Self-acting Steering Apparatus for Boats.
Year: 1896

page_text: Date of Application, 17th Mar., 1896
Complete Specification Loft
1st Dec
1896 Accepted 17th Mar.. 1897
Self-acting Steering Apparatus for Boats.
I, JULES MACE, of 38 Rue Michelet, Algiers, Algeria, Medical Student, do
hereby declare the nature of this invention to be as follows:-
The invention relates to an arrangement of apparatus by which small vessels
propelled by sails or provided with a suitable motor, can be caused to return to
their point of departure.
My arrangement of apparatus consists in principle of a clockwork mechanism in
combination with a vane used to regulate this mechanism so that it may act upon
the rudder in order to cause the vessel to follow a determined course and finally
to bring it back to the point of departure.
A method of carrying my invention into effect is represented in the accompanying
drawings, in which:-
Fig. 1 represents a small boat of any suitable description furnished with my
invention.
Fig. 2 represents an elevation of the mechanism separately.
Fig. 3 represents a plan of the mechanism when the rudder is at starboard.
Fig. 4 represents a plan of the mechanism when the rudder is at larboard.
Fig. 5 represents a plan of the mechanism when the rudder is straight, that is
to say, in line with the keel.
Fig. 6 represents separately a coupling and uncoupling lever forming part of
my arrangement of mechanism.
Fig. 7 is a vertical section of a modified form of my apparatus.
Fig. 8 is a plan of the same.
Fig. 9 is a perspective view of a boat, which may be of any suitable description,
fitted with the modified form of my invention.
As shown in the drawings, my arrangement of mechanism consists, preferably,
of two spring barrels a coupled by means of an intermediate pinion. These spring
barrels, by means of an ordinary train of gearing, give motion to a vertical central
shaft & carrying a small pinion c above the upper plate d of the mechanism.
The shaft b also serves as axis to a small case e, within which are two toothed
wheels femployed to change the direction of motion of the governing apparatus
of the rudder. These wheels f gear together and one of them also gears with the
small pinion c.
The upper plate of the case e forms a kind of escapement anchor, which is
employed to prevent either of the wheels, which may be in gear with the wheel h
of the apparatus controlling the rudder, from getting out of gear.
This gearing is obtained by means of the cam i fixed firmly to the coupling and
uncoupling lever and of two pins or studs k arranged on a fork 7 pivotted at m.
This coupling and uncoupling lever j is mounted with slight friction above the
This mode
case upon the central shaft b by means of a split cannon or sleeve n.
of mounting enables the clock movement to work on, even after the coupling and
uncoupling lever is disengaged.
Either of these wheels fof the case operates, by means of a horizontal wheel h,
a bevelled pinion o which gears with another bevelled wheel p carried by a
horizontal shaft g extending to the stern of the boat.
This shaft g is furnished at its rear end with a pinion which gears with a crown
wheels heyed on a vertical shaft provided at its upper part with a pinion u. This
pinion u gears with a toothed sector v keyed on the axis x of the rudder y.

page_text: On the rudder axis is also mounted a cam or angle piece z, which, under the
action of a spring 1, tends constantly to bring the rudder in line with the axis of
the hoat, that is to say, with the keel.
With my mechanism the boat is steered according to a determined line. For
this purpose I keep it against the deviation which the sails or any other accidental
cause may produce by means of a certain angle which I cause to be given to the
rudder by the vane 2. In this way, if the boat, for any cause, has deviated from
its course, the vane, which always remains according to the direction of the wind,
causes the rudder to act so as to bring the boat back into its original course.
For this purpose the vane is fixed to a vertical shaft 3, descending along the mast,
which acts upon an axis 4, also vertical, to effect the movement of a pin 5 which
keeps one of the two wheels f in gear with the governing arrangement of the
rudder. The said pin 5 is fixed to a horizontal shaft 6 which is moved in a circular
direction by an arm 7 fixed to a sleeve 8, which I will hereafter describe.
The action of maintaining this rudder governing arrangement in gear is obtained
by the coupling and uncoupling lever j coming into contact with the pin 5 on the
horizontal shaft 6.
The axis 4 above mentioned has also the function of determining the veering of
the boat. For this purpose the axis 4 carries a spiral spring 9 and a horizontal
arm 10 which passes behind a catch 11 after having wound up the spring by
turning the axis of the vane through 180°. This spring is fixed at one end to the
axis 4 and at the other end to an arm 12 fixed to a sleeve 8 loose on the axis of the
vane. This sleeve carries the catch 11, formed of a spring, which follows the vane
in its movements when these latter are limited to the rectification of the course.
In the other cases the movements of the catch are limited by the two pins or
stops 13.
I will now describe how the boat tacks about to return to its point of departure;
on the periphery of one of the spring barrels a is an incline 14, see Fig. 2, which is
followed by the claw or projection 15 of a hammer 16 during a time represented by
the duration of the outward voyage of the boat.
At a given moment the claw or projection 15 escapes from the incline 14, and as
this causes the hammer to strike upon the catch 11, this latter is thus disengaged
from the arm 10 fixed to the axis of the vane. Then this vane, under the influence
of the spiral spring 9, turns rearward to the wind, and as it cannot remain in this
position without always having the faculty of shifting itself, it is the boat which
veers to replace the vane in the direction of the wind. This veering being thus
obtained, the boat returns to its point of departure by being guided by the vane
as I have above explained for the outward voyage.
The rewinding of the mechanism is effected by means of a key which is placed
in the ordinary way on the squares 17 of the spring barrels. The openings for the
key are arranged upon the deck of the boat.
In the form of boat represented at Fig. 1, to determine more easily the veering,
I can employ an arrangement of fixture which will be referred to later on. This
arrangement causes the clockwork movement to be disengaged by means of a finger
mounted upon the shalt 4 of the vane 2, so that when the vane turns back to the
wind under the action of the clock movement, the sail changes sides or jibes
consequent on the arrangement provided for this purpose, so that the boat may
be aided in its veering and return to its point of departure.
This arrangement enables me, when required, to dispense with the vane and the
udder so that the boat may veer by the simple shifting of the sail, and it is this
arrangement which I have represented in the accompanying drawings at Figs. 7, 8
and 9. On the deck of the boat, near the centre of the main boom a¹ of the main
sail, 1 apply a grooved pulley, upon which is wound at a given moment the
sheet c which passes through two eyes d', see Fig. 9.
The grooved pulley & carries on its shaft el a spiral spring f, which is wound up
and is held by an arm g engaged against a cam A moved by the clockwork move-
ment . This movement, in running down, causes the cam A to advance and when

page_text: the retaining arm g¹ of the pulley b¹ falls into a recess formed on the cam, this
pulley being no longer held turns by the influence of its spring and draws with it
the sheet of the sail, which latter is thus forced to change side, that is, to'
"jibe."
The boat having returned to its point of departure, the sheet c' is changed from
one side to the other before again sending out the boat, taking care to rewind the
clock movement and to wind the spring of the pulley and so on.
In place of acting upon the main sail, my arrangement might also be caused to
act upon the jibs to cause the boat to veer. The clock movement shown in Figs. 7
and 8 may be utilized to shift the rudder as represented at Fig. 10. In this
arrangement the cam of Fig. 8 is replaced by a kind of coupling and uncoupling
lever 21, which acts, by the detent 22 of the clock movement, upon the tiller 23 of
the rudder so as to incline it when it is required to veer.
This arrangement also comprises a particular arrangement of holder for the
sheet 24 of the sail. This sheet is fixed firmly to a slide 25 capable of moving
along a horizontal bar 26 fixed to the deck of the boat by two supports 27.
The coupling and uncoupling lever 21, by acting on the tiller 23 of the rudder,
inclines the latter thereby determining the veering of the boat. When this
inclination is sufficient, the coupling and uncoupling lever 21, by its other end,
comes against a spring stop 28, thereby determining the stoppage of the clock
movement, at the same time keeping the rudder inclined.
The boat having veered, the wind "jibes" the sail and this latter in jibing
draws with it, by its sheet 24, the slide 2 which separates the spring stop 28,
so that the coupling and uncoupling lever 21 may become disengaged and continue
its circular motion. At this moment the opposite end of the coupling and
uncoupling lever which holds the tiller 23 of the rudder, escapes from the tiller,
and this latter being no longer held, the rudder retakes its median position under
the influence of a suitable return spring. The action of the clock movement
it should be understood is subordinate to the length of the spring, which enables
me to establish movements in which the coupling and uncoupling lever will be
caused to make a certain number of rotations corresponding to a certain number of
outward and return journeys of the boat.
Dated this 17th don of 1900
HARRIS & MILLS,
23 Southampton Buildings, London, W.C., Agents.
I, JULES MACE of 38 Rue Michelet, Algiers, Algeria, Medical Student, do
hereby declare the nature of this invention and in what mauner the same is to
be performed to be particularly described and ascertained in and by the following
statement:-
The invention relates to an arrangement of apparatus by which small vessels
propelled by sails or provided with a suitable motor can be directed automatically
and caused to return to their point of departure.
My arrangement of apparatus consists in principle, of a clockwork mechanism
in combination with a vane used to regulate this mechanism 30 that it may act
upou the rudder in order to cause the vessel to follow a determined course and
finally to bring it back to the point of departure.
A method of carrying my invention into effect is. represented in the drawings

page_text: accompanying my Provisional Specification, and in the accompanying drawing in
which:
Fig. 1 represents a small boat, of any suitable description, furnished with iny
invention.
Fig. 2 represents an elevation of the mechanism separately.
Fig. 3 represents a plan of the mechanis:n when the rudder is at starboard.
Fig. 4 represents a plan of the mechanism when the rudder is at larboard.
Fig. 5 represents a plan of the mechanisin when the rudder is straight, that is to
say, in line with the keel.
Fig. 6 represents separately a coupling and uncoupling lever forming part of my
arrangement of mechanism.
Fig. 7 is a vertical section of a modified form of my apparatus. Fig. 8 is a plan
of the same.
Fig. 9 is a perspective view of a boat, which may be of any suitable description,
fitted with the modified form of my invention.
Fig. 10 shows a second modification of my invention and
Fig. 11 represents a plan of the mechanism drawn on the line X Y of Fig. 2.
As shown in the drawings, my arrangement of mechanism consists, preferably,
of two spring barrels a coupled by means of an intermediate pinion A see
Figures 3 and 11.
These spring barrels by means of an ordinary train of gearing B see Fig. 11
give motion to a vertical central shaft 6 carrying a small pinion c above the upper
plate d of the mechanism.
The shaft b also serves as axis to a small cage e within which are two toothed
wheels employed to change the direction of motion of the controlling apparatus
of the rudder.
These wheels gear together and one of them also gears with the small
pinion c.
The upper plate of the cage e forms a kind of escapement anchor; which is
employed to prevent either of the wheels, which may be in gear with the wheel 4
of the apparatus controlling the rudder, from getting out of gear.
This gearing is obtained by means of the cam i fixed firmly to the coupling
and uncoupling lever j, and of two pins or studs k arranged on a fork pivotted
at m.
This coupling and uncoupling lever j is mounted with slight friction, above the
cage, upon the central shaft b, by means of a split cannon or sleeve n. This
mode of mounting enables the clock movement to work on, even after the coupling
or uncoupling lever is stopped.
Either of these wheels of the cage operates by means of a horizontal wheel
a bevelled pinion o which gears with another bevelled pinion p carried by a
horizontal shaft g extending to the stern of the boat.
This shaft g is furnished at its rear end with a pinion r which gears with a
crown wheel's keyed on a vertical shaft t provided at its upper part with a
pinion u. This pinion u gears with a toothed sector keyed on the axis
rudder y.
of the
On the rudder axis is also mounted a cam or angle piece z which under the
action of a spring 1, tends constantly to bring the rudder in line with the axis of
the boat, that is to say, with the keel.
With my mechanism the boat is steered according to a determined line. For
this purpose I keep it against the deviation which the sails or any other accidental
cause may produce, by means of a certain angle which I cause to be given to the
rudder by the vane 2. In this way if the boat, for any cause, has deviated from
its course, the vane which always remains according to the direction of the
wind, causes the rudder to act so as to bring the boat back into its original
course.
For this purpose the vane is fixed to a vertical shaft 3, descending along
the mast, which acts upon an axis 4, also vertical, to effect the movement of a

page_text: pin 5 which keeps one of the two wheels f in gear with the rudder controlling
arrangement. The said pin 5 is fixed to a horizontal shaft 6 which is at
times partially rotated by an arm 7 fixed to a sleeve 8 which I will hereafter
describe.
The action of maintaining this rudder controlling arrangement in gear is obtained
by the coupling and uncoupling lever j coming into contact with the pin 5 on the
horizontal shaft 6.
From the foregoing description it will be understood that, as the boat deviates
from its course in either direction, it will, through the vane 2 and arm 7 acting to
incline the pin 5 in either direction, stop one or other of the arms of the lever j
against such pin and thereby retain one or other of the wheels fin gear with the
wheel of the rudder controlling mechanism; this will cause the rudder to move
in one or the other direction until the course is rectified; then, on the vane acting
in the contrary direction on the pin 5, the lever ; will be freed from the pin 5 and the
rudder controlling mechanism will, for a time, be thrown out of gear, at which
time the spring 1 acts to bring the rudder into line with the keel.
The axis 4 above mentioned has also the function of determining the veering of
the boat. For this purpose the axis 4 carries a spiral spring 9 and a horizontal
arm 10 which passes behind a catch 11 after having wound up the spring by turning
the axis of the vane through 180°.
This spring is fixed at one end to the axis 4 and at the other end to an arm 12
fixed to a sleeve 8 loose on the axis of the vane. This sleeve carries the catch 11,
carried by a spring arm, which follows the vane in its movements when these latter
are limited to the rectification of the course; the movements of the catch are
limited by the two pins or stops 13.
I will now describe how the boat tacks about to return to its point of departure;
on the periphery of one of the spring barrels a is an incline 14, see Fig. 2, which
is followed by the claw or projection 15 of a bammer 16 during a time represented
by the duration of the outward voyage of the boat.
At a given moment, the claw or projection 15 escapes from the incline 14 and
thus causes the hammer to strike upon the spring catch 11, this latter is thus
disengaged from the arm 10 fixed to the axis of the vane. Then this vane, under
the influence of the spiral spring 9 turns rearward in opposition to the wind and as
it cannot remain in this position without always having the faculty of shifting
itself, it is the boat which veers to replace the vane in the direction of the wind.
This veering being thus obtained, the boat returns to its point of departure by
being guided by the vane as I have above explained for the outward voyage.
The winding of the mechanism is effected by means of a key which is placed
in the ordinary way on the squares 17 of the spring barrels. The openings for
the key are arranged upon the deck of the boat.
In the form of boat represented at Fig. 1, to determine more easily the veering,
I can employ an arrangement of fixture which will be referred to later on. This
arrangement causes the clockwork movement to be disengaged by means of a finger
mounted upon the shaft 4 of the vane 2, so that when the vane turns through 180°
under the action of the clock movement, the sail changes sides or jibes consequent
on the arrangement provided for this purpose, so that the boat may be aided in its
veering and return to its point of departure.
This arrangement enables me when required to dispense with the vane and the
rudder so that the boat may veer by the simple shifting of the sail and it is this
arrangement which I have represented in the accompanying drawings at Figures 7, 8
and 9. On the deck of the boat near the centre of the main boom a¹ of the main
sail, apply a grooved pulley b¹ upon which is wound at a given moment the
sheet which passes through two eyes d', see Fig. 9.
The grooved pulley & carries on its shaft el a spiral spring which is wound up
and is held by an arm y engaged against a cam A moved by the clockwork
movement.
This movement in running down causes the cam h¹ to advance, and when the

page_text: retaining arm g of the pulley b¹ falls into a recess formed on the cam, this
pulley, being no longer held, turns by the influence of its spring and draws with it
the sheet of the sail, which latter is thus forced to change side, that is, to
"jihe."
The boat having returned to its point of departure, the sheet c is changed from
one side to the other before again sending out the boat, taking care to rewind the
clock movement and to wind the spring of the pulley, and so on.
In place of acting upon the main sail, my arrangement might also be caused to
act upon the jibs to cause the boat to veer.
The clock movement shown in Figs. 7 and 8 may be utilized to shift the rudder
as represented at Fig. 10. In this arrangement the cam h of Fig. 8 is replaced
by a kind of coupling and uncoupling lever 21, which acts, by the detent 22 of the
clock movement to which it is fixed, upon the tiller 23 of the rudder, so as to
incline it when it is required to veer.
This arrangement also comprises a particular arrangement of holder for the
sheet 24 of the sail. This sheet is fixed firmly to a slide 25 capable of moving
along a horizontal bar 26 fixed to the deck of the boat by two supports 27.
When this
The coupling and uncoupling lever 21, by acting on the tiller 23 of the rudder,
inclines the latter, thereby determining the veering of the boat.
inclination is sufficient, the coupling and uncoupling lever 21, by its other ends,
comes against a spring stop 28, thereby determining the stoppage of the clock
movement, at the same time keeping the rudder inclined.
The boat having veered, the wind "jibes" the sail, and this latter, in jibing,
draws with it, by its sheet 24, the slide 25, which separates the spring stop 28, so
that the coupling and uncoupling lever 21 may become disengaged and continue its
circular motion. At this moment the opposite end of the coupling and uncoupling
lever, which holds the tiller 23 of the rudder, escapes from the tiller, and this
latter being no longer held, the rudder retakes its median position under the
influence of a suitable return spring. The action of the clock movement, it should
be understood, is subordinate to the length of the spring, which enables me to
establish movements in which the coupling and uncoupling lever will be caused to
make a certain number of rotations corresponding to a certain number of outward
and return journeys of the boat.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, 1 declare that what I
claim is :-
1. An arrangement of apparatus serving to direct small boats characterised by
an arrangement comprising a clock movement governed by a vane 2 and acting
upon the rudder y, substantially as berein shown and described.
2. A modification of the arrangement referred to in Claim 1, in which the clock
movement shifts the main boom a¹ of the main sail to facilitate, and when required
to effect, the veering, substantially as herein shown and described.
3. A second modification in which the clock movement acts upon the rudder, in
combination with an arrangement formed by a stop 28 and a slide 25 operated by
the shifting of the sail when the boat has veered, substantially as herein shown and
described.
4. The new or improved self-acting steering apparatus for boats substantially as
herein shown and described.
2000
HARRIS & MILLS,
23 Southampton Buildings, London, W.C., Agents.