Improvements in the Propulsion of Vessels and Vehicles, and in Apparatus therefor.
Year: 1898

page_text: Date of Application, 4th July, 1898
Complete Specification Left, 4th Apr., 1899-Accepted, 10th June, 1899
PROVISIONAL SPECIFICATION.
Improvements in the Propulsion of Vessels and Vehicles, and in
Apparatus therefor.
I, ADELPHE LÉON PHILARÈTE CHLASLES, of 9, Cité des Fleurs, Orleans, in the
Republic of France, Clock Manufacturer, do hereby declare the nature of this
invention to be as follows:-
My invention relates to the propulsion of vessels having paddle wheels or rollers
and of all kinds of vehicles whether drawn by animals or driven by mechanical
means and the invention consists essentially in causing the moving agent to act
on intermediate shafts or axles instead of directly on the paddles of the vessels
or the wheels of the vehicles, such intermediate axle being provided with wheels
which are adapted to roll within guide rings or ways arranged at a suitable radius
from the axes of the said paddle wheels or rollers.
Suitable means for carrying out my invention as applied to vessels provided
with paddle wheels or rollers and known as roller ships is as follows:-
The paddle wheels or rollers are attached in pairs to shafts which are entirely
free of the vessel and they are divided on their peripheries into water tight com-
partments. The inner faces of the rollers are made with recesses in which are
arranged the rings, rails or ways concentric with the axes and above the water line.
The intermediate or driving shafts are mounted in suitable bearings in the body of
the vessel below the shafts of the rollers and are actuated by suitable motors, the
said intermediate shafts being provided at their ends with wheels running on the
said rings or ways and thereby effecting the rotation of the paddle wheels or rollers
and consequently the propulsion of the vessel. The shafts of the driving
wheels are kept parallel with that of the paddle wheels ΟΙ rollers
by means of rings or flanges on the inner faces of the rails running against rollers
or balls arranged in recesses in the sides of the vessel at the same height as that
of the shafts of the rollers thereby preventing the said wheels from leaving their
rings or rails.
To assist in steering the vessel I provide a paddle wheel at the fore part of the
vessel, the axle of which wheel is mounted in a circular frame adapted to follow the
movements of the rudder.
To allow the progress of the vessel to be stopped I provide brakes comprising
shoes adapted to act on drums fixed to the roller shafts, the said shoes being adapted
to act friction wise upon the drums so as to bring the axes of the rollers into the
same vertical plane as that of the driven wheels whereby the weight of the vessel
is prevented from exercising its pressure forward of the centre gravity of the
cylinder and thereby stopping the rotation of the rollers.
By this construction when the driving action commences on the intermediate
shafts, the wheels of the latter tend to rise on their guide rings or rails and then,
by reason of the weight of the ship thus lifted, carry round the paddle wheels or
rollers and thereby propel the vessel.
When applying my invention to land vehicles I arrange the guide rings or ways

page_text: on the travelling wheels the axle of which is entirely independent of the vehicle,
the wheels running in the said ways being arranged in bearings on the body of,
and supporting the weight of, the vehicle on the said ways, the weight of the vehicle
being thereby caused to act as a driving agent and the shocks and vibrations due
to the inequality of the ground being neutralized.
In order to prevent the vehicle from shaking and the wheels from running off
the ways I form a flange on the edges of the rings or ways which flange works
against three rollers, one of which is vertical and the two others horizontal, all
three rollers being mounted in frames attached to the body of the vehicle. The
frame of the vertical roller is movable while the frames of the two rollers having
horizontal axes are fixed or pivoted in the plane of the said horizontal axes by
means of a rod ending in a collar free to move on the axle of the travelling wheel
so that the said guide rollers are always arranged radially in relation to the rails
When the vehicle is started the wheels on the rails or ways rise and the
weight of the vehicle thus lifted will cause the travelling wheels to turn and
thereby supplement the draught power of the animal or the motive power of the
driving mechanism.
or ways.
The small wheels are free to turn on their intermediate shafts in cases of draught
carriages, and they are fixed to their shafts in the case of motor cars and the like.
The guide rings or ways are placed at a greater or less distance from the centre
of the travelling wheel according to the purpose for which the carriage is built,
for example, for light carriages and hand carts they are placed near the peripherics
of the travelling wheels in order to decrease the power required to draw the vehicle,
whilst for heavy carts they are placed nearer the axis.
Dated this 4th da of T... 1000
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.
Improvements in the Propulsion of Vessels and Vehicles, and in
Apparatus therefor.
I, ADELPHIE LÉON PIILARÈTE CILASLES, of 9, Cité des Fleurs, Orleans, in the
Republic of France, Clock Manufacturer, 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:-
My invention relates to the propulsion of vessels having paddle wheels or rollers
and of all kinds of vehicles whether drawn by animals or driven by mechanical
means and the invention consists essentially in causing the moving agent to act
on intermediate shafts or axles instead of directly on the paddles of the vessels or
the wheels of the vehicles, such intermediate axle being provided with wheels
which are adapted to roll within guide rings, rails or ways arranged at a suitable
radius from the axes of the said paddle wheels or rollers.
In my system of propulsion, the paddle wheels of the vessel which constitute as it
were the rollers of the same, or the wheels of the vehicle, are mounted in pairs
on axles or shafts which are quite independent of the hull in the case of a ship
and of the frame in the case of a vehicle, while the intermediate axles rest on
bearings which are always fixed to the body of the vessel or the frame of the
vehicle, as the case may be. It will be understood that, as the driving action begins
on the intermediate axle, the wheels of the latter, in contact at first with the guide
rings, rails or ways in the direction of the vertical radius, tend to rise until, by
adherence and on account of the weight of the vehicle or of the vessel, which acts

page_text: on the said rings or rails, at the end of an increasing lever arm, the paddle.wheels
or the wheels of the vehicle are carried forward, overcome the resistance to the
rolling movement, and determine the forward propulsion.
Peculiar guiding arrangements provided for the paddle wheels or floating
cylinders or the wheels of the vehicle, combined with a brake acting on the shaft
connecting the said cylinders or wheels together in pairs, allow of rendering really
practical the applications of my system of propulsion, either to fast steam ships
or to vehicles drawn by animal or mechanical power for whatever purpose they may
be intended.
In the accompanying drawings, I have illustrated, by way of example, two appli-
cations of my system of propulsion, the one being to vessels having paddle wheels
or rollers and the other to various light or heavy vehicles.
Figure 1 represents a side elevation of a vessel having paddle wheels or rollers
and constructed according to my invention:
Figure 2 is a corresponding plan view of the same:
Figure 3 is a cross section of the vessel through one of the pairs of floating
cylinders or rollers:
Figure 4 is a detail of the arrangement of the brake:
Figures 5 to 10 illustrate the application of my propelling device to vehicles:
Figures 5 and 6 are respectively an elevation and a section showing a carrying
wheel combined with a rolling ring or rail, in the case of a hand-cart:
Figure 7 is a view in elevation of the device as applied to a light carriage:
Figure 8 shows an arrangement for heavy farm or other carts:
Figures 9 and 10 are views showing the guiding device for the wheels.
APPLICATION TO SHIPS.
"roller
The application of my system to the propulsion of ships, known as
ships" (because the ship is carried and propelled by rollers which roll in the water),
does away with all sliding friction of the water on the hull of the ship formed
by the rollers and that in a more simple and rational manner than in the case
of roller ships as already known, the smooth rolling cylinders of which are driven
by a power which is independent of that which drives the screw.
In vessels built according to my invention, screws are dispensed with, and there
is only one driving power, which turns, by means of my intermediate rolling
device, the floating cylinders provided with paddles.
The cylinders a, a, b, b, c, c', which carry the body d of the vessel, are mounted
in pairs on horizontal shafts A, B, C, entirely free, resting on no trunnion or journal
whatever, and passing through openings made in the hold of the ship.
The floating cylinders, the circumference of which is divided into several water-
tight compartments, are provided with paddles ?, which cause them to engage
with the water; the said paddles are so arranged as to enter the water flatwise,
whereby their resistance is increased. In an inner recess f in each of the cylinders
and near the inner edge, is arranged a ring or annular rail f¹, which is always
above the water-line. On the several rails f' roll the driving wheels m of my
intermediate rolling arrangement, the axles m¹, of the said wheels, supported by
the vessel's hold, distribute the weight of the vessel over the floating cylinders at
the point of contact of the rails f¹ and the wheels m.
In the forward part of the vessel may be arranged a paddle steering wheel u,
which assists the action of the rudder and facilitates the turning round of the
vessel. The shaft of the said steering wheel revolves in bearings supported by
a frame u¹ of circular shape in plan, situated under the deck of the vessel. The
said frame u¹, kept parallel with the deck by rollers mounted on the latter, can
turn horizontally on a pivot or swivel 3, the angular movements of the wheel u
corresponding to those of the rudder. A belt æ, acting on a pulley a¹, fixed to
the middle of the shaft of the wheel u, causes the latter to revolve, the said wheel
being divided by the pulley into two distinct parts provided with paddles.
The shaft of the driving wheels m is kept parallel with that of the floating

page_text: cylinders in the following manner; -On the inner edge of each floating cylinder,
between the water-line and the rail, is a slightly projecting ring i running against
rollers or balls j of large diameter, located in bearings j¹, fixed to the sides of
the hold at the same height as that of the shaft of the cylinders, risk of derailment
being thus prevented. The driving shafts are actuated directly or by suitable
gearing, at the same speed, by engines placed in the hold, which can also be
adapted to receive goods or freight; the height of the bearings, which support the
shafts of the driving wheels m, and the diameters of the floating cylinders a, b, etc.,
must be such that the deck for the passengers' and sailors' cabins shall be out of
the water and safe from the effects of the strongest waves.
OPERATION.
The steam engines or electric motors fitted on board the vessel drive the several
shafts of the driving wheels m simultaneously or separately; the weight of the
vessel, distributed at the point of contact of the rails fl with the said driving
wheels m, acts in the same manner as the adhering weight of a locomotive on a
railway, the force exerted being more powerful as the adhering weight is greater.
In the first part of their movement, the driving wheels m slightly rise within the
floating cylinders and thus cause a forward movement of the centre of gravity and
the formation of a couple of forces consisting of the weight of the vessel and the
reaction of the water on the cylinders. The degree of the said couple of forces
increases as the driving wheels rise in the rail, until it is sufficient to cause the
rotation of the rolling cylinders.
The driving wheels m then no longer rise,, but their rotation causes, by adherence,
the rotation of the floating cylinders. As the latter are unable to turn on the spot
on account of the paddles, they roll and engage with the water, and propel the
vessel forward at a speed which may be varied by changing the dimension and
the speed of the driving gear. The fluidity of the water is particularly advan-
tageous in this mode of rolling, as it allows of absorbing the vibrations of the
outer rim.
As regards the rails f' which serve to carry the cylinders forward all that is
necessary is that they be always above the water line. Theoretically it would be
advantageous to roll as near as possible to the periphery of the cylinders; but,
in practice, it would be very difficult to so construct the vessel as not to ship water;
and, on the other hand, even with a rail arranged in a circle of short radius, as
the weight of the vessel is much more considerable than that of the floats, forward
movement is easily accomplished.
The progress of the vessel can be stopped by using a brake comprising a shoe s
acting on a drum s. While operating in the usual manner on the drum s¹ and
producing moderating friction, it acts also on the shaft of the rollers and brings.
it back into a vertical line with the driving wheel m, whereby the weight of the
vessel is prevented from exercising its pressure forward of the centre of gravity
of the cylinder and the rotation of the rollers is consequently stopped.
APPLICATION TO VEHICLES.
My system of propulsion by intermediate rolling and by utilising the weight, can
be applied in a similar manner to any kind of land vehicle whether drawn by
animal or mechanical power. In this case (see Figures 5 to 10) the driving
wheels m of suitable diameter, are supported by the frame of the carriage and roll
on a rolling way f formed of a ring or rail of sufficient width fixed to the spokes
of the travelling wheel M which plays the part of a movable and concentric rail
as in the former case.
In order to prevent the vehicle from shaking and the wheels from running off
the ways or rails, I form a flange fl on the edges of the ways or rails f which
flange works against three rollers 1, 2, 3, supported by the carriage, and of which
those numbered 1 and 3 are horizontal and arranged at the same height as the
axle of the wheel rail; the other, lettered 2, is vertical above the said axle ; the

page_text: said rollers are of larger diameter for quicker moving carriages in order to prevent
a too rapid movement of rotation. The two rollers 1 and 3 are each mounted in
a frame e pivoting on a pin g fixed to the carriage; the inner ends of the two
frames e are connected through the medium of a suitable number of joints to the
two ends of a rod e¹ which is supported by a collar loosely mounted upon the
axle A of the rail wheels M; the mobility of the collar and the rod el on the
axle A, in conjunction with the joints which connect the said rod to the frames e,
allows the latter on the one hand to be drawn along by their pivots g in the move-
ments of the carriage upon the rail wheels and on the other hand to turn upon the
said pivots g so as to always present the rollers to the wheels M in a radial direction.
Bringing as it does the guide rollers perpendicularly to the guiding edges f¹ it is
not indispensable for the horizontal rollers on account of the very small upward
movement of the carrying wheel in the rail f; but the said arrangement is
absolutely necessary, when suitably modified for the vertical roller 2 for which
the displacements are greater; this also allows of employing a shorter roller.
In order to demonstrate the object of the preceding arrangement it is only
necessary to refer to Figure 9 in which I have indicated the positions occupied
by the pivots of the frames of the three rollers with relation to the position of
the carrying wheels in the rail-wheels. When, in a position of rest the axle of
the said carrying wheels is at m', the pivots of the frames are at 11, 31 and n;
when in accordance with the forward or backward movement of the vehicle, the
carrying wheels move into the position m² or m³ the pivots fixed to the carriage
are subjected to a similar movement and simultaneously come into the positions
indicated at x and y for the horizontal frames and at ¹ for the vertical frame, the
different radii vector mm², 31-x, 11-y, n-n¹, being obviously equal and
parallel. If therefore the frames could not pivot upon the points &, y or n¹, the
frames and y would remain horizontal and the frame vertical, so that the
rollers 1, 2 and 3 would no longer be directed radially with relation to the axle A
of the rail-wheels. If, on the contrary, the frames can pivot around their sup-
ports at , y and ', they will each moment move in accordance with the radius
starting from A.
The angular difference being smaller for the horizontal rollers the frames of the
said rollers could without inconvenience in many cases be immovable but for the
vertical roller, the difference being greater, it is indispensable that the frame
thereof should be moveable.
As a detail of construction I would remark that the rod e which causes the
frame of the roller to pivot, is jointed to the same.
The said rod is fitted on to
the axle A of the wheel M by a collar which allows the said axle to turn freely.
To bring back the vertical roller 2 in the direction of the radius of the wheel-rail,
the frame e terminates in a sliding part engaged in a groove provided on the axle A
(Figure 10); the said sliding part directly brings back the roller perpendicular to
the rail; the friction is thus small, the sliding movement at the start being slow
and almost mil when the carriage is moving. The rollers 1, 2 and 3 are prefer-
ably of metal, and recessed and covered with rubber in the case of light carriages.
In this application of my system of propulsion to land vehicles, the rail-
wheels M are coupled in pairs on an axle A which is quite free, as in the case of
propulsion on water; one of the two wheels however can be fixed to the axle while
the other is free to turn on the same, this being advantageous when turning the
carriage round; the carrying wheels m are free to turn on their axle in the case
of draught carriages, while in the case of a driving axle as in a motor-car, they are
fixed to the same. The wheels m can, if necessary, and according to the kind of
carriage, be provided with a solid rubber or a pneumatic tyre.
The roller ring f is placed at a greater or less distance from the centre of the
wheel according to the purpose for which the carriage is built, and so as to pre-
vent dirt and sand from getting into the ring. Thus, for light carriages intended
for good roads, and also for hand-carts (Figures 5 and 6) for example the ring
may be placed fairly near to the periphery.

page_text: In Figure 7 I have illustrated an arrangement applicable to a light and very
fast travelling carriage; in this case, the carrying wheel m has as large a diameter
as the available space between the roller ring f¹ and the axle A will allow in order
that it shall not revolve at too high a rate of speed.
Figure 8 illustrates an arrangement applicable to heavy farm or other carts; in
this case the carrying wheel of small diameter allows of compensating for the loss
of power caused by the necessity of being high up from the ground.
In ordinary carriages I can interpose between the carrying axle and the frame of
the vehicle, springs similar to those usually employed. In four-wheeled vehicles,
the fore part of the same is connected to the back part by a pole or perch pin, as
in all like carriages.
Finally, I may provide high wheels only for the back part of the carriage which
would have to support two-thirds of the load; the construction of the carriage
would be simplified by making the fore part of ordinary shape, with low wheels
capable of passing under the body of the carriage.
OPERATION.
The carrying wheel m moving on the roller ring f and carrying forward the
wheel M by contact and the weight of the vehicle assisting the driving action,
the carriage is started according to the principles hereinbefore explained with
reference to roller ships or vessels.
I would remark that, for the same diameter of rail-wheel M, f, the power
obtained is so much greater the further the two axles are distant from each other.
Moreover, the carrying wheel m must be so much smaller the greater the trac-
tional power to be obtained, for example in the case of heavy, slow travelling
vehicles. And in fact when once started, a part of the weight of the vehicle
is absorbed in the form of a power effecting the forward movement of the rail-
wheel M, f; the said power acts in the direction of the vertical line 2 passing
through the point of contact of the carrying wheel with the roller ring, the other
part of the load acting as a resistance in the direction of the vertical line pass-
ing through the axle of the carrying wheel, tending to move the carrying wheel
downwards on the rolling way. As the lever arm of the said resistance is the
radius of the carrying wheel, this resistance will be so much weaker the shorter the
radius of the wheel.
On the contrary it will be seen that the carrying wheels of small diameter,
whilst increasing the facility of traction when travelling, are prejudicial to ease in
starting, rendering the effort to develop power greater at this moment; the con-
ditions for starting are in fact comparable to those presented in the case of
ordinary wheels except that in this case there is the advantage that instead of
travelling on the ground, they travel on the smooth surface of the rail; moreover, the
distance to be travelled over by the carrying wheel before being started will be
so much the shorter the greater the load of the vehicle. In practice, the point
of contact will be so much the further removed from the vertical line passing
through the axle of the rail-wheel the smaller the load of the vehicle or the
steeper the incline to be ascended.
It is the weight of the load which causes the progression of the vehicle; the
draught or driving power only serves at the start, and when running, to maintain
the carrying wheel at a sufficient height, in the roller ring, to overcome the resist-
ance opposed by the surface of the ground and by the inertia of the rail-wheel.
Vehicles built according to my system are provided with ordinary shoe brakes w
arranged against the periphery of the carrying wheels slightly above the horizontal
line passing through the axle (Figure 7).
The power produced for the purpose of stopping or of slackening speed on
inclines will be very great as, on account of the point of support on the ground,
the weight of the load can be caused to act in the rear of the vertical line of the
rail-wheel. In the case of motor-cars, the motor can actuate a more powerful

page_text: brake acting on a drum s', fixed to the axle of the rail-wheels, by means of a shoe s,
as in the case of the roller ship.
Finally I would observe that in my system of propulsion by intermediate roll-
ing the shocks and vibrations due to irregularities of the ground are transmitted
to the vehicle in a very much reduced form, any sudden upward movement of the
rail-wheel when meeting an obstacle having no other effect than that of gradually
bringing the carrying wheel down on the rolling way on account of a less rapid
rotation.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same, is to be performed, I declare that what I
claim is
1. A system of propulsion applicable to roller ships or vessels and to all kinds
of land vehicles, whether the latter be drawn by animal or mechanical power, and
which consists in causing the driving agent to act, not directly on the floats of
the ship or the wheels of the vehicle, but on intermediate axles connected to the
ship or vehicle and provided with wheels which roll within circular rolling rails or
ways fixed to the floats of the ship or the wheels of the vehicle which are carried
forward by contact or adherence and by the effect of the weight of the ship or
vehicle, substantially as herein before described.
2. A vessel or ship constructed as described in the first claiming clause, com-
prising floats or cylinders of large diameter arranged in pairs, each pair being fixed
to an axle, which is entirely free, such floats being divided on their periphery
into water-tight compartments and provided on the outside with paddles, the said
cylinders being recessed for the purpose of carrying a rail arranged in a concentric
circle the whole of which is above the water-line, substantially as hereinbefore
described and illustrated in Figures 1 to 3 of the accompanying drawing.
3. In a vessel or ship as described in the first and second claiming clauses,
driving axles carried by the body of the ship, below the axles of the floating
cylinders and actuated by suitable steam engines or electric motors, the said
axles receiving at their ends wheels the contact or adherence of which on the rails
of the paddle float, effects the rotation of the latter and, consequently the propulsion
of the vessel or ship, substantially as herein before described and illustrated in
Figures 1 to 3 of the accompanying drawing.
4. In a vessel or ship as described in the first and second claiming clauses, guid-
ing and rolling rings forming concentric rails carried within the floating cylinders,
and rolling on rollers or balls placed on the inner walls of the body of the vessel
or ship at the same height as the axles of the floating cylinders for the purpose of
preventing derailment, substantially as hereinbefore described and illustrated in
Figures 1 to 3 of the accompanying drawing.
5. In a vessel or ship constructed as described in the first and second claiming
clauses, a steering paddle-wheel arranged in the fore part of the vessel, the axis
of the said wheel being carried by a circular frame the movements of which can
be made to coincide with those of the rudder, substantially as hereinbefore described
and illustrated in Figures 1 and 2 of the accompanying drawing.
6. In a vessel or ship constructed as described in the first and second claiming
clauses, a brake consisting of a drum fixed to the shaft of the rolling cylinders
in combination with a shoe placed at the end of a rod the forward movement of
which brings the axis of the rolling cylinders into the same vertical plane as that
of the driving wheels, substantially as hereinbefore described and illustrated in
Figure 4 of the accompanying drawing.
a
7. The application of the system of propulsion described in the first claiming
clause to vehicles drawn by animal or mechanical power, characterized by the
rolling of wheels of small diameter supporting the weight of the vehicle, on
rolling way or rail arranged concentrically on the wheels of the vehicle which are
mounted on an axle independent of the vehicle, the weight of the latter interven-
ing as a driving agent.

page_text: 8. In a vehicle as described in the first and seventh claiming clauses, three
guide rollers one of which is vertical and the two others horizontal, all mounted
in frames fixed to the body of the vehicle, the frame of the vertical roller being
movable, while the frames of the two guide rollers having horizontal axes may bo
fixed or pivoted in the plane of the said horizontal axis, when the body of the
vehicle is mounted, by means of a rod ending in a collar free to move on the axle of
the rail-carrying wheel, so that the said guide rollers are always arranged radially
in relation to the wheels having rails.
9. The particular application of the system of prepulsion as described in the
first and seventh claiming clauses to vehicles such as hand-carts in which the
rolling-way is placed near the periphery of the wheel which carries it in order to
decrease the draught power substantially as herein before described and illustrated
in Figures 5 and 6 of the accompanying drawing.
10. The particular application of the system of propulsion as described in the
first and seventh claiming clauses to light and fast travelling carriages having
carrying wheels of large diameter in order to prevent their turning at a high rate
of speed, substantially as hereinbefore described and illustrated in Figure 7 of
the accompanying drawing.
11. The particular application of the system of propulsion as described in the
first and seventh claiming clauses to heavy farm or other carts having carrying
wheels of small diameter in order to compensate the loss of power caused by the
necessity of being high up from the ground, substantially as herein before described
and illustrated in Figure 8 of the accompanying drawing.
tel
the ten day of pri
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.