US2432857A - Ship propulsion system - Google Patents

Description

Dec. 16, 1947. H. c. BRIGGS SHIP PROPULS ION SYSTEM Filed Aug. 16, 1943 3 Sheets-Sheet l INVENTOR. aF'e wma $4195 4 Dec. 16, 1947. H, c; BRIGGS 1 2,432,857

' SHIP PROPULSION SYSTEM Filed Aug. 16, 1945 3 Sheets-Sheet 2 T T M W;

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SHIP v PROPULSION SYSTEM Filed Aug. 16, 1943 a Sheets-Sheet 3 IN VEN TOR.

Patented Dec. 16, 1947 UNITED STATES PATENT OFFICE 2,432,85l SHIP PROPULSION SYSTEM Henry C. Briggs, Jersey City, N. J. Application August 16, 1943, Serial No. 498,838

7 Claims.

My invention relates broadly to navigation of ships, submarines and aircraft and more particularly to safety mechanism for improving the dirigibility of ships, submarines and aircraft.

This application is a continuation-in-part of my application Serial No. 303,130, filed November 6, 1939, for Mechanism for improving the dirigibility of ships, submarines and aircraft; and which matured into Patent No. 2,327,994 on August 31, 1943.

One of the objects of my invention is to provide an improved construction of navigation control mechanism by which steering of large vessels, submarine boats, and aircraft may be facilitated.

Another object of my invention is to provide a construction of vessel having means associated with compartments in the vessel for displacing the fluid medium at positions along the vessel for facilitating the navigation of the vessel.

Still another object of my invention is to provide an arrangement of maneuvering apparatus for vessels by which added driving power and extra speed may be obtained by the use of auxiliary propulsion means normally housed in streamline arrangement in compartments along the vessel.

A further object of my invention is to provide an arrangement of maneuvering apparatus for vessels in which propellers are disposed in compartments along the vessel in the sides, in the stern, or in the bottom of the hull with streamline doors arranged to open or close the compartments for the admissionor discharge of the fluid medium through which the vessel is propelled.

A still further object of my invention is to provide a system of orientable propellers disposed in compartments in a vessel and controllable from the pilot's position in the vessel for directing maneuvering forces in selected directions.

Other and further objects of my invention reside in the arrangement of auxiliary propulsion mechanism for ships as set forth more fully in the specification hereinafter following by reference to the accompanying drawings in which:

Fig. 1 is a fragmentary sectional view on line l-l of Fig. 2 showing one of the orienting propellers of my invention in a compartment at the stern of a vessel; Fig. 2 is a transverse sectional View on line 2-2 of Fig. 1 showing portand starboard orienting propellers at the stern of a vessel; Fig. 3 is a schematic and diagrammatic View of one form of remote control system for the orienting propellers of my invention; Fig. 4 is a transverse sectional View of the control switch disposed at the pilots position for remotely controlling the angular position of the orienting propellers; Fig. 5 is a transverse sectional view taken through one of the orientation control boxes provided for the orientable propellers of my invention; Fig. 6 is a view of one form of mechanism for retaining the orientable propellers in a selected position when once set in such position by remote control; Fig. 7 shows the application of my invention to compartments in the amidship section of a vessel; Fig. 8 is a longitudinal sectional view taken substantially on line 88 of Fig. 7; Fig. 9 is a transverse sectional view showing the arrangement of the orientation propelling mechanism in compartments on the port and starboard sides of a vessel, the View being taken substantially on line 9-9 of Fig. 7; Fig. 10 is a fragmentary longitudinal sectional view showing the system of my invention applied to a compartment in the stern of a vessel in which provision is made'for entry and egress or" water through both the port and starboard portions of the hull as well as through the bottom of the hull; Fig. 11 is a fragmentary longitudinal sectional view looking in the direction of line I l-l i of Fig. 10; Fig. 12 is a fragmentary longitudinal sectional view illustrating a. modified arrangement of compartment and driving means embodying my invention in the stern of the vessel; Fig. 13 is a fragmentary longitudinal sectional View looking in the direction of line l3-l3 in Fig. 12; and Fig. 14 shows a further modified arrangement for an orientable propeller mechanism arranged within a streamlined compartment in the stern of a vessel.

I provide means auxiliary to the main propulsion means of the vessel for providing additional driving power for the vessel for facilitating maneuvering of the vessel. I provide compartments below the waterline in the stern of the vessel or along the vessel. Propulsion means are provided within the compartments. Streamline doors are provided to open and close portions of the compartments for allowing ingress and egress of the water through which the vessel is propelled. The streamline doors may be constructed from armor plate for affording maximum protection to the propulsion means. The propulsion means are suitably orientable within the compartments in order to impart maximum effectivemess to the propulsion means. I may drive the propulsion means through electric motors or through suitable transmission mechanism within the vessel. My invention contemplates generally the arrangement of compartments in the stern, skeg, or amidship section of the vessel within which I provide propelling mechanism. The propelling means is orientable by remote control from the pilots position in the vessel to impart driving forces in selected directions and planes.

The compartments described are suitably apertured for the passage of the sea water, or fluid medium in the case of aircraft, against which the propulsion forces are rendered effective. It will be understood that separate controls extend from the several auxiliary propellers to the con trol position aboard the Vessel and the operation coordinated so that the maneuvering of a vessel of large size, is greatly simplified. A vessel of large size, of the order of 37,000 tons, driven by 200,000 horse power engines may be maneuvered quickly and within a smaller area to change the course of the vessel, thus increasing the safety of life and property.

In Figs. 1 and 2, I have shown methods of arranging the auxiliary propellers in separate compartments in spaced positions in the vessel. In Fig. 1 I have illustrated the manner in which the propeller I07 may be oriented to a position tending to exert a thrust angularly downward through the pocket-like compartment. For downward drive, a lower door may be provided as shown schematically in Figs. 10-13.

In Fig. 2'I have shown port propeller I 65 in normal position within the po ket-like compartment I04 while the starboard propeller I6! is oriented to an angular position tending to exert a thrust outwardly at an angle to the vessel in a substantially horizontal plane through both ports uncovered by door closures -II'I5a and IIl5b. The orientation positions illustrated are merely for the purpose of describing my invention and it will be understood that the propellers may be moved to various positions for maneuvering the vessel. In order to provide the required or desired thrusts, the propellers may be arranged within the pocket-like compartments ina variety of positions. The orientation mechanism is applicable generally to all installations of the propeller mechanisms set forth herein.

Compartments I04 and I05 may be suitably located adjacent'the stern of the vessel. Port compartment I04 and starboard compartment I65 may each be provided with separate streamline door closures I04a, I041), 35a, and I555 which may be opened or closed by remote control. The compartments I04 and I05 are watertight and may be selectively employed in the maneuvering of the vessel by the selective operation of the auxiliary orientable propellers I66 and I67. Propellers I06 and ID! are operated by suitable drives I08 and I09, controlled from the control position aboard the vessel. I may locate these compartments in spaced positions in the sides, in the stern or in the bottom of the hull of the vessel. A single compartment might be located into orientation control boxes I4. The orientation control boxes I4 are supported in ring-like member 85 which is angularly shiftable under control of shafts which project from orientation control boxes I4 supported with respect to frame 64. Frame 64 is provided with a suitably shaped interior face to allow angular displacement of ring-like member 86 under control of the orientation mechanism. Frame 64 is suitably mounted in the pocket-like compartments in the vessel by means of suitable standard 65 through which a multiple conductor cable 66 may extend to the orientation control mechanism located at any desired position on shipboard. The orientation control mechanism may be constructed in various forms and details are not material. The orientation control boxes I4 may also take various forms and details are not material to the invention herein. Figs. 3, 4, 5 and 6 show one form of the orientation control boxes I4 and the orientation control mechanism. The orientation control boxes contain sets of diametrically opposed electro-magnets I6, ll, 73 and I9 radially disposed and directed inwardly for magnetically controlling the position of bar magnet I5 secured to shaft 55 according to the set of electro-magnets which are selectively energized. The orientation control mechanism located at any desired remote control position includes selectively operative switch BI, having sets of contacts connected in series respectively with sets of electro-magnets I6, 17, I8 and I9 through a suitable source of potential shown at connected with the circuit of leads 65. The remote control mechanism by which magnet I5 is angularly shifted is shown in Figs. 3 and 4 as comprising an insulated support 5| carrying an annular row of contacts 53 over which spring controlled contactor 54, carried by manually and selectively shiftable arm 60, is pivotally mounted. By grasping the end of arm 60 and shifting the arm to establish selective connection between oo-ntactor 54 and a selected contact 53, the circuit to selected magnets in orientation control box l4 may be completed. The magnet 75 when shifted by magnetic attraction to a selected position correspondingly shifts shaft 55 through the same angular distance and is latched in the selected position by a suitable spring actuated detent such as shown in Fig. 6. The control box casing M is provided with suitably spaced recesses 56 into which spring pressed detent 5! is forced under pressure of spring 58, suitably confined in position by tubular member 59 seated in frame 52. As each succeeding step by step movement of the frame is effected the detent is forced out of its seat and engages the next succeeding seat in alignment with the controlling electro-magnets which are selectively energized. A similar latch mechanism may be applied between ring-like member 86 and frame 64 for maintaining the ring-like member in rigid position when the ring-like member has been angularly shifted to that position. With two-dimensional control, the angularly shifta'ble ring might be dispensed with, and the axis 'of the propeller framework maintained always in one position.

I may arrange the auxiliary propulsion means in compartments in spaced positions along the vessel, as illustrated in Figs."7-9. In this arrangement, the hull of the vessel is provided with port and starboard compartments I0 and II within which the separate propulsion means It, I2a, and 12b, and I 4, I la, and I4?) are located. Separate driving means for the propulsion means I2, I2a,

and 12b; and 14, 14a and 14b, may be provided as indicated by motors 1118 in Fig. 9 or the propulsion means may be driven from a position within the vessel. In the starboard compartment 11, I provide a forward streamline door 1'1 and a rear streamline door 18 which may be opened and closed through suitable remote control mechanism from a control position within the vessel. A single door may be used at the sides if desired. In the port compartment 13, I provide corresponding forward and rear streamline doors which may be selectively opened or closed in order to facilitate maneuvering and propulsion of the vessel, or a single door may be used. For purposes of explaining my invention I have illustrated one compartment containing one orientable propelling mechanism and another compartment containing a pair of orientable propelling mechanisms which may be rendered effective or ineffective by closing the associated streamline door. Other methods of locating these separate compartments in spaced positions may be employed, for example, in the sides of the hull similar to the arrangements in the stern illustrated in Figs. 2 and 3. The orientation means for effectively directing the propulsion means in a suitable position for the proper maneuvering of the vessel is employed as heretofore described and I have accordingly indicated like parts by corresponding reference characters.

In Figs. and 11, I have shown my invention applied to a compartment at the stern of a vessel wherein the orientable propulsion mechanism comprising propeller 2111 is suspended through a frame 233 from the top bulkhead 204 of a rear compartment 205 in the vessel. The rear compartment 235 is formed within the hull of the vessel by means of bulkhead 2116 in coaction with partition member 204. The stern terminates in bulkheads which are disposed at acute angles with respect to each other as represented at 208 and 209 connected by rear bulkhead 2 I 1]. The angularly disposed bulkheads 208 and 2119 extend into the compartment 205 and serve to direct the forces developed through the water from the propulsion mechanism comprising propeller 201 through ports 2| 1 and 212 in the sides of the hull of the vessel and through the port 214 in the bottom of the hull directly beneath the orientable propulsion mechanism. The ports 211, 212 and 214 may be adjustably closed by slidable or swingable doors represented at 211a, 212a, and 2141;. Because of the shape of the bulkheads the forces are spread through the water from the propulsion mechanism outwardly through the ports 21 1, 212 and 214. These forces are accordingly inde-- pendent of the propulsion forces developed by the main propeller 3 and do not interfere with normal operation of rudder 9. The compartment 205 is located out of the path of the main propeller shaft indicated at 215 so that the entire system of my invention functions as auxiliary to the main propulsion system of the vessel but is prepared at all times to take over the main propulsion operations, if necessary.

In Figs. 12 and 13 I have illustrated the orientable propulsion mechanism including propeller 201 as supported by framework 216 from the bulkhead 206. The cables for operating the orientable propulsion mechanism pass through conduit 211, as is also the case in the arrangement in Fig. 10 to the power generation system within the vessel. In the arrangement shown in Figs. 12 and 13, the rear of the vessel is also provided with a port shown at 218 which may be adjustably closed 6 by slidable or rotatable door 218a. In this arrangement thereare a pair of bulkheads arranged on either side of the port 218 as represented at 219 and 220, each of which have angularly disposed surfaces extending at acute angles with respect to each other as represented at 219a and 2191) and 220a and 2201) for the purpose of directing the forces through the water in the course of flow of the water under control of the propulsion mechanism including propeller 2111 through the ports 211, 212,214 and 218.

In Fig. 14 I have shown a modified arrangement of propulsion mechanism in which a stern compartment 231 is recessed in the hull of the vessel. The vessel at the pocket portion 231 terminates in a streamlined bulkhead represented at 232. The stern of the recessed pocket 231 has a streamlined bulkhead 233 therein with inclined walls 233a and 23312 which serve to guide the water in ingress and egress with respect to the compartment 231 through the openings 234 and 235 therein. The openings 234 and 235 are variably closed by streamlined doors 234a and 235a as shown. The propulsion mechanism represented by propeller 201 is mounted centrally of the recessed pocket 231 and is capable of being oriented for developing propulsion forces in selected directions through the recessed pocket.

The propulsion mechanism represented in Figs. 10-14 may be the same as that explained in detail in connection with Figs. 1-9, to which reference is made for a detailed description thereof.

As hereinbefore pointed out, I donot confine myself to any particular type of mechanism and method of orientation, but may use any means which will fulfill the purposes of my invention.

I have shown my invention in various embodiments and have illustrated the same particularly in connection with vessels. I desire that it be understood that all of the principles of the orientable propellers of my invention are equally applicable in aircraft systems. While I have described and illustrated certain preferred embodiments of my invention, I desire that it be understood that modifications may be made and that no limitations are intended other than are imposed by the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the United States is as follows:

1. In combination with the hull of a vessel, a compartment in the stern thereof extending below the waterline and being symmetrically shaped with respect to the central longitudinal plane of the hull, a propeller below the waterline in said compartment, said propeller being mounted for selective orientation about a vertical axis, said compartment having openings in its external walls, doors for said openings, and means for selectively opening and closing said doors to open said compartment to the surrounding water or isolate it therefrom as desired.

2. In combination with the hull of a vessel, a compartment in the stern thereof below the waterline and being symmetrically shaped with respect to the central longitudinal plane of the hull, a propeller below the waterline in said compartment, said propeller being mounted for se-- lective orientation about vertical and horizontal axes, said compartment having openings in its external walls, doors for said openings, and means for selectively opening and closing said doors to open said compartment to the surrounding water or isolate it therefrom as desired.

3. In combination with the hull of a vessel, a compartment in the stern thereof extending be- 1 hey ate in a -tl eme symme titetlysha ed.- w th re pect to he tentta lqne titdtnat Plane. Qt 2. .11 pr ti n mean bel whe ate l ne: sa d: ompet m n ai t q ulsiq me -it bein m u tee for e ec e t eetatiee, about aea j aid c mpartmen a ing. mating its z tetnal d r e st openings: and; m ats to sele t y en n an ti s-t e sa d, o r to open, sa d om a t en t he suttquntliee; at r Qri-solat i t e m id r dt 4. In combination with the hull of a vessel, 21, om a tment n t t r-n t ereof eet mi ne b low the wa er ne an be n s mmettt eel she w t r pec t he ce tra n tu inal. lane Qt he hull, Pro u on m ans below t e terl ne n sa d c m a t e tseid nreeulsism bein m un ed or s c i e i nta ion abo t ti tl and; h r zon x a d o ar ment hav n o enin n ts te a walls deq neon o en: mesh and m an r selectively p n an i @1 in s d rs to open, sa d. c mpa tm t to; the surro ndi a r or o a e. t th zeft m 3 sired.

5- In comb n ion with the hul 'Q a ssel. a c mp rtmen ex endi below he Wat li e, i peopelle belo e w r ine aieli cemen me t said p pe ler b n m nt d for. se i orientation about a vertical axis, said eomparte me i av n O n n i s extetnet al 2 oe a d o ni a d ans t t se ecti ely 022 n an c s n said 1 te rienta e eempertment to the surrounding-water or isolate ittlreree from as desired.

' 6 In combination with the hull of a, vessel, a compartment therein extending.- helowthe, Wa-v terline, internal bulkheads extenqin-g at, angles to each other and defining. the inner wall of the compartment for directing water outwardly at substantially the central portion. of the. compartment, propulsion means locatect below water: line in said compartment and aqjacentseiclinternal bulkheads, said propulsion means, being mounted for selective orientation about a YET-ti: cal axis said compartment hagqigqm;v opening in ts tateri et we ls 19 3 1 i s d e gs an mean ee ele ive ope n a d. cl s ng id. defi e teen s te c mp ment toth urro nd: ipg; water; orisolate it therefrom as, desired.

In qqmbi at oni with he ul a ess tem a ztmen th tein ex end n below he Wet lh tttternal1 b k ea sv xten i a n les o ach het a d defin n th i n wa of th qqmparjment for directing water outwardly at snhstantialm the central portion of the. compart-v iqnu s t means ec t d. e ow he wtn s i eomea m n n di e said im e1 b lkh s aid n o ie mea s. b in monntecl for seleetiye orientation about vertical and; hori onta a s i qm a m nt having onqnin sin its external Walls, doors for said, open-. tees, it mean tet selett v Opening n 9 tee a d; dents; 9.- ptn. sa d rnpa m n o the etro edtne Water rsolat it e rom s e sitett.

ten e.

HENRY c. BRIGGS,-

E R NCES I D The following references are of record in the file of this patent:-

Number Name. Date 347,983: Babbitt Aug. 24, 1886 372,210 Eells Oct, 25, 1887 1,005,236 Larr Oct. 10-, 1911 1,099,821 Riggin June 9-, 19.14 1,163,352 Linsoott Dec. 7-, 1915 1,288,103: Medynski Dec. 17, 1918 1319;18'2 Sitney Oct. 21, 1919 1,458,134; Constan- June 12;, 1-923 li,8645,85'7.= Ranke June 28; 1932 1,944,24k2 Johnson Jan. 23, 1934 2,084,246; Diamantigles Junev 1-5, 1937 2 348,930. Allen July 15, 159,41

FOREIGN- PATENTS Nttmb C t y Da

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