Improvements in Electrical Signals for Steam Vessels and Analogous Purposes.
Year: 1891

page_text: COMPLETE SPECIFICATION.
Improvements in Electrical Signals for Steam Vessels and
Analogous Purposes.
I, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this invention (a communication to me from
abroad by Edwin Warren Tucker, of 609, Haight Street, San Francisco, California,
United States of America, Mechanical Engineer, and Leopold Katzenstein, of
223, West 133rd Street, New York, United States of America, Mechanical
Engineer) 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 certain new and useful improvements in electrical
signals for steam vessels and the like; and consists in the arrangement of parts
and details of construction hereinafter more fully described and pointed out in the
Specification.
The object of the invention is to have a rapid correct and simultaneous under-
standing between the pilots and engineers of steam vessels so that the direction
in which the vessel is to go may be instantly indicated by sight as well as
sound thereby preventing and obviating any mistake which may be caused by
misunderstanding of sound signals alone, which sometimes results in disastrous
consequences.
The invention consists in the combination, with an electric alarm, of two or more
electric indicators or combined indicators and levers, one of which is located in
the pilot house and others in as many different parts of the vessel as may be
deemed necessary, each of which is properly connected to the one located in the
engine room, so that when the pilot moves his lever indicator communication will
simultaneously be had with the engine room and serve to set the alarm in motion
for the purpose of notifying or calling the engineer's attention and, at the same
time, move the arrows attached to the dials in order to shew the direction the
engine is to go and at what speed.
'
By this device, as hereinafter more fully shewn, the pilot has the entire control
of the vessel and is instantly able to accurately convey to the engineer his wants.
For a more comprehensive understanding of the invention, reference is to be had
to the accompanying drawings, forming part of this Specification, wherein
Figure 1 is a rear view of the indicator, with a part of the plate broken away,
disclosing, at the top of the plate, the weighted cam, the pole piece, the magnets,
the crank, the catch, and the armature; to the right thereof simply the catch, the
crank, and the armature, the other parts being removed to facilitate clearer
illustration; and still further to the right simply the magnets and crank are
illustrated.
Figure 2 is a view in cross-section, shewing the different parts in their relative
positions.
Figure 3 is a detail view of the rigid attachment S¹ of the circular plate, shewing
the yoke carried thereby and the shaft passing through said yoke as well as the
arm M and its link and the cam K¹ carried by the shaft.
Figure 4 is a detail view of the weighted cam.
Figure 5 is a detail view of the magnets E E and their pole, also illustrating the
weighted cam which, in this instance, is secured to an extension from the pole
piece.
Figure 6 is a rear view of the device, shewing the back plate b removed,
illustrating clearly the position and contour of the weighted cams (in their raised
position) and also illustrating the different wires.

page_text: Figure 7 is a detail view of the catch.
Figure 8 is a front view of the indicator.
Figure 9 is a front view of the inside plate (with front plate c removed) shewing
the construction of parts carried by shaft T and the mechanism operated thereby ;
and
Figure 10 is a diagrammatic view, shewing the manner of connecting the wires.
Similar letters of reference denote corresponding parts in all the figures.
Referring to the drawings, the letters band e indicate, respectively, the rear and
front circular plates. Passing centrally through these plates is a hollow shaft K,
the end of which projects beyond the front dial plate c carrying a pointer W. The
hollow shaft also carries an insulated block H located thereon between the two
plates and bearing against the inner side of the front plate against which it is held
firmly by means of a nut J. This block it will be noticed, has embedded in its
periphery a series of contact points I, the function of which will appear more fully
hereinafter. Bearing against nut J is an insulated block V having secured thereto
one end of a movable contact point U, the other end of said contact point resting
normally upon the surface of the insulated block H and out of contact with points I.
The block V has secured thereto the inner end of a shaft T which works in the
hollow shaft K and passes out through the rear plate b. Interposed between
block V and the inner face of the rear plate is a spring Y. This spring may be
composed of as many leaves as may be desired, in order to secure the proper
amount of tension, two of such leaves being shewn in Figure 2 of the drawings.
The letter L indicates a lever consisting of two members or arms pivoted together
at the point. The lower end of the inner arm is secured to the shaft K while the
corresponding end of the outer arm is secured to the shaft T. The outer arm also
carries a pin Q which works through a hole in the inner lever and enters any of
the series of notches in a quadrant G secured to the face of rear plate b. It is
obvious that when the upper ends of the two members are brought together, as
indicated by dotted lines Figure 2, the inner shaft is drawn outwardly and carries
therewith the insulated block V. In order to properly guide the block in its
movement, it is provided with a pin which enters a slot X in the shaft K.
Shaft K also carries a circular friction plate S which is located upon the inner
side of plate . In the drawings, the friction plate is shewn provided with a
rigidly attached strip S₁ (see Figures 3 and 9). This piece, however, is not.
essential to the successful working of the device, as the feature now about to
be described could extend just as well directly from the plate.
The part
referred to is a yoke R, shewn clearly in Figure 2 and in the detail view
Figure 3. Turning in bearings in the yoke and in the rigid piece S' is a
shaft P, the outer end of which carries a link while the inner end carries a
cam K, the conformation of which being clearly shewn in Figure 3. E, E, are
sets of electro-magnets arranged at suitable intervals apart, there being a set
of such magnets for each stationary contact point upon block H. These
magnets are connected by pole pieces F and there is journaled in the pole
piece and in the front plate c, à crank shaft D, the rear end of said shaft
engaging a weighted cam A (shewn separately in Figure 4). This cam is
provided with an elongated slot a which receives a screw extending from the
pole piece. The crank shaft has also mounted thereon a catch C (see Figures 1
and 7) provided with a notched upper end which is adapted to be engaged by
a vertically-hanging armature B. Upon the extreme end of the crank shaft,
which projects through the front plate, is carried an arrow Z. While in Figure 1
only the complete mechanism is shewn at the point corresponding to the word
"Stop" on the front plate, that is to say the weighted cam the electro-magnets
the crank-shaft the catch and the armature, still it is obvious that this con-
struction is duplicated at all the other points, with the exception that the contour
of the under edge of the weighted cams is necessarily changed, as will appear
more fully hereinafter and as shewn in Figure 6.
From each set of electro-magnets in one device, say the one located in the

page_text: pilot house, a wire leads to a corresponding contact point on the block H of the
indicator in the engine room, while, from each set of electro-magnets of the latter,
This
wires lead to the several contact points of the block H in the pilot house.
is indicated clearly in Figure 10 of the drawing, in which the insulated block
and electro-magnets in two corresponding devices are indicated. In this figure,
also, for the sake of clearer illustration, the wires leading from the electro-magnets
of the device in the pilot house to the contact points of the insulated block of
the device in the engine room are indicated by the numeral 1, and vice versa,
the wires leading from the electro-magnets of the instrument in the engine room
to the contact points of the insulated block of the instrument in the pilot house
by the numeral 2 while one of the main battery wires is indicated by the
numeral 3 and the other by the numeral 4. In each indicator, a gong or alarm
is arranged, the hammer of said gong or alarm being operated by means of
electro-magnets acting upon an armature to which said hammer is attached.
For an understanding of the circuit, reference should be had to the diagrammatic
view. If the main battery wire, running toward the insulated block of the instru
ment in the pilot house, is followed it will be noticed that it leads to the binding
post, or transverse post, B', shewn in Figures 6 and 9. This conveys the electric
current to the back plate band, when the handles are pressed together, the
movable contact point is made to bear upon any of the fixed contact points
corresponding to the arrow it is desired to operate upon the duplicate device.
As the handles are thus pressed together, the spring Y is made to bear firmly
against the friction plate S and the current conducted to the back plate by the
main battery wire 4 passes through said friction plate, through the spring, and
then through the two contacting points, from which it is conveyed, by the
corresponding wire 2, to one of five wires which are connected severally with
electro-magnets on the duplicate signalling device, at which point an arrow is
dropped. The current then passes over the return battery wire, one wire being
used for the five electro-magnets, through the bell, and back to the battery. The
operation is duplicated on the return signal. At the same time, the movable
contact point bears upon the fixed contact and completes the circuit above
described, the wire leading from the fixed contact point conveys the current of
electricity over said wire to the corresponding electro-magnets of the other
indicator.
"
Suppose, now, that the captain or pilot desires to start the vessel at "Slow
Speed Ahead," he first brings the upper ends of the handles together, which has
the effect of drawing rearwardly shaft T which being connected with the insulated
block V draws the same in a like direction and with it the movable contact
point U. The moment the latter touches the fixed contact point, the electrical
circuit, as just described, is completed and as a consequence the gong or alarm in
At the
the engine room is sounded, thereby attracting the engineer's attention.
Stop
same time this contact is made, the electrical circuit is completed to the "
point of the indicator in the engine room, but, inasmuch as the arrow at that point
is already pointing downwards, it, of course, can have no effect upon the same.
When the handles have been pressed together sufficiently to bring the end of the
contact point U clear of the fixed point, the ringing instantly ceases owing to the
current having been broken. At the same time it will be noticed that the leaves
of the spring Y are pressed firmly against friction plate S by the rear movement of
the block Vso as to render it impossible for said plate to turn by a slight force.
The action of the spring Y in bearing firmly against plate S results in a positive
contact with the back plate so that there is no danger of the circuit being broken
during the transmission of the signal or while the movable contact point is
traversing the stationary point. It is for this reason, also, that the friction
plate S is made circular, as otherwise simply a lever would be necessary for
carrying the yoke R.
b
The next step in the operation is to turn the handles to the right until the pin Q
reaches the notch in the quadrant corresponding to the "Slow." point. Of course,

page_text: as the levers are turned, the central pointer W is turned and made to point to the
arrow at which a stop is made. At the first slight turn of the lever, however, the
inner member thereof turns the hollow shaft and the arm M carried thereby is
consequently given a slight movement. This will move link O carried by arm M
and link O in turn will partly rotate shaft. P so as to throw one end of cam K³,
carried by said shaft, upwards. During this slight movement of the parts, spring Y
is pressing sufficiently hard against friction plate S as to prevent any movement and
said plate therefore remains passive until one side of link O strikes against yoke R.
When this occurs, which is after the initial upthrowing of the cam K', the friction
plate and the rest of the parts move in unison, cam K first acting upon the under
surface of the weighted cam A and raising the same so as to partly rotate crank D
and thus bring catch C upwards, so as to engage the hooked end of the armature.
When the lever has reached the notch upon the quadrant corresponding to the
"Slow" point, the pin engages said notch, pressure upon the handles is released, and
the movable contact point crosses the corresponding fixed contact point to its normal
position. In its passage, the moment it contacts with the fixed point I the electrical
connection is re-established and a current will be passed over the wire leading from
said fixed point and connecting at its other end with the magnets corresponding to
the "Slow"point upon the indicator in the engine room. At this moment, the
pointer or indicator in the engine room is thrown downwards, this being
accomplished by the energised magnets E, E, in said engine room, at the "Slow
point, drawing the lower end of the armature towards them. This necessarily has
the effect of throwing the upper hooked end of said armature laterally in an opposite
direction which, of course, disengages the hook from the catch C which turns the
crank shaft so as to throw the index finger at this point towards the centre.
27
"
The next step is for the engineer to answer the signal, so.as to inform the captain
that the order has been observed and is properly understood. This he does by
following exactly the same course pursued by the captain. That is to say, he first
presses the handles together which carries the movable contact point over the
stationary point. This will sound the alarm. He then turns the lever which first
has the effect of re-setting the "Stop. arrow. When the notch is reached corre-
sponding to the "Slow" point, the engineer's central index will point to the " Slow
arrow, the pin Q is allowed to engage said notch, and as soon as pressure on the
handles is released, the movable contact crosses the stationary contact point corre
sponding thereto and in doing so establishes electrical connection with the magnets
at the "Slow" point on the captain's dial. The moment this is done, the armature
is attracted and, as in the case with the index in the engineer's dial, the arrow will
drop and point towards the centre. From this it will be seen that the engineer is
notified in the first place by the ringing of the bell and the proper order given by
the dropping of the arrow, and that the captain on the other hand is notified that
his order has been observed by the ringing of the gong in his indicator and the
dropping of the arrow indicating the order given, while the centre finger in each,
points in the, correct direction. In this manner, all danger of mistake is entirely
obviated. It is, of course, to be understood that the handles or levers are to remain
in their adjusted position until it is desired to give or answer another order.
Suppose, now, that it is desired to give the signal "Full Speed Astern." The levers
in both indicators being in the position last placed, the captain or pilot presses the
handles of his device together. This brings the movable point in contact with the
fixed point at that position and immediately sounds the alarm in the engine room.
The Slow Ahead arrow in the engine room already pointing towards the centre
will not be affected by the completion of the current. The captain next turns the
lever slightly, which, by means of the arm M, link O, and shaft P, will raise cam K
until it contacts with the weighted cam A. The link O is now in position, however,
to engage the upper portion of yoke R and, as the turning of the lever is completed,
the cam K has the effect of re-setting the "Slow "arrow on the "Ahead" side of
the dial. When the lever reaches the "Stop" arrow, the weighted cam at that
point being already re-set will not be affected by cam K¹ the same being true in
.*

page_text: regard to the arrow at the "Slow" point on the "Astern" side which remains in its
upright position. When the lever has reached the "Full Speed" point, the captain
releases pressure upon the handles, when the bell in the engine room is sounded and
the corresponding arrow dropped. The engineer now answers in exactly the same
manner before explained.
It often happens that the pilot desires to call the engineer's attention, or vice versa.
It is obvious that this invention provides for this, inasmuch as, at whatever position
the levers may be adjusted, the arrows Zin both indicators are down, and by pressing
the handles together without moving the lever laterally the movable contact point
may be made to traverse the stationary contact point at such position, and thus
sound the alarm, without disturbing the arrows which, as above explained, are
already pointing downwards. By the ringing of the bell, the captain or engineer,
as the case may be, will understand that one or the other desires to send a message,
through a speaking tube or otherwise.
It is here deemed advisable to call attention to several important features of the
invention.
It will be noticed that a crank shaft D is provided, with an attached weighted
cam A which latter keeps a constant pressure against the catch and holds the
arrows Zin a positive position, so that, by the jar consequent on the firing of guns
on board men-of-war, they can only vibrate the width of the slot in the top and
cannot be released.
It will also be noticed that two shafts are employed, the inner sliding inside the
outer. The sliding contact spring is fastened to the inner sliding shaft and by the
direct action of the outer member of the lever is drawn across the stationary contact
points, completing the circuit. Now, this arrangement is very valuable, for in this
sliding movement it keeps the contact surfaces always bright and clean so that there
is no possible chance for any dirt or non-conductor to remain on them as the spring
is drawn clear across each time.
I will be noticed from the drawing that the shape or contour is different in the
several weighted cams A. This is necessary, in order that the shape may be made
to conform to the cam K carried by shaft P and acting upon the different points.
The crank shafts D are set concentric with the central shaft, so that the arrows will
all point towards the centre and meet the pointer W which indicates the given
signal.
The armatures are all set parallel to a perpendicular centre line, the axis of each
being the crank shaft D, and the object of having the electro-magnets and armatures
hung in a vertical position is so that they shall all be the same distance from
the electro-magnets so that the same current of electricity will operate all of the
armatures.
Reverting to the different shapes of the under surfaces of the weighted cams, it
is to be stated that this is due, first, to the tangent formed by the lever working on
a circle or curved line and the weights falling in perpendicular line, and, second, the
centre can and the one on each side must be replaced by moving the lever in either
direction which lever moves from a given centre. To make this positive, the
friction-plate, yoke, and link, are made so as to throw the surface of cam Kin
position, so as to reset the centre weighted cam A. either way, and then the under
surface of the other weighted cams are made to conform to it, the last one on each
side re-setting in only one direction. This will have to be worked out according to
the number of signals placed on the dial. The outside or upper surface of the
weighted cams is shaped so as to clear a given diameter of dial.
There is also a feature in connection with the catch C which requires elaboration.
It will be noticed that its under surface is provided with a bulge or swell c¹ (see
Figure 7) which, when the catch is dropped, will contact with the shaft of the lower
electro-magnet and in this manner the rotation of crank shaft D is limited so as to
allow the arrows to turn only so far.
The dial may be made of glass, or of other transparent material, with the different

page_text: speeds marked thereon, and the same may be lighted by lamps or electricity, in order
that it may be visible at night.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is
1. In an electric indicator, the combination, with a series of variable signal
transmitters for communicating orders or information from one place to another, the
connection of pointer W, the series of arrows Z, with the double pivoted handle L,
which moves pointer W, in connection with the movable contact point U, the
shaft T, the spring Y against the friction plate S, and arm M, substantially as set
forth.
2. The double pivoted handle I, in combination with an alarm bell in an electric
indicator having a series of signal transmitters, and the hollow slotted shaft Kin
connection with shaft T, the insulator block V carrying the contact spring U, the
spring Y, the insulated block H with its contact points I and electro-magnets E,
completing the circuit when the handles are pressed together, substantially as set
forth.
3. In an electric indicator, the combination, with a series of variable signal
transmitters, of a compound rotatable handle, the pivoted member carrying a locking
pin or bolt and at its lower end a shaft having a contact making and breaking arm
connected therewith, said shaft being carried rearward in order to make and break
the circuit when the upper ends of the handles are pressed together, substantially
as set forth.
4. In an electric indicating system for steam ships and the like, plurality of
duplicate indicating devices, an electric signalling circuit from one indicator to the
other, and means in each indicator for making and breaking the circuit and causing
a visual signal in one indicator to be operated and a duplicate visual signal
subsequently reproduced in the other indicator, substantially as set forth.
5. In an electric indicating system for steam ships and the like, a plurality of
duplicate indicating devices located in different portions of the vessel, cach consisting
of a dial having indicating arrows thereon, a series of stationary contact points, a
movable contact-making arm in each device, an electric signalling circuit in which
the arms and contacts are included and means for throwing the movable arms in
cach indicator in or out of contact with the stationary points and causing a visual
signal in one indicator to be operated and a duplicate visual signal subsequently
reproduced in the other indicator, substantially as set forth.
6. In an electric indicating system for steam ships and the like, a plurality of
duplicate indicating devices located in different portions of the vessel consisting of
a dial having indicating arrows thereon, a series of stationary contact points, a
movable contact making arm and gong mechanism in each device, electric signalling
circuit in which arms, contacts and gongs are included, and means for throwing the
movable arms in each indicator in or out of contact with the stationary points and
causing the gong to be sounded and a visual signal in one indicator to be operated
and a gong to be sounded and a duplicate visual signal subsequently reproduced in
the other indicator, substantially as set forth.
7. In an electric indicating system for steam ships and the like, a plurality of
duplicate indicating devices located in different parts of the vessel, consisting of a
dial having indicating arrows thereon, an electric signalling circuit from one
indicator to the other, and a movable hand carrying a central pointer and adapted,
when manipulated in one device, to carry its central pointer to a certain point upon
the dial and also complete the circuit to the other indicator so as to cause one of
the arrows thereon to drop at a point corresponding to the central index of the
indicator operated upon, and when the handle in the other indicator is subsequently
manipulated, the same operation is duplicated, substantially as set forth.
8. In an electric indicating system for steam ships and the like, a plurality of

page_text: duplicate indicating devices, each consisting of a dial having indicating arrows
thereon, an electric signalling circuit from one indicator to the other, means in
each indicator for re-setting the dropped arrows and at the same operation making
and breaking the circuit and causing an arrow in one indicator to be operated and
a duplicate arrow in the other indicator to be subsequently operated, substantially
as set forth.
9. In an electric indicator for ships and the like, a re-setting device consisting
of a series of vertically movable circularly arranged cams to which the indicating
arrows are attached, said cams having their inner edges of different contours and
a can working on a circle or curved line and adapted to raise the terminal vertically
movable cams when acted thereon in one direction and to raise the intermediate
cams when acted thereon in either direction substantially as set forth.
10. In an electric indicator for steam ships and the like, a re-setting device
consisting of a series of vertically movable circularly arranged cams to which the
indicating arrows are attached, said cams having their inner edges of different
contours, a cam working on a circle or curved line and means for raising one end
of said last named cam, before starting on its circular course, into engagement
with any of the vertically-movable cams, whereby the terminals of the last
mentioned cams, as soon as the circular movement begins, are raised when acted
upon in one direction and the intermediate cams when acted upon in either direction,
substantially as set forth.
11. In an electric indicator for ships and the like, a re-setting device consisting
of a series of vertically-movable circularly arranged cams, said cams having their
inner edges of different contours, electro-magnets for each cam, a crank shaft
having its inner end connected to the cam and its outer end carrying an arrow, a
notched catch rigidly mounted upon said crank shaft, an armature having its upper
end hooked and adapted to normally engage the notch of the catch and to be
released therefrom, when its lower end is attracted towards the electro-magnets,
and a cam working on a circle or curved line adapted to raise the terminal
vertically-movable cams when acting thereon in one direction so as to turn the
crank shaft and throw the catch back into its normal engagement with the
armature and to raise the intermediate cams when acting thereon in either direction,
substantially as set forth.
12. In an electric indicator for ships and the like, the combination of electro-
magnets, a crank shaft carrying on its outer end an arrow, a notched catch rigidly
secured thereto, an armature provided with a hooked upper end adapted to normally
engage the notch of the catch, and, as its lower end is attracted towards the
magnets, to release said catch, and a weighted cam upon the inner end of the
crank shaft adapted to exert a constant pressure against the catch, and hold
the arrow in position against jarring and the like, substantially as set forth.
13. In an electric indicator for steam ships and the like, the combination, with
an insulated block or disc having a series of fixed contact points in its periphery,
of a movable contact point and means for drawing said movable contact point
across the fixed points whereby the circuit is completed and dirt or non-conducting
matter prevented from accumulating, by reason of the friction between the contacting
surfaces, substantially as set forth.
14. In an electric indicator for ships and the like, the combination of an insulated
block having a series of fixed contact points in its periphery, a hollow shaft
carrying a pointer upon one extremity, a shaft sliding within the hollow shaft, a
movable contact point carried by said sliding shaft, and a handle held in different
positions by a notched quadrant, said handle consisting of two members, the inner
member attached to the hollow shaft and the outer member to the inner shaft and
so constructed that when the upper ends are pressed together the outer member
will draw the inner shaft outwardly and its attached contact point across the
fixed contact, and when moved laterally, to rotate the two shafts in unison and
turn the pointer carried by the hollow shaft, substantially as set forth.

page_text: 15. In an electric indicating system for steam vessels and the like, the combina-
tion of a friction plate, a yoke extending therefrom, a shaft passing through' said
yoke, a link upon the inner end of the shaft, a cam upon the outer end thereof, a
series of vertically-movable cams, each one of the series having its under edge of
different contour, a shaft having springs mounted thereon and bearing against the
friction plate, an arm having its upper end connected to the link and its lower
end keyed to the shaft, and a lever adapted to compress the spring against the
friction plate and to turn the shaft carrying said spring, substantially as set forth.
16. In an electric indicating system for steam vessels and the like, the combina-
tion of a series of variable signal transmitters, an electric circuit, the main battery
wire thereof connecting with the back plate of the indicator, a friction plate,
spring, bearing against the same, a make and break contact arm connecting with
the springs, and means for compressing the springs against the friction plate,
whereby a positive contact with the back plate is secured, substantially as set forth.
Datod this 30th day of June 1901
A. MELVILLE CLARK.
By A. M. & Wm. Clark,
53, Chancery Lane, London, l'atent Agents.