US2576143A

US2576143A - Means for fighting fire aboard ships

Info

Publication number: US2576143A
Application number: US617797A
Authority: US
Inventors: Jean C Rochet
Original assignee: Individual
Current assignee: Individual
Priority date: 1945-09-21
Filing date: 1945-09-21
Publication date: 1951-11-27
Anticipated expiration: 1968-11-27
Also published as: GB621594A; FR933095A

Description

Nov. 27, 1951 J. c. ROCHET 2,576,143

MEANS FOR FIGHTING FIRE ABOARD SHIPS Filed Sept. 21, 1945 s Sheets-Sheet 1 mm-H 1 (04%| N Q N $3 I #3 U U) k o w N. N I INVENTOR.

l fflfflNGZ/POCHET (MM WL ATTORNL-TY Nov. 27, 1951 J. c. ROCHET 2,576,143

MEANS FOR FIGHTING FIRE ABOARD SHIPS Filed Sept. 21, 1945 3 Sheets-Sheet I ""II.''''' '0 IN VEN TOR, JEfl/v a. ROCHE 7,

ENE)

Nov. 27, 1951 J. c. ROCHET 2,575,143

MEANS FOR FIGHTING FIRE ABOARD SHIPS Filed Sept. 21, 1945 3 Sheets-Sheet 3 IN VEN TOR. J'E/IN c. ROCHE T A TOR/V5) Patented Nov. 27, 1951 UNITED STATES PATENT OFFICE MEANS FOR FIGHTING FIRE ABOARD SHIPS Jean C. Rochet, New York, N. Y. Application September 21, 1945, Serial No. 617,797

. 10 Claims. (Cl. 1695) This invention relates to methods for fighting fire aboard ship.

Fires aboard ship have heretofore been fought, whenever possible, from within the ship or from and means .Fig. 1 shows a transverse section of the hull of a ship equipped with the present invention and, in conjunction therewith, a rescue vessel with hose connections to said ship for pumping water the decks thereof. However, in the case of serious 5 into the latter and for simultaneously pumping conflagration, and particularly where it is necwater out of the hold of the latter. essary to abandon ship, or while the ship is at Fig. 2 is a diagrammatic showing of a side elea dock, there has heretofore been no satisfactory vation of the ship shown in Fig. 1, illustrating the means for combating ships fires. Hoses from usual location of bulkheads which divide the docks or other ships or fire boats have been used space in the hull and between decks into compartto throw water upon the ship, but this has been inents which may be selectively sealed in the event of little avail for the water which thus comes of fire in any one or more of them. This view aboard generally flows down companion ways, also shows a satisfactory arrangement of inlets ventilators, and other openings without actually for the fire extinguishing medium. reaching the zone of the fire. In any event the Fig. 3 is a diagrammatic View showing a plan pouring of large quantities of water into a ship View of a compart t layout Of e Of the may seriously disturb the stability thereof and decks, which general layout may be duplicated cause capsizing of the ship. Such was the case for the other decks. in the fire aboard the Lafayette (Normandy) and Fig. 4 is a section through the hull plate illusagain in the case of the Paris. trating in section one of the pipe inlets sealed The primary object of the present invention is by an appropriate closure plug. to provide an efiicient method and system for Fig. 5 is an outside end View of the closure plug fighting fires on ships entirely from the outside detached. of the ship and even from another ship, warf Fig. 6 is a view similar to Fig. 4, but illustrates or fire boat. The present invention provides, a hose conn cti n d p d to cc t wi h any pipamong other features, for the division of the inins inle and o be locked in pl h re wh terior of the ship into compartments, so that a it is d sir d to p p W r into or remove it fire in any particular locality therein may be cont u the or p p Of t S pfined to that locality and within these compart- F 7 is a transverse section taken on h line mElIlt-S are spray pipes hi h l d t m t in t 1-4 of Fig. 6 with the hose connection removed side plating of the hull. Also leading to the inom the inlet. lets in the side plating of the hull are pipes which Fi '8 is a se i nal vi w from he ri h h n pass down to sumps in the hold. The inlets end of the hose connection of 6 with the inthe side plating of the hull have closures h connection m v d m the p. which normally seal them against the entrance of Fig. 9 is a view similar to Fig. 6, but Sh sea water, but these closures may be individually a modified fo m of hose co ect on fiwpcmti removed or opened to permit the coupling W th he p p inlet of the pto' of hoses from another ship, fire boat, warf, or Fig-1i) is a sectional view of said hose connecthe like, so that water may be introduced through tion looking from the right hand end .of Fig. 9. selected inlets to the spray pipes of'the particular 40 In Figs. 1, 2 and 3, I have shown a ship, incompartment in which the fire has been localized, dioated generally by the reference character S, while other hoses may be connected to one or while the reference character R in Fig. 1 desigmore additional inlets to communicate with the nates a rescue vessel or fireboat, shown convenpipes leading to the sumps in the hold for the tionally in this figure. purpose of withdrawing water which has been In these several figures of the drawings, the pumped into the hold through the other inlets, in ship S is shown as having hull plating l and order to maintain the stability of the ship. provided with several decks. Five or six decks are Features of the invention, other than those shown for the purpose of illustration, but the adverted to, will be apparent from the hereinnumber of decks in such ship will of course largely after detailed description and claims, when read depend upon the type and use of the vessel, for in conjunction with the accompanying drawings. the invention may be incorporated in freighters The accompanying drawings illustrate one and passenger ships, as well as various types of practical embodiment of the invention, but the vessels of war. In any event, each deck is divided construction therein shown is to be understood transversely and, if desired, fore and aft, by bulk heads or dividing

Walls

2 and 3.

illustrative, only, and not as defining the limits 5 the invention.

As shown in Fig. 1, the

decks

4, 5, 6 and 7,

together with transverse partitions 2 divide the ship into

compartments

8, 9, IE], ii and i2. The space I3 at the bottom of the compartment 8 is for ballast and extends transversely of the ship, usually for not quite the full width of the hull, so as to leave along the opposite sides of the hull, bilges or sumps I4 into which water within the hold will flow to be readily pumped therefrom. Water on any deck may flow to the sumps through holes 26 in each deck.

Positioned within each of the compartments of the ship including the hold compartments, if desired, are pipes for the introduction of a fluid extinguishing medium into each compartment selectively. These pipes may partake of various forms and may be disposed in any appropriate manner. For the purpose of illustration, I have shown these pipes as perforated sprayer pipes extending along the under side of the deck ceilings and indicated, respectively, [5, I6 and I! for the compartments 9, l and II, respectively. Each pipe is connected to a fitting It at the skin or plating of the ship, so that the extinguishing fluid can be introduced thereinto from outside of the ship. These fittings may be either or both in one of the exposed upper decks or in the side plating of the hull. As shown in Fig. 1, each of the pipes l5, l6 and I! extend to the port and starboard sides of the hull and are there provided with fittings 18, so that the extinguishing medium may be introduced into said pipes from either side of the ship. Likewise the uppermost pipe I! has branches H) which extend to fittings I8 in an exposed upper deck.

In addition to the horizontal sprayer pipes l5, l6 and I1, there are provided upright conduit means or draw-off pipes 26, extending upwardly from the sumps l4 through the decks to the uppermost sprayer pipe I1. In the showing made, the pipes 20 are connected, as, for example, by cross connections, to the opposite end portions of the horizontal sprayer pipes near the hull plating, so that the extinguishing fluid which flows down into the hold, may be pumped from the sumps l4 through the same piping as is adapted to deliver water or other extinguishing fluid to the sprayers. In order to permit of this, each of the sprayer pipes and the vertical conduit means or draw-off pipes 29 are provided with control means or check valves 2|. These serve to isolate that portion of the piping through which water is being pumped into any particular compartment from the water which is being pumped from the sumps, as will be presently explained.

Branch pipes 19 are also provided with check valves 2|, so that water pumped under pressure into the pipe I9 to spray the compartment l I will not be forced outwardly through the branch pipes I 9. Valves 22, shown in Fig. 1, are positioned just inside of the closeable fittings I8 and are preferably manually controlled valves which may be temporarily closed in the event that repair is required in any part of the system.

The arrows shown in Figure 1 are not intended to indicate actual flow of liquid, but rather the direction of fiow when such flow is established. The check valves shown automatically shut off various sections of the piping from one another to permit the operations stated. These check valves are all shown open, so that their nature 'may be cleary perceived, but the direction in which they check the flow is clear from the structure shown, so that by observing the direction in which these valves check the flow, one can readily see how water can be introduced into one pipe or a series of pipes to put out a fire, while water can be drawn from a sump through another pipe or series of pipes.

From the description as thus far advanced, it will be apparent that it is possible, by properly connecting fire hoses to any of the fittings I8, as hereinafter more fully explained, to pump water or other extinguishing medium from the exterior of the ship into the interior thereof and inasmuch as each compartment has its individual inlet fitting, such water may be directed at the will of the operator to the particular compartment or compartments in which the fire may be located. Thus, as shown in Fig. 1

fire hoses

23 and 24 are shown as feeding water to the sprayer pipes l6 and I! of the compartments ID and II, while a hose 25 is connected to the fitting l8 at the compartment 9 for the purpose of pumping out water 21 from the sump M at the right of Fig. 1, which may be either the port or starboard sump. The element 21, shown in Fig. 1, is an extension ladder carried by the rescue vessel and by means of which ladder a crewman has connected the upper hoses to the fittings I8.

In Fig. 1, the ship S is shown as somewhat listed, the water being pumped from the lower side, but fittings are provided at both sides of the ship as stated, so that the rescue vessel may operate from either the port or starboard side depending upon the list and the conditions of wind, sea, smoke, etc.

While the fittings [B may vary somewhat in structure, there are certain prerequisites which should be observed in their structure. The usual screw connections commonly used in the fighting of fires on land are not satisfactory for the fighting of fires in ships for many reasons. For example, the heat from the fire may be so intense as to tend to warp plates and fittings, so that screw threads become entirely inoperative and expansibility factors under widely diiferent tem peratures also make the use of screw threads for connection undesirable. Plug connections with positive locks which are not appreciably affected by heat, distortion or warping of metal are desirable not only from the standpoint of operativeness under all conditions, but in order to provide satisfactory means of attaching and detaching the hose connections under adverse conditions. For example, a crewman working on a ladder or in a bosn chair in the presence of considerable heat and smoke is in no position to secure or release couplings. There should be provision for a quick press fit and in the event of danger to the rescue vessel, there should be provision for a quick pull away, release of the connections.

For these reasons and others, familiar to those of the sea, I have provided novel forms of connection capable of ready use and proper functioning under the conditions stated. Thus, in Fig. 4, the fitting l8 is illustrated in the form of a casting, bolted, welded or riveted to the hull plating 28 and to which casting [8 the corresponding end of the sprayer pipe (shown in this figure as the pipe l1) may be threaded, welded or otherwise permanently secured. The fitting i8 is provided with a conical seat 29 which registers with an opening 30 in the hull plating and at the base of this seat may be positioned a gasket 3! of asbestos or any other suitable fireproof material. Within the seat 29 are formed

annular grooves

32 and 33 in parallel cross axial planes.

In the normal operation of the ship, it is of course necessary that all of the fittings I8 be sealed against the entrance of sea water and this sealing is accomplished by means of a conical plug 34 adapted to be thrust into the conical seat 29 and pressed against the gasket 3|. The plug 34 is shown as hollow and illustrated in the drawings as carrying two diametrically opposed locking bolts 35, normally spring impelled in outward radial directions so that the outer ends of these bolts may project into the annular groove 32 to lock the plug firmly to its seat and produce, with the fitting, a waterproof joint. Any number of these locking bolts may be used, but two are shown for the purpose of illustration. The inner end of each bolt is slotted and through each slot extends an arcuate link 36 which is, in turn, longitudinally slotted and a pin 31 carried by the forked end of the bolt extends through the slot in the link. The outer ends of both links are pivotally secured to the opposite ends of a curved handle or operating yoke 38 by means of studs 39. Both links 36 and the yoke are positioned to operate between flanges 43, cast in the hollow interior of the plug and in these flanges are slots 4! through which the pposite ends of the studs 39 loosely extend, so as to guide the operations of the yoke and links.

Also formed in the interior of the plug 34 between fianges til are cam surfaces or bosses 42, positioned to engage with the convex edges of the links 36. If the handle yoke 33 is drawn to the right in Fig. 4, the links will engage within the bosses 42 and, as the links are drawn to the right, these bosses will force the links toward one another, so that their free ends will approach each other and in so doing will act upon the pins 31 to withdraw the ends of the bolts 35 from the annular locking channel 32. Thus the plug may be withdrawn from the fitting it merely by an outward pull on the yoke 38, either by direct hand engagement or by a boat, hook or other suitable expedient.

To replace the plug, it is only necessary to press the plug into the seat, the tapered wall of which will cause the bolts 35 to be retracted until they come opposite the locking channel 32, at which time they will be sprung by their springs into the channel to lock the plug in place.

It is essential for reasons hereinbefore stated, that all of the fittings be normally sealed and it therefore becomes important that if any of these plugs 34 are surreptitiously removed or displaced for any reason, as by accident, that an alarm or signal be given, preferably to the bridge, This may be accomplished in any one of various ways. one example of which is shown in Fig. 4. Here a spring pressed pin 43 extends through the fitting 18 to the base of the conical set 23 and is provided at its outer end with a head 44. So long as the plug is in proper position, it retracts the pin 43, so that its head is free from contact 45, but if the plug is removed, the spring 43 forces the pin inwardly and moves the contact 45 into engagement with the contact 4?, to close an electric circuit 28 leading to the bridge or other appropriate station and there provided with a signal lamp or annunciator 49 to indicate the removal of the plug. If the plug is in such position as to make it necessary to seal its particular fitting against the entrance of sea water, one of the crew may be dispatched to close the corresponding valve 22 and thus preclude flooding until the plug can be replaced, after which said valve 22 should be immediately opened.

Diiferent forms of hose connections adapted to cooperation with a fitting of the kind referred to,

are shown in Figs. 6-9 inclusive. Each of these connectors embody, primarily, a nozzle 50 adapted to be passed through the seat of the fitting l8 and extend for a short distance into the pipe I! or any of the other similar pipes of Figures 1 or 6. This nozzle 50 should be of a highly refractory character well able to stand high temperatures, and it is provided at its outer end with a suitable union to which is coupled a conventional hose, such as one of the

hoses

23, 24 or 25. Intermediate its ends, there is permanently afiixed to the nozzle, by welding or otherwise, a conical head 51 for cooperation with the seat 29 of the fitting Hi. This head is provided with spring pressed catches 52 adapted to spring into the annular channel 32 of the fitting ill to preliminarily hold the nozzle in place when it is pressed into position and until it can be actually looked to the fitting.

In the hose connection of Figs. 6-8, there is mounted on the nozzle a slidable sleeve 53 having handles 56 by means of which it may be readily grasped and manipulated. The forward end of the sleeve is slotted and in each slot is pivoted to a locking dog 55. A spring 56 is associated with each dog to normally retract the same, so that the outer ends or toes of the dogs is normally drawn toward one another sufilciently to permit them to enter into the conical seat 29. At the rear end of the sleeve 53 is a pivoted pawl 57 adapted to cooperate with ratchet teeth 58 fixed on the nozzle pipe 50. Rigid with the pawl 51 is a tripper arm 59 to which is connected 2. line 6!] so that a pull on this line will release the pawl from the ratchet teeth 58. The sleeve 53 may then be drawn back, so that the toes of opposing locking dogs are withdrawn from the locking channel 33. When in this condition, the connector may be freely moved into and out of the fitting 18. To attach and lockthe connector to the fitting IIB, the inner end of the nozzle pipe is thrust into the pipe l1 until the spring catches 52 engage with the channel 32. These serve to hold the head 5| temporarily in place until the operator can push the sleeve 53 forwardly. When this is done, the heels 5! of the locking dogs 55 are forced against the outer face of the head 5! and this causes the dogs to be spread apart against tension of the springs 56 until the dogs are forced firmly into engagement with the locking channel 53 of the fitting Iii. Meanwhile the dog 51 rides over the ratchet teeth 58, to hold the sleeve 53 against retrograde movement and maintain the parts in locked position until the line [it is pulled to release the pawl 57. The line 60 may be operated from the rescue vessel, the dock or elsewhere.

The sleeve 53 is shown in Fig. 6 as provided with slots in its inner bearing face and these slots extend longitudinally of the sleeve. In the base'of each of these slots is a depression 62 and a leaf spring 63 is positionedin each slot and fixed to the pipe 50 in such position that, when the sleeve 53 is in retracted position, it may be held by these leaf springs and thus maintain the dogs in retracted position, while the connector is being fitted and until the sleeve is manually forced forwardly to lock the connector to the fitting l8. The modified form of connector shown in Figs. 9 and 10 is the same as the connector shown in Figs. 6-8 except with respect to the locking sleeve. In Figs. 9 and 10, the sleeve 53 is replaced by a shorter sleeve 84 without any locking pawl thereon. In lieu thereof there is mounted on the nozzle pipe 53 a fixed collar 65 on which ispivoted a pair of cams 66 secured to the collar by the pins 61. These cams are formed at the lower ends of the arms of a U-shaped handle 68 within which is pivoted a pawl 69 adapted to cooperate with teeth 10 on the collar and to'be disengaged therefrom by a line H corresponding to the line 60.

When it is desired to attach the connector of Figs; 9 and .10 to the fitting IS, the operator grasps one of the handles 54 of the movable sleeve 64 and, after inserting the nozzle into the pipe I1, pushes the sleeve 64 forwardly while he pulls the handle 68 rearwardly, so as to apply the cams 66 against the outer end of the sleeve 64 to force the locking dogs 55 apart and into engagement with the locking channel 33 of the fitting [8. To release the hose connector of Fig.

9, the line H may be pulled to release the pawl and a pull on the hose will withdraw the connector. The ability to thus release the hose connection is highly advantageous for, in the event of sudden danger to the rescue vessel, it may be essential that it move from proximity to the burning vessel without delay.

In the foregoing description I have referred particularly to the present invention as providing means for fighting fire aboard ship from a rescue vessel or other ship or from a clock. The present invention, however, also provides in addition to the foregoing means which may be effective in many cases for fighting fire inside of a ship from the exterior of the same ship, by the crew while remaining on that ship. For example, if a fire should occur in any particular compartment ofrthe ship and in such a locality that it cannot be satisfactorily fought from passages, companionways, or other approach interiorly of the ship, it is entirely practical to couple fire h'oses on an exposed deck of the ship to the fittings l8 which are in proximity to the compartment where the fire is located. This can be readily done with the deck fittings I8 shown in Fig. l or by means of suspension ladders or bosn chair equipment to any of the fittings 18 in the side plating of the ship. After connecting such fire hoses the crew from the deck of the ship may supply water from that portion of the ships pumping system which may remain operative through these hoses to the fire. In this way the crew can often successfully fight a fire without exposing themselves to the danger of smoke or asphyxiation and without the necessity of calling for outside help.

'In the foregoing detailed description the in-. vention has been set forth in its preferred practical forms, but the invention is to be understood as fully commensurate with the appended claims.

Having thus fully described the invention,

'What I claim as new and desire to secure by Letters Patent is:

'1. Means for fighting fire in a ship which has outer side platings and inner compartments comprising: a sprayer in each compartment for discharging a fire extinguishing medium thereinto, piping leading from the sprayer of each compartment to corresponding inlet fittings provided in at least one of said platings through which fire extinguishing medium may be fed from without said plating to a corresponding sprayer of a compartment, and valve-controlled means connected to said piping and adapted to conduct excess fire extinguishing medium collected in said compartment from the latter therewithout.

2. Means for fighting fire in a ship having a bilge and side platings, which define the interior of the ship divided into compartments comprising: a sprayer in each compartment for discharging a fire extinguishing medium thereinto, a plurality of inlet fittings, piping means leading from the sprayer of each compartment to a corresponding inlet fitting, said inlet fittings being provided in the side platings and being adapted to permit feeding of said fire extinguishing medium from without said platings to a corresponding sprayer, and conduit means including control means therefor leading from each inlet fitting to the bilge of the ship and adapted to establish through said control means communication from said bilge to said inlet fittings to thereby facilitate removal of fire extinguishing medium from said bilge.

3. Means for fighting fire in the interior of a ship and like structure which has a side wall and which is divided into compartments comprising: a closable inlet extending through the side wall in proximity to each of said compartments, a coupling element at each inlet to permit the connection of a hose to one of said inlets to thereby feed fire extinguishing medium to and through said one inlet, substantially horizontally directed piping connected to each inlet to thereby discharge such fire extinguishing medium within the corresponding compartment, and means extending from one of said compartments and connectable with another inlet to facilitate removal of said medium from within the interior of said ship therewithout.

4. Means for fighting fire within a ship having side walls defining compartments and at least one hold comprising: piping means within said compartments for selectively releasing therein a fire extinguishing fluid, said piping means extending through the side walls into said compartments, respectively, closable inlets provided at the ends of said piping means in said side walls, additional piping means including control means therefor adapted to establish communication only from the hold of the ship to said inlets in said side walls, and coupling means at each of said inlets to permit connection of hoses to selected inlets to, respectively, feed fire extinguishing fluid to selected compartments and to permit withdrawal of fire extinguishing fiuid from the hold.

5. Means for fighting fire within a ship having compartments and a hold comprising: piping extending through said compartments for selectively releasing therein fire extinguishing fluid, said piping extending through the side walls into said compartments, respectively, closable inlet means provided in said side walls and forming the terminals of said piping, additional piping leading from said inlet means to said hold from which extinguishing fiuid may be withdrawn, respective check valves opening into the piping of said compartments and opening from the additional pip-ing from the hold into said inlet means, and respective means connectable with respective predetermined inlet means for fiuid supply to and for fiuid removal from said predetermined inlet means whereby extinguishing fluid may be withdrawn from the hold through one inlet means without interfering with the supply of extinguishing fiuid through another inlet means.

6. A fire fighting system for vessels and like structures having opposite side walls; comprising a series of closable fitting means for the passage of fiuid and disposed at predetermined locations in said side walls, pipe means within the interior of said vessel, respectively, interconnecting predetermined fitting means and extending 9 intermediate said side walls, conduit means connected to said pipe means and extending angularly thereto toward the lowermost part of the interior of said vessel, first valve means in communication with said conduit means and adapted to direct fluid flow from within said vessel through said conduit means and thence through said fitting means without the vessel, and second valve means in communication with said pipe means to direct fluid from selected fitting means to predetermined pipe means, all said fitting means being adapted for connection with a hose system for the supply of fluid from without said side walls into said vessel and for withdrawal of fluid from said lowermost part within said vessel, re-

spectively.

7. A fire fighting system for vessels and like structures having opposite side walls; comprising a series of closable fitting means for the passage of fire extinguishing fluid therethrough and disposed at predetermined locations in said side Walls, pipe means within the interior of said vessel and in communication with predetermined fitting means whereby said pipe means extend intermediate said opposite side walls, conduit means connected to said pipe means and extending angularly thereto, first valve means in communication with said conduit means and adapted to direct fluid flow from within said vessel and through fitting means therewithout, and second valve means in communication with said pipe means to direct fluid flow from said fitting means to predetermined pipe means, selectively, said fitting means being adapted for connection with a hose system for supplying fluid from without said side walls into said vessel and for removing fluid from within said vessel respectively.

8. A fire fighting system according to claim 7, wherein said conduit means extend perpendicularly to said pipe means and in proximity to said fitting means within said vessel, said conduit means reaching toward the lowermost part of said vessel.

9. A fire fighting system according to claim 7, including respective compartments within said vessel, and wherein respective fitting means and pipe means are substantially horizontally directed and in alignment with each other and communicating with respective compartments of said vessel.

10. A fire fighting system for vessels and like structures having opposite side walls; comprising a series of closeable fitting means for the passage of fire extinguishing fluid therethrough and disposed at predetermined locations and in spaced apart relation to each other in lengthwise direction of said side walls and in a direction perpendicular thereto, pipe means extending within the interior of said vessel and in transverse direction between said side walls and oppositely located fitting means, and valve means joined to said pipe means and positioned adjacent said oppositely located fitting means, said valve means, respectively, opening into said pipe means from either of said fitting means in either of said side walls when said. fire extinguishing fluid is supplied through said fitting means into said pipe means, said pipe means being provided with perforations to permit discharge of said fluid intot'he interior of said vessel.

JEAN C. ROCHET.

REFERENCE S CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 82,767 Talcott Oct. 6, 1868 389,025 Stevens Sept, 4, 1888 464,386 Patterson Dec. 1, 1891 482,282 Tait Sept. 6, 1892 514,806 Barrett Feb. 3, 1894 779,157 Gronwald Jan. 3, 1905 953,061 Rulance Mar. 29, 1910 1,483,028 Walsh Feb. 5, 1924 1,628,182 Orr May 10, 1927 1,83 ,973 Wheaton Nov. 10, 1931 1,838,313 Kohr Dec. 29, 1931 2,051,103 Pohlman Aug. 18, 1936 2,052,384 Conran Aug. 25, 1938 2,245,151 Martinet June 10, 1941 2,346,505 Preuss Apr. 11, 1944 2,404,202 Winslow July 16, 1946 2,409,650 Wiggins Oct. 22, 1946 FOREIGN PATENTS Number Country Date 703,016 France Apr. 22, 1931