Improvements in or relating to Submarine Ships.
Year: 1888

page_text: Date of Application, 27th Sept., 1888
Complete Specification Left, 27th June, 1889-Accepted, 24th Aug.,
1889
PROVISIONAL SPECIFICATION.
Improvements in or relating to Submarine Ships.
1, HENRY MIDDLETON of 3 Wellesley Villas, Wellington Street, Slough, in the
County of Buckingham, Engineer, do hereby declare the nature of this invention to
be as follows: --
In those of my submarine ships which I propel directly or govern to a greater or
less extent by the uso of "fins," or "wings" attached in pairs either to the sides, or
bow & stern, of aforesaid ship. I construct these "fins" with a midrib, or central
supporting piece, to the upper & under surfaces of which are attached flexible pieces
of sheet steel, brass, or other convenient substance, in such manner that they mutually
support each other, & in cases where I desire to have-the "fin" or "wing" with a
definite curvature, & make such more easily flexible in one direction than the other,
such end is by the use of the double spring surface easily attained. For example-one
of the most convenient ways of making the "wing" or "fin" more flexible down-
wards than upwards is to have a rivet, bolt or other fastening fixed in the lower
flexible surface of the wing, & having the prolonged end of such pin-bolt or rivet then
passed through a slot in the upper surface of said "fin." Thus when the "fin" is
flexed downwards, the pin slides in the upper slot, & the "fin" then has its elasticity
dependent almost entirely on that of the separate components thereof; whereas when
the "fin" is flexed upwards the pin fixed in the lower surface slides in the upper slot
until it reaches the end of the same, when the flexibility of the lower surface is
virtually diminished since it is prevented from further bending by being supported by
the upper surface which now acts like a strut. Occasionally make a second hinge
joint in the midrib in addition to that described in my previous patent [1887, 28th
March, No. 4604]. Further, I occasionally adopt the expedient of using "fins"
"wings" whose concavity is upward, so that by their action a submarine ship
specifically lighter than the surrounding fluid, is by the action of the "fins," kept
under water as well as being propelled, & otherwise directed through the fluid; while
if the "fins" ceased to act, the submarine ship rises to the surface by its being
lighter than the fluid.
ог
Because the rapid increase of pressure (which a body moving in so dense a fluid
as water) experiences, makes it of much importance that the apparatus for changing
the plane of the "fins," or "wings," should act automatically. I use as motive
power to effect this automatic change of plane, the work done by sea water in
compressing a large corrugated box placed at suitable position in the ship, & coun-
municating with the surrounding water. This box is somewhat similar in construction
to that used for the so-called Aneroid barometer, & the compression or expansion of
the box effects the desired end, either by simply putting in action electric governing
gear, or by being itself so large that the action of the water alone developes sufficient
power to effect the desired end. In this latter case I have attached to the flexible
box a rod carrying rack-work, which gears into a suitable train of wheels, which by
its motion changes the inclination of the wing plane. And again in some instances
to still further ensure safety & render the working of the machinery as automatic as
possible, & not dependent on the nerve or coolness of the crew of the submerged
ship, should any accident occur to the "fins," or other machinery, I make any
excessive pressure on aforesaid compressible box-such as would of course be caused
by the boat sinking rapidly in the sea-depths-act through the previously mentioned
rod, or other attachments upon a system of mechanism by which masses of slow
burning gunpowder are set on fire, & the product of their combustion being led into
the upper portion of the water tanks, or depthing chamber, expel their liquid contents,
& so alter the specific gravity of the boat that it at once rises to the surface &

page_text: thus all danger of its being crushed by too great submergence thereby at once
avoided.
Also in the event of the breaking of one of the "wings," or "fins," I temporarily
disengage the other; or flex it by apparatus controlled by gravitation, & put into
action by the rolling of the ship, supposed to have been caused by the breaking of the
opposite "fin as described.
"
Further, it is proposed in addition to the gun, or guns, electric lights, & other
apparatus either for offense or defence, with which I have elsewhere described my
submarine boat as being provided I say, in addition to these, I propose constructing
the prow of such strength, figure, or shape &c. &c. that the submarine ship can
be used as a "ram" in cases where it is thought desirable to use it for such
purpose.
Lastly I add to the base of the midrib of the "fins," or "wings," a spring arrange-
ment whereby I can still further increase the change of wing plane during the upward
or downward stroke when desirable.
3211
1
000
COMPLETE SPECIFICATION.
Improvements in or relating to Submarine Ships.
I, HENRY MIDDLETON of 3 Wellesley Villas, Wellington Street, Slough, in the
County of Buckingham, 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 :-
For the purpose of controlling the motions of a boat or ship which is wholly
immersed in water, I employ two different systems of wings or fins, according as the
submerged ship is expected to fly (or swim) after the fashion of Anks, Penguins,
Guillemots under water; or as an insect in the air, or like some of the chelonians in
the sea and with a view of carrying out such methods of submarine locomotion I
have invented two sorts of fins (or wings); the 1st kind being convex on one surface,
and concave on the other; and more flexible in one direction than the other; the
2nd kind being nearly flat on both under and upper surfaces; and of nearly equal
flexibility in both directions. The desired form and flexibility of the 1st kind of fin
(or wing) I attain, by forming the upper and under surfaces of the fin of strips of
sheet steel, sheet brass, or other convenient and elastic material which is attached to
a midrib or foundation piece in such fashion that the strips overlap and eventually
support each other, lying in the requisite curve and being capable of being deflected
therefrom, and to take such other shape (as my theory of Hight requires) when pressed
upon, in suitable manner, by the water in which they work. Usually the flexible
strips or elements of which the fin is composed, are bolted together or attached to one
another by means of a rivet which is fastened in the lower spring while being
prolonged upwards it passes through a slot in the element forming the upper surface
of the fin, and slides therein the object and end of such arrangement being to
increase the curvature of the fin, by permitting the pin cr rivet to slide in the slot
when the water pressure acting on its convex surface tends to make it more curved;
and to keep the,pin rigid when the pressure would make it less curved by acting on
its concave surface. This is accomplished by using the staying or resisting force the
pin or rivet exerts when it is brought against the end of the slot after the bent" fin"
has attained its position of equilibrium or normal figure.
Further to still more increase the change of plane that takes place in the fins in
motion; which change. the elasticity or flexibility of the fin to some extent permits, I
allow the whole midrib to turn slightly about its axis or a line near thereto in such a
manner that the posterior edge of the fin is lowered and the plane of the fin inclined
backwards and downwards during the upstroke while the fin is brought back to its
__normal position by a spring which acts to pull it thereto as soon as the diminished
pressure caused by the slower motion of the fin-permits the spring to act.

page_text: In the 2nd kind or type of fin-viz.-the flat variety-I usually rivet the spring
or elements forming the two surfaces directly together and diminish the flexibility of
the surfaces inwards, towards the "mid-rib"-which is, in this kind of fin on, or
almost on, the front edge of the fin-by increasing the thickness of the metal or the
number of layers of elements used.
Because one of the greatest dangers with which submarine navigation is pressed
consists in the tendency of a rapidly moving boat diving downwards and thus attaining
depths whose hydrostatic pressure the hull of the ship may not be fitted to withstand:
and because of the difficulty sailors and other human beings find in being watchful
enough, or oven quick enough-though on the watch by means of machinery worked
by hand to arrest the descending or ascending tendency the submarine ship sometimes
suddenly manifests; I place the control of the machinery, apparatus, or engines,
under automatically acting instruments in the following fashion. I employ a large
box with a flexible bottom (though both top and bottom may be made more or less
flexible if desired)-to which I attach a rod, or rods, or other pieces, to connect its
motions with a regulating engine, or machine for changing the angle of inclination
of the plane in which the fin stroke is made. Ordinarily this plane is vertical, the
fins working up and down. The supporting and propelling of the ship being largely
dependant on the form and flexibility of the fin substantially as described; but as the
vertical and horizontal component of thrust of the fins can be largely altered by their
being flapped, or by their reciprocating motion taking place in a more or less inclined
plane; I place the engine whose function it is to change such plane under the control
of the rod projecting from the flexible box, in such a manner that if it is desired the
ship should swim horizontally, and it leaves this plane by sinking lower, the box: is.
compressed and the rod sets the regulating engine in motion, and this latter turns the
plane of the fins in such position that the energy of the fin engines tend to raise the
boat and cause it to occupy a position as to depth similar to what it formerly had.
Moreover the aforesaid governing gear may be instantaneously thrown out of action
when it is desired to make the boat ascend or descend and finally to still further.
provide for the safety of my submarine ships, I cause any sudden, and unintentional
sinking of the ship to set on fire a slow burning gunpowder or other suitable chemical,
the products of whose combustion expel enough liquid from the equipoising water;
tanks to cause the ship to rise even though the fins break or are shot away in action-
if the ship be a war vessel-or other accident has arisen to interfere with the previously.
described arrangements devised for keeping the vessel at a definite depth. The
mechanical arrangement intended to serve the purpose of setting fire to the gunpowder
composition may be sufficiently simple, thus the movable rod attached to the collapsible
box may be made-when its motion exceeds a certain definite amount-to pull a
string attached to the trigger of a gun lock and explode a cap which will fire the.
combustible, or the same end may be attained by causing a certain amplitude of motion
of the rod to complete an electric circuit, and fire the powder by such means; the
manifestly simple and many ways in which such can be done rendering it useless.to
enter into a detailed account of any one particular method.
Because Submarine Ships are particularly prone to leak in consequence of the great
water pressure to which they are subjected when diving; and because any comparatively
small leak may greatly alter the buoyancy of a submarine ship the specific gravity of
whose hull is nearly that of the water it is submerged in; it is necessary to make the
water-ejecting pumps act not only with great power, but also with great steadiness.
For if the pump be not sensitive to slight leakages or other entrance of water into
the hull, but allows such to accumulate to a considerable extent, and then the pump
is suddenly started into action, it would probably eject the whole of the bilge water;
the operation of this series of circumstances causing the boat first to sink slowly, and
then suddenly to rise throwing an abnormal increase of work upon the fin engines,
and their automatically acting controlling gear in their effort to keep the ship at a
given depth, and further interfere greatly with the ordinary exercise of the functions
of the same fin engines. To prevent then this state of affairs I have invented pumping

page_text: machinery whose output of water is controlled by a pressure-indicating box, or com-
pressible chamber, and by suitably arranged apparatus I am able to set the controlling
gear in such fashion that it will only come into action when the ship leaves the depth
at which it is desired the vessel shall be maintained.
Thus by these two methods of altering the specific gravity of the submarine ships
in the manner desired, and maintaining the same by automatically acting apparatus
at any fixed or definite value, and by still further supplementing the controlling action
of the machinery described, by the automatic gearing changing the plane or stroke
of the fin engines I am able to navigate my ships with all desired accuracy. It is
not however a matter of indifference as to how the submarine ship floats in the water.
Thus it won't do for the vessel to stand on end, and as the transference of weights
within the ship as men walking about, &c. &c.-might cause an alteration of the
"trim" of the ship, even though its specific gravity remained unaltered; I control
this tendency by some of the following methods.
When the boat is small, I prefer to use flat wings, or fins, or flippers, in the place
of the concave-convex ones; and further, I use four flippers-two working on each
side of the ship instead of the two wings, whose operation I have previously spoken
of.
When however four flippers are used it is generally better to have them all com-
pleting their strokes at the same time, than to allow the two front ones to go up when
the back ones go down &c. &c., and to do this I sometimes couple the two fin engines
together by means of a double Hook's joint, sometimes springs are added to the
combination though any other convenient way of connecting them by gearing or
chain work may be used, and indeed sometimes I omit the Hook's joint and use a
shaft with two springs. However the double Hook's joint, with the springs and the
sliding connecting rod seems to present some features of value inasmuch as it permits
one fin or flipper engine to be more inclined than the other and yet work together
with ease and accuracy, the engines completing their strokes at the same time, and
in very small boats-being carried over their dead points by fly wheels-for the fly
wheel is applicable to submarine ships which never" pitch" or "scend "when beneath
the surface of the sea-though in larger boats where complication of machinery is not
so disadvantageous and where starting the engines or turning them into starting
position by manual power or machinery is not easy, I use at least two cylinder in
each fin engine, and of course where desirable "compound the cylinders, whenever it
is thought advisable to use the steam at double, treble &c. &c. expansion.
The Hook's joint may be attached to the engine shafts in any convenient way, the
simplest is to attach them directly to the ends of the cranks, but it appears preferable
to adopt the method.shown in the drawings Sheet 5 Figs. 15 & 16, as the inclination
of the sliding shaft is not so great for a given inclination of the engines as where the
first method spoken of were followed.
But in small boats the alteration of the position of the centre of mass is chiefly
produced by the movement of the crew & because in the class of ships I have
invented, the reciprocating action of the fins or flippers prevents sudden lurching to
one side, or serious rolling, the chief difficulty being to prevent the bow or stern of
the ship being suddenly or seriously inclined downwards or upwards, as the case may
be, I arrest this tendency as follows. Two large heavy balls & y (sce sheet 6
Fig. 17) are supported at the ends of a beam turning like "a balance" to the arms
of which a valve system is attached in such fashion that if the bow of the ship sinks
the forward ball rises relatively thereto and the steam is so distributed by the valve
system that the engine controlling the forward fin engine, controls that engine so that
the fins change their plane stroke so as to support the boat more than they did before
the sinking of the bow; and conversely the relatively sinking of the ball y so dis-
tributes the steam through its attached system of valves that the plane of the stroke
of the fins is put in position to less support the boat than they did before the rising
of the stern occurred; these operations taking place with rapidity and in no wise
stopping or interfering with the steady and continuous working of the engines, the
plane of whose fin strokes-and corresponding vertical supporting force-being the

page_text: chief or perhaps only quantity affected thereby. Lastly in addition to all this I use
a set of sliding weights worked by steam and controlled by the inclination of the
balls (&y of Fig. 17) which throw one or other of two bevil wheels into or
out of gear with a shaft supposed to be continuously turning and the conversion
of the shaft's energy is used to pull "forward " "backward" a set of equi-
librating weights intended to preserve the "trim" of the submarine ship.
ог
Lastly the steadiness, navigability, and managability which the action of the fins
confer on a submarine ship permits the use of guns beneath water, the motive power
of whose projectiles may be either gunpowder, steam or compressed gas-while I use
a conning tower with camera obscura to enable the officers of the ship to observe an
enemy in safety when the vessel is nearly submerged, and a ventillating chimney with
valves to draw in air when the ship is steaming awash.
In order that my said invention may be most fully understood and readily carried
into effect will proceed to describe the drawings hereunto annexed.
DESCRIPTION OF THE DRAWINGS.
Figure 1, sheet I is a view of the convex surface of one of the flexible fins, and
Fig. 2, 'sheet I is a view of the concave surface. In boats heavier than water the
convex surface is turned upwards and the concave surface downwards; and vice versa,
in boats lighter than water. Fig. 3, is an end view of the fin shown in Fig. 1 the
fin's tip being supposed to be turned away from the observer. At is shown the
pivot, or hinge, about which the fin's plane can turn to a certain extent limited by the set
screws c & c. d & d' are bolts and nuts for fastening the fin to the fiu levers: as for
example those shown at & Sheet 3 Fig. 7; while e is the spring for bringing
back the fin into position after it is flexed. Fig. 4 is a view of a section of the fin
along the line, y of fig. 2.
Figs. 5 & 6 of sheet II represent the convex and concave surface of another forin
of fin. In this fin there is no hinge, the fin turning directly on the prolongation of
its mid-rib, which is made cylindrical and fitted into a hole in the end of the fin
lever, represents a spring for bringing the fin into position, and g a screw for
preventing it slipping out of the fin lever; while kk are set screws which permit a
certain amplitude of turning to the plane of the fin about its axis. Fig. 19 sheet 6
shows a somewhat differently shaped fin; also this fin is flat on both sides, & equally.
flexible in both directions. I employ it chiefly for small boats having four fins.
ひ
Figs. 7 & 8 of Sheet 3 represent a front and side view of the fin engines of a
two-finned ship: they are introduced chiefly to show how the fin engines are
automatically flexed so as to cause different amounts of thrust or lifting force to be
produced by the fins when their stroke-plane is changed: this is automatically effected
by the flexible box p acting through a lever on a valve system in such manner that
the short arm connected with a Stephenson's link motion s causes a steain cylinder t
to turn the shaft u in one direction when the flexible top of the pressure box rises,
and in the opposite direction when it sinks, thus the cog-wheels & gearing into
the toothed arc w whose centre is traversed by the axis of the hollow trunnions a & x¹
of the fin engines, and turn the arc and engines according as the flexible pressure box
changes shape. In Fig. 9 a section of part of the valve system is shown on an
enlarged scale, and according as the steam or vapour from the "boiler
through z or 2 and into the piston boxes q¹ or q, the lever is inclined to one side
or the other, & the Stephenson's link shifted so as to cause the engine t to run
"forwards
$$
or backwards." The fulcruin f' (Fig. 8.) is movable so that the
sensibility of the governing action can be regulated at will. Some springs are placed
in front of the pistons in the cylinders q' & q¹¹ to keep them shutting off the steam
when the piston valves connected with the stem y are in their middle position.
Figs. 13 & 14 Sheet 4 represent an automatically controlled pump used for keeping
the specific gravity of the ship unaltered. Of course this apparatus may be fitted up
in any convenient position in the ship and with suitable framework and attachments;
it can best be described by an account of the way in which it works.
33
"
passes

page_text: Suppose it is desired to cause the boat to float when its hull is just submerged, then
we remove the set screw or pin v (which connects the sleeve w to the spindle) & turn
the regulating handle : then as the spindle . to which his attached is constructed
so that it has no longitudinal motion but only when is supposed removed-a
rotation in the sleeve w, the female screw in the interior of x slips over the "threaded" 5
part of z and lengthening or shortening of the rod system results. For part of is,
supposed to be either square or in other ways so constructed that it cannot rotato:
thus it happens that the arm is raised or lowered, and the raising or lowering of r
causes the links m and n to which it is attached to move to left or right until the link m
(sec Sheet 4 Figs. 13 & 14) attached to the shafts (but allowing the latter to turn in
a hole in its end) is vertically over the pump p. The shaft turning in the holes at
the end of the forked end of the link m, is supposed to be always turning, but the
plunger of the pump is not moved by the rotation of the axle s as long as mis
vertically over the pump p, but if the ship leaks and in consequence of the additional
weight of water within the hull the boat sinks, the barometric box bottom is
compressed, the arm is lowered and by means of the eccentric disc operating on
the link u the pump begins slowly to discharge water from the bull. Greater com-
pression of the collapsible box u causes a longer stroke of the pump plunger and
more water to be delivered. This continues to increase as long as the boat sinks or
until discharge of the pump is attained. Should an accident cause still greater sinking
of the ship or an inrush of water beyond the power of the pump spoken of to eject in
sufficient quantity for the boat to rise through the pumps alteration of its specific.
gravity, the pressure box under the fin engine sets fire to the slow burning powder
whose gases evacuate the equipoising or depthing chambers of their contents as
described before; thus the boat is rendered safe under all ordinary circumstances, &
accidents. If however no mishap occurs, & the inflow of water is within the capacity
of the pump to regulate, the link work is shifted backwards & forwards until the
water ejected in a given time exactly equals that which has leaked in, in the same
time. Hence the specific gravity of the ship is kept at the desired value & the boat
will float "awash" as desired. But now suppose it be desired to descend some 20
or 30 feet; then the water is admitted into the bilge chambers and at the same time
the handle his turned so as to move the rod r until the link m again stands over the
pump when the flexible bottom of the pressure box is in equilibrium at 20 or 30 feet,
as the case may be.
Further of course contemplate the advisibility of slightly so altering the
arrangement of the apparatus shown as to enable me to make the top of the box
Also there is a set
flexible instead of the bottom or both top & bottom flexible.
screw or pin by means of which I connect the sleeve w (with a screw thread on its
outside) with the cylindrical rod when it is desired to disconnect the pump at y
the pump's
from the controlling action of the flexible box u, & modify &
action by hand.
govern
Figs. 15 & 16 of sheet 5 show a front & side view of one of the two engines of a
four finned boat. & (Fig. 15) are the pin levers: d (Fig. 15) a disc near the end
of the trunnion on which the fin lever is hinged or pivoted. i a flexible material, as
rubber, leather &c. &c. which allows the fin to be flexed & keeps the water from the
ship. a the arc by which the fin engine is turned through the operation of the
pinion p which is attached to the shaft s which is put in connection with the automatio
governing gear.
Fig. 17 Sheet 6 shows a form of automatic governing gear. The heavy balls &
controlling the distribution of the steam in the valve system v & v¹, & also regulating
the weight moving system w & w¹.
Fig. 18 shows the shaft of the Hook's joint with sliding pin, & drum for carrying
a chain or band to turn the engines past their dead point when required.
Fig. 19, shows a plan of the arrangement of the pins in a four finned ship.
Figs. 11 & 12 show the gun & its carriage flexible diaphragms & muzzle closin
apparatus with rackwork & connections: with a flexible pipe at tifor enablin
the water flowing into the gun's interior to be withdrawn by a properly attache

page_text: :
pump and a pipe at p for working the hydraulic gear, & recoil check at q; & the -
camera-obscura tower c.
Fig. 10 shows the ventillating tube which has a valve in the base at u with a
large disc attached, so arranged that air can easily pass down, or up, the tube; but
any weight of water descending closes the valve; & and any water that may chance
pass, runs out of the waste pipes at z to a cistern or ejecting pump.
Having now particularly described the nature of my said invention and in what
manner the same is to be performed, I declare that what 1 claim is.
1st. Flexible fins or wings constructed with a double surface & overlapping pieces
to enable them to possess the requisite curvature (when curved) and flexibility and
elasticity as desired, substantially as described.
2nd. Flexible fins or wings whose change of plane in making the upward and
downward stroke is increased by allowing the same to turn about the axis of the
mid-rib or some line contiguous thereto & possessing also springs for governing this
turning and set screws for regulating its amount, substantially as described.
3rd. The types of such fins or wings with their connections substantially as
described and shown in Figs. 1, 2, 3, 4, 5, 6, & 19 of the drawings.
4th. The method of automatically governing the plane of the stroke of aforesaid
fins substantially as described and shown in Figs. 7 & 8 of the drawings.
5th. The method of automatically keeping constant the specific gravity of the
submarine ship by means of the method subtantially as described by the apparatus
substantially as represented in Figs. 13 & 14 of the drawings.
6th. The method of controlling the motions of a submarine ship by using four
fins and fin engines with their automatic governing gear and other apparatus
substantially as described and represented in Figs. 19, 18 15 & 16 of the drawings.
7th. The method of automatically moving either equilibrating weights from one
portion of a submarine ship to another, or pumping water in and out of equilibrating
or equipoising tanks, or flexing the fin engines by the balance beam apparatus
substantially as described and shown in Figs. 17 &
8th. The method of adding to the safety of a submarine boat or ship by causing
the barometer box to set fire to slow burning powder or other gas producing
combustible intended to evacuate the contents of the water chambers of the ship.
9th. The method of using guns for purposes of submarine warfare and adapting
them to submarine ships of the kind herein described & claimed by the combination
substantially as described and represented in the drawings Figs. 11 & 12 Sheet 3.
10th. The air funnel and connections for permitting the ship to be steamed about
when running "awash or slightly submerged and using the oxygen of the atmosphere
for her engines and crew, substantially as described and figured in the drawings
Fig. 10 Sheet 3.
دو
11th. The application of a camera obscura and fittings for the purpose of permitting
objects above the surface of the sea to be seen (when the submarine ship is running
awash) substantially as described and represented in the drawings Fig. 11, C,
Sheet 3.