IMPROVEMENTS IN STEAM AND HAND STEERING APPARATUS
Year: 1881

page_text: LETTERS PATENT to William Robinson Cooper and John Taylor, of
Sunderland, in the County of Durham, Engineers, for an Invention of
"IMPROVEMENTS IN STEAM AND HAND STEERING APPARATUS.”
PROVISIONAL SPECIFICATION left by the said William Robinson Cooper
and John Taylor at the Office of the Commissioners of Patents on the
11th March 1881.
WILLIAM ROBINSON COOPER and JOHN TAYLOR, of Sunderland, in the County
of Durham, Engineers. " IMPROVEMENTS IN STEAM AND HAND STEERING
APPARATUS."
"
This Invention relates to steering apparatus actuated by steam or other motive
power, and consists of improvements whereby the following advantages are gained,
viz., lightness, strength, compactness, economy of steam, and safety of helmsman
when steering by hand.
The motive power is supplied. from one or a pair of cylinders (preferably fitted
with trunks) which it is proposed to work by piston valves, to which the steam
is supplied from ordinary three way slide valves, the bottom valve actuated by a
hand "tiller," and the top valve acting automatically by the rotation of the chain
wheel giving travel to a nut which acts upon the slide valve through a lever. The
piston valves are worked each by one eccentric from the crank shaft of the engine,
which carries also a spur pinion gearing into a spur wheel on a 2nd motion shaft,
which shaft carries a worm pinion and mitre wheel (both running loose on it) and
put into working gear by a sliding clutch.
When thus in gear the worm pinion acts upon a worm wheel upon the chain
wheel or main shaft, and thus by the action of the chain wheel upon the tiller
chains to the rudder. When steam power is to be applied the fast clutch on 2nd
motion shaft is put into gear with the worm pinion also on 2nd motion shaft
by the action of an eccentric on an intermediate shaft (which at the same time puts
the hand steering appliance out of gear). The hand tiller in wheel house or on
bridge now being moved (so that a pointer indicates the direction in which the

page_text: ship's head is to be turned) causes the bottom slide valve to be opened and to admit
steam to either the inside or outside (as may be required) of the cylinder valves
and to move the crank shaft of the engine in the required direction, the spur pinion
on which acts upon the spur wheel on 2nd motion shaft, which in its turn operates
the mitre wheel and through it the worm pinion (which are now in gear with the
driving clutch), the latter working into the worm wheel on chain wheel or main
shaft, thus rotating the chain wheel in the required direction.
When the steering by steam is required to be effected from the "bridge" a
spindle is operated by a "tiller" handle, and works either (as is preferred) through
the main spindle, which is operated from the wheel house, and which is in this case
a tube or hollow spindle, or it may be as a separate spindle alongside that which is
operated from the wheel house, but the first arrangement is preferred as making the
spindles and indexes more compact.
When it is required to operate the gear by hand power a mitre wheel on the
intermediate shaft is thrown into gear with the mitre wheel on 2nd motion shaft
by the eccentric before mentioned, the same action throwing out of gear with the
fast clutch the worm pinion, and mitre wheel on 2nd motion first named, and
leaving them to be operated direct by manual power from the hand steering wheel
in wheel house.
The chain wheel is not keyed fast on the main shaft but has an internal worm
cut in its "boss," which works upon a corresponding worm keyed on or raised by
cutting upon the main shaft, so that when the chain wheel is rotated on the shaft
it will tend to travel longitudinally, which tendency is resisted by strong springs
on each side of the wheel and secured to the wheel and to the main shaft. In case
of the rudder being struck suddenly, a heavy blow from a wave the chain wheel
will rotate and-compress one or other of the springs and so prevent breakage of
the gear and will return to its middle position after the disturbing force has
passed.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Robinson Cooper and John Taylor in the Great Seal Patent
Office on the 10th September 1881.
WILLIAM ROBINSON COOPER and JOHN TAYLOR, of Sunderland, in the County
of Durham, Engineers. "IMPROVEMENTS IN STEAM AND HAND STEERING
APPARATUS."
This Invention relates to steering apparatus actuated by steam or other motive
power, and consists of improvements whereby the following advantages are gained,
viz.-Lightness, strength, compactness, economy of steam, and safety of helmsman
when steering by hand.
The motive power is supplied from one or a pair of cylinders (preferably fitted
with trunks), which it is proposed to work by piston valves, to which the steam is
supplied from ordinary three way slide valves, the bottom valve actuated by a
hand "tiller," and the top valve acting automatically by the rotation of the chain
wheel, giving travel to a nut which acts upon the slide valve through a lever. The
piston valves are worked each by an eccentric from the crank shaft of the engine,
which carries also a spur pinion gearing into a spur wheel on a second motion shaft,
which carries also a worm pinion and mitre wheel (both running loose on it),
which are put into working gear by a sliding clutch. When thus in gear the
worm pinion acts upon a worm wheel upon the chain wheel on main shaft, and
thus by the action of the chain wheel upon the tiller chains to the rudder.
When steam power is to be applied the fast clutch on second motion shaft is put
into gear with the worm pinion on second motion shaft by the action of an eccentric
"bush" on an intermediate shaft (which at the same time puts the hand steering
appliance out of gear). The hand tiller in wheelhouse, or on bridge, now being
moved (so that a pointer indicates the direction in which the ship's head is to be
turned) causes the bottom slide valve to be opened, and to admit steam to either
the inside or outside (as may be required) of the cylinder valves, and to move the
crank shaft of the engine in the required direction, the spur pinion on which acts
upon the spur wheel on second motion shaft, which in its turn operates the mitre
wheel, and through it the worm pinion (which are now in gear with the driving
clutch), the latter working into the worm wheel on chain wheel (or main) shaft,
thus rotating the chain wheel in the required direction.
When the steering by steam is required to be effected from the "bridge" a
spindle is operated by a "tiller" handle, and works either (as is preferred) through
the main spindle, which is operated from the wheelhouse, and which is in this case
a tube or hollow spindle; or it may be as a separate spindle alongside that which is
operated from the wheelhouse, but the first arrangement is preferred, as making the
spindles and indexes more compact.
When it is required to operate the gear by hand power a mitre wheel on an
intermediate shaft is thrown into gear with the mitre wheel on second motion shaft
by the eccentric "bush" before mentioned; the same action throwing out of gear
with the fast clutch the worm pinion and mitre wheel on second motion just named,
and leaving them to be operated direct by manual power from the hand steering
wheel in wheelhouse.
The chain wheel is not keyed fast on the main shaft, but has an internal worm
cut in its "boss," which works upon a corresponding worm keyed on or raised by
cutting upon the main shaft, so that when the chain wheel is rotated on the shaft
it will tend to travel longitudinally, which tendency is resisted by strong springs
on each side of the wheel, and secured to or confined in frictional contact with the
wheel, and to the main shaft. Or inclined planes formed on the "boss" of wheel

page_text: DESCRIPTION OF DRAWINGS.
Figure 1 shews a fore and aft elevation of steering apparatus; Figure 2, a plan
of same; and Figure 3 an end elevation looking forward.
Figure 4 shews in detail one mode of applying the controlling springs to chain
wheel.
Figuro 5 another mode; and Figure 6 illustrates a third mode of applying the
springs.
In Figures 1, 2, and 3, A, A, are trunk engines having piston slide valves, such
as are in ordinary use, which engines are bolted to the bed plates B, on which
between the engines is the slide valve chest C containing two ordinary three way
double slide valves V, .V. The lower slide valve V is worked from an arm on the
internal upright shaft D, to which is fixed the hand "tiller" D¹ for working the
said slide, a pointer D" indicating the position of the slide valve, which gives steam
to the engines. The upper slide valve V₁ is automatically closed by the chain
wheel shaft S revolving, and giving motion longitudinally to a screwed nut E (upon
a thread cut on end of shaft S), which acting through a lever E¹ operates the
upper slide valve V!, cutting off the steam at the point indicated by the pointer D¹¹
The hollow upright shaft F is connected by a rod F to the lever E', and has on it
a pointer F¹, which shews the position of the ship's rudder.
"G, G¹, and Gare respectively a worm, mitre, or bevil wheel and clutch com-
bined, and running free on a shaft S', which shaft has keyed on it a spur wheel H
and a sliding clutch H¹.
•
The band steering wheel shaft S₁ passes through and works in a loose eccentric
bush H (Figure 3) embraced by the strap I, and has a mitre or bevel wheel K
keyed on the end, which is put into gear with the mitre or bevil wheel G¹ by the
lever L, which at the same time throws the clutch H³ out of gear, and vice versa,
according to steam or hand power being used. When working with hand power
the lever L moves the eccentric, so that the mitre er bevel wheel K gears into the
mitre or bevil wheel G¹, the same movement disengaging the sliding clutch H²
from the, clutch G³ on worm G, which rotates the worm wheel M keyed on the
chain wheel shaft S, the chain wheel upon which operates the chains to "tiller,"
the pointer F' always shewing the position of the rudder, whether working by
hand or steam power. When steam power is to be used the lever L is put over to
the opposite side, and moves the eccentric bush so as to disconnect the mitre or
bevil K from the mitre or bevil wheel G¹, the same movement putting the clutch H¹
into gear with the clutch G³, worm G, mitre or bevil wheel G³, and spur wheel H,
which is now operated by the pinion P upon the crank shaft of engine Q.
U is the chain sheave which works loose on the main shaft S upon a worm (as
shewn in Figures 4 and 5, or between inclined planes, as in Figure 6) controlled
by strong springs W, W, so that when suddenly rotated by the rudder being
struck by the sea or other body, it will compress the springs on one side and
extend those on the other side, or, as in Figure 6, it will compress the springs
on both sides by the action of the inclined planes, the springs in either case
acting as buffers to relieve the sudden blow and prevent breakage of the chains or
gear.
The operation of the machine when using steam is as follows:-Steam being
turned on passes into the valve chest C. The hand tiller is then pushed over in
the opposite direction to that which the ship's head is intended to take, and steam
is admitted either inside or outside (as the case may be) of the piston slide valveș

page_text: and works the engines in the required direction, rotating the crank shaft Q on
which the spur pinion P is keyed in gear with the spur wheel H, which in turn
drives the worm G', gearing into the worm wheel M keyed on the main shaft S,
to which it gives motion, and with it to the chain sheave U by the pressure of the
springs on each side of its boss. The rotation of the main shaft S acting on the
travelling nut E operates the lever E¹ and closes the top slide valve automatically.
The hollow upright shaft F being connected by a rod Fl to the lever E¹ is turned
round by the movement of the lever in either direction, and indicates by a
pointer F in the wheel house and another pointer Full on the "bridge" the position
of the rudder. When steering by steam from the "bridge" the same action takes
place, the bottom slide valve being operated by the hand tiller D¹¹¹ on the upper
end of a spindle D working within the hollow spindle F, the upper pointer on the
spindle F indicating on the bridge dial the position of the rudder. The operation
of steering by hand requires no further description, all that is necessary being to
shut off steam and put the steering wheel into gear with the main shaft S, as before
described.
•
Figures 4, 5, and 6 illustrate three different ways in which the springs may be
fitted to control the pitched chain wheel, chain barrel, or (as we propose in soine
cases to apply) two separate chain sheaves, each taking one tiller chain. The
Figures for uniformity all shew the springs fitted to an ordinary pitched chain
wheel. Figure 4, U is the chain wheel working on a worm cut upon the main
shaft S; W, W, are spiral springs, having a flange or collar C formed on one end
fitting into recesses in boss of wheel, and secured by a covering washer or plate P
bolted on after they are inserted, the springs being prevented from turning with
the wheel by keys K sunk into the shaft, on which keys the springs may travel
longitudinally when the wheel is suddenly rotated and caused to travel on the
worm, thus extending one and compressing the other spring, the outer ends of
which are confined against and attached to flanges F secured on shaft S.
Figure 5, U is the chain wheel; S, the shaft; W, W, the springs; F, the flanges.
In this arrangement the springs simply butt against sliding collars or flanges,
which collars butt against the boss of the wheel and are compressed alternately
according to the travel of the wheel upon the worm.
Figure 6 shews an arrangement in which volute springs are applied, and which
we prefer; U is the chain wheel on shaft S, having the outsides of its boss forming
inclined planes which work against similar inclined planes formed upon discs D,
keyed on shaft S by keys K on which they are free to slide to a certain extent.
Between the backs of these discs and the flanges F (which are secured to the shaft)
are fixed volute springs W, W, (preferably 3 on each side) which tend by their
resistance to keep the wheel in a middle position under ordinary conditions. The
effect of the rudder being struck by a heavy sea or other body will be to rotate
the wheel suddenly, causing the inclines on its boss to climb up the inclined planes
on the discs and to force them apart, and compress the springs on both sides till
the disturbing cause has passed, when the springs force back the discs into their
normal position.
Having now described the nature of our Invention, and the manner in which
it may be practically carried into operation, we would observe that we do not
confine ourselves to the details of construction of same, but what we consider novel
and therefore claim as secured to us by Letters Patent are,-
1st. In a steam and hand steering gear the application of an eccentric bush
operating a clutch and bevil wheel for connecting and disconnecting the steam and
hand gear respectively, substantially as shewn and described.
2nd. In a steering apparatus, either steam or hand, the application of springs by
which the chain wheel, sheave, or barrel is controlled in such a manner as to
neutralize the shock of a heavy sea or other body striking the rudder and prevent
it being communicated to the gearing or breaking the chains, substantially as
shewn and described.

page_text: 3rd. The combination of parts forming the steam and hand steering gear as
a whole arranged, constructed, and operating substantially as shewn and described.
In witness whereof, I, the said William Robinson Cooper, on behalf of
myself and John Taylor, have hereunto set my hand and seal, this Eighth
day of September, in the year of our Lord One thousand eight hundred
and eighty one.
Witness,
I. J. DANSON,
Consulting Engineer & Patent Agent,
Newcastle on Tyne.
WILLIAM R. COOPER. (L.S.)