Improvements in Harbour and Coast Defence Submarine Boats.
Year: 1891

page_text: Date of Application, 9th Sept., 1891
Complete Specification Left, 9th June, 1892-Accepted, 3rd Sept., 1892
PROVISIONAL SPECIFICATION.
Improvements in Harbour and Coast Defence Submarine Boats.
I, HENRY MIDDLETON of 3, Wellesley Villas, Wellington Street, Slough, in
the County of Buckingham, a Civil Mechanical and Electrical Engineer, do hereby
declare the nature of this invention to be as follows:-
:-
According to this invention, I employ electricity to propel & control the
movements of my submarine or submergeable boats, constructed for the purpose
of defending chaunels, harbours, fortresses &c., from the attack of hostile fleets,
or ships; in the manner set forth in this Specification.
First, it is to be premised, that I use a submarine vessel of type somewhat
similar to some of those described in my previous Specifications to wit
No. 4604 of 1887, No. 13,945 of 1888, and No. 5399 of 1891--the chief
differences being that in my new invention, the submarine vessel instead of
carrying a crew, (as my former ships, are designed to do), is in this variety of
under-water vessel, supposed to be too small to conveniently carry men; and is
constructed to be driven by electricity, and controlled as to its movements by
electric currents emanating from generators situated either on land, or on some
floating structure in which men are placed, for the purpose of guiding and
governing the submarine boat, which may be armed with torpedoes, or guns
as convenient.
Further Although I do not limit myself to using electricity as the motive
power whereby my boat is propelled under water, but drive it occasionally by
any of the methods explained in my previous Specifications (to wit, No. 4604
of 1887; No. 13945 of 1888; & No. 5399, of 1891), yet as I find it more con-
venient to use electricity both for propelling and guiding, and governing the
boat, I shall here describe a boat so contrived. To avoid the difficulty of
propelling a boat at speed through the water when hampered by electric cables,
or other conductors of size requisite to convey a current of sufficient magnitude
to energize the main engines of the boat; I put within the submarine vessel
voltaic batteries or accumulators, which I set in motion by sending from the
shore station feeble electric currents along thin and flexible wires to polarized
relays in the boat; which relays closing the circuit of the boat batteries, causes
them to act on the machinery, propelling, sustaining, or depressing, guiding,
governing (or otherwise directing) the movements of the submarine vessel..
Having made these introductory remarks, I proceed to describe more exactly
my invention.
The boat (of any convenient size) carries amidships the electric batteries for
driving the fins & propeller. Before and behind these are placed the fin engines
for actuating two pair of fins. And in the rear of the stern fin-engines is placed
a large electro motor. The speed of rotation of the armature axle of the electro
motor being reduced (by gearing), such armature axle is connected to a long
shaft passing down the middle of the boat, and drives (by suitable wheel work)
or gearing, the fin mechanism and the propeller, (consisting of one or two
screws).
The framing supporting the gearing or mechanism for giving vibration to the
two pair of fins spoken of, is further capable of being rotated about hollow
trunnions, in order that the plane of fin oscillation may be thereby changed.
Through these hollow trunnions the fin levers pass, being attached to an axle
working through stuffing boxes fastened to the interior of said trunnion, by a
diaphragm and a box, which arrangement permits the to and fro motion of the

page_text: fin without allowing water to enter. For, the part of the fin lever on the out-
side of the boat is fastened to the aforementioned axle, while to the extremities
of this latter, after it has passed through the stuffing boxes, are fixed two metal
pieces, which form the interior end of the fin lever, and to this interior end of
the fin lever, the up and down motion necessary for the fin to possess, is com-
municated by employing one of the ordinary processes for converting circular
motion (which in the present instance is originally imparted by the electro
motor) into the reciprocating motion of the fin mechanism.
To the framing of each of the fin engines a large spur wheel is fixed con-
centric with the hollow trunnion on which it turns. And a straight rack gearing
into this spur wheel on being moved to and fro by suitable gear, flexes the plane, in
which the fins oscillate-(the boat under consideration being supposed to be
furnished with four fins) in such fashion that the bow or stern of said boat is
caused to move up and down when the fins are actuated by the electro motor
propelling the vessel.
Of course a chain may be used as well as a rack, for the purpose specified;
the point to be noted, being, that such chain, or rack, gears into wheel work
whose motions are controlled by the operator on shore.
I employ three different methods for moving the reciprocating wheels intended
to flex the framing of the fin engines, thus:-
(a.) The to and fro axial motion of the frames about their trunnions may be
effected by attaching the wheels of the driving train to an electro motor, the
direction of whose rotation is reversed by a polarized relay changing the direction
of rotation of the electro motors-which move the wheels actuating the racks
attached to the fin engines for the purpose of flexing them. And further having
connected to them disconnecting gear, added for the purpose of preventing the
inertia of the rotating armature of the electro-motor continuing the motion of
the racks after the electric current has been stopped.
The
(6.) The rack may have motion given to it by using the or one of the-
main electro motors (driving the boat engines) as a source of power. Of course
this may be done in a variety of ways, the simplest perhaps being to transfer
sufficient power from the main shaft to a secondary shaft by means of two spur
wheels, in the axis of the latter of which, is fixed a bevel wheel driving two
others which run loosely on a transverse shaft, but to which shaft one or other
bevel wheel can be fastened by means of a common clutch arrangement.
lever shifting the clutch apparatus is held in its middle position by two springs,
and carries a hard steel magnet, whose poles are attracted or repelled by those
of the electro magnets, the direction and magnitude of the currents circulating
through whose coils are controlled by the operator directing the movements of
the submarine ship. Lastly, the electric circuit is so contrived that when the
fin mechanism reaches its extreme position of flexure, it automatically interrupts
the current passing through the magnet attracting the hard steel armature, and
the lever carrying it is then caused by the balancing springs to disconnect the
clutch from the bevel wheel, which is thus left in the position it last was riz. :-
that in which the fin-plane of oscillation has its extreme amount of flexure;
while to bring the fin-plane of oscillation back to its mean position, or to make
its plane occupy its other extreme position, an electric current is sent in the
opposite direction. However, the battery connections required in this method
necessitates the automatic cutting out of the electro magnet by the turning of
the fin-frame, or other suitable part of the displaned fin mechanism so that while
the last actuated magnet can no longer keep the bevel wheel locked to the
shaft, the other magnet has a still stronger current passing through its coils,
and when the direction of such is reversed, it attracts the hard steel magnet
and (through the medium of the lever before mentioned) locks the other bevel
wheel to the shaft and thus twists back the plane of the fin mechanism into its
mean, or other extreme position. Further, as soon as the current has been
reversed; the first mentioned electro-magnet has its circuit restored as at first.

page_text: Lastly, it is to be understood, that all this is done in order to prevent the
main motor becoming locked when the fin plane reaches either of its extreme
positions.
The
(c.) The rack flexing the fin engines may have motion given to it by a wheel
system actuated by two electro magnets acting consecutively, and thus moving
the former with a step by step motion as it is called. This step by step motion
is produced by causing an interrupted current to act on one or other of the
electro magnets whose armatures are attached to a bar carrying two or four
"pauls" which move a ratchet wheel with nearly continuous motion.
interrupted current spoken of being easily produced by having an electrically
connected drum or toothed wheel, with insulating pieces between the teeth,
turning on a shaft which is connected by wheel work to the main shaft running
down the centre of the boat, and of course the object of the interposed wheel
work is to regulate the number of interruptions of the current in a given time.
Of course it is to be understood that the voltaic battery working this form
of fin plane changing mechanism is situated in some convenient place on the
submarine boat, and set in action by the operator on shore completing, by a
commutator, an electric circuit, whose current first acts on an electro-magnet
on the submarine boat, which magnet then closes the circuit of the boat battery
intended to flex the fins; while further, this afore-mentioned current from the
shore battery through the commutator &c. &c.-acts on a polarized relay in
the same circuit with the magnet intended to complete the boat battery circuit,
so that the shore operator can cause a current in one direction to cause the
relay to close the boat battery circuit round either of two electro magnets
whose function is to move a clutch throwing one or other of a set of bevel
wheels in gear, and thus the magnets previously mentioned as actuating the
step by step motion cause ultimately racks to be pushed forwards, or drawn
backwards, & consequently the frames of the two fin engines are so flexed that
the boat is caused to rise or sink in the water.
The most simple gearing for turning the rudders consists in causing a current
from a shore battery to act on a polarized relay which according to the
direction of the current-puts in motion one or other of two little electro motors.
The electro motors have small drums on which are wound ropes which thence
pass to the steering gear, and all the apparatus is so contrived that when one
electro motor is put in motion by the polarized relay spoken of closing the
circuit of a battery on the boat, it winds up the rope which pulls the rudder
in one direction and unwinds that which goes over the drum of the electro
motor not in action, which electro motor is thus mechanically moved when no
current is passing through its coils. Or, gearing similar to that used for auto-
matically controlling the movements of the fins may be used. It is further to
be stated that I avail myself of the well known telegraphic methods or devices
of sending two or more electric impulses in the same direction over a conductor
& sometimes use the water surrounding the boat instead of a return wire,&c. &c.,
in order to reduce as much as possible the number of wires required to govern
at a distance the machinery of this type of submarine boat, but the extreme
difficulty if not, indeed, impossibility of describing in details all the divers
parts of such apparatus when unaided by any drawings, have induced me to
describe this my invention, in its simplest form; yet such account in words is,
I think, full enough for mechanicians and electricians to understand all but the
minor particulars of the invention I want to describe; which latter, I' propose
putting forth in all requisite perspicacity-though, perhaps unavoidable prolixity.
in my Complete Specification.
The armament of my boat is to consist either of guns or torpedoes in any of
their many forms. If guns are used, a modification of the Maxim self-loading
gun may be employed to fire shot or shell as desired. Or, projectiles may be
impelled by compressed air (controlled by electrical machinery); and finally such
projectiles may be constructed so as to propel themselves through the water: by:

page_text: means of compressed gas, generated by burning; or previously stored in the
projectiles, and liberated from its body immediately on the discharge of the same
from the guns of the submarine ship. Inasmuch as such method gives a
projectile moving in so dense a fluid as water-far greater range than it would
otherwise have.
To prevent water entering the submarine vessel when the gun is being
worked;
I surround the front portions of the gun by a tube in whose interior
annular pistons, embracing the muzzle of the gun, work. The gun apparatus is
then water-tight when the gun is run into battery with its breech closed. As,
however, water would pass down the box and into the interior of the boat when
the aforesaid breech piece was removed; I cause the motion of recoil of the
gun to move a frame carrying a plug, or tompion, which automatically shuts up
the gun tube, and then if the water which has flowed into the gun-tube, and
gun bore, after it was fired, is removed by a pump, the breech can be unlocked,
removed, and the gun loaded by its automatic machinery.
Finally, I use linen rag or other good absorbent of water to take up by
capillary attraction any small amount of liquid which may get in the boat by
leakage; and by transferring the water to the central portions of the boat
prevent its destroying the vessel's trim by running from end to end, or from
side to side; and thereby I propose to render unnecessary the application of
the more or less complicated system of governing gear which I have described
in Specification No. 5399 of 1891, but which governing gear I hold myself at
liberty to apply to this form of boat, if I should see fit in the future so to do.
Dated this 8th day of September 1891.
HENRY MIDDLETON.
COMPLETE SPECIFICATION.
Improvements in Harbour and Coast Defence Submarine Boats.
I, HENRY MIDDLETON, of 3 Wellesley Villas, Wellington Street, Slough in the
County of Buckingham, a Civil, Mechanical & Electrical Engineer, do hereby
declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
According to this invention I employ electricity to propel & control the
movements of my submarine, or submergeable boats constructed for the purpose
of defending channels, harbours, fortresses &c., from the attack of hostile fleets
or ships; in the manner set forth in this Specification.
First it is to be premised, that I use a submarine vessel of type somewhat
similar to some of those described in my previous Specifications-to wit-
No. 4604 of 1887 ; No. 13945 of 1888; and No. 5399 of 1891: but the present
boat differs from my previous ones in many marked peculiarities the chief of
which is perhaps that it is controlled as to its movements under water, & in
fact completely guided & governed either when moving over the surface of the
sea; or under the same; by an operator stationed on shore; or, some convenient
floating structure; which operator (or operators) can fire the gun (or guns) of
the boat, or discharge its torpedoes without the assistance of a crew, or it being
necessary for the boat to carry a single man to perform those functions of control
which my previously invented boats require. My present boat is in fact virtually
a floating, submergeable gun carriage; or magazine of torpedoes; from which
shot & shell can be discharged, or torpedoes aimed from said boat whose distance
from the shore operator may be as great as it is found practicable to work it
by means of the long connecting (& electrically conducting) wires through which
the electric impulses pass which actuate its various mechanisms. Further, it is
to be understood that when the boat is intended to be used against a foe-say
an approaching hostile fleet-the boat is submerged some convenient depth→

page_text: "
say 5 or 6 feet-beneath the surface of the water, the only parts or attachments
to said boat visible above the surface being two thin rods, which by being
watched through a telescope informs the directing officer of the boat's depth, &
the direction of her keel. A long thin cable of several insulated strands of
copper wire, a few "keys" & "commutators attached thereto, enable the
operator by using the proper ones for the desired purpose, to direct the boat
forwards, backwards, up, down, to one side or the other, or fire either the guns,
or torpedoes when the submerged boat is considered sufficiently near to the foe,
& in such position as likely to cause damage from the boat's offensive weapons.
Further, although I do not limit myself to using electricity as the motive
power, but drive my boat occasionally by any of the methods explained in my
previous Specifications (to wit No. 4604 of 1887; No. 13945 of 1888; or
No. 5399 of 1891,); yet as I find it most convenient to use electricity for
propelling the boat, & the guiding & govering electrical gear herein described
can easily be applied to the motive power & mechanisms used in my previous
Specifications, I shall limit myself here to the description of a boat which is
propelled as well as governed, or controlled, by electricity. Again, to avoid the
difficulty of propelling a boat at speed through the water when hampered
by electric cables of size (& unfortunately inseparable rigidity) requisite
to convey a current of sufficient magnitude to energize the main motors (or
engines) of the boat; I make the boat itself carry the batteries, or accumulators,
whose store of energy is needful for actuating its machinery; & thus only
electric currents of feeble intensity & quantity, (to use those old fashioned but
somewhat tabood terms,) or currents of small voltage & ampèreage need le
conveyed by the conducting channels (to wit insulated wires) external to the boat.
Thus these feeble "relay currents control the far more powerful ones furnished
by the main battery systems on the boat, & so actuate its machinery that the
submerged vessel swims under water with speed in any given direction.
"
Having made these-apparently necessary-prefatory, or introductory, remarks;
I proceed to describe in general terms the way in which the result specified is
attained.
The boat, of any convenient size, carries amidships the electric batteries for
driving the fins & propeller; & before & behind these batteries are placed the
fin engines, each of which actuates a pair of fins. In the rear of the stern fin
engine, the main electro-motor is placed; while to its armature axle the fin
driving shaft & propeller driving shaft is connected by gearing which at the
same time suitably reduces the velocity & increases the force with which the
motor acts on the shafts just mentioned. The fin-driving shaft & propeller
driving shaft are usually in line, but disconnected the one from the other, so that
the electro motor may drive either, or both, as desired. Further, still more
gearing is placed between the fin-driving shaft & the link work which actually
moves the fin-levers; and this gearing is so arranged that the axles driving the
fin link work rotate more slowly than the propeller shaft; or in other words
while the fins make one stroke, the screw goes two or three times round.
However, the actual proportion between the respective speeds of the fin axles &
the propeller shaft depends on the relative size of fins to propeller & other con-
siderations. Generally speaking then, the fin-driving shaft passes down the
centre of the boat & communicates motion to the fin axles by bevil gearing;
while if only one propeller is used, the shaft which rotates the screw likewise
lies in (or about) the centre line of the hull; while if two screws are employed
the ordinary & obvious modifications thereby rendered necessary are introduced.
The framing supporting the mechanism for giving vibration to the two pair of
fins spoken of, is capable of being rotated about trunnions in order that the plane
of fin oscillation may be thereby changed. These trunnions are made hollow for the
fin levers to pass through them; while in order to prevent water entering through
the aperture in which a reciprocating lever (the fin lever) _ works a device
(similar to that previously described in my previous Specification No.5599 of 1891,)

page_text: is made use of. That is to say, the fin lever has its interior end forked; & the
bars connecting the prongs with the stem are made cylindrical so that they can
pass through stuffing boxes, & thus be made watertight: or capable of being
worked with a reciprocating motion without allowing any water to pass from the
outside to the inside of the ship.
Further, to the framing of each fin frame a large spur wheel is fixed concentric
with the axis of the hollow trunnion on which it turns. And a rack gearing into
this spur wheel on being moved to & fro by suitable gear, flexes the plane in which
the fins oscillate. Of course a chain may be used as well as a rack for the purpose
specified, the point to be noted being that such chain, or rack, gears into wheel
work whose motions are controlled by an operator on shore, & thus said operator
controls the inclination of the plane of oscillation of the fins.
The rack flexing the fin engines has motion given to it by a wheel system
actuated by a pair of electro-magnets moving the former by a step by step motion.
This step by step motion is produced by causing an electric current to act first on
one & then on the other of the two electro magnets mentioned, & these electro
magnets move a ratchet wheel (or preferably three ratchet wheels with corre-
sponding pawls) with a nearly continuous motion. While the interrupted current &
the causing it to pass round the coils of one or other of the two electro magnets is
easily produced by an insulating drum with conducting strips & springs: the afore-
said drum being set in motion by having attached to it a large wheel which gears into
a small pinion on the fin shaft of the boat. Lastly, two other magnets alternately
acted on by the current from a polarized relay lock a shifting clutch in one position
or another so as to cause the train of wheels which drive the rack to pull it back or
forth.
As the horizontal steering-or steering of the boat in a horizontal plane-is
accomplished by an entirely similar system the repetition of a description in general
terms seems a work of supererogation.
With regard to the battery circuits, they are of course several in number; thus,
there is the circuit for the current of the main batteries & motor (or motors if two
are used) of the boat. This circuit is made or broken, & in fact controlled by a
polarized relay in a second circuit acting on one or other of two electro magnets,
which then pull the brushes of the main electro motor into one position or another
& thus cause the electro motor to turn in one or other direction & drive the screw
forward or back. And if it be desired the fin engines-or fin machinery rather-
can be thrown out of gear when the screw is reversed. Then there is the circuit
which includes both the coils of the non polarized relay which closes the current
through the step by step magnet system, & the coils of the polarized relay which
controls the clutch shifting arrangement with the requisite secondary circuits &
batteries. And in an entirely similar manner, the horizontal steering gear has a
relay circuit with a non-polarized relay and a polarized relay for actuating the
small steering electro-motor & the clutch shifting magnets respectively. Both of
which, to wit, steering electro motor & clutch shifting steering magnets have their
proper batteries & battery circuits.
DESCRIPTION OF THE DRAWINGS.
In Fig. 1 is shown a side view of the boat the outer portion of the hull being
supposed removed in order to exhibit somewhat diagrammatically the position and
proportions of the various motors & mechanisms employed for propelling, elevating,
or depressing, at will, the submarine vessel.
In consequence of the smallness of the scale, all details are omitted, & reference
must be had to subsequent figures for illustration, & elucidation of the more minute
parts of the actual methods of contrivance employed in the design & invention of
the aforesaid boat, & its navigating gear. However, in the figure, e, represents the
main electromotor actuated by the batteries placed in the boxes k, k¹ & k¹¹ (only k
shown in the figure) the motor's main shaft a, being connected by reducing
&

page_text: carrying the fins. These frames are capable of being flexed about hollow trunnions
in whose interior the fin levers work. The flexing of said frames being done to
cause the boat to rise or fall; or swim on a level as described in my previous
Specifications Nos. 4604 of 1887; 13,945 of 1888; & 5399 of 1891.
d represents a bar which connects by racks & spur wheels the two fin frames to
each other while g is a small spur wheel turning on an axle one end of which
(see g', Figs. 2 & 3) passes through (a stuffing box in) the side of the boat for
the purpose of flexing the fins by hand when desired. & o are boxes or sets
of boxes of any convenient shape & magnitude, for working the step by step &
magnet fixing gear of the boat; i is another box where some of the relays may
be placed if desired; & p is a box which contains the batteries for working the
steering gear of boat. On the deck 7 (above the screw propeller shaft c) is placed
the electro motor, relays, & clutch with magnetic shifting gear required for steering
the boat (by means of the apparatus illustrated in subsequent figures) which acts
on the rod & which turns the rudder by means of the mitre wheels shown at S. t, is
a rod acting on a common lever & clutch arrangement for disconnecting the
propeller shaft c, from the shaft a (or the main armature axle of the electro motor e).
Of course this rod works through a stuffing box in the top of the hull of the boat.
u is one of the rods used to lift the plates of the battery cells in box k, out of the
fluid. Other rods atv (see Figs. 3) & wo are used (for the same purpose) for k¹ & k¹³,
while & y lift the plates from the fluid actuating the cells which are put in
the bow of the boat. 2 is the gun chamber, or casemate & j, j, j & e bulk heads
rising from the different decks (as shown) & running across the boat.
Fig. 2. is a plan of the boat, the cover, or upper part of the hull being supposed
removed, and portions of the interior mechanism shown in order to indicate their
position. The portions of machinery, or apparatus, inserted, have the same
lettering as the elevation of the same pieces in Fig. 1: so a second list of the names
of pieces of apparatus marked by the different letters, is unnecessary.
Fig. 3 is a representation of the boat (viewed from above) when covered. The
gun casemate z, and the rods & stuffing boxes as u, v, w, x & y, have already been
spoken of and the description of Fig. 1. f₁, ƒ ƒ, & f, are the fins.
Fig. 4 is " an elevation" in which the main electro motor e, the armature axle a,
fin shaft b, propeller shaft c, & fin frame & mechanism m, are shown in detail. dis
the rod governing the motion of the two fin frames m & n, (see Figs. 1, 2, 6, &c.)
by means of a rack m, gearing into a spur wheel m, rigidly attached to the fin
m, is an oscillating piece which carries the inner forked end of the fin
lever whose outer extremity is shown at m.. m, is a plate with rectangular aperture
(for fin lever to pass through) fastened over the hollow trunnion (end), upon which
fin frame turns. is a shifting arrangement (worked by a clutch & lever) for
throwing the propeller shaft c into gear with, or out of gear from, the main electro
frame m.
motor.
Figs. 5 is a plan of the mechanism illustrated in Fig. 4. Here d is the rod con-
necting the (stem) fin frame m with the (bow) fin frame n (of Figs. 1 & 6) while
as the parts previously described in Fig. 4 have the same letters in this figure we
pass on to speak of those parts not previously described. The shaft 6 carries a
bevil wheel m, which by gearing into another m, drives the two fins fi and ƒ, by
the mechanism shown. &
mg m, are two hollow chambers in which the inner ends
have an axle attached to them which passes through the stuffing boxes while to the
extremities of the aforesaid axle the prongs forming the forked ends of the fin
levers are attached.
Fig. 6 shows a side view of the fin frame n, & mechanism for flexing it; as well
as that for flexing the fin frame m to which n is connected by the rod d, and rack
& spur wheels previously mentioned. Here again the main shaft working the fins
by the bevil gearing is marked b, & as the general arrangement & connections of
the bow fin mechanism n, is similar to the stern fin mechanism m, the description of
the latter will generally suffice for this, the more so as the wheel work is simplified

page_text: owing to the fact that as no portion of the shaft 6 is required to pass through the
fin frame but said shaft can be cut off just beyond the bevil wheel actuating the
fins of n. some of the wheels required in m, can be omitted. The functions of
the remaining parts in Fig. 6, will be most easily comprehended after describing
Fig. 7, so we pass on to that as it gives a better view of the mechanism by means
of which the fin-frames are flexed about their trunnions.
1
9
1
Fig. 7 shows the fin plane flexing mechanism. b, is the fin-motor shaft passing
down the boat, it carries a small wheel g, gearing into another
much larger;
while on the same axle as g, is an insulating drum 9,' with electrical connectors all
of which are represented in detail in Fig. 8, following. Suffice it here to say that
if it be premised that the shaft b is in motion it follows that the drum just mentioned
may be so arranged as to successively make and break electric currents which are
alternately sent through the coils of the electro-magnets 9» 9àª¹ & 9º 94 which set
in motion the ratchet wheels g, & the wheels g, & g, so that one of the two bevil
wheels, to wit, either g, or g, (see also Figs. 6 & 9.) drive the big bevil wheel
into which they gear in one or the other direction when the aforesaid
thrown into gear by currents through "the shifting-magnets" 91 910
1 gus gu¹:
& thus it happens that the train of wheels to which g₁, is connected (& which train
is ultimately connected with the rack rod d) is driven back or forth at will & the
fin frames m & n correspondingly flexed.
the spur
wheels
ng
1
919
or g, are
Fig. 8 is a plan of the bow fin-mechanism, & the governing gear just spoken of.
With regard to this figure very little need be said further than it shows some of
the train of wheels which is driven by the bevil wheel g₁; thus 91, drives g₁ on
the two ends of whose shaft the wheels 91, & 918 (see Fig. 6.) are fixed which
move the racks 917 & 918 (see also Fig. 6.) flexing the bow & stern fin-engines by
and ma (see also Figs. 4, & 5,) attached to their trunnions or
side of the fin frames. n, is a stay or hollow rectangular girder used for keeping
the boat in shape and carrying the magnetic system 91 90¹ and gu, gu'. In like
manner 919 is the upper hollow girder, or bar of the governing gear frame carrying
the magnets & wheel work as shown. While lastly 9 is one of the thumb screws
used for tightening one of the springs holding the lever which shifts the clutch gm
(see Fig. 9.) in its middle position when not acted on by one of the shifting
magnets. Fig. 8 also shows at g, the circuit making & breaking arrangement used
for switching the current round one or other of the magnets which actuate the step
by step gearing intended for flexing the plane of the fin stroke.
Fig. 9, is to a certain extent a reproduction of Fig. 6, some of the wheels in the
latter figure being omitted or represented as broken away in order to show the way
the shifting-magnets 9x 910 & 911, qu³ move the clutch g, so as to cause one or
other of the wheels 9 or 9, to gear into the bevil wheel gis.
82
Fig. 10, is a representation of that one of the forms of steering gear which seems
on the whole the most convenient. S, is an electro-motor of convenient kind
(which is driven by an accumulator, or wet, or "dry" battery, usually put beneath
the deck 9 (see Fig. 1.). The motor S, actuates the bevil wheel
which gears
into the bevil wheels s, & s, in such fashion that if either is "locked," or fixed, to.
the shaft by the clutch, the bevil so locked will cause said shaft to rotate in
one or other direction. Now this arbitrary direction of rotation of the shaft r
(which turns the rudder), is effected by the distant operator turning in the proper
direction the commutator in circuit with the circuit closing relays, & the polarized
relay. The circuit closing relay is only intended to break the electro-motor
circuit when the boat's rudder is intended to remain at rest, & make it when the
rudder is to be moved; while the polarized relay, by attracting one or other
of the similar poles of the small electro-magnets, thereby closes the current
round one or other of the electro-magnets &, or a, (only one coil of each is shown
in the figure) and thus shifts the clutch 8, which locking the proper bevil
wheel (s, or ) to the shaft r, causes the latter to turn the rudder as desired by
means of the two bevil wheels s, (shown in Fig. 1.).

page_text: Having now particularly described & ascertained the nature of my said inven-
tion & in what manner the same is to be performed, I declare that what I
claim is :-
1. A submarine or submergeable boat fitted with fins & screw (or screws) as
described; & carrying within it, motor apparatus, which same is controlled by
electric currents conveyed by wires from a distant station, in which the operator
or controller of the boat is supposed to be: & further, by submarine boat with
fins, is to be understood the sort of boat & kind of fin, flipper or wing, I have
invented & described in this & previous Specifications.
2. The method of controlling the motions of a submarine ship by using two or
four fins & one or two propellers actuated by motive power situated on the boat,.
& controlled by external agencies substantially as described in this Specification &
the accompanying drawings Figs. 1 to 10 inclusive.
3. Fin-levers with forked ends working through trunnions substantially as
described, together with the accompanying fin-frames & other gearing substantially
as described & represented in the drawings Figs. 1, 2, 4, 5, 6, 7, 8 & 9.
4. The rack (or chain work) connecting the fins & the wheel work whereby the
bow of the boat may be more elevated, or depressed, by the action of the fins-
than the stern, when the boat is ascending or diving, substantially as described &
illustrated by the drawings Figs. 1, 2, 4, 5, 6, 7, & 8.
5th. The combined circuit breaking & step by step motion employed for flexing
the fin frames, with the accompanying combination of polarized & non-polarized
relays & batteries, magnets & clutch shifting arrangement substantially as described
& illustrated in the drawings Figs. 6, 7, 8, & 9.
6th. The steering gear for such sort of submarine, or submergeable boat with
the combination of electro-motor, clutch shifting arrangement, batteries, relays &c.,.
substantially as described & illustrated in the drawings Figs. 1, 2 & 10.
7th. The employment of guns, spar & other torpedoes on such sort of boat for
purposes & by methods substantially as described.
Dated this 9th day of June 1892.