Improvements in the Method of and in the Means for Propelling Ships and other Vessels Electrically.
Year: 1891

page_text: Date of Application, 25th Sept., 1891
Complete Specification Left, 25th June, 1892-Accepted, 13th Aug., 1892
PROVISIONAL SPECIFICATION.
[Communicated from abroad by JEAN JACQUES HEILMANN and FELIX DROUIN,
both of 9, Rue de Florence, Paris, in the French Republic, Electrical
Engineers.]
Improvements in the Method of and in the Means for Propelling Ships
and other Vessels Electrically.
I, WILLIAM EDWIN HEYS of 70 Market Street Manchester in the County
of Lancaster, Patent Agent, do hereby declare the nature of this invention to be
as follows:-
--
This invention has for its objects to render more certain the manoeuvering of
the vessels to which it is applied, to enable all the operations to be brought
under the command of a single individual, and to improve the efficiency of the
propellers.
These improvements are applicable in a particularly advantageous manner_to
ships of war and to large merchant vessels or cargo boats, but they can also be
employed with advantage in the propulsion of all kinds of vessels, heavy or light,
and for tugs, scout-boats, cruisers, torpedo boats, launches, yachts and the like.
According to these improvements the propeller or propellers is or are put in
movement by means of electro-motors which derive their current from a dynamo or
dynamos driven by steam engines or other prime movers carried on board.
As the choice of the motors is not influenced by the dimensions of the propeller,
this choice may be governed solely by considerations of weight and economy.
The work may easily be distributed amongst three four or more motors provided
with interchangeable and duplicate parts, so that in case of an accident in mid-
voyage, it will not be necessary to stop the vessel altogether in the event of an
accident happening to one of the motors. Further, the disposable space may be
much better arranged because it is not always necessary to place the motors in a
longitudinal direction and at a given height. It is also easy to have several
motors of different forms and powers if should be found advantageous. There
is no limitation to certain arrangements of prime movers but such as may be
considered best may be adopted. The important consequence.arises from this, that
the weight of the motive apparatus may be very much reduced, since they have to
drive balanced machines turning at high speeds.
As many steam engines or other prime movers as may be desired may be employed,
and each may drive one or more generating dynamos.
For the purpose of starting the steam engines, or other prime movers, disengaging
electro-motors may be employed and they may be fed either by a small special
generating machine, by one of the principal generating machines, or by a battery
of accumulators.
The electric transmission of power to the propellers permits a convenient speed
to be given to the screw, and, in particular, it allows the dimensions of the screw
to be diminished and its speed increased, which conditions are known to be
favourable to efficiency. Further, the screw can be completely submerged, which
has the advantage of lessening the vibrations. In order to obtain high speeds
without giving to the armatures of the motors too great a length relatively to
their diameters, the screw may be driven by several motors placed end to end.
If an accident should happen to one of the motors, it will not completely impede
the motion of the screw, since the other machines continue to drive it.
In order to suppress the pressure upon the bearings, the iron in each armature
may be arranged unsymmetrically in the direction of the axis and with relation to
the iron in the inductor.

page_text: In the construction of vessels propelled by screws, it is at present necessary to
make the stern tapering in order to allow the water to reach the propellers
freely. This necessity may be avoided according to these improvements by placing
the electro-motors in an isolated chamber having only just the dimensions
necessary to contain the motors and to permit access to them. By this means,
the propellers are not masked by a large vertical section of the vessel.
chamber may be arranged just above the keel, and permits the screws to be
submerged at a great depth so that they will rarely emerge, even partially. The
chamber may be divided into two compartments when twin screws are employed.
This
Rotary pumps may be driven by electro-motors, and take their water from the
port side discharging it on starboard, or the reverse, by which arrangement the
evolutions of the vessel may be greatly facilitated. For example, by different
arrangements of the discharge, the vessel may be enabled to turn in her own length,
to move laterally or diagonally and to make other movements which are particularly
useful in entering dock, approaching quays, and navigating tortuous channels.
These pumps may be used also as bilge pumps.
The steering may be effected electrically, by passing the steering ropes or chains
around a winch, driven by an electric motor by means of a worm and worm
wheel. The manipulation is effected by turning the commutator in the desired
direction.
In order to avoid magnetic disturbance of the compass, dynamos and motors
without external fields are employed where necessary.
When twin screws are employed without a helm or rudder, rheostats or resistances
may be intercalated in the principal or exciting circuits of the dynamos or motors
in order to secure identical speeds and to equalise the action of the two screws.
Having on board a powerful source of electricity this agent may be employed for
electric lighting, night signals, and for the operation of all the auxiliary apparatus
such as donkey engines, hoists for ashes, the various pumps, turbines, capstans,
cranes, electric trucks, tools, apparatus for operating guns, air compressors for
refrigerators, torpedos and torpedo dischargers, and the like. The use of electricity
for all these purposes permits their command to be grouped at a single point, and
enables them to be controlled by a single person, and the existing complicated system
of pipes is avoided.
These improvements are not limited to fixed installations, but, because of the
independence of the various apparatus and the facility with which they may be
grouped, they may be applied with advantage for the propulsion or towing by
portable installations, of timber-rafts, ferry boats, lighters and barges.
In a timber raft for example, a portable engine may be employed to drive the
generating dynamo, and the motor may be arranged to turn about a vertical axis
with the screw, for the purpose of steering. The motor may be contained in a
water tight chamber which may be constructed of iron and which may form part
of the motor field. The screw shaft passes through a suitable stuffing box to
prevent the admission of water, and in the walls of the chamber there may be
inserted tubes for lubricating the motor, and a larger tube for the passage of the
conductors and of a smaller tube through which any water finding its way to
the interior may be withdrawn. If twin motors and screws are employed, the
chamber need not turn on its vertical axis, and the steering and manoeuvering
may be effected by varying the speeds of the motors or the direction of rotation
or both of them. When the power is required only occasionally or
intermittently as in the case of a ferry boat for example, a battery of accumulators
may be employed to assist the dynamos which are driven continuously and charge
the battery whilst the boat is at rest.
of one
The same system may be applied to a string of barges or other craft, the first-or
one only, carrying the generating dynamo or dynamos with their driving engine,
and the others being provided with motors deriving their current therefrom.
Dated this 24th day of September A.D. 1891.

page_text: COMPLETE SPECIFICATION.
Improvements in the Method of and in the Means for Propelling
Ships and other Vessels Electrically.
I, WILLIAM EDWIN HEYS of 70 Market Street Manchester in the County of
Lancaster, Patent Agent, 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 :-
This invention has for its objects to render more certain the manoeuvering of the
vessels to which it is applied, to enable all the operations to be brought under the
command of a single individual, and to improve the efficiency of the propellers.
These improvements are applicable in a particularly advantageous manner to
ships of war and to large merchant vessels or cargo boats, but they can also be
employed with advantage in the propulsion of all kinds of vessels, heavy or light,
and for tugs, scout-boats, cruisers, torpedo boats, launches, yachts and the like.
According to these improvements the propeller or propellers is or are put in
movement by means of electro-motors which derive their current from a dynamo
or dynamos driven by steam engines or other prime movers carried on board.
As the choice of the motors is not influenced by the dimensions of the propeller,
this choice may be governed solely by considerations of weight and economy. The
work may easily be distributed amongst three four or more motors provided with
interchangeable and duplicate parts, so that in case of an accident in mid-voyage,
it will not be necessary to stop the voyage altogether in the event of an accident
happening to one of the motors. Further, the disposable space may be much
better arranged because it is not always necessary to place the motors in a longi-
tudinal direction and at a given height. It is also easy to have several motors of
different forms and powers if it should be found advantageous. There is no
limitation to certain arrangements of prime movers but such as may be considered
best may be adopted. The important consequence arises from this, that the weight
of the motive apparatus may be very much reduced, since they may consist of
balanced engines turning at high speeds.
As many steam engines or other prime movers as may be desired may be
employed, and each may drive one or more generating dynamos.
For the purpose of starting the steam engines, or other prime movers, dis-
engaging electro-motors may be employed and they may be fed either by a small
special generating machine, by the principal or auxiliary generating machines, or by
a battery of accumulators. Electro-motors may also be employed for various
other purposes as is obvious.
The electric transmission of power to the propellers permits a convenient speed
to be given to the screw and, in particular, it allows the dimensions of the screw to
be diminished and its speed increased, which conditions are known to be favourable
to efficiency. Further, the screw may be more completely submerged, which has
the advantage of lessening the vibrations. In order to obtain high speeds without
giving to the armatures of the motors too great a speed relatively to their diameters,
the screw may be driven by several motors placed end to end. If an accident
should happen to one of the motors, it will not completely impede the motion of the
screw, since the other machines continue to drive it.
In order to suppress end pressure upon the bearings, the iron in each armature
may be arranged unsymmetrically in the direction of the axis and with relation to
the iron in the inductor.
In the construction of vessels propelled by screws, it is at present necessary to
make the stern tapering, in order to allow the water to reach the propellers freely.
This necessity may be avoided according to these improvements by placing the
electro-motors in an isolated chamber having only just the dimensions necessary to

page_text: contain the motors and to permit access to them. By this means, the propellers
are not masked by a large vertical section of the vessel. This chamber may be
arranged just below the keel, and permits the screws to be submerged at a great
depth so that they will rarely emerge, even partially. The chamber may be divided
into two compartments when twin screws are employed.
Rotary pumps may be driven by electro-motors, and take their water from the
port side discharging it on the starboard, or the reverse, by which arrangement
the evolutions of the vessel may be facilitated. For example, by different arrange-
ments of the discharge, the vessel may be enabled to turn in her own length, to
move laterally or diagonally and to make other movements which are particularly
useful in entering dock, approaching quays, and navigating tortuous channels.
These pumps may be used also as bilge pumps.
The steering may be effected electrically by passing the steering ropes or chains
around a winch driven by an electric motor by means of a worm and worm wheel.
The manipulation may be effected by turning the commutator in the desired
direction.
In order to avoid magnetic disturbance of the compass, dynamos and motors
without external fields are employed where necessary.
When twin screws are employed without a helm or rudder, rheostats or
resistances may be intercalated in the principal or exciting circuits of the dynamos
or motors in order to secure identical speeds and to equalise the action of the two
screws.
Having on board a powerful source of electricity, this agent may be employed
for electric lighting, night signals, and for the operation of all the auxiliary
apparatus such as donkey engines, hoists for ashes, the various pumps, turbines,
capstans, cranes, electric trucks, tools, apparatus for operating guns, air compressors
for refrigerators, torpedos, and torpedo dischargers, and the like. The use of
electricity for all these purposes permits their command to be grouped at a single
point, and enables them to be controlled by a single person, and the existing
complicated system of pipes is avoided.
These improvements are not limited to fixed installations but, because of the
independence of the various apparatus and the facility with which they may be
grouped, they may be applied with advantage for the propulsion or towing by
portable installations, of timber rafts ferry boats lighters and barges.
In a timber raft for example, a portable engine may be employed to drive the
generating dynamo, and the motor and screw may be arranged to turn about a
vertical axis for the purpose of steering. The motor may be contained in a water-
tight chamber which may be constructed of iron and which may form part of the
motor field: The screw shaft passes through a suitable stuffing box to prevent the
admission of water, and in the walls of the chamber there may be inserted tubes
for lubricating the motor, and a larger tube for the passage of the conductors and
of a smaller tube through which any water finding its way to the interior may be
withdrawn. If twin motors and screws be employed, the chamber need not turn on
its 'vertical axis, and the steering and manoeuvering may be effected by varying the
speeds of the motors or the direction of rotation of one or both of them. When
the 'power is required only occasionally or intermittently as in the case of a ferry
boat for example, a battery of accumulators may be employed to assist the
dynamos which are driven continuously and charge the battery whilst the boat is
at rest.
The same system may be applied to a string of barges or other craft, the first or
one only, carrying the generating dynamo or dynamos with their driving engine,
and' the others being provided with motors deriving their current therefrom.
The accompanying drawings illustrate in what manner the said invention may be
carried into practical effect and are hereinafter referred to. In these drawings,
Figures 1 and 2 shew in longitudinal vertical and transverse sections respectively,
a vessel comprising these improvements.
Figures 3 4 5 and 6 represent details which will be hereinafter described,

page_text: an elevation of the arrangement or the motors for the purpose of
relieving the pressure upon the thrust bearing.
Figure 8 is an elevation of part of the steering gear.
Figures 9 and 10 illustrate on a larger scale and in elevation and plan
respectively, the arrangement of the prime motors and dynamos shewn in
Figures 1 and 2.
and
Figure 11 shews the arrangement which may be adopted for propelling a raft;
Figure 12 a vertical section of one of a pair of motors and propellers.
The prime motor or motors illustrated by Figures 1, 2, 9 and 10 are supposed to
be high speed quadruple expansion engines M, each engine having the cylinders e e
ee, all the moving parts being carefully balanced. Each engine is preferred to
drive two dynamos D D'. These may be continuous current machines, but
alternate current machines of one or more phases may be employed if preferred.
The circulating pump P of the surface condenser C may be driven by an electro-
motor d. The boilers are indicated at G G¹, Figures 1 and 2. When it is
desired to employ forced draught for the boilers, electrically driven fans or blowers
may be employed.
A modification of the arrangement of the prime motor is illustrated by Figure 6.
The engine M consists of two or four cylinders arranged on either side of the
dynamo upon the base plate, and inclined towards the dynamo spindle. It is
however evident that any known and convenient arrangement of prime motors
may be employed, and particularly vertical engines, steam turbines and rotary
engines.
The dynamos may either be self- or separately excited, and all the necessary
manipulations can be effected by controlling either the principal or the exciting
currents. The usual apparatus for opening and closing circuits for inserting
resistances for shunting currents for the prevention of too heavy a load in individual
circuits, and for their general control and safety are employed as occasion may
require.
The arrangement of the electro-motors for driving the propeller is shewn in
Figure 1 and 2. R, R¹, R³, R³ are the motors, which are arranged end to end as
already described, for the purpose of enabling the necessary speed to be obtained
without giving the armatures a great length relatively to their diameters. Also, to
relieve end pressure on the bearing B, the iron in the armatures may be. un-
synimetrically arranged in the direction of the axis and with reference to the iron
in the field. An attraction is thus set up which results in the neutralisation of the
end pressure in the screw shaft. The arrangement of the motors and bearing is
illustrated on a larger scale by Figure 7.
Figure 3 illustrates in plan, an arrangement of twin screws which permits the
usual advantages of the ordinary application of twin screws, in readiness of steering
and evolutions.
The arrangement of the motors and screws in isolated chambers already referred
to, is illustrated by Figures 4 and 5. As represented by Figure 4, the chamber E
is arranged below the keel, and communicates with the hold by openings sufficient
to give access to the chamber. This deeply submerged chamber may be separated
into distinct chambers or be substituted by two chambers E E' Figure 5, when
twin screws are employed, one screw and its motors being appropriated to each
chamber.
The pumps PP (Figures 1 and 2) are driven by electro-inotors and are capable
of drawing water from either side of the vessel and ejecting it on the other side.
Assuming that they are arranged to draw and discharge the water in the directions
of the arrows Figure 2, the vessel will tend to turn upon its mid length, whilst if both
streams of water are driven out on the same side, there will result a displacement
of the vessel parallel with its length. This greatly facilitates the maneuvering of
the vessel as already described.
Figure 8 illustrates the arrangement for steering which may be adopted. The

page_text: tiller ropes or chains are passed round the barrel in the usual manner, the
necessary motion in either direction being given thereto by a worm wheel and
tangent screw driven by the electro-motor F. The necessary changes of motion
may be obtained by any of the known electrical or mechanical means.
When the vessel has occasionally to travel at an increased speed, this result may
be obtained very easily and economically, the sub-division of the motor plant
enabling the whole or any smaller part of it to be used at the same time. Further,
the advantage of being able to perfectly balance the whole of the moving parts,
enables a lengthened run at a high speed to be endured by the structure of the vessel
and by the crew and passengers without risk and discomfort.
Figures 11 and 12 illustrate in what manner this invention may be applied to
the propulsion of rafts, ferry boats, barges and the like. The electro-motor is
contained in the chamber and drives the propeller V direct. The whole
arrangement is movable about a vertical axis in the manner of an ordinary
rudder by means of the tiller S. The motor O receives its current from the
dynamo or battery through the conductors U. The prime motor may consist of
the portable engine H or of a petroleum engine. N and N are the suction and
feed pipes for the boiler when a portable engine is used, or for the circulation of
water round the cylinder of the petroleum engine. The walls of the water-tight
chamber are of cast iron and may form part of the field magnet of the motor.
As shewn by Figure 12 which illustrates the application of twin screws, the
penetration of water into the chamber is prevented by the stuffing box e', and the
tubes, the ends of which may be led to any suitable place on board, serve
for conveying lubricating oil to the bearings. By the employment of two of the
motors and propellers shewn the ordinary steering gear or the arrangement
shewn in Figure 11 is unnecessary all the manoeuverings being effected by the
screws themselves. The larger tube Q, opens into the chamber and serves for
ventilation, for the passage of the conductors, and for the insertion of a suction
tube through which any water leaking into the chamber may be withdrawn.
If desired, the apparatus may be fixed to a raft by means of a clamp such as Y.
When the motors are required for occasional use the accumulator battery already
herein before referred to may be placed at K.
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 1
claim is,―
1. The hereinbefore described method of electrical propulsion for navigable
vessels, rafts, boats, and the like, which consists in driving the propellers by electro-
motors receiving their current directly or indirectly from generating dynamos
carried upon the vessel itself together with the prime motors driving them, sub-
stantially as set forth.
2. In a system of electrical propulsion for navigable vessels, boats, rafts, and
the like, the sub-division of the generating and motor plant which enables a higher
or lower speed to be obtained and enables a reserve of plant to be kept in hand for
accidents and emergencies, substantially as hereinbefore described.
3. In a system of electrical propulsion for navigable vessels, boats, rafts and the
like, the combination and arrangement of the motors and propellers with a closed
chamber arranged outside the vessel or boat, substantially as hereinbefore
described and as illustrated by Figures 4, 5, 11, and 12, of the accompanying
drawings.
4. In a system of electrical propulsion for navigable vessels boats and the like,
the utilisation of a portion of the current generated by the principal dynamos
for the purpose of operating electro-motors for pumping ventilating and for
other mechanical services, substantially in the manner and by the means herein-
before described.
5. In combination with a system of electric propulsion for navigable vessels rafts
boats and the like pumps constructed and arranged to throw streams of water. to

page_text: either or both sides and thus to facilitate the turning displacement or maneuvering
of the vessel, substantially as set forth.
6. In combination with a system of electrical propulsion for rafts ferry boats
barges and the like a portable or fixed prime motor, a battery of accumulators
which can be continuously charged and from which the motors are supplied, and
a portable or movable motor chamber substantially as herein before described with
reference to the accompanying drawings.
Dated this 23rd day of June A D 1809