US270939A

US270939A - Aerial ship

Info

Publication number: US270939A
Authority: US
Publication date: 1883-01-23
Anticipated expiration: 1900-01-23

Description

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w E. P. PALGUNNET.

- AERIAL SHIP.

No. 270,939; Patented Jan.23, 1883.

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B. 'F.- FALOONNET. i AERIAL SHIP. v No. 270,939. Patented Jan.23,1883.

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AERIAL SHIP. No. 270,939. Patented Jan.23, 1883.

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AERIAL SHIP.

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E. F. FALGONNET.

AERIAL SHIP.

No. 270,939. Patented Jan-.23, 1883.

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AERIAL SHIP. No 270,939. Patented Jan.23,1883.

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UNITED STATES PATENT FFICE.

EUGENE E FALCONNET, OF NASHVILLE, TENNESSEE.

AERIAL SHIP.

SPECIFICATION forming part of Letters Patent No. 270,939, dated January 23, 1883.

Application filed July 20, 1881. (No model.)

To all whom it may concern:

Be it known that I, EUGENE F.FALGONNET, a citizen of the United States, residing at Nashville, in .the county of Davidson and State of Tennessee, have invented certain new and useful Improvementsin Aerial Ships; and I do hereby declare the following to be a full, clear, and exact description of the inventioinsuch as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and toletters or figures of reference marked thereon, which form a part of this specification.

My invention relates to new and useful improvements in vessels for aerial navigation,

the same to be actuated, handled, and steered by machinery internally arranged through extern all y-adj usted screws on the sides and stern, and, when required for steering purposes, forward; and it consists in constructing a metal frame, properly and substantially secured at its several intersections, in the form of two cylindrical cones, the larger ends abutting against each other, or in the form of a cylinder terminating fore and aft in sharp conic ends, observing as between thecentralcylinder and the conic ends the proportion of as one is to three, or as one is to six, and by inclosingthe whole, excepting the portion of the cabin which protrudes below, within a casing of thin metal, silk, linen, canvas, or any other suitable material susceptible of being made impervious to gas, air, 82.0.

It also consists in intersecting the conic ends and central cylinder by transverse partitions of material impervious to gas, whereby the body of the vessel is'divided into gas cells or'chambers, engine, store, machinery, and

freight compartments, thus affording facilities for inflating and exhausting the gas-field, and providing living and business rooms separated from the gas-field.

lt also consists in constructing an inclosed cabin partly within and partly without the lower part of the vessels hull; also, in adjusting the shaft which carries the after screw in brackets secured on the under side and without the rear portion of the hull; also, in adjusting on revolving cylinders passing from within out through the sides of the vessel side revolving screws for raising, lowering, steering, and propelling side screws, and in arranging within the vessel propulsive machinery for actuating in their several planes the side, fore, and after screws, all of which is more at large clearly shown and pointed out in the following specification and accompanying drawings.

Figure 1 is a side elevation of the skeleton of my vessel, showing the form of the central cylinder and conic ends, the substantial trussing at the top and bottom, as well as the bracingstays, stanchions, girders, and several chords, the position of the side and after screws, together with the extension of the lower chordsof the conicends, continuing to the center, forming the lower support for the cabin. Fig. 2 isa plan of the same. Fig. 3 is a diminished side elevation of the same inclosed within the envelope. Fig. 4 is a longitudinal section of my ship, showing short central cylinder and small cabin extending below the lines of the end cones, also showing the bulkheads of the various gas-compartments. Fig. 5 is a plan of the same. Fig. 6 isa cross-section of the same. Fig. 7 is a plan of a cabin. Fig. 8 is a side elevation of a skeleton of my vessel with extended central cylinder and elongated conic ends, showing the double trussing above and below the various chords, braces, cross-braces, ties, and stays, the side raising, lowering, and propelling screws, the after steering and propelling screw, and the forward steering screw, the bulk-heads dividing the several gas-compartments, the cabin, trussing, and stays, as well as the engine and store rooms. Fig. 9 is a plan of the same. Fig. 10 is a vertical cross-section of the same, showing the side screws in the position of lowering the vessel while propelling forward, also showing the .cabin extending part of its depth below the lines proper of the cylinder.'

Fig. 11 is a longitudinal section of my vessel,

having ashort central cylinder and lengthened conic ends,showing the bulk-heads dividing the gas-field into sections, as well as separating the engine, freight, and store rooms from the gas-field, showing also the cabin protruding part of its depth below the cylinder to the chords formed by the extension of the lower chords of the conic ends. Fig. 12 is a plan of the same- Fig. 13 is a vertical crosssection of the same. Fig. 14 is a plan of a cabin, showing the outlooks. Fig. 15 is a side elevation of my ship, showing the cabin protruding from within the hull part of its depth below the hull, the double trussing, bracingties, and chords, also the after-screw in position. Fig. 16 is a side elevation of a skeleton of my ship, having short cones fore and aft, or a cylinder of proportionately greater diameter, showing heavy double trussing, the braces, stays, chords, girders, and cabin-trussing, also the cabin made sharp fore and aft, and protruding from within the hull part of its depth below the keelson chord, showing also the after screw. Fig. 17 is a side elevation of the skeleton of my vessel, with a diminished central body, showing the location of a single set of side screws, an after screw, and forward steering-screw, the smoke-stack passing out upward through the gas-field, and a cabin extending from within the hull part ofits depth below the keelsonproper; alsothedouble trussing. Fig. 18 is a fragment of a plan of the same. Fig. 19 is a cross-section of the same, showing the chimney for the smoke-stack passing outup through the gas-field, the double trussing bracing the chords and girders, the

- side screws adjusted in revolving cylinders,

passing from the inside out through the sides to a point clear of the sides of the vessel, together with thenecessary stays therefor, also the cabin protruding from within the vessel part of its depth below the keelson. Fig. 20 is a side elevation of a fragment of one of the posts, showing the connections with the crossgirders. Fig. 21 is'an elevation of a stanchion or post, cross-girder, and rib. Fig. 22 is the elevation of a stanchion, post, or rib, showing the binding-rod, cross-girder, and forged brace. Fig. 23 is the same, showing the tension-brace and loops. Fig. 24 is the stanchion or post and cross-girder separated. Fig. 25 is the double trussing for the machinery-room floor and girder-trussing. Fig. 26 is a trussing to sustain the cabin and other floors. Fig. 27 is the plan of the cabin, showing lookout-galleries. Fig. 28 is a plan of the form of cabin and lookout-galleries. Fig. 29 is a plan of the cabin and bottom of the ship, looking up from below. Fig. 30 is a side elevation of the aerial vessel tapering fore and aft from the center within the envelope, showing but one set of side screws, and the cabin protruding from within the hull part of its depth below the keelson. Fig. 31 isa side elevation ofmy vessel inclosed, carrying two sets of side screws, showing the cabin protruding from within the hull part of its depth below the keelson to the lower line of chords. Fig. 32 is a cross-section of the same, showing the extension-braces for the side screws, shafts, as well as the lateral braces, also the cabin extending from within the vessel part of its depth below the keelson-chord,and the lateral braces, stays, and trussing for the same. Fig. 33 is a side elevation of a group of vessels of various sizes, showing the relative and comparative proportions of the several parts, as well as the cabin, built sharp fore and aft, and protruding from within the hull part ofits depth below the keelson. Fig. 34 is a side elevation of a similar group, showing an increased diameter in proportion to the length, the other external features being similar to group 33.

Similar letters of reference indicate corresponding parts.

The general outline form of my vessel is a cylinder, 0, terminating fore and aft in elongated cylindrical cones A B, or tapering fore and aft from one common center. The cylinder and cones may be of any desired diameter and length. Ido not confine myself within any prescribed limit, though I prefer that the length of the cone should be from as one is to three to as one is to six, as may be required for heavy work or rapid flight. The same proportion should also be observed in relation to the cylinders, which proportion, when carefully observed, will give sufficient gas-field to enable the vessel. to readily acquire equilibrium in a floating condition, with ascertained weights, and give a longitudinal form easily handled and controlled by the mechanical appliances arranged within the vessel for actuating the side and fore and aft screws for raising, lowering, propelling,and steering the vessel.

My vessel is constructed on one general frame, preferably ofsteel tubing, though channeled or T bars may be used, consisting of a top chord, D, extending from the extreme bow to the extreme stern, passing over the top of .the vessel and forming its upper outline. This chord D is secured by its ends in nodes fore and aft, and strengthened in its upper center by an extra double-bracing trnssing, D, and is stayed, supported, and braced by stanchions, ties, and braces, as shown. The keelson or bottom chord, E, of the same general shape,is secured by its ends in the nodes fore and aft, and passesfrom stem to stern, down under or on the lower line of the vessel, opposed to chord D,t'orming thetrue bottom line thereof. Chord E is strengthened near the center bya doublebraced trussing, E, and is otherwise support ed by stanchions, braces, ties, and girders, as shown. Extending longitudinally through the center of the vessel, with the ends secured in the nodes fore and aft, lying perpendicularly below the top chord, D, is a third chord, F, which serves as the central longitudinal bracing-chord of the vessel. G G are chords of the same general shape as chords D and E, secured by the ends in the nodes fore and aft, which pass along the sides of the vessel on a plane with chord F. These chords give the lateral diameter of the vessel, and I call them gunwales. WVithin and running parallel with chords G G is a similar set of chords, H H, secured by their ends in chord .13. These chords I call thwarts.

It will be observed that the chords D, E, F, and G G are all secured together by the ends fore and aft, and longitudinally support each other, and that, together with the chords H H I, braces fff, 860., trussing D and E, and

the longitudinally-arranged lateral ties and braces, they strengthen, tie, and sustain the vessel longitudinally, while the gunwales G G,

thwarts H H, chord F, cross-girders jjj, 850.,

brace, strengthen, and sustain the lateral diameter of the vessel, and the dome-ridge D, chord F, keelson E, stanchions L L, &c.,chord l, trusses D E, ties fff,'bracesfff, 850., and stays ff"f strengthen and support the vertical diameter of the vessel.

It will also be observed that the braces ff, secured to the top and bottom of the stanchions I, are carried forward and rearward from the direction of the center to the girders, gunwales, thwarts, chords D, E, and F, and, being secured at their several intersections, securely brace and tie the several parts together, while adding strength to each, Perpendicularly below chord F, with the ends secured in the upward angles fore and aft of chord E, and passing longitudinally through the vessel, is chord I. This chord forms the base of the gas-field, the roof of the engine and freight rooms, and is secured to the stanchions L L, braces fff, 8250., and cross-girdersjjj. This chord is also braced and arranged to sustain the weight of the propulsive machinery.

In the' form of vessel having the extended cylinder 0 the lower chords, E, of the cones A B send forth an extending shoot, which continues down under the vessel to a common center, d, below and immediately under the center of the vessel, forminga bracing-chord, E. This chord is the bottom supportingchord of the cabin, and I call it the false keelson. Intersecting and secured by the ends to chord E" is a light braced double trussing, J, which forms the supporting-base for the cabin-floor. v

Passing perpendicularly from the ridge chord D, and intersecting with chords F and 1 to the keelson-chord E, at intervals from stem to stern of the vessel, is a series of stanchlonsv or posts, L, which sustain the vertical diameter ot' the vessel. Through the center part of the vessel these stanchions are continued down to and intersect with chord E. These stanchions or posts intersect the various chords, girders, braces, and tiesin their course, to which they are secured, and they may be of tubes, channel orT iron, and either single or in clusters, and strengthened, stayed, stifl'ened, and tied by rods, braces, or cables within or among them, as well as being securely joined to the several intersecting chords, girders, braces, 850.

Passing transversely through the vessel, on a plane with and secured to gunwales G G, thwarts H H, center chord, F, stanchions or posts L, braces f, ties f, and stays f, at intervals from stem to stern, is a series of cross girders or chords, jjj, &0.,Whl0h brace, strengthen, and support the lateral diameter of the vessel. Below chords j, on a plane with chord I, the c'eiling'of the engine and store rooms, is another series of cross girders or chords, h h h, 8zc., which run horizontally across the vessel, adjusted at intervals from stem to stern. These chords strengthen and support the lower lateral diameter of the vessel, and furnish at the same time a support for the lower base of the gas-field anda ceiling for the engine, machinery, and store-rooms. Be-

low the chords h h h, 850., is a quadrangular horizontally-adjusted double-braced truss, E, involving the entire floor of the engine, store, freight, and machinery compartments, which also serves as a ceiling for the cabin below. The trussing E is secured fore and aft to the lower chords of the cones A B, and contributes to support the same. The several parts are securely united and substantially fastened at their several intersections, forming one substantial whole, and securely braced, tied, and stayed by tension-braces t, forged braces g, and binding-rods e, and double-braced trusses D. E, and J, and bracing-chords E.

The gas-field of the vessel is divided into cells or sub-sections by lateral gas-tight bulkheads 0 c 0, 8w, so that each section is separate from another, and an accident occurring to one cannot materially injure another or reducethe gas required for buoyancy. The bulkheads 0 c c, 8tc., are secured to the outside envelope, the girders, stanchions, and braces,

ing or refilling any of the cells or chambers,

as occasion may demand. 7

The envelope (exterior cover S) of the vessel may be'of thin metal riveted and brazed to gether, or secured in any other substantial manner, to make it both gas-tight and fireproof; or it may be'of silk, linen, canvas, or other suitable mareiial havingsufticient tensile strength to sustain. the pressure and strain. The whole is then overlaid with a substantial netting, T. That part of the envelope comprehending the engine, store, freight, and machincry rooms, as well as the upper portion of the cabin, is provided with windows, ventilators, doors, as well as with deadeyes for the passage of chains, cables, 850., and in the lower portion of the cabin is a trap or well for the passage of an elevator-car handled by cables arranged on asuitable drum within the vessel.

Passing up through the gas-field and out through the top part of the envelope S from the furnaces within thevessel is a chimney or well for the passage of the smoke-stack R, steam-pipes, exhaust-pipes, and foul-air-escape pipes, the whole surrounded by a gastight and lire-proof and heat-repellent wall.

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Passing from the interior out through the sides of the vessel, on a plane with the trussing E, by which they are supported in suit-' Journaled in the outer end of the revolving cylinders N N, the axle at rightangles thereto, is a propeller-screw, O 0, used for raising, lowering, and propelling the vessel. The cylinders N N are made hollow for the passage of belting or shafting from the actuating machinery within the vessel to the screws 0 O, and the screws 0 O are revolved on their axes through belting and vaults or shafting and gear-wheels, and the position of the screws 0 '0 is changed by revolving cylinders N N in their respective axes by machinery within the vessel.

Passing out through a point in the cone B, on a plane with trussing E, is an after revolving cylinder, N,journaled as well in bearings secured in the trussing E, the wall of the vessel, as in the brackets l l, secured on the lower side of the cone B. Revolving shalt r carries a steering and propelling screw, 0", arranged to revolve at right angles to and parallel with the line of the cylinder N, the position of this screw being changed by a revolving bed adjusted in the outer end of cylinder N, and it is revolved by internally-arranged machinery connected therewith by shat'tings. The forward steering-screw is adjusted and actualed in the same manner as the after screw, though the forward screw, 0", may be dispensed -with.

In passing, it will not be amiss to say that the cylinders N N N and screws 0 0 0 do not differ materially from the revolving cylinders and screws used by Mr. A. L.Blackman and others in their aerial ships heretofore patented.

Arranged within the vessel, below the gasfield proper, is motive orpropulsive power connecting by suitable machinery with the several revolving cylinders, and externally-adjusted screws for separately or simultaneously revolving the several cylinders and changing the positions of the screws, as well as for actuating the screws for'raising, lowering, steering, or propelling the vessel-that is to say, the several side screws have their hearings in the outer ends of and at right angles to the line of the cylinders N N. When these screws are working in one direction, and it becomes necessary to change the position to work in another direction, it is necessary to revolve the cylinders N Nin their bearings. ltis also important that all the screws used on the sides should travel in the same direction at the same time to avoid throwing the vessel off her keel eitherla-terallyorlongitudinally. Thisinvolves revolving all of the side cylinders, N N, at one time. To accomplish this I provide internallyarranged machinery connected with the inner ends of the cylinders N N, whereby they are simultaneously revolved in the same direction.

The cabin M occupies the extremelowerpart of the vessel, and is constructed on a protruding metal frame extending as low down as the lowest point of the chord E, by which it is stayed and partly supported. The fore and after parts of the cabin are made short to avoid resistance, and these ends b I) extend below chord E. The floor of the cabin is sustained by a braced double truss, J, which is secured to the foot of the stanchions L, extending down below the keelson E, which passes through the interior of thecabin,so that the cabin extends from within the hull of the vessel to the trussing J. The outer casing of the cabin may be of any light material, and may be made as graceful and ornate as the upper cabin of a vessel. The outer walls of the cabin, which protrude below the hull of the vessel proper, are

provided with windows, doors, and other means 7 of ventilation and light, and the inner portion of the cabin is divided into saloons and staterooms. From various portions of the cabin I protrude bow-windows or points of observation or outlooks a a cut, constructed in such a manner as to permit observation upward, downward, or in any other direction. The advantage of constructing the cabin at this point is obvious: First, it is removed from thegas,is out of the way of the dirt, heat, smoke, and annoyance ot' the engines; second, it can the more readily be lighted and ventilated; third, it is removed from the obnoxious close air which accumulatesin cabins constructed wholly within the hull of aerial vessels; fourth, it is always in a lower altitude than any other part of the vessel; and, fifth, the weight can be materially reduced'and more space given up for the gas-field. A cabin so constructed is more accessible to passengers, and furnishes better facilities for observation.

The trussing 1), E, and J differ but little,

if any, from the trussing used in bridging.

Hence I claim nothing in the way of invention forthe truss beyond the application thereof to the construction of frames for aerial vessels.

Having now fully described my device, what I esteem as novel, and seek to protect by Letters Patent, is-

1. In vessels for aerial navigation, constructed on one general lrame of metal, secured at the several intersections thereof, in cylindrical form, terminating fore and aft in long cylindrical cones made sharp at the extreme ends, the whole thoroughly trussed, braced, and stayed, and inclosed within one envelope or cover of metal or other suitable material made impervious to gas and air, and lire and water proof, and divided into a hull and gasfield, a hull divided into engine, freight, store, and business rooms, and a cabin, the latter extending from within the hull part of its depth below the keelson proper, and provided with doors, windows, and ventilators in the outer walls, as well as with bow-windows for observation, substantially as shown and described.

2. In vessels for aerial navigation, constructed in cylindrical form, terminating fore and aft in long cylindrical cones made sharp at the extreme ends, one general frame of metal, strengthened by double-braced trusses D, E, and J, above and below, in the middle of or IIS amidships the vessel,and otherwise securely braced, stayed,and tied, substantially as shown and described. I

3. In vessels for aerial navigation, constructed in cylindrical form, terminating fore and aft in long cylindrical cones made sharp at the extreme ends, and inclosed in one envelope or cover of metal or other suitable material made air and gas tight and fire and water proof, one general frame of metal, thoroughly braced, stayed, and tied, the whole secured at the several intersections,and strengthened amidships,

above and below, by double-braced trussings- D, E, and J, substantially as shown and described.

4. In vessels for aerial navigation, constructed in cylindrical form, terminating fore and aft in long cylindrical cones made sharp at the extreme ends, within one envelope or cover of metal or other suitable material made air and gas tight and fire and water proof, one general frame of metal, as shown, the whole thoroughly braced, stayed, and tied, and all secured at their several intersections, and strengthened amidships, above and below, by double-braced trussings, and provided with a projecting thoroughly-braced frame for the lower portion of a cabin, the same being strengthened by a lighter double-braced trussing, substantiallyas shown and described.

5. In vessels for aerial navigation, constructed in cylindrical form, terminating in cylindrical cones made sharp fore and aft, within one envelope or cover of metal or other suitable material rendered air and gas tight and fire and water proof, one general metal frame secured at its intersections and thoroughly braced, stayed, and tied, and strengthened by double-braced trussin g amidships,divided into hull and gas-field, the hull divided by fireproof and gas-tight bulk-heads into store, freight, business, and engine rooms, and a cabin extending from within the hull partly below the keelson E, and the gas-field transversely intersected by fire, gas, and air proof bulk-heads, substantially as shown and described.

6. In vessels for aerial navigation, constructed on one general frame of metal secured at the several intersections thereof and strengthinto store, freight, engine, and other business rooms, as well as a cabin, by fire-proof and gastight bulk-heads, the cabin being partly within and partly protruding below the hull of the vessel, and provided'with doors, windows, ventilators, bow-windows, and a passenger-elevator for receiving and landing passengers when in mid-air, and internally arranged into saloons and state rooms, substantially as shown and described.

7. 1n vessels for aerial navigation,constructed in cylindrical form, terminating in long cylindricalcones within one envelope of metal or other snitablematerial rendered gas-tight and fire-proof, provided with a chimney passing from the interior through the body and out through the top, ageneral frame of metal secured at its several intersections, thoroughly braced, stayed, and tied, and strengthened by double-braced trussin g amidships, above and below, and internally divided into a gas-field and bull, the gas-field divided into sections by gas and fire proof bulk-heads provided with exhaust and supply pipes and man-holes and traps, and the hulldivided into store, freight, engine, and other business rooms and a cabin by gas and fire proof bulkheads, the cabin extending from within the vessel .part of its depth below the hull, and strengthened by double-braced trussing J and chord E, and inclosed with a light material, and provided with windows, doors, ventilators, bow-windows, an elevator, and internally arranged into saloons and state-rooms, substantially as shown and described.

8. In vessels for aerial navigation, constructed in cylindrical form, as shown, within one envelope and on one general frame of metal, the said frame comprising dome-ridge D, keelson E, chords F G H I, girdersj, posts L, and braces f, tension-bracesv 'i, forged braces g, binding-rods e, trussings D E J, and lower chord, E, the whole secured at their several intersections, the whole divided internally into gas-field and hull, as specified, internally-arranged actuating machinery for handling and propelling, externally-arranged reversible side and forward and after screws journaled in revolving shafts which pass from within the vessel out beyond the vessel, for raising, lowering, propelling, and steering such vessels, substantially as shown and described.

9. In combination, chord E, trussing J, keelson E, trussing E, stanchions L, and the general bracing shown, forming the frame and support of cabin M, which extends from within the hull to partly below the keelson of the vessel, and is made sharp fore and aft and incased in a suitable envelope provided with windows, doors, ventilators, and bow-windows for observation, as well as the supporting basis of the engine, store, freight, and business rooms within the vessel, in vessels for aerial navigation, substantially as shown and described.

In testimony WhereofI affix my signature in presence of two witnesses.

EUGENE F. FALOONNET..

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