US662067A

US662067A - Serpentine boat.

Info

Publication number: US662067A
Application number: US57909796A
Authority: US
Inventors: James Gresham
Original assignee: Individual
Current assignee: Individual
Priority date: 1896-02-12
Filing date: 1896-02-12
Publication date: 1900-11-20
Anticipated expiration: 1917-11-20

Description

N6. 662,067. Patented Nov. 20. I900.

J. GRESHAM.

SERPENTINE BOAT.

Application filed Feb 12, 1896A (No Model. 5 Sheets-Sheet I.

WITNE55E5= I VENT R m: NcRms wzrzas co, move-nun, WASHINGTON, u. c

No. 662,067. Patented NoV. 20, I900.

J. GRESHAM. SERPENTINE BOAT.

(Application filed Feb. 12, 1896.)

(No Model.) I 5 Sheets+=Sheat 2.

o N kg 1* Q Q N e N 3 a 9 R N Q Ell] jfi w R v ms Nor-airs Penn's co. r-uomuma. vusumarou. n. c.

No. 662,067. Patented Nov. 26, I900. .1. GRESHAM.

SERPENTINE BOAT. A ucmm 81 d Feb. 12,.13'96.

(No Model.) s Sheets8heet 3.

N0. 662,067. Patented Ndv. 20, I900.

J. GRESHAM.

SERPENTINE BOAT.

(Apphcatinnfiled Feb. 12, 1896. (No Model.) 5 Sheets sheei 4v WITNESSES!- m: Nomus PEYERS co. wnmoummwnsnwmos. n. c,

No. 662,067. Patented Nov. 20, I900. J'. GRESHAM.

SERPENTINE BOAT.

(Application filed Feb. 12. 1896.- v (No Model.) 5 Sheets-Sheet 5.

NE NORRIS PETERS m PNOTU-LYYNO WASNINGTDN D C iinrrnn STATES PATENT OFFICE.

JAMES GRESHAM, OF NEW YORK, N. Y.

SERPENTINE BOAT.

SPECIFICATION forming part of Letters Patent N 0. 662,067, dated November 20, 1900.

Application tiled February 12, 1896. serial No. 579,097. tNo model-J 4 To all whom it may concern:

Be it known that 1, JAMES GRESHAM, a citizen of the United States,residing at New York, (Brooklyn,) in the county of Kings and State of New York, have invented a new and useful Improvement in Serpentine Boats, of which the following is a specification.

My invention relates to that class of boats in which an inner stationary tube or cylinder converges at both ends to form hollow trunnions or horizontal axes for an outer rotating concentric cylinder or shell having a continuous helical blade or upright spiral rigidly fixed along its periphery throughout its entire length at a uniform pitch.

The objects of my invention are to obtain a high volocity and a maximum efficiency from a given power by reducing the friction of rotation and displacement to a minimum and saving the power lost through the churning of the propeller now in general use, to preserve an air and Water tight compartment between the two shells, also to provide means to supply the said compartment with water or compressed air, and to so construct, arrange, and distribute the cohesive strength of the rotating shell and spiral that in the case of running upon a sand-bar it would plow through or pass over it without serious injury to the boat. These objects I accomplish in the manner and by the means hereinafter described and claimed, reference being made to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a side elevation of the boat constructed and arranged according to my invention. Fig. 2 is a central longitudinal vertical section; Fig. 3, avertical cross-section on line (b a, Fig. 2, looking toward the stern; Fig. 4:, a vertical cross-section on line a a, Fig. 2, looking forward; Fig. 5, a vertical cross-section on line b b, Fig. 2, looking forward; Fig. 6, an elevation, partly in section, showing one arrangement of the driving-gear; Fig. '7, a central vertical section of one of the upright tubes, showing means of ingress and egress to the inner or stationary shell. Fig. 8 illustrates the method of relieving the inner shell from lateral strain and also means for discharging or supplying the compartment with a water ballast; and Fig. 9, a semisectional view of one end to illustrate the method of closing up the tubes or trunnions when the boat is designed for submarine purposes, all of which will hereinafter be more fully described.

Both the rotating and

stationary shells

1 and 26, respectively, are constructed in sections from sheet metal, preferably of steel, the joints to be lapwelded, butted together, and riveted to an inner strip, or any other approved method of boiler construction that shall render the joints water-tight and fiush on the outside. Both these shells are circular in cross-section. The two heads or'ends of the inner shells are rigidly fixed by riveting to the flare 22 on theinnerend ofa wroughtiron or steel pipe 15. These pipes or horizontal tubes are turned true and smooth on the outside and form 'trunnions which find bearings in steel sleeves 16, extending inwardly from the outer shell. This bearing is rendered waterproof from the use of a stuffingbox comprising the greased hemp or other packing 17, a gland l8, and stub-bolts and nuts 19 and 20, respectively. These tubes 15 pass through the sleeves l6 and give support outside to collars 13 and 14, terminating below into fins 5 and 6, which serve the purpose of a keel and also to give support at the stern to the rudder 7 and its connections. A keel extending the entire length of the boat may be suspended from the collars in asimilar manner. The collars are permanently fixed to the tubes 15 by keys or set-screws. The object of these fins is largely to protect the spiral blade 2. The shell 26 is strengthened laterally and transversely by the use of iron girders and channel-iron 30, upon which the flooring 31 rests. The interior may be partitioned ofiinto numerous apartments, the engine-room being in the center, so placed on account of the great weight of the engine and boilers or motor and storagebatteries or other prepelling mechanism. The motive power shown in the drawings is electricity taken from storage batteries 35 and applied to an electric motor 36, the batteries being stored away under the bunk or lockers.- The power is taken from the pulleys on the motor and conveyed by belt to the pulleys 28 on the driving-shaft 27, extending the entire length may be keyed to the inner end of the Sleeve 16, as shown in Fig. 6, and driven by pinions 2e and shaft 27, as before described.

The means of ingress and egress to the inner and stationary shell is through the upright tubes 3 and 4:, An interior View is shown in Fig. 7. Both tubes are identical in size and construction and inclose a winding stairway leading to a landing 70, even with the bottom of the flare of the tube and surrounded by a platform outside provided with a railing 10. Midway up the tube isa landing 80, where the pilot is supposed to stand, and here will be placed the steering-gear, bulls-eye 9, and other paraphernalia necessary for navigation. The steering-gear is not shown in the drawings nor in any of its connections, aside from the means of admitting the rudder-post 8 to the horizontal pipe, as shown in Fig. 9. Both shells l and 26 are provided with trap-doors 32 and 33, respectively, centrally located and provided with packing and fastenings to render them water-tight. These doors are hinged so as to swing inwardly when released and may be reached bya ladder or steps 37. Their object is twofold: to furnish means of exit or access to the compartment between thetwo shells for purposes of repairs, the, or to facilitate the shipment of bulky articles. The inner trap being always in the same position vertically, it is to be understood that the outer shell is to be broughtinto a position to bringthe two traps opposite.

Owing to the great weight of the motor, engines, &c., it may be found necessary tofurnish a means to relieve some of the gravitative strain on the horizontal pipes or tubes 15. This I accomplish as shown in Fig. 8. Two or more idler-wheels 5i, placed about sixty degrees apart, rotate on pivots fixed to standards 52, which are riveted to the underside of the shell 26. These idlers roll over a circular track 50, riveted to the inside of the outer shell 1. This reduces the friction of the tubes 15 in their sleeves or bearings 16 by overcoming any tendency of the inner shell to sag at the center. These tracks may be one, two, or more, placed at intervals, as circumstances should demand.

Vertical pipes 3 and stare riveted and sealed to the ends of the horizontal tubes 15, at the bow and stern, respectively, largely for ventilating purposes; but the bow or forward tube may be removed and the end of the horizontal tube closed up with a cone-head 60, as shown in Fig. 9. By this arrangement Where the boat is to be used for submarine purposes, both ends of the tubes 15 would be closed up in this way and compressed air used for ventilation. To obtain a ballast to sink the boat below the surface, water is allowed to enter the compartment between the two shells from the outside by a suitable valve and the same pumped out through the suction-pipe 53, Fig. 8, to rise again to the surface.

The screw or propelling mechanism con sists of a continuous helical upright blade 2, Lshaped in cross-section and standing out at right angles to the periphery of the rotating shell and rigidly and permanently fixed to it by riveting. This blade or spiral has a uniform pitch throughout, but tapers down to nothing at each end. It is intended to have sulficient strength to support the Weight of the boat, so that in the emergency of the boat striking a sand-bar or running upon a sandy beach it would pass over the same without serious injury aside from bending or breaking the forward fin or keel-blade. Should the outer shell become punctured or disabled, the engines are stopped in a position to bring the puncture on top and out of the water, where it can be readily repaired, access being had through the trap-doors previously described or from the upright tubes.

The operation of my invention as now described is simple and requires little explanation. The engine or motor being started, power is conveyed to the shaft. The pinions 24, rotating at a high velocity, engage the internal gears 23 or the gears 43, rotatingt-he sleeve 16 and the outer shell and its screw. The shell having a smooth concentric surface causes little or no friction in the water in revolving, and the displacement of the water decreases as the velocity or headway of the boat increases until both friction and displacement are literally reduced to a minimum. The screw extending over the entire length of the boat ofiers an unusually large propelling-surface to engage the water, and as it engages it at different points circumferentially the lost motion absorbed by churning cannot be transmitted from one part of the screw to another, as is the case of the blade-propeller, where all the blades travel through the same path. The boat must pass through the water after a headway has once been obtained without any churning and scarcely any wake from displacement and acquire a high velocity and great efficiency from a minimum of power.

Many modifications obvious to those skilled in the arts may be made in my invention by the substitution of equivalents and otherwise, but without departing from the spirit thereof, and I do not intend to limit myself to the precise details as herein shown and described.

What I claim, and desire to secure by Letters Patent, is-

1. In a boat of the character described, the combination with an inner stationary shell terminating at both ends in trunnions or horizontal axes, of an outer rotating concentric shell having a continuous helical blade or spiral fixed along its periphery at a uniform pitch; the said outer shell converging at the ends and riveted to sleeves extending inwardly and provided with stuffing-boxes that surround I he trunnion-tubes; the perpendicular pipes terminatiirg in a funnel, surrounded by a gallery: collars keyed to the said trunnion-tubes and provided with a fin or blade extending downward: the rudder and its post hung from the stern-blade, and internal gears, fixed to the inner surface of the outer shell and driven by pinions keyed to a drivingshaft projecting from the inner shell substantially as and for the purpose set forth.

2. In a boat of the character described, corn prising an inner stationary shell riveted at both ends to trunnions or horizontal axes of an outer rotating concentric shell having a continuous helical blade or spiral fixed along its periphery at a uniform pitch: the said outer shell converging at the ends and riveted to sleeves extending inward and provided with stuffing-boxes that surround the trunnion-tubes: of the gear-Wheels keyed to the said sleeves and driven by pinions keyed to a driving-shaft projecting from the inner shell: the perpendicular pipes surrounded by a gallery: collars keyed to the said trunnion-tubes and provided with fins and blades: and the rudder and its post hung as described.

3. In a boat of the character described, the combination with an inner stationary shell riveted at both ends to hollow trunnions or horizontal axes of an outer rotating concentric shell provided with a continuous helical blade or spiral along its periphery at a uniform pitch: the said outer shell converging at both ends and riveted to sleeves extending more circular tracks fixed to the inner surv face of the outer shell to engage idler-wheels arranged along the outer periphery of the inner shell, substantially as and for the purpose set forth.

I. In a boat of the character described, the combination with an inner stationary shell fixed at both ends to trunnions or horizontal axes of an outer rotating concentric shell provided with a continuous helical blade or spiral along its periphery at a uniform pitch: the said outer shell converging at both ends and riveted to sleeves extending inwardly and provided with stuffing-boxes that surround the said trunnion-tubes: of gear-Wheels keyed to the said sleeves and driven by pinions keyed to a driving-shaft common to both: the cone-heads designed to close the ends of both tubes: collars keyed to the said tubes forward and aft, and provided with fins or blades: the rudder and its post hung as described: and one or more circular tracks riveted to the inner surface of the outer shell to engage idler-Wheels arranged along the periphery of the inner shell substantially as described and set forth.

In testimony that I claim the foregoing as my invention I have hereunto set my hand this 8th day of February, A. D. 1896.

JAMES GRESHAM.

Witnesses:

HERBERT H. STEELE, DAVID R. Lone, Jr.