Improvements in Vessels Navigable On or Under Water, and in Means for Propelling and Steering them.
Year: 1892

page_text: Date of Application, 23rd July, 1892
Complete Specification Left, 24th Apr., 1893-Accepted, 17th June, 1893
PROVISIONAL SPECIFICATION.
Improvements in Vessels Navigable On or Under Water, and in
Means for Propelling and Steering them.
I, GERALD STRICKLAND Count della Catena of the Island of Malta, now
residing at 51 Hans Place, Chelsea, do hereby declare the nature of this invention
to be as follows :-
:-
My invention relates to the construction and propulsion of vessels navigable on
or under water.
I arrange in line fore and aft two or more parallel rows of cylinders constituting
two sets of oil motor engines, the valves for which are arranged so that the several
cylinders of each set operate in such different phases as to equalise as much as
possible the power developed in each stroke. These rows of cylinders with their
connections constitute as it were, the back bone of the vessel which is virtually a
shell or casing of suitable form enclosing them and the mechanism worked by them.
While the oil motor engines are operating, part of this power is applied to work
a rotary pump which may be of any known kind, and of which there may be
several so as to effect hydro-propulsion of the vessel. A large portion of the
engine power is however applied to work a dynamo electric machine for charging
secondary or storage batteries. When the vessel is submerged so that there is no
supply of air for the oil motors, they are entirely stopped and the dynamo machine
is supplied from the batteries to operate inversely as an electromotor, driving the
propelling apparatus. The oil tanks for supplying the engines and the storage
batteries are arranged along the lower part of the hull where they serve as
ballast.
Besides the main nozzle or nozzles for hydro-propulsion ahead or astern, I
arrange other nozzles which, by directing currents of water laterally may effect or
aid in steering, or by directing currents upwards or downwards may produce more
or less submergence of the vessel. I prefer to arrange the propelling nozzles with
two or more parallel channels to operate with injector action, so that a current at
considerable velocity may produce a current of greater volume and less velocity.
1 prefer to direct the hot products of combustion from the engines through or
along tubes or other extended surfaces to generate steam, and I apply the current.
of steam along with that of the products to operate as an injector creating a current
of water for aiding in propelling or steering laterally or vertically. The exhaust
products may however be discharged through numerous small holes in the lower
part of the hull so as to produce a jacket of gaseous fluid keeping off the water
and so reducing the resistance due to skin friction. The vessel may have several
rods jointed to it with springs, and projecting downwards and forwards from it so
as to operate as feelers or buffers to give notice of their contact with the bottom
or with rock or other obstructions, and to deaden shock.
Dated this 23rd day of July 1892.
ABEL & IMRAY,
Agents for the Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements in Vessels Navigable On or Under Water, and in
Means for Propelling and Steering them.
I, GERALD STRICKLAND Count della Catena of the Island of Malta, now
residing at 51 Hans Place, Chelsea, 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 construction and propulsion of vessels navigable on
or under water.
I arrange in line fore and aft two or more parallel rows of cylinders constituting
two sets of oil motor engines, the valves for which are arranged so that the several
cylinders of each set operate in such different phases as to equalise as much as
possible the power developed in each stroke. These rows of cylinders with their
connections constitute as it were, the back bone of the vessel which is virtually a
shell or casing of suitable form enclosing them and the mechanism worked by
them. While the oil motor engines are operating, part of this power is applied to
work a rotary pump which may be of any known kind, and of which there may be
several so as to. effect hydro propulsion of the vessel. A large portion of the
engine power is however applied to work a dynamo electric machine for charging
secondary or storage batteries. When the vessel is submerged so that there is no
supply of air for the oil motors, they are entirely stopped and the dynamo
machine is supplied from the batteries to operate inversely as an electromotor,
driving the propelling apparatus. The oil tanks for supplying the engines and the
storage batteries are arranged along the lower part of the hull where they serve as
ballast.
Besides the main nozzle or nozzles for hydro-propulsion ahead or astern, I arrange
other nozzles which, by directing currents of water laterally may effect or aid in
steering, or by directing currents upwards or downwards may produce more or less
submergence of the vessel. I prefer to arrange the propelling nozzles with two
or more parallel channels to operate with injector action, so that a current at
considerable velocity may produce a current of greater volume and less velocity.
I prefer to direct the hot products of combustion from the engines through or
along tubes or other extended surfaces to generate steam, and I apply the current
of steam along with that of the products to operate as an injector creating a
current of water for aiding in propelling or steering laterally or vertically. The
exhaust products may however be discharged through numerous small holes in the
-lower part of the hull so as to produce a jacket of gaseous fluid keeping off
the water and so reducing the resistance due to skin friction. The vessel may have
several rods jointed to it with springs, and projecting downwards and forwards
from it so as to operate as feelers or buffers to give notice of their contact with
the bottom or with rock or other obstructions and to deaden shocks.
I will proceed to describe my said invention with reference to the accompanying
drawings in which
Fig. 1 shews a longitudinal section and Fig. 2 a plan of one mode of construction,
Figs. 3, 4 and 5 shew cross sections taken respectively on lines A B, C D
and E F Fig. 2.
Figs. 6 to 10 shew similar views of another mode of construction.
Figs. 11, 12 and 13 shew enlarged details, and
Figs. 14, 15, and 16 shew the vessel in its floating and submerged positions.
ii are internal combustion oil motor engines the cylinders of which are preferably
constructed of solid drawn steel and arranged so as to constitute the backbone of
the vessel, the shell G being suspended around this skeleton by watertight
bulkheads H.
The vessel is propelled by means of hydraulic jets p worked by a suitable pump,

page_text: by preference such as that shown at m, which forces a comparatively small current
of water at high speed through the nozzle o into the nozzle p which is open at the
rear end so as to induce a large current at a slower speed through this.
The exhaust of the products of combustion from the motor cylinders i may be
discharged through the same ejector p, or it may be led forward through pipes j
provided with non-return valves to an ejector c under the bottom of the vessel,
where the gases generate steam by their heat, which becomes condensed again, as
in an exhaust steam ejector, and thus produce water jets which assist in the
propulsion.
The hot air and oil vapour rising from the ejector to the surface along the outer
surface of the vessel, are adapted to lubricate the vessel's skin by forming an
envelope of non adhering bubbles thereon.
The oil engines are coupled together tandemwise in parallel rows, the piston
rods being coupled together as shewn at Fig. 11; they are designed to develop
from 3000 to 4000 HP, the whole of which is however only available when the vessel.
floats at the surface of the water, when air can be drawn in through the trapped
air inlet. This power of the engines is partly transmitted to the pump m at the
stern for propelling the boat, and partly to a crank shaft with pulley y in the
forward part of the vessel, which drives a dynamo d the electric current of which
serves to charge electric accumulators in order that when the vessel is entirely
submerged, so that the oil motor engines cannot be worked, the propulsion of the
vessel may be effected at a slower speed by the electrical energy stored in the
accumulators such energy being then made to actuate the dynamo as a motor
engine.
For the purpose of increasing or diminishing the immersion of the vessel and for
assisting in the propulsion, auxiliary water jets are provided at the sides of the
vessel at u, u, v, v, controlled by valves (not shewn) and arranged so as to be turned
in any desired direction and worked by an induced current, as with the main
ejector at p.
Other auxiliary jets and valves may be provided for altering the trim of the
vessel and for steering. All these auxiliary jets are worked from an auxiliary
pump 1, which is driven by a band Z from the crank shaft and pullies y.
The power stored
up in the accumulators, may be used when required as
auxiliary power in aid of the oil motor engines.
When working with the stored electrical energy of the accumulators alone, the
cranks that are worked by the engines ii are disconnected by a suitable clutch
device from the shaft that carries the pullies y.
The water from the pump is conveyed to the auxiliary nozzles u e through
pipes a while the suction of the pump is supplied through the pipes ww.
This suction is made to act in the nozzles ur in the manner shewn at Figs. 12
and 13, to assist in the propelling action of these nozzles.
The vessel is provided with lateral fins II and rudders, both for adjusting the
inclination of the vessel at varying speed, and also to assist in steering for effecting
change of direction in cases of emergency.
To navigate under water at a speed of about 5 knots or less, I propose to sink the
vessel to the bottom in depths not exceeding 200 feet; runners like those of a
sledge are then lowered, and kept depressed at a suitable angle by springs as shewn
at Figs. 15 and 16; one of these runners is lowered from the end of a powerful
spring buffer a projecting forward. When the bottom is not foul, the position of
the vessel may be found by running on a line of soundings shown by pressure gauges
and by obtaining compass bearings from courses traversing such lines of even
depths, as well as by dead reckoning. These runners are fitted so as to be
detachable in case of fouling.
Torpedoes are to be discharged from fixed tubes (two right ahead and one
sternward each side of the bow) by manoeuvring the vessel. A portion of the
crew, when the boat is in action as a torpedo boat, would be provided with a form
of diving dress carrying a small supply of compressed oxygen &c. to enable them

page_text: .
to leave the vessel on the unexpected introduction of water after sinking at not
more than 200 feet.
In warfare the vessel would endeavour to enter a harbour, or approach a hostile
Heet unobserved, by working under water; but it should rise to the surface to
discharge its torpedoes, and would rely on its speed to get to deep water before
again submerging itself. The vessel is conned from a heavily armoured turtle-
backed projection J forward beneath which is a conning platform e.
The machinery, rudders, jets, supply of oil, and all adjustments are controlled by
electric motors and switches from the conning position e in any suitable known
manner and are made to act as far as possible automatically.
In the modified construction shewn at Figs. 6 to 10, the propulsion of the vessel
is effected by means of lateral plunger pumps m² m², the plungers m² of which are
worked to and fro in the cylinders m by means of beams a' a' pivotted at one end
to the vessels sides and connected at the other end by rods to lugs on the
plungers that project through slots in the sides of the vessel. The beams a
receive a reciprocating motion from the oil motor engines i.
The plungers m² are tubular and open at the ends and they contain throttle
valves c, so balanced that when the plungers are being moved towards the stern
they are closed automatically by the pressure of the water, and thus cause the
water to be propelled by the pump through the nozzle o and ejector, while when
the plungers are moved in the forward direction the valves c' open to the pressure
of the water and allow this to pass free through the plunger.
The vessel is provided with water and oil ballast tanks, which when nearly filled
have air under considerable pressure such as 100 lbs. to the square inch, forced
into them, in order that when it may be required to increase the buoyancy of the
vessel the liquid may be discharged from any one or more of the tanks through
suitable cocks or valves.

page_text: w. Discharge outlets for steering;
x.
water;
Do.
21
raising, lowering and trimming and for propulsion under
y. Pulleys or friction clutches :
a. Main motor levers actuating reciprocating pump:
6. Rods connecting above with centres of hollow plungers:
c. Throttle valves in hollow plungers opened and shut automatically on change
of direction of plunger stroke ;
d. Main cross head connecting piston rods of series of motor cylinders;
m² m². Pumps.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
:―
1. A vessel navigable on or under water provided with internal combustion oil
motor engines for producing the requisite motive power, which engines are so
arranged as a rigid structure, as to constitute the skeleton or backbone of the
vessel from which skeleton the shell is suspended by watertight bulkheads.
2. In a vessel such as is referred to in the preceding claim, effecting the
propulsion, immersion, trimming and steering of the vessel by means of water
jets produced from ejectors worked by the oil motor engines, substantially as
described.
3. In a vessel worked by oil motor engines and ejectors such as is referred to in
the preceding claims, the employment of the exhaust gases of the engines for
assisting in the propulsion and for lubricating the skin of the vessel, substantially
as described.
4. In a vessel worked by oil motor engines and ejectors such as is referred to in
the preceding claims, the use, in combination with the oil motor engines, of electric
accumulators charged by a dynamo driven by the said engines, in order to provide
a store of motive power for propelling the vessel when under water, or as auxiliary
power when the vessel is above water, substantially as described.
5. In a vessel such as is referred to in the preceding claims the use of spring
rods or runners, and buffers for navigating the vessel safely under water
substantially as described.
6. In a vessel such as is referred to in the preceding claims, providing chambers
filled with water ballast or oil under air pressure, so that by ejecting the liquid by
such air pressure an increased buoyancy can be obtained when required,
substantially as described.
Dated this 24th day of April 1893.
ABEL & IMRAY,
Agents for Applicant.