, I now proceed
more particularly to set forth the system, mode, or inanner in or under which the
same is or may be used, or practically carried into effect, reference being had to the
accompanying Sheets of Drawings and to the letters and figures marked thereon,
that is to say:-
Figure 1 represents a front elevation of the steering apparatus constructed
according to my said Invention, and Figure 2 is an elevation of the opposite end
of the same with the hand wheel removed. Figure 3 is a sectional longitudinal
view showing some parts in elevation through the centre of the mechanism on the
line 1, 2, Figure 4, Figure 4 being a plan of the same with the crank shaft and the
high pressure cylinders removed. The remaining Figures represent details, and are
hereinafter referred to.
Upon the bed plate A of the apparatus is mounted a low pressure cylinder B,
arranged vertically and in a central position at the after end of the apparatus.
Cast with or attached to the said cylinder are two radiating or projecting arms or
supports B', upon which are mounted two high pressure cylinders C, C, the steam
passages C for the same being cored through the projecting arms, as shown by the
dotted lines in Figure 2.
The connecting rod b of the low pressure cylinder, and the connecting rods c of
the high pressure cylinders are coupled, as shown more particularly in Figure 2,
to a coupling head Y mounted upon the pin d of the crank keyed upon the
shaft D, the said shaft being mounted in bearings in the casting of the trunk E.
The said trunk or framing E is bolted upon the top flanch of the bed plate A,
and carries the whole of the necessary gearing wheels and shafting, thus ensuring
compactness and rigidity, the employment of separate brackets being thus dispensed
with, the bearings being formed upon the single casting E, which ensures the
gearing remaining true, although each part can be taken separate and put together
as often as required. The valves of the three cylinders are operated, as shown
more particularly in Figures 2 and 3, from the eccentric F mounted upon tho
shaft D, the three valve rods f being connected to the band or coupling head f¹ of
the eccentric, as shown more particularly in Figure 2. The low pressure
cylinder B is provided with two sets of piston valves, as shown in Figure 2, and in
the detail view Figure 3, which is a part sectional plan on the line 3, 4, Figure 3,
the said valves being operated by the cross-head B2, by which means the valve
centres of the low pressure cylinder are brought in line with the valves of the
high pressure cylinders. Steam to the valves of the three cylinders is controlled
by the regulating slide valve G, Fig. 3, in the steam chest G¹, which is mounted at
the side of the low pressure cylinder B, the arrangement of the ports being as
follows:-Steam from the inlet x, Figure 3, is supplied to the high pressure
cylinders over the outside edges of the controlling slide valve G through the
port cl, c, as shown in Figure 3, and in the detail view Figure 2a, which is a cross
section on the line 5, 6, Figure 2, of one of the high pressure cylinders C.
As shown in Figure 2ª, the valves c* of the high pressure cylinders are of the
piston type, and the steam from the steam chest of the controlling valve is led
from the port c', Figure 3, to the centre at c¹* of the piston valve c* of the cylinder C,

page_text: Figure 2a, the steam from the port c², Fig. 3, being led to the outside at c* of the
piston valve.
From the high pressure cylinders steam is supplied to the piston valves of the
low pressure cylinder through the ports b', 62, Fig. 3, by the controlling slide-
valve G, Figure 3. As seen in the detail view Figure 3a1, which is a sectional
elevation on the line 7, 8, Figure 3a, the steam from port b', Figure 3, is led to the
outside at b* of the piston valves 6*, the port 62, Figure 3, leading to the centre
at 62* of the said valves. The steam after operating in the low pressure cylinder
is exhausted through the port b³ by the controlling valve.
By the employment therefore of a low pressure cylinder with the controlling
slide valve attached, the steam which remains in the ports leading to the high-
pressure cylinders is expanded and utilized instead of being thrown out as exhaust
each time the apparatas is shifted a spoke from port to starboard or the reverse.
To lighten the bearing of the regulating slide valve G upon its seat there is a
balance ring g, Figure 3, at its back packed with spring rings g, and kept in
contact with the back of the slide valve by a plate spring g2 at back.
A closing
nut or screwed cap g³ is screwed over the casing ' which contains this ring and
plate-spring, ensuring an equal pressure on the plate-spring and the back of the
valve.
The working of the regulating slide valve G is effected by the motion of the
weigh-shaft H under the control of the spanner I hereinafter more particularly
referred to, the valve rod 5 being operated from the said shaft H through the
connecting link g6, as shown in Figure 3.
An automatic cutting off of the steam under the control of the regulating valve
is effected in the following manner:
The weigh-shaft H has formed or fixed on it a disc J, Figure 3, which carries
three double ended pinions j, shown in sectional side elevation in the detail view
Figure 5; the said pinions are enclosed in a casing J', and are carried in bushes j¹
fixed through the said disc J, and held therein by the set screws. The three
ends of the pinions gear at one side with a double toothed wheel K', that is to say,
the three pinions gear with internal teeth which are formed upon the inside of the
said wheel K, which is loose upon the weigh shaft H but is kept in position by a
steady pin. The three ends of the pinions j at the opposite side of the disc J, gear
with the power mechanism through a pinion L, Figure 5, cast in one with the
actunting bevel wheel M, and being with it loose on the weigh shaft H. The double
toothed wheel K¹ gears with a spur wheel Z which is mounted loose upon the nave
of the hand wheel K, the said wheel Z being capable of being geared with the hand-
wheel, as hereinafter described. When motion imparted to the double toothed
wheel K¹, the double ended pinions are thereby moved rolling on the pinion L
formed with the bevel wheel M of the power gear, and thereby moving the disc
joined on the weigh shaft (which carries double ended pinions) which opens the
controlling slide valve starting the machine. The shaft D which is rotated by the
crank d, has mounted loose upon it a bevel pinion d² which gears with a bevel
wheel d³, mounted upon the upper extremity of the upright shaft d' mounted in
bearings in the framing of trunk E. The lower extremity of the said shaft d' has
keyed or formed solid upon it a pinion d5, gearing with the internally toothed
wheel do, which is cast with an extended boss da, and which is mounted upon a
strong vertical pin d' held by the casting E of the framing or trunk. The said
internally toothed wheel de has keyed upon the extended portion da of its boss
or sprocket wheel d³, which operates directly upon the rudder chain which is
hereinafter particularly described. The power gear having been started by the
motion of the slide valve, as described, moves in turn the pinion Lupon the weigh
shaft through the gearing shown in dotted lines, Fig. 3, the wheel o being operated
by the large wheel do, and communicating motion through the shaft o¹, to the bevel
pinion o, which gears with the pinion L thereby rolling the weigh-shaft by the
double ended pinions back to the mid position of the controlling valve G. The
gearing, as described, gives but little friction and is therefore not liable to set fast.

page_text: An automatic gear spanner I for lifting the controlling slide valve G is keyed,
as shown more particularly in Figures 1 and 2, upon the extremity of the weigh
shaft H, and when it is not required to use steam power its arm i is locked, as
shown in the Drawings in a mid-way position, by which means the controlling
valve is kept in a mid-way or inactive position by the pin i¹, which is passed
through the said arm and into a projecting bracket E, which is part of the casting
of the framing or trunk E. This spanner may be used for running the machine
from hard over to hard over by holding it by hand, when the machine may be run
much more quickly than it could be spoked over by the band wheel. The
arrangement of the apparatus to prevent the engine and hand wheel power being
put into operation simultaneously consists in forming the bevel pinion d of the
crank shaft D with a sleeve P, which is loose upon the shaft D, and has fixed upon
its forward end a squared collar p, a similar squared collar Q being fixed upon the
forward end of the crank shaft. The two said squared collars being in proximity
to a squared portion of the nave of the hand-wheel K. A clutch band R
provided with a spring locking bolt r is arranged upon the said squared portions,
and is of such width, as shown in section in Figure 3, that it can only bind two
parts at one time, that is to say, either the hand wheel and the pinion sleeve, being
the squared portion k and the squared collar p, or the pinion sleeve and engine
shaft, that is to say, the squared collar p with the squared collar Q, thereby
preventing the possibility of a mistake in changing from hand to steam gear.
Upon one of the arms of the hand wheel is formed a sliding clutch, having a
projecting arm 3, which prevents the nave of the hand wheel being coupled with
the gear of the machine whilst in gear with the steam valve, the projecting arm
as shown abutting the clutch band R, thus preventing the said band from being
noved on to the squared part K of the nave of the hand wheel.
If therefore the steam be not locked off with the pin through the spanner, still
no accident can happen owing to this arrangement.
The sliding clutch is provided with a spring bolt, to fix the said clutch in
position upon the arm of the wheel. The clutch when in its lowest position,
and as shown in the Drawing Figure 3, is connected to or in gear with the toothed
wheel Z by the projection 15, which fits with a dovetailed slot in the rim of the
said wheel Z.
I will now proceed to describe the working of the apparatus when in use and set
for working by steam power or hand power. When steam power is required the
sliding clutch is brought down into its lowest position, as shown in Figure 3, so
as to bring the hand wheel in gear or connection with the wheel Z. The squared
clutch R is moved to the side so as to bind the square collar p, which is fixed on
the sleeve P with the square collar Q, which is keyed on the shaft D. The pin i¹
of the spanner I is now removed from its central position and steam is turned on.
The hand-wheel K through the gearing on the weigh-shaft H operates the regulating
valve G, whereby the crank d' is caused to rotate the shaft D together with the
bevel pinion ², which through the wheel d³, shaft d', and pinion d³, rotates the
large wheel d, which operates the rudder, sprocket wheel, and chain. During
the rotation of the large wheel & the gearing, consisting of the pinion o, shaft o²,
and bevel pinion of, imparts the necessary movement to the weigh-shaft H through
the double ended pinions j, whereby the necessary movement of the regulating
valve is effected so that the cutting off of the steam is effected automatically, in
order that the movement of the engine may coincide with the hand wheel.
When it is desired to work the apparatus from the flying bridge, gearing may
be attached directly over the wheel Z, and by a vertical shaft the necessary
motion may be communicated down to the said wheel Z, in which case the hand-
wheel K may be caused to remain stationary by disengaging the sliding clutch /*
from the wheel Z.
When it is desired to use hand power alone, the sliding clutch k² is moved into
its highest position in order to disconnect the hand wheel K from the wheel Z.
The square clutch band R is moved along to connect the square collar p of the

page_text: sleeve P with the boss of the hand wheel K, whereby the bevel pinion d³ is
operated and motion communicated to the large wheel do, and the rudder chain is
operated.
The wheels Z and K¹ being always in gear and in operation, the indicator gear
may be connected with the wheel Z, so that the position of the rudder can always
be correctly ascertained.
A check chain s, Figures 1 and 3, is wound upon the barrel J', Fig. 3, and is
provided with a spring s', which is employed to bring up the hand wheel when
hard over; but in lieu of this arrangement I may employ the ordinary travelling
nut.
With reference to the detail view, Figure 6, which is a sectional plan of the
wheel and chain gear, the rudder chain wheel do, which is preferably of steel, has
teeth preferably cast thereon to gear with the chain links V, but it may be made
solid of cast iron with the internal wheel, or keyed on to suit the ordinary iron
chain, which might then require guide wheels, but the first mentioned plan is
preferable, as no guide wheels are then required, the links of the chain being made
of special form to gear with the teeth of the wheel. Each link, as shown in
Figure 7, consists of a tubular or main part v, which forms the bearing surface
against the teeth of the wheel, and of two side horns or projections v forming the
connections of these tubular bearing pieces. To fasten link to link, pins are
passed through the outer ends of the side horns or projections, and into and through
the tubular bearing piece of the next link, which tubular bearing piece is between
these horns, and so on throughout the chain.
Having now described and particularly ascertained the nature of my said
Invention-and-the-system, mode, or manner in or under which the same is or may
be used by practically carried into effect, I would observe in conclusio that what
I consider to be novel and original, and therefore claim as the Invent.un secured
to me by the herein before in part recited Letters Patent is,
First. The herein before described improvements in combined hand and steam
steering apparatus, substantially as shown in the accompanying Drawings.
Second. The employment of two outside high pressure cylinders in combination
with a central low pressure cylinder, the steam being supplied to the valves of the
said cylinders through a main controlling slide valve, the whole being constructed
and arranged, substantially as described and shown in the accompanying
Drawings.
Third. The arrangement and combination of parts for effecting the cutting off
of the steam automatically in order that the movement of the engine may coincide
with the movement of the hand-wheel, substantially as herein-before described and
shown, with reference more particularly to Figures 3, 4, and 5 of the accompanying
Drawings.
Fourth. For affecting the disconnection of the hand-wheel gear from the steam-
power gear, the employment of clutch apparatus or gear, substantially as described
and shown with reference to Figure 3 of the accompanying Drawings.
Fifth. The construction of rudder chain wheel and chain links, substantially as
described, with reference more particularly to Figures 6 and 7 of the accompanying
Drawings.
In witness whereof, I, the said Arthur William Cooper, have hereunto set my
hand and seal, this Twenty sixth day of April, in the year of our Lord
ARTHUR WILLIAM COOPER. (L.S.)