US64846A - Petehs - Google Patents

Description

@citen ltstrs germi @fittizi- ROBERT' GEEUZEAUR, or NEW vonk, N. Y.

Leners Para No. 64,846, daad May 21, 1867.

tlge tlgstnle referrer itin ilge tzitms uturt mit mating-putt nf rlp samt.

TOALL WHOM IT MAY CONGERN:

Be it known that I, ROBERT CREUZBAUR, of the city and county of New York, inthe State of N ew York,

have invented an improved Mode of operating Screws which are arranged in Transverse Pipes for Steering Vessels; andI do hereby declare that the following is a full, clear, and exact description thereof, reference being had tothe accompanying drawings, making apart of this specification, in which- Figure 1 is a horizontal section oi' the stern of ayessel, showingl my improved mode of operating a steering=s crew. 1

Figure 2 is "a vertical central sectionl through the stern of a.ves sel showing an elevation oi' the same parts. Figure 3 shows a steering-screw applied within acurved pipe or water-way. Figure 4 is a longitudinal section taken in a vertical pla-ne througlithe centre of iig. 3.

Figure -5 is a side view of the bevel spur-wheels. and their sliding clutch.

Figureyis a side elevation ofjtheengine and its attachments.

Figure l'vshowsinv detail the' construction of the'r'ocking-yoke N.

Similar letters of referencelindicate corresponding parts in theseveral figures.

This invention relates t an improved inode of operating "screws which are arranged. in water-ways or pipes that pass transversely through the hulls of vessels.

Previous to my invention screws have'been thus arranged within waterways, which extend transversely through the hulls of vessels, so as to act and react upon the water in a direction which is transverse or oblique to the length of the keel, thereby admitting of a vessel being turnedZ whether -nnderheadway or lying at rest. But in connection with screws thus arrangednoipractical mode has ever been devis'edlfor enabling the pilot to manuvre his vessel speedily and with ease. l

My improvement not only provides for a `ready and easy'mode by which the pilot can control through an engine the vessel, if a steam vessel, with facility, directly from his station at the pilot-house, without any inter-4 vening action of an engineer, but it furthermore provides for propelling such screw by the crew through the capstan when the steam power is crippled, or when, in a sail vessel, the want of headway renders a common rudder useless, and in such manner that while the crew continuously work the capstan in one direction thel pilot can start, reverse, andstop the screw instantaneously at pleasure, and thus keep a vessels head to sea after all headway is lost, which must eilectually prevent the foundering of a vessel by'reason of falling into the trough oithe sea. `And in a steam vessel these two powers are so connected that either can be used, and the other applied in its steadinstantaneously.

To enable others skilled in the art to make and use my invention, I will proceed to describe its construction and operation with references to theaccompanying drawings. v l

In the drawings I have represented a steering-screw, B, applied within a pipe, C, which is'straight, and

terminated in daring ends, and which passes transversely through the hull yA'of avessel, at rightl angles to the keel thereof. AAlso a steering-screw, which is applied to a curved pipe, C. Either one of these forms of pipes may be employed, whichever. may be deemed most ,desirable The pipes C C may be made of any required diameter, but for a vessel oione-thousand tons burden such pipes may be about two and a 'halffeet in diameter for receiving a screw, the blades of which are allowed to turn freely in them. The screw B is applied to a transverse shaft, a, which has its bearings in two' cross-pieces, bb, which extend dia-metrically across the pipe C, and are suitably securedwithin this pipe as shown in fig. 1. Y On the shaft a a bevel spur-wheel, c, is keyed in asuitable position to engage with acorresponding wheel d, which is keyed to a longitudinal shaft, all, that passes through a stuliing-box, e, applied to the pipe C. -T-his shaft li has its bearings in a frame, D, .and between the standards of `the .latter two 'pinion spur-wheclsff arejapplied loosely on this shaft-ol, which engage with:

the teeth of a large bevel-wheel E, and are both rotated by means of this .large wheel. -Between Athe pinions ff a tubularclutch, g, is applied on theshaft cl2, so as tov turn with' it, and also to move in a direction with its length. This clutch has .teeth on its ends, which are adaptedffor entering vrecesses formed in the' pinions ff', and engaging Vone or the other of these pinions with the shaft d1. The clutch g'has a grooved, collar, lg", formed on it for receiving a yoke which is on the upper end of' a'vibrating arm, Zt, that is fastened to a roel:-

slia'l't, L. This rock-shaft Lis oscillated by means of a longrl'ever, G, which extends up through the decks of the vessel, ns shown in iigs. l and 4, so that it' can be operated from either deck, or down in the hold. Or this shipping motion is carried to the pilot-house, or to any other desired point, byimeans of connectingi'ods or chains, or in any suitable manner. The object of the lever G is to move the clutch g, and engage it with one or the other ofthe bevel spur-wheelsff, and thus engage either one of these wheels with the shaft 1 at the pleasure of the pilot, according to the direction in which it is desired to have thei steering-screw turn. When it is not desired to turn the steering-screw B, or when the motion of the pinion spur-wheelsff is not to be communicated to their shaft d1', (the wheel E being continuously moved by the crew in one direction,) the clutch g is moved to a central position, in which it does not engage with either one of the pinionsff. The `large spur-wheel E is keyed on the lower end of a vertical shaft, F, which passes up through the decks, and on each deck a capstan is applied to it, by means of which this shaft, together with the large spur-wheel E, is turned by thev 4crew, from either deck, con tinuously in the saine direction. By this arrangement it will be seen that while the main driving-shaft F is rotated continuously in one direction, thepilot can communicate a right or left motion to the screw VB, or he can stop and start this screw at pleasure. The pilot can in this manner and by these means manoeuvre his vessel as he pleases, without expending ,much labor, and without requiring the crew tor everse their movement at every change required in the motion of the screw. y V

I have described one Inode of communicating motion -to the vsteering-'screw by manual. power. I will now describe a mode whereby' the steering-screw can be operated by a steam or other engine, and started, stopped, or reversed by the pilot whilst at his station in the pilot-house. In steam vesselsit is contemplated to employ steam for turning the screw; and when, in 4caseof a storm, the lires are put out beneath the boilers, and the engines are rendered inoperative, I shall use manualpowcr, as above described, for turning the screw. -To efect this object, I extend the shaft d l, and apply on its end a clutch-head, W, which is adapted for engaging at suitable times with a head, W', which is on the coinciding ,crankshaft cl2, so that these two shafts can be -coupled together or disconnected at pleasure by moving a clutch-lever, whichis shown in dotted lines in g. 1:V

, The lever G, figs. 2 and 6, is made to communicate, by rod K, with the connecting-rod M, which moves the slidevalve of the steam-chest Y. The end` of this connecting-rod M slides freely up and down in the rocking-yoke N; this yoke is fast on the rocking-shaft N', which is moved by the eccentric X by means of its rod X and the crank- Z. The rod K, which is attached at one end to and moved by lever G', is pivoted to the connecting-rod IM at the other end near the yoke N. When the rod M is at the upper end of the yoke N, the engine and screw move in a contrary direction to that which it receives when the rod M is in the lower end of the yoke. And when rodrM is in the centre of the yoke N, the slide-valve in the steam-chcst will receive no motion, and hence the screw B and its shaft di will not be rotated. The steam-chest remains in full communication with the steam in the main boiler of the ship at all times. By this simple arrangement it will be seen that the pilot is enabled to start, stop, or reverse the motion of the screw by simply moving the handle Gr into the proper one of the` three corresponding notches .in guard V. There may be other intermediate notches or fastenings in said guard V, in which the engine would have more or less speed. When twoY driving-cylinders are used, the lever G is connected to the slide-valves, or their substitutes, of both cylinders in the same or in a similar manner to'v that described. Additional rods and links may bev necessary between the handle G at the pilots station, and the rocking-yoke N and connecting-rod M, according to the relative position of the engine and pilot station, which may occasion more or less angles to be turned; or Ythe motion oi' the handle G may be transmitted through ropes, or through a combination'ofvrods, levers, and ropes. When the two shafts ell @Z2 are coupled together and the engine is in operation, thesliding-clutch Iq should be disengaged from both pinionsff; otherwise the shaft F will be rotated, which is not necessary.

In figs. 3 and 4 I have represented a mode of transmitting motion to the steering-screw, wherein the parts are accessible for oiling and repairing. By curving one side or end of the pipe C', one end of the shaft of' the screw is supported-within this pipe, and the other end is supported in a stuiiing-box bearing, K, by passing said shaft through the'elbcw of the pipe, as shown in iig. 3. If both journals of the screw-shaft are required to be accessible, then both ends of the pipe or water-way C should be curved.

When repairsa're necessary and a dry-dock is not convenient, water-tight caps are placed over the ends of the pipe containing the steering-screw, or an internal gate may be arranged on each side of the screw for this' purpose. 'lhe water is then pumped 'out of the pipe, after which the pipe can be entered by means of a manhole providcd for the purpose.

In order to exclude objects from the interior of the pipe or water-way containing the screw, fenders cr gratings'd are .applied to the open ends thereof, and constructed so as not to materially obstruct the passage of water through the pipe when the'screw is rotated. The pipes or water-ways are constructed withoutwardly daring ends, for the purpose of facilitating the influx and discharge oiwater.- i

The effect of a screw thus arranged is to draw water away from that side of'` thevvessel toward which its stern is moved, and thus decrease the pressure on such side. At the same time the screw will deliver the water on thc opposite side of the vessel, and thereby increase the pressure on this side. The screw will also have the benefit ofthe thrust or impact upon the water, as any screw-prcpeller. Hence it will be seen that a very `small screw and pipe or water-way will be sueient to turn a large vessel, requiring the expenditure of a very small `amount of power as compared to the power which is consumed by screw-popellers placed as usually at the stern of a vessel with their axes of motion parallel with the keel. A common rudder can be used as usual for ordinary sailing, reserving the screw-steering apparatus foi-difficult manoeuvering, and foruse in storms; or the steering-screw may entirely supersede the u-se of the common rudder, as inlay he desired.v

I am `aware that itis not new to use n. screw within a pipe extending transversely throughthe hull of a vessel for the purpose of steering the samegQnor is itinew to apply a steering-screw* within a curved pipe pass-y ing through a vessels'hull, and therefore I do not wish to be considered as making claim to such a devie y www* steering vessels My invention, to repeat, relates to a. mode of enabling the pilot to manuvre his vessel withvsuch a screw, when it receives its motive power from an engine, with facility and directly from his station, witbout the intervention of an engineer, and without the co-action of any other person. And it furthermore' relates to a mode for driving the screw by manual powerin case steam should fail; or if not a steam vessel, when the sails are carried away in a. storm, or otherwise rendered useless,` under which circumstances the pilot controls the screw in the same complete manner without the co-action of others as to changing uits motion; the means yconsisting in having the vertical driving-shaft Frevolved in one direction by the crew, while the pilot can /give a right and left rotary motion to the screwT or stop` the motion thereof` at pleasure, as here above fully described.

It 'would be impossibleto steer a ship by the screw, if the crew turning the capstan-shaft must be stopped and their course reversed in order to reverse the motion of the screw. It is well known that steering mustbe done at the precise time, particularly in a storm, under excitement and noise, when it would be impracticable .for a pilot to control a crew suiciently for the safety of a ship. Hence I provide for controlling` the action of the steam power by reversing it through the agency of the pilot, and for reversing the gearing upon which the manual power operates when the steam fails. Steam is an agent which can be managed, hence its power may be reversed; but an excited crew becomes unmanageable, and therefore it-is impracticable to reverse them.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

4 1. In combination with a steering-screw, or its equivalent, arranged within apipe or water-way extending transversely throughthe hull of a vessel, I claim a means which'will enable the pilot to give a. right and left motion to the said screw, or to stop or startit at pleasure, witholit stopping or reversing the motion of the driving power, substantially asdescribed.

2. The combination of a steering-screw, or its equivalent, arranged within a Water-way extending transversely across the hull of a vesseh'with a means which willenable the pilot from the pilot-house to stop, start, `and reverse the motion of an engine which is 'used for rotating said screw,substantially as described.

3. In combination `with a steering-screw arranged to operate substantially as described, I claim the employment of an engine for rotating the screw, and a means for rotating the screw when the engine is inoperative; substantially as described. I

4. Providing for disconnecting the capstan-shnft Iifroin the screw-shaft dl, when this latter. shaft is connected to and driven bythe engine shaft d, substantially as described` 5. The combination of the capstan or .cnpstans upon shaft F with the gearing Eff', clutch g, lever GQ shaft d1, and with an extension d2 of shaft dl, clutch W W'. and a driving engine, substantially as described.

ROBERT CREUZBAUIL Witnesses: l

C. R. Bkewsrsn, E. M. Dr. LtsLr..

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