US1860555A - Airship - Google Patents

Description

FIPBZO UR 1,860,555 7 May 31, 193 A. G. SCHLOSSER 1,360,555

AIRSHIP Filed July 11, 1930 INVENTOR 71 LY, Ar/fiur G. Sch/assert 9 ATTORNEY Patented May 31, 1932 UNITED STATES PATENT OFFICE ARTHUR G. SCHLOSSER, OF DETROIT, MICHIGAN, ASSIGNOR TO AIRCRAFT DEVELOP- MENT CORPORATION, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN AIRSHIP Application filed July 11, 1930. Serial No. 467,190.

This invention relates to safe-guarding the buoyant gas in a dirigible, while involving various questions as hereinafter set forth, one of its particular objects may be mentioned as the provision of means or construction that will permit the minimum amount of leak of buoyant gas when the main envelope or skin of the ship has been punctured by accident, or otherwise.

While various modifications may be made, my preferred form of the invention includes partitions or curtains which span sections of the interior of the airship hull envelope normally, so-to-speak floating in the volume of buoyant gas, but which in the event of a puncture will be pressed against the inside of a predetermined area of the hull skin with a minimum loss of gas, and when so flattened against the inside of the hull skin will cover the leak,and prevent the loss of the remainder of the buoyant gas.

My invention applies more particularly to metalclad airships in which the hull skin is substantially nondeformable, and therefore provides a shell which at the same time constitutes the gas-retaining envelope.

Supplemental thereto or in modified form, provision is made for a diaphragm which separates the buoyant gas from the ballonet air space below, to be used as functioning to cover a leak by Welling-up from the lower to the upper portion of the ships hull,in one compartment. Such form is applicable when v a plurality of compartments are formed in such an airship by transverse partitions. In

1 under such conditions becomes slack, and

thereby permits the ballonet diaphragm to move bodily up past the axis and to spread its area over the top portion of the hull, close the leak and allow an excess of internal pressure to be maintained, even though under such conditions the entire gas in one compartment may have been lost.

As to the above and other features of my invention specific embodiments are shown in the accompanying drawings in which:

Fig. I shows a cross-section of an airship hull, such as a metalclad, with leak safetycurtains in normal position.

Fig. II shows the same section with one safety-curtain collapsed in the case of a leak on one side of the. top section.

Fig. III shows a section of an airship hull with modified arrangement of the floating curtains, for leak stoppage.

Fig. IV shows a longitudinal section on the axis of a ship with a ballonet diaphragm inverted as it would well-up to close a leak in the roof of one compartment, with the associated axial tie arrangements to permit the complete displacement of the diaphragm upward through the compartment.

Fig. V is an enlarged section of the intersection of axial tie with transverse bulkheads and its interconnection with diaphragms and couplings for emergency release of an axial tie section in one compartment when punctured, so that the ballonet diaphragm wellsup. This with the construction shown in Fig. IV, may also be combined with the forms of leak curtain shown in the other figures.

As shown in Figs. I, II and III, the airships skin 1 has a valve 2 which provides means for inflation or loading of the airship with the buoyant gas. Curtains 3 or 3 are connected longitudinally with gas-tight seals 4 and 5 with the upper lateral sections of the airships hull skin, as in a metalclad ship.

Each of these lateral curtains or diaphragms is intended to accommodate the buoyant gas with the other volume of the airship or the different cells of the airship, namely, the several compartments which might be separated by transverse partitions, or otherwise.

If in the metalclad or other ship, roof puncture occurs as indicated at 6, the gas contained between the envelope and the curtain 3 would leak out, and the curtain 3 would gradually rise up, so as to cover the inside surface of the hull skin 1, and thereby stop the leak. This is to provide for the emergency of stopping such leaks as are not readily observable. But after a leak has been stopped by this construction, it becomes readily discernible so that permanent remedies to patch the leak or to reconstruct the area of leak, can be accomplished by outside performance, or inside performance by men with gas helmets to enable them to accomplish the repair work.

While this construction ust described materially aids for the safety of airships, it will be understood that the form illustrated in Fig. III lends itself to a further economic embodiment of my invention, in which I provide curtains 7, 8, 9 and 10, which in each case are secured longitudinally to the inner surface of the gas envelope. As compared with Fig. I construction, the curtains 7 and 8 encompass an eighth of the inner surface of the envelope, and thereby the cubic content of gas is much smaller than in the case of the curtains 3 or 3 Thus, if there is a leak at the point 11, only one curtain will deflate and cover its area of envelope with a relatively small amount of lost gas. With this deflation of such leak curtain the repairs can proceed with a smaller area in which to search for and locate the leak. In the case of one of numerous cells in an airship, this would mean a very slight loss of buoyant gas compared with the entire volume.

In the forms shown it is assumed that along the top of the airship longitudinally there is a strip or a path of heavy or reinforced structure, such as might support a. cat-walk on the top, and the valves 2 are there supported, one or more for each compartment. The leak curtains 3, 3 7 or 8, are sealed gastight along the edge of the top strip on the airship hull and at the lower part of the curtain they are sealed lower down along the inside of the hull skin, but near the low portion a gas passage 13 forms a valve which may be an appendix as is usual in the case of a balloon or a mechanical valve automatically or manually controlled. \Vhen inflating the ship gas may be supplied throu h the valves 2 2 to fill the space separated by the leak curtains, although the main inflation would be made through valves 2. Inflating through any of the valves 2* is to fill the space between the leak curtain and the shell of the hull so that the leak curtain droops due to its weight and assumes a position remote from the inner surface of the hull skin. This condition exists normally, and when a puncture of the hull occurs as at 11, the out-flow of gas causes the curtain to collapse against the hull, and simultaneously the valve 13 automatically shuts off, that is as an appendix it collapses and with the pressure due to the main volume of gas in the hull the leak curtain is completely closed against the passage of gas.

It will be noted that the arrangement in Figs. I and III differ in that the volume of gas confined between the leak curtain and the inside surface of the hull skin is less in the arrangement in Fig. III. Thus the entire area in the upper portion of the airship hull may have any desired number of leak curtains, in the aggregate adapted to cover the entire hull surface above the lateral lines of attachment of the ballonet diaphragm. Below the lateral edges of the ballonet diaphragm the hull surface is se arated from the buoyant gas, with only air etween the hull surface and the ballonet diaphragm. In the case of each of the gas compartments having four or more leak curtains, their aggregate area and weight are substantially the same as a leak curtain covering one-quarter circumference, as in Fig. I, but multiplying the number of leak curtains reduces the proportion of buoyant gas that would leak out of any one puncture, but, furthermore, suitable indicating means provide for readily signaling at what particular area the leak has occurred, and this consequently limits the search for the rupture in the hull skin to a particular surface, and thereby simplifies the location and repair of damage from that source.

In Fig. IV the compartments are separated by the partitions 14 to which the ballonet diaphragm 15 is attached at 16 substantially on a diametrical line of the ship. Should a puncture occur as at 17, which would release most of the gas in one compartment, the ballonet diaphragm 15 would tend to move upward with the air pressure below to position 15 and serve to cover the inside of the upper portion of the hull and close the rupture at 17. However, when the structure requirements of the ship involve an axial tie 18 it acts as a support for the partitions 14, 14 against longitudinal strains. In such case a rupture or puncture of the ships skin at 17, relieves the gas pressure in one entire compartment and the adjacent compartments bul e toward the ruptured compartment, so that their pres- .sure as indicated by arrows 19-19 strain against the partitions 1414, and thereby cause a slackness in the section 18 of the longitudinal tie and its purpose for transmitting tension no longer exists, so that particular section 18 of the longitudinal tie becomes useless for its original purpose and may be eliminated. I therefore provide a quickrelease means at both ends of the section 18", and such quick-release devices are couplings which would consequently form the means of attachment of each axial tie section of each compartment, so that whichever compartment should be punctured, its particular section of the axial tie may be released.

The quick-release couplings and their arrangement with respect to the tie cable and adjacent portion of the ballonet diaphragm are shown in Fig. V, in which the partition 14 has the ballonet diaphragm 15-15 attached at 16 transversely of the ship, but in the vicinity of the axis the ballonet diaphragm has a surplus of material to permit the tensioning of the couplings. Thus the axial tie cable of the ship connects by an end link wit-h the pelican hook 520, with a keeper 21 having a trip cord 22 passing through a gastight joint in the telescoping sleeve 24 and around a suitable pulley such as shown, so that the trip cord leads down to a lower part of the ship accessible for manipulation outside of the gas space of the compartment. The pelican hook and keeper are formed on a shank with a telescopic section 25 of the fabric of the partition forming a gastight joint with the shank, and permitting any required play in the axial cable tension. ()n the other side of this gastight joint a second pelican hook 20 with a suitable keeper is provided, as a connection for a substitute axial tie section to be attached after the ballonet diaphra m has welled-up into the roof section of the envelope, and in case air pressure is then supplied to the punctured compartment such substitute axial tie section can be readily connected by the pelican hook 20, and provide the longitudinal strain-resisting member for continued flight of the ship. The reinforcement 26 provides for the connection of the shank of the pelican hooks on both sides of the partition 14, and between such coupling and the hooks are provided tension devices such as turnbuckles, for the adjustment of the total tension of the axial cables. Tension device 23 thus provides for tensioning of the original tie with pelican hook 20, and equally afi'ords means for tensioning the substitute section that may be coupled after a puncture to the pelican hook 20. It will be understood that in the case of puncturing of one-compartment, after the diaphragm 15 has welled-u the telescopic sleeve 25 may be cut ofl", an the pelican hook 2O withdrawn,

so that it again becomes available for the substitute tie section, but in such case provision for the airtightness of the partition 15 must be provided in order to maintain internal pressure in the section.

Therefore the double hook is shown only on one side of the partition 14, although double hooks may be incorporated in connection with the ballonet diaphragm fabric on each side of every partition. It may also be modified so that the hook in the air space may serve to release a shaft holding the end of the axial tie section, still maintaining airtightness, and in such form the trip cord may actuate a hook such as 20*,and when the axial cable section has dropped ofi, the hook 20 being outside of the gas cell is immediately ready for interconnection with the substitute tie through the air space after the diaphragm is 5 welled-up to the top of the compartment.

Suitable means may in such case be provided to unscrew the hook 20*, so that it and the tension device 23 are disconnected from the air side of the diaphragm, and free to take the strain of the new axial section without interference with the welled-up ballonet diaphragm, though ready for later repair to be reconnected for the proper inflated conditions of the ship.

It will be seen that in the case of a leak in any one compartment which is not effectively stopped by the leak curtains, such elimination of the section of the longitudinal tie is necessary in order that the entire ballonet diaphragm may move up and spread itself over the inside of the upper section of the hull skin, which would be prevented by the longitudinal tie remaining permanently in place. The air pressure on the ballonet diaphragm forcing up the fabric will cause the released loose section of the longitudinal tie to be forced laterally with the Welling-up of the diaphragm, to a lateral position where it will not interfere with the fabric sheathing being pressed against all parts of the upper area of the hull skin, and as above described in detail the tie section can, after the repairs have been made, be again coupled into its normal service position. lVhile the puncturing of one compartment, which causes an unusual slackness in the particular section ofthe longitudinal tie, may be arranged to provide an automatic release of that section of the punctured compartment, I prefer to have the damaged condition indicated in any suitable way by the bulging of adjacent compartments, and have a manual release of the tie section as heretofore described, in order that there may be positive knowledge of the exact location of the rupture to the hull.

While the precise location of a rupture may be indicated by the deflation of any one leak curtain, it is, of course, possible that the leak curtain may also be ruptured and then cause the Welling-up of the ballonet diaphragm,which thereby provides a double security against any excessive loss of buoyant gas in the ship, as well as the excess of internal air pressure, and simultaneously the definite indication as to the location of the rupture to the hull, so that necessary steps can be taken for suitable repair, before there is any loss of a quantity of gas sufiicient to splriously interfere with the operation of the s 1p.

It will be noted that the volume of buoyant gas enclosed by the leak curtains may be hydrogen and suitable valve arrangements employed to separate this from the main body of gas which might be helium, so that in the event of a leak causing the loss in an area covered by one leak curtain the gas passing through the leak would only be the cheaper and more readily replaceable gas. I may also make other arrangements to provide for a leak draining only hydrogen and still safeguarding ,the contents of helium with at tendant advantages.

In the case of a practically non-deformable hull, as in a metalclad airship in which the metal sheathing constitutes the hull skin and gas-retaining envelope, internal pressure against the inner surface of the hull skin must be suitably maintained. With any of the forms of modifications of my invention such internal pressure, in the case of a leak, is promptly reestablished when the floating leak curtain lines the inside of the hull so that the ballonet pressure exerted against the gas provides for the necessary inside pressure on the hull skin. Likewise, should the ballonet diaphragm rise or well-up and cover the inner surface of the skin, then the air pressure under it provides the internal hull skin pressure in place of the pressure due to the lost gas. With the ballonet diaphragm area sufficient to fully cover the entire upper surface of the hull skin, its upper position excludes all air between it and the inner surface of the hull, so that upon repair of the rupture or leak the buoyant gas may then be introduced through the valve or valves, and will fill the entire space without any admixture of air while the ballonet diaphragm is allowed to recede to the bottom of the hull. As the ballonet diaphragm may be sealed against the inside of the hull skin at a horizontal line above the middle of the hull, the area of the diaphragm could be less than one-half the area of the inside of the hull, thereby saving an appreciable amount of weight in diaphragm, while still capable of serviceable distention downward, because of the desirability of leaving in some cases, some space for air volume of ballonet between the lower portion of the hull and the diaphragm. On this account it would become feasible to use the upwardly distended diaphragm to exclude air, and to provide for inflation of pure buoyant gas.

\Vith the floating leak curtains, gas may be admitted into them when inflating the ship, to pass through the one-way valves or appendix at the bottom of each floating curtain, into the main gas space, so that the one-way valve of any suitable form will thereafter prevent the return of gas to the space outside of the leak curtain, and assure the leak-closing functioning of the curtain. The floating curtains are so secured to the inner surface that they will hang free, that is in normal conditions as far away from the inner surface of the hull skin as their dimensions permit, so that a puncture of the hull skin by an object passing through would in practically every instance puncture the leak curtain at a place remote from the hull puncture, so that on deflation of the floating curtain or leak diaphragm there would be practically no chance of a hole in the curtain registering with the hole in the hull skin, but, on the contrary, both holes would be automatically sealed by the fabric flattening tight against the inner surface of the hull with the remain-- ing internal gas or air pressure. I may provide a character of material, or in any event the outer surface of each leak curtain to give a suitable degree of adhesion to the inner surface of the hull skin when it is finally flattened against the hull skin, to resist bulging of the fabric through any substantial rent in the hull, that is to prevent the leak curtain slipping on the inner surface after it has been flattened tight about the neighborhood of the rupture by internal pressure.

\Vhile various modifications may be made in the practice of my invention, other than those herein specifically shown and described, what I claim and desire to secure by Letters Patent is:

1. In an airship, a buoyant gas compartment having a floating limp curtain spanning a minor sector of the inner surface of the upper half of the gas envelope and sealed thereto around its edges, with an area equal at least to the area of the envelope surface enclosed, and having a one-way valve automatically closing to prevent outward passage of gas or air through the curtain.

2. In an airship, an automatic envelope leak-stopping means including a curtain With its edges sealed to the inner surface of the envelope and having an area equal to the area of the inner surface of the envelope spanned, a valve permitting gas inflation whereby under normal conditions gas pressure on both sides of the curtain permits it to hang free of the inner surface of the envelope, and automatic means associated with the valve or valves to prevent the outward flow of gas through said curtain upon the puncturing of the envelope and the loss of gas in the zone of said puncture covered by the curtain.

3. In an airship gas compartment, a ballonet diaphragm, two floating curtains in the gas space above the diaphragm having their edges sealed to the inside of the envelope and extending from a point adjacent the top meridian of the ship, and laterally along a meridian line above the point of attachment of the ballonet diaphragm to the inner surface of the envelope.

4. In an airship, a gas compartment, two leak curtains attached in said gas compartment and of an area to normally span the inner surface of the gas compartment from the top to the side meridians adjacent the line of attachment of the ballonet diaphragm, and of a structure to normally hang free of the inner surface of the envelope, and when deflated by a puncture of the envelope to automatically collapse against the inner surface of the envelope and completely cover the area encompassed by the sealed edges of the floating curtain.

5. Ina. metalclad airship having hull skin and envelope combined, a plurality of transverse impervious partitions, and an axial tie carrying longitudinal strains on said partitions. a plurality of leak curtains each secured by longitudinal gastightseams including an aggregate area of curtains approxibuoyant gas at substantially equal pressure on both sides of the curtain, and cooperating valves to prevent the passage of gas to the outside of the curtain in the event of a leak in the area of the envelope spanned by the curtain.

7. In an airship having a plurality of gas compartments separated by transverse partitions with an axial cable or tie member interconnecting the several partitions, a ballonet diaphragm of an area approximately equal to half the inner surface of the gas compartment. and means of attachment of the section of axial tie in each compartment including quick-release means, whereby upon the rupture of the gas envelope the diaphragm is free to envelop the inner surface of the upper section of the compartment and cover the rupture.

8. In an airship having a plurality of transverse partitions forming separated gas compartments and an axial tie member through a plurality of the transverse partit-ions, means of attachment of the section of the axial tie member in each compartment, whereby the section in a punctured compartment may be quickly released allowing the ballonet diaphragm to rise and spread over the inner surface of the upper portion of the compartment.

9. In an airship having a substantially non-deformable hull skin and envelope combined. a plurality of transverse flexible partitions forming separated gas compartments, a. diaphragm normally adapted to span the lower portion of the compartment and of an area substantially equal to the area of the upper portion of the compartment above the lateral lines of attachment of the diaphragm to the envelope, and a releasable axial tie member in said compartment adapted to be disconnected in a punctured compartment and to resist the bulging strain of adjacent compartments while the diaphragm rises to cover the puncture in the hull skin of one of the compartments.

10. In an airship having a non-deformable hull skin and envelope, a plurality of gas compartments separated by transverse partitions or bulkheads, an axial tie member throughout a plurality of compartments having detachable sections in each compartment and means whereby any section of the axial tie may be released to permit vertical displacement of a ballonet diaphragm, and whereby a substitute section of the axial tie may be inserted in the air space after air pressure has been established in the puncturecl compartment.

11. In an airship a buoyant gas compartment, a floating curtain spanning a portion of the upper surface of said gas compartment and sealed around its edges to the walls of the gas compartment, a one-way valve in said floating curtain, a gastight diaphragm below said floating curtain whereby two different kinds of buoyant gas may be used in the gas compartment separated by said floating curtain.

12. In an airship a buoyant gas compartment formed by a transverse longitudinal flexible diaphragm as the lower wall and a non-deformable upper envelope shell as the upper portion of the compartment, a floating curtain having a one-way downwardly opening valve, buoyant gas of one kind below said floating curtain, and a buoyant gas of lighter specific gravity between the nondeformable envelope and the floating curtain.

In testimony whereof, I have signed my name to this application this 24th day of April, 1930.

ARTHUR G. SCI-ILOSSER.

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