US1771093A - Submersible vessel - Google Patents

Description

July 22, 193.0. MYERS 1,171,093-

' suBu'E sIsLp vhssmL- Filed Sept. 28, 1928 INVENTOR.

I .4 T-TOIRNEY.

Patented July 22 PATENT OFFICE COLIN Mavens, ornnw YORK, n. Y.

sUBMnnsIBLn VESSEL Application filed September 28, 1928. Serial No. 308,902.

personnel. 7

10 My invention particularly applies to submarines of the double or partially double hull types, or those designed to carry weights high up, such as guns, mines, and other objects.

With a view to adding to the safety of submarines in the event of damage, certain measures now in existence have been incorporated in submarine construction. Transverse bulkheads are spaced at such distances apart as to satisfy the military requirements, dictated by length of engines, main electric motors, torpedoes, and torpedo loading equipment, batteries and gunnery installations, etc. In many cases these spaces so formed are very large and the individual volume of some of 2 the larger compartments nearly approaches the volume of the reserve provided by the total main ballast tank capacity. And in the event of damage being sustained on a bulkhead and two of the largest adjacent compartm-ents are thrown open to the sea, then the combined volume of these compartments is so large. as to totally overcome the main ballast tank reserve. For overcoming damage in the surface trim they are, therefore, of limited use, and for damage in the diving trim they are unable to prevent the submarine from descending to deep water or sinking to the bottom. For it is obvious that as the submarine is increasing her depth, the

4o inrush of water also increases due to the .50 Some submarines are also provided with one or two small sections of the ballast keels which can be released, but the amount of ballast keel releasable has always been limited, so as not to interfere with the vessels normal stability. In the event of the blowing air failing to take effect on the tanks, their release would bring the submarine to the surface, and they would-also be of use, in such cases where the submarine was subjected to a slow leak and their release would delay the change from positive to negative buoyancy. But they are in no way capable/of saving a submarine from sinking should the volume of water entering the main hull be oflarge proportions. 1 r a The principle on which the present invention is based is that no water can enter into an air space, such as the inside air space contained in the main hull of a submarine, unless that air is permitted to, or can escape from the vessels interior to the outer atmosphere.

To be able to carry out this principle it is necessary so to manoeuvre the submarine, that the hole or damage caused by the accident, can be made to accupy as rapidly as possible, a position very low down in the water.

The pressure due to the head of water will i then compress the air inside the submarine, and forming an airlock as in a diving bell, will prevent the water from rising inside the vessel. With the injury placed low down, it is possible thento apply an air pressure to the damaged compartment and so drive out any water which had entered before the hole had been manoeuvred to a low position.

In my invention use is madeof the fact that submarines in peace time have all been damaged on the side or high up, and never low down. in the surface or partial surface trim, collison damage usually results in holes on the side of the vesselon or aboutthe vicinity of the surface trim waterline, and to place this damage as low as possible, the vessel must be heeled rapidly through an arc of about degrees. In the diving trim, with the vessel at or near periscope depth,=collision damage or damage due to open hatches or Ventilation valves, usually results in holes on or near the'top part of the hull, and to place this damage as low as possible, the vessel must be rolled over rapidly through an arc of about 180 degrees.

In my invention I take into account that with a submarine in the surface trim, it is impossible for the vessel to disappear below the surface unless the volume of water capable of entering or permitted to enter the vessel exceeds the reserve of buoyancy provided by the undamaged main ballast tank capacity, and that with the vessel in diving trim it is impossible for the limiting safety depth to be reached if, before then, the out going weights, driven or released from the submarine, can be made to exceed the weight of water in the damaged main hull.

In accordance with my invention I provide central or nearly central longitudinal bulkheads to all the larger compartments or in whichever compartments central or nearly central longitudinal bulkheads can be conveniently fitted; the whole of the ballast keel is made releasable; all compartments are litted with airblows capable of being operated from the compartments adjacent to them; in some or all the compartments, 1 provide where the stability conditions necessitate it, very heavy weights, capable of rapid move ment from the bottom of the vessel right to the top and vice versa.

With the submarine sustaining damage Whilst in the surface trim I assume that the accident drill legislates for the closing of all outlets to the atmosphere, such as escape hatches, ventilation valves, etc., so as to prevent the entering water from forcing the air out and destroying the air lock. The object of the longitudinal bulkheads is to reduce the bodily sinking by more than half, to cause the incoming water to bring about automatically a quick heel, thereby lowering the damage and increasing the value of the airlock and the subsequent airblow so as to remove the maximum of water possible. Therefore, the bigger the inflow of water, the bigger the heel, and the more the value of the airlock and blow are increased. And should it be desired to still further increase the heel, I make provision for part or the whole of the ballast keel to be slipped, and, or, the weights in one or more of the compartments to be moved from the keel position towards the roof position, thereby rapidly alfecting the stability. lVith the submarine on her side or nearly on her side and the hole low down, no water can possibly enter, and except for floating in an unusual position the submarine is as immune from sinking as in the undamaged upright position.

Vith the submarine sustaining damage in diving trim and where the utmost speed is necessary to counter the effect of the damage, I assume that an alarm signal is operated immediately where there is an inrush of water, and that this alarm is the executive order to the whole of the submarine personnel to blow all the main ballast tanks at high pressure, at the same time to slip all the ballast keel so as to gain weight rapidly against the incoming water. This will at once affect the stability and tend to roll the vessel over; in addition, where the weights are fitted, I provide for them to be moved from the low position to the highest position on the hull, still further increasing the unstable conditions and assisting the rolling over.

As the submarine rolls over I make provision for the water from the main tanks to be capable of continuous ejection, by interchanging the function of the kingstons, vents, and scoops as necessary; that is, whichever of these valves occupy the lowest position must be opened for the water to be driven out, whilst the others remain shut. As soon as the submarine is rolled, I make provision for airblows to be operated on the damaged compartments from the adjacent compartments so as to blow the water down rapidly to the level of the breech, lVith the submarine roller. over and the hole low down no water can possibly enter against the air lock, and except for the floating in an unusual poi sition, the submarine is as immune from sink-- ing as with the vessel undamaged in the upright position. The essential requirement is speed to carry out the rolling and blowing operation.

A further object of my invention is to aflord a means to prevent or minimize the danger of the forming of chlorine gas. llith the damage ordinarily situated above the level of the cells, large quantities of chlorine gas must form as soon as the peroxide of lead of the positive plates is immersed in the salt water. But, by capsizing or rolling the subs marine, the batteries are moved away from the region of the water, which through the airlock and airblows is prevented from reach: ing the plates of the cells to any great extent, it at all; the cells should, of course, be lixed and incapable of movement even with the vessel rolled over.

As it is practically impossible for the crew of a submarine to carry out such heeling and capsizing evolutions to cope with accident, withoutsome previous training, my invention provides for olc. submarines or special construction to be adapted to impart the necessary instruction. In order that my invention will be properly understood, 1 have herewith appended one explanatory sheet of drawing, illustrating a preferred embodiment of my invention, for a submarine adapted for tra ning purposes.

In this drawing, Fig. 1 illustrates diagrammatically an elevation of the vessel, while the releasable keels are indicated at A. At W are indicated the movable weights, while at K are the guides for said weightsj At E is indicated the upper conning tower and at F the keel conning tower. Fig. 2 is a section at about the middle ofthe vessel at the conning towers. Fig. 3 is a similar view as Fig. 2 showing a modification.

The vessel is sub-divided by transverse bulkheads G into several compartments,in this case seven, three being before the control room and three abaft. The propulsive power in this case is shown to be supplied by air containers Gr. Secondary cells M are stowed in the central control compartment to supply lights. The upper conning tower E and lower conning tower F are used to con the vessel in the upright or inverted position. lower conning tower is a periscope, normally housed inside the control room, and when the vessel comes to the surface, keel uppermost, the periscope is then extended and used as necessary. A manhole leads from the control room to the keel for conning from the keel position if desired, or for communication purposes.

Two of the compartments are shown with the usual escape hatches D and are intended to train the personnel to leave the submarine in the inverted state, the escape hatches D then functioning as diving bells. One or more of the compartments are fitted with central or nearly central longitudinal bulkheads L to cause automatic heeling with dam age sustained on the side in the surface trim.

All the compartments are capableof being flooded from the control room to reproduce conditions of damage on a submarines hull, low down, on the side, and high up. The rate of flow can be adjusted from the central compartment.

The ballast keel A is releasable, and is built in sections, each section operated from the compartment nearest over it. The keels may be supplied with buoy and buoyrope to facilitate recovery after slipping. Several sets of keels could be supplied to speed up the training.

Heavy weights W are fitted in'some or all the compartments, capable of being moved from their normal position at the bottom of the vessel to the top and vice versa. These weights may be in watertight tubes K or open guides K, and may be situated right in the centre line of the vessel or away from the centre line as found most convenient. They may be operated by hand power or mechanically. 7

When capsizing is required the keels A are released and the weights l/V are moved rapidly, thereby ensuring an adequate centre of gravity over the centre of buoyancy. After the submarine comes to the surface in the upturned state, the keels A are replaced by a tender going alongside the submarine or the vessel going alongside a jetty supplied with a crane or derrick.

To turn the submarine back to the upright position, the vessel is trimmed down, the

r the water,

shutb At B are shown the fixed keels for docking, while at H are shown the tanks on:

An alternative arrangement to a weights W are moved from the lower roof position to the upper keel position, and the stability of the vessel so adjusted that with theweights the vessel rolls over back to the upright.

IIingston valves T, scoops S and the vents V are used to eject the water with the submarine in any position. Whichever valves occupy the lowest position are kept open for whilst the higher valves are kept the side of the vessel.

I claim- I v 1 1. In a submersible vessel, the combination with the outer and inner hull divided into separate compartments, of a ballast keel releasable in substantial part or in toto, movable heavy weights provided in one or more of said compartments and capable of being moved toward the upper part of the vessel, and guiding means for said weights.

2. A submersible vessel comprising an outer and inner hull divided into separate compartments, a ballast keel releasable in substantial part or in toto, and a periscope capable of extension from said outer hull through the keel for observations with the vessel when capsized.

3. A submersible vessel comprising an outer and inner hull divided into separate compartments, a ballast keel releasable in substantialpart or in toto, and a lower conning tower extending from the keel downwards for use with the vessel rolled over.

4. A submersible vessel comprising a hull, guide means within the hull, and weight means guided by said guide means effective to shift the center of gravity of the vessel above the center of buoyancy thereof to roll the vessel so that an opening formed through an upper portion of the hull may be disposed in a lowermost position.

5. A submersible vessel comprising a hull, guide means within the hull extending from the normal bottom to the normal top portion thereof, and weight means guided by said guide means and movable therealong for shifting the center of gravity of the vessel above the center of buoyancy thereof to cause the vessel to roll over so that an opening formed through an upper portion of the hull may be disposed in a lowermost position.

6. A submersible vessel comprising a hull, means carried by said hull for rolling same to dispose a normal bottom portion thereof uppermost, and control stations each comprising a conning tower and a periscope for use in controlling the vessel in its normal and ,rolled positions, respectively, one of said stations being disposed onthe normal top portion of the hull and the other being disposed on the normal bottom portion of the hull.

V 7. A submersible vessel comprising a hull, guide means within the hull, weight means passed a predetermined position,

portion of the hull and the other being disposed on the normal bottom portion of the hull.

I11 testimony whereof I afliX my signature.

COLIN MAYERS.

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