IMPROVEMENTS IN STEAM STEERING GEAR FOR STEAM AND OTHER SHIPS AND VESSELS
Year: 1885

page_text: Ships and Vessels.
I, JOHN PAUL WILSON, of Springfield House, Dalmuir, in the County of
Dumbarton, Shipbuilder, do hereby declare the nature of my Invention for
"IMPROVEMENTS IN STEAM STEERING GEAR FOR STEAM AND OTHER SHIPS AND
VESSELS," to be as follows:-
=
This Invention has reference to a new or improved combination or arrangement
of steam steering gear, for steam ships and other vessels which have steam on board
for working the same, which Invention or improved arrangement is more simple,
direct acting, and consequently will be more efficient and less liable to derangement
than the steam steering gears heretofore in use.
The nature and novelty of this improved steam steering gear consist as follows;-
In having mounted loose on the top end of the rudder spindle (projecting a short
distance above the deck where the rudder is to be actuated) a large simple screw
spur wheel, which will be secured or kept in position by a crosshead securely fixed
to rudder spindle, and by pins passed through crosshead and screw wheel, and
which, when hand gear only is employed, will be withdrawn, leaving screw wheel
loose on rudder spindle. On each side of the screw wheel two cross driving shafts
are mounted preferably athwart ships in suitable bush bearing blocks, secured to
and projecting up from the deck, with strong screws near their centre, gearing
tangentially into the teeth. of the said worm wheel. These cross driving screw
shafts would also form the crank shafts of the two engines, driving them by
cranks or discs keyed on their extreme ends, having their crank pins at right
angles on opposite sides, to be connected and driven by their respective engines
direct, with a double piston rod. For this purpose each engine would be quite
portable or self contained on a strong bed frame bolted to the deck, with the
cylinder in the centre between the shafts, and having the piston in centre of
piston rod, which would pass out through stuffing boxes in each end of cylinder in
line horizontally and fore and aft, to the centre of the shafts and crank pins. To
which latter the rods would be connected directly by vertical slotted cross driving
heads, cottered on their ends and made with planed slippers below working in
slide guides on the bed plate, and having slide bushes on crank pins working in
the driving cross slides. The bed frames of these engines would have vertical

page_text: strengthening webs projecting out from cylinder ends, on inside, towards each
crank shaft behind the crank discs, so as to form the strong neck bearings of the
shafts fitted with the bushes and tightening up covers at the end in the direction
of the thrust and strain. The steam casings with their slide or piston valves,
would be formed and fitted on the inside of cylinder, so that the valve rods might
project out towards the crank shaft, to be worked by an eccentric on it and rod
direct, or by double eccentrics and link motion, or other reversing gear, to be
worked by hand, and so control both engines to instantaneously reverse in either
direction at a fast or slow speed and turn the screw wheel, on rudder spindle, and
rudder to port or starboard, or in like manner, stop the engines instantaneously
and hold the moving screws, which would also hold the screw wheel and rudder
from turning; and the whole make a most efficient steam steering gear close down
on deck and not liable to breakage or derangement.
Instead of using two transverse driving crank shafts with screws gearing into
worm wheel to actuate rudder, only one such shaft may be used, driven by the
equivalent arrangement of engines described, except that only single piston rods
would be required passing out from cover end of cylinders to work the one shaft.
When piston steam valves were used for these engines, each worked direct by
one eccentric and its rod, a simple reversing arrangement may be fitted above each
piston valve casing, consisting of a short inlet steam casing with an ordinary slide
valve, actuated as a hand reversing valve with simple hand gear.
This valve
would have the real or constant exhaust port and chamber in the centre, while its
two end faces would cover two ports leading to the casing of the piston valve.
The one port leading to the central space between the two piston valves and ports
leading to the opposite ends of the cylinder, the other port leading to a space at
one end of the piston valve casing, and as this space would be connected to that
at the other end of piston valve casing by a separate duct in side of piston valve
casing below the working chamber of the piston valve, these two spaces at end of
piston valve casing would thus always be open, either to steam, or exhaust,
according to the position of the hand reversing slide valve. This reversing hand
valve on each engine would have its rod passed out through stuffing boxes in end
of the steam casing, so as to be connected to short levers on a hand wiper shaft
across both cylinders, and so as to be worked by a hand lever, or a rod led from
this lever to any desired part of the ship. From the construction of the ports
between the two valve chests described, it will be seen that the shifting of the
reversing slide valve to one side gives steam to the two outer end piston valves,
while it exhausts from the space in the centre between these valves; and vice versa
when shifted to the opposite side the reversing valve gives steam to the central
space, and exhausts from the spaces at end of piston valves, thus causing the
engines to reverse with single eccentric and rods; the hand reversing valve being
kept from rising off its face by the casing cover acting as a slide on its planed
back.

page_text: Improvements in Steam Steering Gear for Steam and other
Ships and Vessels.
I, JOHN PAUL WILSON, of Springfield House, Dalmuir, in the county of Dum-
barton, Shipbuilder, do hereby declare the nature of my invention and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement in writing, reference being had to the accom-
panying Sheet of Drawings, and to the letters and figures marked thereon, that is
to say :-
My invention has reference to a new or improved combination or arrangement of
the main actuating parts of steam steering gear for steam ships, and for other
vessels which have steam on board for working the same; which invention or
improved general arrangement is more simple and direct-acting, and consequently
will be more efficient and less liable to. derangement than the arrangements of
steam steering gear heretofore in use.
In order that the nature and novelty of my said Invention and mode of per-
forming or putting it into effect or practice, may be properly understood, I shall
now proceed to describe the several Figures on the Sheet of Drawings, which I have
hereunto appended for that purpose; the same letters indicating the same parts in
the several Figures. The Drawings illustrate one modification or adaptation of my
invention; but may be considerably modified without departing from the essential
features, or combination and general arrangement of the parts of steam steering
gear, constituting my invention.
Figure 1 is a side elevation, showing the front actuating steam cylinder and its
valve chest and other parts in section, and Figure 2 is a plan showing the reversing
or controlling steam cylinder and the same actuating steam cylinder and other parts
in horizontal section to show the details more clearly, as well as the general
arrangement of the whole. Figure 3 is a front elevation with the controlling
reversing cylinder and steam pipes removed and the right hand motive cylinder and
part of the driving screw wheel in section.
Referring to these Figures 1 to 3, the nature and novelty of my improved steam
steering gear and mode of putting it into practice consists as follows:-On the
upper end of the rudder spindle A is mounted loose a large single screw spur
wheel B, or it might be a double sector or segmental screw wheel, carried on a
strong collar fixed thereto, a short distance above the deck z, where the rudder is to
be actuated. This wheel B is secured in proper position to the rudder blade by the
crosshead C above it, keyed or fixed to the rudder spindle A, and secured together,
when worked by the steam gearing, by the two strong removable pins C", passed
through holes in the two arms of the crosshead C and screw wheel B on opposite
sides. The pins C¹ preferably pass through bush blocks C2, fitted in slotted seg-
mental recesses B2 in the wheel B, fitted with india rubber or other springs at B³
on each side of the bushes within the recesses B. But when the ordinary hand

page_text: gear is to be used these pins C³, C¹, would be withdrawn, leaving the screw wheel B
loose on the rudder spindle A, which could then be worked by an ordinary right
and left hand screw gear fitted at the upper end of the rudder spindle, or by a tiller
lever above the crosshead C, which would then be coupled when chain gearing is to
be used for hand steering.
On each side of the screw wheel B, cross driving shafts D and D¹ are mounted
(preferably athwart ship) in suitable bush bearing blocks or standards E2 E¹¹ formed
on, or it might be secured to and projecting up from the strong open rectangular
bed frame E E¹ secured to the deck z. The shafts D D¹ would each have secured
near their centre a strong steel screw B¹ (preferably with rounded teeth) gearing
tangentially into the correspondingly shaped teeth of the said worm wheel B, where
the journal bearings E" would be fitted to sustain the strain on the shafts D, D¹
and screws B¹. These two driving screw shafts D and D¹ would also form the
crank shafts of two double acting steam engines driving them jointly at the same
time, by cranks or discs D2 D", formed or keyed on their extreme opposite ends,
and having their crank pins d and d' at right angles on opposite sides (though
inadvertently not so shown on the drawings) so as to be connected and driven by
their respective engines or cylinders F and F and their pistons F" direct by a
double ended piston rod F. For this purpose each engine would be quite complete
in itself or self-contained on the broad part E of the bed frame E E', with the
cylinder F and F', bolted down by broad flanges in the centre between the shafts D
and D, and having the piston F formed or secured in the centre of each piston
rod F, the opposite ends of each of which would pass out through stuffing boxes in
each end and cover of their respective cylinders F, F, in a horizontal line with, and
fore and aft to the centre of the shafts D, D', and crank pins d, d, and d¹, d²,
respectively, when these are set athwart ship. The rods Fi would be connected
directly by vertical slotted cross driving heads F³, cottered on their ends, and made
with planed slippers below F', working in slide guides F5 on the bed plate E; and
having slide bushes d³, on the crank pins d, d', working in the cross slides d³ in
the driving heads F³. The broad part E of the bed frames of each engine would
have a vertical strengthening web E', projecting up behind or on the inside of each
cylinder, and continued out and upwards at E towards each crank shaft D, D',
behind the cranks D2 D¹¹, so as to form the strong bracket blocks E' for the neck
journal bearings of the shafts D, D', fitted with the bushes and tightening up covers
at the ends E in the direction of the thrust and strain. The wheel B is formed
and fitted with a double set of the segmental recesses B and bushes C² for receiving
the coupling or locking pins C¹, as also the india-rubber block or other springs B,
which latter are for preventing breakage of or accident to any of the parts by
sudden shocks or steering in stormy weather. Instead of the springs being placed
in the wheel B, they might be made in the form of strong helical or annular buffer
springs and be fitted on the shafts D and D', between the ends of the screws B¹
and the strong bearing blocks E¹¹ on each side of the screws.
The steam valve casing is shown as formed on the top of each of the cylinders
F and F, and bored and fitted with a duplex piston valve f¹, with little cover over
the steam ports fll to the cylinder, and the same on both sides for reversing, or for
being worked in both directions by a single eccentric e and e¹ on each shaft D
and D' respectively, to suit the crank pins d, d, and d', d, of each cylinder F and F',
worked at right angles as described. The rod e² of each eccentric is so jointed to
the lower lever e¹¹ of a double armed wiper shaft e³, carried iu bearing brackets E
projecting up from the web Ell of the frame E, so that the upper arm e¹ll works
the spindle f of each valve f¹ as stated. The casing f is formed with short steam
spaces at each end of the valve f¹, led up by ports fill to a central branch pipe G
on top; and the central space between the pistons f¹ of the valve has ports f
leading up to the branch pipe G¹ on the top outside the branch G, both fitted with
malleable iron or copper pipes G³, G", respectively, from each casing f of the
cylinders F and F¹. These pipes GG" are led and fitted to the double branches G³

page_text: and G of the ports g² g¹¹ of the double piston valve g and cylindrical casing g¹ for
controlling the action of the engines F, F, or reversing them by changing the
ports g and g¹¹ of this chest f¹ either into admission or exhaust steam passages
leading to the pipes G2 G of the engines, through the lever arrangement as will be
hereinafter described, from the primary acting vertical spindle J and its levers J¹, J³,
by hand and light steering connections from any convenient part of the ship and in
any ordinary manner.
The horizontal cylindrical valve casing g' would be secured by its lower end
flanges gx upon any suitable standard frame secured to the bed plate E¹, or the
deck below, and at such a height that its valve rod g³ would work out through a
stuffing box in its end cover g¹ in a line to have an elliptical eye on its outer end
jointed to a pin g' on the upper side of the plate lever h, so that this would
actuate it.
This lever h is fulcrummed at its outer end to the top of a standard at I, secured
below to a socket E formed on one of the webs E1 of the bed frame; and its
inner end is carried loose, so as to reciprocate freely on the upper surface of the
kneed bracket L' also secured at I¹¹ below, to a part of the sole plate E¹. The
lever his jointed at its inner end by a pin at h¹ to the forked end of the rod h¹¹, which
is jointed at its other end h³ to the lever J, of the hand steering gear which
oscillates the valve lever h and valve g to and fro by their said connecting rods h¹¹
and g³, so as to control the action and reversing of the engines F, F, and the
steering of the rudder and ship. The two pistons g, g, of the valve g covers the
ports and gll well on either side; and as the steam would be admitted to
the valve g, by a breeches pipe to the two branches H', H', of the two end
chambers H, H, of the valve casing gl; and as the central space H' between the
valves g leads to the exhaust steam branch H³ below the casing, it follows that
when the said hand gear and lever h, moves this double valve 9 g inwards, the
engines F, F, will get steam from the outer end H, of the casing g¹ through the
pipes G G2, and get steam in the usual way from the ends ff of their
casings ff, and exhaust by the centre space and ports f³ and pipes G", G¹¹,
through the central space H2 and branch H³, of the controlling valve g and
casing g¹, and so drive the engines in one direction. While, vice versa, when the
valve gg, is drawn out, the engines F F will get the steam from the inner end
space through the pipes G", G", and the central ports and space f³, and exhaust
through the end space and ports fill of their casings f f and pipes G2, G3, through
the central exhaust space H2 and branch H³ of the controlling valve and
casing g, g, and drive the engines in the opposite direction all by the hand gear
and the steersman. But to prevent accident or the possibility of the engines
driving the rudder too hard a'port or a'starboard, a segmental slot h³ is formed in
the actuating lever h, with a joint pin h through it and the outer end of a double
or fork-ended connecting-rod h* jointed at its inner end to the joint eye or stud
fixed to the spindle A or crosshead C, all so adjusted that when the rudder came
near to its extreme angle to the port or starboard the rod h, would either push or
pull the lever h by its slot h³, so as to shut the steam valve g g, and ports g³, gl,
and stop the engines automatically, before any over-running of the engines could
take place.
Instead of mounting the steam valve casing f, on the top of the cylinders F, F1,
it might be formed on the inside, so that the rod få of the steam valve f¹, might
project out towards the crank shaft D, to be worked by the eccentric e on it, and
its rod e direct, or by double eccentric and link motion or other reversing gear to
be worked by hand, and so control both engines F and F¹, to instantaneously
reverse their shafts D, D¹, simultaneously in either direction, all otherwise as
herein before described in reference to the valve arrangements shown in Figures
1 to 3.
When the piston steam valves f' f' are used for these engines, such as shown
in Figures 1 to 3, but fitted on the side of the cylinders and each worked direct by

page_text: .
one eccentric and its rod, as just described, a simple reversing arrangement of
valve may be fitted above each cylinder, and its piston valve casing 'f, consisting
of a short inlet steam casing with an ordinary slide valve actuated as a hand
reversing valve with simple hand gear. This valve would have the real or
'constant, exhaust port and chamber in the centre, while its two end faces would
cover two ports leading to the casing of the piston valve. The one port leading to
the central space between the two piston valves and ports leading to the opposite
ends of the cylinder, the other port leading to a space at one end of the piston
valve casing, and as this space would be connected to that at the other end of the
piston valve casing by a separate duct in the side of the piston valve casing below
the working chamber of the piston valve; these two spaces at the ends of the
piston valve casing would thus always be open either to steam or exhaust
according to the position of the hand reversing slide valve. This hand. reversing
'slide valve on each engine would have the rods of both valves passed out through
stuffing-boxes in the ends of the steam casing, so as to be connected to short levers
on a hand wiper shaft across the cylinders, and so as to be worked by a short
hand lever or a rod led from the lever to any desired part of the ship. From
the construction of the ports between the two valve chests described, it will be
seen that the shifting of the reversing slide valves to one side gives steam to the
two outer end piston valves, while it exhausts from the space in the centre
between these valves; and vice versa when shifted to the opposite side, the
reversing valve gives steam to the central space, and exhausts from the spaces at
the end of the piston valves, thus causing the engines to reverse with single
eccentrics and rods, the hand reversing valves being kept from rising off their
faces by the casing cover acting as a slide on its planed back. As soon as the
engines F, F, and their shafts D, D¹, were stopped, the screws B¹, B', would hold
the screw wheel B and rudder A from turning. The whole general arrangement
makes a most efficient steam steering gear close down on deck, and not liable to
breakage or derangement.
Although the engines F, F¹, have been shown fitted and arranged on opposite
sides of the rudder spindle A and its actuating screw wheel B, yet the two
cylinders might be arranged on the one side, by connecting the piston rod F² of
the inner cylinder to a double crank on both the driving shafts D, D', and be
worked substantially as shown and described. And instead of using two trans-
verse driving crank shafts D, D¹, with screw B¹, B₁, gearing into the worm wheel B
to actuate the rudder spindle A, one such shaft D only might be used, driven by
the equivalent arrangement of two engines F and F described, except that only
single piston rods D2 would be required, passing out in the same direction to the
cranks D, D from one end of the two cylinders F, F, to work the one shaft D.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is
First. The construction and arrangement of horizontal double cylinder steam
steering gear, substantially as herein described in reference to, and shown in, the
accompanying Drawings.
Second. In steam steering gear, the actuating of the rudder spindle by a single
screw driving wheel and two horizontal cylinders acting direct on crank and screw
shafts combined, also gearing direct into said screw driving wheel, substantially as
herein described in reference to, and shown in, the accompanying Drawings.
Third. In steam steering gear, the arrangement and combination of the working
cylinders, crank and screw shafts, and screw wheel driving rudder spindle, all low
down near the deck, substantially as herein described in reference to, and shown
in, the accompanying Drawings.
Fourth. In steam steering gear, the connecting of a loose screw driving wheel to
the rudder spindle by a crosshead keyed on it and portable coupling pins passing

page_text: "
through both, substantially as herein described in reference to, and shown in, the
accompanying Drawings.
Fifth. In steam steering gear, with double horizontal cylinders the arrangement
and combination of the parts of actuating valves and of the controlling or reversing
valve or valves, substantially as herein described and distinguished in reference to,
and shown in, the accompanying Drawings.