Improvements in Apparatus for Propelling Vessels.
Year: 1896

page_text: Date of Application, 22nd Sept, 1895-4ccepted, 6th Feb., 1897
COMPLETE SPECIFICATION.
Improvements in Apparatus for Propelling Vessels.
I, GEORGE WASHINGTON PRICE, doing business at 174 Weybosset Street, in
the City and County of Providence, and State of Rhode Island, U.S.A., Marine
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 by the
following statement and accompanying drawings:-
My invention relates to improvements in apparatus for propelling by motion of
vessel.
In my present application for patent the invention resides essentially in the novel
manner of suspending the self-levelling cargo-holding tank. In other devices of
this class the tanks have been mounted at the top or overhead, so as to swing or
oscillate substantially like a pendulum. An objection to such former construction
or manner of suspension is that in case the weight or load be unevenly distributed
in the tanks, the movements of the latter are thereby rendered irregular and
uncertain. Moreover, in such former devices the live force or pressure developed,
varies with respect to the vertical location of the load in the tank.
The object I have in view is to so mount or suspend the tank that its relative
movements, or rather the oscillations of the vessel proper with respect to the tank,
will be unaffected by the position or location of the weight in the tank. Another
advantage possessed by my present invention is that the percentage of working
friction is greatly reduced, thereby increasing the efficiency of the apparatus.
In the accompanying four sheets of drawings illustrating my present invention,
Fig. 1 is a longitudinal sectional view of the after portion of a vessel, showing a side
elevation of the tank and its connections. Fig. 2 is a transverse section, in
enlarged scale, taken on line of Fig. 1. Fig. 3 is a lougitudinal section, also
enlarged, taken substantially on the irregular line u u of Fig. 4. Fig. 4 is a plan
or horizontal sectional view, taken on line to two of Fig. 1, the deck being removed,
and Fig. 5 is a corresponding plan view showing the arrangement of the air-
compressors on the deck.
I would state here that neither the general form or type of vessel, nor the
air-compressors, engines and boilers and their connections mounted in the vessel,
constitute an essential part of my present invention, since various forms or
modifications of said parts or mechanisms may be made therein without materially
affecting the manner of suspending the weight tank.
A, again referring to the drawings, designates the hull of a vessel or barge capable
of being provided with my improvements. As drawn, see Fig. 1, the after part of
the vessel's hull is divided below the main deck a by two bulkheads or partitions a²,
thereby forming an inclosed space or chamber between them. It is in this
chamber that the weight or cargo-carrying tank B is mounted. The form of the
tank represented is substantially rectangular, its upper part being beveled and
having a centre opening b therein, located directly below the covered main
hatchway a. It is through these openings that the tank is filled or charged.
At the forward and after ends of the tank are located fixed double girders
or tank-supporting beams cc; these latter extend transversely of the vessel, the
ends thereof being rigidly secured to suitable plates, channel-irons c, &c., fastened
to the walls of the vessel. These girders c carry the several movable members
(soon to be described) which support the tauk. The base of the tank rests on

page_text: rolled beams, which in turn bear upon heavy longitudinally extending beams i;
the latter having strong stands or brackets secured thereto from which extend
large fore-and-aft shafts or wrist-pins h. It is to these pins that the four
suspension-levers h are connected, thus carrying the entire weight of the tank
and its contents.
Each of the said levers h has its lower end h¹ yoke shaped, and provided with
bearings adapted to receive the lateral pins or trunnions of the corresponding
journal-box, in which latter the said wrist-pins are journaled. See Figs. 1, 2
and 3. As thus constructed it will be seen that the device is capable of performing
the functions of a universal joint. The levers h are mounted on and supported by
the fixed girders e, as follows:
To the top of the girders and at the starboard side of the vessel as drawn, are
firmly secured two sets of bearings gl, located forward and aft of the tank B, in
which are journaled the two fore-and-aft strong short shafts g. Between each set
of said bearings is mounted on the shaft g a box g having lateral trunnions 93
journaled in yokes integral with the two corresponding suspension-levers h; said
yokes being formed at the upper end of the levers, see Figs. 2 and 4.
The other two levers h, located on the port side of the vessel and also forward
and aft of the tank, are constructed substantially the same as those just described.
The only difference being that the upper yokes 5 of the levers, the trunnion-
boxes 92 and bearings gl secured to the girders c, are arranged transversely of the
vessel, or athwart-ship. In lieu of the shafts g I employ two shafts k journaled in
said bearings g'. The shafts k are extended towards the port side, the outer ends
thereof being supported in bearings g¹. To each of the said extensions is secured
a vertical lever l, its upper portion extending through the deck a and being suitably
jointed to a connecting-rod d, which in turn actuates the cross-head and piston of a
suitable air-compressing device, as D', located on the port side and longitudinally of
the vessel, all as clearly shown.
I may add that the precise means represented for securing a movement of the
tank in both directions, is as follows:-
The four suspension levers or rods are yoke shaped at their lower ends, as
at h', and provided with capped bearings in which are journalled the trunnions /
of the lower journal-boxes, the latter carrying the four wrist-pins ³, as before
stated. The pins h³ are rigidly attached to the supporting beams of the tank and
move in unison with it. The yokes h' are all alike in form and arrangement, and
constitute, practically, universal joints, because the axes of the wrist-pins
fixed at right angles to the axes of the corresponding truunions ; all the said
pins extend longitudinally of the tank and vessel, see Figs. 2 and 3.
are
The upper ends of the rods A constitute the pivots or fulcrums for supporting
the tank B. These ends, are also yoke shaped; the forward and after yoke axes
on the starboard side, as drawn, being parallel with the yokes on the lower ends
of these two rods, or athwart ship. The axes of the upper yokes of the two rods
on the port side are arranged at right angles to the axes of the bottom yokes, or
fore-and-aft, see Figs. 2 and 4. The upper yokes are mounted so as to form
universal joints, substantially as before stated with respect to the lower yokes.
That is to say, the upper yokes, on the starboard side, carry trunnions g of the
boxes, the latter being mounted on the two corresponding short shafts g
extending longitudinally of the vessel and between which shafts the tank is
located. The upper yokes of the rods h on the port side also carry trunnions g³ of
the corresponding boxes g2 mounted on the two shafts & arranged transversely of
the vessel; see plan view Fig. 4.
By means of this construction it will be apparent that the boxes oscillate upou
the supporting shafts or journals when the rods h swing in one direction, and when
the latter swing in the opposite direction, or at right angles to the first named
movement, the rods oscillate upon the trunnions of the boxes; therefore, the
construction is such that the rods can readily accomodate themselves; to both
sidewise and end wise movements.

page_text: It will be seen that, as drawn, each of the tank-suspending levers h is mounted
and connected so as to operate an independent air-compressor. The port levers
control the port compressors D', while the starboard levers perform a like office
for the starboard compressors D; these latter, however, extend crosswise of the
vessel, see Fig. 5.
In order to operate the said compressors D, the short shafts g are each provided
with a lever e jointed to a similar arm or lever e¹ by means of the link e, see
Fig. 2. To the starboard ends of the girders c are secured boxes f in which a
longitudinally extending shaft f is mounted; to this shaft the said lever el is
secured, thus it will be apparent that upon oscillating the corresponding lever h,
the shaft will be similarly oscillated. A lever e, substantially like lever l, is
secured to shaft, its upper end passing through the deck and being jointed to a
connecting rod d, etc., of the compressor D, substantially as before described with
respect to the compressors D'.
From the foregoing it is clear that any oscillatory movement of the vessel, as in
rolling or pitching, or even a combination of such movements, will, when coacting with
the suspended tank B, actuate some or all of the compressors, thereby compressing
air which may be utilized for propelling the vessel. It will be seen too that the
relative movements of the vessel to the tank, within fixed limits, does not disturb
the equilibrium of the tank the latter remaining substantially stationary and level,
or at least movable in horizontal planes. In order to prevent a too great movement
or stroke of the compressors I provide the sides or walis of the vessel adjacent to
the tank with a series of suitable stops or buffers E. When any of the latter are
in contact with the tank the piston movement of the compressors is for the time
arrested at wbich instant all the parts or members then oscillate or move in
unison with the vessel, consequently no compressor action takes place, as before
stated.
I prefer to provide vessels equipped with my improvement with auxiliary
propelling power, substantially as represented in Fig. 1, wherein F indicates a
suitable steam boiler in which steam may be generated to operate engines H coupled
to the propeller p. Such auxiliary power being more particularly useful in
working the vessels into and out of port. When at sea the steam power may be
dispensed with and the power derived from the waves alone used, or if desired both
forces combined may be employed.
Suitably valved steam piping m¹ connects the boiler and engine, through the
medium of which the action of the propeller is controlled. Upon converting the
wave-action into useful work by means of the tank B, &c., the air thus compressed
by the several compressors D D is conducted by the latter via valved piping m to
the storage reservoir, or as drawn into the boiler F. The air under pressure being
transmitted to the propelling engine H by the inlet piping m¹.
By means of my present invention it is obvious that the manner of suspending
the cargo-carrying tank B is such that the relative movements thereof will be
performed in substantially parallel horizontal planes; the device being immensely
strong, yet capable of working easily and quickly.
Having now particularly described and ascertained the nature of this inven-.
tion and in what manner the same is to be performed, 1 declare that what I
claim, is:-
1. In propelling apparatus for vessels of the class described, a cargo-carrying
tank B suspended by means of suitably mounted swinging or oscillating levers
jointed to the lower portion of the tank, whereby the latter is capable of universal
movement in substantially horizontal planes, and air-compressing devices actuated
by and moving in unison with said swinging levers, substantially as hereinbefore
described and for the purpose set forth.
2. In propelling apparatus for vessels of the class described, the combination
with laterally separated fixed girders or beams rigidly secured to the vessel, and
fixed air-compressors arranged to be connected to a suitable propelling engine, of a

page_text: suspended cargo-carrying tank B located between said girders, a series of swinging
levers supported by and extending downwardly from the girders and jointed to the
lower portion of said tank, thereby suspending the latter and adapting it to swing
in substantially horizontal planes, and movable connections through which the said
air-compressors are operated, said connections adapted to be actuated by and in
unison with the swinging-levers, substantially as described.
3. In propelling apparatus for vessels of the class described, the combination of
oppositely located channel-irons or members and plates rigidly secured to the siles
of the vessel, a pair of composite double beams or supporting girders e extending
transversely of the vessel and firmly secured to said members and plates, a cargo-
carrying tank B, and swinging suspension levers & supported by said girders and
jointed to the lower portion of said tank, substantially as described.
4. In apparatus for propelling by motion of the vessel itself, the cargo-carrying
tank B suspended solely by swinging levers h jointed to the lower part of the tank,
fixed girders c arranged transversely of the vessel and supporting said levers, and
stops or buffers, E, for limiting the relative movements of the tank with respect to
those of the vessel, substantially as described.
GEORGE WASHINGTON PRICE.
Ernest de Pass,
Chartered Patent Agent,
78 Fleet Street, London, and 5ª Market Street, Nottingham,
Agent for the Applicant.