US271326A

US271326A - Steam steering apparatus

Info

Publication number: US271326A
Authority: US
Publication date: 1883-01-30
Anticipated expiration: 1900-01-30

Description

(No Model.) 2 Sheets-Sheet 1. J. FRAZIER STEAM STEERING APPARATUS. No. 271,326. Patented Jan.30,1883.

(No Model.) r 2 Sheets-Sheet 2.

' J. FRAZIER.

STEAM STEERING APPARATUS.

Patented Jan. 30,1883.

UITED STATES PATE T OFFICE.

noun FRAZIER, or sewer, ARKANSAS.

STEAM STEERING APPARATUS.

SPECIFICATION forming part of Letters Patent. No. 271,326, dated January 30, 1883.

Application filed July 10, 1852.

(No model.)

To all whom it may concern Be it known that I, JOHN FRAZIER, a citizen of the United States, residing at Searcy, in the county of \Vhite and State of Arkansas, have invented a new and useful Improvement in Steam Steering Apparatus,ot' which the following is a specification.

The object of my invention is to provide means whereby to quickly and accurately operate the rudder ot' a vessel and secure the same in any position to which it is set. This object I effect by combining with said rudder an operating-engine and a peculiar valve device, as fully described hereinafter. The said engine and valveare adapted for application to other purposes.

In the drawings, Figure l is a perspective view showing an engine with my improved valve device and connections with the rudder t a vessel. Fig. 2 is a perspective view showing the portion of the valve-operating lever extending into the pilot-house. Fig. 3 is a perspective view of the cylinder and valve-chest. Fig. 4 is a perspective view of the valve. Figs. 5 and 6 are cross-sections of the valve, respectively, on the lines 11 12 13 14, Fig. 4. Fig. 7 is a perspective view of the valve-ca p, and Fig. Sis a view showing a modification.

Z represents the shalt of therudderorother device to be moved. Yis a crank-arm on said shaft. Z is the cylinder of the operating-englue. 0 is the connecting-rod between the piston-rod and crank Y. R is the valve-case; R, the valve-spindle. B is the lever of the spindle that extends into the pilot-house. S is a conical valve turning in the casing R and projecting beyond the smaller end of the cats ing. T is a cap covering the projecting end of the valve and secured to a spindle, 70, mounted in hearings on the engine. On the spindle k v is a spirally-curved wing, It, the edge of which extends between adjustable lips i i on the cross-head 7:

The valve S has circumferential grooves l 2 3 4 5 6 7, and longitudinalchannels map q, respectively communicating at one end with ports at np q, the channels at, a, and p communicating at the other end with ports of b, and the channel q communicates with two radiatingports, 0 d, and channels 5, 6, and 7 to take up leakage. The casing R covers the valve 8 nearly as far as the dotted line as, Fig. 4. The inlet-port r, Fig. 3, is opposite the groove 3. The exhaust-port s is opposite to groove 1. The right-hand port, P, of the cylinder, Fig. 3, opens opposite the groove 2,and the left-hand port, 0 opens opposite the groove 4. The steam always fills the groove 3, port 1), channel p, and port b, which is, however, closed when itis opposite the blank face y of the cap T, Fig. 7. By turning the valve in one direc tionor the other the port I) may be put in communication with either of two channels, ttl7,ill the casing T. When adjusted as in Fig.5 the steam will pass from the port b, through the channel 2 to the porte, along the channel m, out the port at into the groove 2,and thence along the channel P to the right-hand end of the cy.linder, throwing the piston to the left or backward. As the piston moves backward the cross head is carried back, and the lips t' i act the opening of' the port to any extent. starts.

ahead and gradually closes the port until its action is arrested. The same result ensues it the valve is turned to bring the port b into communication with the channel a, the port a, groove 4, and port 0, to the left-hand end of the cylinder, and the reverse movement of the cross -head turning the cap Tin the opposite direction from that desclibed before until the blank face 3 closes the port I). As the valve is set to bring the port 1) into communication with the channel 12 and port 0 the port (I is brought opposite the'channel u, and the steam exhausted from the left-hand end of the cylinder flows through the channel 0, groove 4, 7

port a, channel a, port f, channel a, port 61, channel q, port q, and groove 1 to the exhaustpipes. 0n the reverse motion the exhaustfollows the portc to the channel q. The valve is set in either direction to any desired extent by the pilot, who swings the lever B-as may be required to effect the desired result. As

' the piston moves forward or back it turns the rudder-shaft, and as the pilot can control absolutely the motion of the piston he can move and set the rudder to any position.

Ifan engine with an ordinary valve was used .to move the rudder and was set in any posiin substantially the same position.

Asthere are no eccentrics and valve-rods on the engine, the piston can be moved back against the steam, compressing the latter, so

that the rudder can turn if struck by ice, snags,

850.; but it will always resume its position, as

any change in the position of the piston will turn the cap T, open the ports, and admit steam until the parts are brought to the same position again.

It is not absolutely necessary to set the engine horizontally nor toconnect it directly with the rudder. For instance, the piston-rod may be connected to a lever, C, pivoted at U to a stationary part of the frame, and the armsot' this lever may be connected by cords 'or chains to passing round guide-pulleys 6 to the tiller. The movements of the rod'U will thus turn the rudder.

As all cords or cables are liable to stretch or become slack,Iprovide for a limited movement of the lever 13 before operation on the rudder-shaft can begin. Thus the lever B may extend between set-screws on a slide, A, carried on a curve-guide, A and provided with a pointer, 4, which extends over a graduated index, 5. The set-screws may be so adjusted that no motion will be imparted to the slide and its pointer until the slack is all taken up and the rudder begins to move, when the lever will be brought into contact with one of said screws, and will move the slide and its pointer. A .pivoted rack, 8, serves to secure the lever B during the adjustment of the valve. A lever, 2', serves to turn the valve from the engineroom, the lever B being first disconnected.

It will be apparent that the ordinary ropes may be connected to the tiller and extend to the pilot-house for use in case the machinery gets out of order. 4

I do not limit myself to the precise construction of duplex valve and operating devices described and shown, as I have invented and applied for Letters Patent for other valve appliances constructed with one part to be set by hand, so as to start and continue the-motion of the engine until thelatter automatically operates the other part and closes the steam-passage.

it is obvious that other devices than those described may be used for turning the valveshaft by the longitudinal movement'of the piston-rod and by hand.

It will also be obvious that the engine described may be used for other purposes than that specially designated.

I claim- 1 1. The combination, with a rudder, of an engine connected to the rudder to operate the same and a revolving duplex-valve device, one part constructed and provided with hand setting mechanism, as specified, whereby steam may be admitted to operate the engine in either direction, and the other part connected with devices driven by the engine, and constructed to close the steam-passages after the engine has moved the required distance, substantially as set forth.

2. The combination of the rudder-operah ing engine-having a reciprocating piston, a valve constructed to admit steam to either end of the cylinder, according to its adjustment, and another valve and appliances, substantially as described, for operating it from the engine to cut off the steam after the rudder has reached the desired position, substantially as specified.

3. The combination of the engine, its valve device, constructed substantially as described, hand-lever extending to the pilot-house, shaft 70, connected to the port-closing device, and bent wing It, extending between lips t t on the cross-head, substantially as specified.

4. The combination of the reciprocating engine, valve S, provided with channels andports for directing the steam to and exhausting it from the ends of the cylinder, and devices for setting said valve by hand, and a cap, T, provided with channels arranged to co-operate with thosein the valve, constructed to close the steam-inlet when the cap is turned in the direction in which the valve has been adjusted, and connections whereby the said cap is so turned by theengine as thelatter continues its motion, substantially as set forth.

5. The combination of the valve-casing R, its inlet, exhaust, and cylinder ports, the valve S, having annular grooves 1 to 4, ports I), c, d, f, e, m, n,p, and q, and channels at n p q, and cap T, having channels a v, substantially as set forth.

6. The combination, with the hand-lever 13, connected to thevalve device, of an index and a pointer attached to a slide arranged to be operated by the lever, and adjusting devices whereby to permit a limited motion of the lever in either direction before moving the slide. substantially as set forth.

7. The combination of the rudder, rudderoperating engine, pivoted lever O, guide-pulleys, and ropes connected to the tiller, substantially as set forth.

JOHN FRAZIER.

\Vitnesses:

JoHN S. THOMAS, G110. WM. CAULEY.

ICC