US538921A

US538921A - Lerie

Info

Publication number: US538921A
Authority: US
Publication date: 1895-05-07
Anticipated expiration: 1912-05-07

Description

. 4 Sheets-Sheet 1.v S. LAOAVALERIE.

(No Model.)

MARINE VESSEL.

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(No Model.) 4 Sheets-Sheet 2.

S. LAGAVALERIE. MARINE VESSEL.

No. 538,921. 4 Patented May '7, 1895.

ATTORNEYS.

4 Sheets-Sheet 3.

(No Model.)

S. LACAVALERIE.

MARINE VESSEL.

Patented May '7, 1895.

. .iilli INVENTOH WITNESSES:

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(No Model.) 4 Sheets-Sheet 4.

S. LAOAVALERIB.

MARINE VESSEL.

No. 538,921. Patented May 7, 1895.

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SPECIFICATION forming part of Letters Patent No. 538,921, dated May '7, 1895.

Application filed October 2, 1894. Serial No. 524,764:- (No model.)

vessel which may be easily and rapidly pro-- pelled, either on or beneath the surface of the water, and to provide a simple means of propulsion for the vessel which is not likely to .get out of order.

A further object of my invention is to construct and arrange the vessel so that its crew may be as comfortable as possible, that air may be provided when the vessel is beneath the surface of the water, and that a lookout may be maintained when the vessel is above the water surface.

To these ends my invention consists of certain features of construction and combinations of parts, which will be hereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar figures of reference indicate corresponding parts in all the views.

Figure 1 is a side elevation of the vessel embodying my invention. Fig. 2 is a central longitudinal section of the same. Fig. 3 is an enlarged detail longitudinal section and shows the arrangement of the stern-compartment of the vessel and the steering apparatus therein. Fig. 4. is a sectional plan, on the line 6 6 of Fig. 2, of the bow of the vessel. Fig. 5 is a sectional plan, on the line 7 7 of Fig. 2, of the stern of the vessel; and Fig. 6 is a detail cross-section through the vessels bow and shows the arrangement of the driving mechanism therein.

The vessel, like the one described in the former patent referred to, is of a general cigar shape and is largest in cross section at a point just abaft the bow, and the hull 10 of the vessel terminates at its bow end in a small cone 11 and at its stern end in a larger cone 12 which forms a compartment large enough to contain the rudder working apparatus and afford a lookout, as hereinafter described. The body portion of the hull is independent of the bow and stern cones, the bow cone 11 being coupled by means of the driving shaft, as hereinafter described, and the stern cone being connected with the hull by the coupling rings 13 which are held together by strong bolts 14, as shown best in Fig. 3, these rings being large enough for persons to pass conveniently through them in going back and forth from the hull of the vessel to the stern compartment.

The abutting ends of the hull 10 and cone 12 have in-turned flanges 15 which are clamped by the coupling rings 13, these rings having outwardly projecting segments 17 to save friction, which segments bear against the propeller ring 18 which ring turns between the flanges 15 and is held in place by them,these flanges and the coupling rings 13 serving as a bearing for the ring 18 which forms the rear end of the propeller. The ring 18 is reduced in the center, as shown at 19 to receive the ribs 20 of the flanges l5, and the ribs thus pro vide against the displacement of the propeller ring. The propeller encircles the hull 10 of the vessel and extends its full length, as shown in Fig. 1, the propeller comprising a series of spiral flanges 21 and their supporting

rings

18, 22 and 23. The ring 18 is held as described above, while the rings 22 serve as braces and turn loosely on the hull 10 without touching the same while the ring 23 is held between the bow cone 11 and the bow of the hull 10, the ring being penetrated by the driving shaft 24 which is arranged longitudinally in the bow of the vessel and has, atits forward end, a suitable head to retain it in the bow cone 11. I

The driving shaft may be turned by any suitable motor, but electric motors are preferably used to drive it, because these generate no noxious gases, and the motors are preferably arranged as described below. The driv ing shaft is at its front end journaled in a suitable stufiing box 25 and at its rear end it is mounted in the ordinary way in a thrust bearing 26, and on the shaft is a worm wheel 27, see Figs. 2, 4 and 6, which is driven by a worm 28 on the armature shaft 29, which shaft forms the common shaft of two electric motors which may be of any approved type and which are driven by storage batteries 31 which are stowed in the bow compartment 32 of the vessel, but it will be understood that the batteries may be disposed in the most convenient places of the vessel so as to serve for ballast as well as power.

The vessel is provided with a suitable floor or deck 32 and preferably beneath this, but in any convenient place, are airtanks 33 in which air is held under pressure to be released as needed for breathing purposes when the vessel is submerged. The vessel is also provided with a suitable door or hatchway 34 to provide for ingress and egress and to provide also for introducing any necessary materials into it, and in the vessel are also windows 35 to permit light to enter when the vessel is above water.

The vessel has a stairway 36 leading from the floor 32 to the rings 13, and on the stern cone 12 is a lookout 37 which may be fitted with any necessary platforms, &c., and which is provided on its four sides with windows 38 through which observations may be made, this arrangement giving a person complete range of the horizon.

To provide for steering the vessel vertically, laterally and helically it is provided with a series of fill-shaped rudders 39,40 and 41, the rudder 39 being placed centrally beneath the stern cone 12, the rudders 40 on opposite sides of the said cone and the rudder 41 at the stern of the said cone. Each rudder is held substantially parallel with the vessel and is capable of either a rotary or oscillatory motion, as described below. To this end the rudders are mounted in a substantially similar way and the rudder 39 is secured to a shaft 42 which is journaled in a movable box 43, so as to turn with the box and also revolve in it, and this box is formed on the end of a hollow shaft which turns in a suitable stuffing box 44 on the under side of the cone 12,as shown clearly in Fig. 3, and the shaft 45 also turns in a supporting arm 46 of a bracket 47 which is erected in the cone 12 and supports various parts of the rudder working apparatus. The shaft 45 is provided with a gear wheel 48 which is turned bya gear wheel 49 on a vertical shaft 50 which is supported in the arm 46 and also in arms 51 and 52 of the bracket 47, and the shaft is driven by an electric motor 53, and when the shaft is turned it, by reason of the gear connection just described, turns the hollow shaft 45 and box 43 so as to move the rudder 39 laterally and thus impart a lateral movement to the vessel.

To enable the rudder 39 to be oscillated or revolved on its own axis, the shaft 42 is provided with a pinion 54 meshing with a pinion 55 on the shaft 56, which extends upward through the shaft 45 and is provided with a gear wheel 57 meshing with a gear wheel 58 on the hollow shaft 59 which, together with other shafts to be described below, is mounted on the shaft 50 and the shaft 59 is turned by an electric motor 60. If therefore, in order to giye a spiral movement to the vessel, it is desired to oscillate or revolve the rudder 39, the motor 60 is set in motion and, by reason of the gear connection just described, the shafts 56 and 42 are turned and the rudder 39 revolved.

It is desirable, in order to get quick steerage, that the main rudder41 be given a movement similar to and coincident with the movement of the rudder 39, and to this end it is connectedwith the shafts 45 and 56 by the following mechanism: On the shaft 45 is a sprocket wheel 61 which. connects by means of a chain 62 with a sprocket wheel 63 on the sleeve 64 which forms a part of the box 65 which is journaled on the vertical countershaft 66 mounted in suitable bearings 67 on the top and bottom walls of the cone 12, and this box 65 is held in asuitable casing 68 and carries the shaft 69 of the main rudder 41, which shaft 69 is journaled in a stuffing box 70 forming a part of the box 65 and in a box 71 which slides laterally in a slideway 71 at the rear of the stern cone section 12. It will thus be seen that when the shaft 45 is turned so as to impart a lateral movement to the box 43 and rudder 39, it will also, by means of the sprocket wheels and chains, turn the box 65 and move the'shaft 69 and rudder 41 so as to give the same movement to the rudder 41 that is imparted to the rudder 39. The slideway 71 is shown on the on tside of the cone section 12, but by making the said cone section a little broader at the stern .itwill be unnecessary to run the slideway outside the stern.

To provide for revolving the rudder 41 in unison with the rudder 39 its shaft 69 is connected directly to the shaft 56, the shaft 69 being geared by the

pinions

72 and 73 to the vertical shaft 66 and the latter is provided with a sprocket wheel 74 which is driven by a chain 75 connecting with a sprocket wheel 76 on the shaft 56, and when the shaft 56 is revolved to revolve the rudder 39 it will be seen that it also imparts a similar movement to the rudder 41.

The side rudders 40 are mounted in a general way like the rudders 39 and 41, and their function is chiefly to steer the vessel up and down. These rudders are each secured to a shaft 77 which is held in a box 78 carried by a hollow shaft 79 which is journaled in asuitable bearing 80 in the side of the cone 12, and the hollow shafts 79 are supported on a trans Verse shaft 81 extending across the cone 12, and the shafts 79 are provided with gear wheels 82 meshing with and driven by gear wheels 83 on a shaft 84 which turns in step bearings, not shown, but constructed similarly to the bearings 67 (see Fig. 3) and is held parallel with the shaft 81. The shaft 84 is provided with a worm wheel 86 which meshes with a worm 87 on the hollow shaft 88, see Fig. 3, which turns on the shaft 50 and is driven by an electric motor 89, and thus, by setting the motor in motion, the shaft 88 is turned and, by means of the gearing just described, imparts a movement to both hollow shafts 79 and these move the boxes 78 up or down, as the case may be, and the boxes move the shaft 77 and the rudders 40, thus changing the angle of the rudders to the vessel and causing the latter to ascend or descend. The rudders 40 are also capable of rotary movement, and to this endthe shafts 77 and the said rudders are connected by pinions 90 and 91 with the shaft 81, and the latter connects by a worm wheel 92 and worm 93 with the hollow shaft 94 on the shaft 50, and the said hollow shaft is driven by an electric motor 95 which, on being set in motion, turns the shaft 94: and the latter, by its gearing, turns the shaft 81, which, by means of the pinions 91 and 90, imparts a rotary movement to the shafts 77 and rudders 40.

It will be seen from the above description that any necessary movement may be imparted to either rudder, and thus the direction of the vessel may be very easily regulated.

From the foregoing description it will be seen that a very simple and powerful means is provided for propelling the vessel and that the rudder arrangement is such as to bring it under perfect control and enable it to be moved like a fish in almost any direction.

I do not lay any claim, in this application, to the arrangement of the rudders and the means for operating them as this part of my invention is claimed in another application for Letters Patent, filed by me February 11, 1895, Serial No. 537,948.

, Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. The combination of the hull and the end portion having in-turned flanges, the clamping rings to fasten the flanges together, the propeller ring held between the flanges and rotatable relatively thereto, and the propeller secured to the said ringand encircling the hull, substantially as described.

2. The combination of the hull and the end portion having in-turned flanges provided with curved ribs in their opposing faces, the propeller ring held to rotate between the said flanges and provided with recesses to engage the said ribs, means for fastening the flanges together, and the propeller secured to the said ring and encircling the hull,substantially as described.

3. The combination, with the hull and stern cone of the vessel and the in-turned flanges on the said hull and cone, of the propeller encircling the hull, the propeller ring secured to one end of the propeller and entering between the flanges,said ring being provided with grooves adapted to engage ribs on the flanges to hold the ring in place, and the clamping rings to fasten the flanges together, substantially as described.

4. The combination of the hull and the end portion having in-turned flanges, the clamping rings to fasten the flanges together, said rings being provided with segments projecting outwardly into the space between the flanges, the propeller ring held to rotate between the flanges and engaging the said segments, and the propeller secured to the said ring and encircling the hull, substantially as described.

5. The combination of the hull and the end portion provided with in-turned flanges, the clamping rings peripherally grooved to receive the said flanges and hold them together, the propeller ring held to rotate on the clamping rings between the flanges, and the propeller secured to the said ring and encircling the hull, substantially as described.

SEBASTIEN LAOAVALERIE.

Witnesses:

E. NtooLAs, LOUIS H. CHARLESVILLE.