Improvements in Steering Mechanism for Boats and other Vessels.
Year: 1893

page_text: Date of Application, 9th June, 1893-Accepted, 29th July, 1893
COMPLETE SPECIFICATION.
Improvements in Steering Mechanism for Boats and other Vessels.
I, JOHN PHILIP HOLLAND, of 116, Garside Street, in the City of Newark,
County of Essex, and State of New Jersey, one of the United States of America,
Engineer, do hereby declare the nature of this invention and in what manner the
same is to be performed to be particularly described and ascertained in and by the
following statement :-
This invention relates to steering mechanism or apparatus for large or small
vessels, and is particularly well adapted for boats capable of running when
submerged or which have wholly submerged hulls.
One object of the present invention is not only to place the two kinds of rudders
employed, one kind being for horizontal and the other for vertical steering
(commonly called "steering" and "diving" rudders), under the control of the
steersman, but to cause the horizontal steering to be continued antomatically for
some time after the vessel is put on its course. Another object is to improve the
mechanism for both horizontal and vertical steering, especially in its application to
submerged or partially-submerged vessels.
In the accompanying drawings, I have by way of example shown my invention
embodied in steering apparatus for a boat capable of being submerged.
Fig. 1 is a diagrammatic longitudinal section of the stern portion of a vessel
provided with my horizontal steering mechanism.
Fig. 2 is a corresponding horizontal section.
Fig. 3 is a plan of the steering drag.
Fig. 4 is a section on the line a, a (Fig. 3).
Figs. 5 and 6 are views similar to Figs. 1 and 2 respectively, but serving to
show the vertical steering mechanism.
The horizontal steering is effected by a vertical rudder, somewhat similar to the
kind employed on all vessels running horizontal courses. The vertical steering is
accomplished by rudders fixed to a transverse horizontal rocking shaft; these
rudders being designed to direct the vessel obliquely downward or upward as it
advances.
A is the hull or shell of the boat, which may be of any desired form. a is the
propeller-shaft, and the propeller. c is the rudder which gives the boat her
horizontal course, and ¹ is its stem. e is a smaller auxiliary rudder on the upper
end of the stem c¹. A slotted or loosely-connected link et couples the forward end
of the rudder e² to the hull in such a manner as to limit the swing or movement
of the rudders. A sprocket-wheel dis fixed on the stem of the rudder in the
dead-wood; a driving chain e passing round this wheel. The chain e comprises
rods located where it passes into the hollow of the hull; these rods playing
through stuffing boxes to prevent leakage. The inner ends of the rods are
coupled to a wire rope or chain h, which works on a pulley i and a driving wheel k,
the latter turning loosely on its shaft 1. When the wheel k is turned, the rudder c
is operated. The shaft extends up through the deck of the boat, and is furnished
with a water-tight bush or bearing. The outer end of the shaft is secured at m
to a lever n, the forward arm of which plays in a guide o on the deck; the other
arm of the lever being coupled at y to the forward end of a drag p. Figs. 1, 3
and 4 illustrate the preferred form of drag, which is triangular in plan and has a
pendent rib d. The lever n may be rigidly secured to the drag, or may be pivoted
thereto as shown in Figs. 1 and 3. The lever n may also have a pendent rib, as
indicated in dotted lines in Fig. 1. As the shaft partakes of the movement of the
lever n,
and this lever is coupled to the drag, it follows that, if the shaft. / be clutched

page_text: fast to the pulley k, the drag p will control the rudder c. This clutching of the pulley
to the shaft may be effected by a friction-clutch q, the sliding member of which is
splined on the shaft i, and operated by a clutch-lever and a cord ; a spring u serving
to hold the clutch out of engagement except when there is a pull on the cord r. This
cord extends to a point conveniently near the steersman, who may be at the
turret t. The steering chain v, passing round a sheave or grooved part of the
pulley k, is operated by the steering wheel w, which is situated near the steersman
and is indicated by dotted lines in Fig. 1, and a solid line in Fig. 2; suitable
guiding pulleys or sheaves being added.
The clutch being normally out of gear, the rudder can be controlled by the
steersman in the usual manner; the drag merely lying in the wake of the boat.
As soon as the boat is well under way on her chosen course, the steersman can let
go the wheel w, and, by means of the cord r, clutch the wheel to its shaft l. The
steering gear will then be under the control of the drag, and any departure from its
course by the boat will immediately cause the lever n to turn laterally under the
influence of the drag. This movement of the lever will, owing to the crossing of
the tiller-chain, swing the rudder in the opposite direction so as to bring the boat
back to its course.
The automatic steering on a given course is very important for submarine
vessels, which take their course before sinking below the surface and keep that
course while under water.
The steering mechanism is, of course, slightly affected by cross currents, but
actual tests show that it is nevertheless very effective, and that the variation from
the true course is very slight.
The diving rudders 2 (Fig. 6), which direct the vessel in a vertical plane, are
fixed on a transverse horizontal rocking shaft 1; the front ends of the rudders
being loosely pivoted to slotted links 3 pivoted to the sides of the boat. These
links limit the swing or play of the rudders, and tend to prevent drift from catching
on the forward ends of the rudders.
A wheel 4 on the shaft 1 is provided with a tiller-chain in two parts 5 and 8
connected by rods 6, which work in stuffing boxes 7. The part 8 passes round a
wheel 9 fixed on a shaft 10. A cord or chain 14 from a wheel of on the shaft 10
passes to a countershaft o², and thence over guide-sheaves to the turret t.
rudders 2 can thus be controlled by the steersman in the usual way.
The
On the shaft 10 is splined one member 11 of a friction-clutch, which is normally
out of engagement with the other member 15, but may be caused to engage there-
with by a pull on the line 13, which extends to the turret. The member 15 of the
clutch rotates freely on the shaft.
There is in the boat a cylinder 17 having a tight diaphragm 16 stretched
across it; this diaphragm being connected to a rod 18 passing through a
gland in the cylinder-head. The other end of the rod is coupled by a link 19
to a lever 20, pivoted at 21, and having a slot engaging with a pin in the
lower side of the member 15. A pipe or passage 23 permits water from out-
side to enter one end of the cylinder. The cylinder is air-tight, so that a
difference of air pressure in the boat has no effect on the diaphragm, but the
water pressure from outside the boat influences the diaphragm and through the
various connections moves the member 15 of the clutch. When the clutch is
thrown into engagement by a pull on the cord 13, the diving rudders are placed
under the control of the water pressure on the diaphragm, and are varied to
submerge the boat more or less as the pressure increases or diminishes, thus
tending to maintain the boat at a constant depth of immersion. A spring 24,
connected with the lever 20, can be put under more or less tension by a wire 25
and a winch 26. An indicator 27 on the wire 25 shows the tension put on the
spring. A draw-rod 28 may be used to hold the lever against the action of the
diaphragm. 29 is an indicator, actuated by the rod 28, and serving to show
the movement of the diaphragm 16.
The mechanism connected with the diving rudders places them under the control

page_text: of the steersman, but, on leaving this mechanism alone and putting the automatic
mechanism into play, the latter controls. The pressure required to operate the
automatic mechanism is predetermined, but may be varied from time to time by
means of the winch.
Having now particularly described and ascertained the nature of this invention
and in what manner the same is to be performed, I claim :-
1. In a submarine boat or vessel, the combination, with the rudder, of a steering
drag in connection therewith, substantially as and for the purpose herein set forth.
2. In a submarine boat or vessel, the combination, with the rudder-controlling-
wheel-shaft, of a lever outside the boat or vessel attached to the said shaft, and a
steering drag on the lever, as and for the purpose herein set forth.
3. In a submarine boat or vessel, the improved steering apparatus comprising a
rudder, the steering wheel, the connections pertaining thereto, the lever outside
the boat, the shaft of the said wheel; and the automatic steering drag pivoted to
the said lever, substantially as herein described.
4. In a submarine boat or vessel, the combination, with the rudder-controlling
wheel and its shaft, of an automatic steering drag connected to said shaft, and a
clutch on the shaft whereby the drag may be thrown into or out of gear with the
rudder, substantially as herein set forth.
5. In a submarine boat or vessel, the combination, with an automatic steering
gear controlled by a drag outside the boat or vessel and connected to the rudder,
of a hand-steering apparatus connected to the same rudder, substantially as herein
set forth.
6. In a submarine boat or vessel, the combination, with the diving rudders, of an
automatic apparatus operated by the pressure of the external water and serving to
control the action of the said rudders, substantially as herein set forth.
7. In a submarine boat or vessel, the combination, with a hand-controlled
apparatus connected to the diving rudders, of an automatic apparatus, operated by
the pressure of the water outside the boat or vessel, and connected to the same
rudder, substantially as herein set forth.
8. In a submarine boat or vessel, the combination, with the enclosing casing, the
diaphragm, the rod connected thereto, and its spring, of the mechanism for
controlling the diving rudders, and a tension-regulator connected to the said spring,
substantially as herein set forth.
9. In a submarine boat or vessel, the combination, with an automatic device
having an enclosed diaphragm for controlling the diving rudders, of an indicator
connected to the rudder-controlling mechanism for showing the movement of the
rudder-controlling diaphragm, substantially as herein set forth.
10. In a submarine boat or vessel, the combination, with the rudder, of a loosely-
pivoted link or guard connected to the end of the rudder and to the boat, whereby
the rudder is permitted to oscillate but obstructions are prevented from catching
thereon, substantially as herein set forth.
Dated the 8th day of June 1902
G. G. M. HARDINGHAM,
191, Fleet Street, London, E.C., Chartered Patent Agent.