US806222A

US806222A - Construction of vessels.

Info

Publication number: US806222A
Application number: US17703103A
Authority: US
Inventors: Thomas Henry Wheless
Original assignee: Individual
Current assignee: Individual
Priority date: 1903-10-14
Filing date: 1903-10-14
Publication date: 1905-12-05
Anticipated expiration: 1922-12-05

Description

No. 806,222. I 'PATENTED DEG; 5,1905. T. H. WHELESS.

. CONSTRUCTION OF VBSSELS.

APPLICATION FILED 0 0T. 14,1903.

4 SHEETS-SHEET 1.

PATENTED DEG. 5, 1905. T. H. WHELESS. CONSTRUCTION OF VESSELS. APPLICATION FILED 001'. 14, 1903.

4 SHEETS-SHEET 2.

ANDREW. a. GRAHAM m, PHOTO-LITNDGRAFHER$ WASHINGTON, n, c.

No. 306,222. PATENTEDDEG.5,1905.

I I T. H. W-HELBSS.

CONSTRUCTION OF VESSELS. APPLICATION FILED OOT. 14,1903.

H1 I? I I H I I I III"! IIIIIIII I I I I I I I Tliwhezaw.

g Uni-T D STATES 1 'LEss a citizen of the United States, residing.

PATENT OFFICE.

THOMAS HENRY WHELESS, OF NEW YORK, N. Y.

' CONSTRUCTIONOF VESSELS.

To all whom it may-concern: I

Be it known that I, THOMAS HENRY WHE- at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in the Construction of Vessels; and I do hereby declare the follow.- ing to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same. 1

My present invention relates to improvements in small vessels adapted for high speed and having good sea-going qualities.

Boats constructed according to my invention are intended more particularly for small despatch-boats to be stationed at or near harbors and intended for use either for naval purposes or for the merchant-marine. These boats are also adapted for use as pleasure craft. The form of the hull foreand aft resembles that of a racing-Scull and tapers gradually along smooth outlines to pointed ends, while the waist is deepened and sharpened in a construction similar to that of the racing-yachtsof the fin-keel class. In this central portion is located the cockpit and engine-room, in which the driving mechanism is carried and also the passenger or passengers. Thedeep keel may be weighted, if. desired, to insure further stability, and at either side of the midship-sec-' tion buoyancy-chambers are providedto check the boat in rollingand to .assistin preventing the boat from sinking in case of leaks.

.By the foregoing construction a high speed and fine sea-going qualities are obtained. The principal weights are located near and beneath the center of buoyancy.

My. invention will be'understood by reference to the accompanying drawings, in which the same parts are indicated by the same letters throughout the'several views.

' .Figure 1 is a side elevation showing one of the smaller boats constructed according to my invention. Fig. 2 is a plan view of the device shown in Fig. 1. Fig. 3 shows a section along the line 3 3 of Fig. 1 and looking in the direction ofthe arrows; Fig. 4 shows a section 1 along the line 4 4 of Fig. 1 and looking in the direction of the arrows. Fig. 5is a longitudirial vertical section through the midship portion of the boat. Fig. 5 is adetail showing one fgr m of reversing propellers adapted for I use in the invention. Fig. 6 is a plan view of- Specification of Letters Patent;

Application filed October 14, 1903. Serial No. 177,031-

Patented. Dec. 5, .1905.

the device shown in Fig. 5. Fig. 7 is a similar view to that shown in Fig. 5 except that the driving-engine is omitted and there is a slight change in the gear for reversing the propeller. Fig. 8 is a plan view. Fig. 9 is a longitudinal vertical sectionshowing the stern of the boat with the rudder and yoke. Fig. 10

is a modification showing the rudder immediately in-rear ofthe propeller. Fig. 11 is a vertical longitudinal section showing the framework of the aft part ofthe boat. Fig. 12is a section along the'line 1212 of Fig. 11 and looking in the direction'of the arrows. The parts shown in Figs. 11 and 12 are on a larger scale to better illustrate the details. Fig. 13 shows. the framework of the-midship-section of the boat; the line 14 14 of Fig. 13 andlooking in the direction of the arrows.v Fig. 15 shows a section along the line 15 15 of Fig. 13 and looking in the direction of the arrows. 4

boat some distance 'abovethe-Water-line I providebuoyancy-chambers A, which are preferably formed of a continuous sheet of metal a connected to the side of the boat by the metal sheets of, as shown' in Figs. 3 and 4.

Between these buoyancy-chambers A, I pro-- vide a hatch-coaming A connected to the curved deck A of the boat by suitable ribs a Fig. 14 shows a section along This hatch-v coaming is flared outward, as

shown most clearly in Fig. 5, and itsbottom, except the hatch a, is decked over, as at A and it is provided in its after part with scuppers a", (see Figs. 5 and 6,) which. open out-'- which ispreferably drawn or gathered, as at h, (see Fig. 6,) aroundthe waist of the occupant'of the boat. Beneath this hatch I provide a seat I, having a hinged back I and a supporting-plate I which seat, back, and'suV porting-plate form bulkheads, which, with the bulkhead I and the side bulkheads I inclose the engine-room, and thus prevent water passing through the hatch from entering the engine-room. The seat I, back I, and deck-plate A may be removed for handling the motor.

B represents the propeller, which is preferably provided with reversing blades B, which may be mounted in any convenient way such, for instance, as that shown in Fig. 5, in

which the blades B are pivoted. as at Z), to the hub B and are slotted to receive the pins 6', fixed on the propeller-shaft B projecting from the sleeve B, which sleeve is splined to slide on the propeller-shaft B This sleeve is journaled in a suitable bearing A, fast to the boat.

The propeller-shaft B is driven by any suitable motor, preferably a hydrocarbonmotor D, having a fly-wheel D, as shown in Fig. 5. This motor receives its supply of air through the pipe E, which extends over the gunwale and backward, which prevents the washing of the water, and the products of combustion pass off through the pipe, as shown in dotted lines at E.

The propeller-blades may be reversed in different wayssuch, for instance, as shown in Figs. 5, 5, and 7. In Fig. 5 the lever O, pivoted at c, carries a pin or collar engaging in the annular groove 6* on the sleeve inclosing the propeller-shaft. This lever is moved backward or forward by means of the hand-lever O and the connecting-rod C.

This hand-lever is pivoted, as at 0 in front of the seat I and is provided with a suitable spring-pawl c engaging in the rack 0 It will be seen that by moving this lever O backward or forward the sleeve B will be moved longitudinally on the propeller-shaft B thus swinging the propeller-blades about the pivots Z) and reversing same when desired. In the reversing mechanism shown in Fig. 7 the collar 0 is connected to the arms (J on a shaft C, which shaft carries the crank C, connected by the rod with the crank C on the shaft C, which shaft is turned by means of the handle 0 This construction is necessary if the rubber apron H be used, so that the operator has all means for regulating and steering conveniently at hand. Any other suitable means for reversing the propellerblades may be adopted, if desired.

The inner framework of the boat comprises not only the seat I and the bulkheads I, I, I I and 1 already referred to, but also the bulkheads K andK and suitable frames K made of angle-irons and fore-and-aft girders, comprising the inner keel M, made preferably in the form of a T-iron, and the angle-beams M, above which the deck A is mounted. The details of this framework are shown in Figs. 11 to 15. Instead of having the frames open,

as shown at Figs. 12 and 14:, some or all of' these frames may be made in the form of bulkheads, as indicated in Fig. 15 and as shown at K and K in Figs. 5 and 7, some of which'may be used to inclose chambers for fuel-tanks, if desired.

The two sides of the boat are preferably made of plates which terminate at the top at each side of the deck, as shown in Fig. 12, and at the bottom in the keel, and also the deck can be made of a curved plate or a thin waterproof sheet and covered with wooden planks. These plates are secured to the frames and also to the fore-and-aft beams or girders, including the keel, and thus a structure of suflicient rigidity is secured.

To steer the boat, a suitable rudder is provided, with mechanism for controlling the same. In Fig. 10 the rudder P is shown as connected to the stern-post Q in the usual way and is driven by a suitable tiller-rope (not shown) connected to the steering-wheel P In the form of device shown in Figs. 7, 8, and 9 the rudder is pivoted in the after portion of the boat, as to the skeg A and the rudder-head P carries a yoke I to which the tiller-ropes P are connected. This yoke is Inounted beneath a waterproof casing 21, and the ropes P are rove through pipes 11', so that the water will not wash into the boat through the opening at the ruddor-hea(l. These ropes P are led forward to the steering-wheel P on which they are wound in the usual way.

Heretofore it has been considered desirable to make the maximum depth of the hold of boats below the normal water-line less than the maximum width of the beam. In fact, it has been considered desirable in order to increase the speed to have the depth of the hold below the water-line as small as possible and to lessen the draft of the boat in order to secure as much of a skimming action on the water as possible. To secure the necessary stability, weighted keels have been resorted to. I have found by reversing this procedure and making the bottom line of the hull of the boat extend obliquely upward fore and aft into the bow and stern portions 1 can not only secure a better speed, but at the same time can secure adequate stability. Therefore I make my boat with long and narrow bow and stern portions and a depth inside the skin of the boat at the waist below the normal water-line greater than the maximum width of the beam at the waist, with the bottom line of the hull extending in an upward direction toward the bow and stern from the waist portion of the boat. By the bottom line of the hull of the boat I mean to excludeany downward projection, such as a fin-keel or bulb-keel or the like. By maximum breadth of beam 1 refer to the beam of the hull proper of the boat exclusive of the buoyancy-chambers or overhang.

My invention is primarily intended to relate' to boats ofconsiderable l'ength and-{mar row beam. In practice 'the' beamwould not" exceed ten feet; butthe length might'bewidely varied, according to conditions; required of eachfltype of boat.

having the hull very deep'in the waist 1t'1spossible tomake the propeller-shaft hori-. zontal and at-the same time to immerse. the,

propeller at a satisfactory depth below the surface of the water. The advantagerof:hav-.

ing the propeller-shaft horizontal is to have a straight thrust, while the advantage of'havingi the propeller at'a considerable depth 'isth'at it acts on the water under pressure and-diminishes the slip. Y Y

I It will be noted that the weights in the boat are mainly located'below the'center of'buoy ancy, so that the-boat willbe stable in a sea;- way, while the buoyancy-chambers A will prevent 1t from rolling toofar or from cap-' sizing. Y

Thus it will be seen that I providea boat having fine'hnes, which maybe rapidly propelled through thewater'with'the expenditure of comparatively.smallamount of power, and which isisafe andseaw'orthy.

While I have shown a small boat provided with a hydrocarbon engine,*other .enginesmay be used, or the ,boat maybe propelled by hand or foot power, Moreover, it will be evident that the size of' the boat may bevarled to suit Varying requirements. It-will be obvious that these and various other modifications might be made in the herein-described vessel which could be used without departing from the spirit of my invention. 7

Having thus described myinvention, what I claim, and desire 'to secure by Letters Patent of the United States, is

1. A marinevessel comprising long shallow bow and stern portions, and a deep and narrowwaist portion, provided with a hatch, adeep fin-keel projecting from said waist, and a hatchcoaming mounted above said waist portion, substantially as described.

2. A'marine vessel comprising long shallow bow and stern portions, and adeep and narrow waist portion, provided with a hatch, a deep fin-keel projecting from said wast, a hatchcoaming mounted above said waist. portion, and mechanism forpropelling the boat mounted in'said waist portion, substantially as described.

- 3. A marine vessel comprising long shallow bow and stern portions, and adeep and narrow Waist portion, provided with a hatch, a deep fin-keel projecting from said waist portion, a hatch -coaming mounted above said waist, With-a propeller mounted in rear ofsaid waist,

and a driving-engine mounted insaid waist,

substantially as described. I Y

4. A marine vessel co'mp'ris'ing long shallow bow and stern po'rtio.ns,-and a deep and narrow waist portion, with a deep fin-keel projecting from said waist, a hatch in-the deck above said :wai'st', "a" rhatch' -coar'ning surrounding said hatch, a: propeller mounted in :rear-of said waist, and a hydrocarbon-engine mounted in the lower part of s'aid-y-waist for driving said propeller, substantially 'as'described. v

2 5. Amarineve'ssel comprising long Shallow bow and stern portions, and adeep and narroyi Lwaist portion, provided with-a hatch, .a deep fin-keel' projecting from said waist, a hatch-r coaming mounted above said waist, an adjustable" hood mountedover said hatch, a, seat mounted below said hatch provided with av water tight back, the said seatand -backforming partsofa' water-tight bulkhead, and an {engine-room in rearof said bulkhead, and

mechanism for propelling the boat mounted ,insaid 'enginen'oom, substantially as described. v a

6. A marine vessel comprising long shallow bow and sternportions, and adeep'and narrow 1 Waist portion, vprovided'with a hatch, a deep fin-keel projecting from said waist portlon, a.

hatch-coami'ng mounted above said waist, a.

seat mounted belowsaid hatch provided with a water-tightlback, the said seat and back forming parts of a water-tight bulkhead, and

anengine-room in rear of said bulkhead, a.

propeller mounted in rear of said waist, and

a driving-engine fmountedj in said engine-,1.

room, substantially as described.

7. A marine vessel comprising a long shal-..

low bow portion and a long'shallow stern portion. with deep and narrow waist, thebottom lines connecting said waist and said bow and stern portions being curved forward and aft respectively, with buoyancy-chambers at each 1 side of said waist, and a keel projecting down- LOO forward and aft respectively, and merging into the bow and stern portions, substantiallyas described.

9. A marine vessel comprising along shallow bow portion converging downwardly in its vertical transverse contour-lines, and a long shallow stern portion, with a deep and narrow waist, and a keel ben a Said waist, the transverse contour-lines of'the waist converging to'the keel, and the keel extending upward, forward and aft respectively, and merging into the bow and stern portions, and the lower portion of said waist being weighted, substantially as described.

1.0. Amarine vessel comprising a long shallow bow portion converging downwardly in 1ts vertical transverse contour-l1nes,and a longshallow stern -port1on, with a deep and narrow waist, and-a keel beneath said waist, the transverse contour-lines of the waist converging to the keel, and the keel extending upward, forward and aft respectively, and merging into the bow and stern portions, and the lower portion of said waist being weighted, with buoyancy-chambers at each side of said waist, substantially as described.

11. Amarine vessel comprising along narrow bow portion, and a long shallow stern portion, with a deep and narrow waist, the draft of which to the bottom of the hull proper exceeds the maximum beam of said waist at the water-line, substantially as described.

12. A marine vessel, comprising along narrow bow portion, and a long shallow stern portion, with a deep and narrow waist, the draft of which to the bottom of the hull proper exceeds the maximum beam of said waist at the water-line, the bottomline of which vessel extends obliquely upward fore and aft into the said bow and stern portions, and the lower portion of said waist being weighted, substantially as described.

13. A marine vessel comprising a long narrow bow portion and a long shallowstern portion with a deep and narrow waist, the draft of which to the bottom of the hull proper exceeds the maximum beam of said waist at the water-line, and mechanism for propelling 'the boat mounted low down in said waist,

the Water-line, the bottom lines connecting said waist, and said how and stern portions being curved forward and aft respectively, and a weighted keel projecting downward from said waist, substantially as described.

15. A marine vessel comprising a long narrow bow portion and a long shallow stern portion with a deep and narrow waist, the draft of which to the bottom of the hull proper exceeds the maximum beam of said waist at the water-lire, the bottom lines connecting said waist, and said bow and stern portions being curved forward and aft respectively, with buoyancy-chambers at each side of said waist, substantially as described.

In testimony whereof I afiix my signature in presence of two witnesses.

THOMAS HENRY WHELESS.

Witnesses:

A. L. HOUGH, M. M. OCoNNoR.