IMPROVE- MENTS IN STEAM STEERING GEAR, PARTS OF WHICH IMPROVEMENTS ARE 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, for an Invention of "IMPROVE-
MENTS IN STEAM STEERING GEAR, PARTS OF WHICH IMPROVEMENTS ARE
OTHERWISE APPLICABLE WHERE MOTIVE POWER IS REQUIRED."
PROVISIONAL SPECIFICATION left by the said George Washington
Robertson at the Office of the Commissioners of Patents on the 5th April
1881.
GEORGE WASHINGTON ROBERTSON, of Glasgow, in the County of Lanark, North
Britain, Engineer. " IMPROVEMENTS IN STEAM STEERING GEAR, PARTS of
WHICH IMPROVEMENTS ARE OTHERWISE APPLICABLE WHERE MOTIVE POWER IS
REQUIRED."
This Invention which relates to improvements in steam engines and gearing
applicable to be used in steering ships or vessels consists of an engine with three
oscillating cylinders, the pistons of which are all connected to one crank. 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 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, which is closed, bears against a valve face in the hollow
trunnion. In the said face and in the end of the pipe six ports or passages are
made, three of the said ports or passages in the pipe communicating with the space
on one side of the longitudinal diaphragm, and three with the space on the opposite
side. In the hollow trunnion the ports in like manner communicate with two
other ports leading into one end of the cylinder, and separated from each other by
a diaphragm or web.
Through this arrangement of ports steam is alternately admitted to and
exhausted from the oscillating cylinders by the slide valve herein-before referred
to, and which is both connected to the crank shaft and to another shaft whereon
Price Gd1

page_text: the steering wheel is fixed. The mechanism connecting the slide valve to the
steering wheel consists of a bevil wheel placed on the steering shaft and geared to
a corresponding wheel placed loosely on a vertical shaft, which is supported in a
footstep bracket secured to one of the vertical standards or frames. The vertical
shaft is formed with a screw thread upon it, and on the wheel last referred to one
half of a clutch is cast and geared with a lower half, which is loose and capable of
rotatory and vertical motion on the screw. To the lower half of the clutch two
vertical links are attached, the said links being also secured to a crosshead on the
spindle of the slide valve.
The mechanism connecting the slide valve to the crank shaft consists of a bevil
wheel secured on the vertical screw spindle, and geared with a corresponding wheel
centred on a stud cast on or fixed in the footstep bracket herein before referred to,
and to a pin or stud on the last mentioned wheel a link is connected, the said link
being also connected to a disc on the end of the crank shaft, or a series of toothed
or friction wheels may be substituted for this apparatus.
By this means when the steering shaft is operated in one direction the slide is
actuated so as to admit steam to the cylinders and start the engine, which being
effected, the crank shaft in rotating immediately actuates the valve in the opposite
direction, and cutting off the steam stops the engine.
The engine is caused to steer the ship by keying on the crank shaft a spur
pinion, which is geared with a corresponding wheel placed loosely upon a sleeve,
also loosely surrounding the steering shaft, and having a pinion formed on one
end of it which gears with a wheel running lossely on a sleeve surrounding the
crank shaft. To the said wheel the "gipsy" or actuating pulley for the steering
chain is secured.
To enable the apparatus to be actuated from the bridge as well as from the deck
or wheel house, the bevil wheel, having one half of the slide valve actuating clutch
formed on it, is constructed with a vertical neck, in the upper end of which a
spindle leading to the bridge is supported, and the said neck and spindle are geared
together when desired by a sliding collar having a feather fixed in it which enters
a corresponding groove in the neck and spindle.
When so geared the bevil wheel on the steering shaft is thrown loose by sliding
back a clutch with which it is geared to the said shaft, and the steering wheel in
the wheel house or on deck is thereby rendered stationary.
When it is desired to steer by hand the said bevil wheel is in like manner dis-
connected with the steering shaft whereby the engine is thrown out of gear, and
the spur wheel and pinion on the sleeve surrounding the steering shaft are geared
with the said shaft by means of a clutch, whereby in turning the steering wheel
they are caused to actuate the chain operating "gipsy" or pulley.
An indicator to shew the position of the helm may be provided in conjunction
with the apparatus.
Besides being employed in steering ships, as hereinbefore described, the
improved three cylinder oscillating engine is also applicable for and may be
employed in turning winches, actuating winding drums, and generally where a
motion is required thoroughly under control both as regards starting, stopping,
and reversing.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent and of
an Order of the Lord Chancellor filed by the said George Washington
Robertson in the Great Seal Patent Office on the 3rd January 1882.
GEORGE WASHINGTON ROBERTSON, of Glasgow, in the County of Lanark, North
Britain, Engineer. "IMPROVEMENTS IN STEAM STEERING GEAR, PARTS OF THE
SAID IMPROVEMENTS BEING ALSO OTHERWISE APPLICABLE WHERE MOTIVE POWER
IS REQUIRED."
This Invention which relates to improvements in steam engines and gearing
applicable to be used in steering ships or vessels consists of an engine with three
oscillating cylinders, the pistons of which are all connected to one crank. 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 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, which is closed, bears against a valve face in the hollow
trunnion. In the said face and in the end of the pipe six ports or passages are
preferably made, three of the said ports or passages in the pipe communicating
with the space on one side of the longitudinal diaphragm and three with the space
on the opposite side. In the hollow trunnion the ports in like manner communicate
with two other ports leading into one end of the cylinder and separated from each
other by a diaphragm or web.
Through this arrangement of ports steam is alternately admitted to and
exhausted from the oscillating cylinders by the slide valve hereinbefore referred
to, and which is both connected to the crank shaft and to another shaft whereon
the steering wheel is fixed.
The mechanism connecting the slide valve to the steering wheel consists of a
bevil wheel placed on the steering shaft, and geared to a corresponding wheel
placed loosely on a vertical shaft, which is supported in a footstep bracket secured
to one of the vertical standards or frames. The vertical shaft is formed with a
screw thread upon it, and on the wheel last referred to one half of a clutch is cast
and geared with a lower half, which is loose and capable of rotatory and vertical
motion on the screw. To the lower half of the clutch two vertical links are
attached, the said links being also secured to a cross head on the spindle of the slide
valve.
The mechanism connecting the slide valve to the crank shaft consists of a bevil
wheel secured on the vertical screw spindle, and geared with a corresponding wheel
centred on a stud cast on or fixed in the footstep bracket hereinbefore referred to.
On the back of the last mentioned bevil wheel a spur wheel is formed or fixed, and
geared with a corresponding spur pinion carried loosely on a stud fixed in or
formed on the valve chest cover. The spur pinion is formed in one piece with or
secured to another spur wheel, which gears with a spur pinion keyed on one end of
the crank shaft.
By this means when the steering shaft is operated in either direction the slide
valve is actuated so as to admit steam.to the cylinders and start the engine, which
being effected the crank shaft in rotating immediately actuates the valve in the
opposite direction, and cutting off the steam stops the engine.
The engine is caused to steer the ship by keying on the crank shaft a spur
pinion, which is geared with a corresponding wheel placed loosely upon a sleeve,
also loosely surrounding the steering shaft, and having a pinion formed on one end
of it which gears with a wheel running loosely on a sleeve surrounding the crank
shaft. To the said wheel the "gipsy" or actuating pulley for the steering chain is
secured

page_text: To enable the apparatus to be actuated from the bridge as well as from the
deck or wheel house, the bevil wheel having one half of the slide valve actuating
clutch formed on it, is constructed with a vertical neck, in the upper end of which
a spindle leading to the bridge is supported, and the said neck and spindle are
geared together when desired by a sliding collar having a feather fixed in it
which enters a corresponding groove in the neck and spindle.
When so geared the bevil wheel on the steering shaft is thrown loose by sliding
back a clutch with which it is geared to the said shaft, and the steering wheel in
the wheel house or on deck is thereby rendered stationary.
In steering by steam, whether from the bridge or from the deck or wheel house,
the spur wheel and pinion on the sleeve surrounding the steering shaft are
connected together by a clutch.
When it is desired to steer by hand the said bevil wheel is in like manner
disconnected with the steering shaft, thereby throwing the slide valve actuating
apparatus out of gear, and the spur wheel and pinion on the sleeve surrounding
the steering shaft are then geared with the said shaft by their clutch, whereby in
turning the steering wheel the said spur gearing is caused to actuate the chain
operating "gipsy" or pulley.
An indicator to show the position of the helm may be provided in conjunction
with the apparatus.
And in order that my said Invention may be properly understood I now proceed
more particularly to set forth the system, mode, or manner in or under which
the same is or may be used or carried out in practice, reference being had to
the accompanying Sheet of Drawings, and to the letters and figures marked thereon,
that is to say:-
On the Sheet of Drawings hereunto appended, Figure 1 is a vertical section of
the improved steam steering gear constructed in accordance with my said
Invention; Figure 2 is an elevation of the end marked X, Figure 1; and Figures 3,
4, 5, 6, 7, 8, 9, and 10 are respectively detailed views hereinafter more particularly
referred to.
As shown by Figures 1 and 2 the mechanism consists of a sole or bed plate A,
on which three vertical frames or standards B, C, D, are bolted, the said frames
being tied together at their upper parts by stays E. In these frames and in a
bracket F bolted to the frame B, a crank shaft G is carried, and to the crank
formed thereon the pistons of three steam cylinders E are connected.
The cylinders H are formed with trunnions at their centres which are supported
in bearings so as to oscillate between the frames B, C, and one of the trunnions
of each cylinder is constructed hollow to receive a pipe J, communicating between
the cylinder and a valve chest or box K which is bolted to the end standard or
frame B. Figure 3 is a detailed elevation at right angles to Figure 1 of one of
the oscillating steam cylinders H; and Figures 4 and 5 are respectively an
elevation of the inner end of the pipe J, and a transverse section of the same
on the line a, b, Figure 1, all of these detailed views being drawn to an enlarged
scale.
As shown more particularly at Figure 5, the pipe J (which is preferably
made of brass or gun metal, is divided into two parts by a diaphragm or web c
extending throughout its entire length, and its inner closed end, which bears
against a valve face d (Figures 1 and 3), in the hollow trunnion I is formed
with six ports or steam passages, three of these being on each side of the
diaphragm.
The valve face d (which may either be formed in one piece with the cylinder, or
made separately of brass, steel, gun metal, phosphor bronze, or the equivalent of
these, and inserted and fixed in the trunnion I), is likewise made with six ports or
passages through it. These ports are divided into two sets of three, communicating
with two passages separated by a dividing rib or diaphragm f, and both leading
into the same end of the cylinder. The pipe J is packed steam tight in the
trunnion I by the stuffing gland L, and it is or may be prevented from oscillating

page_text: with the cylinder by the web M, Figure 1, formed on the bracket N and
surrounding or partially surrounding the pipe. In each pipe J the channel on one
side of the diaphragm c communicates with the port g in the valve chest K, and
the channel on the other side of the diaphragm with the port h. Figure 6 shows
a view of the valve face in the chest K, through which steam is admitted to and
exhausted from the cylinders by the slide valve O, which, valve is connected
both to the crank shaft G and to another, shaft P whereon the steering wheel is
firmly secured.
The mechanism connecting the valve O to the steering shaft consists of a bevil
wheel Qsituated on the shaft P, and geared with a corresponding wheel R placed
loosely on the vertical spindle S, which spindle is supported at its lower end in the
footstep bracket N secured to the vertical frame B, and at its upper end by a
bracket N', constituting a continuation of the bearing at the upper end of the
frame B. The spindle S is formed with a screw thread on it, as shown at
Figure 1, and on the wheel R, one half of a clutch i is cast and geared with a
lower half j on the spindle and either correspondingly screwed or, which is
preferred, formed with a filling of white metal run into it in order to gear it with
the screw. The part of the clutch is capable of both rotatory and of vertical
motions, and to a strap or ring k placed around it two links T are connected, the
said links being also attached to a crosshead U secured on the upper end of the
slide valve spindle. The arrangement is seen in dotted lines, at Figure 2, and
more particularly by the detailed view, Figure 7.
The mechanism connecting the slide valve O to the crank shaft G consists of a
bevil wheel V keyed on the vertical screw spindle S, and geared with a corre-
sponding wheel W centred loosely on a pin or stud cast on or fixed in the footstep
bracket N. On the back of the wheel W a spur wheel is formed or fixed, and
geared with a spur pinion m carried loosely on a stud m¹ fixed in or formed on the
cover of the valve chest K. The spur pinion m is formed in one piece with or
secured to another spur wheel m³ which gears with a spur pinion n keyed on
one end of the crank shaft G. The proportions of this gearing are preferably
such as to cause the screwed spindle S to rotate at the same speed as the steering
shaft.
The engine is caused to steer the ship by keying on the opposite end of the crank
shaft G a spur pinion X which is geared with a wheel Y for the time being,
fastened as hereinafter explained to a sleeve Z which loosely surrounds the steering
shaft P, and has a pinion Z¹ formed on one end of it. The pinion gears with the
wheel Z running loosely on a sleeve Z³ which is carried stationary in bearings in
the frames C, D, and to the said wheel Z³ the "gipsy" or actuating pulley p for
the steering chain is secured. The proportions of the wheels Y, Z, relatively with
the pinions X, Z', are preferably from six to seven to one.
The operation of the apparatus herein before described is as follows:-
When the shaft P by means of the steering wheel keyed on its end P¹ is turned
either to port or starboard, according to the direction it is desired to steer the ship.
or vessel, the bevil gearing Q, R, is rotated and the part i of the clutch gearing
with the part j, the latter part is also rotated, and (the screw spindle S being then
stationary) the part of the clutch will travel at the same time vertically upwards
or downwards on the said spindle. By this means through the intervention of the
links T, Figures 2 and 7, the slide valve is operated so as to admit steam through
either the ports g or h to one of the channels in the pipes J, and thence to the
cylinders H, whereby the crank shaft G is rotated and operates the helm through
the spur gearing X, Y, Z, Z2, and the "gipsy "p hereinbefore specified.
At the termination of each single stroke of the pistons the three ports in the
valve face d by which steam was immediately previously being admitted from the
steam channels in the pipes J to the cylinders are by the oscillation of the cylinders
on their trunnions closed, and the opposite set of ports in the valve face then
immediately open to the other channels in the pipes J, thus allowing the steam to
exhaust freely through the valve O and exhaust pipe K'.

page_text: To keep the engine in motion the steering shaft P must be kept rotating ahead
of or as fast as or faster than the engine, otherwise the crank shaft G acting through
the spur gearing n, m³, m, l, "and bevil gearing W, V, in conjunction with the
screw spindle S rotates the said spindle, whereby the clutch j is caused to travel
vertically in a direction opposite to the motion given to it by the wheels Q and R,
thereby cutting off steam from the cylinders.
To enable the ship or vessel to be steered from the bridge as well as from the
deck or wheel house, the bevil wheel R is constructed with a vertical neck R¹, in
the upper end of which a spindle R³ leading to the bridge is supported, and the
said neck and spindle are geared together when desired by a sliding collar s having
a feather t fixed in it, and which enters corresponding grooves in. the neck and
spindle.
When so geared the bevil wheel Q is thrown loose on the shaft P by sliding
back a clutch u geared to the shaft by a feather, and operated by the hand lever v
or its equivalent. When the wheel Q is so thrown loose the shaft P, is rendered
stationary, and the slide valve O is operated from the bridge by the wheel R and
its connections berein before described. The sliding collars is held in position by a
pinching pin, and when the pin is in the upper notch 2 the wheel R and spindle R²
are out of gear.
To enable the ship or vessel to be steered by hand the bevil wheel Q is in like
manner disconnected from the shaft P, and the spur pinion Z' is connected to the
said shaft by the clutch illustrated in detail at Figures 8, 9, and 10 of the Drawings,
and which consists of a disc or collar 4 keyed to the shaft P by a feather 5. The
disc or collar bears against the end of the sleeve Z, and a projecting piece 6 is
formed on it in a recess in which one part (7) of the clutch lever is placed. The
said lever is made in two parts connected together by side straps 8, and the lower
part 9 is permanently situated or maintained in a recess made in the sleeve Z. By
this arrangement when the clutch is in the position shown at Figure 1 on the
Drawings, the wheel Y is loose on the sleeve Z, and the said sleeve is connected to
the shaft P by the part 7 of the clutch gearing with the disc 4.
When steering by steam either from the bridge or from the deck or wheel house
the clutch lever is thrown back so as to enter the recess 11, Figure, 1 in the wheel Y
and sleeve Z, whereby the said wheel and sleeve are geared together, the sleeve
being by the same action thrown loose upon the shaft P.
Any suitable indicating apparatus, as at 12, Figure 1, to show the position
of the helm, may be used in conjunction with the gear, as is well understood, and
practised.
The improved engine besides being used as hereinbefore described is applicable
for turning winches, actuating winding drums, and generally where a motor is
required thoroughly under control both as regards starting, stopping, and reversing,
in which case the wheels Z', Z2, and "gipsy" p may be dispensed with.
Having now described and particularly ascertained the nature of my said
Invention, and the system, mode, or manner in or under which the same is or
may be used or carried out in practice, I would observe in conclusion that I do not
claim as forming part of my said Invention the arrangement or combination of spur
wheels X, Y, Z, Z2, and chain actuating "gipsy" or pulley p, and by which motion
is communicated to the said chain actuating gipsy" or pulley p, nor do I claim
the arrangement of clutch for gearing and disengaging the wheel Y and pinion Z¹
with the shaft P; but what I do consider to be novel and original and therefore
claim as the Invention secured to me by the hereinbefore in part recited Letters
Patent is,
"
First. The general arrangement and combination of parts constituting the three
cylinder oscillating steam engine, substantially as hereinbefore described and shown
on the Sheet of Drawings hereunto appended, and the employment of the same in
conjunction with steering gear, and generally for purposes wherein it is applicable.
Second. The arrangement and combination of parts, consisting of the bevil
wheel Q and intermediate connections between the said wheel and the slide valve O,

page_text: substantially as and for the purposes herein before described and shown on the
appended Drawings.
Third. The arrangement and combination of parts consisting of the spur pinion n
and intermediate connections between the said pinion and the valve O, substantially
as and for the purposes hereinbefore described and shown on the accompanying
Drawings.
Fourth. The construction of oscillating cylinders with valve faces in the
trunnions, substantially as and for the purposes hereinbefore described and shown
on the Drawings hereunto annexed.
In witness whereof, I, the said George Washington Robertson, have here-
unto set my hand and seal, this Seventh day of November, in the year
of our Lord One thousand eight hundred and eighty one.
GEORGE WASHINGTON ROBERTSON. (L.S.)
G. M. CRUIKSHANK,
Patent Agent,
135, Buchanan St., Glasgow,
Witness.