US1645065A - Ballast recoverer for airships - Google Patents

Description

1 645,065 11 1927' H. R. LIEBERT ET AL BALLAST RECOVERER FOR AIRSHIPS Filed May 5. 1926 4 Sheets-Sheet 1,

I gwuwntoab 2 20 Herman 1Q. Lieberf 74 27/9011); Hiya/26 1; 56 1s Oct. 11 1927.

H. R. LIEBERT ET AL BALLAST REGOVERER FOR AIRSHIPS Filed May5, 1926 4 Sheets-Sheet 2 m 4. B 2 in m 7 9 810 M u 1 w m d I\J\ M 7 Wm H Filed May 5 1926 4 Sheets-Sheet 3 Sylvan $0M Oct. 11 192 7 H. R. LIEBERT ET AL BALLAST RECOVERER FOR AIRSHIPS Filed May 5, 1926 4 Sheets-Sheet 4 gnucniom, Qrman Blieberl,

5 C Wilhelm Fi/cher,

Patented Oct. 11, 1927.

.UNITED STATES PATENT OFFICE.

HERMAN RICHARD LIEIBERT AND WILHELM FISCHER, OF AKRON, OHIO, ASSIGNORS TO GOODYEAR-ZEPPELIN CORPORATION,

DELAWARE.

OF AKRON, OHIO, A CORPORATION OF BALLAST RECOVERER FOR AIRSHIPS.

Application filed May 5, 1926. Serial No. 106,842.

Our invention relates to airships and it has particular relation to an apparatus adapted to operate in conjunction with internal combustion engines mounted upon airships and which will separate the water of condensation from the engine exhaust gases, such water of condensation being employed as ballast to compensate for the loss of peight caused by the consumption of engine uel.

One object of our invention is to provide an apparatus adapted to separate the water of condensation from the exhaust gases of internal combustion engines and to provide for utilizing the air heated during the process of cooling the exhaust gases for the purpose of heating the rooms of the airship.

Another object of our invention is to provide an apparatus which will separate water of condensation from exhaust gases of internal combustion engines, and which will separate soot and unburned particles of foreign matter from the exhaust gases.

Another object of our invention is to provide a novel arrangement and structure of the ballast water recovering apparatus which provides a number of improved features overthe apparatus heretofore known. The structure embodying our invention is composed of two principal operating parts, a pre-cooler and a condenser.

The pre-cooler is connected to the exhaust outlet of an engine which operates the propellers of the airship. The temperature of the pre-coolcr remains relatively high during operation of the apparatus on account of the exhaust gases from the engine passing directly therethrough. Initial cooling of the exhaust gases passing through the pre-cooler is accomplished by the admission of-an air blast drawn through a conduit surrounding the pre-cooler and which passes about the engine throu h pipes which lead to a heating apparatus a apted to heat the dining room, living quarters, kitchen, and the gangways of the airship. However the temperature of the exhaust gases is still relatively high after they have passed through the pre-cooler.

The second operative part of the apparatus, which is designated as a condenser, is partially disposed adj acent the outer surface of the airship, one side thereof being exposed to the atmosphere. A soot absorber placed between the pre-cooler and condenser separates the unburned particles and soot from the exhaust gases, which are then directed into the condenser. This prevents the heat conductivity of the cooling surface of thecondenser from being affected unfavorably by the deposition of a heat insulating coating of soot on the interior surface thereof. The condenser is composed of a number of sections whichere provided with corrugated outer. surfaces, the corrugations extending longitudinally of the airship and being tapered at their ends. The corrugated sections are arranged circumferentially about a portion of the airship between the outer circumferential girders of the main ring. By this arrangement each section is so disposed that it receives fresh cooling air at all times. After the temperature of the exhaust gases is considerably reduced in the condenser, the water vapor contained therein is condensed and drained, by means of pipes, into water receiving tanks conveniently located, preferably adjacent the engines of the airship.-

A pump operated by each airship engine may be employed for forcing the recovered water to the ballast tanks, if desired.

For a better understanding of our invention,reference may now be had to the accompanying drawings forming a part of this specification, of which;

Fig. 1 is a fragmentary elevational view of an apparatus embodying our invention, illustrated as being installed between the main structural elements of an airship main ring;

Fig. 2 is a cross-sectional view, on an enlarged scale, of an apparatus employed in initially cooling the exhaust gases from the airship engine, the section being taken substantially along the line II-II of Fig. 1;

Fig. 3 is a fragmentary elevational view of one side of the airship showing the apj paratus embodying our invention installed thereon, arts being broken away for the sake of c earness,'the view being taken substantially at right angles to the view shown in Fig. 1; p Y

,Fig. 4 is a fragmentary elevational view illustrating the connections between the several sections of a condenser embodied in our invention 5 I T Fig. 5 1s a fragmentary elevatlonal view illustrating the construction of an air blast conduit surrounding the exhaust conduits of the airship engine;

Fi 6 is an elevational larged scale, illustrating one of the sections of the condenser constituting a part of our invention;

Fig. 7 is a fragmentary cross-sectional view of one of the condenser sections, the section being taken substantially along the line VIIVII of Fig; 6;

Fig. 8 is a plan view of one of the condenser sections, the view being taken substantially at right angles to the view shown in Fig. 6.;

Fig. 9 is a fragmentary elevational view, on an enlarged scale, showing details of construction of the device embodying my invention;

Fig. 10 is a fragmentary elevational view, on an enlarged scale, similar to the .view

shownin Fig. 9, the view being taken at ri ht angles thereto;

ig. 11 is a cross-sectional View, on an enlarged scale, of an exhaust outlet,'the view bein taken substantially along the line XI-I of Fig. 9; a

Fig. 12 is an elevational view, on an enlarged scale, of a water separator employed in conjunction with the condenser shown in Fi s. 1 and 3; and ig. 13 is a plan view, on an enlarged scale, of the water separator shown in Fig. 12, arts being broken away for. the sake of c earness.-

Our invention, as racticed, is embodied in an airship provi ed with transversely disposed main rings 12, intermediate or auxiliary rings-13 and longitudinally extending' girder elements 14 secured to the main and auxiliary rings. The main rings 12 are each composed of outer circumferential irders 15 and an inner circumferential girder 16. Dia onally disposed bracingstruts 17 connect t einner and outer girders 15 and 16. Adjacent the lower portion of the main ring a longitudinally extending gangway structure 18 is provided, the uppen portion of which partially supports a platform or floor 19 of an engine room, the platform being further supported by the outer main ring elements 15, as shown at 20. Additional bracing members '22 and 23 are secured to the main ring around the engine room in order to insure a sufiiciently rigid view, on an en-.

structure to support an internal combustion engine 24, which is mountedupon a pedestal 25 The engine 24 is provided with a ropeller shaft 26, extending through the si e of the airship, and is inclosed within a housing 27.

The propeller shaft. carries a gear housing The. engine 24 is provided with an exhaust conduit 34, Which 1S of considerable length and extends vupwardl within the space de-.

fined by the outer an inner circumferential elements 15 and 16. At the upper end of the exhaust pipe 34, an offset pipe section 35, as best illustrated in Fig. 10, is provided with a valve 36 and projects beyond the outside of the airship and extends to one of the bracing struts 30. A discharge opening 37 within the strut 30, communicating with the pipe 35 extends a sufficient distance from the airship surface to avoid av possibility of hot exhaust gases beingblown against the airshi envelope.

' Un er ordinary conditions of operation, the valve 36 is closed and the exhaust gases are directed from. the exhaust pipe 34 through an open valve 38 into a second conduit 39, which is designated as a pre-cooler. A flexible joint 40-is disposed between the pre-cooler 39 and the exhaust pipe 35 for the purpose of permitting expansionand contraction of the pr'e-cooler and exhaust pipes under varying conditions of temperature. The re-cooler 39 is com osed of a plurality o pipes 42 (Fig. 2 through which the exhaust gases are directed. By directing the gases through several pipes of presented than the surfaces which would be presented by a single conduit. At the top of the pre-cooler 39 the exhaust gases are again-confined and directed through a single p1e43.'-. For the purpose of initially cooling the exhaust gases passing through the pipes 34 and 42, an air conduit 44 is provided, which is connected adjacent its upper end to the pre-cooler, as indicated at 45, and a portion of the conduit extends outwardly beyond the surface of the' airship in the form of an air scoop 46. A suitable valve 47 controls the flow of air through the conduit 44. The air conduit 44 surrounds the pre-cooler and extends downwardly beyond the lower end thereof, a flexible joint 48 being provided intermediate the ends of the conduit to compensate for expanslon and contraction thereof. -Adjacent the lower portion of the precooler 39 the air conduit 44 is provided with an offset portion 49, which communicates with a lower air conduit section 50, the latter of which surrounds the exhaust pipe 34 this sort, more favorable cooling surfaces are of they engine. An additional flexible connection 52 is provided for the ofi'set portion 49. The lower portion 50 of the air conduit is divided into forked members; 53 and 54, as best shown in Fig. 5, extending on each side of the engine 24. A heating system, a portion of which is indicated at 55, receives Warm air, which is drawn through the air conduit and is conveyed tovarious parts of the airship for heating purposes. If it is not desired to utilize the Warm air, it is per.- mitted to escape to the atmosphere through a valve opening 56.

In order that an air stream may-be supplied to the exhaust pipe and pre-cooler, whenever the engine is running the air conduit 50 is provided with a fan 57, which is mounted upon a shaft 58 and is driven by means of a belt 59 operated by pulleys 60 and 62, mounted respectively upon the shafts 58 and 26.

After the exhaust gases have passed through the pre-cooler and have been partially cooled, they are directed into an apparatus 63, which is designated as a soot absorber and which .is connected to the pipe section 43 and serves the purpose of separating unburned foreign particles and soot from the exhaust ases. A suitable receptacle 64 is provided fbr receiving the soot.

The exhaust gases are directed from the soot absorber 63 through a pipe section 65,

into a condenser66, constructed of a plurality of sections 67, one side of each section bein exposed to the atmosphere and corrugate as indicated at 68. The condenser 66 is preferably located between and is supported by the outer main ring elements 15, this location bein desirable because the relatively great stability of this part of the air ship prevents the engine vibrations from ad versely affecting the condenser. As best shown in Figs. 6 and 7, each section 67 is provided with an inlet connection 69 at one corner thereof, and at a diagonally opposite corner, a similar outlet connection 70 is provided. The ends of the corrugations are tapered, as indicated at 71, and are in direct communication withthe inlet and outlet con nections 69 aid 70. Each of the sections 67 is secured to the adjacent sections-by means of flexible joints 72, the upper section communicating directly with the pipe section 65. From this structure, it will be observed that the exhaust gases pass alternately from one side of the condenser to the other, through the respective sections 67. Owing to the fact that the surfaces 68 to the atmosphere are corrugated, the area of the condenser covering the ships surface can be comparatively small to cool the gases suificiently to cause water of condensation to form within the condenser.

In the event that it is desirable to reduce the effective area of the cooling surface of of the condenser exposed.

the condenser, a plurality of the upper sections 67 may be disconnected from the pipe of the' condenser. A plurality of valves 74.

and 75 are provided which are adapted to be opened in order to permit the exhaust gases to pass adjacent the up er sections 67 through the bypass 73. hile the valves 74 and 75 remain open, similar valves 76 and 77, controlling theflow of gas to the upper sections of the condenser, are closed to prevent exhaust gases from passing therein. By adjusting these valves and also by adjusting the valve 47 the exhaust gases in the condenser 66 may at all times be maintained at a proper temperature with respect to the outside atmosphere. Thus the apparatus is adapted to function effectively when the atmospheric temperature is relatively high, as Well as being adapted to prevent freezing of the water of condensation when the atmospheric temperature is relatively low.

We have found that it is desirable to pro vide means for draining water of condensation from the sections as rapidly as possible. In order to perform this function, drain pipes 78 are connected by means of auxiliary pipe sections 7 9 to the lower portions of the lower condenser sections. It is not necessary to provide drain pipes in the upper sections because the exhaust gases are not sufliciently condensed to require such drainage until they have passed through two or three of the condenser sections. Drainage of collected water of condensation through these pipes renders the conductivity of the condenser sections relatively more effective. The pipes 78 converge at a point 80 and an extension pipe 82, connected at the converging oint 80 extends into a tank 83, which is a apted to receive the recovered water of condensation.

At the lower end of the condenser 66 a pipe section 84 is provided, through which the exhaust gases are fed into a water separator 85 (Figs. 12 and 13). This separator is provided for the purpose of finally collecting any water of condensation, which may remain in the exhaust gases, after they have passed through the main condenser 66. The gases are thrown against baflle plates 86 of the water separator, which drain the water of condensation from the gases, the water being carried into the tank 83 through a drain pipe section 87, which is connected to the other drain pipe 82, or it may be connected directly to the tank 83. The cool and dry exhaust gases then escape to the atmosphere through a pipe section last tanks, above mentioned and not shown,

and by operation of the pump the water is forced into these tanks. v

In the event it is not desired to recover the water of condensation from the exhaust gases, the valve'36 is opened and the valve 38 is closed, thus permitting the gas to escape through the opening 37 without passing through the pro-cooler and through the condenser.

During extremely warm weather, it may happen that the atmospheric temperature 18 high enough to prevent the exhaust gases from being sufficiently cooled to be thoroughly condensed. Under such conditions,

the valves 36 and 38 are partially opened in order to permit a portion of theexhaust gases to escape through the opening 37, while the remainder passes through the precooler and thence through the condenser.

This permits a relatively lesser quantity of gas to pass through the condenser and it will thus be apparent that the reduced amountof gas will permit the condenser to eifect a relatively greater condensing action thereon, thereby making it possible to con dense a larger percentage per pound of exhaust gases or steam vapor.

From the foregoing description, it will be apparent that we have devised a very eflicient and simple apparatus, whose elements are conveniently accessible and which is peculiarly adapted to be employed in conjunction with internal combustion engines of the type installed in airships. It is to be understood that the system of condensing exhaust gases, as herein disclosed, is also adapted for use in airships whose engines are mounted in pilot cars, located outside the airship superstructure.

Although we have illustrated but one form which our invention may assume and have described in detail but a single application thereof, it will be apparent to those skilled in the art that it is not so limited but that various minor modifications and changes may be made therein without departing from the spirit of our invention or from the scope of the appended claims.

What we claim is:

1. A ballast water recoverer for an airship provided with an internal combustion engine and comprising means for conveying exhaust gases therefrom, a conduit surrounding the means, a device operated by the engine for drawing a current of air from the atmosphere through the conduit, a con denser exposed to the atmosphere and a soot collecting device connected to the exhaust conveying means and to the condenser.

2. A ballast water recoverer for an airship provided with an internal combustion engine comprising a plurality of spaced members adapted to receive the exhaust gases from the engine, means for forcing an air current around the spaced'members, a condenser composed of corrugated sections disposed substantially about the surface of the airship and a soot collector providing a connection between the spaced members and the condenser.

3. A ballast water recoverer for an airship provided with a transversely disposed main ring and with an internal combustion engine, comprising a plurality of spaced members adapted to receive the exhaust vided. with a transversely disposed main ring comprising outer and inner circumferentially extending girders and with an internal combustion engine comprlsmg a plurality of spaced members ada ted to receive the exhaust gases from t e en e,

means for forcing an air current aroun the spaced members, a condenser composed of corrugated sections disposed adjacent the surface of the airshi circumferentially thereof, said sections being located substantially between the outer circumferential girders of the main ring, the corru ations of the sections being disposed longitu inally of the airship, each corrugated section being provided at its opposite extremities with an inlet and an outlet extending laterally of the corrugations and in direct communication therewith. 1 I

5. A ballast recoverer for-an airship provided with a transversely disposed main ring comprising outer and inner circumferentlally extending girders and with an 1nternal combustion engine comprising a plurality of spaced members adapted to receive the exhaust gases from the en ine,

means for forcing an air current aroun the spaced members, a condenser composed of corrugated sections disposed adjacent the surface of the airship circumferentially thereof, said sections being located substantially between the outer clrcumferential girders of the main ring, the corrugations being tapered toward their opposite extremities, and a soot collector constituting a connection between the spaced members and the condenser 6. A ballast water recoverer for an airship provided with an internal combustion engine comprising a plurality of, spaced hollow members adapted to receive the exhaust gases from the engine, means operated by the engine for drawing a current of air from the atmosphere around the a condenser composed of corrugated sections disposed about the surface of the airship, a device for collecting soot disposed between the hollow members and the condenser, means for closing communication between the spaced hollow members and a plurality of corrugated sections to reduce the effective cooling area of the condenser.

7. A ballast water recoverer for an airship provided with an internal combustion engine comprising an exhaust apparatus including a plurality of spaced passageways, a, conduit surrounding the exhaust apparatus, means for forcing an air current through the conduit, a condenser composed of a plurality of corrugated sections communicating with the exhaust apparatus and a by-pass provided with valves adapted to control the flow'of exhaust gases through a plurality of the corrugated sections to vary the effective area of the cooling surface.

8. A ballast water recoverer for an airship hollow members,"

the airship superstructure respectively, a

flexible joint between the rigidly connected ends of the exhaust apparatus, means for cooling the exhaust apparatus including a.

. fan for creating a current of air about the exhaust apparatus, a device for collecting soot from the engine exhaust and a condenser connected to the exhaust apparatus adjacent the soot collector. A

9. The combination with an airship provided with a transversely disposed main ring and an internal combustion engine mounted in the main ring between the inner and outer circumferential structural members thereof, of a ballast recoverer comprising an exhaust apparatus disposed between the outer and inner circumferential main ring structural elements, and a condenser provided with a corrugated surface connected to the exhaust apparatus, the inner surface contour of the outer wall of the condenser being substantially the same as the adjacent contour of the airship, the outer surface of the condenser being corrugated and projecting outside the contour of the airship.

In witness whereof, we have hereunto signed our names.

HERMAN RICHARD LIEBERT. WILHELM FISCHER.

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