US1335518A

US1335518A - Submarine boat

Info

Publication number: US1335518A
Application number: US155080A
Authority: US
Inventors: Harold E Montague
Original assignee: EWALD A FRITZE
Current assignee: EWALD A FRITZE
Priority date: 1917-03-15
Filing date: 1917-03-15
Publication date: 1920-03-30
Anticipated expiration: 1937-03-30

Description

H. E. MONTAGUE.

SUBMARINE BOAT.

APPLICATION FILE!) MAR. 15, 1917.

Patented Mar. 30, 1920i 3 wve'ntoz mam a W a 5:. a a W UNTTD ATES rrn HAROLD E. MONTAGUE, OF NEW YORK, N. Y., ASSIGNOR OF ONE-HALF TO EWALD A. FRITZE, OF PHILADELPHIA, PENNSYLVANIA.

SUBMARIhTE BOAT.

Application filed March 15,

To all whom it may concern:

Be it known that I, HAROLD E. MONTAGUE, residing at New York, in the county and State of New York, have invented certain new and useful Improvements in Submarine Boats, of which the following is a specification.

()ne object of the invention is to provide improved propelling means for a vessel of the character described, which while utilizing liquid fuel, there is no danger of any of the gases produced by the combustion of said fuel escaping into the interior of the vessel.

Another object of the invention is to provide new and improved means for taking care of the products of combustion and discharging certain of said products from the vessel such that the presence of the vessel in' any locality will not be disclosed by bubbles of gas rising to the surface of the water. 1

Other objects and aims of the invention, more or less specific than those referred to above, will be in part, obvious and in part pointed out in the course of the following description of the elements, combinations, arrangements of parts and applications of principles, constituting the invention; and the scope of protection contemplated will be indicated in the appended claims.

In the accompanying drawings wherein I have illustrated a preferred form of embodiment of my invention.v

Figure 1 is a vertical sectional view, partly in cplevation of the aft portion of the vessel, an a Fig. 2 is a view in section, partly in elevation, of the generator system employed in connection with the propelling mechanism.

Referring now to the drawings, wherein similar referencecharacters refer to similar parts throughout the several viewsthereof, the reference numeral 4 denotes the hull or shell of the vessel, which, as shown, isintended to be of great length with respect to the lateral dimensions thereof, the purpose of which is todiminish the resistance to the propulsion of the vessel through the water.

Located upon either side of the hull of the vessel and disposed centrally thereof, is a pair of fins or planes indicated at 12. These fins are disposed horizontally with respect to the hull and are mounted upon a shaft 14., Shaft 14 is also mounted and supported Specification of Letters Patent.

Patented Mar. 30, 1920.

1917. Serial No. 155,080.

the shaft 14, which carries the planes 12, is an arm 16,

A. cable 20 is attached to the arm 16 and travels over guide pulleys 21 and 22.- The opposite ends of this cable are suitably guided to a position within the conning tower 23 of the vessel, whereby with suitable means, not herein disclosed, said cables may be manipulated to tilt the planesto any desired degree required in navigating the vessel.

Suitably riveted to the upper portion of the hull of the vessel is a casing 24, the upper portion 25 of which constitutes the superdeck of the vessel. Located centrally of this superdeck is the conning tower 23 provided with the usual manhole 26.

The rudder 38 in the present instance is shown as being pivotally mounted-upon the stern, said rudder in ithe present instance extending from the bottom of the keel, substantially to the top of the hulltof the vessel.

Referring now to the means for propelling the submersible, the reference numeral 39 denotes an internal combustion engine, prefcrably of the direct reversing type, which in the present instance is adapted to be operated by liquid fuel inthe form of a heavy petroleum oil. The crank shafts 40 of this engine drive the shaft 41, which is connected directly with the propeller 42.

The exhaust from the engine is delivered through the exhaust pipe 44 to the interior of a generator 45, said exhaust comprising the products of combustion from the engine, being designed to heat the walls to deliver its heat to the walls of the generator 45, and said exhaust leaving said generator through the perforations in the nozzle 46,1to be disposed of in a manner which will be presently described.

At this point it may be understood, however, that it is intended that substantially all the heat of the exhaust which is delivered into the generator 45 through the pipe 44 shall be taken out and utilized to heat certain of the ingoing fuel constituents as will presently be described.

The nozzle 46 is attached to the discharge pipe 47, which leads toward the stern of the vessel and passes through the wall 48, said Wall constituting a bulkhead wall, shutting off the rear end of the vessel from the remainder of the interior thereof, and forming a chamber 49 Leading into the chamber 49 within the hull of the vessel. Mounted upon is a conduit 50, which conducts into said chamber the water which is discharged from the cooling system of the engine 39. Located within the chamber 49 is a tank 51 open-ended, as shown, and the inner end 52- of the discharge pipe 47 extends into the open end of the tank 51, as clearly shown in Fig. 1 of the drawings, said pipe terminating substantially midway between the upper and lower ends of the tank 51. Leading from the bottom of the tank 51 is a discharge pipe 53, the opposite end of which is connected with a pump 54 eccentrically driven from the propeller drive shaft 41. This pump being a high pressure pump is adapted to draw water from the tank 51 and discharge it through the outport valve of the vessel through the pipe 55. Located within the chamber 49 is a trap 56, which is connected by means of the conduit 57 with the generator 45.

Conduit 57 is connected by means of the branch pipes 58 with a chamber 59 which surrounds the generator 45. The chamber 59 is provided with a plurality of apertures 60, and located opposite each of said apertures is a nozzle 61, said nozzle leading from a pipe 62 which is connected with the engine circulation by means of the pipe 62. By means of this construction it will be seen that water from the engine circulation may be sprayed through the nozzle 61 into the chamber 59, and on to the heated generator 45. The reference numeral 64 indicates a pipe in the form of a yoke, which is connected with the-chamber 59, said pipe leading into the mixing chamber 65 and leading into this mixing chamber is a pipe 66, one branch 67 of which is intended to be connected with a source of light fuel oil supply, and the other branch 68 of which is intended to be connected with another source of fuel supply which in the present instance is intended to be fuel in the form of crude petroleum, or in other words, a heavy fuel oil. Leading from the mixing chamber 65 is a pipe 69, which leads into the intake pipe 70. This intake pipe 70 is intended to be inclosed in the exhaust manifold of the engine.

The construction next above described is described and claimed in my co-pending application Serial Number 122,811, filed September 29th, 1916, internal combustion engine.

Referring, however, to the operation of the means just above described employed for propelling the vessel, it will be observed that all the products of combustion delivered from the engine after passing through the generator 45, are delivered into the conduit 47 which leads into the open-ended tank 51. This tank 51 is located in a chamber which is formed in the rear end of the vessel by means of the vertical partition 48.

At this point it may be noted that it is intended to maintain a level of water indicated by a dotted line in the chamber 49 above the open end of the tank 51, or in other words, maintain such a level that there will be a tendency of the water at all times to flow from the chamber 49 into the tank 51. The products of combustion being delivered fronf the conduit 47 into the tank 51, will therefore be discharged into thewater in the tank 51 and will thereby be brought into immediate contact with the water flowing into said tank. Certain of the heavy products of combustion being discharged into the water will be carried through the bottom of the tank 51, flowing through the pipe 52, will be discharged from the vessel by means of the pipe 55. The same result will be obtained in so far as certain of the soluble constituents of the products of combustion are concerned, because these will be absorbed by the water and similarly discharged from the Vessel.

It will be understood that there are means, not shown, and described, for maintaining the level of the water in the chamber 49. Inasmuch as the products of combustion are discharged into the tank 51 through the conduit 47, and inasmuch as there is a constant withdrawal of the water from the tank 51, by means of the pump 54, the waterin the tank 51 is at all times greatly agitated, so that if any particles of gas. are drawn through the bottom of the tank through the pipe 52, and discharged from the vessel through the pipe 55, said particles will be broken up so fine that they will not be perceptible when they arise at the surface when they are discharged from the vessel.

Such products of combustion as are not absorbed by the water, are taken care of and discharged from the vessel, thereby rise through the open end of the tank 51, are withdrawn from the chamber by means of the trap 56, passing through the pipe 57 to be again dis harged into the chamber 49, through the branch pipes 58.

It will accordingly be seen that I have provided a construction well adapted to attain, among others, all the aims and objects above pointed out, in a simple yet efiicient manner.

Inasmuch as the liquid fuel operated engine is such that it can be operated when taking in air, either from the interior of the boat, or from the atmosphere, the fuel can be operated with equal facility by means of liquid fuel, whether running on the surface, or submerged, the construction being such that even though submerged, the gaseous parts of combustion are taken care of in such a way as to be unobservable upon the surface of the water.

As many changes could be made in this construction without departing from the scope of the following claims, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative only and not in a limiting sense.

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

1. In a submarine boat construction, the combination, with a hull, propelling mechanism for said vessel comprising a liquid fuel consuming engine, a water tight compartment provided in said hull, adapted to contain a quantity of water, means for discharging the products of combustion into said compartment, and means for discharging water from said compartment exteriorly of the vessel.

' 2. In a submarine boat construction, in combination with the propelling mechanism of the vessel comprising a liquid fuel consuming engine, a compartment located in the hull portion of the vessel adapted to contain water, means for discharging the products of combustion from said engine into the water of said compartment, means for pumping the water from said compartment and discharging the same from the hull, and means leading from said compartment whereby certain of said products of combustion are again fed into said engine.

In testimony whereof I aifix my signature in the presence of two witnesses.

HAROLD E. MONTAGUE.

Witnesses EMMA WEINBERG, HELEN CAREY.