IMPROVEMENTS IN SHIPS AEROSTATS PROJECTILES AND OTHER VESSELS OR STRUCTURES INTENDED TO BE PROPELLED THROUGH WATER OR AIR
Year: 1883

page_text: LETTERS PATENT to Nicolas de Telescheff at present residing at N° 52 Rue
basse du Rempart Paris in the French Republic Captain of Artillery for an
Invention of "IMPROVEMENTS IN SHIPS AEROSTATS PROJECTILES AND OTHER
VESSELS OR STRUCTURES INTENDED TO BE PROPELLED THROUGH WATER
OR AIR
COMPLETE SPECIFICATION filed by the said Nicolas de Telescheff at the
Office of the Commissioners of Patents on the 10th April 1883:
NICOLAS DE TELESCHEFF at present residing at N° 52 Rue basse du Rempart
Paris in the French Republic. Captain of Artillery "IMPROVEMENTS IN SHIPS,
AEROSTATS, PROJECTILES AND OTHER VESSELS OR STRUCTURES INTENDED TO BE
PROPELLED THROUGH WATER OR AIR."
My Invention consists in the application to the construction of ships, locomotive
torpedoes, aerostats, projectiles and other vessels or structures intended to be
propelled through water or air, of certain forms and arrangements, by means of
which the "vis viva" of the fluid displaced by the forepart of such vessels or
structures is converted into nechanical work acting on the afterpart, and in the
line of motion thereof, thus reducing to a minimum the resistance opposed thereto
by the inertia of the fluid.
It is known that when a body, as in (A.), (fig. 1. of the accompanying drawing),
floats motionless in still water, the pressures of the latter on its forepart (b.) and
afterpart (c.) are in equilibrium, but, when moved forward, its fore end displaces
the water which is then set in motion. The water can only move by reason of
the difference between the pressures, consequently, under the atmospheric pressure
which acts uniformly on all its surface, before it recedes from the floating body, it
must rise above its level. In point of fact, it so rises against the forepart (b.) to a
height corresponding to the velocity of the body (A.) and thereby increases the
pressure on this part (b.). At same time, the afterpart (c.) recedes from the
particles of the water which formerly pressed against it and which, by reason of
Esion 71

page_text: their inertia, remain motionless; a depression is thus created behind the afterpart
which uncovers the latter, to a depth corresponding to the velocity of the moving
body (A.), for it is only at this velocity that the water can follow the afterpart.
This depression or hollow, by reducing the pressure on the afterpart (c.) increases
in the same ratio the resistance to the forward motion of the body (A.).
By fining down to a greater or lesser extent the fore and aft lines of ships or
vessels, the velocity of displacement of the mass of water is reduced to a certain
extent, but the mass so displaced by the motion of the ship can neither be
suppressed nor even diminished. In order therefore to maintain a constant velocity,
the work of the propeller must balance the "vis viva" of the mass of water
displaced plus the work of the friction of the water against the submerged surface,
and the resistance of the air on the portion above the water line.
"
"
The object of the present invention is to utilize the "vis viva" or living force
contained in the mass of water or air set in motion, that is to say, to give to a
floating body such a form that the entire "vis viva" of the fluid displaced by the
forepart thereof shall be expended as mechanical work acting on the afterpart in
its line of motion. With the forms usually given to floating bodies, the mass of
fluid displaced recedes from the surface of these bodies, and its vis viva is
expended in the formation of waves. It is evident that, in order to utilize this
power, we must separate the portion of fluid set in motion from the rest of the
surrounding mass, or in other words, instead of allowing it to flow outside the moving
body, we must compel it to pass through the interior of the latter, and finally, to
develop the work contained in the "vis viva" of the fluid, the latter must leave
the body without velocity of its own.
Fig. 2. represents, in vertical section, an elementary form of a floating body (A, B.)
constructed according to this invention.
Fig. 3. is a vertical section of the same through the smallest section of the inner
channel (S, S, S., S., S', S'.), (fig. 2.).
(A.) is the forepart of the floating body, and (B.) the afterpart thereof. Through
the centre of this body which is externally of a cylindrical form runs a longitudinal
channel (S, S, S., S., S', S'.) giving free passage to the fluid. When immersed and
loft motionless in the latter, (say in water), the pressures on its surfaces are in
equilibrium and its conditions of buoyancy and stability are the same as for other
floating bodies. Let us now suppose it to be propelled in the direction of (B.)
to (A.), (fig. 2.). During its onward motion, the water contained in the afterpart
(S, S, S, S,) of the inner channel will tend, through its inertia, as stated in
reference to fig. 1., to remain behind and exert the same action as the piston of a
suction pump; the hydrostatic pressure within the channel will thereby gradually
decrease until the difference between the external pressure on the area of the after-
part (S', S.) and the internal pressure on the area (S,, S.) attains the pressure which
corresponds to the velocity of the motion of the body.
If we call (h) the height of the column of water corresponding to the internal
pressure; (H.) the height corresponding to the external pressure of the atmosphere,
and (h) the distance between the level of the water and the centre of gravity of
the area (S, S., (h) the height corresponding to the constant velocity (V.) of the
motion of the body, we will have:
-
H. + h₁. — h。. = h., or h₁ = H, + h. — h..
-
Through the decrease of the pressure on the area (S„, S.), the equilibrium of the
pressure of the water in the fore channel (S, S, S., S.), will be broken, the water will
run from (S, S.) to (S. S.) and the greatest velocity of this motion will correspond
to the difference between the pressures. The pressure on (S, S,.) has been indicated
by the height (.); the pressure on (S, S.) is the same as on (S', S'.), that is to say
(H.); the height which measures the pressure corresponding to the maximum
velocity will then be (h.), that is to say as above H. + h. — h₂ = h.; but the
velocity corresponding to the height (h.) is (V.), consequently the water will pass
through the area (S, S.) with its own velocity (V.), and as, at the same time, the
-
5

page_text: body moves with the same velocity (V.) in the opposite direction, the water will
then flow with a relative velocity to the inner surfaces of the area (S,, S.),
V.+V.2 V..
=
Let us now suppose that the area (S,, S.) measures (S.) square metres of surface,
the volume (U.) cubic métres of water which will pass through the area (S„, S.) in
a unit of time, will then be:
》
relative velocity (V.), and its volume being the same, (U.) cubic metres, we will
have:
U cub. met.
=
S. V.,
whence S. = 2 S
but as the area (S, S.) is composed of two portions, (fig. 3.), viz.: the area of the
greater section (corresponding to the midship beam of a ship) and the area (S„, S„.),
we will have:
S. = S. + M., whence S.
==
= M., and S. = 2 M..
To obtain the dimensions of the internal lines of the channel of the floating body,
we must first define the value of the areas (S₁, SÅ, SÅ SÅ,
- S-1 S-1) as
also their relative distances.
We have supposed that the body moves at a velocity (V.) métres in a given
unit of time; by reason of this motion, the active velocity ("propria velox") of
the water continues to increase from the opening (S, S.) until at the opening (S, S.),
it attains the velocity (V.). Its "vis viva" will consequently be
5 (U.) is the volume of water in cubic métres, (K.) the weight of the cubic métre of
water, and (g.) the accelerated motion of gravity.
U. K. V.2
I.
in which
Let us suppose that the pressure on the unit of the surface (S, S.) is (P.)
kilogrammes, and the pressure on the unit of the surface (S, S,) is (P.) kilo-
grammes, the work of the "vis viva" of the water will be (P. - P.) U., or

page_text: that is to say the value already ascertained.
To define the relative distances of the areas which we have ascertained, it must
be remarked that the relative velocity of the water at the fore end (that is to say
at the area (S, S.)) is equal to (V.) velocity of the motion of the body. From
thence, the water begins to acquire its active velocity which increases progres-
sively and reaches the area (S₁, S.) at a relative velocity (V. + V. ✓1), conse-
quently, the space traversed by the water or the distance between the two
areas (S, S.) and (S₁, S₁.) will be:

page_text: 15
The velocity near (S₁, S₁.) being V. + V. ✓, that near (S., S..) will be
V. + V. ✓ consequently the distance between the two areas will be:
2
V7 V
17
and finally the distance between the areas (S-, S-1.) and (S„ S) will be:
c. = (² + √⇒ + √).
In totalising these values, and dividing each member by the sum, we will have
abstract fractions, and to obtain the real distances of the areas for each case, it will
> be sufficient to multiply each of these fractions by the length of the forepart of the
body. In this manner, we obtain all the elements for the outlines of the latter by
a simple multiplication of the abstract fractions by the area of the midship beam
on one side and on the other, by the multiplication of the abstract fractions by
the length of the forepart, that is to say independantly of the velocity (V.) of
its motion, so that these relative dimensions can be used for all required degrees
of speed.
The water in the forepart or bow flows off in the afterpart or stern with its own
active velocity (V.) and at the hydrostatic pressure (P.); the work contained in
its "vis viva
"J
U. K. V
2 g.
1✓✓) is, as we have seen above, equal to (P. – P.) U.. To
-
enable the water to leave the channel by the stern, its pressure must be (P.) kilo-
grammes, that is to say, that it must pass from the pressure (P) to the
pressure (P.), and consequently produce the work (P. - P.) U. provided by its
"vis viva" so as to expend it entirely, and we will finally have:

page_text: S'
S'
S', SS, and S. are equal to the corresponding
areas SS-3
S, S, S₁, and S. of the bow; and, as at the same
time, the velocities of the water corresponding to these areas are also equal to the
velocity of the water, the relations between the distances of the areas of the stern
will be the same as those we have found for the areas of the bow. Consequently,
to ascertain the real distances between the areas of the stern, we have only to
multiply the same fractions by the length of the stern; this length can be equal or
not to the length of the bow, at the will of the builder, but it is clear that for a
given length of body, the burthen will be more considerable when these lengths
are equal, that is to say, when the midship beam is located exactly in the middle.
As above shown, the progressive pressures of the water acting on the inner
surfaces of the forepart or bow are equal to the pressures acting on the surfaces of
the afterpart or stern. These pressures act normally on each point of these surfaces.
Let us take the pressure (P.) acting on a point of the perimeter of the area (S₁, S.)
of the bow, and the pressure (P₁.) acting on a point of the perimeter of the
area (S, S₁.) of the bow, and the pressure (P.) acting on a point of the perimeter of
the area (S, S₁.) of the stern, (fig. 2.); these pressures or forces can be decomposed
into forces (Q, Q.) acting in the vertical plane, and in forces (Q', Q') acting
horizontally. The forces (Q, Q.) are in equilibrium, and the sum total of the
horizontal forces (Q', Q') acts on the midship beam, and, as will be seen by the
drawing, the forces (Q', Q'.) in the forepart, act in the opposite direction to these
same forces (Q, Q.) acting on the stern; these forces being equal to each other,
their action on the body is nil. The same effect is produced on all the points of
the inner surfaces of the bow and of the stern, that is to say, that all the forces
acting on these two parts, and produced by the motion of the water are in
equilibrium. In order that the outer surface of the body may not meet with any
resistance from the inertia of the water, this surface must take the form of a
cylinder or of a straight prism, that is to say that the generating lines forming the
surface must be parallel to each other and to the axis of the body. The directing
line or perimeter of the area (S, S.) can be of any form.
It will thus be seen that with a floating body constructed on outlines deduced
from the above, whether it lies motionless in still or flowing water, or whether it is
in motion, the pressures of the water on all its parts are always equal and directly
opposed to each other; consequently, during the motion of the body, the work of
the resistance arising from the necessity of displacing the water is equal to zero. The
maximum of the velocity of the motion of this body will correspond to the greatest
difference of the heights (H. + h.-ho), that is to say, when (h) is equal to zero,
but in practice this result can never be attained, because, with the decrease of the
pressure of the water in the channel, vapours are formed, the tension of which is
proportionned to the temperature of the water. This vapour tension can, as is
known, be deduced from Regnault's formula: thus, at the teinperature of 5° Centi-
grade, the tension or pressure of the vapour corresponds to 0,88845 métro of the
height of the column of water, that is to say that (ha) equals this figure.
H. = 10,334 metres, and by giving to (h.), distance between the level and the
centre of gravity of the area (S.), 2 mètres, we will have:
H. + k, a kg.
-
= 11,44555,
παιδέσεις.
and the velocity (V.) corresponding to this height will be deduced from the
oquation :
motrea
V. = √2 g. (H. + h₁. — h。.) = 14,984 per second,
or 53,944 kilometres, equal to 33,52 knots per hour.
If the temperature of the water is 250 Centigrade, the height (ho.)-3,882 métres;
the other values remaining the same, the velocity (V.)=46,356 kilometres, or 28,8 knots
per hour.

page_text: Fig. 8. a plan of the same.
In this type, the main body or hull is connected to the casing which forms the
channel, by a partition or keel M'. which, dividing it in two parts, serves to
consolidate the whole structure; this type can therefore be adapted to boats of
larger dimensions than the preceeding.
The portion of the hull (A.) above the water-line (fig* 7. & 11.) can be built
of any ordinary form.
Fig 8., 9., 10. & 12. represent, in vertical section through the midship beam,
different types of ships constructed according to my system.
In fig. 8., the part M'. dividing the channel, is widened so as to form a chamber
or hold for the reception of the engine and cargo.
Fig. 9. represents a similar type of proportionately smaller draught;
Fig. 10. a type in which the channel is placed in the axis of the ship, the lateral
walls of the casing thereof forming a free space or hold on each side.
The external walls forming the channel for ships of large size can be strengthened
by the partitions indicated by M. in fig. 6..
Fig. 12. a type applicable to submarine boats and locomotive torpedoes.
The mode of applying my invention in the construction of ships or other floating
structures of various descriptions will be readily understood from the above
examples. As before stated, the object in view is to obtain the maximum of
speed with the minimum of resistance, so that the motor, to sustain the constant
velocity will only have to balance the work of friction of the submerged surfaces
against the particles of the water, and, when necessary, the work of the resistance
of the air on the portion above the water-line.
The different formulas at present used to determine the resistance to the motion
of ships, give variable results for the resistance due to the friction and should
preferably be replaced by the following :

page_text: proportion can be increased, and then, with the same weight, the calibres will be
decreased.
Having now described and ascertained the nature of my said invention, and the
manner in which the same is or may be carried into effect, I declare that,
What I claim and desire to protect by Letters Patent, is:
The application to the construction of ships, aerostats, projectiles and other
vessels or structures intended to be propelled in water or air, of the special forms
and arrangements determined by or resulting from the formulas above laid down,
by means of which the whole of the "vis viva" of the mass of fluid displaced by
the forepart of such vessels or structures is converted into mechanical work
acting on the afterpart and in the direction of the motion thereof, thus reducing to
a minimum the resistance opposed thereto by the inertia of the fluids, substantially
as herein set forth and shown by the figures of the annexed drawing.
In witness whereof, I, the said Nicolas de Telescheff have hereto set my hand
and seal this seventh day of April in the Year of Our Lord One thousand Eight
hundred and Eighty three.
NICOLAS DE TELESCHEFF
(L.S.)