US970210A - Submarine torpedo-boat. - Google Patents

Description

A. M. FULLER.

SUBMARINB TORPEDO BOAT.

-APPLIUATION FILED APB.14, 1903.

970,210. Patented Sept. 13, 1910.

11 SHEET8-SHEET 1.

Patented Sept. 13,1910.

11 SHEETS-SHEET 2.

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A. M. FULLER.

SUBMARINE TORPEDO BOAT.

APPLIOATION FILED APB..14, 190s.

A. M. FULLER. SUBMARINE TORPEDO BOAT. APPLICATION FILED APR. 14, 1908.

Patented Sept. 13, 1910 11 SHEETS-SHEET 4.

A. M. FULLER.

' SUBMARINE TORPEDO BOAT. APPLICATION FILED APR.14, 190a.

Patented Sept. 13,1910.

11 SHEETS-BHLEIBT 5.

A. M. FULLER. SUBMARINE TORPEDO BOAT.

' APPLICATION FILED APR. 14, 19b3. v 970,210,, Patented Sept. 13, 1910.

11 SHEETS-SHEET 6.

A. M. FULLER.

SUBMARINE TORPEDO BOAT, APPLICATION FILED APR.14, 190s.

Patented Sept. 13, 1910.

11 SHEETS-SHEET 7.

A. M. FULLER. SUBMABINE TORPEDO BOAT.

APPLICATION FILED P 970,210. A R 14 Patented Sept. 13, 1910.

11 BHEETS-SHEET 8.

A. M. FULLER.

SUBMARINE TORPBDO BOAT. APPLICATION FILED APR.14, 190s.

970,2 1 O. Patented Sept. 13, 1910.

11 SHEETS-SHEET 9.

iii!

HUM.

A. M. FULLER.

SUBMARINE TORPEDO BOAT. APPLICATION I'ILIJD APR. 14, 1908.

970,210, Patented Sept. 13,1910.

11 SHEETS-SHEET 10.

A. M. FULLER. v SUBMARINE TORPEDO BOAT.

APPLIOAYTION FILED APB,.14, 190?. Patented Sept. 13,

11 SHEETBSHEBT 11.

lmllllllllf a 22' 214 may be characterized in general terms as a PATENT;- oFnIeE:

ALVARADO M. FULLER, 0F TOPEKA, KANSAS.

SUBMARINE TTORPEDO-BOAT.

Specification of Letters Patent.

Application filed April 14,1908. Serial No. 427,070;

all whom it may concern:

Be it known that I, ALVARADO M. FULLER, a citizen of the UnitedjStates, residing at Topeka, in the county of Shawnee and State of Kansas, have invented certain new and useful Improvements in Submarine Torpedo-Boats, ofwhich the following is a specification. w

Submarine torpedoes of the present "and accepted type are large and of heavy tonnage,. comparatively, and generally too large to 'be carried upon superior vessels and must, consequently, operate in water from their original base. They require a crew of'several men to operate them and are,

in general terms, coast defense torpedo sub- "marines. -Their sphere of action and useful-. ness in naval warfare'is, therefore, very lim lted. Their submergence depends mainly upon taking in water, and expelling the same when coming to the surface; factors which take more or less time. Again, their draft is too great for the very shallow water of many roadsteads.

The hereinafter described 'torpedoboat bjoat capable of operating on the surfaceof the water or submerged, it being mainly designed to be carried upon cruisers and other war yessels, or upon specially constructed vesselsfor th'ej'carryingof a flotilla of from fourto twentyjotthe torpedo-boats, which boats are ,to be employed as an auxiliary equipment to the war vessels, generally; the torpedo-boat being thus adapted for attacki in harbors or other waterways, for cruisingj out to sea, and for general defense purposes. In fact, the torpedo-boat is to be launched from its vessel in a manner similar to the launching of a torpedo,-the said boat after launching being directed bythe operator sit.-

uated therein toward the vessel of an enemy,

and the torpedo carried thereby being discharged at any desired time by the operator, the torpedo-boat being thus transported by.

the waryessel or the vessel-constructed for such purpose (constituting the base of supply fonthetorpedo-boat) -to the field of action. The ,ideainvolved is: that, with war vessels ,and cruisers thus equipped these submarines-shall be launched in the sphere of action-. and,.through their speed, smallness and sub-surface action discharge their 'torp'edoes...with absolute certainty and at sho'r'tra'nge; accomplishi-n this, they retreat to their superior vessel. f flotilla cruisers ratentedse efls,1910.;

constitute a part of the fleet or constitute a or in any sea; is fully competent for all coast defense, ,reconnoitermg, and has a 'crulslng radlus of large area 1n any water.

The torpedo-boat thus becomes a buoyant gnn tube or shell for carrying a standard torpedo into positiveaction. Inside of this tube or shell is a single operator as, also, all of the engines, batteries, machinery, stores,

'&c., necessary for a full and complete opera L Ttion of the same. Inasmuch as eachjlaunched fproach the enemys vessel, from different directions, it will beimpossible for the enemy 1.

,to concentrate a full and eflicient defensive fire on any one of such units without leaving the other units free to attack unmolested.

[This submarine is adapted for every pur- '-.'pose for which the present type. is applij caple, together with the reater purpose of being carried,-as an auxi iary equipment to ;war vessels and cruisers, and as a full fight- .ing machine in flotilla cruisers; its size, arrangement and working bein such as to en- :able it to be operated and entlrely controlled in its movements by a single operator, situiated within the boat; thus making it essentially a one man operated torpedo-boat, 1n :contra-distinction to that class of submarine torpedo-boats operated by a general crew, while the weight of the boat is such'as to enjable a number thereof being'carried'by a :wasr vessel as a portion of its permanent :armament.

The construction of the torpedo-boat is such that a single torpedo which it carries shall constitute a bow therefor, the torpedo being held within an interior tube, which til released or discharge, by means of a sabot, the, saidsabot. automatically assum ng theppositiion of--the, torpedo, after having temporar'y bow fortheboat." The boat itself may be said to constitute a buoyant sad- ;torpedo-boat constitutes a fighting unit, it is obvious that, as a number of such units ap- 05 forms'the tor edo chamber of the boat, un

been discharged,- andl'in its turn forming a H0 dle, or inclosing tube or shell, for the torpedo, it being of such an arrangement as to act as a buoyant support for the operator, and as a means for returning to its base of supply (the war vessel) after having performed its duty of directing and discharging the torpedo, while at the same time serving as a support for the mechanism for enabling the operator to guide the torpedo toward the objective point of attack.

The torpedo-boat is designed to run on the surface of the water or to run at fixed depths below the surface; the single torpedo carried within its inner tube or torpedo chamber being of a standard type lying in the axis of the boat, the said boat having a false deck or super-structure containing the conning tower, and a gate for entry and exit of the operator to the conning chamber containing the controlling means for the propelling mechanism, and the mechanism for discharging the torpedo, and for regulating the submergence o the boat.

Brieflystated, the object of the invention is the production of a-torpedo-boat which may be absolutely controlled in its movement by a single operator, the boat being of such construction that it may be conveniently carried in numbersby war vessels generally as a portion of their fighting armament; which boat is to be launched from the war-vessels, and, after being launched, guided and directed by its operator, situated within the conning room, toward the vessel of an enemy, until within the proper distance for positive action in the discharge of its torpedo; the torpedo then being discharged and the boat (which serves as a buoyant support for the operator) returned to its base of supply (the war vessel) ,where it receives a fresh torpedo to be in readiness for further ofiensive action. The torpedoboat thus serves. as an auxiliary equipment to be carried by the war vessels, and acts as a buoyant support for the conveying of the operator to direct the torpedo, and as a.

means for enabling the operator after having discharged the torpedo. to return to the base of supply. In other words, the proposed torpedo-boat constitutes a" buoyant gun tube or shell for the torpedo, by means of which the operator is enabled to intelligently guide and direct the movement of the torpedo, to control the discharge thereof, and to return to the vessel to which it belongs, or other point of safety.

To comprehend the invention reference should be had to the accompanying sheets of drawings, wherein-- Fig ure 1 is a side view of the torpedo-boat with its torpedo protruding therefrom and forming a temporary bow therefor, the boat being-illustrated in normal position on the surface of the water, the air and exhaust vents for the engine, and the fresh air vent and the periscope being in lowered position. Fig. 2 is a plan view of the boat with the torpedo secured thereto and protruding from the forward end thereof to form the bow, the various vents and the periscope being in lowered position. Figs. 3 and 3* constitute longitudinal sectional plan views of the boat, illustrating the interior mechanism of the same and the position of the working parts therein, said view being of the boat with its torpedo discharged, the sabot being shown in lockedposition at the outer end of the torpedo chamber and as forming a temporary bow for'the boat. Figs. 4 and 4* represent a longitudinal sectional view of the boat, illustrating the position of the torpedo within the torpedo chamber and the sabot to which the torpedo'is held as locked within said chamber or tube, also illustrating the position of the batteries, thesituated the steering-wheel, the gage plate,

the keyboard, and the levers and valves required to be operated to control the various actions of the boat andits working mechanism. Fig. 5 is a side view of the boat as launched from a vessel, and illustrated as running under different depths of water,

the Vents and periscope being shown in raised position, the normal or surface position of the boat being illustrated, also position in respect to the water when submerged five feet, and the final position of the boat when running ten feet under water or ten foot submergence, which is the position assumed by the boat when approaching close to the enemy. Fig. 6 is a front end view of the boat with the vents and periscope in lowered position. Fig. 7 is a similar view with the vents and periscope elevated. Fig. 8 is a rear end view of the boat. Fig. 9 is an enlarged broken longitudinal sectional side view of that part of the boat containing and illustrating the torpedo therein. interlocked, the sabot being locked within the said tube, the lock clutch at the rear end of the tube with which the sabot interlocks, one of the water inlet valves for admitting water into the torpedo tube to replace the weight of the torpedo when discharged, likewise the position of the air cylinders and battery boxes, and one of the circular braces for the boat. Fig. 10 is 'a cross sectional view taken on line a'aof Fig. 9looking toward the bow of the boat, as per arrow 1; showing rear end of sabot, air cylinders, water inlet valves, one of the inlet valves being shown in section, and a circular brace for the boat. Fig. 11 is a similar view taken on same line a a.looking toward the stern of the boat, as per arrow 2-showing a front view of the rear end of the torpedo tube, with the lock clutch mechanism for locking the sabot. Fig. 12 is an enlarged partly broken longitudinal sectional view of the bow end of the boat with the sabot locked within the torpedo tube and projecting therefrom to form the bow of the boat, after the discharge of torpedo, the locking device for holding the sabot in such position being illustrated, also the grip levers with the torpedo tail held thereto, just prior to the torpedos separation therefrom. Fig. "13 is an enlarged broken detail top view of Fig. 12, the torpedo tail being released. Fig. 14 is a cross sectional detail elevation of the sabot nose piece, taken on line b-b of Fig. 12 of the drawings, showing the chamber within which works the grip levers and torpedo tail. Fig. 15 is a broken detail elevation of the torpedo tail frame,-and its tail piece. Fig. 16 isan enlarged detail sectional view of the sabot lock clutch for locking the sabot within the torpedo tube, said view illustrat ingthe firing chamber and the bolt therein for releasing the lock clutch and puncturing the cap of the sabot to release the air contained in the chamber thereof, to permit of the same escaping intothe torpedo chamber to expel the sabot and torpedo therefrom, also showing the air filling valve to the sabot chamber. Fig. 17 is an enlarged detail front view of the lock clutch for locking, the sabot, also the air cylinder connected to the same and by means of which the lock clutch is opened to allow the extraction of the torpedo and sabot without necessitating the puncture of the sabot cap, Fig. 18 is a detail rear view of the air inlet valve casing of the sabot. Fig. 19 is a cross sectional rear view of the air expelling valve of the sabot, taken on line c-c of Fig. 16 of the drawings. Fig. 20 is a detail sectional view of one of the water inlet valves for floodin the torpedo tube after the discharge of ti thereof in order that the buoyancy of the boat may not be disarranged by having an empty tube. Fig. 21 is a top plan view of the water inlet valve disclosed by Fig. 20 of the drawings. Fig. 22 is a part diagrammatic elevation of the diving controlling mechanism; the controlling chamber proper being shown in enlarged vertical section and disclosing in full detail its various parts; the parts shown outside of the controlling chamber, being the o crating electric ke in the conning room, t e motor shaftan 1ts connections to the actuating electric battery. Fig. 23 is a front sectional elevation of the controlling chamber partly broken, taken on line d'd of Fig. 22 of the drawings. Fig.

e torpedo, to replace the weight.

24 is a top plan broken detail view showing the circuit breakers, one of the fin wheels, and the connection thereof with its fin. Fig. 25 is an end View in elevation of one of the fin wheels, and the circuit breakers operated thereby. F ig. 26 is a front sectional elevation of the forward end of conning roomyshowing the rudder plate, its operating mechanism, levers, valves and gages.v by means of which the operator controls the movements and operations of the boat. 27is an irregular sectional view of the conning room, taken on line ee of Fig. 26 of the'drawings. Fig. 28 is a broken detail side sectional elevation, the features disclosed by Figs. 26 and 27 of the drawings, the operator being illustrated in the conning room. Fig. 29 is an enlarged broken sectional detail view of the air vent pipes,- showing the circular valve connecting same 35 with the interior of the engine room, (to the exhaust on one side and to the fresh air on the other,) the vent being shown lying down on the superstructure of the boat, the valve being closed. Fig. 30 is a similar view with190 the exhaust vent raised, the valve being shown in open condition. Fig. 31 is a side view of the mechanism disclosed by Fig. 30 of the drawings, partly broken, showing connection of valve chamber to flue from engine room. Fig. 32 is an enlarged broken top plan of that portion of the boat between the motor engines and electric motor, showing the disk clutch connection between these two, by -means of which either is thrown into operation without necessitating the interruption of the boats movement. Fig. .33 is a front view of the coupling disk. Fig. 34 is a detail front view of one of the half plates forming the coupling disk. Fig. 35 is: a broken edge view of same. Fig. 36 is a broken edge view of the opposite half plate forming the coupling disk. Fig. 37 is a front view part-1y broken of one of the clutch disks, showing the projecting clutch arms carried thereby for engaging with the coupling disk to lock the same thereto.

It may be stated that the boat is propelled by means of a gasolene engine, and by means 5 of an electric motor, the gasolene or gas engine being utilized for the driving of the boat when the same is running on the sur face of the water or at a depth of submergence not exceedin approximately seven 120 feet, or at such a epth as will permit of the air inlet and the exhaust vents for the engine being exposed above the surface of the water; while when working at a depth ofsubmergence to place the said ventsbe- 125 neath the surface of the water, the gas engine is thrown out of commission and the electric motoris thrown into action.

' The boat is preferably of the cigar-shape, and constructed of sheet steel platesv of 130 &

proper thickness for the work required. The

lower half or section 1 of the boat is conlower sections form lips I on either side of the boat, 4 wide, as keelsons, to diminish rolling. Within the tube or shell thus formed, which is strengthened interiorlyby means of the circular braces 2, are.located the various working features of the boat, the said interior of the tube or shell being divided by a series of transverse bulkheads 2', to form the engine room 3, the conningroom 4, the gasolenechamber 5, and the storage chamber 5', for the air cylinders and the batteries, Fig. 4 of the drawings. Within the room 3, the electric motor 6 and the gas engines 7 are located, the compartment 4 servin as the conning-room for the operator o the boat, while the chamber 5 is subdivided by the diaphragm 8 into an upper and lower compartment, thelower one of which is open to the outside water, while inthe upper compartment is contained and stored the necessary gasolene for the running of the asolene engine 7. The formed tube or she is approximately the size of a life boat, being about forty-two (42) feet long, with a cylindrical body portion of about forty-four (44) inches in diameter, more orless. A superstructure or false deck 9 is provided for the boat, which superstructure covers the main body of the tube or shell fore and aft, the same being provided with an outwardly or u wardly swinging door or gate plate 10, whlch carries the conning-tower 11. It is by means of the said swinging door or gate plate 10, that the operator is permitted to enter and leave the conning-room 4. The cylindrical body portion of the boat is formed with a truncated cone bow 12, and within the said bow portion, and the forward portion of the main shell is arranged a torpedo-tube 14, forming a tor edo chamberlet, and above and below thls tube and within the compartment or storage room 5, the air cylinders 15, 16, and 16, and the storage batteries 17 are arranged. The upper cylinder 15 contains air at approximately two thousand pounds pressure, cylinder 16 contains air at approximately one hundred and sixtyfive pounds pressure, while the cylinder 16 contains air at fifteen pounds pressure per square inch for breathing purposes. The cylinders 15 and 16 are suitably connected,

and are used for supplying air under pres sure for actuating the hereinafter described mechanism, likewise for supplying fresh air to the operator situated within the conningroom, when the boat is submerged. This 'a1r is taken from the cylinder 16, which takes air from the cylinder 16, a suitable reducer, not shown, being introduced within the connection between the said two cylinders. The storage batteries 17, by means of the usual electric connections, supply the energy for actuating the electric motor 6, for the driving of the boat when submerged.

Gasolene is supplied to the feed chamber of the gas engine 7, from the upper compartment of the gasolene chamber 5. As the gasolene is taken from the upper compartment of the chamber 5, water enters the lower compartment thereof for gradually restoring the weight lost by the consumption of the gasolene, the water beingseparated from the body of gasolene by means of the flexible diaphragm 8, which diaphragm is gradually forced upwardly by the pressure of the water admitted into the iower compartment of the gasolene cham- The propeller shaft 18 has secured thereto the propeller 19, which shaft, by means of the hereinafter described coupler mechanism, is driven fromeither the engine 7 or the electric motor 6. The coupler mechanism will be fully understood by reference to Figs. 32, 33, 34 and 37 of the drawings. It will be observed that the propeller shaft plays through the center of the electric motor 6, and itsinner end is loosely socketed in the fly-wheel 20. secured to the engine shaft 25. formed, with a square shouldered portion 20 on which is slidably mounted the coupler. This coupler consists of the disk 20, and the slide plate 22. The coupler disk 20 and the slide plate 22 are formed with the open fields 21, and the solid fields 21 the slide plate 22 being movably held relatively to the disk 20 by means of the pins 22, which pins work through the curved slots 23, in the said disk 20. The slide plate 22 is loose on the shouldered portion 20 so that the same is free to rotate. relatively to the coupler disk 20, until the pins 22 reach The said propeller shaft 18 is the limit of the slots 23, when the motion of the said plate is transmitted to the coupler disk 20, to impart rotation to the propeller shaft 18. to the rotation of the slide plates 22, by means of the tension springs 24', which springs surround the rods 24 secured to the projections 21 of the coupler disk 20, and

which work through the projections 21* of the slide plate 22. The coupler rotates between the grip .rollers 24 carried by the A resistance is offered reach bars 23, which reach bars are thrown forward and backward to move or slide the coupler on' the shouldered portion of the propeller shaft, by means of the levers 24 situated within the conning-room 4'of the boat, Figs.f4 26 and 28 of the drawings.

' The cam. disk 21 Fig. 32 of the drawings,

fields 21 of the coupler disk 20. and slide,

plate 22, and, during rotation of the cam disk by which they are'carried, engage with or bear against the edge portion of the solid fields of the slide plate 22, which plate is so arranged relatively to the coupler disk 20, as to partially covera portion of its open fields, and carry the slide plate therewith, until the pins 22 reach the limit of the curved slots 23, when motion will be imparted to; the coupler disk 20, and through said disk transmitted to the propeller shaft 18. The slide plate 22 thus acts as a shock consumer, takingup the initial strain of the cam disk with which the coupler is moved into engagement.

By the described form of coupling mechanism, it is not required to stop the working of the boat in order to change from one p lar with a knife edge toward the front, and

form of motor power to the other, and, as the take up by the coupler is a gradual one, jarring or-shock to the boat as either form of motor power is thrown into action, is

avoided.

fresh air and the exhaust pipes 26, 27, Fig.

3, of the drawings, the openin s of which are controlled by the circular va ve 28. The

openings 28 of these valves are. uncovered.

or.v opened as the said yents 24 and 25 are thrown into vertical position, the same being. raised'or elevated by any suitable mech amsm. The mentioned vents are rectanguare supported in raised or vertical position by means of the vent tongs 29', which tongs hold the.- vents against the pressure of the water exerted thereon,.as the boat is forced I through the water. These said vents sup:

ply air to the gas engines and take the exhau'st therefrom while the boat is running on" the surface of'the water, orwhen runningsubmerged at a depth of approximately five feet, but when running submerged at a greater-depth, the boat is propelled under the influence of the electric motor'6; in

lowered position, it will lie on the top of which case the vents 24, 25, communicating with the pipes 26, 27 are submerged or beneath the surface of the water. As the boat issubmerged to place the upper end of the vents 24, 25 beneath the surface of the water, the said vents are lowered into a longitudinal position onto the vent rests 31 Fig. 1 of the drawings. When the torpedo boat is running under the electric motors (submerged more than five feet) air is furnished to the operator from the breathing tanks and vitiated air escapes through a spring vent 16 in the top of the conning tower. Under these circumstances, the usual pressure in the conning chamber will be about 15 pounds.

The periscope-tube 32' is located forward of the conning-tower 11, Figs.- 2, 5 and 7.

angle lens, which converges the rays onto a prism and thence through lenses to the bot tom of the tube 32', where they diverge through the bulls-eye'35 onto atable 37 in the conning-room or pilot house, affordinga view of all surrounding objects, when the boat is submerged to a depth of about seven feet. When thus submerged, fresh air is taken into the boatthrough' the air vent 24, being drawir'therein by the fan 38, while the vitiated air is expelled therefrom by the said fan through the exhaust vent When the eriscope-tube 32' is in a .the super-structure or false-deck 9, the periscope 35 being protected by means of the guard 42. The described eriscope-tube 32 when elevated, is held against water-pressure, during the movement of the boat through the water, byimeans of the steel ribbons 42, Figs. 5 and 7 of the drawings,

which ribbons are self winding on the reels;

43, as the eriscope-tube is lowered, one of said reels being shown in Fig. 4 of the drawings. The said reels 43 are located 1nside the main shell of the boat, and the edge of the ribbons, when the eriscope-tube 1s raised, are presented to the water during the forward movement of the boat.

The conning-tower ll of the boat is provided with the lass protected eye-slots 44, four in number, y means of which the op:-

erator within the conning-room may take observations while the boat is running on the surface of the water.

In the bottom of the conning-room 4 is located an outwardly movable foot-actuated valve 45 by means of which the operator may flood the said room with water, if desir-v able, Fig. 4, of the'drawings. Whenever the outer water pressure on reason of accident, shall be mit the same to b be admitted thro conning chamber to equal external pressures, easily opened. In 4, is located the til connected to operate the s1 which is thrust outward, on eithe the boat, that is, to port or starb the guidance of the boat 1 gence of the boat by the fins 47, 47, bow of the boat an the said fins being 0 by the operator sit room of the boat. tained in any means of a divingtrol ler, briefly state sist of a steel cylin screw end plates 48 casing being divided 49, into end chambe The compart through the water nicates with the 0 the gate 10, by too great to pere opened, then water may ugh the valve 45 in the ize internal and when the gate may be the said conning-room eel 45, which is is regulated located at or near the d on each side thereof, ontrolled as to movement uated within the The fins 47, 47,

adjusted position, by controller; which cond, may be said to concasing 48, having 49, the interior of the by a flexible diaphragm rs or compartments 50, ment 50 receives water, inlet 51, which commuutside water; while the receives air under pressure ressure cylinder 15, which gh the valved air inlet 51, with the said air cylinder. ated, at this time, that 'the hinged at their forward ends the bow of the boat, the said r ends being connected to the y means of the co which arms compartment 50 from the high p air enters throu which connects It should be st fins 47 47 are to each side of fins at their rea fin-wheels 52, crank arms '52 the fin-wheels located inside of work through and within the 1 portion 53 of each fin, 24 of the drawings. The sai driven by the shafts 53 a worm portion 54, that en worm section 54 of eac rotation of the shafts 5 mitted to actuate the fi lower the fins 47, 47? Whether the boat is d extend from the boat, and ongitudinally Figs. 3, 22'and d fin-wheels are which shafts have gages with a h fin-wheel 52, the 3 being thus transn-wheels to raise and in accordance as to esired todive for subor to move upwardly. The shafts iven from the electri y be operated c motors 55, to raise and by the operator within r the proper submer- 0 cause the boat to move e running, or the said omatically thrown into g controller, in order to o maintain the boat in submergence, y the diving cont of the operator room of the boat.

of the diving conhe form of a rubber which motors ma lower the fins 47 the conning-room f0 gence of the boat, or t upwardly for surfac motors may be aut action by the divin operate the fins t proper or adjusted position of such action of the fins b troller being within the conningflexible diaphragm troller, is preferably in t independen disk, which is clamped to the head- 55' of the piston 56, the said diaphragm or disk 49",

being also clamped air and water tight to a clrcular shoulder 56, on the interior of the casing 48, and held thereto by the securing -partment 50 of the diving controller casing, is located the spiral spring 58, which spring surrounds that portion of the piston 56 projecting within the said chamber or compartment 50, the mentioned spring 58 bearing against the piston head 55. The said spring acts against the flexible diaphragm or disk 49, and the pressure thereof is regulated by the adjusting head 57. Inasmuch as the inlet 51, of the diving controller is, open to the outside water, it is obvious that the chamber or compartment 50 will at all times be filledwith water, and, as the flexible diaphragm or disk 49' is approximately twelve square inches, the normal pressure of the water on the disk or diaphragm 49' will be approximately 1.66 pounds per square inch. To counteract this normal water pressure, before the boat is launched, the screw-head 57 is turned to compress the spring 58, until the disk or diaphragm 49 is forced against the shock-post 59, inwardly extended from the" end screwplate 48 into the chamber or compartment 50 of the diving controller. The pressure thus brought to bear onto the mentioned disk or diaphragm 49, will cause the same to become concaved, but, once the boat is in the water and the chamber or compartment 50 filled with water, the pressure-of the water admitted into the chamber or compartment 50 balances the compression of the disk or giaphragm ,49', and the same will become The inner end of the piston 56 carries an insulated contact-point 59', which point, when the disk or diaphragm 49' is in its flattened condition, remains normally mid way between the contacts 60, 60, which contacts extend through the tubular extension 61 of the end screw-plate 49, of the diving controller casing 48, so as to be in the path of the contact-point 59, as the same is moved inwardly and outwardly by the stroke of the piston 56. The outer or open end 61' of the tubular extension 61, is closed by means of a screw-plug 62, which lug prevents the escape of air from wlthin the chamber or compartment 50'. The contactpoint 59 is connected to the binding post 62, from which extends the wire 63, which wire leads to the key 63, located in the conning-room of the boat, said wire entering beneatlr the key 63. From buttons 65, 65 of the said key '63, extend the wires 66, 66',

which 'wires connect respectively with the are connected to one pole of the battery 17 by the connections 69, while .the key 63 in the conning-room is connected'with the op-,

- posite'pole of the battery by the connection,

69. The circuits are controlled by the operator within the conning-room, by means of the switch 70, which is connected to and immediately above the key or key-plate 63'. If the said switch be thrown to contact with button 65, a circuit will be established from the battery 17, to the motors 55, through the connections 66, 69 and 69', operating the said motors to rotate the motor-shafts 53, for actuating the fin-wheels 52, by imparting thereto a part rotation, the rotation of which in turn is transmitted through the described connections, that is the fin-arms 52, to raise the rear end of the fins 47 47 thus positioning the same to cause the boat to dive or submerge itself, and this positioning of the said fins being independent of the action of the diving controller; while the throwingv of the switch 70 to make contact with the button 65, establishes a circuitbetween the battery and the motors 55, through the connections 66, 69, and 60, which actuates the motors 55'reversely, to impart a reverse rotation'to the motor-shafts 53, to that previously described, and a reverse part rotation to the fin-wheels 52, which, through the action of I the said fin-arms, lowers the rear end of the y direction more than seventy degrees. for such reason that the circuit breakers 67 fins 47, 47 positioning the same to cause the boat to rise toward the surface of the water. For guidance of the boat in either direction, that is up or down, the fin-wheel 52- should not be permitted to turn in either It is 67 are provided, which breakers destroy the established circuit. after the fin-wheels have turned their allotted distance. The breaking of the circuit cuts out-the working of the motors and by stopping the working thereof the fins 47, 47 are maintained at their incline of greatest elevation, or depression.

The described circuit breakers are opened after the fin-wheels have rotated or revolved their full allotted distance, the opening thereof being caused by means of the studs71, 71",.wh1ch studs project from the fin-wheels 52, and engage respectively with the circuit breakers 67, 67 to open the same, and'thus destroy the circuit.

As previously stated, the pressureof the Water admitted within the chamber or com partment 50, when the boat is launched, oil'- "sets or balances the compression of thespring" 58, and, flattens or straightens. out the disk or diaphragm 49', forcing outwardly the piston- 56, I until its contact-point 59 stands midway between the contacts 60, 60, or what may be termed a neutral position. Should it be the wish of the operator within the conning-room to submerge the boat, he opens the valve 72, to admit air under pressure from the'cylinder 15 to enter the chamber or compartment 50', through the inlet 51'. The pressure of the admitted air bears against the flexible diaphragm or disk 49, and forces the same toward the post 59, expelling a portionof the water from within the chamber or compartment 50, at the same time forcing the piston 56 inwardly, until its contact-point 59' is brought against the contact 60, which establishes a circuit between the battery and the motor through the described connections. When an electrical the requisite quantity of air under pressure to enter the chamber or compartment 50 to insure the desired submergence of the boat. For instance, if'the air undenpr'essure' admitted into the said chamber or compartment 50 is suflicient for a submergence of the boatto'a depth of-five feet (the air inlet valve 72 being then closed), the external pressure of the water during the downward movement of the boat gradually increases the pressure of the body of water within the chamber or compartment 50, of the diving controller, and, this gradually increasing pressure acting against the disk or diaphragm 49, will move the same until-, the water pressure equalizes or balances the air pressure within the chamber or compartment 50', at which time the disk or diaphragm 49' --will have been restored to its normal posi tion, the piston 56'1noving with the disk or diaphragm 49' to take its contact-point 59 away from the contact 60, until the said contact-point stands midway between the contacts 60, 60. The circuit being thus broken,

the working of the motors ceases. The moment the boat has reached the desired depth of submergence, the downward pressure of the water at such depth onto the fins 47 47 will be such as to cause the said fins to assurne a horizontal position, by reason of -which assumed position 6f the fins the'boat is maintained horizontally at its depth of submergence. However, more or less of a tendency will exist, due to circumstances beyond the control of the operator, for the boat .to rise, which it is also the function of the.

diving controller to overcome or provide against. Supposing the boat starts to move upwardly or rise toward the surface of the water, the pressure of the air within the chamber or compartment 50, overcomes ,or predominates the pressure of the water within the chamber or compartment 50, which excess pressure of the air within the chamber or compartment 50, bearing against the disk or diaphragm 49, moves the same toward thepost 59, carrying the piston 56 inwardly, until its contact-point 59' is brought against the contact 60, which establishes a circuit for operating the motors 55, to actuate the shafts 53', which in turn actuates the tin-wheels 52 for raising the rear ends of the fins 47, 47', which causes the boat to dive until the proper depth of submergence is reached, the pressure of water within the chamber or compartment 50 gradually increasing, until the pressure thereof equals that of the air pressure in the chamber or compartment 50, at which time the disk or diaphragm 49' will have become flat, the piston 56 being gradually forced inwardly to move its contact-point 59 away from the contact 60, to destroy the electrical circuit, as previously described. In case the boat should continue its downward course or diving below the desired depth of submerge'nce, then the pressure of the water within the chamber or compartment 50, as previously explained, is gradually increased to exceed or overbalance the pressure of the air within the chamber or compartment 50, and 'forces the disk or diaphragm 49 inwardly or away from thewpost 59, moving therewith the piston 56, until the contactpoint 59, carried thereby engages with the contact; 60, establishing a circuit between the battery and the motors, as hereinbefore described, which reverses the operation of the motors 55, and likewise that of the motor-shafts 53 imparting an opposite throw or part rotation to the fin-wheels 52, to that given when the circuit is established by the contact-point 59' engaging with the contact 60, which presses the inner end of the fins or blades 47, 47', and causes the boat to rise, until the pressure of the air within the chamber or compartment 50 gradually equalizes the pressure of the water within the chamber or compartment 50, causing the disk or diaphragm49 to gradually move toward the post 59, carrying therewith the piston 56, until its contact-point 59' moves from engagement with the contact 60, when the circuit isrdestroyed. The moment the pressure of the air within the chamber or compartment 50 equalizes the pressure of the water within the chamber or compartment 50, the boat will be at the desired depth of submergence, when the disk or diaphragm 49 will stand flattened, and the contact-point 59' midway between the contacts 60, 60'.

It will be observed that the diving controlling mechanism serves as a balancing device for maintaining the boat in substantially a condition of equilibrium, preventing the upward or downward movement thereof beyond the sphere of the desired depth of submergence; the tendency for such fluctuation of the boat, being due to numerous causes during the handling thereof. To increase the depth of submergence, it is only required that the operator increase the pressure of air within the chamber or compartment 50, suflicient to cause the diving movement or action of the boat until the required depth has been reached, when, as previously described, the current which controls the electric motors is automatically broken by the contact-point 59 moving away from the contact 60. To cause the boat to rise or come to the surface of the water, the exhaust valve 73 is opened to release the air pressure within the chamber or compartment 50, when the pressure of water within the chamber or compartment 50 predominates, and the piston 56 is gradually forced outwardly until its contact-point 59 engages with the contact 60, thus automatically closing the circuit to the motors 55, which established circuit, as previously described, reverses the operation of the motors and shafts 53, and the fill-wheels 52, to that given when the boat'is diving, the part rotation thus given to the said fin wheels, through the described connections, lowering the inner end of the fins, or blades 47,47 to position the same to direct the boat upwardly.

Referring to Figs. 4, 9, 10 and 11 of the drawings, it will be noted that within the chamber 14 of the torpedo-tube 14 of the boat, is fitted the torpedo 73, the length of the said torpedo being somewhat greater than the depth of the torpedo-chamber 14. The said torpedo 73 is provided with tailframe 73", from which projects a spike-tail 73', which spike-tail enters a hollow conical head 75 of the sabot 74, through an opening 74; the head 78 of the spike-tail 73 of the torpedo, being engaged by the hookends of the grip-levers 75 Figs. 9 and 12 of the drawings. The said grip-levers are preferably in the form of bell-cranks, and the same are fulcrumed within the hollow conical head 75 of the sabot 74, said griplevers 75 being normally held in an openposition by means of the spring 76, except at such times as the crank-extension 76 of each grip-lever is forced inwardlyby theslide plates 77, which plates are forced against the projecting end of the laterally extending crank extension 76 of thegrip- I levers 75, to throw the same together when the slide plates 77 are thrown outwardly, .as hereinafter explained the ends of the crank extensions 76 extending through the hollow-housing 77' within the conical head 75',

is formed with or has secured. thereto a' solid steel nose ring 76, and, inside of the conical head is arranged an air tight case or canister 76', which is filled with air for the purpose of reducing the weight of the bow or head of the sabot. The head 7 5' is separated from the cylindrical body of 3 the sabot by means of a solid bulkhead or partition 75*, so that in case. the conical head should be damaged or punctured, water cannot gain entrance .to the interior of the sabot; he body of the sabot has secured thereto the rings 78, 7 8, through openings in which Work'the slide plates 7 7 The ring 2 78 is a double or circumferentially channeled ring, its diameter bein slightly less than the interior diameter 0 the torpedotube 14, and within the circumferential channel of the said ring, is fitted a 'rubber packing ring 79, which ring fits snugly within the torpedo tube chamber 14, and bears on the interior wall thereof, as the the chamber of the torpedo-tube back of the .sabot air tight, toprevent the escape of the comressed' air which enters the said chamber ehind the sabot at the time of firing, to discharge the torpedo 73. The heads 75 and 80 of the sabot are formed preferably integral with the cylindrical body thereof, to form an inner air chamber 80, into which air is admitted under pressure of approximately one hundred and sixty-fivepounds' persquare inch, which air is admitted through the fillingvalve 81, in the sabot head 80,-Figs. 9, 10 and 16 of the drawings; To this-head is secured the projecting clutchring 81', which ring. surrounds the openingi-nto whichis fitted the firing cap- 82, loea-ted the center of the said head 80. The firing-cap com rises an outwardly opening spring held va ve' 83,Working"within' a cap or tube 82, protected by a glasscap 83', thesaid-ca being of sufiicient strength towithstandt expressure of the air within theair" chamber 80' of the'sabot" The firing",cap

is ruptured bythe hereinafter described:

7 firing-bolt, the rupture of whichcap permits I of the airunderpressure "to" escapefrom: i

;within the air chamber of the sabot. i I I 1 The sabot 74 is locked-withinthe chain'- ber 14' of thetorpedo tube 14,'by means of the sabot-cl-utcli,-located-at the rear or in n'er end of the saidchar'nber, which clutch 0 consists of a slide lock b'olt 845, situated and working within a chamber or so'cket8fl'-.

Into this lock-bolt socket 84-, enters theclutch-ring 81, when the sabot is forced home within the torpedo chamber 14'. As

the clutch-ring moves inwardly, it lifts the slide-bolt .84 to clear the flanged collar 85 thereof. The moment the flanged collar 85 has been carried past the slide-bolt 84, the said bolt drops by gravity in front of the circular flange or collar 85, of the clutchring, thus holding the sabot locked within the said torpedo-tube.

Immediately back of the rear wall 84 of the torpedo chamber 14, and upon which is mounted the bolt 84, is located the firing chamber 85, which chamber communicates with the air pressure cylinder 15, by means of the connection 86, within which connection is located an actuating valve, not shown,

v under the control of the operator within the "conning-room of the boat, Fi L6 of the drawings. In the chamber 85 which constitutes the firing-chamber, is located the firing-bolt 87, the pencil point 87 of which moves through the opening 87 of the chamber 85', when the said bolt is' forced outwardly, which movement of the firing-bolt is accomplished by the opening of a Valve within the conning-room, to admit air under pressure into the firing-chamber 85'. This air is admitted back of the firing-bolt, and

the pressure thereof moves the same forsabot 74: is forced therein, thereby making 1 wardly and outwardly with great force, causing its pencil point 87 to rupture the glass- 0:? 83' of the firing-cap, secured in the head he torpedo-sabot. 'As the firing-bolt is forced outwardly, it impinges against the lower edge of the slide lock-bolt 84', this ?latter being integral with and part of bolt 84, and lifts the same clear of the circular flange or collar 85, of the clutch-ring of the sabot, thus releasing the sabot from locked engagement with the sabot-clutch. The

moment the firing cap of the sabot has been 88,; and forces e downwardly Z O close or seat the valves against the admission -of water int'o'the torpedo tube 14, the pres? sure of the released or liberated air forcing the unlockedsabot with its locked torpedo outwardly.

The 'slide plaites or bars 7 7, before referred extend, a slight distance beyond" the head so of the sabot, the -projectin ends thereof tofor' actuating the grip-levers of the sabot, 1

Ebe'arin against the rearwa-l 84'? of the tor fpedo-c amber 14", ,as the sabot is forced Zhom'e, and 'thesameare moved outwardly to.

i ac'tuatethegrip-levers75, to lock the spike- ;Itail 73' of thetorpedo 73 to the sabot 74:, as

:the said sabot is locked within the sabot- 5'7 5 release'the spike-tail 73 of the torpedo 73, as the sabot is released from the saboti clutch previo'usly described. The grip-levers

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