AN IMPROVED METHOD OF APPLYING STEAM OR OTHER POWER TO THE STEERING OF SHIPS
Year: 1878

page_text: LETTERS PATENT to William Clarke, of Gateshead-upon-Tyne, in the County
of Durham, Engineer, for the Invention of "AN IMPROVED METHOD OF
APPLYING STEAM OR OTHER POWER TO THE STEERING OF SHIPS."
PROVISIONAL SPECIFICATION left by the said William Clarke at the Office
of the Commissioners of Patents on the 17th April 1878.
WILLIAM CLARKE, of Gateshead-upon-Tyne, in the County of Durham, Engineer.
"AN IMPROVED METHOD OF APPLYING STEAM OR OTHER POWER TO THE STEERING
OF SHIPS."
This Invention has for object an improved method of applying steam or other
power to the steering of ships, and consists in mounting upon a bed plate two
standards, which, in bearings formed in them, carry two shafts, one a hollow one at
the top of the standards, and the other a solid one about midway between the bed
plate and the top hollow shaft.
The lower shaft carries loose upon it a scroll or worm wheel provided on one of
its faces with an internal or female cone. This shaft has also a loose spur wheel
with an internal female cone at its centre upon it in gear with a pinion fast on the
upper or hollow shaft, and also a sprocket wheel keyed to it to receive and actunte
a chain passing to port and starboard, and then led to the rudder head in the usual
manner.
Between the worm or scroll wheel and the spur wheel just mentioned there is on
the lower shaft a double-ended male cone clutch sliding on feathers fitted into said
shaft, and which cone clutch can be put into gear with either the scroll or spur
wheel before mentioned by a hand wheel forming part of a screwed nut on a thread,
also on the lower shaft.
Steam or other engines are fitted on the bed plate, one at each end of the frames
or standards, and drive a shaft common to both. This shaft has a fixed worm or
scroll in its centre taking into the scroll wheel on the lower shaft.

page_text: Each of the motive engines is fitted with a single eccentric on the shaft for
working its slide valve, and each eccentric has a long hollow sleeve with a spiral
groove and a scroll or spiral clutch upon the sleeve and free to slide longitudinally
upon it.
A key is fixed in each of these scrolls, passing through the spiral groove
in each of the sleeves respectively, and into a longitudinal slot in the engine shaft.
These scrolls or spiral clutches tako respectively into two scroll wheels on vertical
shafts stepped at their lower ends into bearings on the bed plato, and carried at
their upper ends by brackets attached to the main standards. Each of these vertical
shafts has at its upper end a spur wheel keyed to it. These spur wheels gear into
another spur wheel placed between them, and so common to both, this latter wheel
being on a spindle which has at its upper part a bevil wheel taking into another
bevil wheel on a spindle which runs through and is supported by the upper hollow
shaft.
The centre shaft, as well as the hollow one, is provided with a hand wheel, the
first named by being rotated for keeping the engines in action, and the second for
working the rudders by hand when so desired.
For the purpose of preventing the rudder being pressed further to port or
starboard than its legitimate position, the following arrangement is adopted, vis. :-
On the lower shaft is keyed an arm which consequently revolves with it.
In one
of the standards a gudgeon is bolted, and on this gudgeon works a double-arm lever.
One end of this lever engages into one of the clutches on the eccentric sleeves, and
the other end stands up towards the lower shaft, and is of such a length that when
the arm comes round with the shaft it presses against the upper end of this lever,
and consequently slides the clutches into their normal position, and thus the engine
is stopped and the rudder brought to a standstill.
To work the rudder by hand the cone clutch on the lower shaft before mentioned
is withdrawn from the scroll wheel by the screw nut, the same action pressing the
other end of this clutch into the spur wheel; then by actuating the hand wheel on
the hollow shaft the pinion on it is rotated, which consequently actuates the spur
wheel and with it the sprocket wheel which is usual and common.
If desirable, a wheel and pinion can be fitted on the back of the hand wheel to
give increased power over the rudder.
On the after or other part of the gear an ordinary indicator may be fixed to show
the position of the rudder.

page_text: SPECIFICATION in pursuanco of the conditions of the Letters Patent filed by
the said William Clarke in the Great Soal Patent Office on the 17th October
1878.
WILLIAM CLARKE, of Gateshead-upon-Tyne, in the County of Durham, Engineer.
"AN IMPROVED METHOD OF APPLYING STEAM OR OTHER POWER TO THE STEERING
OF SHIPS."
This Invention has for object an improved method of applying steam or other
power to the steering of ships, and consists in mounting upon a bed plate two
standards, which, in bearings formed in them, carry two shafts, one a hollow one at
the top of the standard, and the other a solid one about midway between the bed
plate and the top hollow shaft.
The lower shaft carries loose upon it a scroll or worm wheel provided on one of
its faces with an internal or female cone clutch. This shaft has also a loose spur
wheel with an internal female cone clutch at its centre upon it, the wheel being in
gear with a pinion fast on the upper or hollow shaft, and also a scroll chain barrel
or sprocket wheel keyed to it to receive and actuate a chain passing to port and
starboard, and then led to the rudder head in the usual manner.
Between the worm or scroll wheel and the spur wheel just mentioned there are
on the lower shaft two male cone clutches sliding on feathers fitted into said shaft,
and one of which cone clutches can be put into gear with either the scroll or spur
wheel before mentioned by a hand wheel forming part of a screwed nut on a thread,
also on the lower shaft.
Steam or other engines are fitted on the bed plate, one at each end of the frames
or standards, and drive a shaft common to both. This shaft has a fixed worm or
scroll in its centre taking into the scroll wheel on the lower shaft.
Each of the motive engines is fitted with a single eccentric on the shaft for
working its slide valve, and each eccentric has a long hollow sleeve with a spiral
groove and a scroll or spiral clutch upon the sleeve, and free to slide longitudinally
upon it. A key is fixed in each of these scrolls, passing through the spiral groove
in each of the sleeves respectively, and into a longitudinal slot in the engine shaft.
These scrolls or spiral clutches take respectively into two scroll wheels or vertical
shafts stepped at their lower ends into bearings on the bed plate, and carried at
their upper ends by brackets attached to the main standards. Each of these vertical
shafts has at its upper end a spur wheel keyed to it. These spur wheels gear into
another spur wheel placed between them, and so common to both, this latter wheel
being on a spindle which has at its upper part a bevil wheel taking into another
bevil wheel on a spindle which runs through and is supported by the upper hollow
shaft.
The centre shaft, as well as the hollow one, is provided with a hand wheel, the
first named (by being rotated) for keeping the engines in action, and the second for
working the rudders by hand when so desired.
My Invention will be clearly understood by referring to the annexed Drawings,
in which Figure 1 represents a side elevation, and Figure 2 an end view of my
steering apparatus; whilst Figures 3 and 4 are an end view and sido elevation
respectively, showing it in slightly modified form, and as I prefer to carry it out in
practice.
Similar letters of reference refer to similar parts in the different Figures.
A is a cast-iron bed plate; B and B are two transverse vertical standards having
bearings at a and a' for carrying the main shaft C, and also bearings at 6 and b' for
carrying a hollow spindle D.
The shaft C carries a scroll wheel E which is free to revolve on the shaft; F and
Fare two cone clutches sliding on keys fitted into the shaft C; and G is a screwed
aut which can be actuated by hand, engaging into the cone clutches F and F'; H is
spur wheel free to revolve on the shaft C.

page_text: When the nut G is rotated by hand it presses one of the cone crutches, o
either into the scroll wheel E or into the spur wheel H.
J in Figure 1 is a sprocket wheel keyed firmly to the shaft C, and over which a
flat link chain works, this chain passing to port and starboard, and being then led
aft to the rudder in the usual manner.
In Figure 4 a scroll chain barrel J, with the chain cable made fast to it, is substi-
tuted for the sprocket wheel, as shown in Figure 1.
K and K are steam cylinders working in the usual manner with connecting rods
to the crank discs L and L¹.
M is the engine shaft, on which is keyed a scroll N working into the scroll ]
wheel E.
P and P¹ are eccentrics for actuating the valve motion of the steam cylinders K
and K¹, and have each a long hollow sleeve P° and P³. In each of these sleeves is
a spiral groove.
O and O¹ are two scrolls or spiral clutches free to slide longi-
tudinally on the sleeves P2 and P3 respectively. A key is fixed in each of these
scrolls and O' passing through the spiral groove in each of the sleeves P² and P³
respectively, and into a longitudinal slot in the engine shaft M.
R and R' are two scroll wheels gearing into the scrolls O and 0¹ respectively, and
keyed to the vertical spindles S and S¹ respectively.
t and t¹ are two pinions keyed to the vertical spindles S and S' respectively, and
these two pinions gear into the spur wheel T, and on the top of the vertical
spindle T carrying this spur wheel T a bevil wheel V is keyed, gearing into the
bevil pinion which is keyed to the spindle W. This spindle W runs through the
hollow spindle D, and is provided with a hand wheel X at its upper end. Y is also
a hand wheel, and is fixed to the hollow spindle D; and Z is a pinion, also keyed to
the hollow spindle D.
In Figure 1 I have shown my steering apparatus as arranged to be worked from
the main deck only; but in Figures 3 and 4 I have shown it as arranged to be
worked not only from the main deck, but from the bridge also. To enable it to be
worked from the bridge it will be seen that the vertical shaft T' which carries the
spur wheel T is taken up through the bridge and there supported by a standard c.
A bevil wheel d is fitted to the top of the shaft T, and is geared into by a pinion e
actuated by the hand wheel X, the two latter being also supported on the standard.
When it is desired to work the rudder by steam or other power by means of the
cylinders K and K' the conc clutch F is first pressed into the scroll wheel E by the
nut G (the scrolls or spiral clutches O and 0₁ being supposed to be in their normal
or mid position); the hand wheel X is then rotated to starboard or port, and this
operation causes the scroll clutches O and O' to slide in a corresponding direction on
the sleeves P2 and P3. These clutches O and O' in their longitudinal travel act on
the spiral groove in the sleeves P2 and P3, and throw the eccentrics P and P¹ into
gear for a forward or backward motion of the engines as the case may be. The
engine being thus set in motion the scrolls or spiral clutches O and O¹ revolve with
the engine shaft, but owing to the spiral worm cut on their periphery these clutches
immediately commence to seek their normal position; and if the rotation of the
hand wheel X be continued the clutches O and O' are kept at the extremity of their
travel, and the rudder is consequently put to port or starboard, as the case may be.
When, however, the rotation of the hand wheel ceases the clutches O and O' imme-
diately resume their normal position, and the engine consequently stops.
For the purpose of preventing the rudder being pressed further to port or
starboard than its legitimate position, the following arrangement is adopted, viz. :—
On the shaft C is keyed an arm 2, which consequently revolves with it. In the
after transverse standard B a gudgeon 3 is bolted, and on this gudgeon works a
double-arm lever 4. One end of this lever engages into the clutch O or O¹, and
the other end stands up towards the shaft C, and is of such a length that when the
arm 2 comes round with the shaft C it presses against the upper end of this lever,
and consequently slides the clutches O and 0¹ into their normal position, and thus
the engine is stopped and the rudder brought to a standstill.
5

page_text: In lieu of the above I sometimes arrange the lever 4 to close the throttle valve,
as shown in Figure 4.
To work the rudder by hand the cone clutch F is withdrawn from the scroll
wheel E by the screw nut G, the same action pressing the cone clutch F' into the
spur wheel H; then by actuating the hand wheel Y on the hollow shaft D the
pinion Z is rotated, which consequently actuates the spur wheel H, and with it the
sprocket wheel J which is usual and common.
If desirable, a wheel and pinion can be fitted on the back of the hand wheel Y
(as shown by dotted lines Q) to give increased power over the rudder.
In Figure 1 on the after part of the gear an ordinary indicator 5 is fixed to shew
the position of the rudder, the indicator being worked by a scroll C' on the end of
the shaft C taking into a scroll wheel D¹ on the lower end of a vertical shaft E¹, the
latter imparting motion to the indicator gear 5, as clearly shown.
In Figure 4 the indicator is shown as fitted to the forward part of my steering
apparatus, and the vertical spindle E' is carried up through the bridge and thero
supported in a standard F', as shown, a finger and dial, plate 5, being fitted on top
of the standard F¹, as well as below on the forward standard B', so that whether
the ship's rudder is being worked by a man on the bridge at the wheel X or by one
on the main deck by the wheel Y, the position of the rudder is indicated.
h is a sliding clutch to connect the shaft W with the hand wheel Y when it is
desired to work the rudder by hand.
The combined gear, consisting of the wheel X, spur and bevil wheels V₁, T, t¹,
spiral clutches O and O'; and the scroll wheels R and R' for controlling the valvo
motion of the cylinders K, K', are capable of application to existing hoisting engines,
especially in mines, where it would prevent the cage from being overwound.
The advantages of my Invention are, it works without noise, requires no adjust-
ment, avoids all vibration of the deck, and one operation is all that is necessary to
change from steam to hand power, viz., that of shifting the cone clutch F out of
goar with the clutch on the scroll wheel E, and the cone clutch F' into gear with
the clutch on the spur wheel H, which is done by simply turning the hand wheel G,
the whole of which can be performed in a few seconds by the steersman.
And having now described the nature of my said Invention, and in what manner
the same is to be performed, I declare that I claim,-
First. The general arrangement and combination of parts constituting my
improved method of applying steam or other power to the steering of ships, as
herein-before described, and substantially as shown in the annexed Drawings.
Secondly. The employment of scrolls or spiral clutches O and O¹ in combination
with scroll wheels R and R for the purpose of acting upon and controlling tho
valve motion of the cylinders K and K', this being particularly adapted for steam
or other motive-power steering gears.
Thirdly. The arrangement of the regulating arms 2 and 4, substantially as
herein-before described for preventing the rudder being pressed too hard to port or
starboard.
Fourthly. The application of an automatic valve in the exhaust pipe controlling
the motion of the apparatus, as herein-before described, and substantially as shown
in Figuro 4 of the annexed Drawings.
In witness whereof, I, the said William Clarke, have hereunto set my hand
and seal, this Third day of September, One thousand oight hundred and
WILLIAM CLARKE. (L.S.)