US340610A - Steam air-ship - Google Patents

Description

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(No Model.)

STEAM AIR SHIP.

Patented Apr; 27, 1886.

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STEAM AIR SHIP. l No. 340,610.. Patented Apr. 27,1886.

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STEAM AIR SHIP.

Patented Apr. 27, 1886.

(No Model.) 5 sheets-sheet 5.

W. PATTERSON. STEAM AIR SHIP.

No. 340,610. Patented Apr. 27, 1886.

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VILLIAM PATTERSON, OF SAN FRANCISCO, CALIFORNIA.

STEAM AIR-SHIP..

QFECTFICATION forming part of Letters Patent No. 340,610, dated April 27, 1886.

Application filed June 20, 1885.

To aZZ whoml z'zl may concern:

Be it known that I, WILLIAM PATTERSON, a resident of the city and county of San Francisco, State of California, have invented a novel and useful Steam Air-Ship; and I hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings.

My invention relates to means for navigating the air with facility by combining a balloon attached closely to a car with steam-niotors placed in the car, the form and construction of the car and the manner of attaching the balloon thereto producing rigidity and stability in the structure, in which the driving instrument is placed inthe stern and acts both as propeller and rudder.

The following description fully explains the nature of my said invention and the manner in which I proceed to construct, apply, and operate the same, the accon'ipanying drawings being referred to by figures and letters.

Figure l is a general elevation view of the steam air-ship. Fig. 2 is an elevation view of the balloon, showing the conipartl'nents, valve-openings, and throats, and showing in dotted lines the gas-tight closets and pipes,

`which lead to the exterior of the balloon.

Fig. 3 is an end view of the balloon, showing the valve-opening, the throat, and the large and small aprons. Fig. t is a stern View of the balloon and car, showing the mouth of the stack and the iron bands on the car and their adj ustlnent. Fig. 5 is an enlarged view of the stern propeller and crane-frame. Fig. 6 is a plan view of the same. Fig. 7 is an end view of the same. Fig. 8 is an enlarged view of the bumper-wheel and its arrangement. Fig. 9 is an elevation view of the same. Fig. l0 represents 'a section of the same. Fig. 11 isan elevation view ofthe same. Fig. 12 is an elevation view ofthe balloon-netting and attaching-straps. Fig. 13 is an enlarged elevation View of the automatic whistle and valves. Fig. 1-1 is an end view of the same. Fig. 15 is a plan view of the same. Fig. 16 is a plan view ofthe valves. Fig. 1 7 represents a section through the car, showing the parachutearms. Fig. 1S is a detail view of the parachute shaft. Fig. 19 represents a section through the car, showing the arrangement for Serial No. 169,316. (No model.)

setting and furling the parachute. Fig. 20 is a plan view of the same. Fig. 21 is a detail view of the arrangement for attaching the balloon and the netting to the ear. Fig. 22 is a 'longitudinal sectional view of the ship, showing the boiler, water-tanks, and connections. Fig. 23 is a sectional view of the pipes F and F* at their juncture, showing the dampers in them.

In the construction of my steam air-ship my object is to combine lightness and strength in a form to oiter the least resistance. I build the car in the form of a cylinder pointed at both ends and having a flat deck and the central part of the bottom ilat. The frame is built of ash or other suitable wood, and consists of a series of ribs placed at required distances attached to keelsons. The frame is plauked or closed infor one-half of its depth, or any required depth, with three-ply birch veneering or other suitable material, above which a wale extends around the car. The intervening space between the planking and the deck is closed with rope-netting or other suitable material, Figs. 1, 4. The ribs are attached to the deck-timbers below the gunwale, the deck-timbers projecting over the hull of the ear. The overhanging deck, which is laid of suitable wood, is provided with a rail covered with rope-netting, which extends around the deck. The flat space in the bottom of the ear is iloored, on which is placed timbers or beds for the engines and boilers. There are two or more doors con forming to the shape of the car on each side. The car is braced diagonally athwart, and is trussed diagonally fore and at't by rods adjusted by turn-buckles. The stern of the car is left open lfor the operationof the stern propeller-shaft and braces, Figs. l, 4. The car is braced and-protected by flat bands of iron, s, which pass transversel y across the bottom of the car andthence at an angle to the overhanging deck-beams, and at the required distance Afrom the end of the beams the iron band forms a square collar, which its over the beam; On the upper side of the collar there is au eye, which projects through the deck, to which is attached a sister hook, T, for securing the balloon, and a stirrup, U, for securing the netting, Fig. 21. Between the deck and the edge of the bottom of the car each iron band is provided with a turn-buckle, R, for the purpose Aof adjusting it, Fig. 4.

, The ear is mounted upon four or more bumper-wheels, G, placed equidistant on each side.

-The wheel is formed by a cast-iron hub having wrought-iron iiat or round spokes and a wrought-iron felly, the spokes being setin the hub, as shown, Fig. 10. The axle works in the yoke of the shaft, m, which passes through a collar, nx, and a bush, zx, into and through thejournal-box o, which is bolted to the side ofthe car. A spiral spring, l, placed between the collar nx and the bush zx, surrounds the shalt, Figs. 8, 9.

At the forward end of the car a stack, F, having a trumpet-shaped mouth, projects a certain distance. The stack is placed horizontally below the deck over the boiler z, to which it is connected by a pipe, FY", and passes to a point near the stern, where it takes an oblique angle and passes out at the stern and terminates in a flaring month piece, which turns on a swivel-joint, Fig. 1. l

Two auxiliary propellers, E, attached to shafts,.pass through the bottom of the car at points equidistant from thecenter and between each pair of bumper-wheels, and are operated by one or more engines, y, which are coli` nected directly to the cranks on the propellershafts.

At the required distance from the stern of the carislocatedwhat I calla crane-trama7 J, consisting of two or more timbers, to the ends of which arebolted iron steps J X. Each step has a pivot, o, which enters and works in box ox, the upper box being bolted in the deck-timber and the lower box to the bottom of the car. A jonrnal-box, wx, in which the stern propeller shaft, K, has its bearing, is placed on the upper part of the crane-frame, and is bolted to the timbers on both sides. On the lower step of the crane-frame there is bolted a vertical engine, w, the rod of which connects with the crank x on the inner end of the stern propeller-shaft. Bolted to the sides of the lower stem are two or more braces, j, which extend at an angle to the propeller shaft, where they form or are attached to a collar, hX, in which the propeller shaft fits and rotates. Attached to the collar also are tillerarms k, having eyes at their ends for ropes, Figs. 5, 6, 7.

All the engines are supplied with steam by a boiler, z, placed directly in the center of the car. On the bottom ofthe car, fore and aft of the boiler, there is a tank or tanks, Z, for a supplyof water for the boiler. Exhaust-steam from the boiler is conducted to the water-tanks by flexible pipes, and from the tanks it is conducted by a iiexible pipe to the stack F, as shown in Fig. 22.

The balloon A, which I make conform at its bottom to the shape ot' the deck ofthe car, is made of cotton cloth or other suitable material. It is divided into three compartments by diaphragms a, composed of the same material as the bag, the edges of which are sewed to the seams of the bag. Each compartment is provided with a throat, Z1, placed centrally in the bottom ofthe bag, and each throat passes through an opening in the deck of the car into a gas-tight closet having a central position and connected with an escapepipe,b ,which passes out of the side of the car and thence at a right angle through the deck of the car between the rail and the balloon, the mouth of the pipe ex tending above the rail. On the middle upper surface of each compartment there is an opening, c, for a valve-seat, d. The valve-seat is of the ordinary form used in balloons, except that each disk has a cross-bar which is bored in the center for an automatic whistle, H. On each edge of the under side of the cross-bar are hinges for attaching the valve i, which open downward right and left, and in closing overlap both cross-bar and disk. IVhen the Valves are closed,they are held in position by a spiral spring, f, the lower end of which is attached to a staple, fi", in the valve and the upper end to a ring-bolt, fx, on a leg of the iron frame E, opposite to each other, the legs of the iron frame being bolted to the valve-seats, Figs. 13, 14, 15. The edges of the balloon are re-enforced by a seam formed of one or more plies of the material of which it is made, and eyelets are worked in the seam for securing the balloon to the-car, Fig. 2. The balloon is re-enforced on top by an apron, g, which is sewed to it, and around each opening for the valveseat a small apron, h, is sewed over apron g, Figs. 1, 3.

The netting B, which covers the balloon, consists of ilat woven bands o1 silk or other suitable material, formed in meshes of any required size and angle. At the point of intersection the bands are secured bysewing or cementing Vor VYother mode of attachment. ,The

netting has its edge bound to a rope, N, or a vrod of wood or metal from which straps of leather or canvas are suspended, each strap having a number of eylets at regular distances and a metal hook riveted to its end. The end of the strap is passed through the stirrup U on the collar V on the deck-beam, and thence upward to an eyelet in the strap, by which means the netting is fastened to the car independent of the attachment of the balloon. On the top of the balloon the netting has openings,

the edges of which are bound for the valveseats, which the edges overlap and are secured to. f

The parachute I is made of canvas or other suitable material, and of any required size. rIhe edges are reenforced and provided with eyelets. On the upper surface of the canvas metal rings are attached, by which the parachute is suspended from the arms u. rlhe arms are round and are made of wood or metal, and their outer ends are attached to the eyelets in the edges of the parachute. The inner edge of the parachute is attached to the under edge of the deck of the car. In the under side of the required number of deck-beams IOO IIO

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two or more collar-boltsV, Fig. 20, are placed in each beam. The bolt passes through the beam, thelower end or collar receiving and holding the arms u of the parachute. On the inner end of each arm there is a hole in which a rope is secured, and thence passes to pulley r on the shaft q', suspended from the under side of the deck and extending the length of the car, and thence to block s on the inner side of the car and on a level with the shaft, Figs. 17, 18, 19, 20. When the parachute isextended it is stayed by a number of guys made of wire or rope, one end of which is attached to a ring on the parachute-arm and the other end to a ring-bolt on the lower edge of the outside of the car, Fig. 19. The guys hang loose on the outside of the car when the parachute is folded. The one edge of the parachute I is attached to the outer ends of the arms u, and the other edge to the side of the car, while its mid-width is supported by rings set loosely over the arms u and capable of sliding thereon. rIhe arms u are drawn inward through the medium of the rope or chain q, which is attached to their inner ends, and after passing over pulleys s on the sides ofthe vessel is secured to parts r on shaft q, as above described, so that by turning shaft q in one direction the arms a will be drawn inward, and the parachute fold up loosely at the side of the car, and by turning the shaft in the opposite direction the arms will be extended and the canvas of the parachute stretched. The shaft q may be operated by hand or may be connected with one of the engines, as may be desired.

In the construction of my balloon I have divided it into compartments by diaphragms a, for the purpose of confining a given amount of the gas to each compartment, thus maintaining equilibrium by preventing a rush of gas in volume to one end or the other in case of a sudden pitch of the balloon. Either of the end compartments may burst and collapse, and the gas from the remaining one is allowed to escape through its valve, and equilibrium is maintained bythe middle compartment. If the middle compartment bursts, equilibribum is maintained by the end compartment, and if one of the end compartments also bursts, the parachute I is set to the wind by extending the arms n, and the auxiliary propellers E are operated by engines y, which combined action arrests the descent of the air-ship and causes an ascending movement.

In case it should be necessary to expend a part of the volume of gas, the valves z' are opened, their operation being similarto those in the ordinary balloon. Each valve is provided with an automatic Whistle, I-I, adjusted to a certain pressure, which, when reached, causes the whistleto sound an alarm and blow off the gas, and thus prevents the danger of over-expansion.

The substitution of flat bands for cords in the netting B reduces the resistance, and also lessens the friction by their broad even surface. The comlnon cord netting is full of knots, which press into the material of the balloon and chafe and wear it. The manner in which I attach the netting to the car is both quicker and safer than the common methods, as the friction of the attaching-straps is reduced to a minimum.

The shape which I have adopted for the balloon, whiclreonforms to the deck of the ear-d that is te say, it has a fiat bottomis straight on top in the center for about one-third of its length, and thence tapers to each end, Figs. 1, offering less resistance to the surrounding medium and opposing current than is presented by other balloons.

The escape-pipe DX, which passes from each throat b of the balloon into the gastight closet in which the throat is combined and thence outward through the side of the car, as de scribed, is for the purpose of conducting gas which has escaped by the actfon of countercurrent or excessive expansion and forced itself into the throat.

The horizontal stack F receives at the bow end of the cara supply of air for the furnaces. and is provided with a damper at the intersection of the connecting-pipe F* to the boiler, and a damper is also placed in the intersecting` pipe. By the action of the damper in thestack the supply of air is increased or decreased to meet the demands of the furnaces, and by the action of the damper in the intersecting pipe the draft may be shut oft' from the furnaces without preventing the escape of exhauststeam through the stack.

I have placed the propelliiig-instrument D preferably in the stern of the ear, in order to overcome the tendency to vertical deviation. The propeller acts both to propel and steer the air-ship. It is attached to what I call a cranc'frame,77 J, holding a vertical engine, i0, as described, and is worked as a rudder by the tiller arms 7.', connected by tiller ropes to the pilot-wheel in the forward part of the car. Acting as a propeller, it is operated by the shaft l, on which it is set by the verticalengine w. The position of the propeller at the stern of the extreme points of both ear and balloon gives great control in directin g the course ofthe air-ship by exerting a direct propulsive force on the balloon; and acting as a rudder, the propeller prevents the gyratory motion experienced by aeronauts in recent experiments.

The auxiliary propellers E, which I have placed in the bottom of the car between each pair of bumper-wheels, Fig. 1, are used for the purpose of assisting the ascent of the balloon and to obviate the necessity for carrying ballast, and by a reverse action induce the descent of the ship without the expenditure of gas. In case of a general collapse of the balloon, they promote, in connection with the action ofthe parachute, a safe descent of the ai r-ship.

I have attached the parachute I for the pur pose of checking and retarding the descent of the ship in case of a burst or collapse of the IIS balloon. The parachute is operated by ropes t, one end ofy each of which is attached to the inner end of the arm u and thence passes over pulley o* on the shaft q to and through the block s, and thence returns to the inner end of the arm a, where it is also attached. The ropes attached to the parachute-arms a on one side of the car pass over the upper side of the pulley rand thence to the block s and then return to the inner end of the arms, and on the opposite side of the car the action of the ropes is similar, except that they pass on the under side of the pulleys and then return to the arms. The first operation spreads the parachute beyond the deck of the car, and the second draws it in and furls it in its place on the car.

The object ofniy bumper-wheels G is to react against concussion in landing the air-ship and to facilitateits movements after a landing has been effected. The bumperaction is produced by the spiral spring Z, acting between the collar aX and the bush z`^,which, when the ground is struck, forces the shaft a upward through the box o. The shaft is round,which permits the bumper-wheel to turn in any direction, Figs. 8, 9.

I claim that my applicationof an automatic whistle, II, as a means of preventing or lessening the danger of collapses in balloons or aerostats of any description is both new and useful. I place the whistle in the valve-seats d for the purpose of relieving the balloon from excessive expansion of gas. This is accomplished by adjusting` the spring in the whistle to a given pressure, and the instant this pressure is exceeded the whistle sounds the alarm and blows off the gas and the valves are opened, if it is necessary.

My steam air-ship is designed fornavigating the air with facility without reference to the course of the wind or the altitude. The combination ofthe balloon with light steam-motors in lifting and propelling the ship gives large control and direction of the course. The form adapted for the ship-a cylinder tapering at both ends and having a nearly straight body in the center where the bottoni is flattened, combined with the manner of attaching the balloon and the netting-gives rigidity and stability to the structure, and the auxiliary propellcrs, combined with the action of the parachute, contributes a large clement of safety to my air-ship.

I-Iaving thus fully described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In an air-ship, the combination of a car, of the form and construction substantially as shown and described, having a flat top, and balloon secured immediately thereupon having a dat bottom and rounded top, and having throats or tubes leading into the car, and gastight closets over the exits or mouths' of said tubes in the body of the car, as set forth.

2. In an air-ship, the combination, with the balloon and car, of the throats b upon the balloon, the gas-tight closets into which they lead, and the escape-pipes bx, leading from the said closets to the exterior of the structure.

3. In an air-ship, the combination, with the car, of the extensible arms a, canvas or parachute secured thereupon in the manner set forth, and means, substantially as described, for extending 'and withdrawing said arms.

4t. The combination of the extensible arms and parachute of flexible material secured thereon with the chains or cords q', pulleys s, secured on or near the side of the car, over which the chains or cords g pass, and the center shaft, g, having the chains or cords secured to it, substantially as and for the purpose set forth.

5. In an air-ship, the combination,with the crane-frame secured in the car of the ship with liberty to swivel thereon, of the propeller secured on a shaft connected with said craneframe, andthe engine w, secured in said craneframe and having its piston-rod connected with the propeller-shaft, as set forth.

6. In an air-ship, the combination, with guide or keeper o, inside the car of the ship, of the wheel G, having the form m,with collar nx, and stem a, extending up into the ship and into the part o, and the spring Z, placed round the stem a, between the collar ax and the bottom of the car, substantially as set forth.

7. The comb ination,with the crane-frame J, swiveled in the car, the engine secured in said frame, the propeller having shaft extended out from said frame, and a pipe covering said shaft, and the braces j, connected at the inner end to the crane-frame and at the outer end to the collar h., and the tiller -arms k, adapted to receive connections for swinging the frame and its appended parts.

' In testimony whereof I have hereunto set my hand and seal.

VILLIAM PATTERSON. [n sl Vitnesses:

A. B. SMITH, J. II. HU'rcmsn-Ns.

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