Improvements relating to the Operation and Control of Steam Machinery or other Mechanism by Means of Electricity, and in Apparatus therefor.
Year: 1894

page_text: Date of Application, 3rd July, 1894-Accepted, 24th Nov., 1894
COMPLETE SPECIFICATION.
[Communicated from abroad by JOHN DUNLAP WILLIAMSON, Junr., of
1831, Bouvier Avenue, Philadelphia, in the County of Philadelphia, State
of Pennsylvania, United States of America, Engineer.]
Improvements relating to the Operation and Control of Steam
Machinery or other Mechanism by Means of Electricity, and in
Apparatus therefor.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent
Agents, 45 Southampton Buildings, in the County of Middlesex, 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 :-
The object of this invention is to transmit motion between distant points by
means of an electric current through an apparatus (which may be called an electric
telemotor) adapted to operate the steering-mechanism of a vessel, a turntable, or
other inechanism, especially where motion of an intermittent character is desired.
In the accompanying drawings
Figure 1 is a side-elevation showing the application of my invention to a
steam-steering engine.
Figure 2 is a view in plau of Figure 1, certain parts being omitted and other
parts shown detached for clearness of illustration.
Figure 3 is a view in plan, upon an enlarged scale, of the transmitting-apparatus
shown in Figures 1 and 2.
Figure 4 is a side-elevation of Figure 3.
Figure 5 is a sectional end-view of Figure 3.
Figures 6 to 9 inclusive illustrate, upon an enlarged scale, certain details of
construction shown in Figures 3, 4 and 5, and hereinafter described.
Figure 10 shows in plan a portion of the receiving-apparatus shown in Figures 1
and 2.
Figure 11 is a side-elevation of Figure 10.
Figure 12 is a view in plan of the plate marked 70 in Figure 10.
Figure 13 is a section on line x, . Figure 12.
Figure 14 is a view in plan of the plates marked 77 in Figures 10 and 11.
Figure 15 is a section on line y, y Figure 14.
Figure 16 is a vertical section taken through Figure 10 on the line v, v.
Figure 17 is a sectional side-elevation of the valve operating mechanism of the
steering-engine, hereinafter described.
,
Figure 18 is a vertical cross-section taken through Figure 17 on the line '
Figure 19 is a vertical cross-section taken through Figure 17 on the line y, y.
Figure 20 shows in plan an electric motor, and in end-elevation a modified form
of brake-mechanism for arresting the momentum of said motor.
Figure 21 is a side-elevation of the brake-mechanism shown in Figure 20.
Figure 22 is a plan view of Figure 21.
Figure 23 illustrates a modified detail of construction hereinafter described.
Figure 24 shows in plan a modified form of telemotor embodying any invention,
and
Figure 25 shows in plan another modification of a telemotor embodying my
invention.
Like letters and figures of reference indicate corresponding parts throughout the
drawings.
"A" indicates that portion of the complete telemotor which may be called the

page_text: transmitting apparatus, and "B" indicates the receiving-apparatus and an electric-
motor for operating the valve-mechanism of a steering or other engine, the letter "C,"
indicating a steering-engine.
In the several figures of the drawing in which the numbers occur, the number 1,
Figure 1, indicates a steering-wheel mounted upon a horizontal shaft 2, carried in
bearings in a column or standard 3 secured to the floor of the pilot-house or at any
other desired point. The shaft 2 is provided with a bevel-wheel 4 which meshes
with a bevel-wheel 5 secured to the upper end of a vertical shaft 6 extending below
the deck of the vessel. At the bottom of said shaft 6, is a bevel-wheel 7 which
meshes with a bevel-wheel & secured to a horizontal shaft 9 carried in bearings in
standards 10. Surrounding the shaft 9, for a portion of its length, are two fixed
helical sleeves 11, engaging a loose helical sleeve 12. The sleeve 12 is provided
with two discs or flanges 13, Figures 1, 3 and 4 between which is secured the
forked end of a lever 14 by means of bolts 15 secured to, or forming part of said
discs. The lever 14 is centered upon a shaft 16, Figures 2 and 3 and its other end
leads to an electrical switch-board 17. In the form of my invention shown in
Figures 1, 2 and 3, said lever is connected by means of a link 18, to a contact arm
or lever 19 pivoted at the point 20. A link 21 also connects said lever 14 to
contact-arms 22 and 23, pivoted respectively at the points 24, 25. The arm 19 is
adapted to open and close circuits by making contact with the contact-points 26, 27,
28 and 29, located on the switch-board 17. The arın 22 is adapted to open and
close circuits by making contact with the contact-points 30, 31, and the arm 23 by
making contact with the contact points 32 and 33.
It is obvious that screw-threads may be substituted for the helical sleeves 11, 12
on the shaft 9 for operating the lever 14.
Secured to, or formed upon, the shaft 9 is a worm 34 Figures 3 and 4 which
meshes with a worm-wheel 35 carried on the lower end of a vertical shaft 36. To
the upper end of the shaft 36 is secured an indicator arm or pointer 37, adapted to
move over a transmitting indicator-plate 38, secured to vertical standards 39 by
means of screws 40. The indicator-arm or pointer 37, as shown in detail in
Figures 3, 5, 6 and 7, is provided with a contact-point 41 pivoted to the main body
of the pointer by a pin 42 and provided with a spring 43 located in a recess 44,
Figure 6 formed in the said arm 37.
Distributed around the circumferential marginal surface of the plate 38 are
vertical pins 48 against which the contact-point 41 of the indicator-arm 37 is
adapted to impinge. When said indicator arm is moved by the movement of the
steering-wheel 1, the contact-point 41 will impinge against one of the pins 48 and
thus cause said point to yield and assume the position shown in dotted lines in
Figure 6, compressing its spring 43. When said contact point 41 passes the pin 48,
its spring 43 will be released from compression and said contact-point will quickly
fly into the desired position in line with the main body of the indicator-arm 37.
This arrangement of pins and spring-contact-point prevents sparking when moving
the indicator-arm from point to point on the indicator-plate 38. The contact-
point 41 is also provided, as shown in Figure 7, with a binding screw 45, adapted
to receive a wire 115, and with a spiral spring 46 located within a recess 47. The
spring 46 keeps the contact-point 41 of the arm 37 in contact with the segments,
or contact-points, numbered from 201 to 231 inclusive, distributed around the
circumferential marginal surface of the plate 38, each of said segments or contact-
points being provided with a binding-screw 49 for receiving a wire 71. Any
desired number of segments or contact-points may be located on the plate 38.
The helical sleeve 12 is provided, as shown in detail in Figures 3, 4, 8 and 9,
with a brake-mechanism which prevents said sleeve from revolving until the
arms 19, 22 and 23, have attained their desired positions. Said mechanism consists
of a divided strap 30, piroted by a piu 51 in the fork of a bracket or standard 52.
Said strap spans the loose helical sleeve 12 between two discs or plates 53, 53, and
its ends are connected by a set screw 34 provided with a spring 55, the whole
device forming an automatic friction-brake.

page_text: The receiving part B, of the complete apparatus is shown in Figures 1, 2, 24
and 25, and in detail in Figures 10 to 15. The number 56 indicates an electric-
motor, which may be of any approved construction provided with brushes 57, 58.
To the shaft 59 of this motor is secured a worm 60, which meshes with a worm-
wheel 61, mounted upon a horizontal shaft 62. Said shaft 62 is provided at one
end with a worm 63 in mesh with a worm-wheel 64, at the bottom of a vertical
shaft 65. The upper end of the shaft 65 is provided with a spur-pinion 66,
Figure 1, B, in mesh with a spur-gear-wheel 67, at the bottom of a vertical shaft 68.
Mounted upon and secured to a standard 69 is a circular plate 70, to half of the
circumferential upper marginal surface of which are secured a number of segments
or contact-pieces numbered from 201 to 231 inclusive and provided with binding
screws 72 Figures 10 and 11. The spaces between said segments are filled with
insulating material so that said segments and filling will present a level upper
surface. The other half of the circumferential upper marginal surface of the
plate 70, is provided with rollers 73 carried on pins 74 mounted in small
brackets 75. The vertical shaft 68 passes loosely through a hole 76 in the centre
of the plate 70, and has fixed at its upper end a circular plate 77, the under surface
of which rests upon the rollers 73 on the plate 70, upon which rollers said plate 77
is free to rotate when the shaft 68 is rotated. The under surface of the plate 77 is
provided with two long segments, or contact-pieces 78, 79, and one short segment
or contact-piece 80, each having a binding-screw 81. The spaces between said
segments are filled with insulating material.
For clearness of illustration, the plates 70 and 77 are shown in Figures 2, 24
and 25, detached from the other parts of the receiving-apparatus, the dotted lines a
in said figures representing the proper position of said plates, as clearly shown in
full lines in Figure 1. Figures 10 and 11 show said plates together, in detail, the
rotary plate 77 being superposed upon the stationary plate 70. The stationary
plate 70 is shown in detail, detached, in Figures 12 and 13, and the rotary plate 77
is shown in detail, detached in Figures 14 and 15.
Figure 16 is a vertical section taken through both plates 70, 77 at the line, o
Figure 10, showing the contact between the segment or contact-point 216 on the
stationary plate 70 with the segment or contact-point 80 on the rotary plate 77.
Each of the segments or contact-points numbered from 201 to 231 inclusive, on
the plate 70, may be constructed as shown in said Figure 16. As therein shown,
said segments on the plate 70 are constructed of brass and porcelain or other
suitable non-conductor, and are provided with a bore or tube b, with a spring e,
which insures perfect contact between said segments and the three segments on the
rotary plate 77, which latter segments may also be made of brass and porcelain or
other non-conductor as shown. It is obvious, however, that said segments or
contact-points may be constructed in any suitable manner, of any suitable material,
and that any suitable device, or contrivance for insuring contact between the
segments on the plates 70, 77, may be substituted for the spring arrangement
shown. A simple method of constructing said contact-points, which may be used
on the plate 70, is illustrated in Figure 23, in which e indicates a tube having
inserted therein a carbon or other suitable conductor f, and a spring y, surrounding
a rod . The spring 9 keeps the carbon-conductor in contact with the three
segments or contact-points 78, 79, 80 on the rotary plate 77.
The shaft 62 may be connected by means of a clutch 82 (Figures 1 and 2) to a
shaft 83, which latter shaft, by means of mechanism now to be described, is adapted
to operate the controlling valve of the steering engine, represented generally, by
the letter C. The shaft 83 is carried in bearings in the standards 84, 85, and is
provided, for a portion of its length, with screw threads 86 as shown in Figure 17.
Fitted to and surrounding this screw-threaded shaft is a long sleeve or nut 87
preferably provided with a grooved surface 89 Figure 18. At or near the central
part of said sleeve or nut the projections forming the grooves are cut away and
two half rings 89 are fitted in, as clearly shown in Figures 17 and 19. A flanged
ring or annular casting 90, which derives movement from the sleeve 87, is held in

page_text: position between two fixed collars 91 (secured to the sleeve 87) by springs 92
supported and sliding upon rods 93 secured to movable collars 94, said collars 94
being grooved so as to fit into the grooves in the sleeve 87. The ring 90 can
move laterally over the entire grooved surface of the sleeve 87, until the springs 92
at one side of said ring are fully compressed. The collars 94 are held by said
springs against the two half-rings 89 and said collars can move no further inwardly
than their central positions of original adjustment..
The rotary screw-threaded shaft 83, may he dispensed with and reciprocating
motion imparted to the sleeve or hollow-rod 87 by the shaft 62 or otherwise, in
which case said sleeve may be made solid instead of hollow. The grooves shown
on the sleeve 87 and collars 94 may be omitted in which event the spring-rods 93
may be provided with collars 93ª (Figure 17) to prevent twisting of the
springs 92.
Connected to the ring 90 is a lever 95 (Figure 1) pivoted at the point 96 and
having connected thereto a rod 97. To the rod 97 is connected one end of a
double-armed lever 98, pivoted at the point 99, the other end of said lever being
connected to the valve-rod of the steering-engine.
The sleeve 87 has secured to it, near onc end, a spur-pinion 100 (Figure 2)
which gears with a gear-wheel 101 on the drum-shaft 102 of the steering engine.
Said shaft 102 carries the usual chain-drum 103 operated from the cylinders 104
by worm-gearing 107, 108 through the medium of connecting rods and crank
shaft.
Referring now particularly to Figures 1 to 23 inclusive: Leading from a
dynamo, battery or other suitable source of electricity to the contact-points 29
and 33 on the switch-board 17 is a wire 110, (Figure 2). A wire 111 connects the
two contact-points 26 and 32 and leads to the contact-point 41 on the indicator
arm 37 to which it is secured by the binding-screw 45. From the brush 57 of
the motor 56 is led a wire 112 which connects with the segment 78 on the rotary
plate 77 and also with the contact-point 27 on the switch-board 17. Another
wire 113 leads from the brush 58 to the segment 79 on the rotary plate 77 and
also to the contact-point 30 on the switch-board 17. A wire 114 connects with
the two contact-points 28 and 31 on said switch-board and leads to the field of the
motor 56, and from said field a wire 115 leads to the dynamo. If desired, said
field may be excited through a separate circuit.
The segments or contact-points on the indicator-plate 38 are numbered from 201
to 231 inclusive, and to each of said contact-points is secured, by means of the
binding-screws 49, rne end of a series of wires 71, the other ends of which are
connected to the segments, or contact-points likewise numbered from 201 to 231
on the stationary plate 70, their ends being secured to said points by the binding-
screws 72.
A wire 116 leads from the short segment 80 on the rotary plate 77 to an electro-
magnet 117 and a wire 116ª leads from said magnet to the source of electricity,
said wire 116ª being connected, if desired, to the wire 115 (Figure 2). To the
armature of said magnet is secured a brake-shoe or brake-bar 118, said magnet
being adapted, when excited by a current of electricity, to apply said brake-shoe
to a brake-wheel 119 on the shaft 59 of the motor 56 and thus arrest the momentum
of the motor. Instead of operating a brake-shoe, the magnet and its armature
may be suitably located and adapted to operate a brake-bar to "short-circuit" the
wires 112, 113, by making contact therewith near the motor, as illustrated in
Figures 20, 21 and 22. In said figures the wires 112, 113 are shown connected
by wires 112, 113ª, to metal strips or bars 120 located at the top of two
standards 121. A lever, or short-circuiting brake-bar 122 of non-conducting
material, is fulcrumed in bearings 123 and is provided at one end with a conducting
metal strip or bar 124, adapted to make contact with the metal strips 120, and
also provided at its other end with an armature 125 for the magnet 117. It will
be obvious that when the magnet 117 is excited by a current of electricity from
the wires 116, 116ª, said magnet will attract the armature 125 on the lever 122

page_text: and cause the bar 124 on said lever to make contact with the strips 120 to which
the wires 112, 113, are connected, and thus establish a short circuit between said
wires which are connected to the armature brushes of the motor. The momentum
of the motor will thus he arrested quickly, by reason of the resistance met with
by the current of electricity tending to be generated by the motor (temporarily
converted into a dynamo) by the momentum of its armature after the motor's
circuit with its source of electricity has been broken. It is obvious that oth r
forms of electric telemotor than the one herein described may be used with the
forms of brake-mechanism above described for arre-ting the momentum of the
motor. Either of said forms of brake-mechanism may be used, but if the field of
the motor 56 he excited by a separate circuit, I prefer to use the short-circuiting
arrangement or brake-mechanism, above described.
The operation of the complete telemotor as shown in Figures 1 to 23 inclusive
is as follows:-
If the hand-wheel 1 be moved in the direction of the arrow (Figure 1) such
movement will revolve the shaft. 2, and, by means of the bevel wheels, 4, 5, 7 and 8
and the vertical shaft 6, will also revolve the horizontal shaft 9. This revolution
of the shaft 9, will, by means of the helical sleeves 11, 12, move the upper end of
the lever 14, to the right, thus causing the ends of the arm 19 to engage the
contact-points 26 and 29 on the switch-board 17, and the ends of the arm 22 to
engage the contact-points 30, 31, the arm 23, being out of engagement. Said
revolution of the shaft 9, will also, by means of the worm 34 thereon and the
gear-wheel 35, revolve the vertical shaft 36 and move the indicator-arm 37 over
the indicator-plate 38, the desired distance, to a point representing the desired
position of the rudder." When said indicator-arm has reached the desired point,
say over the contact-point 212, the movement of the hand-wheel 1 is stopped.
The electric current then entering from the main, through the wire 110, flows
through the contact-point 29, and lever 19 to the contact-point 26, thence through
the wire 11 to the contact-point 41 on the indicator arm 37, to the contact-
point 212 on the plate 38. From said contact-point 212 the current passes through
one of the wires 71 to the correspondingly numbered contact-point 212 on the
stationary plate 70, thence to the segment 78 on the plate 77 and through the
wire 112 to the brush 57 of the motor 56, out from the brush 58, through
the wire 113, back to the lever 22 and contact-points 30, 31, on the switch-board 17,
back to the field of the motor through wire 114 and out through the main wire 115
to the dynamo. When said current first enters the motor 56 from the wires 112
and 114, it starts said motor in operation and revolves its shaft 59. This
revolution of said shaft will, by means of the gears 60 and 61, revolve the shaft 62
and, the clutch 82 being thrown in, will also revolve the shaft 83. As said
shaft 83 revolves, the screw-threads 86 thereon cause the sleeve or nut 87, to slide
laterally, carrying with it the flanged ring or annular casting 90. This movement
of the ring 90 will, through the instrumentality of the lever 95, rod 97 And
lever 98, open the controlling-valve or valves of the steering-engine, and thus
cause said engine to move the rudder into the desired position. The valve is held
open until the movement of the steering-engine causes the gear-wheel 101 on the
drum-shaft 102 to revolve the pinion 100. This revolution of the pinion 100 will
cause the sleeve 87, to which it is secured, to rotate on the screw-threaded shaft 83
and move backwards, thus returning the ring 90 and lever 95 to their original
positions and closing the controlling-valve of the engine. The springs 92 are made
strong enough to effect the movement of the ring 90 in either direction.
In the meantime, while the valve-operating-mechanism just described is being
set in operation by the revolution of the shaft 62, said shaft, by means of the
screw-threads 63 thereon and the pinion, 64, Figure 24, revolves the vertical
shaft 65. This revolution of the shaft 65 will, by means of the gear-wheels 66, 67
and shaft 68, cause the circular plate 77 to rotate on top of the stationary plate 70.
When the segment 80 on said rotary plate 77 arrives over the contact-point 212,
through which the current of electricity is flowing, said current is thereby diverted

page_text: from the motor 56, which ceases to operate. Said current then flows through said
segment 80 and the wire 116 to the electro-magnet 117, exciting said magnet and
causing it to apply the brake shoe 118 to the brake wheel 119 on the shaft of the
motor, or to short-circuit" the wires 111, 112, in either event arresting the
momentum of the motor, as hereinbefore described.
If the hand-wheel 1 be moved in the opposite direction to that above described,
such movement will cause the upper end of the lever 14 to move to the left and the
arm 19 to engage the contact-points 27, 28, on the switch-board 17, and the ends
of the arm 23 to engage the contact-points 32, 33, the arm 22 being out of
engagement. Said movement of the steering-wheel 1 will also cause the indicator-
arm 37 to move from the point 212 to the desired point on the indicator plate 38,
say the point 214. The current of electricity then flows from the main through
the wire 110 and arm 23 to the contact-points 33, 32, thence through the wire 111
to the contact-point 41 on the indicator-arm 37, to the point 214 on the plate 38.
From said contact-point 214 the current passes through one of the wires 71 to the
correspondingly numbered contact-point 214 on the stationary plate 70, thence to
the segment 79 on the plate 77, and through the wire 113 and brush 58 to the
motor 56 ont through the brush 57 and wire 112, back to the contact-points 27, 28
on the switch-board 17, back to the motor through wire 114 and out through the
main wire 115 to the dynamo. As said current enters the motor 56, it will cause
said motor to set in operation the valve-operating devices, above described, in the
opposite direction and also cause the plate 77 to rotate until the segment 80 thereon
is brought over the contact-point 214 on the stationary-plate 70 when the current
will be diverted from the motor through the wine 116 to the magnet 117, thus
stopping the motor and arresting its momentum by the brake-mechanism as before
described.
In the modification of my invention shown in Figure 24 the switch-board 17 is
of a different form from the one shown in the preceding figures, the wire connections
between the transmitting-apparatus, receiving-apparatus and motor being modified
accordingly. In said figure the long arm of the lever 14 is connected by means
of a link 130 to a contact-arm or lever 131, pivoted at the point 132, a link 133
also connecting said lever 14 to a contact arm 134 pivoted at the point 135.
The pivotal point 132 of the arm 131 is a contact-point and said arm is adapted
to open and close circuits by making contact with the contact-points 136, 137
located on the switch-board 17. The pivotal point 135 of the arm 134 is also
a contact-point and said arm is adapted to open and close circuits by making
contact with the contact-points 138, 139, located on said switch-board. Leading
from a dynamo, battery, or other source of electricity, is a wire 140 which
connects with the indicator-arm 37. A wire 141 leads from the segment 78 on
the rotary plate 77 to the contact-point 137 on the switch-board 17, and a
wire 142 leads from the segment 79 on said plate to the contact point 139 on
said switch-board. Leading from the pivotal contact-point 132 of the arm 131
on the switch-board 17, to the brush 57 of the motor 56 is a wire 143, and
leading from the pivotal contact-point 135 of the arm 134 on said switch-board
to the brush 58 of said motor is a wire 144. Connecting the two contact-
points 136 and 138 on the switch-board 17, is a wire 145, which leads to the
dynamo or other source of electricity. The field of the motor 56 may be
energized, through any suitable circuit, by direct wire connection, such as 146, 147,
to the dynamo, or it may be connected in circuit with the dynamo by the return-
wire 145, or otherwise.
The operation of the telemotor constructed as shown in Figure 24 is as
follows:-
If the hand-wheel 1 be moved in the direction of the arrow such movement
will revolve the shaft 2, and by means of the bevel wheels 4, 5, 7, and 8 and the
shaft 6, will also revolve the horizontal shaft 9. This revolution of the shaft 9,
will, by means of the sleeves 11, 12, move the long arm of the lever 14 to the
right, thus causing the contact-arm 131 to engage the contact-point 137, on the

page_text: switch-board 17, and the contact-arm 134 to engage the contact point 138. Said
revolution of the shaft 9 will also, by means of the worm 34 thereon revolve the
vertical shaft 36 and move the indicator arm 37 over the indicator-plate, 38 the
desired distance to a point representing the desired position of the rudder. When
said indicator-arm has reached the desired point, say over the contact-point 212,
the movement of the hand-wheel 1 is stopped. The electric current then entering
from the main through the wire 140, flows through the indicator arm, 37, to the
contact-point 212 on the indicator plate 38, from which point 212, the current
flows, through one of the wires, 71, to the correspondingly numbered contact-
point 212 on the stationary plate 70. From said last-mentioned contact-point the
current flows to the segment 78 on the plate 77, and, through the wire 141 to the
contact-point 137 on the switch-board 17. From said contact-point 137, said
current flows through the arm 131 and wire 143, to the brush 57 of the motor 56,
then out from the brush 58 and through the wire 144 and arm 134 to the
contact-point 138 on the switch-board 17, and out through the main wire 145 to
the dynamo.
When said current first enters the motor 56, from the wire 143, it starts said
motor in operation and revolves its shaft 59, which, by means of the gears 60
and 61, will revolve the shaft 62, thus imparting the desired movement to the
rudder or to the valve of the steering-engine, to which said shaft 62 may be
connected. This same revolution of the shaft 62, will cause said shaft, by means
of the screw-threads 63 thereon, and the pinion 64, to revolve the vertical
shaft 65. As said shaft 65 revolves, it will, by means of the gear-wheels 66, 67
and shaft 68, cause the circular plate 77 to rotate on top of the stationary
plate 70.
When the short segment 80 on the rotary plate 77 arrives over the
contact-point 212 on the stationary plate 70, through which the current of
electricity is flowing, said current will be thereby diverted from the motor 56,
which ceases to operate. Said current then flows through said segment 80 and
wire 116 to the electro-magnet 117, exciting said magnet and causing it to apply
the brake-shoe 118 to the brake-wheel 119 on the shaft of the motor 56, or to
"short-circuit" the wires 143, 144, in either event arresting the momentum of
the motor as herein before described. I prefer to use with this form of telemotor
the short-circuiting device illustrated in Figures 20, 21 and 22.
If the hand-wheel 1 be moved so as to revolve the shaft 9 in the direction
opposite to that above described, such revolution will move the upper end of
the lever 14 to the left and cause the arm 131 to engage the contact-point 136,
and the arm 134 to engage the contact point 139 on the switch-board 17. Said
revolution of the shaft 9 will also cause the indicator-arm 37 to move from the
point 212 to the desired point on the indicator-plate 38, say the point 214.
The electric current then entering from the main, through the wire 140, flows
through the indicator arm 37 to the contact-point 214 on the indicator plate 38,
from which point 214, the current flows, through one of the wires 71, to the
correspondingly-numbered contact-point 214 on the stationary plate 70. From
said last-mentioned contact-point the current flows to the segment 79 on the
plate 77, and, through the wire 142, to the contact-point 139 on the switch-
board 17. From said contact-point 139 said current flows through the arm 134
and wire 144 to the brush 58 of the motor 56, then out from the brush 57 and
through the wire 143 and lever 131 to the contact-point 136 on the switch-
board 17, and out through the main wire 145 to the dynamo. When said current
first enters the motor 56 from the wire 144, it will cause said motor to revolve
the shaft 62, and move (in the opposite direction to that above-described) the
rudder, the valve of a steering-engine or any other mechanism to which said shaft
may be connected. Said revolution of the shaft 62 will also cause the plate 77
to rotate until the short segment 80 thereon arrives over the contact-point 214 on
the stationary plate 70, when the current will be diverted from the motor through
the wire 116 to the magnet 117, thus stopping the motor and arresting its momentum
by the brake-mechanism as before described.

page_text: In the modification of my invention shown in Figure 25, the several parts are
indicated by reference numbers as follows: The switch-board 17 is provided with
two contact-points 150, 151, and the long arm of the lever 14 is adapted to open
and close circuits at said points. Forming part of, and situated near, the receiving-
apparatus B, or between it and the motor 56, is a receiving-switch-board 153,
provided with three contact-points 154, 155 and 156. Pivoted to said switch-
board at the points 157, 158 respectively are two levers 159, 160, connected by a
link 161. The free end of the lever 159 (which lever is of greater length than the
lever 160) extends between two electro-magnets 162, 163. Leading from a
dynamo, battery or other suitable source of electricity is a wire 164, which is
connected to the lever 14 of the transmitting-apparatus and also to the indicator-
arm or pointer 37. A wire 165 leads from the contact point 150 on the switch-
board 17 to the magnet 163, and a wire 166 leads from the contact-point 151 on
said switch-board to the magnet 162. A wire 167 leads from the brush 57 of the
motor 56 to the lever 159 and a wire 168 leads from the brush 58 of said motor to
the lever 160. A wire 169 leads from the contact point 155 on the switch-
board 153, to the field of the motor 56, and another wire 170 leads from said field
to the dynamo or other source of electricity. If desired, said field may be excited
through a separate circuit. Leading from the contact-point 154 on the switch-
board 153 to the segment 78 on the rotary plate 77 is a wire 171, and leading from
the contact-point 155 on said board to the segment 79 on said plate is a wire 172.
The wire 116", which leads from the magnet 117 may be connected, if desired, to the
return wire 170.
The operation of the telemotor constructed as shown in Figure 25, is as
follows:
If the hand-wheel 1 be moved in the direction of the arrow, such movement will
revolve the shaft 2, and, by means of the bevel-wheels 4, 5, 7 and 8 and the shaft 6
will also revolve the horizontal shaft 9. This revolution of the shaft 9, will, by
means of the helical sleeves 11, 12, move the upper end of the lever 14 to the right,
thus causing said lever to engage the contact-point 151 on the switch-board 17.
Said revolution of the shaft 9 will also by means of the worm 34 thereon, revolve
the vertical shaft 36 and move the indicator-arm 37 over the indicator-plate 38 the
desired distance to a point representing the desired position of the radder. When
said indicator-arm has reached the desired point, say over the contact-point 212,
the movement of the hand-wheel 1 is stopped. The electric current then entering
from the main through the wire 164, flows through the lever 14 to the contact-
point 151 on the switch-board 17 and through the wire 166 to the magnet 162,
which, being thus energized, attracts to it the lever 159 placing said lever over the
contact-point 154 and the lever 160 over the contact-point 156. Said current also
flows through the indicator arm 37, to the contact-point 212 on the indicator-
plate 38, and from thence, through one of the wires 71, to the correspondingly
numbered contact-point 212 on the stationary plate 70. From said last-mentioned
contact-point, it flows through the segment 78 on the plate 77 and wire 171, to the
contact-point 154, thence through the lever 159 and wire 167 to the brush 57 of
the motor 56, out from the brush 58, through the wire 168 to the lever 160 and
contact-point 156 on the switch-board 153, back to the field of the motor through
the wire 169 and out through the main wire 170 to the dynamo.
When said current first enters the motor 56, from the wires 167 and 169 it starts
said motor in operation and revolves its shaft 59, which by means of the gears 60
and 61, will revolve the shaft 62, thus imparting the desired movement to the
rudder or to the valve of the steering-engine, or to any other mechanism to which
said shaft 62 may be connected. This same revolution of the shaft 62 will cause
said shaft, by means of the screw-threads 63 thereon, and the pinions 64, to revolve
the vertical shaft 65. As said shaft 65 revolves, it will, by means of the gear-
wheels 66, 67 and shaft 68, cause the circular plate 77 to rotate on top of the
stationary-plate 70. When the short segment 80 on the plate 77, arrives over
the contact-point 212 on the plate 70, through which the current of electricity is

page_text: flowing, said current will be thereby diverted from the motor 56, which ceases to
operate. Said current then flows through said segment 80 and wire 116 to the
electromagnet 117 exciting said magnet and causing it to apply the brake-shoe 118
to the brake-wheel 119 on the shaft of the motor 56, or to "short-circuit" the
wires 167, 168, in either event arresting the momentum of the motor, as herein-
before described.
If the band-wheel 1 be moved so as to revolve the shaft 9 in the direction
opposite to that above-described, such revolution will move the long arm of the
lever 14 to the left and cause it to engage the contact-point 150 on the switch-
board 17. Said revolution of the shaft 9 will also cause the indicator-arm 37 to
move from the point 212 to the desired point on the indicator-plate 38, say the
point 214. The electric-current then entering from the main through the wire 164,
flows through the lever 14, contact-point 150 and wire 165 to the magnet 163,
which, being thus energized, attracts to it the lever 159, placing said lever over the
contact-point 156 and the lever 160 over the contact-point 155. Said current also
flows through the indicator-arm 37, to the contact-point 214 on the indicator-
plate 38, and from thence, through one of the wires 78, to the correspondingly-
numbered contact-point 214 on the stationary-plate 70. From said last-mentioned
contact-point, it flows through the segment 79 on the plate 77 and wire 172, to the
contact-point 155, thence through the lever 160 and wire 168 to the brush 58 of
the motor 56, out from the brush 57, through the wire 167, to the lever 159 and
contact-point 156 on the switch-board 153, back to the field of the motor through
the wire 169 and out through the main wire 170 to the dynamo. When said
current first enters the motor 56, from the wires 168 and 169, it will cause said
motor to revolve the shaft 62, and move (in the opposite direction to that above
described) the rudder, the valve of a steering engine or any other mechanism to
which said shaft may be connected. Said revolution of the shaft 62 will also cause
the plate 77 to rotate until the short seginent 80 thereon arrives over the contact-
point 214 on the stationary plate 70, when the current will be diverted from the
motor, through the wire 116, to the magnet 117 thus stopping the motor and
arresting its momentum by the brake-mechanism as before described.
The electric telemotor herein described in its several forms, as a practical and
efficient device, may be constructed as to be both durable and very certain in action,
having no parts whose action can be easily deranged so long as the integrity of the
wires necessary to the several circuits shall be undisturbed. Its comparative
simplicity of construction will be manifest as soon as its parts and connections
and their operation are clearly understood. If applied to the steering of a ship,
a helmsman of ordina: y intelligence can steer the ship by merely turning, in the
usual manner, a small hand-wheel with the exercise of but little inauual exertion.
In ordinary practice I prefer to use the form of apparatus described with reference
to Figure 24.
The valve-operating-mechanism shown in Figures 17, 18, and 19, presents the
important advantage of preventing breakage of any of the valve-connections, should
the valve of the engine stick on its seat or reach the end of its stroke while the
shaft 83 is revolving, as in such case the ring 90 will cease its lateral movement,
the sleeve or nut 87, however, continuing to slide laterally until the springs 92, on
one side or the other of said ring, as the case may be, are compressed sufficiently.
In a steering-apparatus, the hand-steering-wheel may be put hard over to either
side when the rudder has been put hard over by the engine, should the engine, in
thus acting, have moved the rudder too far in advance of the said steering-wheel.
Or, should the rudder arrive hard over to either side before the hand-steering-wheel
as been turned its full number of turns to its corresponding side, said wheel can
still be revolved until it completes its full number of turns by compressing the
springs 92. The hand-wheel can thus be reversed from hard over, in unison with
a hard-over helm, to amid-ships or any other reverse point desired. It is obvious
that this spring mechanism may be used on engines or machinery employed for
B

page_text: other purposes than steering-vessels, in particular where the motion for the work
required is of an intermittent character."
I do not confine myself, to the precise arrangement and combination of parts
shown in the drawings, as they may be varied without departing from the principles
underlying my invention. The shafting and gearing shown for operating the
several parts may be replaced by other equivalent operating mechanism. Any
suitable steering engine, operated by stenni or other Huid may be substituted for
the steering-engine C, or said engine may be entirely omitted, as it is obvious that
the motor 56, if made large enough to develop adequate power, may operate the
rudder itself instead of the valve of the engine, or that such a motor may operace
the starting and stopping-gear of a larger electric-motor. any steam-engine, a
"turnable," or any other mechanism, in particular where motion of an intermittent
character is desired. If desired, all braking-mechanism for arresting the momentum
of the motor may be omitted, as such mechanism is not essential to the successful
operation of the apparatus.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me
by my foreign correspondent, I declare that what I claim is :-
1. Transmitting a current of electricity from a transmitting-apparatus to a
receiving-apparatus and from said receiving-apparatus to an electric-motor in
electric circuit with said transmitting and receiving apparatus and connected to the
device or mechanism to be moved by said motor, as herein before described for the
purposes set forth.
2. Transmitting a current of electricity from a transmitting-apparatus to au
electric-motor connected to the device or inechanism to be moved by said motor,
and at the desired time, diverting said current from said motor to operate a
breaking-mechanism for arresting the momentum of said motor after such
diversion, substantially as herein before described for the purposes set forth.
3. A transmitting-apparatus, a receiving-apparatus, and an electric-motor, all
constructed, connected and operating substantially as described with reference to
Figures and 2 for the purposes set forth.
4. A transmitting-apparatus, a receiving-apparatus, and an electric-motor, all
constructed, connected and operating substantially as described with reference to
Figure 24, for the purposes set forth.
5. A transmitting-apparatus, a receiving-apparatus, and an electric-motor, all
constructed, connected and operating substantially as described with reference to
Figure 25, for the purposes set forth.
6. The combination of an electric-motor, a rod or lever for operating other
devices, or machinery, and a spring connection between said motor and said rod or
lever for operating the same by said motor, substantially as herein before described
for the purposes set forth.
7. Operating the indicator-transmitter-arm of an indicator-electric-transinitting-
plate by mechanism substantially as shown in the accompanying drawings and
hereinbefore described, for the purposes set forth.
8. An electric transmitting-apparatus having a switch-board provided with
contact-points; a lever for opening and closing circuits at said points; and means
for operating said lever; all arranged substantially as herein before described with
reference to Figures 1 and 2 of the accompanying drawings, for the purposes set
forth.
9. An electric transmitting-apparatus having a switch-board provided with
contact-points; a lever for opening and closing circuits at said points; and means
for operating said lever; all arranged substantially as herein before described
with reference to Figure 24 of the accompanying drawings, for the purposes set
forth.
10. An electric transmitting apparatus having a switch-board provided with

page_text: contact-points; a lever for opening and closing circuits at said points; and means
for operating said lever; all arranged substantially as herein before described
with reference to Figure 25 of the accompanying drawings, for the purposes set
forth.
11. A transmitting-apparatus and a receiving-apparatus, the latter apparatus
having a stationary plate provided with contact points, and a rotary plate provided
with contact-points, said rotary plate being rotated in such relation to said stationary
plate by an electric motor, as to take an electric current from the contact-points
thereon.
Dated this 3rd day of July 1894
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.