IMPROVEMENTS IN COMBINED STEAM AND HAND STEERING ENGINES, WHICH IMPROVEMENTS ARE ALSO OTHERWISE APPLICABLE WHERE MOTIVE-POWER IS REQUIRED
Year: 1881

page_text: LETTERS PATENT to George Washington Robertson; of Glasgow, in the County
of Lanark, North Britain, Engineer, and Isaac Beck, of Sheffield, in the
County of York, Engineer, for an Invention of " IMPROVEMENTS IN COMBINED
STEAM AND HAND STEERING ENGINES, WHICH IMPROVEMENTS ARE ALSO
OTHERWISE APPLICABLE WHERE MOTIVE-POWER IS REQUIRED."
PROVISIONAL SPECIFICATION left by the said George Washington
Robertson and Isaac Beck at the Office of the Commissioners of Patents on
the 5th July 1881.
GEORGE WASHINGTON ROBERTSON, of Glasgow, in the County of Lanark, North
Britain, Engineer, and ISAAC BECK, of Sheffield, in the County of York, Engineer.
"IMPROVEMENTS IN COMBINED STEAM AND HAND STEERING ENGINES, WHICH
IMPROVEMENTS ARE ALSO OTHERWISE APPLICABLE WHERE MOTIVE POWER IS
REQUIRED."
This Invention, which relates to improvements in steam engines and apparatus
applicable to be used in steering ships or vessels, consists of an engine with three
or more oscillating cylinders, the pistons of which are all connected to one crank
shaft. The cylinders are formed with trunnions mounted in bearings between two
vertical standards or frames, and one of the trunnions of each cylinder is constructed
hollow and connected to a pipe leading to a steam chest wherein a slide valve is
situated. The pipe is divided into two parts by a diaphragm or web extending
throughout its length, and its inner end is closed by a valve or face which bears
against a corresponding face in the hollow trunnion. In both of the said faces any
suitable number of ports or passages are made, six such ports being a convenient
number to employ. One half of the said ports or passages are arranged to com-
municate with the space on one side of the longitudinal diaphragm in the pipe, and
the other half with the space on the opposite side. The ports in the trunnion face
all communicate direct with a steam passage or thoroughfare leading into the
cylinder.
Through this arrangement of ports steam is alternately admitted to and

page_text: exhausted from the cylinders by the oscillation of the cylinders themselves, and by
the action of the slide valve hereinbefore referred to, the pistons in the said
cylinders being connected to the crank shaft of the engine, and the slide valve to
another shaft whereon the hand or steering wheel is fixed.
The mechanism connecting the slide valve to the hand wheel consists of a bevil
wheel placed on the steering shaft and geared with a corresponding wheel placed
upon a vertical rod or shaft, to which the said wheel is connected by a sliding or
removable key or pin, or by a clutch or the equivalent of these; and the said wheel
is supported in a bracket which is secured to one of the vertical standards or frames
of the engine.
The said vertical rod is connected at one end by a coupling piece direct to the
rod of the slide valve, and towards its other end it has a screw thread formed upon
it. On the screw thread a bevil wheel is situated, and formed or provided with a
similar screw thread in its hub or boss, thus operating as a nut, the wheel itself
revolving inside a bracket secured to one of the vertical standards or frames, and
with the said wheel another bevil wheel fixed on a sleeve surrounding the steering
shaft is geared. This sleeve is geared or connected by a clutch or friction coupling
to another sleeve upon the same shaft, and having a pinion formed on it, as
hereinafter described.
By this means when the steering shaft is operated in one direction the slide
valve is moved vertically so as to admit steam to the cylinders and start the engine,
which being effected, the valve is immediately actuated in the opposite direction,
and thus cutting off the steam stops the engine.
On the crank shaft a spur pinion is keyed and geared with a corresponding
wheel placed loosely upon the last mentioned sleeve, which sleeve also loosely
surrounds the steering shaft, and has a pinion formed upon it, as hereinbefore set
forth. The pinion gears with a wheel running loosely upon a sleeve surrounding
the crank shaft, and to the said wheel the "gipsy" or pulley for the steering chain
is secured. For steam steering the wheel is fixed to the sleeve by a sliding key
bolt fixed at one end in a slot or groove formed in the sleeve and passing through
the boss of the wheel.
To enable the apparatus to be actuated from the bridge or upper part of a vessel
as well as from the deck or wheel house, the bevil wheel upon the vertical screwed
rod and gearing with the steering shaft is disconnected from the said rod, and to
the upper part of the rod a socket shaft is then connected in any convenient
manner; the said bevil wheel being thus left loose the steering shaft and hand or
steering wheel on deck remain stationary.
To ensure that the engines shall not rotate beyond a certain number of times in
any given direction, and cause damage by continuing to work until the rudder
stops are brought into close contact, a stop valve is introduced into the steam pipe
leading to the steam chest, the said valve being operated by an automatic action as
follows: Upon the vertical screwed rod before named a worm is formed or fixed
and geared into a wheel having a determined number of teeth corresponding to the
required number of revolutions of the engine, plus allowance for space required for
a cam piece attached to one side of the wheel, and also for the vertical movement
of the rod in opening the slide valve, and by a lever or levers the cam is made to
close the steam stop valve and so effectually prevent any possibility of overwinding.
The cam is withdrawn on turning the steering wheel in the opposite direction, and
the stop valve is reopened by a spring or other equivalent means.
When it is desired to steer by hand only the bevil wheel on the screw rod or
shaft and gearing with the steering shaft is disconnected from the vertical screwed
rod or shaft, thus throwing the valve out of gear, and the clutch connecting the
two sleeves is also thrown out of gear, thus disconnecting the engine; the pinion
on the sleeve surrounding the steering shaft is then coupled to the said shaft by
means of the sliding key bolt or coupling hereinbefore described being brought
into gear with a boss fixed on the steering shaft, whereby in turning the steering
wheel the spur gearing is caused to actuate the chain pulley or "gipsy."

page_text: To shew the position of the helm an indicator is provided operated by a worm
and apparatus, as is well understood and practised in steering gears.
To enable the engine to be used for other purposes than steering ships, say for
hoisting or actuating winches or winding drums, the claw or friction clutch pro-
vided between the two sleeves, as herein before described, is operated so as to
disconnect the two sleeves, and the portion carrying the bevil wheel then remains
at rest, notwithstanding that the engine may be worked continuously in either
direction. To enable the necessary motion to be given to the vertical shaft to open
the slide valve by means of the steering wheel, the before mentioned sliding key
bolt is withdrawn altogether from the sleeve and fixed to the boss on the steering
shaft only, thus enabling the said shaft to revolve freely in either direction.
Suitable stops are provided to the vertical screwed rod or shaft to ensure that the
slide valve shall not be moved more than the requisite amount to admit steam in
either direction.
If desired that the engine may make more than the determined number of
revolutions required for steam steering, the worm wheel operating the automatic
stop is also thrown out of gear.
To the spur wheel on the steering shaft a suitable drum or apparatus to receive
the rope or chain used in hoisting or winding is attached, or the said drum or
winch may be actuated direct from the crank shaft by gearing introduced for that
purpose.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said George Washington Robertson and Isaac Beck in the Great Seal
Patent Office on the 4th January 1882.
GEORGE WASHINGTON ROBERTSON, of Glasgow, in the County of Lanark, North
Britain, Engineer, and Isaac Becк, of Sheffield, in the County of York, Engineer.
"IMPROVEMENTS IN COMBINED STEAM AND HAND STEERING ENGINES, WHICH
IMPROVEMENTS ARE ALSO OTHERWISE APPLICABLE WHERE MOTIVE POWER IS
REQUIRED."
Our said Invention, which relates to improvements in steam engines and
apparatus applicable to be used in steering ships or vessels, consists of an engine
with three or more oscillating cylinders, the pistons of which are all connected to
one crank shaft. The cylinders are formed with trunnions mounted in bearings
between two vertical standards or frames, and one of the trunnions of each cylinder
is constructed hollow and connected to a pipe leading to a steam chest wherein a
slide valve is situated. The pipe is divided into two parts by a diaphragm or web
extending throughout its length, and its inner end is closed by a valve or face
which bears against a corresponding face in the hollow trunnion. In both of the
said faces any suitable number of ports or passages are made, six such ports being
a convenient number to employ. One half of the said ports or passages are
arranged to communicate with the space on one side of the longitudinal diaphragm
in the pipe, and the other half with the space on the opposite side. The ports in
the trunnion face all communicate direct with a steain passage or thoroughfare
leading into the cylinder.
Through this arrangement of ports steam is alternately admitted to and
exhausted from the cylinders by the oscillation of the cylinders themselves and by
the action of the slide valve hereinbefore referred to, the pistons in the said
cylinders being connected to the crank shaft of the engine, and the slide valve to
another shaft whereon the hand or steering wheel is fixed.
The mechanism connecting the slide valve to the hand wheel consists of a bevil
wheel placed on the steering shaft, and geared with a corresponding wheel placed
upon a vertical rod or shaft, to which the said wheel is connected by a sliding or
removable key, or pin, or by a clutch, or the equivalent of these, and the said
wheel is supported in a bracket which is secured to one of the vertical standards
or frames of the engine.
The said vertical rod is connected at one end by a coupling piece direct to the
rod of the slide valve, and towards its other end it has a screw thread formed upon
it. On the screw thread a bevil wheel is situated, and formed or provided with a
similar screw thread in its hub or boss, thus operating as a nut, the wheel itself
revolving inside a bracket secured to one of the vertical standards or frames, and
with the said wheel another bevil wheel fixed on a sleeve surrounding the
steering shaft is geared. This sleeve is geared or connected by a clutch or friction
coupling to another sleeve upon the same shaft, and having a pinion formed on it,
as hereinafter described.
By this means, when the steering shaft is operated in one direction, the slide
valve is moved vertically, so as to admit steam to the cylinders and start the
engine, which being effected the valve is immediately actuated in the opposite
direction and thus cutting off the steam stops the engine.
On the crank shaft a spur pinion is keyed and geared with a corresponding
wheel placed loosely upon the last mentioned sleeve, which sleeve also loosely
surrounds the steering shaft and has a pinion formed upon it, as hereinbefore

page_text: set forth. The pinion gears with a wheel running loosely upon a sleeve sur-
rounding the crank shatt, and to the said wheel the " gipsy" or pulley for the
steering chain is secured. For steam steering the wheel is fixed to the sleeve by
a sliding key bolt fixed at one end in a slot or groove formed in the sleeve and
passing through the boss of the wheel.
To enable the apparatus to be actuated from the bridge or upper part of a vessel,
as well as from the deck or wheel house, the bevil wheel upon the vertical screwed
rod and gearing with the steering shaft is disconnected from the said rod, and to
the upper part of the rod a socket shaft is then connected in any convenient
manner, the said bevil wheel being thus left loose the steering shaft and hand or
steering wheel on deck remain stationary.
To ensure that the engines shall not rotate beyond a certain number of times
in any given direction; and cause damage by continuing to work until the rudder
stops are brought into close contact, a stop valve is introduced into the steam pipe
leading to the steam chest, the said valve being operated by an automatic action
as follows:-Upon the vertical screwed rod before named a worm is formed or
fixed and geared into a wheel, having a determined number of teeth corresponding
to the required number of revolutions of the engine, plus allowance for space
required for a cam piece attached to one side of the wheel, and also for the vertical
movement of the rod in opening the slide valve, and by a lever or levers the cam
is made to close the steam stop valve, and so effectually prevent any possibility of
overwinding. The cam is withdrawn on turning the steering wheel in the
opposite direction, and the stop valve is reopened by a spring or other equivalent
means.
When it is desired to steer by hand only, the bevil wheel on the screw rod or
shaft, and gearing with the steering shaft, is disconnected from the vertical screwed
rod or shaft, thus throwing the valve out of gear, and the clutch connecting the
two sleeves is also thrown out of gear, thus disconnecting the engine. The pinion
on the sleeve surrounding the steering shaft is then coupled to the said shaft by
means of the sliding key bolt or coupling, herein before described, being brought
into gear with a boss fixed on the steering shaft, whereby in turning the steering
wheel the spur gearing is caused to actuate the chain pulley or "gipsy."
To show the position of the helm an indicator is provided operated by a worm
and apparatus, as is well understood and practised in steering gears.
To enable the engine to be used for other purposes than steering ships, say, for
hoisting or actuating winches or winding drums, the claw or friction clutch pro-
vided between the two sleeves, as hereinbefore described, is operated, so as to
disconnect the two sleeves, and the portion carrying the bevil wheel then remains
at rest, notwithstanding that the engine may be worked continuously in either
direction. To enable the necessary motion to be given to the vertical shaft to
open the slide valve by means of the steering wheel, the before mentioned sliding
key bolt is withdrawn altogether from the sleeve and fixed to the boss on the
steering shaft only, thus enabling the said shaft to revolve freely in either
direction. Suitable stops are provided to the vertical screwed rod or shaft to
ensure that the slide valve shall not be moved more than the requisite amount to
admit steam in either direction.
.
If desired that the engine may make more than the determined number of
revolutions required for steam steering the worm wheel operating the automatic
stop is also thrown out of gear.
To the spur wheel on the steering shaft a suitable drum or apparatus to receive
the rope or chain used in hoisting or winding is attached, or the said drum or
winch may be actuated direct from the crank shaft by gearing introduced for that
purpose.
And in order that our said Invention may be properly understood we now
proceed more particularly to set forth the system, mode, or manner in or under
which the same is or may be used or practically carried into effect, reference being

page_text: had to the accompanying Sheet of Drawings, and to the letters and figures marked.
thereon, that is to say :-
On the appended Drawings Figure 1 is a vertical section and Figure 2 an end
elevation partly in section of the combined steam and hand steering engine con-
structed in accordance with our said Invention, and which consists, as shown by
the said Figures, of a bed or sole plate A, on which three vertical frames or
standards B, C, D, are bolted, the said frames being also secured or tied together
at their upper ends by stays E, Figure 2. In these frames a crank shaft F is
carried, and to the crank formed thereon the pistons of three steam cylinders G
are connected. The cylinders G are formed with trunnions at their centres, which
are supported in bearings H, so as to oscillate between the frames B, C, and one of
the trunnions of each cylinder is constructed hollow, as seen at H', Figure 1, to
receive a pipe J communicating between the cylinder and a valve chest or box K
bolted to the standard B, the pipe J being packed steam tight in the trunnion by
the stuffing gland L.
As shown by the dotted lines on Figure 2, each pipe J is divided into two
portions by a diaphragm or web a extending throughout its entire length, and the
inner end of each pipe is closed and bears against a valve face b formed or fixed in.
the hollow trunnion.
Figure 3 is an elevation of one cylinder, showing the hollow trunnion H' and
valve face b, which latter is formed with a number of ports or passages through it.
(preferably six) communicating with a steam thoroughfare c leading into one end
of the cylinder.
Figure 4 is a view of the inner closed end of one pipe J, which is formed with a
corresponding number of ports or passages through it, these being divided into two
sets of three by the web a extending across the pipe.
The channels in the pipes are connected to the ports in the valve chest K as
follows: For the upper cylinder G one channel in the pipe J communicates with
the port e, and the other channel with the port f. For the lower left hand
cylinder G¹ the channels in its pipe J communicate with the same two ports, and
for the lower right hand cylinder G2 one channel of its pipe J communicates with
the port h and the other with the port i. One exhaust port j is provided, and is
common to all the ports e, f, h, i, and communicates with an exhaust passage g, to
the lower end of which a pipe is connected to conduct the exhaust steam away from
the apparatus.
The
Steam is distributed to and exhausted from the three cylinders by a slide
valve M connected to a shaft N, whereon the steering wheel (not shown on the
Drawings) is firmly secured, and the mechanism connecting the valve to the said
shaft consists of a bevil wheel O keyed on the shaft N, and geared with a corre-
sponding wheel P placed loosely on a vertical spindle Q, and connected thereto
when desired by a sliding or removable pin or key or equivalent means.
wheel P is supported on a bracket R secured to the standard B, and the vertical
spindle Q is connected at its lower end by a coupling piece m direct to the rod M'
of the slide valve M, the coupling piece being so arranged that whilst it com-
municates vertical motion to the rod M², it is at the same time capable of rotating
around the said rod when the spindle Q is rotated.
Towards its upper end the spindle Q has a screw thread Q¹ formed on it, and on
the said thread a bevil wheel S is situated and formed or provided with a similar
screw thread in its hub or boss, thus operating as a nut, the wheel itself revolving
inside a bracket S¹ secured to the vertical standard B. With the wheel S another
bevil wheel T secured on one end of a sleeve T¹ loosely surrounding the steering
shaft N is geared, the said, sleeve having at its other end a pinion V formed or
fixed on it. The pinion gears with a wheel V₁ carried loosely on a sleeve V2
loosely surrounding the crank shaft F, and supported and held stationary between
the vertical standards C, D. On the said wheel the pulley or "gipsy "X for the
steering chain is secured.

page_text: On a continuation of the sleeve T¹ a spur wheel W is carried loosely, and geared
with a corresponding pinion W¹ keyed on the end of the crank shaft F.
Under a modification of the slide valve actuating apparatus, illustrated in
vertical section at Figure 9 of the Drawings, the sleeve surrounding the steering
shaft N is formed in two parts, one part T having the bevil wheel T fixed on it,
as herein before described, and the other part U having the spur pinion V formed
or fixed on it, the wheel W being also carried loosely on a continuation of the
part U. The part T' is formed with a clutch box, by means of which, and by the
clutch n and feather n¹, it is, when the apparatus is used for steam steering, geared
with the part U, the feather being fixed in the latter part.
The operation of the apparatus is as follows:-
In steering by steam from the deck or wheel house with either of the valve
actuating arrangements herein before described, the bevil wheel P is fastened to the
spindle Q, and when the valve actuating arrangement, in part shown at Figure 9,
is employed the two sleeves T¹ and U are connected together by the clutch n and
feather n. The shaft N is then rotated by the steering wheel, secured upon it
either to port or starboard, thereby rotating the bevil gearing O, P, and spindle Q,
which latter by reason of the screw thread Q₁ formed upon it is at the same time
caused to move vertically and operate the slide valve M so as alternately to admit
steam through either the upper or lower ports of the valve face to one of the
channels in each pipe J leading to the oscillating cylinders G, the exhaust steam
from the previous stroke of the pistons passing out through the other channels in
the pipes to the common exhaust port j.
By so admitting and exhausting steam to and from the cylinders G the crank
shaft F is rotated, and with it the pinion W', which gearing with the wheel W
also rotates it. The said wheel is for the time being fastened by means of a key
bolt (hereinafter more particularly described) to the sleeve surrounding the shaft N,
whereby the said sleeve and the pinion V upon it are also rotated, and through
them the spur wheel V₁ carrying the "gipsy" or pulley X for the steering chain.
By the tation of the sleeve the bevil gearing S, T, is also rotated, which has
the effect of causing the screwed spindle to move vertically in the opposite
direction to that hereinbefore referred to, and thereby cut off steam from the
cylinders, so that in order to maintain the engine in motion in any direction it is
necessary to keep rotating the steering shaft N.
To ensure that the engine shall not rotate beyond a certain number of times in
any given direction, and cause damage by continuing to wind or work until the
rudder stops are brought into close contact, a stop valve is introduced into the
steam pipe leading to the steam chest K, as shown at Y, Figures 2 and 5, the latter
Figure being a plan of the steam chest. The valve Y is operated by an automatic
action consisting of a worn or cylindrical rack p formed or fixed on the coupling m,
and geared with a wheel r hung in a bracket t, and on which it acts when the
spindle moves rectilinearly. The wheel has a determined number of teeth
corresponding to the required number of revolutions of the engine, plus allowance
for space required for a cam piece s attached to or formed on one side of the
wheel, and also for the vertical movement of the rod Q in operating the slide
valve M. A bell crank lever U₁ is supported in a bracket formed on or attached
to the connecting flanch of one pipe J, the said lever being at one end connected to
the spindle of the stop valve Y, and at its other end acted upon by the cam 8,
which on the wheel rotating throws the said end of the lever outwards, and so
closes the valve Y, thereby cutting off steam from the chest K, and so effectually
preventing any possibility of overwinding.
The cam s is withdrawn from contact with the lever U on turning the steering
wheel in the opposite direction, and the stop valve Y is brought back into position
for admitting steam to the chest K by a spring 5 or equivalent means.
When steering by steam from the bridge instead of from the deck or wheel
house, the removable pin is withdrawn from the wheel P, thereby rendering the

page_text: said wheel loose on the screwed spindle Q, and the said spindle is then turned so
as to admit steam through the slide valve M, by connecting its upper end by the
same or a similar removable pin to the lower end of the spindle Z which communi-
cates with the bridge steering gear.
When it is desired to steer the ship or vessel by hand, the engine will remain
stationary, the sleeve being geared with the shaft N by means of the sliding key
bolt, illustrated by the vertical section, Figure 6, and by the end elevation,
Figure 7 of the Drawings, which bolt is also employed to connect the sleeve and
the spur wheel W when steering by steam.
The arrangement of the bolt consists of a hub or boss w keyed on the steering
shaft N, which boss has a conical or 1 headed slot formed in it to receive the
bolt x, and a similar slot is also made in the sleeve and in the boss of the wheel W.
Thus by sliding the bolt into the position marked 1, Figure 6, the wheel W and
the sleeve are connected for steam steering, the sleeve being loose on the shaft.
When the bolt is in the position marked 2, the wheel W is loose on the sleeve, and
the sleeve is connected to the shaft for hand steering; and when the bolt is in the
position marked 3, both the sleeve and the wheel We are loose, and the engine is
then available for other than steering purposes.
In steering either by hand or steam in order to show the position of the helm
an indicating apparatus 4 is provided in conjunction with the sleeve, as shown at
Figures 1 and 8, and as is well understood and practised in steam steering gears.
Suitable stops, not shown on the Drawings, are or may be provided to ensure
that the screwed spindle Q shall not move the slide valve M more than the requisite
amount to admit steam in either direction.
To enable the engine to be used for other purposes than steering ships, say, for
hoisting or for actuating winches or winding drums, when the bolt x is in the
position marked 3 the engine may be worked continuously in either direction,
provided the worm wheel r is first thrown out of gear with the worm p, and a
winding drum is or may be secured on the wheel W, as shown in dotted lines at
Figure 1. When used for such purposes the wheels V, V', and "gipsy " X may be
dispensed with.
.
Having now described and particularly ascertained the nature of our said
Invention, and the system, inode, or manner in or under which the same is or may
be used or carried out in practice, we would observe in conclusion that we are
aware that steam steering engines have beretofore been constructed with three
oscillating cylinders, and with an arrangement of spur gearing similar to that
shown at V, V, and W, W', on the appended Sheet of Drawings, and it is therefore
to be distinctly understood that the employment of three oscillating cylinders and
of the said arrangement of gearing V, V₁, W, W₁, constitutes no part of our said
Invention, but what we do consider to be novel and original, and therefore claim
as the Invention secured to us by the hereinbefore in part recited Letters
Patent is,―
First. In a three cylinder oscillating steam engine, the arrangement and com-
bination of parts whereby steam is admitted to and exhausted from the cylinder,
substantially as and for the purposes herein before described with reference to the
appended Drawings.
Second. In a steam steering, boisting, or winding engine, the arrangement and
combination of parts constituting the connection between the slide valve M. and
the steering shaft N, and consisting of the screwed spindle Q, rack p, and wheel r,
bevil gearing O, P, and S, T, sleeve T¹, or sleeves T₁ and U, substantially as
herein before, described and shown under two modifications on the appended
Drawings.
Third. The construction and arrangement of the valve chest K with four steam
ports e, f, h, and i, and one exhaust port j, as and for the purposes hereinbefore set
South

page_text: Fourth. The combination of the sliding key bolt x with the slotted boss w,
slotted sleeve and slotted spur wheel W, and the employment of the same, as and
for the purposes hereinbefore described.
In witness whereof, 'I, the said George Washington Robertson, on behalf of
the said Isaac Beck and myself, have hereunto set my hand and seal, this
Seventh day of November, in the year of our Lord One thousand eight
hundred and eighty one.
GEORGE M. CRUIKSHANK,
Patent Agent,
135, Buchanan St.,
Glasgow,
Witness.
GEORGE WASHINGTON ROBERTSON. (L.S.)