Year: 1895

page_text: Date of Applicati n, 19th Sept., 1895-Accepted, 9th May, 1896
DESCRIPTION OF THE DRI
Fig. 1 is a side elevation with the propeller closed, and Fig. 2 is a plan with the
propeller open, of my improved apparatus; Fig. 3 is a transverse view, and Fig. 4
a plan of the main sliding frame and cross-head.
Figs. 5, 7, and 9 are plans; Fig. 6 is a side elevation, and Fig. 8 is an end view
showing the propeller-blades and their connections to the shafting. In Fig. 5 the
propeller blades are closed; in Fig. 9 the said blades are open or expanded; whilst
Fig. 7 shows the crosshead only.
Fig. 10 is a plan; and Fig. 11 is an end elevation of the stern post stuffing box.
Fig. 12 is a side elevation; and Fig. 13 is a plan of the propeller and connections
closed and Fig. 14 is a front elevation of the crosshead E, and Fig. 15, a front
elevation of the stuffing box when the driving shafts are placed vertically one over
the other instead of horizontally side by side.
Fig. 16 is a side elevation, and Fig. 18 a plan showing my propeller fitted with
reversing motion. Fig. 17 is a side elevation of the standard Cx of the reversing
gear, and Fig. 19 an end view of the sleeve L* of the said reversing gear.
Fig. 20 is a diagram illustrating the opening and closing motion of the propeller
blades. Fig. 21 is a diagram showing the area covered by the propeller blades.
.Fig. 22 shows the full area of the propelling surface. Fig. 23 shows the minimum
area of the propelling surface, the letters thereon indicating where the parts
corresponding thereto would be located. Fig. 24 is a diagram in which the
circle CC shows the greatest area of the propeller and the portion B the minimum
area. Fig. 26 is a diagram showing the various positions of the propeller blades
from closed to expanded. The lines D' show the blades closed; F, quarter open;
G2 half open; H' three quarters open; and I, fully open or expanded. Fig. 25
is a diagram in which the square D³ shows the space covered by the propeller
5 blades whilst expanding.
Fig. 27 is a plan, and Fig. 28 an elevation of the ship or vessel.
In all the views the same letters denote like or equivalent parts
A is the rudder. B rudder post. C are the propeller blades hinged at I to the
centre piece B*. The centre piece B* is bolted to a bracket H, which bracket is
10 firmly secured to the central shaft F*. The central shaft Fx passes freely through
a crossbead E to which side shafts F are securely attached. D are links hinged to
O is the stern post through
the blades C at G and to the crosshead E at G*.
which and the stuffing boxes Ox, the three shafts F, F*, pass to the interior of
the ship or vessel, all the parts of the propeller hereinbefore mentioned being

page_text: between the stern post and the rudder post B. The stuffing boxes 0* are
secured to the stern post by a flange and bolts as shown. A is the gland for the
central shaft. D* are the glands for the side shafts. I are screwbolts with
spiral springs for setting up the glands. L are guides firmly secured to the deck
or frame of the ship or vessel. Side blocks J and central blocks J* are free to
slide in the said guides. The side blocks J are connected to the central blocks J*
by arms K K so as to form a rigid frame. The side shafts Fare firmly secured
to the central block J* J* of the said frame, whilst the centre shaft F* passes
freely therethrough. N are guides firmly secured to the deck or frame of the ship
or vessel. A crosshead P is free to slide in the said guides and the central shaft Fx
is coupled to the said crosshead. Q is a crank shaft carried in bearings S, and
caused to rotate by a steam or other suitable engine in any well known or con-
venient manner.
The said crank shaft is made with two short cranks R and one
long crank Rx in the same plane and direction. M are rods connecting the
cranks R to the sliding frame K. M* rod connecting the crank R* to the
crosshead P.
The action of the apparatus is as follows. Commencing with the position of
the crank shaft shown in Fig. 1, the blades C are closed as delineated, more
particularly in Figs. 5 and 13, and the blades C, the crosshead E and centre
piece B are close to the stern post O. As the shaft Q makes half a revolution,
the centre piece B is pushed forward a greater distance than the crosshead E with
the result that as both the crosshead E and centre piece B move from the stern
post (towards the rudder post B, the blades C are caused to open or expand into
the position shown in Figs. 2 and 9. As the revolution of the shaft Q is com-
pleted, the propeller blades close and move towards the stern post until they are
again in the position shown in Fig. 1. By the above opening and moving
sternwards of the propeller blades alternating with the closing and withdrawing
of the said blades, the ship or vessel is propelled through the water.
Referring to Figs. 16, 17, 18, and 19 showing means for reversing; the central
shaft Fx, instead of extending from the centre piece B* shown in Figs. 1 & 2 to
the crosshead P, shown in Fig. 2, is divided transversely and the free end of that
portion of the said shaft which is secured to the centre-piece B* is firmly attached
to a sleeve L by means of a cotter N* or its equivalent. The free end of the
other portion of the said shaft F* fits freely within the said sleeve L* so as to be
able to slide to and fro. C* are standards carrying pinching screws T by means of
which the sleeve L* may be secured in any desired position and prevented from
moving. Tx are pinching screws passing through the sleeve L* so that the free
end of the shaft F* may be secured to the said sleeve L* when it is desired that
both sleeve and shaft shall move together. When going ahead the pinching
screws T are undone, and the pinching screws Tx are screwed home so that the
two portions of the shaft F* are rigidly united by the sleeve Zx and the apparatus
operates as herein before set forth. When it is desired to move astern the pinching
screws T are screwed home so as to render the sleeve L* and that portion of the
shaft attached to the centre piece B* (shown in Figs. 1, 2, 5, 6, 8, 9, 12 and 13)
stationary whilst the screws T* are undone so that as the crank shaft Q rotates,
the portion of the shaft F* attached to the crosshead P (see Figure 2) moves
freely to and fro in the sleeve L*, at the same time the blades C of the propeller
are opened towards the bow and closed towards the stern, by the motion of the
shafts F so as to cause the said ship or vessel to move astern.
Instead of actuating the shafts F Fx by means of a crank shaft, the said shafts
may be directly operated by means of pistons. The propeller blades may be of
cast or wrought metal.
It will be obvious that the area of the propeller blades will vary to suit
circumstances, and that the power of the motor will be determined according to
the weight to be moved and the speed to be obtained, and that the construction
of the crossheads, guides, cranks, and other parts may be varied without departing
from my invention.

page_text: Wallace
Having now particularly described and ascertained the nature of my said uve
tion, and in what manner the same is to be performed, 1 declare that what I
claim is :-
First. Expanding propellers for ships and navigable vessels constructed and
operating substantially as set forth.
Second. The combination of propeller blades C, hinged to a centre piece B
with shafts F F*, connections D and E and apparatus for giving motion to the
said shafts for the purpose set forth.
Third. The combination of expanding propellers, the sleeve L* divided shaft F*
and disengaging gear T and Tx substantially as and for the purpose set forth.
Fourth. The combination of the propeller blades C, centre piece B*, cross-
head E, links D, shafts F and FX, guides L and N frame J J* K K* and
crossheads P coupled to a motor for the purpose set forth.
March 1896.
ACE
ATTACE
WILLIAM WALL