US278182A

US278182A - beynolds

Info

Publication number: US278182A
Authority: US
Publication date: 1883-05-22
Anticipated expiration: 1900-05-22

Description

(No Model.) 2 Sheets- Sheet 1.

G. H. REYNOLDS.

I AUX I LIARY STEAM POWER FOR SAILING VESSELS; 110.278.1232. Patented May 22,1883.

hl'hzesses (No Model.) 2 Sheets-Sheet 2. G. H. REYNOLDS.

AUXILIARY $TEAM POWER FOR SAILING VESSELS.

Patented May 22,1883.

Wal er -/ZM W ZZZ UNITED STATES PATENT OFFIC GEORGE H. REYNOLDS, OF NEW YORK, N. Y., ASSIGNOR OF TWO-THIRDS TO CORNELIUS H. DELAMATER AND GEORGE ROBINSON, OF SAME PLACE.

AUXILIARY STEAM-POWER FOR SAlLlNG-VESSELS.

SPECIFICATION forming part of Letters Patent No. 278,182, dated May 22, 1883.

Application filed May 31, 1882.

To all whom it may concern:

Be it known that 1,Gnonen HJREYNOLDS, of the city and county of New York, in the State of New York, have invented certain new and useful Improvements in Applying Auxiliary Steam-Power to Sailing-Vessels, of which the following is a specification.

There are some kinds of sailing-vesscls such, for instance, as steam Whalers and yachts to which it is desired to apply auxiliary steam-propulsion for the purpose of propelling them during calms, and also to assist them at times while under sail. i

The difficulties heretofore experienced in the application of steam-propulsion to such ves-' sels have been numerous. It has been difficult to so arrange the propeller that it will offer no material obstacle to the movement of the vessel when under sail, and with this object in view theenginc hasin some cases .been disconnected from the propeller-shaft, so that the propeller and its shaft could turn freely when the vessel is under sail. In other cases the propeller has been so arranged and supported as to afford provision for raisin g it out of the water when the vessel is to be put under sail; and in still other cases .the propeller has been provided with two adjustable blades, which could be feathered or turned to a position in which they would offer the least resistance to the sailing of the vessel. Another ditiiculty attending the adoption of auxiliary steam-power for fore and aft rigged sailingvessels-such as schooners-has been that the smoke-stack, if carried up through the deck between the masts, would interfere with the jibing of the fore and aft sails.

The objects of my invention are to overcome these difficulties, and to provide a very simple and effective arrangement for auxiliary propulsion, which may be applied effectively to fore and aft rigged vessels and these objects have been so fully attained by my invention that it has been applied to several sailing-vessels which are now in successful use.

The invention consists in the combination, with a sailing-vessel, of a propeller supported a p in rear of the stern-post in such manner as to be incapable ofmovement lengthwise of the (No model.)

.acting on the propeller-shaft for locking the propeller in such position that its blades will be maintained in a position behind the sternpost when it is desired toproeeed under sail alone. p

The invention also consists in the combination, with a 'fore and aft rigged sailing-vessel, of a propeller for auxiliary propulsion, a drivingengine, a boiler for supplying steam thereto, and a hollow mast serving as a smoke-stack for the boiler, whereby I enable auxiliary propulsion to be applied without in the least interfering with the working of the fore and aft sails. 6

In the accompanying drawings, Figure 1 represents a partly sectional elevation of a sailing-vessel fore and aft rigged and embodying my arrangement for auxiliary steam-propulsion. Fig. 2 represents a side view of the propeller and its shaft with means for locking it, and an outline of the stern portion of the ves sel on a larger scale. Fig. 3 represents a plan of the means employed to lock the shaft. Fig. 4 represents an elevation of the stern on the same scale as Fig. 2; and Fig. 5 represents a transverse section of the propeller-shaft and the keel or lower portion of the vessel, illus trating another arrangement of devices forlocking the shaft.

Similar letters of reference designate corresponding parts in all the figures.

A designates the hull of the vessel, and A designates the stern-post thereof.

B designates the screw-propeller; G, the 8 propeller-shaft; I), the engine for operating said shaft and propeller, and E the boiler for supplying steam to said engine.

I have chosen for purposes of illustration a schooner which is fore and aft rigged, and the mizzen-mast F is hollow and has the smokepipe of the boiler connected with it, so as to serve the purpose of a smoke-stack. This construction is particularly desirable for a fore and aft rigged vessel, as a smoke-stack projecting upward through the deck and between the masts would interfere with the working or jibing of the fore and aft sails. The propeller B is arranged behind or outside of the stern-post A, and is maintained in fiXed relation to the length of the vessel. The propeller B has only two blades, which are rigidly fixedthereto, and it is of such fine pitch that when turned to bring the blades into a vertical position they will be nearly or entirely concealed or shieldedbehind the stern-post A, and will not offer any material obstacle to the movement of the vessel when under sail. The stern-post A need be no wider than is just sufficient to shield the propeller. The propeller B is of unusually large diameter, for the reason that it is necessary to get the required surface when the pitch is so fine, and by making it of large diameter and fine pitch I provide a sufficient surface without preventing the shielding of the propeller by the stern-post. WVith reference to the amount of surface necessary, I would say that the resisting-power of the water acted upon is increased as the square of the speed. In other words, suppose that a propeller-wheelhaving fifty feet of surface and turned fifty revolutions per minute is necessary for the vessel. Such a propeller would be impracticable, because it would not be shielded behind the stern-post, and would offer a great resistance to the movement of the vessel under sail; but if I use a propeller having only twelve and onehalf square feet of surface, and turn it one hundred revolutions a minute, its effective action on the water in moving the vessel forward will be precisely the same as with the larger propeller turned at half the speed. It will therefore be understood that the propeller B must be of such diameter and fineness of pitch that the effective surface can be had with a blade so narrow as to be entirely or nearly concealed or shielded behind the stern -post of the vessel. WVhen thepropeller is turned so that it is shielded behind the stern-post, it is necessary to lock the shaft 0 securely to prevent thepropeller and shaft from turning into a position in which the propeller will obstruct the movement of the vessel. Any suitable (levices may be employed for this purpose. In

Figs. 2 and 3, I have represented the shaft as mounted in a bearing, G, and provided with a pry-wheel or crank, 0, having a number of sockets, in any one of which may be inserted a locking dog or bar, I), which is arranged in a holder, 0, projecting from the bearing G. In lieu of this locking arrangement, I may secure a Wheel or drum, d, upon the shaft 0 and apply thereto a brake-strap, G which may be tightened or loosened by a lever and nut, e, as clearly shown in Fig. 5.

From the foregoing description it will be understood that the vessel will move under sail as well as if she had no steam-power, and, when necessary, goes under steam as if 'she had no sails.

In speaking of the width of the propellerblades I mean their extension laterally from a center line.

\Vhat I claim as my invention, and desire to secure by Letters Patent, is-- 1. The combination, with a sailing-vessel, of a propeller supported in rear of the stern post in such manner as to be incapable of movement lengthwise of the vessel, having two blades of approximately the same Width as the stern-post, and devices acting on the propellershaft for locking the propeller in such position that its blades will be maintained in a position behind the stern-post when desired, substantially as herein described.

2. The combination, with a fore and aft rigged sailing-vessel, of a propeller for auxiliary propulsion, a driving-engine, a boiler for supplying steam thereto, and a hollow mast, serving as a smoke-stack for the boiler without interfering with the jibing of the fore and aft sails, substantially as and for the purpose herein described.

eno. n. REYNOLDS.

Witnesses:

THOS. J. MoCABE, HARRY F. LYTLE.