Improvements in the Electrical Propulsion of Boats and Vessels.
Year: 1894

page_text: PROVISIONAL SPECIFICATION.
Improvements in the Electrical Propulsion of Boats and Vessels.
We ANTHONY GEORGE NEW and ARTHUR JAMES MAYNE, Electrical
Engineers of Palace Chambers in the City of Westminster do hereby declare
the nature of this invention to be as follows:-
In Specification to Letters Patent No. 8316 of 1893 are described certain
improvements in the electrical propulsion of boats and vessels which it is the object
of the present invention to still further improve.
In the construction described in the Specification above referred to, it has
been found that the one propeller somewhat dashes the water against the maximum
cross section of rudder which means a loss of power. The arrangement also allows
some electrical inefficiency owing to the core of the lower pole (magnet) being
shorter than the upper one and the magnetic circuit from core to core (the yoke)
not being good.
The propeller also possessed in practice a very high speed, but in certain cases a
lower speed propeller would be advantageous.
According to our present invention the cores or magnets are formed of or
arranged in a V shape, one being inverted and the two being united at their widest
points by the poles in which the armature runs, which armature is fully enclosed.
The shaft of the latter carries gear-wheels, and if necessary sprocket, or gear-wheels,
which are connected by chains, worm-wheel gearing, or other suitable means with
twin propellers which are arranged on opposite sides of the cores, the latter being
cased in to form the rudder proper. These chains or other connecting gear pass
from the water-tight casing of the motor to chain wheel, worm-wheel or gear cases
(which may be fitted with stuffing-boxes) and in them to chain-wheels or other gear
on the propeller shafts. These shafts are carried by suitable bearing brackets
and the chains or other connecting gear may run in these if made hollow, and in oil
if desirable.
The propeller shafts are provided with a feather key from the bearings at one
end to the bearings at the other, and the propeller bosses have loose fitting key
ways cut in them so that they can ride longitudinally along their shafts.
The object of the sliding of the propellers is that in whichever direction they
tend to move the boat they will press against the bearing in that direction and
as the casing forming the rudder is pivoted on a line about midway of the
propeller shafts the propellers will tend to keep the rudder straight. Means
are provided for adjusting the motor to the angle presented by the stern of the
vessel and also for adjusting it as regards vertical position relatively to the
vessel.
Dated the 15th day of November 1894.
PHILIP M. JUSTICE,
Chartered Patent Agent, 55 & 56 Chancery Lane, London,
For the Applicants.

page_text: We, ANTHONY GEORGE NEW, and ARTHUR JAMES MAYNE, Electrical
Engineers, of Palace Chambers, in the City of Westminster, 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:-
In Specification to Letters Patent No. 8316 of 1893 are described certain
improvements in the electrical propulsion of boats and vessels which it is the object
of the present invention to still further improve.
In the construction described in the Specification above referred to, it has been
found that the one propeller somewhat dashes the water against the maximum
cross section of rudder which means a loss of power. The arrangement also
allows some electrical inefficiency owing to the core of the lower pole (magnet)
being shorter than the upper one and the magnetic circuit from core to core (the yoke)
not being good.
The propeller also possessed in practice a very high speed, but in certain cases
a lower speed propeller would be advantageous.
According to our present invention the cores or magnets are formed of or
arranged in a V shape, one being inverted and the two being united at their widest
points by the poles in which the armature runs, which armature is fully enclosed.
The shaft of the latter carries gear-wheels, and if necessary sprocket or gear-
wheels, which are connected by chains, worm wheel gearing, or other suitable
means with twin propellers which are arranged on opposite sides of the cores,
the latter being cased in to form the rudder proper. These chains or other
connecting gear pass from the water-tight casing of the motor to chain wheel,
worm-wheel or gear cases (which may be fitted with stuffing-boxes) and in them to
chain-wheels or other gear on the propeller shafts. These shafts are carried by
suitable bearing brackets and the chains or other connecting gear may run in
these if made hollow, and in oil if desirable.
The propeller shafts are provided with a feather key from the bearings at one
end to the bearings at the other, and the propeller bosses have loose fitting key ways
cut in them so that they can ride longitudinally along their shafts, or other means
are employed to effect the same purpose.
The object of the sliding of the propellers is that in whichever direction they
tend to move the boat they will press against the bearing in that direction and
as the casing forming the rudder is pivoted on a line about midway of the
propeller shafts the propellers will tend to keep the rudder straight. Means
are provided for adjusting the motor to the angle presented by the steru of
the vessel and also for adjusting it as regards vertical position relatively to the
vessel.
Our invention is illustrated in the accompanying drawings in which :-
Fig. 1 is an elevation partly in section of our improved arrangement.
Fig. 2 is a cross section of same partly in elevation on line Z-Z Fig. 1.
Fig. 3 is a plan, partly in section, and
Fig. 4 is a detail of a part of the steadying device.
Fig. 5 is an elevation of part of a rudder showing a modification of the
arrangement.
It will be seen that the cores a a of the motor are arranged in a √ form there
being a pair above the armature shaft b and a pair below same (which are not
shown in the drawing) one being inverted and the two being united at their widest
points by the poles in which the armature runs, which armature is thus fully
enclosed. The shaft carries a bevel wheel c which in turn drives a corresponding

page_text: wheel & the shaft of which is supported in a suitable bracket c¹ and bearings c³
and carries a further bevel wheel c² which in turn drives a bevel wheel e on
a shaft e¹ running in suitable casings said shaft driving by means of further bevel
wheels ff shafts g g made hexagonal or angular at gå g¹.
The shafts g are outside of the sheet metal casing A enclosing the motor and are
carried by brackets and by a tubular casing h¹ the latter carrying boxes h² which
enclose the bevel gears ff and support the ends of the shafts.
On the portions g¹ of the shaft g are mounted propellers B by which means the
rotation of the shafts is communicated to the propellers while yet enabling the
propellers to slide longitudinally on the shafts.
The object of this sliding of the propellers is that in whichever direction
they tend to move the boat they will press against the bearing in that direction
and as the casing forming the rudder is pivoted on the line X midway of the
length of the propeller shafts the propellers will tend to keep the rudder
straight.
As a packing for the shafts where they pass into the boxes h' a gland is formed
of an annular cupped leather ring t which is compressed between grooves formed for
its reception in the box h' and a washer t¹ respectively said washer being forced
against the ring by a nut on a screwed portion of the shaft g, a loose washer v¹
being interposed between the two.
The rudder proper consisting of the parts above described is pivoted in a frame
consisting of the bars the rudder head consisting of a rod i to which suitable
devices may be attached for turning the rudder such as the yoke j¹. Between the
bars is pivoted on the bolt a square rod k carrying the pintles which are
adjustable vertically ou the rod as shown, the pintles having nuts 2 by which they
may be secured in the rings of the rudder post as the rudder is not required to
pivot on them as usual. The rod k also carries a cross bar m Fig. 3 (which is also
shown in Fig. 4). This cross bar m is adjustable on the rod k by means of a set
screw and carries a pair of slotted bars n pivoted on the end of same through the
slots in the other ends of which passes a bolt n' held between the barsi i the bars un
being held in the position desired by means of a nut n².
The cross bar m also carries hooked rods o adjustable vertically, and suitable
cushions, pads or plates p adjustable horizontally the hooks passing over the stern
of the boat or vessel and forming an additional support for the weight of the rudder
and the cross bar and pads serving to steady and prevent the framework in which
the rudder is hung from moving.
By loosening the nut n² the slotted bars n can be moved to and fro so that
the bar k carrying the pinties can be adjusted to the angle presented by the stern
of the vessel.
The wires from the source of electric supply carried by the vessel are led into the
motor through a tube A¹and pass from thence as shown to the commutator brushes
and to the field magnets. The brushes may be of any desired form, as shown, they
consist of a carbon rod or bar q held in tubes and pressed against the commutator r
by means of a spring s.
The carbon rod 9 and spring s is enclosed in a casing s¹ which is hinged at s² the
lower plate of the hinge being simply pivoted on a stud s³. In this way the casing
can be swung forward as shewn in dotted lines and then rocked to one side so that
the carbon may be readily removed for renewal. To withdraw the armature for
repairs or the like a door or cover A2 is employed. This is secured to the frame-
work of the casing by screws w which are reached by removing a portion of the sheet
metal casing near same. This door also forms a support for the end of the armature
shaft band when it is removed the armature can be withdrawn it being constructed
at the other end to fit into a socket e so that the bevel wheel c which it drives will
not be disturbed.
In Fig. 5 is illustrated a modification of our invention in which it will be seen that
while employing the rest of the arrangement previously described, only one propeller
is used the armature shaft driving through a train of gears 6' the propeller shaft g²

page_text: which passes through the back of the casing a suitable stuffing box being provided
to keep out the water.
Having now particularly described and ascertained the nature of our said inven❤
tion and in what manner the same is to be performed, we declare that what we
claim is
1. In a rudder motor for the propulsion of vessels the arrangement and construction
of the electric motor for same substantially as described.
2. In a rudder motor a casing pivotally hung in a frame and containing an
electric motor and means for adjustably supporting the frame substantially as
described.
3. In a rudder motor a casing containing the motor forming the rudder proper
pivotally hung in a frame and provided on either side with propellers, suitably
supported and driven by gearing or the like substantially as described.
4. In a rudder motor a casing containing the motor forming the rudder proper
pivotally hung in a frame and provided on either side with propellers carried by
suitable shafts a bracket and casings for supporting said shafts means for permitting
the propellers to move along said shafts and gearing or the like for driving the
propellers substantially as described.
5. In a rudder motor a casing forming the rudder proper containing an electric
motor pivotally hung in a frame and provided with propelling means driven by
suitable gearing all substantially as described.
6. The construction and arrangement of rudder motor substantially as described
and illustrated in the drawings.
Dated this 14th day of September 1895.
PHILIP M. JUSTICE,
Chartered Patent Agent, 55 Chancery Lane,
For Applicants.