US637052A

US637052A - Boat.

Info

Publication number: US637052A
Application number: US72361199A
Authority: US
Inventors: George M Waters
Original assignee: Individual
Current assignee: Individual
Priority date: 1899-07-12
Filing date: 1899-07-12
Publication date: 1899-11-14
Anticipated expiration: 1916-11-14

Description

Patented Nov. r4, |899.

s. M. WATERS.

' BOAT.

Application med July 12, 1899,\

3 Shees--Sheet I.

fllo Nadel.)

G. M. WATERS.

BOAT.

Application atenten Nov. I4, |899.

, N u. 637,052; Patented Nov. '|4, |899.

G, M. WATERS.

- BOAT.

:lisation filed Jul Ummm nl Il;

UNITED, STATES' PATENT QEEICJE.

cEoReE'III. WATERS, oE MoLINE, ILLINOIS;

BolAT.

sPEcIFIcATroN forming part of Letters patent No. 637,052, dated November 14, 189e. Application filed July 12, 1899. Serial No. 723,611. (No model.)

State of Illinois, have invented certain new and useful Improvementsin Boats; and I hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form part of this specification.

This invention is an improvement in boats, particularly those designed for navigating in shallowwaters; and its object is to so construct the hull of the vessel and to so arrange the propelling apparatus therein that the boat will be particularly Well adapted for navigation in the Mississippi river and its tributaries or wherever long stretches of shallow and muddy bottoms are found.

A further object of the invention is to so construct the hull that it will protect the propellers and to have the latterarranged under the hull and adjustable lengthwise of the vessel at various inclinations, so that without stopping the rotation of the'propellers the vessel may be driven forward or backward, stopped or started instantly, thus peculiarly adapting it for use where the currents are strong and quick action is needed.

Another object of the invention is to so construct the parts that the water will be kept under the Vessel and large side swells avoided and the action of the propellers utilized to not only propel the vessel along, but in a manner to lift it out of the water, thereby facilitating the progress of the vessel in shallow water, and, further, gaining higher speed with less power.

These several objects 'are attained by the peculiar novel construction of the hull of the vessel and the novel arrangement and construction of the propelling apparatus therefor, and certain other novel details of construction, all of which will be clearly understood from the following description, in connection with the accompanying drawings, which illustrate a vessels hull and propelling apparatus thereof embodying my invention in the best form now known to me, although I do not restrict myself specically to either the precise form of the hull or the precise form of the propelling apparatus shown in the drawings.

Referring to the drawings, Figure 1 is a transverse vertical section through the hull of a vessel, showing the construction of the hull and the arrangement of the propelling apparatus. Fig. 2 is a reduced longitudinal section on line 2 2, Fig. 1. Fig. 3 is abottom plan view of the hull of the vessel. a side elevation of the hull of the vessel. Fig. 5 is an enlarged detail view of one of the propelling mechanisms, and Fig. 6 is an end View of the mechanism shown in Fig. 5.

The hull of the vessel has a Iiattened or scoW-shaped bow A and one or more pointed sterns a. The object of this is to prevent side swells and to enable the boat to ride upon the water instead of dividing the same, as would a sharp bow, while the pointed stern allows the water to close up without creating any greatamount of suction as the boat passes along.

The boat is provided with a series of longitudinal channels B, two being shown. These channels begin at a point at or near the bow of the boat and gradually deepen for a short distance and then are preferably continued at a uniform depth to or nearly to the stern of the boat, as shown. Along each lower edge of each channel is a longitudinally-depending rib Z), which ribs serve as guards or deadirons to prevent damage to the bottom of the hull when passing over shallows or should the boat run aground on a bar in shallow Water. These guards Z7 extend from the bow of the boat almost to the stern, but are gradually tapered off before they reach the end of the channels, as shown. rIhe bottom of the boat near the bow is also provided at each side with bang-irons orv dead-irons b, which extend from the bow to about amidships, from whence they are gradually tapered 0E, as shown. Their object is to prevent injury to the boat if it runs aground in making a landing.

Within each channel B is arranged a series of propellers C, which are mounted-in adj ustable bearings, so that they can be swung lengthwise of the ship within the channels on an arc of about one hundred and eighty degrees. When standing vertically, the propel- 1ers are slightly above the bottoms of the guards b,so that they can work in any position, even if the guards are embedded in the bot- Fig. 4 is tom. Should the guards become embedded in mud or sand, the propellers will cut the same out of the channels. If, however, the guards should strike a rock, they will glide up over the same, thereby preventing the propellers from striking such an obstruction. Preferably these propellers are mounted as follows z Each propeller-shaft D is journaled in a sectional casing D', which is provided with lateral hollow trunnions D2, by which it is journaled in bearing-plates F, attached to the side walls of the channels B, as shown, so as to allow the shaft D and the propeller to be swung longitudinally of the vessel. Through one of the trunnions D passes a driving-shaft G, which is directly or indirectly connected to the engine and has on its inner end, within a hollow housing D3 of the casing D', (at the junction of the trunnions and the shaft-housing,) a beveled gear g, meshing with a bevel-gear d, keyed on the shaft D. The upward thrust of the propeller-shaft D is taken up by a thrust-block d2 in the upper end of the housing D3, as shown. On top of the housing D3 is a Vertical sector D4, lying longitudinally of the vessel and channel and meshing with a rack-bar H, which can be shifted by means of rod I-I' and suitable connections (not shown) from either the engine-room or the pilot-house of the boat, or from both, as may be preferred. -The rack H is held in engagement with the sector D4 by means of a flanged guide-pulley I, mounted in a bracket I', attached to the top wall of the channel B directly over the housing D3, as shown. Preferably a number of these propellers are used, set suiciently apart, however, to permit of the desired longitudinal or swinging adjustment thereof on arcs of about one hundred and eighty degrees, having the trunnions D2 as their centers. A single rack-bar H may be used to simultaneously adjust all the propellers in each channel,such rack-bar being either continuous or formed in sections suitably united, so as to move as one.

Just below the trunnions D2 of the several casings the channels B are divided longitudinally by horizontal partitions E, which will prevent debris getting above the trunnions and interfering with the movementof the rackbar, the said partitions E being slotted, however, to permit of the proper longitudinal adjustment of the propeller-shafts. A further object of thepartition E is to prevent the rush of water (when at a high speed) through the channels B from striking the housing D3, which, if there was nothing to prevent it, would form a formidable obstruction and greatly impede the progress of the vessel.

Preferably the propellers may be run in groups of four-that is, one engine for every four propellers-the object being to distribute the weight and power over as much surface of the bottom of the hull as possible. There should be six or more propellers in each channel, and when these are adjusted vertically theirtendency is to lift the hull out of the water, and if they are inclined slightly rear'- ward they will not only tend to lift the vessel u p, but also to propel it forward. The attraction of gravitation will also assist in driving the boat forward. The boat will be raised by the propellers, which are placed at any suitable angle to work to the best advantage. The boat obviously tends to settle down to its natural bed in the water; but by reason of the rearward inclination of the propellers it is heldl up, whereby in the event of the boat falling it can only do so in one way-z'. e., forward ot' its centerand that only so long as the propellers are at an angle. This feature I consider of primary importance in the present invention, as by the raising of the boat I gain a higher speed with less power. In very deep water the propeller-shafts can be set at their greatest inclination rearwardly. In

shallow water this inclination can be lessened,

so as to increase the lifting effect on the hull and gather and retain as much water underneath the vessel as possible. To stop the vessel, the propellers can be swung to a forwardly-inclined position until the vessel is brought to a stop, when they may be set vertically and then, although still running, they will not propel the vessel. To back the vessel the propellers should be inclined forwardly. The desired inclination of the propellers can be controlled either directly from the pilot-house by suitable mechanism, which it is not necessary here to describe. The casing D3 is made water-tight and preferably lled with oil, so that the gearing for the propellers will run in oil, and thus be self-lubricating.

I do not wish to confine myself to the employment of a segment and rack-bar for rocking or swinging the propellers, as other mechanisms may be conveniently employed for this purpose. The channels B may be shallow at the bow, so as to keep their front ends under water at all times, and the channels might gradually taper near the stern, gradually lessening in depth till they run out. It is desirable to have these channels so formed that after the propellers are started in motion they will expel the air from the channels and water will take its place and keep the channels full of water so long as the propellers are running even if the load on the vessel is not sufficient when the propellers are not running to keep the channels entirely Linder water.

On the forward deck, over the bow, may be built a storm-shield H to throw aside any waves or spray dashed over the bow.

The iins or guards b b' assist in steadying the boat and prevent its sliding sidewise when turning short bends.

The vessel can be steered bya common rudder fixed in the usual style or may be steered by inclining the propellers in one channel more than the propellers in the other channel.

By this construction the vessel can be propelled at high speed without throwing any side swell or any water from under the hull,

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est/,ots g but will gatherl the water under it, which is of the utmost importance in enabling the boat to travel over shallow bottoms.

I am aware that vessels have been formed with longitudinal channels, and I am also aware that other vessels have been provided with adj ustably supported or swinging propellers; but none of these have been, in fact, like my invention either in construction or purpose, and I do not claim, broadly, a hull provided with longitudinal channels nor a swinging adjustable propeller; but

What I do claim isl. A hull for vessels having a plurality of longitudinal water-channels and a series of swinging propellers in each channel mounted on adjustable supports and adjustable longitudinally of the vessel, substantially as described.

2. A hull for vessels having a series of longitudinal channels in which the propelling mechanism is arranged, the channels being provided withv longitudinal guards or ribs at each side and the bow of the vessel being provided with longitudinal dead-irons at each side, substantially as described.

3. A hull for vessels having a scoW-shaped bow, pointed stern, a series of longitudinal channels, and adjustable swinging propellers in said channels, the channels being provided with longitudinal guards or ribs at each side and the bow of the vessel being provided with longitudinal dead-irons at each side, substantially as described.

4. A hull for vessels having a series of longitudinal channels in its bottom in which the propelling mechanism is arranged, the channels being provided with longitudinal guards or ribs at each side, with a series of propellers in each channel, each propeller being mounted on an adjustable swinging support whereby the propeller can be set vertically or in- @lined forwardly or rearwardly in the channel, and means for adjusting said supports to set the propellers at the desired inclination, substantially as described.

5. A hull for vessels having ascow-shaped bow, pointed stern, and a series of longitudinal channels in which the propelling mechanism is arranged, the channels being provided with longitudinal guards or ribs at each side and the bow of the vessel being provided with longitudinal dead-irons `at each side; with a series of propellers in each channel, each propeller being mounted on lan adjustable swinging support whereby the propeller can be set vertically or inclined forwardly or rearwardly in the channel, and means for adj usting said supports to set the propellers at the desired inclination, substantially as described.

6. The combination of the hull provided with longitudinal channels, the propeller-support having trunnions journaled in supports on the sides of the channel, the propellershaft journaled i'n said support, and the drivin g-shaf t extending through one of said trunnions and provided with a gear meshing with a gear on the propeller-shaft, and means for rocking said propeller-support longitudinally of the channels, substantially as described.

7. The combination of the hull provided with longitudinal channels, the propeller-support having trunnions D2 journaled in supports on the sides of the channels and provided with a housing D3, the propeller-shaft journaled in said support, and the drivingshaft extending through one of said trunnions provided with a gear on the propeller-shaft, and means for rocking said propeller-supports longitudinally of the channels, said housing provided with a segment, a rack-bar engaging said segment, and a grooved roller for guiding said rack-bar and holding it in engagement therewith, substantially as described.

8. A hull for vessels havinga series of longitudinal channels in which the propelling mechanism is arranged, with a series of propellers in each channel, each propeller being mounted on an adjustable swinging support whereby the propeller can be set vertically or inclined forwardly or rearwardly, and means for adjusting said supports to set the propellers at the desired inclination; with the debris guards or partitions within the channels, below the trunnions of the propellersupports, and means for adjusting and holding said propellers at any desired angle longitudinally of the channels, substantially as described.

9. A hull for vessels having a scow-shaped bow, a pointed stern, a series of longitudinal channels in which the propelling mechanism is arranged, the channels being provided with longitudinal guards or ribs at each side and the bow of the vessel being provided with longitudinal dead or bang irons at each side; with a series of propellers in each channel, each propeller being mounted on an adjustable swinging support whereby the propeller can be set vertically or inclined forwardly or rearwardly on an arc of about one hundred and eighty degrees, and means for adjusting said supports to set the propellers at the desired inclination; with the debris guards or partitions within the channels, below the trunnions of the propeller-supports, and means for adjusting and holding said propellers at any desired angle longitudinally of the channels, for the purpose and substantially as de` scribed.

In testimony that I claim the foregoing as my own I aliix my signature in presence of two witnesses.

vGEORGE M. VATERS.

Witnesses:

HJALMAR KOHLER, THOMAS C. HUTTER.

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