Improvements in Steering Gear for Vessels.
Year: 1897

page_text: Date of Application, 4th May, 1897-Accepted, 4th May, 1898
Improvements in Steering Gear for Vessels.
A communication from CHARLES EATON CREECY, of 38, Corcoran Building, Wash-
ington, in the District of Columbia, United States of America, Attorney-
at-Law.
I, ALFRED JULIUS BOULT, of 111, Hatton Garden, Holborn Circus, in the County
of Middlesex, Chartered Patent Agent, do hereby declare the nature of this inven-
tion, and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:-
This invention relates to steering gear for vessels.
The object is to be able, with certainty, to steer a ship as well from some other
part or parts of the vessel, as from the usual situation at the steering wheel or
tiller; furthermore, to provide an apparatus in which, after the requisite movement
of the rudder has been effected, it may be instantly checked against farther move-
ment at the time and held yieldingly in the position to which it has been moved;
furthermore, to provide means for preventing the pistons from striking the
cylinder-heads or the rudder from going too far, independent of the pilot's or steer-
man's care in moving the rudder "hard over"; furthermore, to provide an
apparatus in which the valves controlling the exhaust and supply of aeriform
fluid to the cylinders may be operated directly from the steering-wheel without
the employment of the ropes, chains and quadrants usually employed in this
connection; furthermore, to provide an apparatus in which the power will be
applied directly to the rudder, thereby lessening the number of parts constituting
the apparatus, and, as a result, reducing the danger of accident or breakage to a
minimum, and, also, causing the rudder to derive the direct benefit of the cushion
formed by the fluid confined on both sides of the piston; furthermore, to provide
an apparatus on which the requisite movement of the rudder will be effected
through the agency of compressed aeriform fluid; and, finally, to provide an
apparatus in which the cushioning of the piston will be effected automatically and
simultaneously with the movement of the rudder.
With these objects in view, the invention consists in the novel construction
and combination of parts of a steering gear for vessels, as will be hereinafter'fully
described and claimed.
In a steering gear characterised by my invention, I employ two independent
cylinders, arranged, in this instance, in horizontal alignment, and supported and
held in proper operative position to each other on a suitable bed or sole-plate
secured transversely of the stern of the vessel.
Working within each cylinder is a piston (not shown), connected to a common
piston-rod to which is secured a cross-head adapted to impart motion to a tiller
which rotates the rudder-head. The pistons are moved by compressed-air which
is admitted by pipes leading from a suitable source of supply, and, when the
apparatus is at rest, the outer ends of the cylinders are under pressure, thereby
holding the piston-rod and with it the rudder fixed, movement resulting when air

page_text: is partially exhausted from one cylinder and supply maintained in the other. In
order to hold the rudder steady against the varying strains of heavy waves, the
inner ends of the cylinders are filled with a fluid, preferably compressed air, the
flow of which from the inner end of one cylinder to the inner end of the other
takes place simultaneously with the change of supply of air from the outer end
of one cylinder to the outer end of the other, otherwise there could be no move-
ment of the piston. To effect this simultaneous action, I provide two valve-chests
wherein are two valves, separated from and operating independently of each other,
one, the operating air valve, controlling the exhaust and supply of air to the outer
ends of the cylinders; and the other one, the locking cushion-valve, controlling
the passage of air from the inner end of one cylinder to the inner end of the other
cylinder. These two valves are moved in unison through the medium of a two-
part rock-lever, to one member of which is coupled the stem of the operating air-
valve, and to the other member, the stem of the locking cushion-valve. This two-
part lever may be operated by any suitable or preferred mechanism, but from a
standpoint of simplicity, effectiveness in operation and positive and direct action
attained, I prefer to mount the roller constituting the fulcrum of the lever on a
horizontally-disposed slide-rod, arranged, by preference, between the two-valve
chests and connected by a follow-up system with the tiller, whereby the amount of
movement of the helm is made to correspond with the amount of movement given
the wheel by the helmsman, thereby to cause the motion of the rudder to be
stopped at the proper instant. The member of the follow-up system to which the
slide-rod is coupled, is connected with a screw-threaded block, working in a suit-
able casing adjacent to the valve-chests, the block being reciprocated by means of
a screw-shaft actuated either from a steering-wheel or wheels, or by a motor, as
may be desired or necessary. When the block is moved by the rotation of the
screw-shaft, motion is imparted to the follow-up rod connected with the slide-rod
thereby moving this latter rod in or out, as the case may be, thus shifting the
operating air-valve to allow ingress or supply of air to one cylinder and the
egress or exhaust of air from the other cylinder, and, also, moving the locking
cushion-valve to allow the air at the inner end of one cylinder to escape to the
inner end of the other cylinder. As the tiller moves, it imparts motion to the
follow-up system and the latter closes the valves, unless the helmsman meets the
movement with many turns of the wheel, as in the case of putting the helm "hard
over."
The amount of movement of the rudder will always agree with the amount
of movement given the wheel, and this movement may be accurately determined
by a dial at the steering wheel-post in the wheel-house over which travels a pointer
that indicates the exact degree of travel of the rudder. Wheel-posts may also be
located at the turrets, on the bridge, and at other points on the vessel,
and from any one of these points the steering may be effected, by wire ropes
operated by the wheel to turn a drum connected by interposed mechanism with
the screw-shaft. To prevent interference between the different steering-wheels,
each is connected independently of the other with the screw-shaft, and is thrown
into and out of operative relation therewith by means of suitable clutches mounted
on the screw-shaft and operated by a helmsman or seaman in the stern of the
vessel. Thus, the clutch controlling the operation of the drum operated from the
main steering-wheel will normally be locked and the other clutches unlocked, but
should an accident happen to this wheel, it will be thrown out of use by unlocking
its clutch and locking one of the others.
In addition to the manumechanical appliances for operating the valves, a
motor, operated either by compressed-air or by electricity, preferably the latter,
may be employed. This motor will normally be out of operative engagement with
the screw-shaft, but may, at will, be locked into engagement therewith. A suit-
able switch and reversing coils are to be used in connection with the motor,
whereby, when the rudder is hard over and the motor is stopped, the current may
be reversed to restart the motor and move the rudder in the opposite direction.

page_text: Figure 2 is a view in front elevation;
Figure 3 is a view in side elevation;
Figure 4 is a vertical longitudinal section through the valve-chests;
Figure 5 is a horizontal sectional view through the valve-casing taken on the
line, Fig. 4;
Figure 6 is a vertical sectional view through the locking cushion valve-chest
taken on the line y-y;
Figure 7 is a view in front elevation displaying the arrangement of the drums
and clutches by which the different steering wheels may be brought into locked
engagement with the screw-shaft which actuates the operating air-valve; display-
ing, also, in dotted lines, the connection between the motor and the screw-shaft.
Figure 7 is a detached detail view, on an enlarged scale, of the motor-shaft
clutch-mechanism.
Figure 8 is a view in plan, displaying, on an enlarged scale, the screw-block
and the screw-shaft by which the operating air-valve and locking cushion-valve
are actuated, and, also, a cut-out or switch to be used for the purpose of stopping
the motor, when the same is employed, when the rudder is "hard over";
Figure 9 is a transverse sectional view, taken through one of the steering-wheel
posts, showing the electrical connections leading from the motor, and, also, the
mechanical steering apparatus, and;
Figure 10 is a view in front elevation, displaying the manner of connecting the
steering wheel with the mechanism for actuating the drums, and, also, a reversing-
coil by which the direction of motion of the motor may be changed when the
rudder is moved "hard over."
Referring to the drawings, A, A designate two cylinders, which are arranged,
in this instance, in horizontal alignment and are secured upon a suitable founda-
tion or sole-plate A³. Working within each cylinder is a piston (not shown) con-
nected to a common piston-rod A to which is secured a cross-head a adapted to
impart motion to a tiller B that rotates the rudder-head b. The pistons are moved
by compressed air which is admitted and exhausted by pipes C, C², respectively,
the former being connected with a suitable supply of air, under pressure, and when
the apparatus is at rest, the outer ends of the cylinders are under pressure and
hold the piston and with it the rudder fixed, movement of the pistons resulting
when air is partially exhausted from one cylinder and the supply maintained
in the other, this result being effected by a peculiar arrangement of valves, to be
described further on. In order to hold the rudder steady against the varying
strains of heavy waves, the inner ends of the cylinders are filled with a fluid pre-
ferably with compressed-air, the flow of which, through the pipes a³, a³, from the
inner end of one cylinder to the inner end of the other cylinder, takes place simul-
taneously with the change of supply of air from the outer end of one cylinder to
the outer end of the other cylinder.
To effect this simultaneous action, I provide two valve-chests D, 12, wherein are
two valves separated from and operating independently of each other, one, the
operating air-valve d controlling the exhaust and supply of air to the outer ends
of the cylinders, and, the other one, the locking cushion-valve & controlling the
passage of air from the inner end of one cylinder to the inner end of the other
cylinder.
The valve d may be of any preferred type, and, in this instance, is shown as an

page_text: ordinary slide-valve sliding over the ports d³, d, d³, controlling the supply of air
to the port cylinder, the exhaust from the cylinders, and the supply of air to the
starboard cylinder, respectively. It will be noted, by reference to Fig. 4, wherein
the parts are shown as occupying the position they would hold when the rudder
is in line with the keel of the vessel, that there is no lap to the valve over the
ports leading to the two cylinders, but that there is a slight space which will allow
air from the inlet pipe C always to pass through the ports leading to the respective
cylinders. This is done to afford, at all times, thorough and adequate cushioning
of the outer ends of the pistons, so that when at rest, or in line with the keel, the
rudder will be as effectually cushioned as when moving to port or to starboard.
The locking cushion-valve d is an ordinary piston working in a casing do, the
latter being provided on each side with a threaded extension d into which the
pipes a and a are screwed, the said pipes being tapped into the cylinders near
their inner ends, as clearly shown in Figs. 1 and 2. The casing do is provided with
a series of inward-projecting flanges on which the valve works, these flanges
constituting ports through which, when the valve is moved to one side, the
air escapes from the inner end of one cylinder to the inner end of the other, the
passage being closed when the parts are in the position shown in Fig. 4, air being
supplied to the outer ends of the cylinders through pipes at and a³. In order
to supply a constant flow of air to the inner end of the cylinders, so as to compen-
sate for loss, as from leakage, a cushion-air-pipe a is provided, one end of which
is tapped into the inner end of one of the cylinders, and the other end into the
supply-pipe C. By this arrangement, air is supplied to the inner ends of the
cylinders at each operation of the apparatus, as will be obvious by reference to
Fig. 2.
The valves d, d, are moved in unison through the medium of the two-part rock-
lever E, to one member e of which is coupled the stem d of the operating air-
valve d, and to the other member e, the stem as of the locking cushion valve d².
This two part lever may be operated in many ways, but, in this instance, I prefer
to operate it by mounting the roller 3 constituting the fulcrum of the lever on a
horizontally-disposed slide-rod F, the outer end of which is bifurcated for the
purpose of permitting the two members of the rocking-lever working between it.
The rear end of the slide-rod F is squared as shown at f, and works in a similar
shaped bearing formed at the rear end of the valve-casihg, the function of this
square portion being to prevent any rocking or lateral play of the parts. The
slide-rod is operated by a lever G constituting one member of a follow-up system,
whereof the other members comprise a lever g, a bell-crank-lever and a lever g³
connecting with the steering-head post, or with the tiller, the object of this follow-
up system being to cause the amount of movement of the helm to correspond with
the amount of movement given the wheel by the helmsman to cause the motion of
the rudder to be stopped at the proper instant. The lever G is connected with a
screw-threaded block H working in a suitable casing adjacent to the valve-chests,
the block being reciprocated by means of a screw-shaft I actuated either from
the steering-wheel or by a motor, as may be desired, when necessary. When the
block is moved by the rotation of the screw-shaft I, motion is imparted to the
lever G to move it in or out, according as the screw-shaft is rotated, thus shifting
the operating air-valve to allow ingress of air to one cylinder and exhaust from
the other cylinder, and, also, moving the locking cushion valve to allow the air in
the inner end of one cylinder to escape to the inner end of the other cylinder. As
the tiller is moved by the cross-head, it imparts motion to the follow-up system
and the latter closes the valves d, d, when the rudder reaches the predetermined
point, and thereby locks the latter in place until the valves are again opened in
the manner described. In order to determine the amount of movement to be given
to the rudder, the steering wheel post J is provided with a dial over which
traverses a pointer actuated by bevel-gears ³, j, mounted, respectively, on the
steering-wheel shaft and a short shaft arranged above the shaft, as clearly
shown in Fig. 9. Within the wheel-post are two incandescent lamps ³, 18, which

page_text: may, if desired, be green and red to designate, respectively, the starboard and the
port sides of the vessel, and are connected by suitable wires with a reversing coil K
located, in this instance, at the base of the wheel-post, a lever being provided to
reverse the current when necessary, as will appear further on. A vertical shaft L
is also arranged in the post and is actuated by bevel-gears and upon movement
of the steering-wheel. This shaft carries at its lower end a sprocket-wheel 18
around. which passes a sprocket-chain to and around another sprocket-wheel m
on a shaft M, which extends down through the lower deck and carries a second
sprocket-wheel m³ around which passes a sprocket-chain m³ to and around a
drum N, and from the latter extends a wire rope o to and around a drum O, shown
in Fig. 7. It is to be understood that there will be a like arrangement of sprocket-
wheels, sprocket-chains, wire ropes and drums for every wheel-post employed, so
that an explanation of one will serve for all. The drum O carries a sprocket-
wheel of around which passes a sprocket-chain o³ to and around a sprocket-wheel i
on the screw-shaft I. Thus, when the steering-wheel is turned, motion is imparted
to the screw-shaft I, thence to the lever G, thence to the valves dd, thence to the
rudder and the follow-up system, and back again to the valves to close the same.
The operation is the same with all the steering-wheels, and, therefore, needs no
further description.
.
In order that motion from the drums 0, 0, 0³, may be transmitted to the
shaft I, a number of clutches are provided which are adapted to be locked into
clutch-faces carried by the sprocket-wheels i. In this instance, it is to be
assumed that the drum O is operated directly from the main steering-wheel
located in the pilot-house, and that all the clutches except the one for this drum
are out of locked engagement with the clutch-faces of the sprocket-wheels i.
Should an accident happen to this steering-wheel a signal will be transmitted, to
a seaman or helmsman who will be stationed in the stern of the boat to unclutch
the clutch and to throw one of the other clutches into locked engagement with
the clutch-face on another of the sprocket-wheels i. In case of engagement,
where the steering will have to be done from the turret, all of the clutches will be
thrown out of engagement with the sprocket-wheels, and the helmsman will then
operate the valves by means of a hand-wheel l' on the shaft I. It is to be under-
stood that when the steering is accomplished in this manner, a suitable signaling
device may be employed to notify the helmsman which way to steer, and, as this
will be obvious, a more detailed description thereof is deemed unnecessary.
Where the steering is to be effected electrically, a motor Q is employed, the
shaft of which is provided with a bevel-gear 9 in engagement with a similar
gear on the shaft I. These gears are in engagement with each other, but the
gear 7 is loose on the motor-shaft g³, so that, when the shaft I is being turned,
no motion will be imparted to the shaft q. The shaft g³ carries a clutch g, splined
thereon and engaging a clutch-face formed on the hub of the wheel g, the
clutch being thrown into and out of engagement with the clutch-face of the
gear by a lever, as will be understood by reference to Fig. 7. In order to
stop the motor when the rudder is "hard over," a cut-out R is employed, com-
prising a bed r, secured to the sole-plate or base of the apparatus, a lever ful-
crumed on the lever G, and having one end slotted to engage a pin 2 on the screw-
block H, and the other end provided with a transversely-arranged bar carrying
insulated end-pieces. Upon this plate are pivoted two arms, which are held
in contact with conducting-pieces by means of springs +7. The contact-pieces +6
are secured to a plate attached to the under side of the plater, and from the
plate extends a wire to the reversing-coil K at the wheel-post, the arms +5
being connected with the dynamo or other source of electricity by wires 10
and When the parts are in the position shown in Fig. 8, the motor Q is free
to run, but, as soon as the screw-block H has moved a sufficient distance to bring
one of the contact-points into engagement with one of the arms ³, the circuit
is broken and the motor stops. To re-start the motor, it will only be necessary to
shift the lever of the reversing-coil, when the current will pass through the

page_text: wires and 10, or 7 and 711, as the case may be, to reverse the direction of flow
of current to the motor Q again to start it.
To guard against accident, a supplemental tiller S is employed, which may be
brought into use in case any accident should happen to the mechanical part of
the apparatus. This may be done by throwing a key s out of engagement with
the tiller proper, so that the steering-post may be turned without interference
with the tiller B. A suitable brake T may also be used in case of an emergency
to lock the rudder at the desired position.
Having now particularly described and ascertained the nature of the said inven-
tion as communicated to me by my foreign correspondent and in what manner the
same is to be performed I declare that what I claim is :-
1. In steering gear, aeriform-fluid-receiving-cylinders, a piston-rod common to
the cylinders, and a rudder connected by interposed mechanism with the said rod,
in combination with fluid-supply pipes connecting with the like ends of the
cylinders, exhaust-pipes connecting with the other ends, and valves for controlling
the passage of fluid through the pipes, substantially as described.
2. In steering gear, aeriform fluid receiving-cylinders, a piston-rod common to
the cylinders, and a rudder connected by interposed mechanism with the said rod,
in combination with fluid-supply pipes connecting with the like ends of the
cylinders, exhaust-pipes connecting with the other ends, valves for controlling the
passage of fluid through the pipes, and mechanism for operating the valves in
unison, substantially as described.
3. A steering gear comprising two cylinders, a piston-rod common to both
cylinders, a cross-head on the said rod for actuating the tiller, and valves for con-
trolling the simultaneous admission of air or other aeriform fluid to the cylinders
and exhaust therefrom, and also for cushioning the piston, the supply and exhaust
taking place at like ends of the cylinders, and the cushioning at the other ends,
substantially as described.
4. A steering gear comprising two cylinders, a piston-rod common to both
cylinders, a cross-head on the said rod for actuating the tiller, and two valves
operating in unison, one of which controls the supply of aeriform fluid to like
ends of the cylinders and exhaust therefrom, and the other the passage of fluid
from one cylinder to the other to afford a cushion for the piston, substantially as
described.
5. A steering gear comprising two cylinders, a piston-rod common to both
cylinders, a cross-head on the said rod for actuating the tiller, two valves operating
in unison, the one for controlling the supply of aeriform fluid to like ends of the
cylinders and exhaust therefrom, and the other the passage of fluid from one
cylinder to the other to afford a cushion for the piston, and a cushion-fluid pipe
for supplying a constant feed of fluid to the cylinders to compensate for leakage,
substantially as described.
1. A steering gear, comprising two cylinders, a piston-rod common to both
cylinders, a cross-head on the piston-rod for actuating the tiller, two valves, one
of which controls the supply of aeriform fluid to the cylinders and the exhaust
therefrom, and the other the passage of the fluid from one cylinder to the other
to afford a cushion to the pistons, and a rock-lever for actuating the valves, sub-
stantially as described.
7. A steering gear comprising two cylinders, a piston-rod common to both
cylinders, a cross-head on the piston-rod for actuating the tiller, two valves, one
of which controls the supply of aeriform fluid to the cylinders and the exhaust
therefrom, and the other the passage of the fluid from one cylinder to the other
to afford a cushion to the pistons, and a two-part rock-lever for actuating the
valves, substantially as described.
8. A steering gear, comprising two cylinders, a piston-rod common to both
cylinders, a cross-head on the said rod for actuating the tiller, two valves one
of which controls the passage of aeriform fluid to the cylinders and the exhaust

page_text: therefrom, and the other the passage of fluid from one cylinder to the other to
afford a cushion to the pistons, a two-part rock-lever for actuating the valves,
and a follow-up system actuated from the tiller and connected by interposed
mechanism with the rock-lever, whereby the amount of movement of the helm is
made to correspond with the amount of movement given the wheel by the helms-
man, substantially as described.
9. A steering gear comprising two cylinders, a piston-rod common to both
cylinders, a cross-head on the said rod for actuating the tiller, two valves one
of which controls the passage of aeriform fluid to the cylinder and the exhaust
therefrom, and the other, the passage of fluid from one cylinder to the other to
afford a cushion to the piston, a two-part rock-lever for actuating the valves, a
follow-up system connected at one end to the tiller and, at the other end by inter-
posed mechanism with the rock lever, movable block connected to one member
of the system, and a shaft actuated by suitable mechanism to reciprocate the block
and thereby shift the valves, substantially as described.
10. In steering gear, aeriform fluid-receiving cylinders, a piston-rod operated
from the cylinders, and a rudder connected by interposed mechanism with the said
rod, in combination with fluid-supply pipes connecting with like ends of the
cylinders, exhaust-pipes connecting with the other ends, valves for controlling the
passage of fluid through the pipes, and mechanism adapted to be operated from
different points on the vessel to work the valves, substantially as described.
11. In steering gear, neriform fluid-receiving cylinders, a piston-rod operated
from the cylinders, and a rudder connected by interposed mechanism with the said
rod, in combination with fluid supply-pipes connecting with like ends of the
cylinders, exhaust pipes connecting with the other ends, valves for controlling the
passage of fluid through the pipes, and mechanism adapted to be operated from
different points on the vessel to work the valves, comprising a lever connecting
at one end with the valve-operating mechanism, and at its opposite end through
interposed mechanism with the rudder, a block secured to the lever, a shaft adapted
upon rotation to reciprocate the block, and independently-operating mechanism
leading from the different steering stations on the vessel and connecting with the
shaft, substantially as described.
13. In steering gear, aeriform fluid-receiving cylinders, a piston-rod operated
from the cylinders and a rudder connected by interposed mechanism with the
said rod, in combination with fluid supply-pipes connecting with like ends of the
cylinders, exhaust-pipes connecting with the other ends, valves for controlling
the passage of fluid through the pipes, mechanism adapted to be operated from
different points on the vessel to work the valves, comprising a lever connecting at
one end with the valve-operating mechanism, and at its opposite end through
interposed mechanism with the rudder, a block secured to the lever, a shaft adapted
upon rotation to reciprocate the block, independently-operating mechanism leading
from the different steering stations on the vessel and connecting with the shaft
and clutch-mechanism on the shaft to cut into or out of operative connection there-
with any of the steering stations, substantially as described.
14. In steering gear, aeriform fluid-receiving cylinders, a piston-rod operated
from the cylinders, and a rudder connected by interposed mechanism with the
said rod, in combination with fluid supply-pipes connecting with like ends of the
cylinders, exhaust-pipes connecting with the other ends, valves for controlling the
passage of fluid through the pipes, mechanism adapted to work the valves, com-
prising a lever connecting at one end with the valve-operating mechanism, and at
its opposite end through interposed mechanism with the rudder, a block secured
to the lever, a shaft adapted upon rotation to reciprocate the block, an electric
motor normally out of engagement with the shaft, but adapted to be brought into
engagement therewith, a cut-out device in electrical connection with the motor,
the source of electrical energy and with the reversing coils located at the different
steering stations, and a shifting lever actuated by the block to operate the cut-out
to cause it to break the circuit to the motor and thereby stop the rotation of the

page_text: shaft when the rudder has reached a predetermined point, and, upon reversal of
the current, again to start the motor, substantially as described.
15. In steering gear, aeriform fluid-receiving cylinders, a piston-rod operated
from the cylinder, and a rudder connected by interposed mechanism with the said
rod, in combination with fluid-supply pipes connecting with like ends of the
cylinders, exhaust-pipes connecting with the other ends, valves for controlling the
passage of fluid through the pipes, mechanism adapted to be operated from
different points on the vessel to work the valves, comprising a lever connecting at
one end with the valve-operating mechanism, and at its opposite end through
interposed mechanism with the rudder, a block secured to the lever, a shaft adapted
upon rotation to reciprocate the block, independently-operating mechanism leading
from the different steering stations on the vessel and connecting with the shaft,
clutch-mechanism on the shaft to cut into or out of operative connection there-
with any of the steering stations, and a hand-wheel on the shaft to operate the
same independently of the mechanism from the steering stations, substantially as
described.
D
41
100%
BOULT & WADE,
Agents for the Applicant.