Improvements in Lateral Steering-devices for Torpedoes.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in Lateral Steering-devices for Torpedoes.
I, EMIL KASELOWSKY, of 17/18, Chausseestrasse, Berlin, Kingdom of Prussia,
German Empire, Counsellor of Commerce, do hereby declare the nature of this inven-
tion to be as follows:-
This invention refers to steering-devices for torpedoes of the kind in which use is
made of a gyroscope and has for its object to effect improvements in the entire
driving mechanism. It is known that lateral steering-devices for torpedoes in which
a gyroscopic wheel is employed, are open to the objection, that a certain and steady
driving of the driving mechanism cannot be attained. In the following construction
forming the subject of my invention, this certain steady and rapid movement, i.e.
upon the discharging of the torpedo, is attained in such manner, that the centrifugal
load or weight forms a turbine-wheel, or, is provided with a turbine-wheel, which is
started or set in motion, by means of gas or.liquid pressure during the discharge of
the torpedo.
The lateral steering-device is secondly, further characterised, by the said turbine-
wheel being employed in the form of a tangent wheel and arranged in the plane of
rotation of the centrifugal load or weight, the nozzles of which are also in the plane
of rotation of the fly-wheel or driving-wheel.
In order to give the proper gyratory-wheel its freedom for rotation, the same is
provided with a corresponding aperture or recess, which permits the nozzles to pass
to the tangent turbine, but does not hinder, the rotation of the gyratory ring.
Lastly, and this is the third feature of the invention, an arrangement is made,
which causes the lateral steering-device, until the discharge, to retain a normal
position, in such manner, that the plane of rotation of the load or weight is, for
example, as shown in the accompanying drawing, in the longitudinal direction of the
torpedo.
In order to make my invention more clear, I refer to the accompanying drawings,
in which similar letters and figures denote similar parts, and in which:
Figure 1 is a vertical section of my improved steering-device.
Figure 2 a horizontal section.
Figure 3 a vertical section of I-I of Figure 1.
Figure 4 is a side-view.
Figures 5, 6 & 7 are sections, and
Figures 8 & 9 are plans of the complete apparatus.
Before I describe the drawings, I will proceed to explain the manner in which the
gyroscopic wheel acts upon the torpedo. It is a well known fact, that when a fly-
wheel, mounted in gyratory axles, when set in motion in a certain plane, that the
said fly-wheel does not change its plane of rotation, even when the outer casing,
carrying the gyratory rings, changes its position. The gyroscopic wheel is here
connected, to a lateral rudder of the torpedo, so that the steering-rudder, is in the
normal or middle position, when the actuated gyroscopic wheel, moving in its
proper plane of rotation is or returns to its former position with regard to the
tornedo. This position I have named, the normal or middle position of the torpedo

page_text: to the fly-wheel, or in short, simply, the normal position of the fly-wheel. If the
torpedo, after the same has been fired, should change its position, with regard to
that position, in which originally the gyroscopic discs have rotated, then a deviation
of the steering-rudder would take place, with the intention and for the purpose to
bring the torpedo back into the direction the same had, at the moment when it was
launched, which although shown in the drawing at the side could however, be better
placed in the centre, .e. in the direction of the longitudinal axis of the torpedo.
It is only for the sake of clearness, that the said rudder is illustrated in the drawings
as laterally arranged. It would of course also be possible, to mount or arrange such
steering-rudders on both sides.
Without further description therefore it is clear that the normal position of the
gyroscopic disc can be a very variable one, that is to say, that thus the said normal
position cannot be regarded as applying only to one position or one especial
position.
In the drawing one such normal position is shown as example:
It is also shown in the drawings that the normal plane of rotation can be regarded
as lying firstly, for instance, in a direction corresponding to the longitudinal axis of
the torpedo, but it can also lie crosswise with regard to the torpedo, and lastly, the
normal plane of rotation could be in a plane deviating from the axial direction of the
torpedo even though this latter arrangement may not perhaps be advantageous.
I will proceed to explain the drawing and also the modus operandi of the
apparatus and in this connection I will first proceed to describe the mechanism
imparting notion to the lateral steering rudder of the torpedo as shown in
Figures 8 & 9.
Each of these figures shows the device in plan. In these views 9 designates the
lateral rudder which can be actuated by a rod 8, angle-lever and rod 6. The rod 6
is actuated by a piston 4 of the known Servi-motor, the steering-piston of which is
designated by 5, whilst the Servi-motor proper is designated by x. The employment
of a Servi-motor for this purpose is already known. The steering-piston 5 of the
Servi-motor acts upon a one-armed lever w which is bifurcated and against the
bifurcation of which, acts a double-armed lever w¹ which by means of rods w² actuate a
lever z rigidly attached to the axis of a double-lever z 21, which by rods w³ ³ is con-
nected with the outer gyratory ring v and thus with the fly-wheel, by which means
the gyratory ring v can be moved in two directions. The contrary would of course be
the case, by the revolution of this ring v in one or the other direction, which would
cause the lateral rudder 9 also to be turned in one or the other direction.
Besides the exterior gyratory ring v, the fly-wheel is also carried by the inner
gyratory ring v¹, and in this ring v', the centrifugal load or weight is located or rests
and is held in position by means of the flexible axles ¹, the bearings of which. 12 are
provided on each side with recesses 13, (Figure 2.)
These recesses serve the purpose of arresting and holding the gyroscopic wheel in
a certain position, for the reason that on one of these recesses, when the gyro-
scopic wheel is in the central position or position of rest that is to say, the position,
in which the plane of rotation of the centrifugal load is in the longitudinal direction
of the torpedo and at the same time in the vertical plane, a pinion p¹ (Figure 2) on
the lever o o¹, is pressed by means of the spring q into the recess 1³.
Before, however, this arresting by means of the pinion p' in the middle position
can take place, the inner gyratory ring v¹ must, by means of another mechanism, be
so arranged, that the axis of the fly-wheel load or weight, must be in the normal
position, and further the small deviations which the outer gyratory ring has received
by the torpedo having been used on one or more occasions, must be again equalised
and also this ring brought again into its proper middle position. It is true it would
be possible to place by hand the apparatus in the right position after the apparatus
had been used once, but after repeated use, it would be continually necessary to
dismount the apparatus.
In order to give the inner ring v this normal position, and also at the same time
to compensate for the small deviations which the outer ring has received from the

page_text: central position, the ends of a bifurcated lever engage with the ring when the same
is lifted and upon turning, bring the same into approximately normal position, for
which purpose the bifurcated lever is either pointed, or the holding ring suitably
inclined. The double lever t t' with its prong t or extremity is drawn in a downward
direction by means of a spring u, so that it neither prevents the free swinging of the
outer ring v or the inner ring v. If, however, the apparatus is to be brought to the
middle position, the lever t t is first brought by means of a mechanism hereinafter
described into the position shown in Figure 1, that is to say, the part t of the lever
is lifted and the forks t engage with the outer ring and cause the same to be brought
almost to the middle position. Further the ends of the fork t grip underneath the
inner ring and bring also this ring in a horizontal position and now the before
described binding pin p can engage with the recess [³ the bearing as this bearing
is now horizontal because the ring v¹ is horizontal. Also in another approximately
vertical plane, this recess is brought opposite the pin p, as the gyratory ring vis
approximately in the vertical plane.
The setting in motion of the apparatus is effected as follows:
Assumed that the torpedo has been fired or discharged once or several times, the
centrifugal load or weight, before the torpedo is placed in the launching tube, is first
brought into a normal position. This is effected in such manner that after releasing
the screw nut 1 (Fig. 3) one presses down the rod 2, said rod being already under
spring pressure. Figure 3 shows a middle position of this rod. Through these
rods the apparatus is then brought in the position of rest by means of projections 10
& 11 as best to be seen from Figure 1 and the shape or form of the projections 10
& 11 (Figure 2), as the projection 11 actuates the lever (Figure 1) also the pinion,
against which the projection-11 abuts, is shown in Figure 2 and designated by 12. The
lever t¹ is pressed downwards and thereby the bifurchted levert upwards, the latter
bringing as above described the outer ring v and subsequently the inner ring v¹ in the
vertical or horizontal position.
Up to now the arresting pin p is still not in engagement with the recess (3 of the
bearing 2. Only upon the further descent of this rod 2 and actuation of the lever
is this effected by means of the projection 11 on the said rod (Figures 1 & 2). This
rod r,
which with the second arm forms a double lever and is actuated by means of
the projection 11 in the direction shown by the arrow, and thereby the lever o¹
becomes released having been held up to that time by the nose 2 of the lever r¹, and
the opposite arm o of this lever is drawn down by means of the spring 9, whereby
the pin p engages with the recess 13 and effects the arresting of the movement. By
descent or pressing down of the rod 2 the gyroscopic wheel receives its proper
position for motion, as by such descent the projection 10 of the rod 2 has so
actuated the part 3 provided with the lateral recess (see Figure 2) that the projection 10
comes to rest in the lowest portion of this part 3. By this movement the steering
apparatus is brought into the middle-position as shown in Figures 2 & 8.
When the freed rod 2 springs back into its uppermost position, firstly, the
double-levert t¹ is again released and makes a revolution to the left, so that the same
leaves the rings v v¹, secondly the part 3 becomes free also which latter had just been
brought by the part 10 into the central position, so that the steering-device of the
Servi-motor is entirely released; thirdly the lever becomes free for later action, as
this lever with its nose 2 has the purpose of effecting the subsequent disconnec-
tion of the pin p from the axle during the discharge of the torpedo.
Thus the preliminary functions re-setting the torpedo in motion have been
made clear.
When now the torpedo has been placed in the tube and is fired, the air, as.
known will be ejected from the air-container to the governor, and from this air-pipe
or service the tube a branches off, having also a branch g, see Figures 5 & 6. The
air-tube a leads to the valve-casing a¹ and in the same a valve is located, held open.
by means of the thumb c, in such manner, that the compressed air can without any
bindrance enter the tube or pipe-services 1 P. These two pipes or services lead to
the nozzles kk' and set the turbine-wheel in very rapid motion.

page_text: This conducting of compressed air can only occupy a very short time, not even
until the torpedo leaves the launching tube, because the release of the gyroscopic
wheel has yet to take place, before the torpedo leaves the said launching-tube.
In order to stop the passage of compressed air to the nozzles, the piston f (Figure 5)
arranged in the cylinder e, and which is set in motion in consequence of the air
service branching off to the left as before described, thereby also actuates the rod i
and the lever & also (Figure 4) to the left whereby the nose c on the axis of this
lever releases, the valve b, when thus moving to the left (Figure 7) and brings the
same into the position indicated in Figure 7. The valve closes under this air
pressure and thereby, the further introduction of air to the fly-wheel, is closed.
The previously described piston f has now released in its extreme left-hand position
the service pipe m, which by means of the tube g, branching off from the valve b, is
continually under pressure. This tube service m leads under the piston n (Figure 2)
said piston raising the lever o and thereby freeing the pin p. The gyroscopic wheel
is thereby released, the lever o is held in its uppermost position as its other arın o¹
engages with the nose r².
With regard to the operation of the piston f I have still to remark, that the same
remains so long in its position towards the left until the over-pressure upon the
valve b has stopped. The piston f, the rod i, and the lever d, are actuated by the
spring h, which tends to force the nose c (Figure 7) in a direction to the right; as
long, however, as the higher pressure rests upon the valve b, this movement cannot
take place, but after the discharge of the torpedo this automatic opening of the
valve b, by means of the thumb c can take place, said opening of the valve b being
necessary for future firings.
This thumb c will also cause the valve to remain open until the previously
described movement by means of the piston ƒ has been effected.
It is true that the use of a gyroscopic wheel for lateral steering-devices is known,
and I have only now to mention the holding or retaining of the chief-steering piston
in its central or middle position, as shown in Figure 2; to summarise I repeat, that
the action which would be called forth by a lateral deviation of the torpedo from the
correct direction, that is to say, when the torpedo leaves its proper path in which
case the rotating weight or load (Figure 2) would turn towards the plane located
between the longitudinal and vertical axis of a torpedo and steers, by help of the
chief steering piston or Servi-motor, the torpedo back into the correct direction in
which the same was launched.
In consequence, however, of the steering apparatus remaining parallel to the
longitudinal axis of the torpedo, the lever w¹ would be caused to make a rotation
towards the sector wt and would hereby cause said sector to rotate from right to left,
as also the steering-piston 5, so that either to the left or right of the compressed air-
piston 4 compressed air can enter through the respective steering channels.
The piston 4 would thereby be forced out of its central position, in which it was
held by the springs y y and thus the movement of the rudder 9 from its middle-
position, towards the one or the other direction can take place in the manner
herein before described. The escape of the compressed air and the manner in which
the Servi-motor operates, is already known and I think I may here abstain from a
further description of the same.
Dated this Oth dev of October 1907

page_text: Improvements in Lateral Steering-devices for Torpedoes.
I, EMIL KASELOWSKY, of 17/18, Chausseestrasse, of Berlin, Kingdom of Prussia,
German Empire, Counsellor of Commerce, do hereby declare the nature of this
invention, and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
This invention refers to steering-devices for torpedoes of the kind in which use
is made of a gyroscope and has for its object to effect improvements in the driving
mechanism. It is known, that lateral steering-devices for torpedoes in which a
gyroscopic wheel is employed, are open to the objection, that a certain and steady
driving of the driving mechanism cannot be attained. In the following con-
struction forming the subject of my invention, this certain steady and rapid
movement upon the discharging of the torpedo, is attained in such manner, that
the centrifugal load or weight forms a turbine-wheel, or, is provided with a turbine-
wheel, which is started or set in motion, by means of gas or liquid pressure during
the discharge of the torpedo.
The lateral steering-device is secondly, further characterised, by the said turbine-
wheel being employed in the form of a tangent wheel and arranged in the plane of
rotation of the centrifugal load or weight, the nozzles of which are also in the
plane of rotation of the fly-wheel or driving-wheel.
In order to give the proper gyratory-wheel its freedom for rotation, the same is
provided with a corresponding aperture or recess, which permits the nozzles to
pass to the tangent turbine, but does not hinder the rotation of the gyratory ring.
Lastly, and this is the third feature of the invention, an arrangement is made,
which causes the lateral steering-device, until the discharge, to retain a normal
position, in such manner, that the plane of rotation of the load or weight is, for
example, as shown in the drawings filed with the Provisional Specification, in the
longitudinal direction of the torpedo.
In order to make my invention more clear, I refer to the drawings sent in with the
Provisional Specification, in which similar letters and figures denote similar parts, and
in which:
Figure 1 is a vertical section of my improved steering-device.
Figure 2 an horizontal section.
Figure 3 a vertical section of I-I of Figure 1.
Figure 4 is a side-view.
Figures 5, 6 & 7 are sections, and
Figures 8 & 9 are plans of the complete apparatus.
Before I describe the drawings, I will proceed to explain the manner in which the
gyroscopic wheel acts upon the torpedo. It is a well known fact, that a fly-wheel,
mounted in gyratory axles, when set in motion in a certain plane, that the said fly-
wheel does not change its plane of rotation, even when the outer casing, carrying the
gyratory rings, changes its position. The gyroscopic wheel is here connected, to a
lateral rudder of the torpedo, so that the steering-rudder, is in the normal or middle
position, when the actuated gyroscopic wheel, moving in its proper plane of rotation
is or returns to its former position with regard to the torpedo. This position I have
named the normal or middle position of the torpedo to the fly-wheel, or in short,
simply; the normal position of the fly-wheel. If the torpedo, after the same has been
fired, should change its position, with regard to that position, in which originally the

page_text: when it was launched, which although shown in the drawing, at the side could
however, be better placed in the centre, i.e. in the direction of the longitudinal axis
of the torpedo. It is only for the sake of clearness, that the said rudder is illus-
trated in the drawings as laterally arranged. It would of course also be possible, to
mount or arrange such steering-rudders on both sides.
Without further description it is clear that the normal position of the gyroscopic
disc can be a very variable one, that is to say, that thus the said normal position
cannot be regarded as applying only to one position or one especial position.
In the drawings one such normal position is shown as example :
It is also shown in the drawings that the normal plane of rotation can be regarded
as lying firstly, for instance, in a direction corresponding to the longitudinal axis of
the torpedo, but it can also lie crosswise with regard to the torpedo, and lastly, the
normal plane of rotation could be in a plane deviating from the axial direction of the
torpedo even though this latter arrangement may not perhaps be advantageous.
I will proceed to explain the drawings and also the modus operandi of the apparatus
and in this connection I will first proceed to describe the mechanism imparting
motion to the lateral steering rudder of the torpedo as shown in Figures 8 & 9.
Each of these figures shows the device in plan. In these views 9 designates the
lateral rudder which can be actuated by a rod 8, angle-lever 7 and rod 6. The rod 6
is actuated by a piston 4 of the known Servi-motor, the steering-piston of which is
designated by 5, whilst the Servi-inotor proper is designated by x. The employment
of a Servi-motor for this purpose is already known. The steering-piston 5 of the
Servi-motor acts upon a one-armed lever w, which is bifurcated and against the
bifurcation of which acts a double-armed lever w¹ which by means of rods w² actuate
a lever z rigidly attached to the axis of a double-lever 21, which by rods w³ ³ is
connected with the outer gyratory ring and thus with the fly-wheel, by which
means the gyratory ring can be moved in two directions. The contrary would of
course be the case, by the revolution of this ring in one or the other direction,
which would cause the lateral rudder 9 also to be turned in one or the other
direction.
Besides the exterior gyratory ring v, the fly-wheel is also carried by the inner
gyratory ring v¹, and in this ring the centrifugal load or weight is located or
rests and is held in position by means of the flexible axles ', the bearings of which 12
are provided on each side with recesses 13 (Figure 2).
These recesses serve the purpose of arresting and holding the gyroscopic wheel in
a certain position, for the reason that on one of these recesses, when the gyroscopic
wheel is in the central position or position of rest that is to say, the position, in
which the plane of rotation of the centrifugal load is in the longitudinal direction of
the torpedo and at the same time in the vertical plane, a pin p (Figure 2) on the
lever o o¹, is pressed by means of the spring q into the recess 13.
Before, however, this arresting by means of the pin p in the middle position can
take place, the inner gyratory ring v' must, by means of another mechanism, be so
arranged, that the axis of the fly-wheel load or weight, must be in the normal posi-
tion, and further the small deviations which the outer gyratory ring has received
by the torpedo having been used on one or more occasions, must be again equalized
and also this ring brought again into its proper middle position. It is true it would
be possible to place by hand the apparatus in the right position after the apparatus
had been used once, but after repeated use, it would be continually necessary to
dismount the apparatus.
In order to give the inner ring this normal position, and also at the same time
to compensate for the small deviations which the outer ring v has received from the
central position, the ends of a bifurcated lever engage with the ring when the same
is lifted and upon turning, bring the same into an approximately normal position, for
which purpose the bifurcated lever is either pointed, or the holding ring suitably
inclined. The double levert t¹ with its prong t or extremity is drawn in a downward
direction by means of a spring u, so that it neither prevents the free swinging of the

page_text: outer ring v or the inner ring v¹. If, however, the apparatus is to be brought to the
middle position, the lever t t is first brought by means of a mechanism hereinafter
described into the position shown in Figure 1, that is to say, the part
of the lever
is lifted and the forks t engage with the outer ring and cause the same to be
brought almost to the middle position. Further the ends of the fork t grip under-
neath the inner ring vand bring also this ring in an horizontal position and now the
before described binding pin p can engage with the recess (3 of the bearing (2 as this
baring is now horizontal because the ring v' is horizontal. Also in another approxi-
mately vertical plane, this recess is brought opposite the pin p, as the gyratory ring v
is approximately in the vertical plane.
The setting in motion of the apparatus is effected as follows:
Assumed that one or more torpedoes have been discharged, the centrifugal load or
weight, before the torped) is placed in the launching tube, is first brought into a
normal position. This is effected in such manner that after releasing the screw
nut 1 (Figure 3) the rod 2 is pressed down, said rod being already under spring-
pressure. Figure 3 shows a middle position of this rod. Through this rod the
apparatus is then brought in the position of rest by means of projections 10 & 11
(as best to be seen from Figure 1,) and the shape or form of the projections 10 & 11
(Figure 2) as the projection 11 actuates the lever t¹ (Figure 1) also the pin, against
which the projection 11 abuts, as shown in Figure 2 and designated by t².
lever t¹ is pressed downwards and thereby the bifurcated lever t upwards, the latter
bringing as above described the outer ring vand subsequently the inner ring ¹ in
the vertical or horizontal position.
The
Up to now the arresting pin p is still not in engagement with the recess 13 of the
bearing. Only upon the further descent of this rod 2 and actuation of the lever r
is this effected by means of the projection 11 on the said rod (Figures 1 & 2). This
rod r, which with the second arin 1 forms a double lever and is actuated by means of
the projection 11 in the direction shown by the arrow, and thereby the lever o¹.
becomes released having been held up to that time by the nose 2 of the lever 1, and
the opposite arın o of this lever is drawn down by means of the spring q, whereby the
pin p engages with the recess 13 and effects the arresting of the movement. By the
descent or pressing down of the rod 2 the gyroscopic wheel receives its proper posi-
tion for motion, as by such descent the projection 10 of the rod 2 has so actuated
the part 3 provided with the lateral recess (see Figure 2), that the projection 10
comes to rest in the lowest portion of this part 3. By this movement the steering
apparatus is brought into the middle-position as shown in Figures 2.& 8.
When the freed rod 2 springs back into its upperinost position, firstly, the double-
lever is again released and makes a revolution to the left, so that the same leaves
the rings v vl, secondly the part 3 becomes free also, which latter had just been
brought by the part 10 into the central position, so that the steering-device of the
Servi-motor is entirely released; thirdly the lever r¹ becomes free for later action,
as this lever with its nose 2 has the purpose of effecting the subsequent
disconnection of the pin p from the axle during the discharge of the torpedo.
Thus the preliminary functions re-setting the torpedo in motion have been made
clear.
When the torpedo has been placed in the tube and is fired, the air, as known, will
be forced from the air-container to the air-governor, from which air-tube service, the
tube a branches off, having also a branch g, (see Figures 5 & 6). The air' tube a
leads to the valve-casing a¹ wherein a valve is located, retained in open position by
means of the nose c, in such manner, that the compressed air can without any
hindrance enter the tube or pipe-services 15 15. These two pipes or services lead to
the nozzles kk and set the turbine-wheel in very rapid motion.
This conducting of compressed air can only occupy a very short time, not even
until the torpedo leaves the launching tube, because the release of the gyroscopic
wheel must yet be effected, before the torpedo leaves the said launching-tube.
To stop the passage of compressed air to the nozzles the piston (Figure 5) is
employed, arranged in the cylinder é and actuated by the air service g branching off

page_text: to the left from the tube a, as before described, thereby actuating also the rod i and
also the lever d (Figure 4) to the left whereby the nose c on the axis of this lever
releases the valve b, when thus moving to the left (Figure 7) and brings the same
into the position indicated in this figure. The valve b closes under this air pressure
and thereby, the further introduction of air to the fly-wheel, is closed or cut
off.
The previously mentioned piston f has now released in its extreme left hand
position the service pipe m which by means of the tube g, branching off from the
valve is continually under pressure. This tube service m leads under the
piston n (Figure 2) said piston raising the lever o and thereby freeing the pin p.
The gyroscopic wheel is thereby released, the lever o is held in its uppermost position
as its other arm o¹ engages with the nose r².
With regard to the operation of the piston f I have still to remark, that the same
remains so long in its position towards the left until the over-pressure upon the
valve b has stopped. The piston f, the rod i, and the lever d are actuated by the
spring h, which tends to force the nose c (Figure 7) in a direction to the right;
as long however, as the higher pressure rests upon the valve b, this movement
cannot take place, but after the discharge of the torpedo the automatic opening of
the valve by means of the nose c can take place, said opening of the valve b being
necessary for future firings.
This nose c will also cause the valve to remain open until the previously described
movement by means of the piston ƒ has been effected.
It is true that the use of a gyroscopic wheel for lateral steering-devices is
known, and I have only now to mention the holding or retaining of the chief-
steering piston in its central or middle position, as shown in Figure 2; to summarise
I repeat, that the action which would be called forth by a lateral deviation of the
torpedo from the correct direction, that is to say, when the torpedo leaves its proper
path in which case the rotating weight or load (Figure 2) would turn towards the
plane located between the longitudinal and vertical axis of a torpedo and would steer
by aid of the chief steering piston or Servi-motor the torpedo back into the correct
'direction in which the same was launched.
In consequence, however, of the steering apparatus x remaining parallel to the
longitudinal axis of the torpedo, the lever w₁ would be caused to make a rotation
towards the sector w and would hereby cause said sector to rotate from right to left,
as also the steering-piston 5, so that either to the left or right of the compressed air-
pistou 4, compressed air can enter through the respective steering channels.
The piston 4 would thereby be forced out of its central position, in which it was
held by the springs y y and thus the movement of the rudder 9 from its middle-
position, towards the one or the other direction can take place in the manner
herein before described. The escape of the compressed air and the manner in which
the Servi-motor operates, is already known and I think I may here abstain from a
further description of the same.
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
1. In torpedoes, having a gyroscopic wheel as steering mechanism, the combination
of a lateral steering-device with a centrifugal load or weight, said load adapted to
form a turbine or, having a turbine attached to same; the said turbine being
actuated by compressed air or compressed liquid, substantially as described.
2. In the combination of a lateral steering-device with a tangent turbine as driving
mechanisin, the nozzles of which are carried through the outer gyratory ring, provided
with suitable recesses, substantially as described.
3. In torpedoes, the combination of a lateral steering-device with two compressed
air tubes, one in connection with the nozzles of the turbine wheel, and the other,
in connection with a steering piston f, adapted to effect the closing of the first
mentioned, air tube, all for the purpose as described.

page_text: 4. In torpedoes, the combination of a lateral steering device, with starting and
stopping mechanism, said latter mechanism being adapted to cause the entire
steering device to return to a position ready for further use, substantially as
described.
Dated this on day of July 1898.
EMIL KASELOWSKY.
By Cassell & Co.,
22, Glasshouse Street, Regent Street, W.,
Filing Agents for the Applicant.