Improvements in Boats and Means for Propelling the same.
Year: 1893

page_text: Date of Application, 19th June, 1893-Accepted, 30th Sept., 1893
COMPLETE SPECIFICATION.
Improvements in Boats and Means for Propelling the same.
We, AUGUSTE MARTY, Mechanic, of 376, Eighth Avenue, and RENÉ JANNIN-
LECOMTE, Lawyer, of 151, W. 96th Street, both in the City County and State of
New York, United States of America, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement :-
Reference is to be had to the accompanying drawings, forming part of this
Specification, in which
Figure 1 is a side view of our improved boat.
Figure 2 is an enlarged vertical section of the same with parts broken away.
Figure 3 is a top view, shewing the propelling mechanism.
Figure 4 is a transverse section on line 4-4 Figure 2.
Figures 5 and 6 are enlarged details of portions of our device.
Figures 7, 8, and 9, are details of the anti-friction connections between the boat
body and propellers.
Figures 10, 11, and 12, are enlarged details, partly in section, of various parts of
our improved boat.
Figure 13 is a diagrammatic view of the pawls and ratchets for operating the
shaft H; and
Figures 14, 15, and 16 are different views of the anti-friction bearings which are
preferably used in different portions of our boat.
The main object of our invention is to construct a boat which can be propelled
wholly by the action of the waves, and said invention consists in the arrangement,
combination of parts and to details hereinafter described and claimed.
In order
In the drawings, where similar letters designate like parts in the various views,
A represents the body portion of our improved boat, which is preferably of
practically cylindrical form, slightly converging at the ends, as shown in Fig. 1.
To these converging ends of the boat body are loosely connected propellers B,
preferably of conical form. These propellers are or may be buoyant so as to help
sustain the weight of the boat, and in the illustration are shown connected to a
single main driving shaft C that extends the entire length of the boat.
to lessen the friction between the body of the boat and a propeller where the two
meet, we construct an anti-friction bearing for the propeller hy securing an
L-shaped annular ring a (see Fig. 7) to the end of the body of the boat and form a
flange 6 on the plate c or head of the propeller, so that when the parts are in place
as shown in Fig. 2 an annular recess is formed near the outer edges and between
head of the propeller and the annular ring a. In this annular recess is
adapted to fit a ring preferably of a shape corresponding to the shape of the
recess and composed of a number of sections d (see Fig. 8) which are designed
to carry anti-friction rollers e placed at right angles to each other. At the ends
of each section d are pivoted rollers (see Fig. 9) against which anti-friction
balls g are adapted to bear and separate the sections. It will be seen that by this
construction a perfect anti-friction connection is had between the propellers and
the body of the boat, but probably not such a connection which will prevent a
certain amount of water from passing into the boat; and we therefore construct
a bulk-head at each end of the boat body (Figs. 2 and 3) to prevent the said
water from entering that portion of the boat D which is intended for occupancy
and for other purposes which will be hereinafter described. The water line of
the boat shown is about ou a line with the main driving shaft C, so that most

page_text: от the mechanism which may be contained in the water-chambers back of the
bulk-heads and above the main driving shaft C, will be out of contact with the
water.
Having described the construction of the hull of our improved boat and the
manner in which the propellers are connected, we will now proceed to describe
the means for, and method of operating the same. As before stated, the main
driving shaft C is attached to both propellers and preferably is a single shaft
extending from end to end of the boat and is surrounded by an outer sleeve or
tube E which extends through that portion (D) of the boat intended for occupancy,
and has open communication with the water-chambers outside of the bulk-
heads h, at each end of the boat hull, so that a free circulation of water can be
had from one chamber to the other. Disconnected from and surrounding the
driving shaft C, in each of the water-compartments is a properly supported
short sleeve, the purpose of which is to form a bearing for the anti-friction
rollers of two loosely swung frames F. These loosely swung frames F have
anti-friction rollersk which bear against suitable tracks kx (Fig. 2) and prevent the
endwise movement of the frames and the parts attached thereto. To each of the
frames F are attached two arms which protrude through slots m in the body of
the boat on each side of the lower portion thereof. To the protruding ends
of the arms on each side is secured a metallic wing or keel G which is about
the length of the hull of the boat and preferably formed by uniting two sheets
of metal at the ends and slightly diverging them from each other at the center
so as to form a small space between them. The object of these wings or keels is
to form anchors or resistance pieces to prevent lateral movement of the frames F
and at the same time not to impede the advance movement of the boat, as will be
hereinafter explained. To opposite sides of preferably one of the frames F is
secured the ends of two sprocket-chains n, o, the former of which passes around
suitably supported pulleys and engages the under side of a sprocket-gear q, the
latter passing over and engaging the upper side of a similar sprocket-gear r, so it
will be seen that every movement of the frames F and the hull of the boat with
relation to each other will cause the sprocket-gears y and r to be moved an equal
distance in opposite directions. The detail construction of the sprocket-gears
and is best shown in Figs. 5 and 6, from which it will be seen that the gears have
open centers and are supported and adapted to rotate in grooves formed in three
ratchet wheels 8, t, u supported upon a shaft H. The ratchet wheels &, u have
teeth extending in the same direction and in an opposite direction from the teeth
on the central ratchet wheel t, and are adapted to be engaged by pawls vv carried
on the outer sides of said ratchet wheels 8, u, respectively. The central ratchett,
as before stated, has teeth extending in an opposite direction from the teeth on the
other two ratchet wheels, and is adapted to be engaged by pawls w, w* carried on
the inner sides of the sprocket-gears q and respectively. In order to connect
either the outside ratchet wheels 8, u or the central wheel to the shaft H, we have
provided a splined clutch 1 (Fig. 6) which may be shifted by any suitable means,
and is provided with lugs 2, 3, adapted to be engaged in the notches 4 in the
ratchet wheels s, u, or in the notches 5 in the central ratchet wheel t, or when it
is desired to allow the sprocket wheels g, r, and the ratchet wheels s, t, u, (operated
thereby) to rotate without moving the shaft H it is merely necessary to move the
clutch a sufficient distance, so that the lugs 2, 3, thereon will be out of contact
with all three of the ratchet wheels as shown in Fig. 6 for purposes which will be
hereinafter more fully described. Upon reference to Figs. 2 and 11 it will be seen
that the shaft H ends at the bearing 6 and is loosely connected with and forms a
bearing for a free end of a second shaft I, upon which is mounted a sprocket-gear 7
that connects with a larger gear 8 driven from the shaft H through the sprocket-
gears 9 and 10 and their chain connection. These gears 7, 8, 9 and 10 are multiple
gears, their object being to cause the shaft I to make several revolutions to every
revolution of the shaft H. Sprocket-gears 11 and 12 on the shaft I are of different
size and connected by suitable sprocket chains to the gears 13 and 14 on the main

page_text: 1
driving shaft C. A splined clutch 15 is interposed (shown in detail in Fig. 12)
between the gears 11 and 12, so that either of them can be operatively connected
with the shaft I, whereby the main driving shaft and consequently the boat can be
driven at different rates of speed. Any suitable number of the frames F with
propelling mechanism attached may be used, but for smaller boats we prefer to use
but one as shown. It is evident that we may use any suitable means for supporting
the ends of the wings or keels G at that end of the boat where there is no propelling
mechanism; but we have found that a frame F similar to that to which the
propelling mechanism is connected, is simple and can be used with good effect, and
therefore prefer to use it.
While we have shown in Fig. 11 the shafts H and I supporting one another, we
prefer to support and connect said shafts by the arrangement shown in detail in
Figs. 15 and 16, from which it will be seen that the raceways 16 of the journal-
boxes 17 are substantially conical in shape and adapted to support anti-friction
balls 18, 19 on different planes transverse to the axis of the shaft or shafts, and
that the balls 18 are supported upon the ball 19 and are so arranged that the
substantially conical shaped lugs 20 on the ends of the shafts are adapted to project
into the space formed between them, thereby forming an end wise and lateral anti-
friction bearing for the said shafts H and 1, preventing the end wise movement
thereof. It is obvious that we can use this means for preventing the friction of the
parts in any relation, and we do not confine ourselves to its use in the construction
shown.
The steering mechanism which we preferably use in our improved boat is best
shown in Figs. 1, 4 and 10, and which we will now proceed to describe. As before
stated, the wings G preferably consist of two metallic strips joined at the edges and
diverging from each other at the center as shown in Fig. 10. Extending entirely
through each of the wings G and adapted to protrude a considerable distance from
them at either end are flexible rudders J, one for each wing or keel. The flexible
rudders are loosely carried in the wings G and adapted to slide from end to end
therein, so that they can be shifted from end to end of the boat, thereby avoiding
turning the entire boat when it is desired to go in an opposite direction. The
means for accomplishing this consists of two rope or chain connections x y attached
to opposite ends on the outside of each of the rudders J and carried through an
aperture in the center of the wings G to the interior thereof and from there
through the apertures m in the boat body to a suitable wheel where they can be
operated. It will be seen that by securing, say, the ropes y the ends of the rudders
to which said ropes are attached will be secured from further movement in an
Outward direction, while a strain on the ropes (the ropes y having first been
fastened) will bend the rudder-blades J from each other in opposite directions; the
difference of the planes of the aperture z and the rudder-blade affording sufficient
leverage for the ropes to bend the rudder-blade. So that when it is desired to steer
to the right, the right rudder-blade should be bent, allowing the rudder of the left
wing to remain at rest; when it is desired to steer to the left, the left rudder-blade
is bent, the rudder-blade in the right wing being allowed to remain at rest; and
when it is desired to retard the head movement, both blades can be bent in opposite
directions.
Having described the various parts of our boat, we will now proceed to describe
the operation thereof.
It will be seen by the shape of our boat that it requires very little action of the
waves to oscillate the body or hull around the main driving shaft C as a center.
When the boat is oscillated from one side to the other, the wings or keels G will
hold the frames F comparatively stationary, so that when the boat is oscillated first
to one side, one of the sprocket-gears (say q supposing the clutch 1 to engage the
ratchet wheels s, u,) is caused to roll on the sprocket chain n (which is held
comparatively stationary by the frames F) turning said gear, the pawl v thereon
engaging and turning the ratchet wheels, which turns the shaft H, multiple train
of gear, and the shaft I, while pawl w rides over the teeth on the ratchet wheel t

page_text: (see Fig. 13). The shaft I thus operated communicates motion to main driving
shaft through the sprocket-gears 11 and 13 or 12 and 14 with their chain
connections, thereby rotating the propellers and advancing the boat. During this
movement of the sprocket-gear 7, sprocket-gear r, which is similar to the gear q,
revolves in an opposite direction, allowing the pawl * thereon to ride over the
ratchet teeth on the wheel u, while the pawl wx engages and turns the wheel t,
having no effect, however, on the operation of the shaft, since it is disconnected
therefrom. When the boat is oscillated in an opposite direction the pawl v on the
gear q rides over the teeth of the ratchet wheel 8, while the pawl won said gear
engages and turns the wheel t without effect on the shaft H. During this back-
ward movement of the sprocket-gear g, the gear » moves in an opposite direction,
and the pawl * thereon engages and turns the ratchet wheel u, and all of the
mechanism to the propellers, as above described; while the pawl w* rides over the
teeth of the wheel t without affecting it. It will be observed that by this con-
struction every oscillation of the hull of the boat with relation to the frames F be
it ever so small, causes the propellers B to be turned and the boat to be advanced.
In order to make the boat run in an opposite direction, it is merely necessary to
shift the rudders J as above described and to shift the clutch 1 so as to engage the
central ratchet wheel t, when practically the same operation follows, except that
the shaft H, gearing connected therewith and the propellers, are turned in an
opposite direction.
It is obvious that there are many changes in details we might make without
departing from the spirit of our invention, such as changing the form of multiple
gear or dispensing with it entirely; changing the form of the boat, the steering
mechanism, and the boat might be used in connection with any ordinary form of
propeller instead of those shown by us. We do not limit ourselves to the details
shown and described, they being merely for the purpose of illustration.
In some cases we may use an apparatus adapted to be driven by the wind or an
engine of any character, which may be used as an independent means of propelling
the boat when there is not sufficient action of the waves to operate it.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is-
1. The combination of a boat hull, propellers carried thereby, and means sub-
stantially as described for converting the oscillation of the boat into power for moving
the propellers, substantially as specified.
2. The combination of a boat hull, propellers carried thereby, mechanism adapted
to be held comparatively stationary with relation to the hull of the boat, whereby
the oscillation of the boat hull can be converted into power for operating the
propellers, substantially as specified.
3. The combination of a boat hull, propellers carried thereby, mechanism adapted
to be held by the water in a comparatively stationary manner with relation to the
oscillation of the hull of the boat whereby a movement of the hull of the boat with
relation to the said comparatively stationary mechanism, will cause the propellers
to be operated, substantially as specified.
4. The combination of a boat hull A, propellers B carried thereby, main driving
shaft C, frame F held comparatively stationary with relation to said boat hull, and
means substantially as described connected to said frame F for utilizing the
oscillation of the hull with relation to the frames F, for operating the propellers B,
substantially as specified.
5. The combination of a boat hull A, propellers B carried thereby, main driving
shaft C, frame F, and chains no connected to said frame and to suitable ratchet-
gears for operating the main driving shaft, substantially as described and for the
purposes specified.
6. The combination of gears q r, having pawls v, w, vx, wx, thereon, ratchet-
wheels s, t, u adapted to form bearings for said gears qr, and to be engaged by said

page_text: pawls, and means substantially as described for operating said gears, substantially
as and for the purposes specified.
7. The combination of a boat hull A, propellers B carried thereby, main driving
shaft C, frame F, wings G and sprocket-wheels n o, connected therewith, sprocket-
gears q, r, connected with said chains, ratchet-wheels s, t, u, adapted to be
operated by said sprocket-gears and means substantially as described for operating
the propellers B from said ratchet-wheels, substantially as and for the purpose
specified.
8. The combination of boat-hull A, propellers B, carried thereby, main driving
shaft C, frame F, comparatively stationary with relation to the oscillations of said
hull A, means substantially as described for propelling the main driving shaft by
the movement of the hull with relation to said frame and multiple gear interposed
between said propelling mechanism and the main driving shaft, substantially as and
for the purposes specified.
9. Steering mechanism for boats, consisting of flexible steering blades J J
adapted to slide from end to end, and ropes a y attached to the ends thereof,
substantially as described and for the purposes specified.
10. The combination of the anti-friction ball 19 in one plane transverse to the
axis of the shaft, a series of balls 18 in a different transverse plane from that of
the ball 19 and adapted to impinge thereon, raceway 16 for containing said balls,
and shaft I, all arranged so that both an endwise and lateral anti-friction bearing is
had, substantially as described.
11. The combination of the anti-friction ball 19 in one plane transverse to the
axis of the shaft, two series of balls 18 in different transverse planes from that of
the ball 19 and adapted to impinge on opposite sides thereof, raceway 16 for
containing said balls, and shaft I all arranged so that both an endwise and lateral
anti-friction bearing is had, substantially as described.
12. The combination of a bearing having a substantially conical shaped race,
balls contained within said race, and a journal provided with a substantially conical
shaped lug adapted to be supported by said balls, as and for the purposes set forth.
Dated June 19th 1893
A. MARTY,
R. JANNIN-LECOMTE,
By A. M. & Wm. Clark,
53, Chancery Lane, London, Chartered Patent Agents.