Year: 1887

page_text: Date of Application, 15th Oct., 1887
Specification Accepted, 18th Nov., 1887
[Communicated from abroad by JOSEPH C. WITMER and JOHN R. BREUEGGEMANN,
both of St. Louis, County of St. Louis, and State of Missouri, U.S.A.,
Manufacturers.]
I, SAMUEL SIDNEY BROMHEAD of 97 Newgate Street, London, E.C., Patent Agent,
(communicated), do hereby declare the nature of this invention and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement :-
My invention relates to devices for combined double-action rudders and brakes for
vessels; and the invention consists in features of novelty hereinafter described, and
pointed out in the claims.
Fig. I, is a side view of a schooner with my improved double-action steering and
brake device. Fig. 2, is a section on line II, II, Fig. I, showing the co-operative
pulleys key-seated to the vertical rudder-shafts, and the endless band or chain that
gives them simultaneous co-operation. Fig. 3, a top view showing the tiller-wheel
with the bevel pinion-gear for turning the rudders and the index-vanes to denote
their position. It also shows the cranks and lifting device that elevates the rudders
into their boxing, and so retires them from danger in shallow water. Fig. IV is a
section on line IV IV, Fig. II, showing the operation of the tiller-wheel and bevel-
pinion gearing in turning the rudders, and the keys on the rudder-shaft that seat
themselves in the bevel gear-wheel that turns the shaft, and the pulley-wheel that,
with its corresponding pulley, carries the band. It also shows the position below
deck of the co-operative pulleys that, with the endless band that connects them, give
simultaneous action to both rudders, and the stuffing-box that closes the top of the
water-tight sleeve around the rudder shaft. Fig. V is a section on line V V, Fig. III,
showing the crank and pulley device for elevating the rudder and the keys on the
shaft that seat themselves in the bevel-geared wheel and pulley when the shaft is
lowered into operative position. Fig. VI is a bottom view showing relative positions
of the double-action rudders; and Fig. VII is a detail section on line VII VII,
Fig. I, showing the position of the rudder within its boxing and the tubular sleeve

page_text: that surrounds its vertical shaft to prevent leakage in connection with the rudder
chamber.
Referring to the drawings, in which similar figures of reference indicate like parts
in all the views, I represents a schooner to which is attached my double-action
combined rudders and brakes. 2 are the rudders; 3, the rudder-shafts; 4, the
rudder chambers; 5, the water-tight casings or sleeves around the shafts, and 6 the
stuffing-box that closes the top of the water-tight sleeve around the rudder-shaft.
It will be observed that the rudder-chambers 4 are located in the line of the keelson
and between the stem and the stern-post of the vessel, so that when the rudders 2 are
in their lowermost position, as shown in Fig. I, they will project below the keel of the
boat.
7 are co-operative pulleys on the rudder-shafts, and 88 are projections on said
shafts that, when they are lowered to their operative positions, key into recesses 9 9,
relatively in the bevel-geared wheels and co-operative pulleys, thus at each time
rigidifying the connection of the shaft to said geared wheel and pulleys. An endless
band or chain (either may be used) has cross connection with the co-operative pulleys,
so that when the tiller-wheel is turned it not only operates the rudder-shaft, with
which it directly connects by its bevel gearing, but also, through said co-operating-
pulleys and their drive-band, simultaneously operates the other rudder-shaft in a
reverse direction, so as to have a twofold action in wearing the vessel, and when
turned transversely with its line of progress a twofold brake to arrest its progress
and prevent collisions, &c.
The endless belt may either be run altogether loose on the pulleys, or it may be
secured by staples 38 to each pulley, as then it would still have latitude for the action
of the rudders or the brakes.
11 is the deck of the vessel, immediately beneath which the pulleys with their drive
chain or band work. The vertical rudder-shafts pass through the deck and ascend
through short tubular pedestals 12, that are seated on said deck.
13 is the tiller-wheel, and 14 the handles by which said wheel is worked. On the
pedestal in connection with which the tiller-wheel works there rests a horizontal
bevel-geared wheel, 15, in which meshes a bevel-pinion, 16, located on the end of the
tiller-wheel shaft 17. On the other pedestal, through the co-operative rudder-shaft
passes, is an ungeared stationary wheel or disk, 18.
When the rudder-shafts are in operative position, they are key-seated in the bevel-
geared wheel 15 and also in the pulley-wheel 7; and as the endless band connects the
two pulleys, it follows that by turning the tiller-wheel both rudders are simultaneously
turned to wear the vessel relatively to either the starboard or larboard tack, and by
turning the tiller-wheel still farther the brakes are set by the rudder-blades being
brought straight across the track.
Frames 19, secured in the pedestals 12, have two vertical arms, 20 and 21, and
carry the devices for elevating the rudders within their retiring-chambers 4 when it
is desired to protect them from accident in shallow water. Collars or caps 22, which
are secured by screw-bolts 23 to the upper ends of the rudder-shafts, have vertical
arms 24, which carry pulley-wheels 25, that run in bearings 26 within the arms of
said caps. Similar pulley-wheels, 27, run in bearings 28 in the forked arms 29 of the
vertical posts 21 of the elevating-frames. Windlass-reels 30 have bearings 31 in
arms 32, that extend horizontally from the feet of the elevating-frames and are turned
by hand-cranks 33.
Bands, cords, or chains 34 (either may be used) are securely attached to the tops
of the vertical arms 20 and pass under the pulleys 25 and over the pulleys 27, and
from them around the windlass-reels 30. As the windlass-reels are turned by the
hand-cranks, they wind up the cords 34 and thus elevate the rudders and their shafts.
When the rudders have been elevated, they are locked in that position by placing the
pin 35 in the hole 36 in the elevating-frame. Arrows or vanes 37, attached to or
passing through near the upper end of the rudder-shaft and on line with the rudder-
blades, indicate the exact position of said blades when it is desired to place them in
ine with the boxings 4 preparatory to elevating them therein.

page_text: 39 is a supplemental rudder of usual make, for use when the drop-rudders have
been withdrawn in consequence of the vessels coasting in shallow water, or from any
other cause. This extra rudder, being seldom used, may be arranged to be unshipped
and taken aboard in open seas.
It will be seen that my double-action rudders, turning simultaneously in both
directions, both fore and aft, will wear the vessel round very quickly. Again, it will
be seen that by turning the rudders around transversely to the track a powerful brake.
is provided, which, as is also the quick action in turning the vessel, are valuable
features to prevent collisions with other vessels or with ice, rocks, sand-bars, &c. In
order to accomplish this result, it is necessary that the rudder-post should be capable
of turning at least one hundred and eighty degrees-i.e., ninety degrees on either
side of its normal position, or a position parallel with the keel. The rudders also
serve as center-boards, and so add to the sailing qualities of the vessel, and when
sailing in shallow water or over bars or sand-banks (where with a stationary keel the
vessel would be aground) my vertically-adjustable rudders can be elevated or will
elevate themselves; also, it will be seen that not only has my invention, as the title
implies, a twofold function as a steering apparatus and brake, but, also, it combines
therewith the functions of a keel and center-board.
I have shown and described my invention operated by hand-power; but I do not
confine myself only to such means of operating it, as it is evident that my improved
steering and brake devices can and are sometimes intended to be worked by a donkey-
engine or by any other suitable means.
am aware that it is not new to connect by cross-cables the posts of two rudders,
one situated in advance of the stem and one situated in rear of the stern-post, so that
both may be operated simultaneously. I am also aware that it is not new to form
chambers beneath the keelson and between the stem and sternpost, and to place in
them center-boards mounted upon stems having means for elevating and lowering
them, and also means for turning said stems a limited number of degrees, so as to
bring the center-board to a position not quite parallel with the keel, whereby the
resistance which the center-board offers to the pressure of the wind on the sail will be
increased, and I do not claim any feature or features which my invention may possess
in common therewith.
Having now fully described and ascertained what my said Invention is, and how
the same is constructed and performed, as communicated to me by my foreign
correspondents, I do hereby declare that what I claim as my Invention and desire to
secure by Letters Patent is,
1. The combination, with the rudder 2 and the vertically-movable rudder-shaft 3,
of the pedestal 12, the gear-wheel 15, supported thereby, the tiller-wheel 13, having
pinion 16, gearing with the wheel 15, and the spline and groove for connecting the
wheel 15 and shaft 3, substantially as and for the purpose set forth.
2. The combination, with the rudder and the vertically-movable rudder-shaft 3, of
the pulley 25, secured to the top of the shaft, the frame 19 20 21, having the
pulley 27 journaled to one arm thereof, the cable 34, secured to one of the arms of
the frame, passing under the pulley 25 and over the pulley 27, and the windlass to
which said cable is attached, substantially as set forth.
S. S. BROMHEAD,
97, Newgate Street, London, E.C.,
Patent Agent.