IMPROVEMENT IN PROPELLERS FOR NAVIGABLE VESSELS
Year: 1882

page_text: LETTERS PATENT to Richard Smith a Subject of Great Britain of Sherbrooke,
County of Sherbrooke, Province Quebec, Dominion of Canada. for an
invention of "IMPROVEMENT IN PROPELLERS FOR NAVIGABLE VESSELS"
COMPLETE SPECIFICATION filed by the said Richard Smith at the Office
of the Commissioners of Patents on the 9th October 1882.
RICHARD SMITH & Subject of Great Britain of Sherbrooke, County of Sherbrooke,
Province Quebec, Dominion of Canada, "IMPROVEMENT IN PROPELLERS FOR
NAVIGABLE VESSELS"
This invention is to be considered in the light of an improvement upon a class of
propellers shown. and described in letters patent of the United States issued to
myself on the seventh day of June, 1881, in which one or more folding blades or
vanes, expanding when driven in one direction, create resistance upon or to the
water to propel the vessel and folding on the return or retreat stroke offer no
resistance to the progress of the vessel are hinged at their bases or pintles to the
outer end of the propeller shaft, which in turn is secured to the outer end of the
piston rod of a steam cylinder, the edges of the blades or vanes being pivoted
by suitable connecting links to the end of the piston rod of a second steam cylinder,
independent of, but cooperating with the first. In the practical working of a
propeller, as above patented, I have encountered several serious obstacles, which
my present improvements are intended to correct-first, the action of the blades, ás
they close upon the water in folding as the propeller completes its active stroke in
driving the vessel forward tends to neutralize the legitimate functions of the
propeller by exerting a resistance to the water in the wrong direction; thereby
inducing a retarding or backward draft upon the vessel second, the shocks or
thrusts upon the vessel and machinery from the "pounding" of the propeller, that
is the sudden resistance to the water on the starting of the propeller in its active
stroke to drive the vessel ahead, as its blades expand and bring up against their
bearings. I obviate the objection first named by cutting off steam from the primary
or main cylinder, before the piston of the auxilliary cylinder reaches the end of

page_text: its stroke, and admitting steam to the said side cylinder coincident with the
completion of the stroke of the main piston, and as the traverse of the propeller
bodily, ceases, by which means the blades are fully closed as tho out-going stroke
terminates, and offer no resistance to the water on the return stroke, therefore the
final act of closing the blades, becomes a means of aiding, rather than retarding the
propulsion of the vessel, as the tendency is to crowd the water rearward from
before the blades, in lieu of drawing it forward into them, when the propeller is
under rapid headway, in its return stroke. I obviate the second named objection
by first admitting live steam to the primary cylinder at the beginning of the active
stroke (when propelling the vessel ahead) and advancing the crosshead to which the
blades are pivoted until such blades are nearly open, and then admitting live steam
to the side cylinder or cylinders and exert the full power of the combined cylinders
to advance the propeller bodily and permit the resistance of the water to complete
the unfolding of the blade or blades with an easy motion and allow the cross head
to gradually overtake the blades, thereby avoiding the shocks and thrusts incident
to the sudden full opening of the blades against the cross head. My improvements
further relate to means for converting the reciprocating rectilinear movements of
the piston rods into continuous rotary motion in one direction of the cam shaft
which operates the various valves of the engine, the same being a clutch feed
mechanism consisting of a horizontal rock shaft composed of a spiral bar arranged
in longitudinal alignment with the auxilliary cylinder (which is disposed to one side
of the main cylinder) and rocked on its axis in alternately opposite directions to
the extent of one half a revolution, in each direction by the traverses in right lines
of a cross head, which surrounds the spiral bar or shaft, and unites the propeller
shaft and main piston rod, these intermittent semi-rotary movements of the rock
shaft bring converted into continuous rotary movements of the cain shaft by a
series of gears and dogs as hereinafter explained. My improvements further
relate to means for absorbing, or greatly relieving the shocks and thrusts to the
vessel and machinery, which would otherwise naturally result from suddenly
arresting the momentum and changing the direction of the stroke of the propeller
in the absence of a crank motion, this feature in my improvements being accomplished
by the employment of "dash-pots," between each end of the cross head, which
connects the propeller shaft and main piston rod, and the standards or bearings,
which support respectively, the outer end of the frame and inner portion of the
latter. My improvements further relate to the peculiar or novel construction of
the cylinders and their ports and valves, whereby steam is first admitted to the
primary cylinder at the beginning of the active stroke of its piston in propelling
the vessel ahead until the propeller blades are nearly open and then admitted to
the side cylinders, whereby the latter operate with the first or main cylinder
in advancing the propeller bodily, and allowing the resistance of the water to
gradually close its vanes, as before premised and also whereby admission of steain
to the main cylinder is cut off and its piston (during the active stroke of the latter
in driving the vessel forward) brought to a stop before the propeller blades begin
to close; the auxilliary pistons advancing to close the blades, while the main piston
remains idle and my improvements further consist in a single cam shaft, rotating
continuously in one direction, and carrying a series of cams and operating with
the series of valves and valve levers to actuate them alternately, when advancing
or backing the vessel, the shaft being shugged end wise to one or the other of its
extremes of-position according to the necessity for opening or closing the valves,
to effect the advance or the backing of the vessel, as the case may be-My
improvements further consist in the novel construction of the cams for actuating
the valve levers, in which each cam is a plate independent of the hub, which
carries it and is secured to the end of the hub in an adjustable manner, a sectional
plato also secured adjustably to the hub being employed in order that the valves
which govern the admission of live steam to the cylinders may be adapted to cut
off such steam at any point in the traverse of a given piston, it being borne in
mind by tho reader that the live steam ports aro always livo steam ports, whilo

page_text: the exhaust ports are at all times exhaust ports, and the two are not used alter-
nately in common as in ordinary steam engines. Minor details of my improvements
will appear during the following description of the various parts of the apparatus.
The drawings accompanying this specification represent in Figure 1 a plan, in
Figure 2 a vertical section, in Figure 3 a side elevation, and in Figures 4, 5, 6, and
7, 8, 9, 10 and 11, cross sections of an engine and propeller containing my inven-
tion, and Figure 12 is a horizontal section of the three cylinders of a steam engine
and propeller containing my improvements or invention. Figure 13 in said
drawings represents a vertical longitudinal section through one of the cross heads
of the propeller shaft. Figure 14 is a side view of the cam shaft and its cams.
Figure 15 is a face view of one of the cams. Figure 16 is a plan of the cylinders
showing the various valve passages in dotted lines. Figure 17 is a section of one
of the cams. Figure 18 is a vertical cross section of the cross head of the propeller
shaft. Figure 19 is a side elevation and Figures 20, 21 are sections of the train
of reversing gears to be explained. Figure 22 is a section of one of said gears.
Figure 23 is a section of the cams and cut offs. Figure 24. is a view of one of the
cut offs. Reference being had to the above named drawings it will be seen that
A represents a horizontal steam cylinder, which constitutes the primary or main
cylinder of the engine, and is provided with a piston Band piston rod C in the
usual manner. No general steam chest is employed in this engine, as in ordinary,
steam engines, but the body of metal of which the cylinders, as cast, is reduced to
a flat surface or table upon the top at each end, as shown at D2 or D¹ and each
valve is contained in a chamber in an independent boss erected upon the table.
B2 B3 in the drawings represent two lesser or auxilliary steam cylinders, arranged
parallel with and upon opposite sides of the main or center cylinder A, the com-
bined area or capacity of these auxilliary cylinders being preferably somewhat in
excess of that of the said main cylinder in order to obtain a preponderance of
power over the latter for purposes hereinafter explained. The cylinders B² B³ are
virtually one as they have free intercommunication by passages Z Z, see Figs. 5, 10
and 12 of the drawings. The pistons of the side cylinders are shown at E, E'
respectively and the rods of such pistons at W₁ W². The piston rod of the main
piston B plays within a guide or standard. C7 erected upon the bed plate D? of the
engine inmediately in rear of the three cylinders, the outer end of this rod C
being secured to the inner end of a horizontal tubular cylinder or cross head c
which is supported at bottom upon and slides to and fro of ways or guides upon
the base plate before named. The two auxilliary piston rods W1 W2 are connected
at their outer ends to opposite ends of a horizontal bar or yoke V₁, which intercepts
the cross head c of the main rod C at right angles to the latter by passing through
longitudinal slots b b in opposite walls of said head c, the length of the slots b, as
in my patented propeller above alluded to, being such as to permit of the requisite
play of the auxilliary piston rods, in opening or closing the vanes of the propeller.
From the yoke V₁ the construction of the propeller itself is, in this instance,
substantially the same, as that shown in my patent alluded to, but to properly
explain the operation of my present invention, it will be essential to describe
briefly the construction of the propeller, which is as follows. To the outer end of
the piston rod C of the main or center cylinder A, I secure by the intermediate
slotted head or hub c, the inner end of a tubular shaft D, which I term the
propeller shaft, as it drives the expanded propeller rearward to forge the vessel
ahead, and to the outer or rear end of the shaft D and at right angles to its axis,
I secure a vertical cross head or bar d, which is guided at top and bottom by and
plays between parallel horizontal ways or guides, which constitute the upper
and lower boundaries of a rectangular oblong opening in the dead wood of the
vessel, the outer or rear end of the shaft D being journaled in a standard C³
erected upon the bed plate D₁ of the engine in manner similar to the
standard C before alluded to. To the center of the cross head d I pivot
the adjacent or inner edges or pintles of twin flat thin blades or wings e, e;
which combined constitute the body of the folding propeller, these blades being

page_text: preferably oblong rectangles in outline and being of a length and width according
to the nature and capacity of the vessel they are to drive. In some modified
forms of my propeller I employ but one piston and cylinder to open and close the
blades and drive tho propeller, but as shown in the present instance the piston rod
of the center cylinder and the propeller shaft D are in axial alignment, hence in 5
order that the side cylinders and their pistons may function to aid in operating the
propeller, it becomes necessary to divert the rods of the said cylinders from the
axes of the latter, in order to operate upon the propeller through the tubular
shaft D, and to this end I employ the transverse yoke or bar V before mentioned,
as connecting the outer ends of the two piston rods WW. The yoke. V₁ is 1
connected at its center to the inner end of a rod or shaft a contained within the
propeller shaft D, such yoke playing within the slot of the cross head o and
operating to open and close the blades of the propeller through the medium of
the shaft a. To the outer end of the rod or shaft a, I secure at its center a
vertical bar G, and I create in opposite walls of the shaft D slots or openings f, f,
which together form a common passage to receive the head G and permit of play
of such head by and with the said rod u and to and fro of the shaft D. To each
extremity of the head or bar G, I pivot one end of one of twin links g, g, the
opposite or inner ends of these links being pivoted respectively to the outer edges
of the blades e e of the propeller.
Returning to the construction of the cylinders and their adjuncts, it will be seen
that the inner table D has upon each side two ports, those upon one side being
represented by Q' and K and on the other by G and S', these ports being placed
alternating or obliquely with respect to each other, in order that their respective
operating levers shall not interfere. Tho valves of the ports are ordinary drop
check valves, the valve of the port Q' being shown by the letter Q", of the port K¹
by the letter K", of the port G by the letter G", and of the port S¹ by the
letter S. The ports Q' K are always live steam or inlet ports, while the ports
G'S are always exhaust ports. The ports K K" communicate with the adjacent
or inner end of the center cylinder A by a passage L-the port Q' connects with
the adjacent or inner end of the side cylinder B by a vertical passage Q' directly
beneath it the exhaust port G makes exit from the adjacent or inner end of the
opposite side of the cylinder B3 by a direct passage a³, while the exhaust port S¹
makes exit from the adjacent or inner end of the center or main cylinder A, by a
passage b³, and is always full open, while the vessel is backing. Upon the opposite
or outer table D', the above arrangement of ports and valves are duplicated-that
is U and R¹ represent live steam or inlet ports upon one side of such chest, which
are always inlet ports, and T H exhaust ports upon the opposite side, which are
always exhaust ports. The valve of the port U is shown at U", of the port R'
at R, of the port T' at T" and of the port Hat H". The port U₁ communicates
with the adjacent or outer end of the side cylinder B2 by a vertical passage 63
directly beneath it-the port R communicates with the adjacent or outer end of
the main or center cylinder A by a passage the port T₁ makes exit from the
adjacent or outer end of the side cylinder B by a passage f³, and the port H
makes exit from the adjacent or outer end of the center cylinder A by a passage c
Each valve of the entire series is lowered (when permitted to do so by the recession
of its actuating, cam) by a coiled spring h³, which encircles its stem, and exerts its
stress between the top of the valve and the under side of the cup plate, which
constitutes a guide to the upper part of the stem of each valve and serves to close
the top or mouth of a hollow boss erected upon the table D or D', the interior
of this boss constituting an individual valve chamber, and the various valvo
chambers thus provided communicating respectively with the inlet and exhaust
ports of the engine, as hereinafter explained. In order to a clear understanding
of the complex arrangements of the valves and adjuncts in this engine, I have
shown the valve chamber of the valve K" at ns, and its stem at v³, of tho valve Q
at m³ and its stem at u³of the valve G" at o³ and its stem at w³of the valve S
at p³ and its stem at ³, of the valve U" at ³ and its stem at g³, of the valve R
11

page_text: at and its stem at
at S3 and its stem at a-and of the
to be understood that these individual
of the valve T
valve Hat 3 and its stem at b. It is
valve chambers are to be supplied with steam from a common supply, pipe, as
shown in Figures 14 and 6 of the drawings. As before stated each valve is lowered
and closed by the function of a spring, and to raise and open the various valves I
proceed as follows-with each valve I employ a horizontal lever c¹ arranged
transversely of the table D² or D¹ and pivotted at its base to the top of a post d
erected upon said table to one side of the latter; these levers being arranged
necessarily alternately in opposite directions and the nose of each extending
through an eye or guide e formed upon or secured to the top of each valve stem.
The center of each lever c carries an antifriction bowl f' to bear upon the
periphery of the cam below it. The various cams for operating the lever c¹ are
of equal capacity but differently disposed, and are secured to a common horizontal
shaft g, located longitudinally and centrally over the main cylinder A and
mounted in bearings or brackets h* secured to the outer ends of said cylinder;
continuous rotary motion in one direction being imparted to this shaft by means
hereinafter explained, and it being journaled in its bearings in such manner as
to be susceptible of short end wise movements or "shug." To shug the shaft g₁
I employ an upright reversing lever or shipper shown at in the drawings which
is pivoted at the lower end to the top of the main cylinder A. and carries upon
one side a sliding bolt 4 for locking it in position, the lower end of which bolt
operates with two notches created in the upper edge of a sectoral plate m,
secured to or forming the upper part of a vertical post n erected also upon the top
of the cylinder A and alongside the lever i a suitable hand latch of being pivoted
to the upper end or handle of the lever. to control the movements of the bolt,
after the manner of reversing levers of locomotive engines. The series of cams for
operating the valve levers and valves, when the vessel is to be propelled ahead are
as follows the cam for operating the valve G at, J and for operating the valve Su
at X. The inlet valve U is compelled to remain closed by its spring during the entire
time the vessel is being propelled ahead and to accomplish this I employ, in place
of an active cam, a concentric circular disk or head U, which. I term a "duminy,"
since its action upon the valve lever does not fluctuate, the diameter of this dummy
being equal to or preferably slightly less than the smaller diameter of a cam, in
order to leave no effect in lifting a valve lever. The cam for operating the
valve R is shown at R³. The valve T is compelled to remain full open against
the stress of its spring during the time the vessel is driven ahead, and to effect this
I employ in place of an active cam a concentric circular disk or "dummy" Y', the
diameter of which is equal to or preferably slightly greater than the largest
diameter or swell of a cam. The cam for operating the valve H" is shown at L
The cams that come into use when the shaft is shugged preparatory to backing the
vessel is as follows see Figures 2 and 14,-the cam for operating the valve Qis
shown at E as formed upon or secured to the opposite end of the hub Es, which is
common to it and the cam P¹-the valve K" is compelled to remain closed during
the entire time of backing the vessel, and for this purpose no cam is employed to
act upon its lever, but in place of the cam a "dummy" or concentric circular head
or disk C is formed upon the opposite end of the hub F5, which contains the cam J'
which "dummy "C" as its diameter is less than the smallest diameter of a cam,
has no effect to raise this valve-the valve G" is operated by a cam K' secured to
or formed upon the end of the hub G, which carries the cam J*- the valve S" is
compelled to remain open during the time the vessel is being backed, by the
employment of a second "dummy" or concentric circular disk or head H4, which
contains the cam X', the diameter of this "dummy" D* being equal to or some-
what greater than the largest diameter of a cain.
cam A secured to or formed upon the hub 15,
explained, the valve R is operated by the cam
hub J5, which carries the cam R³-the valve T
to the opposite or inner end of the hub
The valve U is operated by the
which carries the dummy U² before
secured to the opposite end of the
is operated by the cam B* secured
K, which carries the the large

page_text: dummy" "Y-and the valve E" is operated by the cam 1 formed upon or
secured to the opposite or inner end of the hub LA, which carries the cam L.
The
When the vessel is to be driven ahead the shaft G and the cams carried by it
stand in the relative positions shown in Figures 2, 4, 5, 6, 7, 8, 9, 10, and 11 of
the drawings, that is, in their extreme inward positions in which case tho
cams JPJ L, and R³ and the dummies Y¹ U are brouglit into action-
when the vessel is to be backed, the lever or shipper is to be reversed, and
the cam shaft and its cams brought to their extreme outer positions, in which caso
the cams E* K*IF* B* and A' and the dummies CD are brought into use.
center cylinder and the side cylinders are of equal length, but are not arranged in
the same plane longitudinally, that is, the center cylinder stands in advance of the
side cylinders, a distance equal to that necessary for either the center or side pistons
to travel in order to open or close the vanes of the propeller, for the reason, as
before stated, that the pistons of the side cylinders continue to advance in the act
of closing the blades, as the propeller completes its outgoing stroke (when the
vessol is driven forward) after the piston of the center cylinder has completed
its traverse, where as in the act of backing the vessel the center piston con-
tinues on, as the propeller completes its inward traverse to close the vanes, after
the pistons of the side cylinders have completed their strokes. I prefer for
convenience of construction and neatness and compactness in appearance, that the
three cylinders shall outwardly present an appearance of equal length; and to this
end I close up the outer or rear end of the main cylinder and the inner or front
ends of the side cylinders, as shown at p and q respectively, see Figure 12, but
these spaces between the outward boundary of the center cylinder and the inner
boundaries of the side cylinders are of greater length than is necessary to permit of
the continued movements of the piston named, in order to allow a cushion of live
steam to be introduced between each piston, as it completes its stroke, and tho
respective head of its cylinder. My object in employing the cushion of steam is to
aid in absorbing or lessening the strain and thrusts upon the engine incident to
the arrest and reversal of the strokes of the pistons in the absence of a crank motion.
To convert or transform the reciprocating movements of the pistons into continuous
rotary motion, in one direction, of the cam shaft g, I proceed as follows-M in the
drawings denotes a narrow flat bar or shaft of uniform thickness and width, and of
a length fully equal to the extreme length of the stroke of the pistons, this bar,
which is in effect a rock shaft, being journaled at each end in the bearings or
standards C7 C³, before alluded to, and being parallel with the three piston rods
and to one side of the center rod C, this bar or shaft M being given a twist of one
half a turn in its effective length. Upon the top of the cross lead c, I erect a
lock or hend No, which has a longitudinal horizontal passage of to receive securely
the bar M, and it is obvious that as the block No follows the movements of the
cross head c during the reciprocations of the latter it will impart alternating
intermittent torsive or rocking motions to the bar M upon its journals, to the
extent in each direction of a half turn or 180 degrees of a circle. Moreover to the
inner end a journal D' of the spiral rock shaft M³, I secure a spur gear C³, and I
enclose the adjacent end or journal E7 of the cam shaft g' in a sleeve or tubular
shaft C which is secured to such shaft, and I mount loosely upon the outer end of
this sleeve C two spur gears A° A10 each of which operates upon or takes hold of
the sleeve at times by a spring impelled dog mor n', see Figures 20, 21, 22,
pivoted at one end to the gear, and contained in a pocket in the end of such gear,
as shown at o, the nose of each dog taking into or operating with one of two
notches or in the periphery of the sleeve, or a swell or hub 9 of said sleeve,
these dogs taking hold of and acting upon the sleeve in the same direction, though
the gears carrying them, advance intermittently in opposite directions.
The dogs mn and the notches 29 are arranged diametrically opposite each
other, and each gear A" A advance intermittently a half revolution with each half
turn of the rock shaft, and to effect these alternating semi rotations in opposite
directions of the said gears Aº A10, I proceed as follows, the teeth of the driver C

page_text: extend preferably, though not necessarily, entirely across its face-the gear Ã³
engages and is driven by the said gear C and in order that the inner adjacent
ends of the gears Aº A may stand closely together I remove the teeth from the
outer half of the gear A° and as it is essential that the gear-A shall not engage the
gear C, I also remove the teeth from the inner half of the said gear A₁ and I'
dispose the outer half of the latter to one side of the said gear C³.
· Furthermore the gear C engages and drives an intermediate spur gear D, which
is pivoted to a bearing E' in rear of the said driver C and this intermediate Dº in
turn engages and drives the gear A10.
The sleeve Co has a flanche or shoulder. upon its inner end, to bear against the
adjacent end of the bearing or bracket of the center-cylinder, while the outer
gear A is prevented from slipping off the sleeve C10 by a screw passing through¥a
washer.st overlapping its outer end, and screwing into the end of the said sleeve!
The gear A is retained in place by the bearing upon one side and the end of the
swell q of the sleeve C upon the other. With each traverse of the cross head 'c'
inward as shown by its arrow 1, see Figure 13 (the reader being supposed to face
the outer ends of the propeller) the rock shaft M5 is rocked to the extent of one
half a turn to the left, which necessarily rotates the gear C to the left an equal
distance; or half turn, and this semi rotation of the gear Crotates the gear A to
the right also a half turn-as the gear A thus describes a semi rotation its dog m
takes hold upon the sleeve C10 and rotates the lattér-also a half turn to the right
and this imparts a semi rotation in the same direction to the cam shaft: As the
gear A advances and rotates the cam shaft, as last stated, the gear A10 by reason of
the intermediate D is driven a half turn in the opposite direction; or to the left,
and its dog slips over the periphery of the sleeve 010 without effect upon the latter
-that is to say the gear A and its dog retreat in readiness to act in their turn}
upon the sleeve to advance the cam shaft a halfrrevolution, upon the return or
outgoing traverse of the cross head c. As the cross head c returns, that is executes
its outgoing stroke, the gear A is idle, and the gear A10 is active-in others words,
the rock shaft is rocked or rotated a half turn to the right-the gear Ca half turn in.
the same direction, and the gear A10 by means of the intermediate D is rotated a half
turn to the right; and its dog n takes hold upon the sleeve 010 and advances the
latter and the cam shaft a half turn to the right, or in the same direction.as driven
by the gear A at first, the said gear Aº during the active advance of the
gear A10, as last stated, returning, or retreating to the left in readiness.to again
take hold of the sleeve upon the ingoing, of the cross head. The alternating semi-
rotations of the gears A° A10 and their dogs thus become continuous, and the cam
shaft is rotated continuously in one direction, so long as the cross-head c
reciprocates. The cross head c; spiral rock shaft M³, gears C A A10 and Dº and
dogs m³.n constitute in effect a simple and effective double treadle motion,
whereby the reciprocations of the pistons of the engine are converted into
continuous rotations of the cam shaft. To absorb or relieve to some extent the
shocks and thrusts consequent upon the arrest of the momentum and the reversal.
of the stroke of the pistons, in the absence of a crank motion, I employ "dash
pots" of ordinary construction, which I provide in the present instance by creating
a pocket s in each standard C7 C and adapting the ends of the cross head c to
enter and fill these pockets with an air tight joint. The dash pots operate as with
such devices in general-as the end of the cross head completes its traverse in one
or the other direction and enters the pocket the air in the latter is compressed
with greater or less power, according to the distance the cross head penetrates, and
offers a resistance to the cross head, thereby cushioning the cross head and
absorbing to a great extent the shock and concussion which would otherwise ensure
upon its arrest and reversal. For similar reasons I add a dash pot to the interior
of the cross head c by adding to the inner end of the shaft a, a plunger to adapted.
to closely fill the outer end of the said cross head. This dash pot aids to absorb
or relieve the thrust consequent upon the resistance of the water to the propeller,
as the propeller executes its outgoing traverse and its blades unfold. The operation
.

page_text: of this engine and propeller is as follows-premising the description by the
statement, that the pistons and the valve and their operative cams are in the
relative positions shown in the drawings, with the exception of valve K", which is
shown as closed, that is to be open and the intention being to propel the vessel
abead. Both the main piston and auxilliary pistons are at their extreme
positions at the inner or front ends of their respective cylinders as shown in
Figure 2 of the drawings; the inlet valve K" is to be open by tlie shortest side or
diameter of its cam J' being uppermost, and permitting the spring of said valve
to hold it closed upon its seat; the valve Q is closed and soon to open, as the
shortest side of its cam P' is uppermost-valve S is closed as the shortest diameter
of its cam X is uppermost the valve U being permanently closed, while the
vessel is driving ahead by its dummy v-the exhaust valve T" is held permanently
open while driving ahead, by its dummy Y-the valve R is closed by the
smallest side of its cam R³ coming uppermost, the exhaust valve H is open by
the superior side of its cam L, and finally the exhaust valve G is closed by the
smallest side of the cam J. The propeller is closed and necessarily stands at its
extreme inner position. Steam being let on enters the inner end of the main
cylinder A, through the passage L' and starts the piston B of this cylinder outward,
or in the direction of its arrow 1, at same time putting the cam shaft in rotation,
until the blades of the propeller are nearly open, at which point the said piston B
arrives opposite the pistons E E¹ of the side cylinder B B (though this exact
relation of these is not important) and the cam P presents its longest diameter
uppermost and opens the inlet valve Q and live steam is admitted to the adjacent
or inner ends of the side cylinder through the passage Q and the three pistons
traverse their respective cylinders in company, until the end of the outward
traverse of the center piston is about reached, when the inlet valve K" closes by
the smallest side of its cam J', and the inlet valve R is opened by the superior
side of its cam. R³, and live steam is admitted to the outer end of the center
cylinder A in advance of its piston B to cushion the latter. The valve K"
remains closed until the pistons E E' complete their strokes, and the blades of the
propeller are fully closed (owing to the momentum of the propeller and its
adjuncts, and the superior area of the two side pistons, which together operate to
overcome the pressure of live steam upon the center piston, admitted through the
port R just opened) it being understood that during this outward traverse of the
propeller, the completion of the opening of its blade has been effected, gradually
and quietly, by the resistance of the water, without shock or strain to the vessel
or machinery, and by the dash pot in the cross head & and it being also understood
that while the pistons are executing these traverses in company the center
cylinder is exhausting from the port H by way of its passage and the side
cylinders from the port T by way of the passage f from the cylinder B³.
Simultaneously with the completion of the traverse of the side pistons, last
explained, and the opening of the valve R, the exhaust valve S" of the center
cylinder opens (by the longest side of the cam X' acting upon and raising the lever
of such valve Su) in readiness to permit of exit of exhaust steam from this end of
said center cylinder, by way of the passage 6 The valve Q closes by the lesser
side of its cam P' simultaneously with the opening of the exhaust valve S and
the inlet valve R while with the closing of the valve Q the exhaust valve G
opens by the superior sido of its cam J' acting upon its lever. The propeller now
stands at its outward extreme with its blades closed. The propeller now returns-in
its folded state, as follows-the main piston B moves inward by steam admitted.
to the outer end of the center cylinder by the port R", opened, as last explained
(the valve U, as stated remaining perinauently closed, and the tendency to a
vacuum in the side cylinder being relieved by the exhaust port T of the cylinder B³
which, as stated, is also permanently open, while the vessel is being propelled.
ahead) and completes its stroke, carrying with it, in the samo direction, by means
of the yoke the side pistons and their rods, such portions being passive, for the
reason that the valve U is closed, as stated, for the purpose of preventing premature.

page_text: opening of the propeller, and the tendency to a vacuum in the side cylinders being
relieved by the open exhaust port T of the cylinder B3. As the three pistons
complete their strokes in company the center cylinder exhausts by way of its.
passage 6 and port S, and we are brought to our starting point. Now to back
the vessel supposing the ports, valves and cams to be in the position first assumed
and as shown in Figure 12 of the drawings; The engineer seizes the reversing
lever or shipper and reverses its position and. shugs the cam shaft g* thereby
throwing the cams J X' P¹ JL and Rs and dummies Y¹ and U2 out of action
and bringing into action the opposite cams E* K* I F B and A and dummies C+
and D; the dummies Y' and U2 being replaced by the cams A* B*, and the cams
J1X1 by the dummies C D', while the cams R³ P₁ are replaced by the cams E' F
and the cam J' by the cam K' and the cam L by the cam I. In this change of
cams the valves stand in the following positions; the valve K1 is closed by its
dummy C and remains closed, while the vessel is backed; the valve Q is closed
as before, the valve S is held full open, and remains open, while backing by the
dummy D; the valve U is closed by the smaller side of its cam A* being
uppermost; the valve G is closed by the lesser side of its cam K coming upper-
most; the exhaust valve T" open by the longest side of its cam B being uppermost ;
the valve H open by the superior side of its cam I being uppermost; the live
valve R is closed by the shortest side of its cam F4 being uppermost. The steam
being let on or already on, the inlet valve Q₁ opens by the largest side of its
cam E coming uppermost, and steam is admitted to the inner ends of the side
cylinders by the port Q1 and passage Q (it being remembered that these two
cylinders are in free communication) and impels the pistons E E¹ outward, carrying
with them, by means of the yoke V₁ the center piston B, which is at this time
idle, owing to the fact that its valve, K, as before stated is closed by its
dummy Cand remains thus closed, while the vessel is backing to prevent
premature opening of the blades of the propeller; the tendency to a vacuum in
the cylinder A being relieved by the exhaust port S₁, which, as before stated,
remains open by the dummy D' during the time the vessel is backing. The
pistons B and E E¹ travel together, as stated, until they reach the extreme of their
outward traverse, the side cylinders meanwhile exhausting from the cylinder B³
through its passage f³ and port T', when the inlet valve Q closes by the
recession of its cam E and cuts off steam to the side cylinders; while simultaneous
therewith the valve U opens by the superior side of its cam A to admit steam to
the side cylinders through the port U₁ and passage d³; the exhaust port G also
opens by the superior side of its cam K'; and the exhaust valve T closes by the
receding of its cam. B and the side pistons begin and continue their return or
inward inactive stroke for a short distance until the propeller blades are full open,
when the yoke V' takes hold of the cross-head c and the inlet R is opened by the
superior side of its cam F4 and the exhaust valve H closes by the receding of the
cam I and the three pistons move in ward in concert, carrying with them the open
propeller, until the side pistons reach the extremes of their strokes in this direction
(the side cylinders mean while exhausting from the cylinder B³ through their common
passage a³ and port G') when the inlet valve U closes by the receding of its cam A³
and steam is cut off from this end of the side cylinder, and simultaneous therewith,
the exhaust valve T₁ opens by the ascent of the longest side of its cam B' and the
valve Qopens by the ascent of the superior side of its cam E and steam is
admitted to the inner ends of the side cylinders in advance of the pistons E E² to
cushion the latter for purposes stated. Each cam of the series is of like form and
construction and is constituted as follows, see Figures 15, 16, 17 and 23. A circular
hub u is employed which is secured to the shaft g' by a set screw or otherwise in
order that it may be changed in position axially upon such shaft if necessary, and
the said hub is preferably formed in halves in order that the position of one cam
may be changed upon the hub with respect to the cam upon the opposite end. One
of the cams as an illustration is shown at y in Figure 24 of the drawings, as a flat
plate having a circular concentric opening to enclose a shoulder upon the hub and

page_text: is to be secured to the hub by a set screw or otherwise. Moreover with each cam
I employ a cut off, which is a thin flat plate, enclosing an eccentric shoulder upon
the end of the hub and adjustable upon such shoulder with respect to the cam, a
set screw passing through a slot w in such cut off and screwing into the end of the
hub, serving, to hold the cut off rigidly to the hub, when its position upon the latter
is determined. The cut off is segmental in form and its longest diameter or
portion which is immediately in rear of the swell of the cam serves to hold open
a valve the requisite length of time. By changing the position of the cut off with
respect to the cam the admission of steam to the cylinders is cut off at any desired
point in the stroke of the pistons. By the employment of two auxilliary cylinders
and pistons operating upon each side of the main cylinder and connecting the rods
of said cylinders by a yoke secured to the shaft, which operates the edges of the
propeller blades, as stated, I am enabled to exert the power of the auxilliary
pistons equally upon opposite sides of the propeller shaft, thereby obviating one
objection found in my patented propeller, before named, that is the one sided or
unequal direction of the effort of the engine, when transmitting power through the
medium of such side cylinders to open the propeller blades at the beginning of the
active stroke, when backing the vessel when but one side or auxilliary cylinder is
employed. It is for this reason I employ two auxilliary eylinders situated upon
opposite sides of the main cylinder, but these two cylinders are in effect one, as they
have free intercommunication, and one of them could be omitted and the whole
apparatus would be operative, the only change necessary being to group all the
ports in one cylinder. The employment of two auxilliary cylinders carries the
entire device to a point of extreme perfection, but since one alone may be employed
without invalidating the operation of the propeller, I do not restrict myself to the
arbitrary use of two. So also with regard to the blade of the propeller, I have
described a pair, but it is evident that one alone may be employed without calling
in the skill of an experienced mechanic to make the change. In fact in practive
I shall probably use but one blade and employ a pair of propellers reciprocating
alternately. Owing to the absence of the dead point of a crank motion or other
indirect connection between the cylinders and propeller, the pressure of steain upon
the latter is in my system constant and uniform, hence when the momentum of the
Vessel is augmented during the active stroke of the propeller the momentum or
speed of the latter increases in proportion with that of the vessel, and therefore
exerts a uniform power during its entire stroke. By bringing the combined power
of the three cylinders into action to drive the propeller in its active stroke, and
but a portion of them on the return or idle stroke, I economize steam and avoid
much of the shock resulting from the overcoming of the inertia in reversing the
stroke of the propeller. An obvious modification of the details of my mechanism
involving no invention would be to connect the piston rod of the main cylinder
with the edges of the vanes and the rods of the side cylinders with the base or
hinge of such vanes. The main piston B now continues on alone and completes its
stroke and closes the propeller blades, when the exhaust valve H" opens by the
ascent of the superior side of its cam I, and identical therewith the inlet valve Ru
of the cylinder A is closed, and we arrive at our starting point.
In Figures 25, 26, 27, 28 and 29 of the drawings, I have shown a modified
construction of the valves and their operative mechanism. As shown in said
Figures, I employ in lieu of lifting valves, horizontal slide valves y etc. and I
operate each valve by a pair of cams a² 67 secured to the cain shaft g. Straddling
these cams is a yoke c' formed upon the end of each valve stem, and supplied with
anti-friction bowls d' d. The cam shaft g in lieu of being rotated continuously in
one direction, as herein before described; hus imparted to it reciprocating motions in
the arc of a circle of about 180 degrees of a circle, the cams a² 67 serving to actuate
each valve in opposite directions by wiping against the bowls of the yoke c. To
impart the requisito reciprocating motions to the cam shaft g* I have only to
connect one end of it with the adjacent end of the spiral blade M by a connection
which permits such shaft and blade to slide longitudinally upon each other, but

page_text: In
compels them to rotate together, this connection as shown in Figure 29 of the
drawings being a rachet d' in the end of the cam shaft into which a journal e' upon
the end of the spiral blade loosely enters, a spline and groove connection f being
employed to compel the two to move together in arcs of circles. By this method
of operating the cam shaft I avoid the expense of the train of gears C° D³ herein-
before explained and obtain a simple and direct mechanical movement.
Figures 29, 30 and 31 of the drawings I have shown a modified construction of the
dash pot employed with the propeller shaft. In this case, in lien of the stationary
cups or recessed standards C7 Cs secured to the bed plate of the engine and serving
to receive alternately opposite ends of the cross head or piston c connected to and
moving with the piston rod of the main cylinder I employ a continuous cylinder g'
of a length greater than the stroke of said cross head c, and I dispose this cross
head in the form of a straight cylindrical plunger within such cylinder which thus
serves as a guide to direct its movements, the yoke V₁ playing in horizontal slots
or openings in opposite sides of such cylinder g?.
•
The ends of the cylinder g' are closed and receive at each end alternately the
ends of the cross head thereby providing the requisite "dash pot." To vary the
length of each dash pot as occasion. may require I employ a straight horizontal
cylindrical chamber formed in a boss 7 cast upon the outside of each end of the
cylinder g the outer end of each. chamber 7 being closed, and each containing a
cylindrical plunger or valve k' operating with a series of holes 17 17 etc. leading
from the chamber to the interior of the cylinder g. By means of the holes and
the plunger the effective length of each dash pot may be varied as by moving
the plunger to cover or uncover more or less of such holes the air tight space
within each end of the cylinder g' is increased or diminished. If the engine should
be laboring severely a portion of the holes may be uncovered thereby offering less
resistance to the plunger c and vice-versa. To operate the plunger I employ an
upright shipper bar m³ pivoted to the upper part of the cylinder g', the lower end
of such bar being pivoted to said plunger, while its upper end serves as a handle.
The nut or head N³ for operating the spiral bar or blade M³ is in this case secured
to the upper part of a yoke of the pendant arms p' p7 of which straddle the
cylinder g and are secured to horizontal arms q' q projecting laterally from the
cross head or plunger c as shown in Figure 30. In order that each cam may
crowd its way beneath the yoke o' by lifting the latter as it passes it at each shug
07
of the cam shaft I form upon each disk which bears the cam a sloping face or
inclined plane 7 which extends from the crown of the cam to the periphery of the
disk;
.
Having now described the nature and particulars of my said Invention, and the
manner in which the same is to be performed, I desire it to be understood that I
claim
First. In propellers for navigable vessels composed of one or more folding vanes
adapted to expand on the active stroke, and close on the return, and operated in
these movements by two steam cylinders and pistons, the rod of one of which is
connected with the outer edge of the vane, and the other with the hinge of such
vane, substantially as explained, and the arrangement of the various ports and
valves of the conjoint cylinders, substantially as specified and shown, whereby live
steam is first admitted to one at the beginning of the active stroke, when propelling
the vessel ahead, to nearly open the blades, and then admitting to the other
cylinder to impel the whole propeller and permit the resistance of the water to
complete the unfolding of the blades with an easy motion,
Second. In propellers for navigable vessels, composed of one or more folding
vanes, adapted to expand on the active stroke, and close on the return, and
operated in these movements by two steam cylinders and pistons, the rod of one of
which is connected with the outer edge of the vane and the other with the hinge
of such vane, substantially as explained, and the arrangement of the various ports
and valves of the conjoint cylinders, substantially as specified and shown, whereby
live steam is cut off from the primary or central cylinder during the active stroke

page_text: '4
of its piston, before the pistons of the auxilliary cylinders reach the ends of their
strokes, and the traverse of the propeller as a whole, ceases, by which means the
propeller blades are fully closed by the completion of the stroke of the auxilliary
pistons before the return stroke of the propeller begins.
Third. The combination with a propeller composed of one or more folding vanes,
operated by a main, and one or more auxilliary steam cylinders, pistons and valves
to expand on the active stroke, and close on the return, and the various ports and
valves of said cylinders, of two sets of cams and passive hubs for controlling the
positions of the valves these cams and hubs being carried by a common rotary shaft
susceptible of end-shug, and one set of cains and hubs being brought into use when
the vessel is driven.ahond, and the other when the vessel is backed.
Fourthi. In propellers for navigable vessels composed of one or more folding
vanes, adapted to expand on the active stroke and close on the return, and operated
in these movements by two steam cylinders and pistons, the rod of one of which is
connected with the outer edge of the vane, and the other with the hinge of such
vane, substantially as explained, and the arrangement of the various ports and
valves of the conjoint cylinders, substantially as specified and shown, whereby live
steam is admitted to tlie inner ends of the auxilliary cylinders in front of their
pistons to cushion the latter as they reverse their motion.
Fifth. In propellers for navigable vessels composed of one or more folding blades
expanding on the active stroke, and folding on the return, and operated in their
movements by main and auxilliary steam cylinders, pistons, and rods the
combination with the various valves and ports of the cylinders, and operating such
valves, of two series of cams secured to a single shaft, which has provision for end
shug, one set of such cams actuating the valves to drive the vessel ahead, and the
other to back the vessel, and both actuated by a suitable hand lever, which controls
the end wise adjustment or shug of the shaft.
Sixth. The combination of a propeller composed of one or more folding blades,
adapted to expand on the active stroke, and fold on the return, and main and
auxilliary steam cylinders, with their respective pistons and rods (one main or
primary cylinder and one or two auxilliary or lesser cylinders) arranged to operate
directly upon the propeller without intermediate or indirect mechanism containing
a dead point.
Seventh. In reciprocating propellers for navigable vessels main and auxilliary
cylinders (one main and one or two auxilliary) and pistons and rods in combination
with the propeller blades, hinged at their inner edges, the piston rod of the main
cylinder being connected with the hinge of the blades, and the rods of the auxilliary
pistons being secured to opposite ends of a yoke, which intersects the main piston
rod, and is connected with the rod which actuates the outer edges of the blades.
Eighth. In propellers for navigable vessels composed of one or more folding
vanes, adapted to expand on the active stroke, and close on the return, and operated
in these movements by two steam cylinders and pistons, the rod of one of which is.
connected with the outer edge of the vane, and the other with the hinge of such
vane, substantially as explained, and the arrangement of the various ports and
valves of the conjoint cylinders, substantially as specified and shown, whereby at
times the main cylinder is the motor, and at times the auxilliary cylinders, and at
others all three together.
Ninth. In propellers for navigable vessels composed of one or more folding
yanes, adapted to expand on the active stroke, and close on the return, and
operated in these movements by two steam cylinders and pistons, the rod of one of
which is connected with the outer edge of the vane, and the other with the hinge
of such vane, substantially as explained, and the arrangements of the various ports.
and valves of the conjoint cylinders, substantially as specified and shown, whereby
live steam is admitted to the outer end of the main cylinder in front of its piston
to cushion the stroke of the latter as it reverses its motion.
Tenth. The combination with a propeller composed of one or more folding blades
or vanes, adapted to expand on the active stroke, and fold on the return, of two

page_text: steam cylinders with their pistons and rods, and arranged upon opposite sides of
the first, the piston rod of one cylinder being connected in direct line with the.
propeller shaft and the other with the shaft which actuates the vanes by an
intermediate or bar, which intercepts the piston rod of the first in such manner that
the combined power of the two auxilliary pistons is exerted equally upon opposite.
sides of the latter named shaft.
Eleventh. As a means of operating the folding blade or blades of reciprocating
propellers for navigable vessels, three steam cylinders (one main, and two auxilliary
operating as one) with their respective pistons and rods, ports, and valves,
substantially as explained.
Twelfth. The combination with a reciprocating propeller for navigable vessels.
composed of a pair of folding blades, adapted to expand on the active stroke and
fold on the return, of a main central cylinder and a pair of auxilliary inter-
communicating cylinders, disposed upon opposite sides of it, the combined capacity
of the two auxilliary cylinders exceeding that of the main cylinder for purposes..
stated.
Thirteenth. In propellers for navigable vessels composed of one or more folding
blades, adapted to expand on the active stroke, and close on the return, and
operated by two or more steam cylinders with their respective pistons and rods, as
stated, the combination with the various valves and ports of said cylinders, of
circular hubs for operating upon a portion of said valves and active cams operating
upon others of said valves.
Fourteenth. As a means of converting the rectilinear reciprocating movements of
the piston rods into continuous rotary motion of the cam shaft, the spiral rock
shaft playing within and rocked by the cross head of one piston rod, and
connected with the cam shaft by two alternately operating gears, carrying spring
impelled pallets or dogs to takes hold of and advance such shaft.
Fifteenth. The construction of each cam for operating the valve levers, which
consists in applying the cam adjustably to a hub secured to the cam shaft, in order
that the position of any given cam with respect to the others may be changed or
adjusted, for purposes stated.
Sixteenth. In combination with each end of the cross head c, a dash pot for
aiding in lessening the shock consequent upon the reversal of the stroke of said
cross head.
Seventeenth. The dash pot in the end of the cross head c with which a piston on
the yoke V operates for purposes stated.
Eighteenth. As a means of operating each valve of the combined steam
cylinders, a horizontal lever, pivoted at one end to the top of said cylinders and
at the other to the valve stem, and operated by a cam or hub secured to a common
shaft.
Nineteenth. The combination with a propeller composed of one or more folding
blades or vanes, adapted to expand on the active stroke, and fold on the return,
of three steam cylinders, and their respective pistons and rods, operating the
blades in such manner, that upon the outgoing active stroke of the propeller,
the blades fully close before the return stroke begins, whereby the closing of the
blades becomes a means of aiding in the propulsion of the vessel.
Twentieth. The combination with a propeller, composed of one or more folding
blades or vanes, adapted to expand on the active, and contract on the return stroke,
of a main, and one or more auxilliary steam cylinders, the piston rod of one
cylinder being connected with the outer edges of the vanes, and of the other with
the hinge of the vane, and the various ports and valves of the conjoint cylinders
being arranged and operating substantially as described, whereby the combined
effort of the cylinders functions to impel the propeller through its active stroke
and but a portion of such effort be expended on the return or idle stroke.
Twenty-first. The combination with a propeller composed of one or more
folding blades or vanes, adapted to expand on the active stroke, and fold on the
return, of a dash pot connected with the propeller shaft capable of being varied in

page_text: extent or capacity in order that the extent of its resistance inay be correspondingly
varied.
Twenty-second. As a means of varying or adjusting the capacity of the dash
pot connected with the propeller shaft, the cylinder g' with the air ports etc.,
and the plunger-or valve.
Twenty-third. As a means of supporting and guiding the movements of the
cross head or piston c the continuous tubular guide or cylinder 7 with its ends
closed to receive the cross head and provide dash pots for the latter, air being
admitted to tho remainder of the cylinder, substantially as stated.
Twenty-fourth. The modified valve system herein described, consisting of the
slide valves y operated by the cams a b' and yokes c' or their equivalents, with
the shaft moving in axial reciprocations, substantially as stated.
Twenty-fifth. The spiral blade or bar M and the cam shaft g' arranged in axial
alignment and rotating together, but capable of longitudinal slip, as a means of
transmitting the axial reciprocations of the bar to the shaft.
Twenty-sixth. The yoke o' carrying the bearing N³ and secured to the cross head
or plunger c.
Twenty-seventh. The sloping faces or inclined planes of the cams a² as
explained.
In Witness whereof, I, the said Richard Smith have hereunto set my hand
and seal this eighth day of September, in the year of our Lord One
thousand eight hundred and eighty two.