IMPROVEMENTS IN STEAM STEERING ENGINES, AND IN THE MODE OF ACTUATING THE SAME, PARTS OF WHICH INVENTION ARE APPLICABLE TO OTHER ENGINES
Year: 1876

page_text: LETTERS PATENT to Thomas Haig Smellie, of Claughton, in the County of
Chester, for the Invention of "IMPROVEMENTS IN STEAM STEERING ENGINES,
AND IN THE MODE OF ACTUATING THE SAME, PARTS OF WHICH INVENTION ARE
APPLICABLE TO OTHER ENGINES."
Scaled the 15th August 1876, and dated the 16th February 1876.
PROVISIONAL SPECIFICATION filed by the said Thomas Haig Smellie at
the Office of the Commissioners of Patents on the 16th February 1876.
THOMAS HAIG SMELLIE, of Claughton, in the County of Chester. "IMPROVE-
MENTS IN STEAM STEERING ENGINES, AND IN THE MODE OF ACTUATING THE SAME,
PARTS OF WHICH INVENTION ARE APPLICABLE TO OTHER ENGINES."
Among the main desiderata in steam steering apparatus are ability to perform
the work rapidly, simplicity of construction, capability of sustaining sudden
shocks, economy of steam consumption, arrangement of parts so that the position
of the rudder and the work performed by the engine shall be at all times apparent
to the steersman, and such arrangement also that the engine cannot overrun its
limit of action and thus cause breakage.
My Invention is designed with a view to excel all gear at present known in the
above particulars; it consists,-
1st. In having an engine of any usual construction, for there can be two or
three or more cylinders, and either horizontal, vertical, or inclined. The valves of
these cylinders can be of any ordinary type, cylindrical, conical, or ordinary
compensating slide valves, adjustable to wear, with this stipulation, however, that
they are so arranged that they will not leave their valve faces if the steam and
exhaust change places, and the steam can be let into the valve through the central
port, and the exhaust pipe proceed from what is usually the steam chest.
2nd. In a mode of reversing the engines by means of a slide valve hereafter
called the hand valve, worked by hand between a valve worked by the engine
hereafter called the inain valve, and a valve face, hereafter called the main valve
face. I usually have a three ported main valve face and a three ported hand valve,
the port in the hand valve being larger than those in the face, but the outer edge of
the outer ports of each of them nearly or quite corresponding when the centres of
the main valve face and hand valve are opposite each other. The main valve is so
arranged that when its centre is opposite the centre of the hand valve it shall
Pains CIT

page_text: entirely cover the 2 outer ports of the said hand valve with a little lap on all
sides. The central port of the main valve face is connected with the exhaust, one
side with the "steam chests" of the cylinders, the other with the central ports of
the cylinders.
3rd. When all three centres of the main valve, hand valve, and face coincide no
steam can enter the cylinders; if, however, the hand valve is pulled a little in one
direction the steam is let into the steam chests, if in the other direction the steam
chests become connected with the exhaust, and what is usually the exhaust port
becomes the steam port.
4th. The main valve is connected with the engine by a train of gearing of any
kind, so that when the hand valve is drawn to one side by hand till the ports are
opened and the engine set in motion the said gearing shall cause the main valve to
follow in the direction the hand valve was moved until the ports are again closed,
the engine at the same time has, by its ordinary gearing, been working the rudder. A
pair of stops on the hand valve or spindles of either valves catch the other valve.
Should at any time the main valve not move with the hand valve a spring is
usually attached to cach stop so as more gradually to cause a resistance to the
hand valve. The steersman operating the hand valve can thus tell in an instant if
from any cause the engine, and consequently the rudder, fails to obey the hand
wheel. The gear by which the engine works the rudder can be of any of the
usual descriptions, and hand steering gear can be attached if required to use in case
of a break down.
5th. Any of the usual modes of gaining power at the expense of the speed can
be used to gain power to work the sliding valve, but I prefer a hand wheel and
screwed spindle and nut, something after the plan of an ordinary stop valve, but
that instead of the spindle turning, the nut turns on a non-rotating spindle. A
shaft and bevel gearing can be employed to work the arrangement from the deck
or bridge.
6. The hand valve is entirely independent of any action of the engine, except
so far as by the adjustment of the stops may be arranged. It may be arranged to
have no stops. In connection with the above I also use an automatic valve on the
steam chest or pipe for the special economising of fuel a valve which is opened by
the action of the hand gear and kept open by the pressure of steam on its way to
the cylinders, but shutting the moment the steam is cut off by the automatic valves
herein described. This is suitable for any intermittent motion.
7. The actual arrangement of this valve must be adapted to circumstances;
one form, frequently the best, is to place below the conical seated valve a toothed or
corrugated wheel made to rotate by suitable mechanism whenever the main valve
or hand valve is in motion. This coming in contact with a projection on the
conical valve continually raises the latter. The toothed wheel has sufficient play
on its spindle to cause it, in whatever position it stops, to give way to the pressure
of the valve, and thus allow the latter to close
8. In the general arrangement of an engine I sometimes find it convenient to
reverse the positions of the valves, or rather work the outer one by hand and the
inner one by the engine..
9. A variation of the aforesaid plan frequently to be preferred to it, insomuch
as one valve is made to perform the work of two, is as follows:-I make the ports
at an oblique angle to the valve spindle, and make the faces of the valve to
correspond therewith. The valve is much broader than the length of the ports.
The valve is arranged with two movements (a longitudinal lateral) as follows:-
Between two transverse lugs on each side of the centro, and perpendicular
to the valve spindle, I put a sliding bar, rigidly attached at right angles to the
valve spindle, so that the valve is free to travel in a line perpendicular to the valve
spindle, but parallel with the valve face. In other respects it remains stationary as
compared to the valve spindle. A second valve spindle, at right angles to the first,
passes through an oblong tunnel in the valve and holds the said valve by lugs or
otherwise in such manner that the valve is free to move in a direction perpendicular

page_text: to the second spindle, but must follow the movement of the spindle whenever it
moves in the direction of its length. One spindle is connected with the hand gear,
the other with the engine, and the same result is effected as when two valves are
used. If a piston valve be desired, instead of a slide valve, the surfaces and ports
can be made askew, and the same result follows, the valve in this case having
a rotary and longitudinal motion. The Invention is suitable for either tiller or
hand wheel steering.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by the
said Thomas Haig Smellic in the Great Seal Patent Office on the 15th August
1876.
THOMAS HAIG SMELLIE, of Claughton, in the County of Chester. " IMPROVE-
MENTS IN STEAM STEERING ENGINES, AND IN THE MODE OF ACTUATING THE SAME,
PART OF WHICH INVENTION ARE APPLICABLE TO OTHER ENGINES."
Among the main desiderata in steam steering apparatus are ability to perform
the work rapidly, simplicity of construction, capability of sustaining sudden
shocks, economy of steam consumption, arrangement of parts so that the position
of the rudder and the work performed by the engine shall at all times be apparent
to the steersman, and such arrangement also that the engine cannot overrun its
limit of action and thus cause breakage.
My Invention is designed with a view to excel all other gear at present known
in the above particulars, and most especially in regard to economy of steam
consumption.
The engine can be of any suitable type, and with two, three, or more cylinders,
and the valves can be of any ordinary type, cylindrical, conical, slide, or com-
pensating slide valves adjustable to wear, with the stipulation, however, that they
will not leave their faces if the steam and and exhaust change places, that is, if the
steam be let in at what is usually the exhaust port, and the exhaust pipe proceed
from what is usually the steam chest.
When economy of steam consumption is of prime importance I prefer to
construct my engine with four cylinders cast in pairs, each pair parallel to the
other, and each having but one piston rod and one connecting rod. It is best
explained by aid of the Drawings. In these Fig. 1 is a side elevation, Fig. 2 a
front elevation, and Fig. 3 a combined plan and horizontal section. In these A, B,
C, D, are the two pairs of cylinders, and between and above them is placed the
autonatic controlling valve (or valves) and valve seat (or seats) E. This valve F
is diamond shape, corresponding to the ports, and is shown on a larger scale in
Figs. 4 and 5. It is actuated in a direction transverse to the cylinders by hand
wheel or tiller G and spindle and frame g, g, and in a direction parallel with the
piston rods by the engine by means of rod and frame h, h, the engine by this
means continually reverses any effect caused by moving the hand wheel, for when
the hand wheel opens the port in either direction it sets the engine at work, which
by a screw rack and pinion, or any other device, works the rod h backwards and
forward, as the case may be, till the valve again closes the ports, and the engine,
for want of steam, comes to a stand until the hand wheel or tiller is again moved.
This valve E regulates which of the two casings I and J receives steam, and which
(if an exhaust port be used at all in valve seat E) is open to the exhaust. I is
connected with the valves of cylinders A and C, J with cylinders B and D, I and J
being separated entirely from each other by a strong diaphragm, as shown. If the
engine is desired to run in one direction steam is let into one of the casings, say I,
by means of the central automatic controlling valve F. If in the other direction,
then steam is let in a similar manner into casing J, the valve F being so designed
as not to admit steam into both casings at once. The engine being thus set going
by gearing of any suitable construction, such as that shewn in Drawing, turns the

page_text: rudder, and at the same time gradually winds up or draws backward or forward
the spindle n until the valve E, opened by spindle g, is again closed, and the engine
comes to a standstill. In this engine ordinary slide valves are employed actuated
by eccentrics from the crank shaft, which valves are constructed with the requisite
amount of lap to cut off the steam at a suitable portion of the stroke and before
the piston has travelled to the end of the cylinder, thereby preventing steam from
passing to waste through the engine while at rest. By this means the steam is
worked expansively. As an extra precaution against the waste of steam in steering
and other engines an automatic stop valve, shown in detail Fig. 8, is placed on the
central casing or on the main steam pipe. It is opened by means of a notched
wheel g on the hand gear G of Figs. 3, 4, and 5, admitting steam at once to the
central casing through valve K, and which, passing to one or other of the cylinder
casings I or J through the opened valve F is led by a small pipe K¹ or K2 to a
piston K or K in communication above with the automatic slide valve. One of
the pipes K and K is in connection with each of the casings I and J, so that
whichever receives steam actuates the piston rod K³, and thus through the link and
levers the valve K. The pressure of steam on the pistons K³ and K keeps open the
stop valve K as long as the automatic controlling valve F is open, but on the
closing of the latter the excess of pressure above the stop valve K causes it to
return to its place, and thereby prevent steam from passing to waste through the
engine while at rest.
In order that the steersman may be aware of the position of the rudder at all
times I place stops on the valves or levers on the spindles or other equivalent
mechanism, giving the requisite amount of travel to open the central automatic
valve F or valves in either direction, but which prevent any further opening of the
said valve (or valves) till the engine has performed part of its desired travel and
released the hand gear for actuating the valve (further within the stop limit).
On Figs. 6 and 7, representing a modification to be hereafter described, the
stops are shown. L, L, are small cylinders fastened to the valve or its connections,
and containing springs and stops L¹, as shown. The springs are not absolutely
necessary in all cases, but some resillience is desirable, and springs or their
equivalent india-rubber washers give it.
In Figs. 4 and 5 the stops take the form of bell-crank lever L if springs are
desired. In this case they can be placed in the form of spirals on the spindles h
and g between the collars and the lever L, or india-rubber washers could be used
instead.
By these arrangements the steersman can actually feel through the hand gear if
the engine fails to perform its work, and it at the same time prevents breakages by
an excessive speed in running the engine. The springs too, when used, act as
indicators, and serve to take off from the hand gear the shock of sudden stoppage
from violence of the waves or other cause.
The automatic controlling valves above described are applicable not only to
steering gear, but to other purposes, such as starting marine engines, and may be
used in conjunction with almost any kind of valve, or may, in case of their having
a direct push, be attached directly to the cylinders of said starting engine. I
prefer, however, in some kinds of engines, more especially the starting engines
aforesaid, to use a modification of my Invention. This is show in detail in Figs.
6 and 7, and the starting engine in Fig. 9 and 10. In these M is the three ported
slide worked by the engine; N, an ordinary D valve worked by hand. The three
ports in the slide M correspond approximately with those on the valve seat, and
the hand valve N is so shaped as to give a sufficient amount of lap for steam
economy. The spindle of each of these valves is lengthened below and another
valve attached to each, P and Q respectively; which are so arranged that whenever
steam is admitted into the steam cylinder R the top and bottom ports of the
hydraulic cylinder S are in free communication with each other, but the instant the
steam is cut off this communication is also cut off, consequently the piston of the
oil or bydraulic cylinder S remains immoveable, and being connected with the

page_text: steam piston keeps that immoveable likewise. In this arrangement the valve M
can be worked by hand and N by the engine instead of as shown, it being quite
immaterial which is actuated by engine and which by hand so long as one is done
by engine and the other by hand.
Having now described my Invention, and the best mode known to me of
carrying it into effect, I wish it to be understood that what I beleive to be new
and desire to claim under the herein-before in part recited Letters Patent is,-
1st. So arranging the valves of steam steering engines when actuated by fixed
eccentrics or other apparatus giving substantially similar motion that there shall be
sufficient lap in the valves to work expansively, and thus effect economy of steam
consumption.
2nd. The employment in steam steering and other engines having an intermittent
motion of an automatic stop valve on the steam pipe or chest actuated either by
the hand gear or by the engine, or by both.
3rd. The single automatic controlling valve, with both transverse and longi-
tudinal motion, for the purposes described.
4th. The arrangement of a pair of slide valves working in conjunction, sub-
stantially as described and shown in Figs. 6 and 7.
5. The use of a two, three, or four cylindered steam steering engine with a single
valve worked by both hand gear and engine, and each gear being independent of
the other, to regulate the admission of steam into the steam chests and conse-
quently govern the engine in its movements, and in the backward or forward
direction of that movement.
6. The arrangement of valves for starting engines, substantially as described.
7. The arrangement of indicator stops or their equivalents, such as the levers L,
on the automatic valves or their spindles in steam steering engines, substantially as
and for the purpose described.
8. The adoption of hand wheel or tiller directly to the automatic controlling
valves F.
9. The general arrangement of steam steering engines, substantially as described
and illustrated in Figures 1, 2, 3, 4, and 5 of the accompanying Drawings.
In witness whereof, I, the said Thomas Haig Smellie, have hereunto set my
hand and seal, this Eighth day of August, in the year of our Lord 1876.
5. Witness,
W. P. THOMPSON,
British & Foreign Patent Agent,
6, Lord Street,
Liverpool.
THOMAS HAIG SMELLIE. (L.S.)