US3164123A

US3164123A - Marine propulsion

Info

Publication number: US3164123A
Application number: US336497A
Authority: US
Inventors: Charles T Sundquist
Original assignee: Individual
Current assignee: Individual
Priority date: 1964-01-08
Filing date: 1964-01-08
Publication date: 1965-01-05
Anticipated expiration: 1982-01-05

Description

Jan. 5, 1965 c. T. SUNDQUIST MARINE PROPULSION 4 Sheets-Sheet 1 Filed Jan. 8, 1964 WATER LINE FIG. 2

INVENTQRz Jan. 5, 1965 c. T. SUNDQUIST 3,164,123

MARINE PROPULSION Filed Jan. 8, 1964 4 Sheets-Sheet 2 LP: @T-L FIG.3

Jan. 5, 1965 c. T. SUNDQUIST MARINE PROPULSION 4 Sheets-Sheet 3 Filed Jan. 8, 19

FIGQIO FIG 2 INVENTORZ C G 3 7 h f 3 3 e 7 M P T- -I- I C v 3 I ||A 2 r G L H 3 C. T. SUNDQUIST MARINE PROPULSION Jan. 5, 1965 4 Sheets-Sheet 4 Filed Jan. 8, 1964 INVENTOR: MA W United States Patent 3,164,123 M PROPULSION Charles T. Sundquist, 827 Louise Drive, Sunnyvale, Calif. Filed Jan. 8, 1964, Ser. No. 336,497 12 Claims. (Cl. 11526) This invention relates to the propulsion of marine vessels. It is a propulsion system applicable to the smallest of boats as well as the largest of ships.

The invention consist of three floats, two or three of which are propulsion floats, an interconnecting structure with means of adjusting the attitude of the propulsion floats and means of steering the vessel. The propulsion floats receive motive thrust from pressurized gases, which expand under water while passing upwardly in inclined inverted troughing. Steering is accomplished by varying the rate of flow of pressurized gases to the propulsion floats.

An object of the invention is to maximize the propulsive work of expansion that can be performed on a boat of given displacement and employing the earlier propulsion system.

An object of the invention is to provide a boat which, in small sizes, can be manually propelled by the use of the legs and feet.

An object of the invention is to provide a boat which can be made in parts, assembled when desired for use, disassembled when not in use and stored in parts.

An object of the invention is to provide a nldderless means of steering a boat employing the earlier marine propulsion system.

FIGURE 1 is a perspective view of a boat embodying a preferred form of the present invention.

FIGURE 2 is a sectional view taken along line 22 of FIGURE 1.

FIGURE 3 is a plan view of a propulsion float.

FIGURE 4 is a sectional view taken along line 4-4 of FIGURE 3.

FIGURE 5 is a bottom view of the propulsion float shown in FIGURES 3 and 4.

FIGURE 6 is a front view of the propulsion float taken along line 66 of FIGURE 3.

FIGURE 7 is a bottom perspective view of a modified propulsion float.

FIGURE 8 is a top perspective view of the same modified propulsion float as in FIGURE 7.

FIGURE 9 is a sectional View taken along line 99 of FIGURE 1.

FIGURE 10 is a perspective view of a portion of an interconnecting structure.

FIGURE 11 is a sectional view taken along line 1111 of FIGURE 10.

FIGURE 12 is a sectional view taken along line 12-12 of FIGURES 10 and 11.

FIGURE 13 is a view taken along line 1313 of FIGURE 10.

FIGURE 14 is a bottom perspective view of a modified embodiment of the invention.

FIGURE 15 is a bottom perspective view of a modified embodiment of the invention.

FIGURE 16 is a top perspective View of a modified embodiment of the invention.

Two factors contribute to maximizing the propulsive work that can be performed on a boat of given displacement and employing the earlier propulsion system. One factor is the maximum rate at which the pressurized gases are fed through the inverted troughing. The other factor is the maximum pressure at which the gases commence their expansion as they flow upward in the inverted troughmg.

The term gases is used here because most expandable fluids usable in the propulsion system are in their strictest sense mixtures of purer gaseous components. The term troughing is used because two or more inverted troughs may be arranged side by side to act as one.

The rate at which the pressurized gases may be fed through the inverted troughing is a function of three trough properties: the cross sectional area of the troughing, the inclination of the troughing, and the speed with which the troughing is moving through the Water. An increase of any of the three leads to an increase in the rate at which the pressurized gases flow through the troughing.

The pressure at which the gases begin their expansion can be increased by placing the end of the troughing, where the pressurized gases are introduced, deeper in the water. This invention increases the depth at which the gases begin their expansion by the use of a combination of floats attached together by means of interconnecting structure. The average depth of hull bottom is greater for the floats than for a single hulled boat of the same displacement. The single hulled boat requires acrossthe-beam dimensions adequate to provide roll stability. Two floats spread apart can provide roll stability and at the same time the total displaced width of both floats can be made small, resulting in greater average hull depth. With greater average hull depth, the lower ends of the inverted troughing is also deeper.

In order to provide pitch and roll stability in a boat made of multiple small floats, it is necessary to use at least three floats. To maximize the propulsive Work that can be performed on the boat by the expanding gases, it would be best to have one large propulsion float fitted with troughing and two smaller floats with or without troughing for propulsion. The center of gravity of the boat and cargo would be arranged to sink the large propulsion float as deeply as possible in the water. However, because of the high length to width ratio of the large propulsion float and the resistance to turning caused by the smaller floats, an overly large rudderwould be required for steering.

An optimum arrangement is to have two large propulsion floats arranged side by side for roll stability and one smaller float either ahead or behind for pitch stability. Steering is accomplished by varying the flow rate of pressurized gases to each of the two propulsion floats. The center of gravity of the boat and cargo is arranged to sink the two propulsion floats as deeply as possible in the water, at the same time keeping only sufficient weight on the remaining float to maintain pitch stability.

Referring to the drawings, FIGURES 1 and 2 illustrate a preferred embodiment of the three float propulsion system. The boat has two propulsion floats 1, a stabilizing float 2, an interconnecting structure 3, means 4 and 5 of controlling the attitude of the propulsion floats 1, a source 6 of pressurized gases, a means 7 of distributing variable portions of the pressurized gas flow to the propulsion floats 1, and

ducts

3 and 10 for conducting the pressurized gases to each propulsion float 1.

The stabilizing float 2 may be of varied configuration. In FIGURE 14- the front float 2' serves as a third propulsion float and has a configuration the same as that of propulsion float 1. In FIGURE 15 the front float is a combination sternward and forward thrusting float 2". In float 2" the underwater inverted troughing is inclined upward toward the bow and stern. The pressurized gases are introduced to the troughing forward of the lowest point of the troughing. By directing all of the pressurized gases to float 2", the boat can be made to move in a sternward direction.

In FIGURE 16 there are two sources 6' of pressurized gases, each supplying gases through individual ducts 10' o 01 to a single propulsion float 1. Steering is accomplished by varying the rates at which sources 6' supply pressurized gases to propulsion floats 1.

FIGURES 3, 4, 5, and 6 show a preferred form of a propulsion float. Inverted troughing 1a is inclined upward to the stern of the float. Duct 1b conducts pressurized gases to the lower end of the inverted troughing 1a. The prow 1c is shaped in a manner such that, as the propulsion float moves through the water, there is no tendency for the float to lift upward in the water because of dynamic lift. Prow can be made streamline to reduce fluid resistance by rounding, as shown in the figures or by forming it in other streamline shapes. The purpose in avoiding dynamic liit is to keep the gases at as high a pressure as possible as they commence their expansion in the inverted troughing 10.

Two modifications to the propulsion float 1 are shown in FIGURES 7 and 8. One modification is that the prow portion of the float is non-buoyant. This is achieved by leak openings 1d in the submerged portion of the prow, a vent opening 1c in the non-submerged portion of the prow land a bulkhead 1f separating the prow from the buoyant portion of the float. The purpose of this modification is to increase further the pressure at which the gases commence their expansion in inverted troughing 1a. The prow now becomes a nose fairing 1g but retains the same shape requirement of providing no dynamic lift.

The other modification shown in FIGURES 7 and 8 is the anti-surge holes 1h in the sides of the inverted troughing 1a. As certain combinations of pressurized gas flow through the inverted troughing and propulsion float velocity, the propulsion float shown in FIGURES 3, 4, 5, and 6 will oscillate up and down in the water. Each up and down cycle is accompanied by a surge cycle in the flow of pressurized gases. The pressurized gas surging'and as a consequence the up and down oscillation is dampened when anti-surge holes 1h are cut through the sidesof the inverted troughing. An explanation of the dampening effect of the anti-surge holes 1h follows.

A portion of the pressurized gases within the inverted troughing diverts from the main stream of pressurized gases, flowing'up the inclined inverted troughing, and sets up a flow through the anti-surge holes. During a downward oscillation of the propulsion float the flow of the main stream of pressurized gases tends to decrease because a larger mass of water must be expelled from the region of the inverted troughing before the pressurized gases can escape to the surface of the water. With the slowing down of the main stream the mass of pressurized gases (and the potential energy associated with this mass) increases within the inverted troughing. However, the mass rate of flow of diverted pressurized gases, passing through the anti-surge holes, tends toincrease during a downward oscillation of the propulsion float. This reduces surging in the flow of pressurized gases in the inverted troughing and up and down oscillations of the propulsion float.

The term attitude is used here in connection with the position of a propulsionfloat relative to the earth. It refers, in particular, to the angular positions taken by a propulsion float as it rotates about a horizontal axis normal to the inverted troughing. Changing the attitude has the effect of changing the inclination of the inverted troughing. v

There is an optimum attitude at which a propulsion float may be set for a given water speed and flow rate of pressurized gases. At this optimum attitude the maximum propulsive work is obtained from the pressurized gases flowing upward through the inverted troughing. If the propulsion float attitude is such that the inclination of the inverted troughing is steeper than that of the optimum attitude, the pressurized gases tend to separate from the inverted troughing too rapidly to apply maximum propulsive work on the propulsion float. If the propulsion All float attitude is such that the inclination of the inverted troughing is less steep than that of the optimum attitude, the pressurized gases tend to flow too slowly through the inverted troughing, imparting too little velocity to the water expelled to the stern for maximum propulsive effect on the propulsion float.

The nature of the three float propulsion system is such that the attitudes of the propulsion floats may be fixed at optimum during construction. However, because of variations in the weight and center of gravity of the cargo, means should be provided to adjust these attitudes after construction. Two means for adjusting the attitudes of propulsion floats are as follow:

In FIGURES l and 2 it can be seen that the interconnecting structure 3 is composed of two major parts. One major part is a beam which is fastened at either end to propulsion floats 1. The beam is built up from two long members and shorter cross members. The other major part connects the beam to stabilizing float 2. In FIG- URE 9, which is a section cut through the beam, it can be seen that hinged joints 4a and turnbuckles 4b permit rotation of beam 3a relative to the remaining portion of interconnecting structure 3. The left threaded rod of turnbuckle 4b is anchored to the left long member of beam 3a. The right threaded rod of turnbuckle 41) passes through a clearance hole in the right long member of beam 3a and is anchored to the remaining portion of interconnecting structure 3.

In FIGURES l and 2 the other means of adjusting the attitudes of propulsion floats 1 is also shown. Stabilizing float 2 is held tightly against interconnecting structure 3 by clamp 5. .By loosening clamp 5 and sliding stabilizing float 2 up and down, the attitudes of propulsion floats I may be adjusted.

In applying the three float propulsion system to a one man manually propelled boat, the following conditions should be provided. Most of the weight of the man should be distributed between the two propulsion floats. The man should provide the propulsion energy by the use of his legs. Steering should be accomplished using a hand. For safety he should sit in the boat and face toward the bow.

These conditions are provided in the embodiment of the invention shown in FIGURES 1 and 2. A portion of the interconnecting structure which contributes to the provision of the conditions is the air yoke 35 shown in FIGURE 10.

Air yoke 35 is a U-shaped hollow duct and also a rigid frame which encloses a sitting mans legs. It connects front stabilizing float 2; and beam 3a. Pressurized gases enter air yoke 35 at the base of the U-shaped duct through opening 3c. The pressurized gases are conducted up either side of air yoke 35 to openings 3d where they exit from air yoke 3b.

Varying the flow rate of pressurized gases to the propulsion floats for the purpose of steering can be accomplished by means of a gas divider shown in FIGURES 11 and 12. Pressurized gases enter opening 3c in air yoke 3b. A splitter damper 7a is pivoted at 7b and is swept across opening 30 to direct variable portions of the pressurized gas flow into duct extensions 36 and 3;, leading to the propulsion floats. Splitter damper 7a seats against

stops

3g or 3h when all of the pressurized gas flow is to be directed to only one

duct extension

3 or 3e. Tiller 7d is rigidly attached to splitter damper extension 7c. The boat is steered by pushing tiller 7d in the direction in which the boat is to turn.

A pivoted joint and a pressurized gas seal are required between splitter damper 7a and air yoke 3b. These two requirements can be met by using a flexible membrane hinge. In FIGURES ll, 12 and 13 flexible membrane '72 acts as a seal hinge. Both ends of flexible membrane 7e are attached to air yoke 3b, being clamped between air yoke 3b and closure plates 3i. The central portion of flexible membrane 7:; is reeved out from behind closure plates 3i through a slot and around splitter damper extension 70. By drawing flexible membrane 7e tight, splitter damper extension 7c is held tightly against air yoke 3b. By making flexible membrane 7e sufliciently wide and crowding closure plate 3i close together, the slot between closure plates 3i will be sealed against the escape of pres surized gases.

In FIGURES 1 and 2 a source of manually generated pressurized gases is shown. Blower 6 draws air from the atmosphere, compresses it, and forces it into the air yoke portion of interconnecting structure 3. Blower 6 is driven by chain and sprocket drive 8 which in turn is driven by two pedal crank 9. The crank is driven by the feet and legs of a man operating the boat, as shown in FIGURE 2.

If the attitude adjustment system is the type which provides relative motion between the propulsion floats and the source of pressurized gases mounted on the interconnecting structure, the pressurized gas ductwork must accommodate this motion. In FIGURE 1 flexible ducts It) accommodate relative motion between propulsion floats 1 and the air yoke portion of interconnecting structure 3.

The inventor claims:

1. A boat propulsion system comprising two propulsion floats and one stabilizing float, an interconnecting structure with means for controlling the attitudes of the propulsion floats, each propulsion float having in the water inverted troughing inclined upwardly to the stern, a source of pressurized gases, a means of distributing variable portions of the pressurized gas flow to the propulsion floats, and ducts for conducting the pressurized gases to the inverted troughing, whereby said gases pass sternwardly and upwardly to exert propulsive thrust on the propulsion floats.

2. A boat propulsion system comprising three floats, an interconnecting structure with means for controlling the attitudes of the floats, each float having inthe water inverted troughing inclined upwardly to the stern, a source of pressurized gases, a means of distributing variable portions of the pressurized gas flow to the floats, and ducts for conducting the pressurized gases to the inverted troughing, whereby said gases pass sternwardly and upwardly to exert propulsive thrust on the floats.

3. A boat propulsion system comprising two forward thrusting propulsion floats (each having in the water inverted troughing inclined upwardly to the stern) and one sternward thrusting reversing float (which has in the water inverted troughing inclined upwardly to the bow), an interconnecting structure with means for controlling the attitudes of the floats, a source of pressurized gases, a means of distributing variable portions of the pressurized gas flow to the floats, and ducts for conducting the pressurized gases to the inverted troughing, whereby said gases pass longitudinally and upwardly to exert propulsive thrust on the floats.

4. A boat propulsion system comprising two propulsion floats and a plurality of stabilizing floats attached to each other, an interconnecting structure with means for controlling the attitudes of the propulsion floats, each propulsion float having in the water inverted troughing inclined upwardly to the stern, a source of pressurized gases, a means of distributing variable portions of the pressurized gas flow to the propulsion floats, and ducts for conducting the pressurized gases to the inverted troughing, whereby said gases pass sternwardly and upwardly to exert propulsive thrust on the propulsion floats.

5. A boat propulsion system comprising two propulsion floats and one stabilizing float, an interconnecting structure with means for controlling the attitudes of-the propulsion floats, each propulsion float having in the water inverted troughing inclined upwardly to the stern, two sources of pressurized gases, eachsource supplying pressurized gases to one propulsion float, an individual means of controlling the rate of flow of pressurized gases to each propulsion float, and ducts for conducting the pressurized gases to the inverted troughing, whereby said 6 gases pass sternwardly and upwardly to exert propulsive thrust on the propulsion floats.

6. A propulsion float having in the water inverted troughing inclined upwardly to the stern, a duct for conducting pressurized gases to the inverted troughing, antisurge holes through the sides of the troughing and a streamline prow without dynamic lift.

7. An air yoke consisting of a rigid frame and an integral U-shaped pressurized gas duct, the base of the U-shaped duct connecting to a float and containing an opening to receive pressurized gases from outside the duct, the frame at the uprights of the U-shaped duct fastening to the central portion of a beam (which is attached to propulsion floats at either end) and the uprights of the U- shaped duct containing openings through which pressurized gases exit from the U-shaped duct.

8. A boat propulsion system as in claim 1, wherein said means for controlling the attitudes of the propulsion floats include hinged joints and turnbuckles which join a beam (rigidly attached to the propulsion floats) and the remaining portion of the interconnecting structure, the hinged joints and turnbuckles arranged to permit rotation of the beam relative to the remaining portion of the interconnecting structure by adjusting the .turnbuckles.

9. A boat propulsion system as in claim 1, wherein said means for controlling the attitudes of the propulsion floats include a clamp for holding a float to the interconnecting structure in different elevations relative to the interconnecting structure, thereby causing the attitudes of propulsion floats to change with each vertical adjustment of said float.

10. The structure of claim 7, wherein said U-shaped duct includes a gas divider consisting of a splitter damper inside the duct pivoted to sweep across the inlet opening and direct variable portions of the pressurizw gas flow into either duct extension leading away from the opening, and stops against which the splitter damper seats when all of the pressurized gas flow is to be directed into one duct extension only.

11. The gas divider of claim 10, wherein said gas divider includes a steering tiller consisting of a lever, one end of which is rigidly attached to an extension. of the splitter damper projecting out of the gas divider, the other end of the lever being a handle for manually operating the gas divider.

12. The gas divider of claim 10, wherein said gas divider includes a seal [hinge consisting of a strip of flexible membrane, two ends of which are clamped between a pressurized gas duct wall and closure plates, the central portion of the membrane being reeved out from between the closure plates through a slot between the closure plates and around an extension of the splitter damper, which projects out of the duct through said slot.

References Cited by the Examiner UNITED STATES PATENTS MILTON BUCHLER, Primary Examiner.

MLPH D. BLAKESLEE, ANDREW H. FARRELL,

Examiners.

Claims

1. A BOAT PROPULSION SYSTEM COMPRISING TWO PROPULSION FLOATS AND ONE STABILIZING FLOAT, AN INTERCONNECTING STRUCTURE WITH MEANS FOR CONTROLLING THE ATTITUDES OF THE PROPULSION FLOATS, EACH PROPULSION FLOAT HAVING IN THE WATER INVERTED TROUGHING INCLINED UPWARDLY TO THE STERN, A SOURCE OF PRESSURIZED GASES, A MEANS OF DISTRIBUTING VARIABLE PORTIONS OF THE PRESSURIZED GAS FLOW TO THE PROPULSION FLOATS, AND DUCTS FOR CONDUCTING THE PRESSURIZED GASES TO THE INVERTED TROUGHING, WHEREBY SAID GASES PASSES STERNWARDLY AND