IMPROVEMENTS IN STEERING APPARATUS FOR SHIPS OR VESSELS
Year: 1879

page_text: LETTERS PATENT to William Clarke, of Victoria Works, Gateshead, in the
County of Durham, for the Invention of "IMPROVEMENTS IN STEERING
APPARATUS FOR SHIPS OR VESSELS."
Sealed the 12th December 1879, and dated the 8th August 1879.
PROVISIONAL SPECIFICATION left by the said William Clarke at the
Office of the Commissioners of Patents on the 8th August 1879.
WILLIAM CLARKE, of Victoria Works, Gateshead, in the County of Durham.
"IMPROVEMENTS IN STEERING APPARATUS FOR SHIPS OR VESSELS."
My Invention relates to steering apparatus for ships or vessels to be actuated by
steam, water, or other motive fluid, and it consists of improvements whereby such
fluid is caused to operate in a more direct manner than heretofore upon the rudder
or other steering appliance used.
According to one mode of carrying out my Invention I employ a vane which is
fast on the shaft of the chain drum for operating the rudder, and is fitted so as to
be capable of oscillating in an annular cylinder to which steam (for example) is
admitted to act upon the vane, a suitable partition or abutment being provided to
offer the necessary resistance.
A valve or valves is or are also provided operated by a hand wheel or otherwise,
for regulating the induction and eduction of the steam to and from opposite sides
of the vane. By moving therefore in a suitable direction the hand wheel or other
operating appliance the steam is caused to act upon the vane and move it in the
desired direction, and its motion being transmitted to the rudder, the ship or vessel
is steered in the required course.
The vane is operated by pulsations, the induction valve or valves being opened
by hand and closed automatically, so that in order to continue the action of the
rudder beyond the extent of motion corresponding to a single impulse of the steam,
the action of the valve or valves must be repeated, the vane being retained in any
position by means of a friction or other brake operated by steam, water, or other
motive fluid. In order to obtain the action of the main valve or valves herein-
before referred to, the valve or valves may be operated by a screw spindle having a
rotary and longitudinal motion, the motion for opening the valve or valves being
Prine G

page_text: imparted by hand as before mentioned, whilst the reverse motion for closing the
valve or valves is communicated to the spindle by gearing from the chain drum
shaft. The valve or valves for regulating the action of the brake are also operated
simultaneously with the main valve or valves, and by the same action.
According to another mode of carrying out my Invention I make the vane
stationary, and cause the annular cylinder (to which in this case the chain drum is
attached) to oscillate round the vane. When this arrangement is adopted it is
found convenient to make the main shaft hollow, and to form the valves of two
sliding piston blocks working therein, the same being operated in the manner
herein before indicated. According to another modification the vane is secured
directly to the rudder head and enclosed in a steam casing, and is caused to act in
a direct manner without chains by fixing a free quadrant upon the tiller.
In all cases means are provided for operating the steering gear by hand when
necessary, the hand or power appliances being thrown into or out of gear by the aid
of clutches or otherwise when required.
When the modification secondly hereinbefore described is adopted, the vane may
be so arranged as to turn with the cylinder when the hand gear is in action and
the engine is out of action, and to be held stationary under the opposite conditions.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Clarke in the Great Seal Patent Office on the 7th February
1880.
WILLIAM CLARKE, of Victoria Works, Gateshead, in the County of Durham.
"IMPROVEMENTS IN STEERING APPARATUS FOR SHIPS OR VESSELS."
My said Invention relates to steering apparatus for ships or vessels to be
actuated by steam, water, or other motive fluid, and it consists of improvements
whereby such fluid is caused to operate in a more direct manner than heretofore
upon the rudder or other steering appliance used.
According to one mode of carrying out my Invention I employ a vane which is
fast on the shaft of the chain drum for operating the rudder, and is fitted so as to
be capable of oscillating in an annular cylinder to which steam (for example) is
admitted to act upon the vane, a suitable partition or abutment being provided
to offer the necessary resistance.
A valve or valves is or are also provided, operated by a hand wheel or otherwise,
for regulating the induction and eduction of the steam to and from opposite sides
of the vane. By moving therefore in a suitable direction the hand wheel or other
operating appliance, the steam is caused to act upon the vane and move it in the
desired direction, and its motion being transmitted to the rudder, the ship or vessel
is steered in the required course.
The vane is operated by pulsations, the induction valve or valves being opened
by hand and closed automatically, so that in order to continue the action of the
rudder beyond the extent of motion corresponding to a simple impulse of the
t

page_text: steam, the action of the valve or valves must be repeated, the vane being retained
in any position by means of a friction or other brake operated by steam, water,
or other motive fluid. In order to obtain this action of the valve or valves they
may be operated by a screw spindle having a rotary and longitudinal motion, the
motion for opening the valve or valves being imparted by hand as before men-
tioned, whilst the reverse motion for closing the valve or valves is communicated
to the spindle by gearing from the chain drum shaft. The ports for regulating
the operation of the brake are also controlled by the same actions.
According to another mode for carrying out my said Invention I make the
vane stationary, and cause the annular cylinder to which in this case the chain
drum is attached to oscillate round the vane. When this arrangement is adopted
it is found convenient to make the main shaft hollow, and to form the valves of
two sliding piston blocks working therein, the same being operated in the manner
herein before indicated. According to another modification the vane is secured
directly to the rudder head or indirect clutched connection therewith and inclosed
in a steam casing, and is caused to actuate the rudder in a direct manner without
chains.
In all cases means are provided for operating the steering gear by hand when
necessary, the hand or power appliances being thrown into or out of gear by the
aid of clutches or otherwise when required.
When the modification secondly herein before described is adopted, the vane may
be so arranged as to turn with the cylinder when the hand gear is in action and
the engine is out of action, and to be held stationary under the opposite conditions.
And in order that my said Invention may be fully understood I shall now
proceed more particularly to describe the same, and for that purpose shall refer to
the several Figures on the annexed Sheets of Drawings, the same letters of reference
indicating corresponding parts in all the Figures.
Figure 1 of the accompanying Drawings represents a longitudinal or fore and aft
sectional elevation of a steering apparatus constructed according to my said
Invention; Figure 2 is a transverse sectional elevation of the cylinder and valve
chest (hereinafter referred to), with the valve wheel gear shewn in dotted circles;
Figure 3 is a general plan of the apparatus; Figure 4 is an end elevation looking
forward from aft the chain drum; Figure 5 is a fore and aft elevation of the
handing wheel and indicator (hereinafter referred to) on the bridge.
Figures 6 and 7 show the arrangements of steam ports in the floor and slide
valve sole as hereinafter described.
A is a horizontal steam cylinder the ends of which are closed by removeable
covers B, B, the whole being formed to rest on and be bolted to the bed plate C.
On the crown of the cylinder is the valve chest D, the slide valve D³ in which is in
connection with regulating gear by means of the screw spindle E; the screwed or
threaded part of the latter works in the screw bush F which is rotated by the
motion of the wheel G on the handing wheel shaft H and the intermediate wheel
G¹, so as to cause the spindle E to travel endwise in direction for port or starboard
helm, according to the direction in which the handing wheel N is turned, in order
that the fore or the aft ports in the steam chest floor may be uncovered for main
cylinder service. The steam admitted into the cylinder A imparts motion (as
hereinafter more fully described) to a rotating vane piston I, keyed to the shaft J
on which the chain drum M for actuating the rudder is mounted, and as the shaft
J rotates motion is transmitted in a direction the reverse of that of its previous
motion to the screw spindle E through the series of wheels K to L, the latter being
keyed to the screw spindle, so that the reversal of the travel of the valve in order
to reclose the ports is effected.
On the aft end of the shaft J is a block clutch J free to slide on a key bedded
in the shaft, the said clutch being used in locking with the tiller chain drum M
when the steering force is derived from steam in the cylinder, but being disengaged
from the drum so as to allow the drum to rotate freely on the shaft J, when the
steering is effected by manual power exerted on the handing wheel N, and thence

page_text: through the series of spur wheels O, P, Q, R, at the aft end of the cylinder; the wheel R
is bolted or otherwise securely fixed to a brake ring S shewn grooved, and to the chain
drum M. In order to disconnect the manual force gearing from the gearing
belonging to the steam force, the intermediate pinion Q which is connected to P by
clutch blocks simply may be slid along to the outer end of the fixed stud shaft
Q, on which it and P rotate freely, and be retained there out of contact with R.
When manual force is employed, in addition to the clutch J¹ being disengaged
from the chain drum, as before mentioned, the pinion L on the screw spindle is set
free from driving force by the reversal of a small clutch block collar on the short
key, which is set in the spindle end clear of the pinion.
The tiller chains from the drum M passed under guide pulleys T in the manner
shewn to port and starboard sides.
The brake, as shewn, acts by direct pressure communicated by the steam force in
the small cylinder U to the motion end of the hinged lever U₁, which bears the
brake blocks U2; a small movement of the steam piston ram in U suffices to give
braking pressure or relief. Steam is supplied to the brake cylinder from the valve
chest Ď in the manner hereinafter described. In lieu of the arrangement illustrated
the brake may be formed to act by grip of a strap encircling the ring.
I shall now proceed to describe more particularly the arrangement of the cylinder
A and its appurtenances.
Within the upper part of the cylinder is a fixed partition V secured to the crown
and end covers; this partition serves as a steam abutment, on one side or other of
which the steam driving force acts, according to the direction in which the valve is
moved. A piston vane I which projects from a boss W keyed to the shaft J reci-
procates to and fro between the port and starboard faces of the fixed partition, the
said piston vane moving under pressure against the tiller chain resistance.
With the view of preventing leakage of the steam within the main cylinder,
broad channels are formed in the rubbing edges of both vane and fixed partition,
and in each of these channels is placed a set of closed fitting parallel bars of brass or
other suitable material bedded on a strip of india rubber, the latter resting on a
long thin bar, which forms a floor of separation between it and light springs of
wave like form, shewn in Figure 1. These springs press the bars lightly outward
against the surface, with which they have rubbing contact. The parallel bars are
by preference not each of the full length of the edge to be protected from leakage,
but the full length is composed of two or more short lengths, which are set so as to
break joint with the similar neighboring short bars and with light spring, say of U
form, placed in the joints lightly to press the bars endwise.
The ends of the vane boss are maintained steam tight by means of a ring recessed
in the cylinder end covers, and pressed outward by wave springs against the boss.
The ring may be first formed a tight fit for the recess which it is required to enter,
and may then have a cut made through its rim, so that when in place its rim will
have rubbing contact with the recess.
Connexion with the bridge wheels is made by means of an upright shaft V', with
a pair of bevel pinions X at the lower end, and a pair Y at the bridge wheel at the
upper end (see Fig. 5). One of the pinions X (Fig. 1) is formed in one with the
screw bush F, so that there are communicated to the bridge wheel gearing all
the motions imparted to the screw bush F by the wheel G on the handing wheel
shaft H.
In order to enable the rudder motions to be registered on the bridge equally for
the manual and the steam forces, the top end of the upright shaft V, which connects
the bridge wheel with the steering gear below, has keyed to it a worm W' in gear
with a worm wheel W2, the plane of which stands vertically fore and aft, and which
is carried by an arm projecting forward from the pillar standard X' in the manner
shewn; and as the connecting gear is proportioned to give rotary motion to the
worm wheel equal to that of the piston vane in the main cylinder, dial plates X³,
duly marked and figured on both port and starboard faces, will enable the position
of the piston vane, and consequently of the rudder, to be readily observed from the

page_text: bridge ends by night as well as by day, lamps in a reflecting hood Y¹ being used at
night in the manner shown in Fig. 5.
The slide valve, shown of D form, is constructed with spaced slots, and openings,
and sole extensions to serve, say, eight ports, which are pierced in the floor of the
enclosing chamber, and which severally are open to the supply steam or to the
exhaust, or are covered, according to the position which the slide valve is made to
occupy, by the actuating wheel gear and screw spindle.
Three of the ports, viz., those lettered a, a', a², are for the break service, and com-
municate with the brake steam cylinder U by means of the chamber underneath,
into which they open, and which is bored or otherwise formed to allow of connexion
with a service steam pipe X between this chamber and the brake cylinder. This
service pipe leads directly into the brake cylinder, and the service of exhaustion or
of supply is performed by the action of the slide valve on the three ports a, a', a².
The port lettered b is the free outlet exhaust port leading into the pipe Y
The ports lettered c, d,, and e, f, are for main cylinder service; c and d can be put
in communication with the exhaust only, whilst e and f can be put in communica
tion only with the supply steam, and as c and a have communication with the
exhaust outlet b by means of the chamber recessed in the sole of the slide valve, it
follows that c and ƒ are respectively exhaust and supply ports for, say, the port
helm, and d and e for, say, the starboard helm.
The steam supply enters the valve chest by the pipe D².
Further, as the sole of the slide valve allows of e, say, for the starboard helm
being uncovered before d is opened to the exhaust b, it follows that the supply
steam is allowed free action on the piston vane before any exhaust action through d
can commence. And as simultaneously with the uncovering of e the brake ports
a and a² are covered and al is opened to the exhaust, the piston vane is free to
move under the supply steam pressure; but should exhaust action through & be
needed before motion can commence in the vane, then the slide valve is caused
to travel the further distance to bring d into communication with b. The motion
thus produced in the vane reacts through the wheels K to Ļ in the manner herein-
before described, to reclose the port which has been open, communicating with the
main cylinder and reopen the brake steam ports a and a³, and similarly for the
ports c and f for the port helm.
According to a modification of the arrangement hereinbefore described the vane
piston which is keyed within to the central shaft is held stationary by clutch blocks
on the shaft at the exterior of the cylinder, and the cylinder itself has imparted to
it a reciprocating rotary motion, the tiller-chains being arranged to work in straight
grooves in rings projected from the ends of the cylinder. In this case the central
shaft may be made hollow to allow of a piston valve working therein. The supply
steam entering by one end of the shaft and the rod of the piston valve may be
likewise hollow, to serve for an exhaust passage out to the other end of the shaft.
The piston valve rod is in gear at its outer end with a hinged lever forked to one
of a screw spindle, which works in a screw bush formed with a spur pinion on one
end to be actuated by a wheel in gear with it from the handling wheel shaft above.
On the inner end of the screw spindle next the cylinder and keyed to the spindle
is a spur pinion in gear with an internal toothed wheel attached to the tiller-chain
ring and concentric with it to give the reversing motion to the screw spindle, and
thereby actuate the hinged lever to close the piston valve in the central shaft when
the cylinder moves under the pressure of the steam which has been admitted. The
brake block or strap is in contact with the circular shell of the cylinder between
the end flanges.
According to a further modification I dispense with the tiller chains along the
deck and key a vane piston directly to the head of the rudder post or otherwise on
a false head in clutching gear with the true head, and enclose it there in a segment
of a cylinder which shall allow the vane piston to have range of oscillating motion
on an arc of, say 90°, that is, from hard over on the one hand to hard over on the
other. The valve and ports similar to those herein-before described and illustrated

page_text: for the chain service arrangement, Figures 1 to 7, are placed on or near the amid-
ship's line on the outer arc of the enclosing cylindrical segment, and are provided
with steam ways leading from the service ports to port and starboard sides, and
communicating with the interior of the vane piston space by terminal openings
formed conveniently near the junction of the cylindrical arc and the enclosing ends.
The valve is worked by means of a screw spindle and bush with reversing wheels
actuated by the motion of the vane under the steam pressure in a manner similar
to that described for service in the arrangement shewn in Figures 1 to 7, but the
rudder post or its clutched extension occupies the position relatively to the vane
piston which the chain drum shaft occupies in the said arrangement. The valve
wheel gear and likewise a brake wheel segment in connexion with the rudder post
may, according to convenience, be placed on either the upper or the lower side of
the vane piston chamber. The braking block or strap is actuated by a steam ram
in a manner similar to that hereinbefore described with reference to the arrangment,
Figures 1 to 7. A bevel pinion keyed on the end of the handing wheel short shaft
is in gear with a bevel pinion on the screw bush of the valve, to give opening
travel to the screw spindle in connexion with the slide valve.
It is obvious that in lieu of employing steam as the motive agent water or other
fluid pressure may be used.
Having now described and particularly ascertained the nature of my said
Invention, and the manner in which the same is or may be used or carried into
effect, I would observe in conclusion that what I consider to be novel and original
and therefore claim as the Invention secured to me by the hereinbefore in part
recited Letters Patent is,-
First, The employment of a vane piston in a cylinder to give limited rotary
motion in a direct manner to the chain drum secured to the outer end of the shaft
to which within the cylinder the vane piston is secured, all substantially as and for
the purpose herein before described.
Second. The arrangement of vane piston and cylinder, wherein the vane piston
secured to the central shaft is held stationary and the limited rotary motion is
given to the cylinder and thereby in a direct manner to the tiller chains, all sub-
stantially as and for the purpose hereinbefore described.
Third. The employment of a vane piston in a segment of a cylinder attached
directly to the head of the rudder post or steering appliance or by clutched
connexion thereto, substantially as and for the purpose hereinbefore described.
Fourth. The general arrangement and combination of parts constituting steering
apparatus, substantially as hereinbefore described.
In witness whereof, I, the said William Clarke, have to this my Specification
set my hand and seal, this Thirtieth day of January, One thousand eight
hundred and eighty.
WILLIAM CLARKE, (L.S.)