US897666A - Method of controlling air-ships. - Google Patents

Method of controlling air-ships. Download PDF

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Publication number: US897666A
Authority: US; United States
Prior art keywords: shell; lining; compressed air; air; diaphragm
Prior art date: 1906-07-30
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.): Expired - Lifetime

Application number

US379822A

Inventor

Mario Schiavone

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Individual

Original Assignee

Individual

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

1906-07-30

Filing date

1907-06-20

Publication date

1908-09-01

1906-07-30 Priority claimed from US32837606A external-priority patent/US868223A/en

1907-06-20 Application filed by Individual filed Critical Individual

1907-06-20 Priority to US379822A priority Critical patent/US897666A/en

1908-09-01 Application granted granted Critical

1908-09-01 Publication of US897666A publication Critical patent/US897666A/en

1925-09-01 Anticipated expiration legal-status Critical

Status Expired - Lifetime legal-status Critical Current

Links

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239000007789 gas Substances 0.000 description 14
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UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 8
229910052782 aluminium Inorganic materials 0.000 description 8
XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 8
239000001257 hydrogen Substances 0.000 description 7
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Images

Classifications

- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B1/00—Lighter-than-air aircraft
- B64B1/58—Arrangements or construction of gas-bags; Filling arrangements
- B64B1/62—Controlling gas pressure, heating, cooling, or discharging gas

Definitions

My improvements relate to the class of air vehicles in which the buoyancy of a confined gas of relatively light s )ecific gravity is utilized in sustaining and floating the apparatus as a whole in the atmos )here; and )articular] y to vehicles of this c ass in which a plurality of aerostats or floats are incorporated in a common structure, supporting means for repulsion, &c.
my invention as utilized in conjunction with a twin lloat vehicle although I do not restrict mysel'l thereto, since the principle involved is applicable to a single elongated aerostat, or to any plural number thereof coupled rigidly together.
Figure 1 is a plan of a twin-float air ship embodying the essential features of my invention
Fig. 2 is a plan on a larger scale of the central platform and adjoining parts
Fig. 3 is a section upon plane of line 3-3Fig. 2
Fig. 4 is a sectional elevation taken upon plane of line 44-Fig. 2
Fig. 5 is a sectional elevation taken between the twinfloats, showing one of the propellers
Fig. 6 is a transverse section of one of the shellfloats upon an enlarged scale, illustrating the operation of displacing the atmospheric air therefrom
Fig. 7, is a sectional detail of the nipple on the under side of the shell Fig. 8, is atop view
Fig. 7 is a sectional detail of the nipple on the under side of the shell Fig. 8, is atop view
Fig. 7 is a sectional detail of the nipple on the under side of the shell Fig. 8, is a
Fig. 10 is a sectional view of the so called bow end of one of the floats
Fig. 11 is a sectional view of the bow end diaphragm showing the connection for introducing hydrogen into the shell
Fig. 12 is an elevation of a plug suitable for closing the nozzle in the end of the diaphra m when the gas pipe is removed
Fi 1.3 is t 1e section of the stern end of a shell slowing the atmosphere expelling lining inflated, also showing the disk by which (lie lining bag is closed during the operation of inflation
Fig. 1.4 is a section of said closing disk sealed
Fig. 15 is a sectional view upon a larger scale through the joint by which the lining bag and closure disk are secured to the truncated end of the diaphragm;
Fig. 16 is a cross section of the joint by which the edge of each diaphragm is secured permanently to its shield;
Fig. 17, is a cross section of the joint by which the detachable apex-sections of the ends are secured to the shell Fi 1.8, is an elevation of the rear end of a shell s 0W- ing the truncated. end of the diaphragm together with a portion of the removable lining, and illustrating the method of withdrawing the lining from the shell through the closure disk;
Fig. 19, is an elevation of said diaphragm as closed or throttled after the removal of the temporary lining;
Fig. 20, is a sectional view of an end of the shell showing the diaphragm inflated to its fullest extent by compressed air.
A represents twin aero stats or floats of equal size and shape; and identical in construction in every particular, so that the following description applies to both alike.
a is an external shell or casing of relatively thin sheet metal, preferably aluminum on account of its low specific gravity, strength, ductility, and other well known inherent attributes which render it specially adapted for the purpose.
This shell is formed with a cylindrical body having ends tapering to a point, to facilitate the displacement of air when the vehicle is propelled therethrough in either direction.
each end of the cylindrical shell is that of an ogival body, for the reason that this geometrical'form of end piece effects the displacement of atmosphere with the least possible resistance, since it facilitates the afflux of the external fluid molecules at the bow and stern irrespective of the direction of motion.
the terms bow ant. stern are here used mainly and relatively for purposes of convenience in description, since, as a matter of fact, after the air-ship is installed, charged with the buoyant medium, and ready for use as hereinafter set forth, the conditions are identical at each end of the vehicle.
the cylindrical body of the shell a is preferably built up and composed of a series of annular sections a, which are externally convex in cross section.
the ogival shaped ends a are each built up in part of a continuation of the annular body sections a, decreasing gradually in diameter from the central cylindrical portion of the shell, and in part by a conical removable section a, of plain external surface.
the outer edge of each of the last annular sections a", at the termination of the annular corrugation sections a is not inturncd but is straight, and has secured to it hermetically an external Lshaped flange plate cr", Fig. 17.
each removable section has a corresponding L- shapcd llange plate a, secured to it in like m'ani'icr.
the radially projecting members of these two L-shaped flange plates (0'', a, are bolted together to effect the attachment of the parts,-an annular gasket (t being first interposed between the opposed surfaces to insure an air-tight seal, as shown in Fig. 17.
each removable section a is the conical flange 7), Fig. 10, of an end piece I), having an extension 11 projecting through the extreme end of the removable section a, to the outer end of which extension If, is socured an end. cap 0.
the extension I) is hollow, being formed with a central chamber b closed at its outer end but opening into the removable section a, and having a lateral port 1), into which its and is secured the end of' a conduit pipe a, for the introduction of compressed air as hereinafter set forth.
the extension b", of the end piece I is also formed with abroad external annular flange 5, having semi-circular recesses, into which fit the ex tremities of the longitudinal members f, of the skeleton frame F, hereinafter descri ed said extremities of the longitudinal members f, f, of the skeleton frame being held in place by the band b which is screwed to the end piece I).
each metallic shell. In the bottom of each metallic shell. a, and midway of its length is a mouth or nipple (1, closed normally by a screw ca 3 d, Fig. 7.
a mouth or nipple At the top of each metallic shel l is a series of small hatches e, 6, arranged longitudinally and closed normally by hinged covers a, 0, held against suitable gaskets e 6 by screw bolts e e as shown in Figs. 8 and 9.
the longitudinal members f, f, of the skeleton frame F conform closely to the external configuration of the shell (1, and consist of sections of aluminum tubing, the adjacent ends of which are united by coupling plates G, which also unite the adjacentends of the tubular sections f, also of aluminum, which constitute the laterally disposed bands or hoops of the skeleton frame work,said hoops encircling the shells and each fitting snugly within one of the depressions formed between adjoining annular sections a, of the corrugated portion of the shell a.
These coupling plates G unite the longitudinal and transverse members or bands into a rigid cage or net completely embracing the shell a, to which cage or net they are in turn rigidly secured, not only by the attachment of the extremities of the longitudinal members f, f, to the end pieces I), of the removable sections a, as hercinbefore described, but also by means of numerous strapsf also preferably of aluminum, by which both the band sec tions j", and the longitudinal sections f, are secured directly to the shell a, at suitable intervals apart.
the two shells (1,, (L, are coupled. rigidly and permanently together and the several sections of the skeleton frame F, united into one integral structure by the cross bars or ties f and stay rods f
the cross barsf are of course preferably of aluminum tubing, the ends of the upper members being coupled to brackets h, (Fig. 4) secured to hoop sections f.
the brackets 7i, for the lower cross bars are secured. both to the hoops sectionsf, and to the longitudinal sections f, of each shell cage.
Some of the intermediate cross bars are in like manner coupled to cross brackets M, Fig. 2, secured both to the hoop sections f and to the longitudinal sections f, while the twin cross bars f f, Fig.
each propeller shaft J Upon each propeller shaft J, is mounted one or more propellers j, of any desired or suitable construction.
Each propeller shaft is driven by a motor K, connected therewith and situated upon a platform 7c, supported between cross bars of the skeleton frame F as will be seen by reference to Fig. 5.
Electric motors are shown symbolically in the drawings as arranged to drive the propeller shaft at each end of the apparatus, but this is by way of illustration on y, as any desired type of motor may be employed for the purpose as ma be found most expedient.
the propel er shafts are so arranged and mounted on the skeleton frames F, that their longitudinal axes coincide in a line identical with the axis of resistance of the twin-float air-ship. This longitudinal axis of both propulsion and resistance is of course midway between the longitudinal axes of the twinfloats, and sufficiently above the center of gravity of the a paratus as a whole to insure stability.
a central platform M Figs. 2, 3, and 4, designed to hold ersons, engines, instruments &c., said p atform being supported by and upon the skeleton frame work in any suitable manner.
This pflatform M is of light construction but su liciently strong to support power generating apparatus X, of some kind as well as an air compressor N, and an accumulator reservoir n, for supplying air under pressure through the pipes a, to the ends of the shells a. Both the compressor N and the pressure reservoir 07, may be of any desired.
these valves may be of the three Way type so that each end compartment may be put in communication either with the com nession tank a, or with the atmosphere; and said valves may be operated independently or simultaneously, either manually or by any well known mechanical expedient.
the weight of the entire extrinsic system is distributed as much as possible along between and below the longitudinal axes of the shell floats, thus favoring and rendering possible their elongation, relatively with respect to their volume or displacement, to such a degree that a minimum only of frictional contact and resistance is aiforded to the atmosphere.
This result is also enhanced by the stability and rigidity of all the external parts, including the shells, themselves as well as the skeleton frame work, connections &c.
the ogival ends of the shells by effecting the displacement of the atmos here with the least possible agitation or c isturbance thereof, also contributes to the general effect in lessening the resistance to be overcome when the vehicle is in motion.
each shell a Near each end of each shell a, is secured an internal diaphragm d, of flexible material of such size and shape as to flt and line snugly the interior surface of its end of the shell in the absence of compressed air between it and said surface.
Each of these flexible collapsible partitions or diaphragms (Z9, may be compared to an ogival-shaped bag the open mouth of which is secured by its annular rim or edge to the shell by a hermetically sealed jointthus formii'ig a compartment (1, Fig. 20, at the extremity of the shell.
Each flexible diaphragm d is preferably formed of layers of strong silk supported and united by intervening strata of rubber, so as to attain tenacity and flexibility and little weight.
the edge of the diaphragm (1, may be permanently secured and sealed to the shell inv any manner desired, although the method shown. in Fig.
Packing rings (1, d, of suitable material are interposed between the folded edge of the diaphragm cl", and the opposed surfaces of the flanges a, and a, before they are clamped together by screw bolts a, a, to insure a strong, compact and hermetically sealed joint.
the outer edges of all four of the diaphragms d", are secured hermetically and permanently to the shell in this or a similar manner.
()ne of the flexible diaphragms (1, say for distinction the bow diaphragm, Fig. 11, is formed with a central disk (1 of leather or other suitable material in which is embedded and through which projects, a coupling pipe or nozzle (1, closed normally by a screw cap or plug (1, shown in Fig. 12.
Both the bow and the stern diaphragms are formed in.tw0 parts,the one truncated main portion of, having its outer edge secured permanently to the shell as above described, and the other a detachable central section 0, which forms the cap or apex of the ogival diaphragm, see Fig. 20.
a zone or band (Z of strong silk is sewed into the truncated portion of the rear diaphragm on the outer side (that which rests against the inner surface of the convergent end when the diaphragm is deflated) to which are attached at suitable intervals guiding loops or rings 61", through which is passed a strong flexible silk gathering cord to be used in throttling and closing this truncated portion. of the diaphragm for the purpose and in the manner hereafter described.
the object of making the diaphragms d 5 with a central detachable section a is to provide for the introduction into the shell and the removal therefrom, of a temporary lining L, for the purpose of effecting the dis-' placement of the atmosphere from said shell and the introduction into it of the charge of hydrogen or other buoyant medium as hereinafter set forth, it being obvious that since the float has a rigid.
the temporary or displacing lining L consisting essentially of a light flexible inu'iermeable bag of a shape and size approximating closely the internal surface of the shell within and against which it fits snugly when inflated therein.
One end. of this temporary lining is convergent or ogival in shape to conform to the interior surface of the diaphragm d, at that end (the so called bow end, Fig. 10) of the shell when said dia- '(Fig. 10) of the shell when said dia- '(Fig.
each of the abutting edges of the phragm is retracted; the other end of the temporary lining is also convergent hut truncated (see Fig. 13), the open edge being i turned outward and having secured to it an annular wire l, of aluminum to facilitate its attachment to the truncated end of the diahragm d, at the other or so called stern end of the shell when the apex-section a', of said latter diaphragm is removed for this purpose.
O is a disk of varnished silk or other impervious material attached at its edge to an annular rim or plate 0, of the same size as the annular wire 1, on the truncated end. of the tem )orary lining L.
the operation of charging a shell (1, with hydrogen or other buoyant medium is performed in the following manner.
the end sections of the skeleton frame and the removable sections of the convergent ends of the shell being detached, the apex-sections a, are also detached from the non-detachable truncated portion of each of the diaphragms.
the covers e, of the hatches e, at the top of the shell are opened and the cap d, is removed from the mouth or nipple d, at the bottom of the shell.
the tem )orary lining L is then introduced into the s ell a, and spread over the lower half thereof, the outer surface of the under half being referably though not necessarily fastene temporarily to the op osed lower half of the shell so as to sprea out the lining in a semicircular or semi-cylindrical form as illustrated in Fig. 6,a flexible neck or conduit 1, protruding from the bottom of the lining havin been first passed through the nipple d, on t 1e underside of the shell 0.
a flexible metallic cable, chain or equivalent R is introduced throu h one of the hatches at one extremit of tie shell, passed lon 'tudinally over t e deflated lining through oops provided for the urpose so as to rest thereon centrally and t en out of one of the hatches at the other extremit of the shell.
the ends thereof, the flexib c neck or conduit 1 is closed in any suitable manner, as by tying or throttling it with a cord and then thrusting it into the shell through the mouth or nipple d, which is then closed by the screw cap (1.
the hatches c are then closed, the apex sections a, attached to the forward diaphragm and the plug or cap d, is removed from the coupling pipe or nozzle (1, in the leather disks at the apex of the bow diaphragm d, and the end of a ipe S screwed into the nozzle d said tube communicating with a supply of h drogen or other buoyant medium.
the dis 0 closing the truncated end of the lining ba L is then slit 0 en and the free end of the flexible cable withdrawn through the opening and attached to a Windlass or other device by means of which the lining bag L may be caused to revolute upon itself, or be turned outside in.
the temporary lining is radually but forcibly withdrawn through t e truncated end of the rear diahragm bringin the contained air (which has been reduce to atmospheric pressure by the slitting of the disk 0) with 1t, while at the same time hydrogen or other buoyant gas is admitted to the shell through the i e to fill the space in the shell (1, vacate li y the lining ba L, and its contents.
the compressed air pipes n, n, eading to the hollow end pieces l), at each extremity of the shell, if of flexible material as is preferable adapt themselves to the dismounting and remounting of the detachable sections a, of the convergent ends of the shell, otherwise they are provided with special cut off valves g, at or near said detachable sections a, and are disconnected between said valve 1, and the accu- Inulator reservoir a, during the operation of charging the shells with the buoyant medium as above described.
both ends of the bag L could be closed and of the same shape as the bow end herein described and shown, but in other respects, since the lining L would fit and com gletely conform to the interior surfaces of the ia hragms d", d, as well as to that of the she I a, the effect of the introduction of compressed air into, or its release from the com partments d, d, would be identical with that herein set forth, the only difference being that the diaphragms would act through the linin L against the buoyant medium instead 0 being in direct contact therewith.
valves n* being three way valves as hereinbefore described, or provision being otherwise made for introducing the compressed air into and releasing it from the com artments d d.
the compressed air is condensed. from the atmosphere only as wanted, the reservoir n, supplied by the air compressor N, when necessary, being designed simply to act as a compensator in.
the compartments (1, (1, might be separated from the central compartment containing the buoyant medium by stationary rigid diaphragms, instead of the 'llexible diaphragms d, shown and described, in which case, while there would be no alteration in the density of the buoyant medium, the compressed air admitted to or released. from the compartment (1, (1, would act as ballast to increase or diminish the specific gravity of the apparatus.
the air compressor and connections in conjunction with the end compartments (1, d, in the floats a I. am en bled to utilize the surrounding atmosphere not only as a means by which the density of the buoyant medium may be varied, but also as an inexhaustible sup ly of ball ast which.
the capacity of the compartments d, d prescribe the quantity OfCOlDlJl'GSSOd air which may safely be forced into said compartments, and hence the degree of density to which the buoyant medium may be reduced as well as the amount or weight of ballast which may be acquired from the atmosphere.
the compressed air is used to. trim the ship and. lceei the longitudinal axes of the two floats A, in the same horizontal plane. That is to say any slight variation of the center of gravity from the prescribed point .may be compensated for by the introduction of compressed air into one or more of the end compartments (1, to counterbalance any excess of weight at any part of the apparatus thus insuring and maintaining the perfect alinement of the vehicle in ascending or deseending or traveling in a straight line in either direction in a horizontal plane.
each diaphragm As however the pressure of compressed air on one side of each diaphragm is neutralized by the resistance of the buoyant gas on the other side thereof, it is obvious that there is little or no danger of the rupture of a dia )hragm during ordinary conditions of use. F urthermore the cl'nrge of hydrogen or other buoyant gas is positively confined within prescribed. limits and fixed in charac ter, so that the available lifting capacity of the apparatus cannot deteriorate below a prescribed and pro-determined degree.
each end compartment is entirely independent of each and all the other end compartments, and that each is controlled independently, enables me to manipulate and control the apparatus with precision, and with. practically lnstantaneous re sults.
the general center of gravity may be shifted and the inclination of the apparatus varied within any desired. limits coi'isistcnt with safety, by varying and controlling the relative proportions of compressed air in the several end com'partn'icnts.
the method herein set forth of controlling and changing the axial inclination. of an elongated float consisting in increasing or diminishing the weight of one portion of the float with relation to another portion thereof by intrmlucing compressed air into or releasing it from an end compartment in the float separated by a hermetically sealed flexible transverse diaphragm from the compartment of the float containing a buoyant material composed of a gas lighter than the atmosphere, whereby the cmnpressed air is not only utilized as ballast but also for the purpose of navigation, substantially as forth.
the method herein set forth of cmitrolling and changing the axial inclination of an elongated float, consisting in increasing or din'iinishing the weight of portions of the float with relation to other portions thereof by introducing compressed air into or releasing it from end compartments in the float separated by hermetically sealed flexible transverse diaphragins from the compartment of the float containing a buoyant medium composed of a gas lighter than the atmosphere, whereby the compressed air is not only used as ballast but also for the purpose of navigation, substantially as set forth.
I11 aerostatics the method herein set forth of controlling and navigating air ships, consisting in independently introducing compressed air into or releasing it from either one or both. float end. compartments separated by hermetically sealed diaphragms from a central compartment containing a gas lighter than the atmosphere.
the method herein set forth of controlling and changing the inelination of air ships consisting in introducing compressed air into or releasing it from the float end compartments separated by hermeticallysealcd flexible diaphragms from a buoyant material composed of a gas lighter than the atmosphere, whereby the compressed air is not only used as ballast but also for the purpose of navigation, substantially as set forth.