US1321304A - Propelling mechanism eor vessels - Google Patents

Description

H. M. HAMILTON.

PROPELLING MECHANISM FOR VESSELS.

APPLICATION FILED MAR. 23. 1917.

1,321,304. Patented Nov. 11, 191a STATES PATENT OFFICE.

HENRY M. HAMILTON, OF LAKEMILLS, WISCONSIN, ASSIGNOR OF ONE-HALF To HAROLD H. ENGSBER-G, 0F LAKEMILLS, WISCONSIN.

PROPELLING MECHANISM FOR VESSELS.

Specification of Letters Patent.

Patented Nov. 11, 1919.

Application filed March 23, 1917. Serial No. 156,819.

new and useful Improvements in Propel-.

ling Mechanisms for Vessels; and I do hereby declare that the following is a full, clear, and exact description thereof.

This invention relates to new and useful improvements in vessel propelling mechanisms, particularly that type which is adapted to be disposed longitudinally of the hull of the boat.

One of the objects of the invention is to provide an improved and simply constructed mechanism which will propel a vessel at a higher rate of speed with the same expencliture of energy than can be possibly obtained with an ordinary screw propeller. V

, Another object is to provide a propelling means which will be equally as effective on shallow draft high speed motor boats ason larger vessels.

A further object is to construct a propeller which will displace practically no water while in operation, thereby eliminating the churning and its attendant disadvantages which occur in the use of the usual screw propellers.

A still further object is to provide a pro elling means having a relatively long pro peller, the blade of which extends only a short distance from its axis, but throughout its length, thus permitting the device to be operated much more readily and economically than the usual propeller.

Because of the continuous force exerted throughout the length of the propelling member the vessel will be moved much more steadily and can be started quicker than with any other type of mechanism.

A further and very important object is to provide a propelling mechanism which will be very buoyant in its nature so that it will aid in supporting the vessel upon which it is used, it being particularly well adapted for use in connection with power or speed boa-ts.

With the above and additional objects in View, the invention resides in the novel features of construction, combination and arrangement of parts which will be hereinafter more particularly described and claimed, and shown 1n the drawlngs, wherein Figure 1 represents a side elevat on of a high speed motor boat propelled by a mechanism constructed in accordance with my invention. I

Fig. 2 is a plan view of the part shown in Fig. 1.

In the accompanying drawing wherein similar reference characters designate like parts throughout the several views, it will be noted that the numeral 1 indicates the hull of amotor boat in which is disposed a suit able internal combustion engine 2-for drivmg the propeller mechanism forming part of the invention. The boat is guided whilebeing ropelled by a rudder 3 of conventional design.

My propelling mechanism is preferably disposed on each side of the hull 1, although under certain conditions it might beadvisable to otherwise position it. It will also be notedv from the drawing that the mechanism is formed of a number ofpropelling units 4, all of which are complete propelling members. Inasmuch as each of the units is, complete, any number of-the same may be employed on each side of the vessel'hull, de-

pendent upon the size thereof and the speed at which it is desired to move it through the water. In the present application, for convenience in, illustration, only two of the units 4 are placed on each side of the vessel.

Each of the propellin units 4 consists of a hollow tubular shaft 5 o relatively large diameter which is disposed longitudinally of the hull 1, and on each of these shafts is formed a propelling blade 6, the same extending radially from the periphery thereof. The propelling blade on each shaft 5 is of relatively narrow width and extends spirally around the shaft from one end to the other. The outer end of each shaft 5 is preferably tapered, as shown at 7, to reduce the friction between said shafts and the water, and if necessary the inner ends may be similarly tapered as illustrated by 7.

The propelling units on each side of the vessel are longitudinally alined and are mounted on a rod or shaft 8, the same exin suitable bearings 9 formed on brackets 10 which project from the sides of the vessel. The opposite ends of the hollow shafts 5 are secured to the rods 8 and are closed to produce relatively buoyant elements.

l/Vhen two of the units 4: are used on each side of the vessel, the inner ends of the same are spaced apart to provide room for a gear housing 11., in each of which a pair of beveled gears 12 is disposed. The rods or shafts 8 extend through this housing 11 and one of the gears 12 is fixed to each. The other gears are carried by the opposite ends of a two part rotatable shaft 13 extending transversely of the hull and connected with the engine 2. The gears 12 are continually in mesh so that rotation of the shaft 13 will cause the rod 8 and the hollovshafts 5, which are attached thereto, to be rotated.

Any suitable means may be employed for connecting the transverse shaft 13 with the engine 2, that shown consisting of the beveled gears 14, 15 and 15'. The gears 15 and 15 are feathered to the adjacent ends of the two part shaft 13 and are adapted to be intermittentlyengaged with the gear 14: which is carried by the engine shaft. A suitable clutch mechanism 16 connects the two part shaft. A shifting lever, the fork of which is shown at 17 is used to move either of the gears 15 or 15 into engagement with the gear let and to actuate the clutch 16. It is obvious that the engagement of the gear 15 and the gear 14 when the engine 2 is operating, will cause the propelling units 4 to be rotated to force the body in one direction and that the connection of the gear 15 with the gear lat under like conditions will cause the reverse rotation of the propelling mechanism to move the boat in the opposite direction. F urthermore the engine will run idle when neither of the gears 15 or 15 is connected with the gear 14.

Because the propelling mechanisms are of relatively small diameter, they may be very efficiently used on small boats or boats of shallow draft, and the brackets 10 may be placed so that the members Will neither extend below the bottom of the vessel or above the water line as indicated in Fig. 1. The construction of these propelling members permits a continuous force to be exerted throughout. practically the entire length of the vessel and this force will be in the nature of a pull rather than a push as is exerted by the ordinary screw propeller. The opposite ends of the propelling members being tapered, the vessel may be readily run in either direction with equal facility.

I claim:-

In combination a boat hull, members on each side thereof, the bearings on the respective sides of the hull being alined longitudinally thereof, a shaft journaled in each of said alined bearing members, a pair of cylindrical propelling members fixed around each of said shafts longitudinally thereof, the propelling members of each pair being spaced apart to expose the intermediate portions of the shafts, a spiral blade on each of said propelling members, a two part shaft extending transversely of the hull, the outer ends of the same being continuously geared to the adjacent intermediate exposed portions of the first mentioned shafts, a driving means in the hull, and means for selectively connecting either of the sections of the two part shaft to the driving means to independently rotate the propelling members on one side of the hull in one direction to drive the latter forward and the propelling members on the other side in the reverse direction to move the hull rearwardly.

In testimony that I claim the foregoing I have hereunto set my hand at Lakemills, in the county of J eiferson and State of IVisconsm. HENRY M. HAMILTON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. O.

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