New Zealand No 302049 International No PCT/US96/00809
TO BE ENTERED AFTER ACCEPTANCE AND PUBLICATION
Priority dates 16 01 1996
Complete Specification Filed 16 01 1996
Classification (6) B63H11/01,103,113,117
Publication date 29 September 1999
Journal No 1444
NEW ZEALAND PATENTS ACT 1953
COMPLETE SPECIFICATION
Title of Invention Hydro-air drive
Name, address and nationality of applicant(s) as in international application form
DONALD E BURG, 15840 S W 84th Avenue, Miami, Florida 33157, United States of America and PAULETTE RENEE BURG, 15840 S W 84th Avenue, Miami, Florida 33157, United States of America
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PCT7US96/00809
HYDRO-AIR DRIVE
Technical Field
The present invention relates to propulsion systems for boats that utilizer rotors enclosed by structure to accclcrate water and thereby generate propulsive thrust
Background Art
Enclosed rotor full water flow wateqet propulsors have been commercially available as marine propulsors for many years Compared to conventional propellers they offer the advantages of shallow draft, a reversing system that does not require a gearbox, reduced underwater noise, more even engine loading, and the safety and damage resistance of enclosed rotors However, even with the aforementioned advantages they have not been overly successful in market penetration compared to propellers
They are generally not as efficient as propellers even when their reduced appendage drag compared to propellers is considered This is especially so m smaller sizes and/or at low vehicle speeds They also suffer from a more narrow design speed range of efficient operation with part of that limitation due to a restriction for operation at low boat speeds and high power levels where rotor vane cavitation can occur They are also generally several times as expensive as a comparable power propeller drive system
The instant invention offers greater efficiencies than the standard waterjet and also provides a way to vary rotor flow and power absorption thereby insuring greater off design efficiencies Further, due to its unique concept rotor that operates only partially submerged during normal operation, it is mostly immune to cavitation damage
Normally, during vehicle high speed operation, the preferred embodiment of the instant invention uses only the lower part of the rotor to pump water while the upper part pumps gases that are ambient air (gas) and/or engine exhaust gas The gas is normally injected upstream of the rotor Because of its operating parameters, applicant has coined the name Hydro-Air Drive, and its acronym HAD, for the propulsor presented herein as the instant invention The immediately
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following discussion is made to show a reason for higher efficiencies of the instant invention
Measurements have been made by Pratt & Whitney Aircraft and others of the efficicncy of inlet pressure recovery in standard waterjets These have shown that inlet pressure recoveries, measured )ust upstream of the rotor inlet, average above 90 percent over the bottom half of the rotor and closer to 55 percent over the top half This results in overall inlet efficiencies of only about 70 percent It is obvious that, since the instant invention's rotor sees the majority of its inlet water flow over its bottom half, the instant invention realizes inlet efficiencies of at least 90 percent When this is factored into the thrust calculations, the instant invention shows improved thrust values vis-a-vis the standard full water flow rotor waterjet This improvement increases with vehicle speed as the inlet pressure recovery is a bigger part of overall pressure head available at the rotor discharge at higher vehicle speeds For example, the calculated thrust for the instant invention is approximately twenty percent higher at a vehicle speed of 40 knots By way of definition, vehicle speeds of up to fifteen knots are considered as low speed and vehicle speeds over Fifteen knots as high speed for purposes of this application
Haglund, International Patent Publication Number WO 88/05008, has a means to inject air into a waterjet housing Haglund proposes a means to plug the discharge of a waterjet nozzle when the jet is not in use by means of an inflatable ball plug He then pumps air into the waterjet to displace all of the water m the pump housings The benefit of this is to keep the pump housing and rotor clear of growth and contamination when not m use for extended penods It would be possible to inject air into the water upstream of the rotor in Haglund's waterjet when the rotor is rotating and pumping water However, there is no way to separate the air from the water by a waterhne with the rotor rotating and pumping so a turbulent mixture of air and water would result This actually serves to decrease the efficiency of Haglund's waterjet since the turbulent mixture of air and water decreases the efficiency of his rotor This is actually the case and the intent of Joyner et al, United Kingdom Patent GB 2141085 A, who has gas injection
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means upstream of his waterjet rotor and states "By providing the means for introducing gas mto the water intake casing and for varying the amount of gas introduced (which means can be a simple bleed valve), the efficiency of a unit can be decreased in accordance with the amount of gas introduced " It is important to state here that the instant invention has means to create a separation of gas and water upstream of the rotor and does not have a turbulent mixing of gas and water upstream of the rotor vanes as is the case with Haglund and Joyner et al who have no means to separate the gas and water upstream of the rotor
In a related technical development, waterjet rotor air injection tests were run at Pratt & Whitney Aircraft m 1967-69 in attempts to reduce cavitation damage to the rotor of a 3,200 HP waterjet It was felt that the presence of air would absorb some of the material damaging explosive forces on the rotor blades caused by collapsing cavitation vapor bubbles The air was injected upstream of the rotor in a similar manner to that shown by Haglund and Joyner et al and did indeed reduce the rotor cavitation damage since the air was automatically thoroughly and turbulently mixed into the incoming water However, air volumes of only a few percent of total rotor flow volume were possible before a very sharp decrease in rotor efficiency occurred These tests proved that a simple turbulent mixing of air into the water upstream of a rotating waterjet rotor, which is the only effect that Haglund's and Joyner et al's systems could provide, actually has a detrimental effect on wateijet performance The instant invention has a clear separation of the water and gas upstream of the rotor as is defined by a waterhne in the preferred embodiments The separating waterhne is insured by use of a means to direct the water pnor to its reaching the rotor in the instant invention
Smith, U S Patent 3 785 327 has an engine cooling water pickup positioned upstream of his rotor which cannot dispense gas into his water inlet He has a high resistance forward facing or reverse hinged inlet flap for restricting and/or shutting off water flow to his rotor Partial closing of Smith's inlet flap will only result in a pressure drop in the liquid flow supplied to his rotor Critically important is the fact that Smith has no means to inject gas into the rotor inlet and therefore cannot have a separauon of gas and liquid at the rotor inlet as is a
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primary requirement of the instant invention As such, there is no relation between Smith's invention and the instant invention
Further, the instant invention uses a special rotor that operates similar to a surface piercing propeller and does not, in its preferred embodiment, use a full water (low nozzle to control flow and velocity of water downstream of the rotor and out of the waterjet which is normal and required for state-of-the-art water]ets Instead, the instant invention uses a mostly open discharge, sometimes aided by efficiency improving flow straightening vanes, that allows water and air to discharge freely out the back of the drive The result of all of this is that the instant invention offers a dramatic departure from and dramatic improvements over exisung waterjet design technology
There are some propeller systems that operate with only portions of the propeller submerged as exemplified by Van Tassel U S Patent 4,941,423 and Kruppa et al US Patent 4,371,350 These type of propulsors are noimally called surface piercing propellers Both operate with the lower portions of their propellers exposed which differs extensively from the preferred embodiment of the instant invention which has a housing essentially fully around its rotoT in an encircling manner The instant invention's use of an inlet housing and encircling rotor housing and/or rotor vane ring results in greater rotor efficiencies but at the expense of some additional resistance since the lower portion of the housing is exposed to the passing water The instant invention has overcome most of the just mentioned housing resistance since the majority of its housings are behind the transom and/or inside the boat hull Because they do not have fully or even partially enclosing rotor housings and therefore have propellers that are exposed over substantially the entire lower half of their rotation, the inventions of Van Tassel and Kruppa et al bear little resemblance to the instant invention It is to be noted that the instant invention can be configured with a majority of the upper half of its rotor exposed and free of structure while the majority of the lower half of its rotor is enclosed which is the exact opposite of Van Tassel and Kruppa, et al Guezou et al US Patent 4,929,200 presents a waterjet that has air injected downstream of the rotor in the stator section The purpose of this, according to the
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inventor, is to augment thrust with large amounts of air mixed with the water downstream of the rotor Guezou has a rotor that is supplied with water from a fluid filled duct so there is Teally no relation of Guezou and the instant invention that uses an approximately half full rotor portion at high vehicle speeds
The instant invention also offers a new simple steering and reversing system It consists of independently steerable side rudders and/or a center rudder in the preferred embodiments When reversing is desired, it is possible to prevent flow from discharging aft by deflecting the steering rudder(s), or by other water flow blocking means, such that they block the discharge passageway By so doing, water is then directed to a maneuvering device that can accomplish full 360 degree maneuvering m its preferred embodiment The maneuvering device(s) includc a nozzle that is normally oriented in a forward position when it is not in use to offer a minimum or resistance to water discharging from the rotnr vanes It is also preferably shielded by a deflector step to prevent water that is going astern from hitting it
In the preferred embodiment of the instant invention, the steering rudders are driven through right angle gears by servo motors located inside the hull Other means of driving the rudders are within the scope of the invention, however, the servo motors are preferred as they are simple and reliable
Side rudders are shown by Hamilton U S Patents 3,007,305 and 3,233,573, however, his side rudders operate in unison and are positioned aft of a vertically operating reversing gate Hamilton accomplishes steering in reverse by means of steenng the rudders As such, there is little resemblance to the simple compact design of the instant invention with its rotatable angled maneuvering device(s) An added feature of the instant invention is that maneuvering, normally a full 360 degrees, is possible while the water flow is blocked from discharging to the rear Macardy et al US Patent ^ .24,946 and Van Veldhuizen U S Patent 4,421,489 present, respectively, a waterjet steenng system and an air propeller propulsor both with side steenng rudders They have means to control the side rudders or steenng blades such that they can go perpendicular to the discharge flow This has the effect of blocking the discharge flow and forcing it to reverse frlrted fr m Him sa 07/20/1998 17j14j paae 7-
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and/or go sideways to accomplish reversing Neither Macardy nor Van Veldhuizen has a rotatable maneuvering devicc(s) as does the preferred embodiment of the instant invention As such, neither can supply 360 degree rotatable maneuvering forces with the flow blocked from discharging aft as can the instant invention Because of the foregoing reasons, there is obviously little resemblance between Macardy's and applicant's instant invention
Joyner et al, United Kingdom Patent GB 2141085A, offers a marine pump with a 360 degree steerable discharge that is only useful as a low speed maneuvering system This is because the pump discharge flow is always discharged downward and to the discharge maneuvering system which results in high internal flow losses and high underwater drag The instant invention offers the maneuvering capability of Joyner et al when its discharge flow is blocked from going straight rearward, however, the instant invention has a free opening directly behind the rotor vanes that discharges rearwardly directly in-line with the rotor shaft centerhne when the instant invention is in the high speed forward mode There is no flow through Applicant's maneuvering device unless there is a blockage of flow rearward from the rotor vanes while Joyner et al always has rotor discharge tlirough his maneuvenng system as he has no other way to discharge fluid from his rotor vanes There is also no excessive underwater drag with the instant invention as its maneuvering device components are, at least primarily, free of water flow from under the boat As such, there is little resemblance between Applicant's instart invention and Joyner et al
Mamedow, German Patent 2,217,171, has a reversing system that includes a series of louvres inside of a steenng ring to accomplish 360 degree steering when flow is blocked from exiting rearward by a steenng flap Mamedow's louvres are set in a full circle and as such are subject to direct impingement by water discharging from his rotor and from water exiting below the boat when in the normal full speed ahead mode of operation
Applicant's invention's use of discharge nozzle(s) or onfice(s) biased to one side of his maneuvenng device acts to prevent water from hitting the nozzle openings when in the normal ahead mode of operation Applicant's invention trinted frcm O7/2O/19«0 17 Hi -8-
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normally would have his maneuvering device set into a forward thrust orientation when not used for maneuvenng Further, applicant offers a step to break the water flow from hitting the nozzle openings in his maneuvenng device during normal full speed ahead operation Also, the instant invention offers multiple maneuvenng devices, each having nozzles, that have coordinated movement to reduce overall axial length requirements These notable improvements in concept clearly define over Mamedow's patent
Applicant's instant invention offers other features Importantly included is an optional rotatable curved, preferably circular arc shaped, mlet water directing valve that, when in the low boat speed closed mode, directs water to the full 360 degrees of rotor rotation This is accomplished by means of the Coanda Effect whereby water flow tends to follow curved surfaces Other mlet valve and/or structural discontinuities are also offered as ways to separate water and gas flows from upstream of the rotor Another very important feature is that the mlet valve can act as a means to control gas flow, including a complete shut off of gas flow, to the rotor vanes
Other features of the instant invention include an attractive cover that shows no cables, gears, or other such moving parts, a simple bearing oil fill and check plug located inside the boat, a means to discharge the engine exhaust simply and cleanly into the rotor which also improves engine performance since the rotor is drawing or aspirating the gas discharge from the engine, an inset m the housing for a rotor vane nng with such inset being supplied with gas to reduce water drag on the rotor vane ring, a blade like attachment to the inspection cover that slices weeds, rope, etc between the blade like attachment and the front end of the rotor, and a means to vary flow into the rotor and thus effect water discharge velocity, power consumption, and performance
Further notable advantages are denved from use of the rotor vane ring inset into the housing First, the overall hydrodynamic efficiency is raised because the rotor vane ring acts to reduce rotor blade tip leakage There is little penalty for this rotor vane ring since its penphery sees mostly air rather than water m its preferred embodiment and therefore has little drag Also, since the rotor vane nng is inset
Frirt»d frca Kin oa O7/„O/1990 9-
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into the housing it has little hydrodynamic resistance m the main flow path Second, and very importantly, the rotor vane ring makes for a structurally sound rotor so less expensive rotor materials can be used Third, sinci,, due to the rotor vane ring, there is little or no abrasive action between sand or other particles and the housing in the area of the rotor vane ring it is possible to use less expensive housing materials For example, most waterjet designs use stainless steel housings around the rotor while the instant invention, when equipped with a full shroud type rotor vane over the full longitudinal length of the rotor blades, can use structural foam, fiberglass, or other less expensive materials Disclosure of the Invention
With the foregoing in mind, it is the principal object of the present invention to provide a new marine drive that has a rotor that operates while at least pnmarily enclosed by structure and while receiving water over a majority of 180 degrees of its rotation and gas over a majority of 180 degrees of its rotation and that provides very high operating efficiencies at high vehicle speeds since the rotor receives the majority of its inlet water flow at high mlet recovery efficiencies
A related object of the invention is that the rotor receive liquids mainly over a lower portion of its semicircle of rotation and that such lower portion of its semicircle of rotation be pnmarily enclosed by structure
It is a further related primary object of the invention that the rotor vanes be capable of accelerating liquids over a portion of their rotation and gases over another portion of their rotation while still operating at high rotor vane efficiencies
A further primary object of the invention is to provide a waterhne between water and gas upstream of the rotor when the rotor is rotating and the drive is propelling the vehicle
Another pnmary object of the invention is to provide means to vary the inlet flow to the rotor so that propulsor power absorption and performance can be varied
It is a further intended that an inlet flow control valve can direct liquid flow to selected portions of the rotor vanes
Prirtod fron Mimosa 07/ 0/1998 17j14 10
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A preferred object of the invention is that the inlet flow conuol valve can be smooth and curved, a generally circular shape is preferred, such that water follows said curved shape due to the Coanda Effect whereby water flow tends to follow smooth curved surfaces
A related optional object of the invention is that the inlet flow control valve can be of a hinged flap configuration
It is another object of the invention that a fixed structural discontinuity can be utilized to separate the water or liquid flow from the gas flow going to the rotor vanes
It is a further related object of the invention that the inlet flow control valve can be posiuoned downstream of an inlet grille
It also an object of the invention that the rotor can be operated with the rotor filled with water at least during part of its operation and particularly at low vehicle speeds
A further object of the invention is that an inlet flow passage can terminate proximal to forward portions of the rotor vanes thereby delivering water to only a portion of the rotor vanes during rotor rotation at high boat speeds
Yet another object o e invention is that an open discharge that does not noticeably restrict the discharge of fluids from the propulsor can be used
Another object of the invention lb that drive engine exhaust gases can be directed to the rotor vanes
A further related object of the invention is that a gas supply to rotor vanes can be controlled by a valve like apparatus which can be at least partially the inlet flow control valve
It is furthermore intended that a gas supply to rotor vanes can be shut off thereby resulting m the duct upstream of the rotor vanes being filled with liquids
It is also an object of the invention that, optionally, a rotor vane ring can be placed around all or portions of the rotor vanes
It is a related object of the invention that a rotor vane nng can be inset into a recess in an adjacent housing printed from Mia ia 07/-O/1996 17 14 paa? -11-
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A further related object of the invention is that such recess can have a passageway supplying it with gas to thereby reduce wetted area resistance of the rotor vane nng
A related object of the invenUon is that a water discharge be connected to a rotor vane ring recess to thereby expel water from such recess
Another related object of the invention is that a seal be disposed to restrict leakage around a rotor vane ring
It is a directly related object that the just mentioned seal be, at least in part, of a labyrinth configuration
It is another object of the invention that a rotor \anc ring have fluid pumping means that can direct liquids away from the rotor vane ring
It is a further object of the invention that encircling of the rotor can be accomplished by a housing, one or more rotor vane rings, or a combination thereof
It is another object of the invention that the rotor can operate with portions not enclosed by structure
Yet another object of the invention is to provide for flow straighteners downstream of the rotor vanes
A related object of the invention is that flow straighteners positioned downstream of the rotor vanes include a sencs of vanes
Yet another object of the invention is to provide an inspection port with said inspection port having an opening that is positioned inside of the vehicle in the preferred arrangement
Another object of the invention is to have a weed and/or rope cutting apparatus, called a debris cutter herein, positioned near the front face of the rotor A related object of the invention is to have the debris cutter attached to the inspection port cover such that removal of the inspection port cover also removes the debris cutter
A further object of the invention is to have a noncircular, generall> rectangular, shaped inlet with a connecting duct that transitions to circular at the rotor prirt«d frcm Mimosa 07/20/1998 17j14j pag« 12-
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It is a further object of the invention that an inlet grille composed of a senes of inlet gnlle bars be placed in the inlet to preclude debris ingestion into the propulsor with said inlet grille bars normally being at least partially airfoil shaped It is intended that the inlet hp be of a generally airfoil shape to minimize resistance of such mlet lip
It is also an object of the invention that a steering and reversing mechanism can be provided
A related object of the invention is that forward steenng can be accomplished by way of steering rudders positioned either side of a vertical centerline plane of the propulsor
A further related object of the invention is that the steenng side rudders are independently steerable
An optional version of the invention utilizes a more centered rudder It is also an object of the invention that the shape of the discharge where the steenng side rudders are positioned shall be generally rectangular
Yet another object of the invention is to have a reversing mechanism, comprised at least primarily of the rudder(s), to block, either partially or fully, rearward flow of fluids in line with the centerline of the rotor
An optional object of the invention is to provide a separate reversing mechanism from the rudder(s) to block either partially or fully, rearward flow of fluids in line with the centerline of the rotor
It is a related object of the invention that the reversing mechanism be designed to have balanced forces dunng its operation thereby minimizing the forces required to actuate iL
It is a further related object of the invenuon that, when the flow is blocked in reverse, the flow be directed to a maneuvenng device that can accomplish, at least in the preferred embodiment, full 360 degree maneuvenng forces including reversing
It is a related object of the invention that the power for operation of the steenng rudder and the maneuvenng devices be by independent drive means frirtvd frc-a Miaosa 07/^0/1990 17*14: *• page -13-
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It is a directly related objcct of the invention that the independent drive means for the rudder(s) and the maneuvering device be electric motors
It is a further related object of the invention that the maneuvenng dcvice can contain flow directing nozzle(s) or onfice(s)
It is a related object of the invention that the flow directing nozzle(s) in the maneuvenng device be placed such that their inlets and discharges are biased to one side of the maneuvenng device
Another object of the invention is to provide a water separating step in the maneuvering device to deflect water from impacting the nozzlc(s) openings
Another object of the invention is to provide a water separating step in the housing forward of the maneuvering device to thereby minimize water from contacting the maneuvenng device's nozzle openings during normal ahead operation
Another object of the invention is to have a beanng lubrication oil and fill plug located where it is accessible inside of the vehicle
A related object of the invention is to have propulsor bearings located so that a common lubrication system can be used
A further object of the invention is to have an axial thrust absorbing bearing mounted in an easily removable beanng cartridge
It is another objcct of the invention that a gearbox can be placed between the drive engine and the propulsor and that such gearbox can have multiple gear ratios
It is a further important object of the invention that the portions of the propulsor that extend outboard of the vehicle be covered by an attractive cover that precludes seeing steering cables, gears, and the like
The invention will be better understood upon reference to the drawings and detailed description of the invention which follow m which Brief Description of Drawings FIG 1 presents a topside plan view of the instant invention Hydro-Air Drive propulsor and a typical drive engine and gearbox as installed in a boat hull trlrud fr n Mil ja 07/20/1998 17t14i paa* -14-
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FIG 2 shows a profile view of the propulsor and a drive engine and gearbox as installed in a boat huh
FIG. 3 is a bottom plan view of the propulsor installed m a boat hull Note the water mlet grille bars forward and rotatable maneuvenng device including maneuvenng device with its nozzle discharge opening shown as biased rearward for ahead thrust in this instance
FIG, 4 gives a profile view of a boat hull with the propulsor installed Note the clean design and the absence of external cables and the like as is easily apparent from examination of FIG's 1-4
FIG 5 is a centerline cross sectional view, as taken through line 5-5 of FIG 1, that shows typicr' workings of a preferred embodiment of the inventive propulsor Mote the waterhne internal to the mlet housing that separates liquid and gas flow Note also the maneuvenng devicc with its nozzle pointed rearward on its lower or discharge side in its ahead thrust orientation which gives minimum water flow impingement drag on the nozzle openings Further, note the step in the maneuvenng device which deflects water passing below the boat from impacting a nozzle opening
FIG 6 presents a cross sectional view, as taken through line 6-6 of FIG 1, that shows a preferred embodiment of the instant invention through plane 6-6 FIG 7 is a centerline cross sectional plan view, as taken through line 7-7 of FIG 5, that shows side steering rudders m a forward turn to starboard orientation This also shows a maneuvenng device with its nozzle set in the ahead thrust orientation
FIG 8 is a partial cross sectional plan view on centerline, as taken through line 8-8 of FIG 9, that shows the side steenng rudders angled inward which causes a blocking of liquid flow aft This directs the liquid flow downward and out through the maneuvenng device which in this instance is generating a reversing thrust or force
FIG 9 presents a partial cross sectional view on centerline, as taken through line 9-9 of FIG 8, that shows the side steering rudders angled inward or
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closed, as is the ease of FIG 8, with the rotor discharge flow being directed through a nozzle of the maneuvenng device to thereby create a reversing thrust FIG 10 is an isometric drawing of the port side steenng rudder FIG 11 presents an isometric drawing of a rotor debris cutler as affixed to the inspection cover
FIG 12 shows a rotatable inlet flow control valve member in an isometric perspective
FIG 13 is an enlarged view of a rotor vane nng, as taken from localized view 13 that is positioned at the upper right hand portion of the rotor vane nng of FIG 5, that shows details of the rotor vane ring and its labyrinth flow sealing design
FIG 14 illustrates a cross sectional view of the aft housing as taken through line 14-14 of FIG 5 Note the flow straightening vanes in this housing FIG 15 is a cross sectional view, as taken through line 15-15 of FIG 5, that shows the rotor as positioned inside of its housing Note the large opening above the rotor vane nng which freely allows gas flow into the opening around the rotor vane ring periphery
FIG 16 presents a cross sectional view, as taken through line 16-16 of FIG 5, that shows a typical inlet duct shape that transitions between the normally rectangular inlet and the round rotor
FIG 17 is a cross sectional view, as taken through line 17-17 of FIG 5, that shows the normally rectangular inlet which m this case includes a series of inlet grille bars
FIG 18 presents a partial cross sectional view, as taken through a vertical centerline plane, of an alternative mlet flow valve which in this case is more flap-like than circular
FIG 19 is another partial cross sectional view, as taken through a vertical centerline plane, that illustrates a very simple inlet where there is no mlet flow control valve and the liquid flow is simply directed in its majonty to a lower portion of the rotor
Printed fron Mime so 07/^0/1999 17 14»-> pacr» -16'
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FIG 20 is a centerline cross sectional view, as taken through line 20-20 of FIG 1, that is similar to that presented m FIG 5 but having a slightly different rudder and maneuvering device layout In this ease there is a single center mounted rudder with the maneuvering device composed of port and starboard maneuvenng deviccs that arc driven by a center gear as is best seen from examination of FIG s 21 and 22 which follow
FIG 21 is a partial cross sectional plan view as taken on centerline, as bisects FIG 20 on line 21-21, that shows a center discharge rudder that ts angled causing a turn to starboard here Note the two rotatable maneuvenng devices in this instance
FIG 22 is a similar partial cross sectional plan view, as taken through line 22-22 of FIG 20, to that presented in the description of FIG 21 Note that the rudder blocks reverse flow as oriented here such that the maneuvenng device in this instance is directing a reverse turn to starboard
FIG 23 presents a partial cross sectional view, as taken through line 23-23 of FIG's 21 and 24, that shows one of the maneuvering devices of FIG 21 This shows a portion of the nozzle as disposed inside of the maneuvering device
FIG 24 is a partial cross sectional view, as taken through line 24-24 of FIG 23, that shows the maneuvenng flow directing nozzle and the discharge fluid passing through same to create forward thrust in this instance Best Mode for Carrying Out the Invention
FIG 1 shows a top plan view of the instant inventive propulsor 48 as installed in a boat 49 In this instance it is propelled by engine 50 that drives through gearbox 51 Also shown is the centerline 75 of the propulsor 48
FIG 2 presents a side view of the inventive propulsor 48 showing a starboard rudder 53 Note the simple clean layout of this new improved manne propulsor since it has no exposed cables, gears, or the like
FIG 3 is a bottom plan view of the unproved propulsor 48 showing port rudder 52 and starboard rudder 53 in their ahead positions Also shown is a center maneuvenng device 63 and its nozzle 79 The nozzle discharge opening 82 is, m this instance, oriented for ahead thrust to minimize resistance due to water impact
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1 he maneuvering device water separating step 80 is also cffcctive for reducing water impact resistance
FIG, 4 presents a profile view of a boat 49 with the improved propulsor 48 installed
FIG S is a cross sectional view of the improved propulsor 48, as taken through line 5-5 of FIG's 1 and 7, that shows operation while propelling a boat 49 forward at high speed Note the inlet housing waterhne 31 that is established by structural discontinuity 71 in this instance Gas, as shown by gas flow arrows 33, is supplied to the upper portion of the rotor vanes 40 of rotor 39 by gas duct 66 Liquid or water flow is shown by liquid flow arrows 32 Liquid is energized by rotating rotor vanes 40 and then passes through the aft housing 46 to exit the unit in a direction substantially in line with the centerline 75 of the unit Steering is accomplished by deflection of the rearward discharging fluids by steering rudders such as the port steering rudder 52 shown here Note that this steenng rudder concept optionally has rudders that extend below an external waterhne 30 that is established at high speeds by water flow breaking off of the aft housing 46 at step 72 This extended rudder concept, while adding some additional resistance at high speed, provides best low speed steenng and, as an added advantage, provides need for less rudder deflection for steering at high speeds
Liquid enters the inlet housing 55 through grille bars 56 in this preferred inlet configuration The mlet bars 56 are normally airfoil shaped to minimize resistance and pressure losses The inlet shape at the inlet bars 56 is normally a noncircular shape with a rectangular shape preferred A noncircular mlet shape would, of course, transition to a round shape at the rotor 39 Closing of the curvilinear inlet flow directing valve 69 is done in the direction of directional arrow 34 Closing of the inlet flow directing valve 69 controls and can stop the gas flow, as indicated by gas flow directional arrows 33, resulting in full liquid flow to the rotor as is discussed more in a following discussion concerning FIG 6
Also shown in FIG 5 are the horizontal centerline plane 44, rotor shaft 45, rotor attachment fastener 38, rotor hub 41, and rotor vane ring 42 and housing
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recess 78 Further shown are beurings 35, seals 36, oil fill plug 58, oil 59, thrust beanng cartridge 57, and debris cutter 60 Note that the dtbns cutter includes an inspection port cover Additional items include a center mounted maneuvering device 63 including flow directing maneuvenng device nozzle 79 and its inlet opening 81 and discharge opening 82, maneuvering device centerline 76, shafts 61, gears 37, maneuvenng device drive motor 68 which in this preferred case is an electric servo motor, and protective cover 74 for the shaft, gears, and the like
TIG 6 presents a cross sectional view, as taken through line 6-6 of FIG's 1 and 7, that is off to the port side of the instant inventive propulsor 48 This shows the gas flow to the rotor 39 and rotor vanes 40 cut off since the inlet flow directing valve 69 is closed thereby eliminating gas flow The gas flow is then directed out through gas duct 66 to an opening under the cover as can be seen from observation of gas flow directional arrows 33 Liquid discharged from the rotor vanes 40 passes through flow straightening vanes 47 as indicated by liquid flow directional arrows 32 The liquid flow helps in the elimination of the gas flow m this preferred embodiment as can be seen from further observation of gas flow directional arrows 33
Further, in addition to eliminating gas flow when closed, the shape of the optimal curvilinear shaped, preferably circular arc shaped, mlet flow directing valve 69 causes the inlet liquid flow to follow its curved surfaces This tendency of liquid flow to follow curved surfaces is commonly known as the Coanda Effect The result is an mlet flow directing valve 69 that requires minimum rotational force or torque to operate and that has minimum resistance to liquid flow
So the basic concept of the Hydro-Air Drive allows operation with a rotor 39 and rotor vanes 40 that are either partially or fully flooded with liquids Normal and preferred operation utilizes the fully flooded rotor 39, as shown m FIG 6, at low boat speeds and the partially flooded rotor 39 and rotor vanes 40, as shown in FIG 5, at high boat speeds This makes for a high liquid flow rate and low discharge velocity at low boat speeds and a low liquid flow rate and high discharge velocity at high boat speeds which are the optimum performance conditions
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A main advantage of and reason for the Hydro-Air Drive is that, as previously discussed, mlet pressure recoveries are about 90 percent over the lower half of the rotor at its inlet and only about 50 percent over the upper half for a normal waterjet inlet As such, the Hydro-Air Drive is always working m optimum inlet pressure recovery conditions, and hence optimum overall efficiencies, at high boat speeds That coupled with its ability, in its preferred embodiments, to have its rotor 39 and hence its rotor vanes 40 filled with liquids at high boat speeds results in very high thrust values over the entire speed range of the boat. This is a vastly superior concept to that of the conventional waterjet which has a very limited range of operation and is subject to severe performance decays with any aeration of the water at their rotor inlets
FIG 7 is a cross sectional top plan view, as taken through line 7-7 of FIG 5, thft shows port steering rudder 52 and starboard steering rudder 53 turned to cause steering to starboard The maneuvering device 63 is shown oriented such that its nozzle mlet opening 81 is biased forward, as was the case for FIG 5, in this instance for minimum water impingement There is no, or insignificant, fluid flow through the maneuvering device's nozzle 79 in this full ahead thrust situatton FIG 8 is a partial cross sectional top plan view, as taken through line 8-8 of FIG 9, that shows the same components as that presented m the description of FIG 7 but with the port steenng rudder 52 and starboard steenng rudder 53 closed to block fluid flow from exiting from the rotor vanes in a direction rearward and generally in line with the propulsor centerline 75 This flow blockage rearward then directs the fluid flow to the maneuvenng device's nozzle inlet opening 81 In this illustration, the maneuvering device 63 is oriented by rotation for full reverse thrust as is indicated by liquid flow directional arrows 32 in this version Rotation of the maneuvering device 63 is indicated by directional arrow 34
FIG 9 presents a partial cross sectional view, as taken through line 9-9 of FIG 8, that shows the port side rudder 52 in the closed position arid direction of the liquid flow direcuonal arrows 32 The directed thrust in this instance causes a reversing of the boat Note that, while more complicated and less desirable, other devices to block rearward fluid flow such as a flap, not shown, disposed between
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the side steering rudders are considered well within the scope of the instant invention
FIG 10 is an isometric drawing of the port side rudder 52 FIG 11 presents an isometnc drawing of the debris cutter 60 Note that it includes an inspection port cover in this preferred embodiment
FIG 12 is an isometnc drawing of an mlet flow direction valve 69 In this instance it is a rotating design that requires minimal torque for operation
FIG 13 is an enlarged view, as taken from the circular view 13 of FIG 5, showing a rotor vane nng 42 that creates a labyrinth sea! along with spaces defined by inlet housing 55 and aft housing 46 Liquid flow is shown by liquid flow directional arrows 32 and gas flow by gas flow directional arrows 33 Note that pcnpheral portions of the rotor vanes 40 forward and aft of the rotor vane ring 42 are not enclosed by a rotor vane nng m this instance This is an important concept since the exposed pcnpheral portions of the rotor vanes 40 forward of the rotor vane ring 42 build up a positive liquid pressure which prevents gas from migrating into the rotor vane 40 at the forward end of the rotor vane ring 42 Further, the exposed peripheral portion of the rotor vanes 40 aft of the rotor vane nng 42 provide for best efficiency in some cases although a full longitudinal vane length rotor vane nng 42 is the preferred embodiment of the instant invention
FIG 14 is a cross sectional view, as taken through line 14-14 of FIG 5, showing the aft housing 46 and flow straightening vanes 47
FIG 15 presents a cross sectional view, as taken through line 15-15 of TIG 5, that illustrates the rotor 39, including a rotor vane nng 42, internal to aft housing 46 Note the housing recess 78 around the outside of the rotor vane ring 42 which is normally mostly filled with gas since any liquid is pumped out of the open upper portion of the space outside of the rotor vane nng 42 The rotor vane nng 42 is considered as being part of structure encircling the rotor vanes 40 for purposes of this invention Note also that it is not necessary to have a rotor vane ring 42 to have the instant invention fully functional It is even possible to eliminate structure around a portion of, or all of, the upper half of the rotor vanes 40, as would be the case in FIG 15 if the rotor vane ring 42 were eliminated, and
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still have a fully functioning version of the instant invention Although such is not shown, it is considered within the scope and spirit of the instant invention since elimination of the rotor vane nng 42 from FIG 15 would illustrate such a situation
FIG 16 is a partial cross sectional view, as taken through line 16-16 of FIG 5, that shows the inlet housing 55 and maneuvenng device dnve motor 68 and side rudder drive motors 67 Note that the mlet flow passageway is in a transition shape going from the a rectangular inlet to the round duct at the rotor inlet
FIG 17 is a partial cross sectional view, as taken through line 17-17 of FIG 5, that shows a rectangular inlet in inlet housing 55 and inlet grille bars 56 FIG 18 presents an optional inlet direcnonal flow control valve 70 that is m the form of a hinged flap Note that, while workable, this flap like design has more resistance to liquid flow and also requires more operational torque than the inlet flow directional valve presented in FIG's 5 and 6
FIG 19 presents an optional inlet design where there is no mlet flow directing valve and the incoming liquid is simply directed to the lower portions of the rotor vanes 40 This simple concept can only function with gas to the upper portions of the rotor vanes 40 and liquid to the lower portions of the rotor vanes 40 at all speeds
FIG 20 is a cross sectional view, as taken through lme 20-20 of FIG 1, that shows an optional version of the instant invention steenng rudder and maneuvering device It functions in the same way as that presented in FIG's 5-9 except that a balanced center rudder 54 is used rather than side rudders and two maneuvenng devices are used rather than one The following FIG's 21-24 describe its workings in more detail Fig 20 also shows a housing structural discontinuity or housing water separating step 72 that acts to prevent water flow from impinging on the maneuvenng device(s) and their nozzle openings
FIG 21 is a partial cross scctional view, as taken through line 21-21 of FIG 20, that shows a center rudder 54 as turned slightly to effect a turn to itarboard There is a port maneuvering device 64 and a starboard maneuvering
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device 65 that are both driven by drive gear 73 in this instance The maneuvering device nozzles 79 are set for forward thrust m instance
For purposes of definition in this application, a first maneuvering device can be the centered maneuvering device shown in prior FIG's 7 and 8 as item 63 or one of the maneuvenng devices 64 shown in FIG's 21 and 22 with a second maneuvenng device being the item 65 of FIG's 21 and 22 If a first and a second maneuvering device are called for it is meant to refer to multiple maneuvenng devices similar to those shown in FIG's 21 and 22 A first steenng means or steering rudder can be the steenng rudder 54 of FIG's 21 and 22 or one of the steenng rudders 52 of FIG's 7 and 8 with a second steering rudder being item 53 of FIG's 7 and 8 If a first and a second steering means or steenng rudders are called for it is meant to mean multiple steenng rudders such as shown in FIG's 8 and 9
FIG 22 is another partial cross sectional view, as taken though line 22-22 of FIG 20, that has the center rudder 54 in position to block flow rearward and therefore downward through the port maneuvering device 64 and starboard maneuvenng device 65 In this illustration, reversing forces are being generated to cause a reverse turn to starboard
FIG 23 is a partial cross sectional view, as taken though line 23-23 of TIG's 21 and 24, that shows the port maneuvenng device's nozzle 79 internal to the maneuvenng device
FIG 24 is a partial cross sectional view, as taken through line 24-24 of FIG 23, that shows liquid flow directional arrows 32 that arc being discharged rearward through the maneuvering device's nozzle 79 to create a forward thrust While the invention has been desenbed in connection with a preferred and several alternative embodiments, it will be understood that there is no intention to thereby limit the invention On the contrary, there is intended to be covered all alternatives, modifications and equivalents as may be included within the spirit and scope of the invention as defined by the appended claims, which are the sole definition of the invention What I claim is
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