Improvements in Submarine and Submergeable Ships.
Year: 1891

page_text: Date of Application, 26th Mar., 1891
Complete Specification Left, 28th Dec., 1891-Accepted, 26th Mar., 1892
PROVISIONAL SPECIFICATION.
Improvements in Submarine and Submergeable Ships.
I, HENRY MIDDLETON, of 3 Wellesley Villas, Wellington Street Slough, in
the County of Buckingham, Engineer do hereby declare the nature of this inven-
tion to be as follows:-
In my previous Specifications of 1887 & 1888, numbered 4604 and 13,945
respectively; I have described methods of propelling, guiding, governing &
completely navigating boats or ships when submerged; such vessels being supposed
to have their engines actuated when under water by the submarine motors described
in the Specifications mentioned. I here add to, & enlarge, the scope of my system
of submarine navigation by showing how to apply electricity to working the pro-
pelling guiding & navigating gear of my submergeable ships when under water.
As sources of electricity I use either storage batteries ("accumulators") or dry
batteries, or primary batteries. If accumulators be used, they are recharged by
the electricity which can be evolved from the electro-motors used as "dynamos,"
which in such case are driven by the submarine motors-to wit, steam, petroleum
or other engines-which are used to propel the boat when above water. It is
supposed that usually the boat is at rest when the "accumulators are being
recharged; however, I so arrange matters that a small portion of the energy of
the boats steam engines is available for propulsion while the greater part is used to
turn the dynamos recharging the storage batteries; however the amount of energy
so employed is optional.
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When the accumulators are again charged the boat is ready for active service,
as it can be driven by steam within a convenient distance of the fore, & then the
boat being closed watertight, can be driven by both steam-when a steam engine
is used and electricity under water. Of course the small store of steam in the
boilers won't last long; but it helps to save the electricity as long as it does last,
the electric current which flows into the electro-motors being made stronger &
stronger as the steam engines work more feebly. If a petroleum or other motor
be used whose "exhaust is not condensable, it must be stopped if the boat is
entirely shut up to proceed any distance below the surface of the sea; but if only
the hull of the ship is submerged, & air is drawn in by the air funnels described in
my previous Specification No. 13,945 of 1888, these motors also can be used to save
the expenditure of electricity from the accumulators.
According then to this invention, I add a separate shaft with suitable cranks or
other gear which is attached to the "fin levers" (described in Specications
Nos. 4604 and 13,945 of 1887 & 1888 respectively & modified by this invention).
This shaft can be put in connection with either-or both the motors with which
the ship is furnished. The sort of connection I have designed being a slight
modification of the ordinary clutch & spur gear, or the clutch & bevil gear or any
of the other well known methods of transferring power from one shaft to another,
may be used, only I modify the teeth of the clutch-when using the first method-
so that it can connect the shaft actuating the fin levers with either or both motors,
or both may be disconnected therefrom. It is supposed in the above that both
steam engine & electro-motor are fixed, but if it be thought best to move (rotate)
the steam engine about trunnions after the manner described in Specification
No. 13,945 of 1888; two more shafts are generally necessary, one above (or below)
the steam engine, & one in the axis of its trunnions; but as such is a rather need-
less complication I generally prefer to use the one shaft, & keeping both the steam
engine & electro-motor fixed rotate only the frame carrying the fin levers.
However when this is not done but the steam engine is itself rotated about

page_text: trunnions it is furnished with a pipe connection which permits the steam supply to
be continuous when the engine flexed. Of course this may be done by using a
flexible pipe; but a preferable method is to employ a stuffing box connection
attached to the engine & placed in the axis of its trunnions so that the engine turns
about the steam pipe passing through the stuffing box, as a pivot or trunnion.
The framework carrying the fin levers is always supposed to be constructed so
that it may be flexed forwards & backwards by turning from 30° to 45° around a
hollow trunnion. If the. submarine vessel be of small size in fact but a small boat:
this flexing of the fin frame (& consequently fins) is easily done by a winch rotated
by hand, the axle of the winch carrying a screw thread into the teeth of which a
wheel, attached to the frame carrying the fin levers, gears. But when the sub-
marine ship is large the power of an engine must be substituted for manual power, &
in this case it is in general most convenient to control the engine (which is preferably
an electric engine, though in my Specification of 1888 No. 13,945 I have shown
how a vapour engine may be employed) by automatically acting machinery. That
is to say, the machinery moving the frame carrying the fins can be controlled in its
motions by being connected with a pressure box, or depthing chamber, in such
fashion that if the box is adjusted to keep the boat at a given depth below the
surface of the water, any change of depth distorts the flexible top (or both top &
bottom if so arranged) & causes it to move in or out which motien shifts a clutch
so as to connect a bevil gear driving one way or the other, & flexing the fin frame
backwards or forwards. Now I have shown in my previous Specification
(No. 13,945 of 1888) how this flexing causes the boat to move up or down,-the
fins being supposed in motion-& have shown there how such flexing can be
effected by using steam or other vapour as a motive power; here, I propose to
show how to use electricity (for the same purpose)-to wit-by employing a small
electro-motor which, being driven by the accumulators or other sources of electric
energy in the boat, is by them kept in constant rotation, & when the vacuum box,
or depthing chamber, is caused by variation of the water pressure to change its
form. it moves a lever whereby a clutch is forced into one or other of two bevil
wheels which gear into a third bevil wheel & thus cause it to rotate one way or the
other, which rotation, actuating proper gearing flexes the fin frame back or forth &
so directs the plane of the fins that their action (when in motion) is to cause the
boat to rise or sink.
In much the same way the boat is kept on an even keel. Thus suppose there is
no variation of pressure on the vacuum box, then the chutch, previously spoken of,
will remain midway between the bevil wheels & the fin frame not he flexed. But
suppose men or weights are moved from one end of the ship to the other so as to
cause its "trim" to alter; then a heavy pendulum shifts another clutch of a second
bevil gear arrangement so as to cause an electro-motor to haul weights from one
part of the boat to the other so as to restore the equilibrium or trim; or, where
the boat has four "fins" instead of two, then the front, or back fins-as the case may
be are flexed so that they may act in such manner that the "trim" of the ship is
restored to its original state.
With a view to prevent ingress of water through the ports in which the fin levers
work several devices are used; to wit, either a ball & socket joint "is employed;
or a hollow trunnion carrying within it an axle on which the fin lever turns, &
the opening in the trunnion and is closed by a rubber dise, or piece of flexible
leather, tarpaulin &c. &c. through which the fin lever passes & the disc is
stiffened or rather supported by a light framework & springs against the water
pressure or a still better way is to connect the fin lever with a forked interior
portion the forks springing from the ends of the pivots or axles on which it turns:
insomuch as by causing these pivots to work through stuffing boxes in the sides of a
cell placed within the hollow trunnion on which the fin frame turns, we get an
arrangement that is quite watertight, simple & not much affected by friction. How-
ever though theoretically such joint can easily be made thoroughly water tight,
yet if from bad workmanship accident, or other causes it leaks, of course a rubber

page_text: disc can in addition be put on over, or round, the fin lever & attached to the side
of the boat as described.
I of course propose to drive the screw propeller of my boats by electricity as
well as steam, but as there is nothing of much novelty in such arrangement further
description seems out of place or a work of supererogation.
Having thus described the propelling & navigating gear of my submarine ships
and the methods I employ for their automatic control, I pass on to speak of the
means I adopt to secure the safety of the crew in case of accident: & to guard'
against such proving fatal to the occupants of my submergeable vessels; & to
permit such ships to be left, although sunk, I construct a detachable interior
chamber, so arranged that when the crew are compelled to abandon the boat, they
have but to betake themselves to such chamber, and shutting themselves therein.
cause it to move upwards along rails (like a "lift" or "elevator") by the thrust of
a rod ending in a piston head which works in a cylinder & under which piston
head the products of combustion of rocket powder may be caused so to act as to
force it upwards in the aforesaid cylinder & eject the "caisson," (or water tight
detachable chamber) from the ship. Of course this caisson is made specifically
lighter than water & will float as soon as freed-in the manner just described―
from the ship.
In small submarine boats, I use oil in preference to coal as a means of heating
the water, or other liquid used in the supermarine boilers. Further this oil-or
other liquid hydrocarbon--is usually stored in a number of deep tanks (that is high
in comparison with their breadth & width) and all connected by tubes to a central
chamber near the centre of the boat. This central chamber acts as a reservoir
into which the oil is allowed to How or forced by a pump before it is used in the
furnaces; the object being to prevent a small amount of rolling, pitching, or
scending of the boat causing large masses of fluid to move about in any way.
which might be dangerous to the boats stability. Thus the reservoir spoken of
being near the boat's centre any motion of the contained oil will but little affect
the boat's stability; while with regard to the vertical tanks placed in convenient
positions throughout the vessel, water is allowed (or forced) to flow in them as
fast as the oil flows out, they are thus kept full & thus any heeling motion of the
boat causes no serious change of stability. Of course the centre chamber may
have water likewise forced in it but it is in general better to keep it full of oil.
Lastly, if the submergeable boat is very small & only able to carry two men,
say, they are generally seated in the safety caisson, doors or openings-which
permit them to attend to the engines &c. &c.; but which openings can be closed
water tight in case of accident. A glass dome or conuing tower is commonly fitted
to the caisson. If the submergeable boat is only large enough to take one man,
he is generally compelled to adopt a recumbent position, & lie on his back while
he works (by manual power) the propelling & fin mechanism of the boat. Of
course cranks or winches turned by hands & feet may be more or less directly
attached to the fins & propeller, but it is better for the man to use his muscles to
wind up a spring which is a more convenient source of power, & can be wound up
(by suitable mechanism) as fast as it runs down. Electro-motors & batteries,
(storage or primary &c.) can of course be used-especially for submarine work-
if the boat's size permits. But when the boat is very small they cannot be put
aboard, & the inan must be furnished with a supply of oxygen & apparatus for its
purification.
Dated this 25th day of March 1891.

page_text: COMPLETE SPECIFICATION.
Improvements in Submarine and Submergeable Ships.
I, HENRY MIDDLETON of 3, Wellesley Villas, Wellington Street Slough, in
the County of Buckingham, Engineer do hereby declare the nature of this inven
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement :-
In my previous Specifications of 1887 & 1888, numbered 4604 and 13,945
respectively, I bave described methods for propelling & navigating boats or ships
when submerged; such vessels being supposed to have their engines actuated when
under water by the submarine motors described in the Specifications mentioned. I
here add to, & enlarge, the scope of my system of submarine navigation, by showing
how to apply electricity to working the propelling & guiding gear of my sub-
mergeable ships when under water.
As a source of electricity I use either storage batteries (accumulators) or primary
batteries. If storage batteries are employed they are recharged when exhausted.
by using the supermarine motors of the ship-to wit-steam engines, boilers etc.-
to drive the electro motors which then become sources of electricity (or
"dynamos"), and furnish the current requisite for recharging the secondary cells.
Of course during this process the boat is supposed to remain more or less at rest,
although it is possible to use a small part of the energy of the steam engines to
get a slow propulsion of the ship: however, generally is better to allow the
vessel to remain at rest while the whole power of the steam engines is used to
drive the electromotors, used as dynamos, to recharge the secondary cells. Primary
batteries are of course free from the defects of requiring the boat to be more or
less stopped while they are being refilled. Indeed, the primary battery of the
future may be far more useful than accumulators to propel submarine ships; but,
in the present or at present the extreme expense of all known forms of primary
batteries appears to prohibit their use in all but quite small submarine vessels.
However, whatever be the source of electricity, it is proposed to restrict its use
as a motive power for submarine ships, to driving their machinery when under
water for, when the boat is above water or only so slightly submerged that air
can be drawn into the hull & ejected therefrom through the pipes, funnels, or other
channels I have previously described in my Specification No. 13,945 of 1888,
when say the boat is above water or its interior in communication with the
atmosphere. I prefer to use steam-or a generator of the steam engine type of
boiler for working the machinery: as coal is cheaper to burn than zinc: but I
do not restrict or limit myself to the use of water as the vaporisable liquid: inas-
much as the lower temperature at which some of the more volatile liquids can be
converted into "steam "-meaning thereby a vapour much above the pressure of the
atmosphere would appear to indicate that they could be employed to advantage iu
submarine ships.
According then to this invention 1 add a separate shaft with suitable cranks &
other gear to work the fin levers described in my previous Specifications No. 4,604
& 13,945 of 1887 & 1888 respectively. And I so arrange matters that this shaft
can be put in connection with either the steam engines, or electro-motors, pro-
pelling the submarine ship. Any of the well known methods of working a shaft
from two sources of power can be used and in like manner one of the different
varieties of engaging & disengaging gear may be employed; but, I generally
prefer to employ a simple clutch arrangement as figured in the drawings accom-
panying this Specification. Or, instead of using a single shaft to transfer or
transmit the power of either or both motors-for there is no reason why both
should not be used, if desired, at the same time-I use two shafts with a switch
arrangement. And, as will be seen, in the sequel, the first of the two methods is
generally best when it is desired to keep the "fin engine" inmovable: and the

page_text: second is necessitated when it rotates, or rather oscillates, about trunnions. Of
course in this latter case when the engine is intended to be movable about an axis
it must be furnished with a flexible steam pipe, or have other apparatus & pipe
connections so arranged & placed in the axis about which the engine turns that the
steam supply is not affected by such motion. Likewise in the case when the fin
engine is movable, the electro motor is supposed to be connected with a shaft in the
axis of the trunnions so that the flexing of the engines does not disarrange the
gearing-be it of cog wheels, chains or bands-which establish a connection between
the source of motion and the shaft mentioned.
Lastly to couple the engine to the electro-motor for the purpose of using such as a
dynamo a swinging frame carrying two spur wheels on the same shaft, or axle,
one of which spur wheels can be made to gear into the wheel b, driven by the
steam engine (see Figs. 1, 2, 3, 4) & the other into the wheel c (see same figures),
driven by the electro-motor, can be used. For, in this case the shifting clutch d
being supposed to be placed out of gearing with both & c; & these two wheels
all unfastened from the fin shaft a. & rotating freely thereon, can be coupled
together by the spur wheels on the swinging frame as described, & thus the
steam engine may be enabled to drive the electro-motor as a dynamo, & therefrom
produce sufficient current of electricity to recharge the secondary cells or
accumulators.
2:
The frame work carrying the fin levers is always supposed to be constructed so
that it may be flexed forwards & backwards by turning from 30° to 45°, or more
if desired, around a hollow trunnion. If the submarine vessel be of small size, in
fact but a small boat, this flexing of the fin frame is easily done by a spur & winch
rotated by hand. For the axle of the winch may be fitted either with a spur wheel,
or screw, which can gear into another cog wheel (of the drawings Figs. 1 and 2)
attached to the fin-frame or the teeth of said wheel on fin frame may be fitted to
work into the thread of a screw on the axis of aforesaid winch (an "endless screw
arrangement in fact). However, when the submarine ship is large, engine power is
preferably substituted for the hand power winch arrangement, and in this case it is
in general most convenient to control the engine (which is preferably an electrical
engine, or motor) by automatically acting machinery. That is to say, the machinery
moving the frame carrying the fins can be controlled by being connected with a
pressure box or "depthing chamber" in such fashion that if the box is adjusted
to keep the boat at a given distance beneath the sea surface, any change of depth
causes the flexible surface of the box to move in, or out; & this motion shifts a
clutch so as to connect a bevil gear on a rotating shaft driven by the aforesaid
electro-motor, which bevil gear being set in action flexes the fin frame back or
forth in a manner entirely similar to that previously by me invented & described in
Specification No. 13,945 of 1888.
With a view to prevent ingress of water through the parts in which the fin
levers work several devices are used, to wit, either a ball & socket joint, or a
joint consisting of an axle within a hollow trunnion, which trunnion is capable of
turning in an accurately bored & truly fitting sleeve, the aperture of which trunnion
being closed by a disc of rubber or flexible leather, tarpaulin or some such substance,
through the centre of which disc the fin lever passes, the centre opening being
closed water tight, & the edges of the disc being in like manner attached water
tight to the sides of the vessel. Further, such disc may be stiffened or otherwise
supported by suitable springs or other convenient arrangements. But a better
method than that just mentioned consists in dividing the fin lever into two prongs
or making it with a forked end, which prongs are made to spring from the ends of
pivots (or a shaft) on which the fin lever turns in its hollow trunnion. Moreover,
these pivots pass through a box furnished with a "stuffing-box" arrangement for
making the hole in the bearings for the pivots water tight. The arrangement is
however so difficult to describe without drawings the reader is referred to them &
their accompanying elucidation in the sequel. Having thus described the propelling
and navigating gear & the means for their automatic control, I pass on to speak
'

page_text: wheels whose position is represented by their pitch 'lines. w is the oscillating
frame, or frame carry the fin axle a which can be flexed so as to vary
the inclination of the stroke of the fins. is one of the hollow trunnions: & e¹
one of the oscillating uprights attached to the fin levers & moved by the
link-work which the cranks on the ends of the main fin shaft a (see Fig. 1.)
drive.
Fig. 4, Sheet 1. is an elevation of the gearing used to drive the propeller
shaft by electricity. a is a band wheel (or chain wheel) driven by the band v
of Fig. 2 (Sheet 2). This wheel a', by spur gearing (see Fig. 5 Sheet 2.)
drives the band wheel ', which communicates motion to the wheel on the
propeller shaft p².
Fig. 5, Sheet 2. is a plan of the steam engine, s, employed to drive the
propeller shaft p', & also the gearing by which such propeller shaft can be rotated
by the electro-motor acting on the band v. is a common clutch arrangement by
means of which the direction of the propeller's rotation can be reversed when the
same is driven by the electro motor, and is a clutch arrangement for connecting
or disconnecting the propeller shaft from the steam (propeller) engine. Of course
when the propeller shaft is connected with the steam engine, its rotation can be
reversed by reversing the engine by the ordinary link motion cominonly employed.
Fig. 6, is a plan of the forked end of one of the fin levers, showing the prongs g
aud g on the interior end of such fin lever.
Fig. 7, is an elevation of the same forked end of fin-lever. Part of said portion.
of fin-lever being removed to show its construction more clearly, and also the
hollow trunnion and box in which the axis of the fin-lever works is shown in
section. Thus in the Figure t', ', is a section of the hollow trunnion which has in
its exterior end a ring r fastened; and to this is attached the flanged box j. This
box is generally made rectangular in shape with its bottom completely closed and
its top (or side next the water) in the form of a circular dise pierced with an
oblong hole through which the exterior portion of the fin-lever works. In
this way the interior of the box (which faces outwards) is open to the water, but
the water cannot enter thence to the interior of the ship: for though the two-
ends of the axle or arbor (see also Fig. 8,) to which the fin-lover is securely
fastened, passes through the sides of the box j, yet the holes in which such gudgeons
turn are kept water tight by stuffing boxes (of Fig. 8 shows one) of the flat
shape shown, or of ordinary form if desired. Further, to each end of the axle
the prongs and g₁ forming the forked end of the fin-lever (see Fig. 6.) are.
attached, and these forked ends are slotted and driven by the machinery of the
boat.
Fig. 8, is a view of the outer end t¹ of one of the hollow trunnions and rectangular
box part of whose cover m, is represented; as broken away in order that the
connection between the exterior portion of the fin-lever f, the axle or pivot.
about which it turns, together with the Hat stuffing box ', and the end of one of
the prongs (see also Figs. 6 and 7) which being fastened to said axle of pivot,
give to the fin-lever its reciprocation motion when actuated by the engines of
the boat.
Fig. 9 Sheet 4 is a representation of the second method I adopt for driving
submarine boats by steam & electricity. The engine is in this case movable
turning to & fro about the trunnions whose axis lie in the line t t. Only a
portion of this engine is shown as it has been frequently figured in my previous.
Specifications Nos. 4,604; & 13,945 of 1887 & 1888 respectively; also in several
drawings of this Specification: the parts represented, being chiefly either wholly
new or modifications of previous inventions. As before b, & c denote the wheels.
driven by the steam & electro-motors respectively & d is the clutch for shifting the
gearing from one to the other source of power. s is a section of the pipe from the
boiler intended to convey steam to the cylinders & this it does in spite of the engine
being flexed in consequence of the device shown at ". u then is a box which with
its exit pipe v can be turned about the pipes which is bent into a right angle as.

page_text: shown. The rest of the drawing appears to be too plain to require further
description.
Fig. 10 is a side view of the engines &c. in the second method I adopt for driving
submarine boats by steam & electricity.
Figs. 11 & 12 are elevations & plans respectively of my 2 man submarine boat.
Here is the piston in the chamber above which the expansive material is placed
when it is desired to cause the cylinder d, & with it the whole box b, to be
detached from the boat. a, a, a are the spaces for accumulators, &c. for the oil.
Figs. 13 & 14 represent an elevation & plan of the submarine gun. r is a sheet
of rubber, tarpaulin or leather or some convenient substance put in or on the two
cylinders to keep out any water which may leak pass the concentric shields & .
When the gun is run into battery, the pieces, slides on the gun tube t carrying
with it the spur wheels c & c which being turned by the stationary racks
turn also the arm m & tompion n. When the gun is fired its recoil automatically
raises the tompion & closes the gun tube. The gun is then loaded at the breech.
Fig. 15, is a plan of the submarine boat, intended to show the position of the
gun shed or casemate, when but a single gun is used, and also the position of the
side fins.
C
Having now particularly described the nature of my said invention and in
what manner the same is to be performed, I declare that what I claim is :-
1st. The application of electricity to working the propelling, guiding and
navigating gear or apparatus of the fin type of submarine vessel I have invented,
substantially as described.
2nd. The first method of using a steam engine in connection with an electro-
motor for the purpose of propelling, guiding and navigating a submarine ship, or
boat substantially as described and represented in the drawings Figs. 1, 2, 3.
3rd. The second method of using a steam engine in connection with an electro-
motor for the purpose of propelling, guiding and navigating a submarine vessel
substantially as described and represented in the drawings Figs. 9 and 10.
4th. Fin-levers with forked ends working through trunnions and water tight
boxes in the side of ship, substantially as described and figured in the drawings
Figs. 1, 2, 6, 7 and 8.
5th. The detachable chamber, or chambers, if it be convenient to employ more
than one, with ejecting apparatus substantially as described and represented in the
drawings Figs. 11 and 12.
Dated this 14th day of March 1892.
HENRY MIDDLETON.