Electric Steering Gear.
Year: 1893

page_text: Date of Application, 23rd May, 1893-Accepted, 8th July, 1893
COMPLETE SPECIFICATION.
Electric Steering Gear.
We, FRANK LEWIS DYER, and LEONARD HUNTRESS DYER, both citizens of
the United States of America, and residing at 918 F Street, Washington, in the
District of Columbia, Patent Agents, do hereby declare the nature of the invention
to be as follows:-
Our invention relates to various improvements in steering apparatus for vessels.
Steam vessels, as they are now constructed, and in many cases, sailing vessels, are
of such immense size, that it becomes not only a matter of inconvenience but
almost of impossibility, to steer such vessels by hand, for the reason that hand
steerers, if so made as to steer such vessels quickly, which is now necessary on
account-of-the-high-speeds-which-are-maintained,-will-offer-too-great-a-resistance-
and will require more men to operate than could work together entirely in
harmony, even if the question of economy were not considered, and on the other
hand, if such hand steerers were so geared, with respect to the rudder, that they
might be operated by two or three men, such vessels could not be steered with the
dispatch and accuracy which are essential.
Therefore, steam steering devices have almost entirely superseded hand steerers,
especially on large steam vessels. When a steam steerer is used, a steam engine
is placed in the bow of the vessel, usually directly under the pilot house, and is
supplied with steam from the boilers of the vessel, which are generally placed
near the stern. The said engine, in most steam steerers, operates a drum from
which chains or cables extend back to the tiller, which will be moved in one
direction or the other, according to the movements of the engine. The steersman
in the pilot house controls this steam steering engine, by so moving the valves
thereof, that the engine will partake of a certain direction of movement and a
certain extent of movement, according to the direction and extent of movement
of the steering wheel. In practice steam steering devices are found to be
objectionable in a number of respects. In the first place, they can not be supplied
with steam with any degree of economy being isolated from the source of steam
supply. In the second place, they occupy considerable space in a part of the
vessel valuable for storage. In the third place the chains or cables, which are
used are noisy, and are always liable to be obstructed or damaged. In the
fourth place, (and this is the principal objection to steam steerers) these chains
or cables are likely to be broken under sudden and unusual strains imposed
either by throwing the helm "hard over too quickly, or by heavy waves striking
the rudder. Vessels are thus thrown completely out of control, at the very times
when absolute control is necessary.
"
In order that these objections might be overcome, electrical steering gears have
been suggested, by which the endeavor has been made to control the steam steering
engine by electricity. In electrical steering gears the steam engine is placed in
the stern of the vessel, and is connected directly with the tiller, so that the
objectionable chains or cables are done away with and steam can be supplied thereto
with reasonable economy. But the objection to those electrical steering gears,
which have been heretofore suggested, has been as to the manner of controlling the
steam engine at the stern. So far as we know, all electrical steering gears
antecedent to this invention, have been provided with two or more electro-magnets
or solenoids, so mounted with respect to the slide valve of the steering engine, that
by making proper contact in the pilot house, one or the other of said electro-
magnets or solenoids could be energized, so as to move the slide valve in the
desired direction and allow the steering engine to be operated accordingly.
Therefore, when the steersman desired to steer the vessel in one direction, say to

page_text: port, he would move a controlling device, for instance a switch, in the desired
direction, completing a particular circuit, energizing one of the electro-magnets or
solenoids, moving the slide valve so as to allow the steering engine to operate,
throwing the tiller to starboard, the rudder to port, and causing the vessel to swing
to port. When the vessel had swung far enough, which could be determined only
by guess work, the steersman would return the controlling device to its original
position, demagnetizing the electro-magnet or solenoid, centering the slide valve,
and bringing the steering-engine to rest.
An electric gear of this type was experimented with on one of the monitors of
the U.S. Navy, and was found to be wholly impracticable, since it became
necessary to constantly move the rudder from one side to another to keep the
vessel on an approximate course. The objection to an electric steering gear of the
above construction is obvious, and resides in the fact that although the steersman
can control the direction of the steering engine, the extent of movement thereof is
entirely outside of his control. The extent of movement of the engine, determining
the position of the rudder, becomes entirely a matter of speculation. Experience
will not enable the steersman to determine it, because the speed of the steering
engine, and its consequent movement, depends upon the steam pressure. There-
fore, the steersman can not tell, when he moves the controlling device to port, and
holds it there until the nose of the vessel begins to swing, whether the rudder is
hard over to port or only partly over. When he tries to check the vessel the same
objection arises-he can not tell in what position to starboard the rudder may be.
It has been found, therefore, as in the instance mentioned above, that in steering a
vessel with an electrical steering gear of this type, the vessel is constantly
swerving from one side to the other, in arcs varying from twenty to forty degrees
or more.
Obviously then, the perfect electrical steering gear, is one, wherein not only the
direction of movement of the steering engine, will be entirely under the control of
the steersman, but also the extent of movement thereof, so that he may know the
exact position of the rudder at all times, and will be enabled to move the rudder in
one position or the other, slowly or rapidly, and to any extent. Such a steering
gear would combine all the advantages of a steam steering gear, with none of its
defects.
Suppose, to carry out that idea, we take an electric motor of such a construction
that the direction and extent of movement thereof can be controlled by the steers-
man, so that when the steersman operates a controlling device in the pilot house,
that electric motor will operate in a certain direction and to a desired extent of
movement. Now let us attach this electric motor to the valves of the steering engine,
so that when the electric motor moves in one direction, the steering engine will be
moved in the same direction, and when the electric motor moves to a certain extent
of movement, the steering engine will move to a certain extent of movement.
Now, let us connect this electric motor by insulated wires to a controlling device in
the pilot house, so that when the steersman desires to steer the vessel to port, he
will move this controlling device in a given direction and to a certain extent of
movement, which will control both the direction and extent of movement of the
electric motor, and that electric motor, in its turn, will control the direction and
extent of movement of the steering engine. In this way the steersman can not
only tell in what direction the rudder is moving, but also in what position it
will be in its path of movement. When he desires to swing the head of the
vessel only a trifle he can move the rudder accordingly. When he wishes to
check the vessel, he can do so as readily as with an ordinary steam steerer.
We believe therefore, that in this lies the secret of a perfect electric steering
gear, and that is, to have the direction and extent of movement of the steering
engine absolutely under the control of the steersman. We believe also that we are
the first to suggest this and, therefore, are entitled to describe and claim broadly
an electric steering apparatus, consisting of a steering engine, having its direction
and extent of movement controlled by an electric motor, in contradistinction to

page_text: being simply stopped and started by two separate movements on the part of the
steersman, wherein lies the difference between certainty and speculation, and success
and failure. We believe still further, that since this essential and necessary feature
can be successfully carried into effect by the use of many different kinds of
apparatus, and not especially with steam steering gears, but all power steering gears,
not hand steerers, that we should not be limited to any particular kind of electric
motor, or controlling device or steering engine, or to any particular manner or way
of connecting an electric motor to a steering engine.
In order that the principles of our invention may be understood, so that our
ideas may be carried out, attention is directed to the accompanying drawings, in
which:
Figure 1, is a diagrammatic view of the invention, and Figure 2, a similar view
of one form of electrical device which can be used in carrying out the principles.
of our invention.
22
A, represents the valve of the steering engine, which may either be an ordinary
steam steering engine, or a pneumatic, hydraulic, or other motor, of any type
whatsoever, for steering the vessel. We will designate the steering engine herein
by the expression "prime motor in which is included any motor for that purpose.
The valve A, may either be the slide valve or the eccentric valve, or-it-may-be-the-
equivalent of either, or both, the particular designation of the valve depending
entirely upon the construction of the prime motor which is used.
The valve A is that valve, which, in steam steering engines, is connected either
directly or indirectly to the steering wheel, or to speak with greater clearness, it is
that valve by means of which the direction and extent of movement of the prime
motor is controlled. In some steam steering engines, this valve A is the eccentric
valve, mounted independently with respect to the engine shaft, in such a way that
when the valve is moved in one direction or the other, the ports of the cylinder
will be successively opened and closed, and will cause the piston or pistons to
reciprocate, so as to actuate the rudder accordingly. In other steam steering
engine, the valve A is a slide valve adapted to be opened in one direction or the
other to start the engine accordingly, which slide valve is connected, directly or
indirectly, with the driving shaft of the steering engine by means of a floating
connection, so that the movement of the engine will oppose the force which tends
to open the valve, in such a way that the movement of the steering wheel will
tend to keep the valve open and the movement of the engine itself will tend to
close the valve.
As an example of a steam steering engine of the first type, we refer to Letters
Patent No. 2,410 A.D. 1859, and as an example of the second type, we refer to
Letters Patent No. 3,321 A.D. 1866.
A steam steering engine of either type may be used, or any other steam steering
engine or prime motor, for steering the vessel, so long as the engine or prime
motor is provided with a valve, valves or equivalent element or elements, by means
of which, not only the direction of movement, but also the extent of movement, of
the steering engine or prime motor may be governed, controlled, or determined, in
contradistinction to a valve, which is opened to start the engine or prime motor, or
closed to stop the engine or prime motor, without governing, controlling or
determining its extent or amplitude of movement. B, is an electric motor, the
armature of which is connected to the valve A, so as to actuate the valve in
precisely the same way, that the connections from the steering wheel in steam
steering engines actuate the valve. In steam steering engines of either type
mentioned above, the valve A, is given a continuous rotary movement, if a rotary
valve, in one direction or the other and the steering engine will continue to
operate in a given direction, just as long, or approximately so long, as the valve
is actuated.
In order to carry out the principles of our invention with a steam steering engine,
it is necessary therefore, to connect the armature of the electric motor B, to that
valve or other element, of the engine, which is actuated or governed by the steering

page_text: wheel or other device in the pilot house in ordinary forms of steam steering gears.
In other words, instead of controlling the steam steering engine by means of
mechanical connections from the steering wheel, we control the engine by an electric
motor, which is itself controlled by means of a controlling device in the bow of the
vessel. C, represents the controlling device, which is connected to the electric
motor B, by means of insulated wires a. This controlling device is of such a
construction, that by its means, both the direction and extent of movement of the
electric motor may be controlled. The controlling device may be either actuated
by a small crank or steering wheel, so that when it is rotated in one direction or
the other, the electric motor will revolve in the same direction and for the same
extent of movement that the controlling device was rotated; or, instead, the
controlling device may be actuated by a lever, which, when moved in a certain
direction and to a certain point in its path of movement, will cause the electric
motor to revolve accordingly and to the same extent. Having thus obtained an
electric motor, which can be controlled as to its direction and extent of movement,
in precisely or substantially the same way that the steam steering engine in steam
steering gears is controlled by the steersman, and having connected that electric
motor to the valve or controlling element of the steering engine, it will be seen that
when the controlling device is moved according to the direction desired, and to any
extent, the steering engine controlled by the electric motor will be moved accord-
ingly. We, therefore, are enabled to steer the vessel with our electric steering
gear with the same precision and delicacy of movement, characteristic of steam
steerers and at the same time have obtained the advantageous results before
pointed out.
Concerning the construction of the electric motor, B, and the controlling
device C, we do not wish to be limited or restricted to any particular construction,
since there are many forms and varieties of electric motors and controlling devices
which can be used in carrying out the principles of our invention. For the purpose
of illustration solely, we have shown in Figure 2, one form of electric motor and
controlling device which can be used for this purpose. The construction and
operation thereof will be readily understood.
Let us take an ordinary electric motor and remove its commutator therefrom,
which we will place in the pilot house under the control of the steersman, the motor
itself being in the stern and connected to the steering engine so as to control the
same as above explained. Now, let us connect the various segments of this commu-
tator to the various coils of the armature of the electric motor, in precisely the
same way that those segments and coils are connected together in an ordinary
electric motor, so that the present motor will differ from ordinary electric motors
in these respects, first, that the commutator is mounted independently of the
armature, and second, that the commutator is removed from the armature. Now,
let us introduce an electric current to this commutator by means of the well known
brushes bearing on the same, so that the armature at the stern will be charged
thereby, forming magnetic poles in that armature at those points therein corre-
sponding to the position of the brushes on the commutator, as in ordinary electric
motors. Upon revolving the commutator, or upon rotating the brushes around
the same, the magnetic poles in the armature will be shifted accordingly, and the
armature will be revolved in the same direction and for the same extent that the
commutator was turned, or the brushes rotated about the same. Referring now to
Figure 2, D represents the armature, shown as the well known drum type wound
with coils thereon, and E, indicates the commutator at the bow or elsewhere,
composed of as many segments as there are coils in the armature. We connect
these segments of the commutator with the coils of the motor by means of insulated
wires a, a, and we make use of rings b, b, and brushes c, c, at the commutator and
armature, to prevent these wires a, a, from twisting when the commutator and
armature are turned. F, F, are the field-magnets of the motor and G, G, are
brushes which bear on the commutator, being supplied with current from a battery
or dynamo H. The commutator E may be turned by means of a crank or hand

page_text: wheel, and when revolved will cause the armature D, to revolve simultaneously
with it, both as to its direction and extent of movement.
Having now described and ascertained the nature of our said invention,.
and in what manner the same is to be performed, we declare that what we'
claim is:
-First: In a steering gear, the combination with a prime motor, connected to and
operating the rudder of a vessel; of an electric motor for controlling the said prime..
motor, in contradistinction to simply starting and stopping said prime motor, by
movements independent of each other, and independent of the desired positions of
the rudder.
Second: In a steering gear, the combination with a prime motor, connected to.
and operating the rudder of a vessel, and valves, or equivalent parts for said prime
motor, by which the direction and extent of movement of said prime motor will be.
controlled or governed; of an electric motor connected with said valves, or
equivalent parts, whereby the said electric motor will govern or control said valves.
or equivalent parts.
Third: In a steering gear, the combination of a prime motor connected to and
operating the rudder of a vessel and having valves or equivalent parts, by which
the direction and extent of movement thereof will be governed or controlled-;-of-an-
electric motor controlled both as to the direction and extent of movement, connected
with the said valves or equivalent parts, whereby the said electric motor will govern.
or control said valves or equivalent parts.
Fourth In a steering gear, the combination with a prime motor connected to
and operating the rudder of a vessel, and having valves or equivalent parts by
which the direction and extent of movement thereof will be governed or controlled;
of an electric motor controlled by hand, both as to the direction and extent of
movement, connected with the said valves or equivalent parts, whereby the said
electric motor will govern or control said valves or equivalent parts.
Fifth In a steering gear, the combination with a prime motor connected to and
operating the rudder of a vessel; of an electric motor, controlled or governed both
as to the direction and extent of movement, said electric motor controlling or
governing the direction and extent of movement of said prime motor.
Sixth: In a steering gear, the combination with a prime motor, connected to and
operating the rudder of a vessel, of an electric motor, controlled or governed by
hand, both as to the direction and extent of movement; said electric motor
controlling or governing the direction and extent of movement of the prime motor.
Seventh: In a steering gear, the combination with a prime motor connected to
and operating the rudder of a vessel; of an electric motor, controlled or governed
both as to the direction and extent of movement, said electric motor controlling or
governing the direction and extent of movement of the prime motor; and a
controlling device, operated by hand, for controlling or governing both the direction
and extent of movement of the electric motor.
:
Eighth In a steering gear, the combination with a prime motor, placed near the
stern of the vessel, and connected with and operating the rudder; and valves or
equivalent parts, by which the direction and extent of movement of said prime
motor will be governed or controlled; of an electric motor placed near the stern of
the vessel, and connected with said valves or equivalent parts; a controlling device
operated by hand, placed near the bow of the vessel, for controlling or governing
both the direction and extent of movement of said electric motor, and connections.
from said controlling device to said electric motor.
:
Ninth In a steering gear, the combination with a prime motor, connected to and
operating the rudder of a vessel, and valves, or equivalent parts, for said prime
motor, by which the direction and extent of movement of said prime motor will be
controlled or governed; of an electric motor, having a rotating or revolving
element, which is connected with said valves or equivalent parts, whereby the said
electric motor will govern or control said valves or equivalent parts.

page_text: Tenth In a steering gear the combination with a prime motor, connected to and
operating the rudder of a vessel, and valves, or equivalent parts, for said prime
motor, by which the direction and extent of movement of said prime motor will be
controlled or governed; of an electric motor, having a revolving or rotating
element, which is connected with said valves, or equivalent parts, whereby the said
electric motor will govern or control said valves or equivalent parts; and a
controlling device operated by hand, placed near the bow, of the vessel, for con-
trolling or governing both the direction and extent of movement of said electric
motor, and connections from said controlling device to said electric motor.
Dated this 11th day of May A.D. 1893.
FRANK LEWIS DYER,
LEONARD HUNTRESS DYER,
By W. Fairburu-Hart,
Agent.
FRANK LEWIS DYER,
LEONARD HUNTRESS DYER,
By W. Fairburu-Hart,
Agent.