IMPROVE- MENTS IN THE PROPULSION OF VESSELS ON WATER OR THROUGH AIR, AND IN APPARATUS THEREFOR
Year: 1883

page_text: LETTERS PATENT to Harold Imray of N° 28 Southampton Buildings,
Chancery Lane, in the County of Middlesex for an. Invention of "IMPROVE-
MENTS IN THE PROPULSION OF VESSELS ON WATER OR THROUGH AIR, AND IN
APPARATUS THEREFOR communicated to him from abroad by Edouard
»
Onnikofer of Blumeneca near Rorschach in the Surice Ronublia
PROVISIONAL SPECIFICATION left by the said Harold Imray at the Office
of the Commissioners of Patents on the 21st August 1883.
"
HAROLD IMRAY of N° 28 Southampton. Buildings, Chancery Lane in the
County of Middlesex IMPROVEMENTS IN THE PROPULSION OF VESSELS ON WATER
OR THROUGH AIR, AND IN APPARATUS THEREFOR [communicated to him from
abroad by Edouard Oppikofer of Blumenegg, near Rorschach, in the Swiss
Republic]
Up to the present time, two methods are generally employed for propelling
vessels through water without the aid of wind; namely, either by effecting by
means of oars, paddle wheels, screws or reaction water jets, a pressure upon the
water which serves as fulcrum for the propulsion of the vessel in the opposite
direction to such pressure, or by means of chains or ropes laid on the bed of the
waterway and passing round a drum which is rotated by a motor engine on board
the vessel.
With the first mentioned method of propulsion, considerable loss of power is
experienced, but the propulsion can be effected with any depth of water. With
the second method a saving of power is effected, but it is only applicable with
moderate depths of water.
The present invention has for its object to combine the advantages of both
systems without their disadvantages, and it consists mainly in causing a body of
considerable mass to travel longitudinally backwards and forwards on the vessel in
such manner that the vis-viva of its forward motion is communicated to the vessel
which is consequently also made to move forward, the means for imparting the
vis viva of the moving mass to the vessel being as follows:
The moving body connected to a vertical lever whose fulcrum is connected to
the vessel. From a certain point of the lever a rod passes downwards to the end
of a horizontal lever, below which, near to its fulcrum, is a caoutchouc block. If
now the body and vertical lever are made to move forward, the rod presses the
TD

page_text: horizontal lever downwards and compresses the caoutchouc block. A connection is
thus established between the moving body and the vessel, whereby the forward
motion of the former also produces a forward motion of the latter. There is
consequently no power lost in this case through the use of a yielding fulcrum, the
propulsion being effected quite independently of the land, of the depth of water
or of any other extraneous circumstances!
Figs. 1 and 2 of the accompanying drawings shew one arrangement of the abovo
described apparatus adapted for sinall boats. Fig. 1 shews a side view and Fig. 2
a cross section. In order to facilitate the turning of the boat, there are two
apparatus, one on each side of the boat, so that one apparatus alone can be worked
in turning.
The rollers A A are here made to serve as the moving bodies, B B are the vertical
levers, pivotted on the seat C for the operator, for whom sufficient space exists
between the two lovers, and who actuates these by means of the handles D D, 80 as
to move them together with the levers backwards and forwards. To the levers Bare
connected links or rods F and E, F being pivotted thereto at its upper end at K
while its lower end is connected to the roller A, and E is connected to the
horizontal lever G, which is consequently depressed thereby on the forward
motion of the lever B, effecting the compression of the caoutchouc block I and
thus transferring the vis viva of the roller A to the vessel.
In order to prevent the rollers A from canting over, they are connected to other
rollers working against guides.
The apparatus can be made to propel the vessel backwards by extending the
lever G beyond its fulerum and placing the caoutchouc block below such extension,
in which case the vis viva of the roller will be imparted to the vessel on the
backward motion
Fig. 3 shews a side view of another arrangement in which the truck A mounted
on wheels D D is the moving body, the truck being loaded with weights B to any
desirod extent, and moved backwards and forwards by the handle C. The truck
may be made to travel at a faster speed than the handle C, by connecting the
latter to an intermediate point of the vertical lever F instead of to the truck, or
the wheels D may be formed with teeth gearing with racks on a heavy slide E
which will then travel at double the speed of the truck.
The lever F is pivotted at H. to the framing K; and has pivotted to it the
cranked bar L which which is connected at Al to the lever N, beneath which is the
caoutchouc block Q, so that this is compressed by the lever N on the, forward
motion of the truck. The lever N may be extended beyond its fulcrum, as in the
previous arrangement for propelling backwards.
Figs 4 and 5 show respectively a side view and an end view of another arrange-
ment, which is generally similar to the foregoing one, the motion of the truck
boing in this case effected by a motor engine mounted thereon, and supplied with
steam or other fluid pressure through jointed pipes. The engine drives the shaft q
with fly wheels, the shaft q having three cranks n, o, o. The cranks o, o' in
revolving bear against posts mi m' on the sliding plate 6, having rack teeth gearing
with the wheels 112, so that the cranks, in pushing the plate forward, also cause
the forward motion of the truck. The backward motion is effected by the pin k of
the crank bearing against the end of the fixed plate I. Fis, as before, the
vertical lever connected by the bent bar c to the horizontal lover & which acts on
the caoutchouc block b.
For propelling backwards, three engines are provided, the middle one being
arranged to propel backwards, while the two outer ones are for propelling forward
and for turning
In applying this method of propulsion to aerial navigation, the moving body
would be made of comparatively light weight, and be moved at considerably greater
speed than for propelling in water.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Harold Imray in the Patent Office on the 21st February 1884.
ور
HAROLD IMRAY of N° 28 Southampton Buildings, Chancery Lane in the
county of Middlesex. "IMPROVEMENTS IN THE PROPULSION OF VESSELS ON
WATER OR THROUGH AIR, AND IN APPARATUS THEREFOR A communication to
me from abroad by Edouard Oppikofer of Blumenegg, near Rorschach in the Swiss
Republic.
Up to the present time, two methods are generally employed for propelling
vessels through water without the aid of wind; namely, either by effecting, by
means of oars, paddle wheels, screws, or reaction water jets, a pressure upon the
water which serves as a fulcrum for the propulsion of the vessel in the opposite
direction to such pressure, or by means of chains or ropes laid on the bed of the
waterway and passing round a drum which is rotated by a motor engine on board.
the vessel.
With the first mentioned method of propulsion, considerable loss of power is
experienced but the propulsion can be effected with any depth of water. With
the second method, a saving of power is effected but it is only applicable with
moderate depths of water. The present invention has for its object to combine the
advantages of both systems without their disadvantages, and it consists mainly in
causing a body of considerable mass to travel lõngitudinally backwards and
forwards on the vessel, in such manner that the vis viva of its forward motion is
communicated to the vessel which is consequently also made to move forward, the
means for imparting the vis viva of the moving mass to the vessel being as
follows:-
The moving body is connected to a vertical lever, whose fulcrum is connected to
the vessel. From a certain point of the lever a rod passes downwards to the end
of a horizontal lever, below which, near to its fulcrum, is a caoutchouc block. If
now, the body and vertical lever are made to move forwards, the rod presses the
horizontal lever downwards and compresses the caoutchouc block. A connection is
thus established between the moving body and the vessel, whereby the forward
motion of the former also produces a forward motion of the latter. There is
consequently no power lost in this case through the use of a yielding fulcrum, the
propulsion being effected quite independently of the land, of the depth of water or
of any other extraneous circumstances.
Figs. 1 to 6 of the accompanying drawings shew one arrangement of the above
described apparatus, adapted for small boats. Fig. 1 shews a side view, fig.
a cross section, and fig 3 a plan. In order to facilitate the turning of the boat,
there are two apparatus, one on each side of the boat, so that one apparatus alone
can be worked in turning.
The rollers A A are here made to serve as the moving bodies, B B are the
vertical levers, pivotted on the seat C for the operator, for whom sufficient space
exists between the two levers, and who actuates these by means of the handles
D D, so as to move them together with the levers backwards and forwards. To
the levers B are connected links or rods F and E, F being pivotted thereto at its
upper end at K, while its lower end is connected to the roller A, and E is connected
to the horizontal lever G which is consequently depressed thereby on the forward
motion of the lever B, effecting the compression of the caoutchouc block H and
thus transferring the vis-viva of the roller A to the vessel.
In order that the rollers A may be prevented from falling over on the rocking of
the boat, there is provided on their axis a second roller A¹ of the same size, which

page_text: runs in contact with an upper rail S: The lever B is moved by means of the
arms R and R. In the forward motion, B strikes against R and compresses the
caoutchouc block I fixed thereto, whereby the movement of the ship is aided.
The handles. D D are attached to the middle of the arms B B, so that the rollers
A A move twice as fast as the handles. The four rollers weigh about, from
40 to 60 lbs. The block of indiarubber H must be placed at a distance of about
one-twelfth of the entire lengtli of the lever G from its axis and be situated
immediately beneath it.
The above described apparatus effects effects the forward motion only, and by
working only one of both apparatus the turning can be effected. In order to render
it applicable for backward motion it must be altered so that the india rubber
block E is not fixed underneath the lever G, but on to a horizontal arm K which
is rotatable on a vertical axis L, vertically beneath that, of the lover G. On the
boss of the axis L is a toothed segment N, which gears into the rack (with a
curved forward extension and handle Q'.) guided by the bearing P. If it is now
desired to obtain a backward motion of the boat with the apparatus, the arm K is
turned by means of the toothed segment N, and rack through an angle of 180
degrees, so that the indinrubber block H comes underneath the extension M of the
lever G. On the reversing of the rollers A, the extension Al presses on the india
rubber block and the boat is thus moved backwards. As material for the production
of this propeller, metal should be employed; for the straight horizontal lever G,
wood may, however, be used.
Another modification of the ships propeller is shown in figs 7 to 9. It is
intended for smaller vessels of burden, and can be worked by from 1 to 3 men.
A is the reciprocating load or carriage, whose platform for the augmentation of its
dead weight is loaded with any kind of weights such as sand or cargo; C is the
handle which is fastened directly to the carriage. As in this arrangement the
velocity of the carriage must be small, a heavy rack slide Lis made to gear with
with the toothed wheels D, in order to obtain greater power. The velocity of the rack
slide must then be double that of the carriage A. Or the handle O can be arranged
at a corresponding height on the suspended lever B, as shewn at fig. 7, in dotted lines
at C, whereby the reciprocating carriage will obtain double the velocity of the
handle. The rack slide L, as well as the teeth of the wheels D may in this case be
ommitted. These last roll on the rails I of the foundation beam 12. The pendant
lever B, swinging on the trunnions, H' on the trusses or stays K, has its motion
transmitted to the double rod E, shown in plan at fig. 7, and this again transmits
its motion through the pin M to the horizontal lever G which turns on pivots O,
under which lever the indiarubber block H is so placed that, on the advancing of
the carriage and depression of the lever G, it is compressed, whereby the vis viva of
the reciprocating carriage is communicated to the ship, causing this to move
forwards. On the backward motion of the carriage, on the other hand, no useful
effect takes place in the ship, but such backward motion is assisted by the
expansion of the india rubber block H.
This apparatus, like the former, cannot be directly employed for reversing, but it
can be modified for this purpose in the same manner. The fulcrum of the
lever G is in this case situated higher. Under the lever G is placed the balance
beam S S which can rock on the horizontal axis R, and upon each end of which is
fastened a block of india rubber QQ, fig. 9. The balance S is connected to the
lever by means of the rod U. The highest position of F, in which it is held by
tho pin V, governs also the highest position of the india rubber block Q. On the
forward motion of the reciprocating carriage, the lever G therefore presses upon
and effects the advance of the vessel. At the lowest position of the lever F, in
which it is held by the pin V, the india rubber block Q comes into its highest
position beneath the extension Z of the lever G, and is compressed by this on the
backward motion of the carriage A, by which means, the reversing of the vessel is
effected.
The indiarubber block X mounted on the standard K and the india rubber

page_text: block W, serve to aid the communication of the momentum of the carriage to the
vessel; these must however be omitted on reversing.
The weight of the reciprocating carriage must be from 300 to 600 lbs. The
indiarubber block H under G is compressed to about 1/ 20th of the distance travelled
by the carriage. The advantages of this apparatus over the ordinary means of
propulsion by sails or large oars, consist in the more effective power and the
greater velocity that can be given to these vessels, by reason of the considerable
weight of the reciprocating carriage, and because no power is lost by the yielding
of the water, as in rowing boats.
t
For small boats, the second type of apparatus, as shewn in figs 7 to 9 may
be
employed instead of the first type 'shewn in figs 1 to 3, of course in sufficiently
reduced dimensions, (especially in breadth) there being two sets of apparatus.
provided in this case, one on the right hand side, and one on the left, of the boat.
The first type has the advantage of having the rollers placed as deep as possible in
the boat, thereby promoting its stability, but the second type of apparatus has this
advantage, that when mounted on a beam, it forms an independent moveable mass,
which can be placed in the boat, or removed therefrom without much trouble,
which, in the first type is not so easily done.
A third modification of the propeller for steamboats is shewn in figs 10 to 12,
where fig. 10 is a side elevation, fig. 11 a plan, and fig. 12 a front view. The
construction being quite similar in principle to the foregoing with the exception of
the mode of actuating the carriage.
Steam passes through the pipe x from the boiler to the chamber W, which is
provided with a stuffing box, into which fits the elbow pipe V. This last has on
its other end a stuffing box for the pipe U sliding therein, which enters into the
stuffing box of the valve chest t.
By this means a connection is established between the cylinder attached to the
reciprocating carriage and the fixed steam supply. For moving the reciprocating
carriage, there are two cylinders with their valve chests connected by the pipe S.
On the crank shaft q are the cranks o o¹ for the forward movement of the double
crank r, serving for the backward movement of the carriage. The cranks o o²
have their pins projecting outwards. The toothed wheels are in gear with the
rack slide upon which are fixed the uprights m ml. By means of the standards g³
and supports g² a rigid beam J is held in position. If the shaft q is set in rotation
by the cylinders the pins of the cranks o o' take the uprights m m¹ with them,
and so push the slide forwards. The wheels are thus set in motion and the
carriage is impelled forwards. As soon as the cranks oo' get out of gear, the
crank presses with the pin K on the beam J and thus moves the carriage
backwards. The rollers and are guide rollers, which run on rails g on the
deck to prevent any overturning of the carriage, as this is very high and narrow.
The arm limits the back movement of the reciprocating carriage.
The other details of the reciprocating carriage are similar to the preceding
construction, only in this case, the connections of the suspended lever B, which
moves on the pivots f, with the horizontal one G is somewhat differently arranged,
that is to say, by means of the bent link E. The lever B, together with the upper
end of the link E, moves forwards with the carriage, while the lower end of the
same presses down the horizontal lever G, and with it the indiarubber block H,
by which means the conveyance of the vis-viva of the carriage to the vessel is
effected the movement of the ship is aided by the pressure of the pin K on the
beam J, which is not fastened quite rigidly to the standard g³, but presses against
the indiarubber g', and thus prevents concussion.
The guide frame, which, in this case, serves to effect the forward and backward
motion of the reciprocating wheel, can be constructed together with the rack slide,
as is shewn in figs. 13 and 14, the fixed beam being omitted. This modification
has for its object a deeper setting of the frame on the rack slide and consequently
also a deeper setting of the reciprocating wheel. The guide frame b is placed on a
vertical centre piece c which last is held by the descending arm a. The apparatus

page_text: shewn in figa. 10 to 12 can only be employed for forward propulsion; in order,
therefore, to enable it to be used for backward motion, it must be modified in
similar manner to that mentioned above. But this modification is not advantageous
in this apparatus, as, while the vis-viva of the reciprocating carriage on reversing,
moves the vessel backwards, the pressure of the pin K against the beam J offers a
resistance, and thus considerably diminishes the desired effect.-Another means of
reversing is, however, offered in the arrangement shewn in fig. 15, in which three
propellers are placed close to each other, the middle one for reversing, the left and
right hand ones for forward motion and turning. To simplify the machine, the
rigid beam J, and the double crank can be entirely dispensed with, and, instead,
the reversing of the carriage effected by means of a light horizontal spiral spring
(shewn dotted it g in fig 10) which is compressed by the forward movement of the
carriage. The crank o, on omission of the rigid benin J, can be inado to gear with
the guide frame c, which is securely fastened to the rack slide 13, as shown
at fig 16.
The above machines can be employed in place of the ordinary steamboat
propellers, vis-paddlewheels and screws, as well as instead of chain or cable
traction, which last are not more advantageous than this machine with regard to
the waste to the waste of power. The only loss of power arises from the yielding
of the water, whereby at the same time, the destructive shock of the waves upon
the banks of the canal or river are avoided. Accidents similar to the breaking of
the screw shaft can be more easily remedied.
All three of the above described descriptions of this machine can be employed for
adrin navigation. The reciprocating mass, must, however, in this caso be con-
siderably lighter, and therefore moved with much greater velocity, in order to
lessen the dead weight as well as to avoid the swaying, which would be the result
of a slow to and fro motion. The more rapid movement is obtained in the first
place by lengthening the lever which actuates the rollers, and in the second case
by using an engine of higher velocity. Such an apparatus should be much more
serviceable in aërial navigation than a screw which has only a small fulcrum in
the nir.
Having thus described the nature of this invention and in what manner the same
is to be performed as communicated to me by my foreign correspondent, I claim.
First The construction of apparatus for the propulsion of vessels on water or
through air, consisting in the combination of a reciprocating mass, moving
intermittently backwards and forwards on the vessel, either in the form of a
carriage, as shewn in figs 7, 8, and 10 to 12 of the accompanying drawings, or of
heavy rollers, as shewn in figs. 1 to 3, with a standing or suspended lever B, whose
axis is firmly attached to the vessel, a compressing lever E, and of a horizontal
lever, G acting near its fulcrum upon an indiarubber block H, for the purpose of
imparting to the vessel the visviva imparted by means of men or steam power to
the reciprocating mass on its forward movement.
:
Second In combination with the construction of apparatus as set forth in the
first claim, for the purpose of reversing the propeller :-
a-The extension M of the lover G, the vertical axis L, the toothed segment N,
and rack Q, as shewn in figs 4 to 6 of the accompanying drawings.
b: The extension of the lever G, the horizontal axis R, the balanco S S, the
indiarubber blocks Q' and Q' and the lever T with the shaft U, as shown at fig. 9
of the accompanying drawings.
Third: The apparatus for effecting the intermittent backward and forward
movement of the reciprocating, carriage A, moved by steampower, consisting in the
crankshaft 9, with cranks o and o¹, and the double crank n, in combination with
the rack slide and the rigid beam J, as shewn in figs. 10 to 12 of the accompanying
drawings.
Fourth: The modification, shewn in dotted lines in fig. 10 of the accompanying
drawings, of the arrangement described in the third claim, wherein a spiral spring g
takes the place of the double crank n and the rigid beam J.
J

page_text: Fifth The modified arrangement of the apparatus described in the third claim,
as shewn in figs. 13 and 14 of the accompanying drawings, consisting in the use of
the deepened centrepiece c combined with the guide frame b, the rigid beam J
being dispensed with.
Sixth: The modified construction of the apparatus described in the third claim
as shewn at fig. 16 of the accompanying drawings, wherein the rigid beam J is
omitted, and the crank gears with the guide, frame c fastened to the rack slide 1².
Seventh. The arrangement for preventing the upsetting of the rollers A¹, shewn
in figs 1 to 3 of the accompanying drawings and also of the reciprocating carriage A,
shewn in figs 10 to 12 of the accompanying drawings, consisting in the rollers A'
running on the reversed rails S, as shewn in figs 1 to 3 of the accompanying
drawings, or in the rollers h and h¹ running on rails g² fastened to the deck, as
shewn in figs: 10 to 12 of the accompanying drawings
In Witness whereof I the said Harold Imray have hereunto set my hand and
seal this twentieth day of February in the year of our Lord, one thousand, eight
hundred and eighty four.
HAROLD IMRAY
(L.S.)