US1795596A

US1795596A - Boat propelling and steering apparatus

Info

Publication number: US1795596A
Application number: US405108A
Authority: US
Inventors: John O Fleming; Paul Pius
Original assignee: Individual
Current assignee: Individual
Priority date: 1929-11-06
Filing date: 1929-11-06
Publication date: 1931-03-10
Anticipated expiration: 1948-03-10

Description

March 1931- J o. FLEMING ET AL BOAT PROPELLING AND STEERING APPARATUS Filed Nov. 6. 1929 Patented Mar. 10, 1931 I 1.

PATENT OFFICE JOHN O. FLEMING AND PIUS PAUL, OF CORONADO, CALIFORNIA BOAT rnornmme AND STEERING APPARATUS Application filed November 6, 1929. Serial No. 405,108.

Our invention relates'to boat propelling and steering apparatus, and the objects of our invention are: first, to provide an apparatus of this class which is especially adapted for use inconnection with high speed motor boats; second, to provide an apparatus of this class which is steered by shifting the direction at which the propelling medium is applied; third, to provide an apparatus of this class which is propelled by directing jets of air into the water; fourth, to provide an apparatus of this class in which the boat rides principally on an air cushion, thereby greatly'reducing the resistance to movement; fifth, .to provide an apparatus of this class in which water is prevented from entering the air blower without the use of valves; and sixth, to provide on the whole a novelly constructed motor boat propelling and steering, apparatus which is simple of construction, proportional to its functions, durable, eflicientjin its actions, and which will not readily deteriorate or get out of order.

With these and other objects in view as will appear hereinafter, our invention conjsist's of certain novel features of construction, combination and arrangement of parts and portions as will be hereinafter described in detail and particularly set forth in the appended claims, reference being had to the accompanying drawings and to the characters of reference thereon, which form a part of this application, in "which:

Figure 1 is a diagrammatical, longitudinal, sectional view of a motor boat incorporating our apparatus, with parts and portions shown in elevation to facilitate the illustration; Fig. 2 is a substantially diagrammatical, sectional view through 2-2 of Fig. 1, showing by dotted outlines the overhanging portions of the boat. extending beyond the step; Fig. 3is a transverse, sectional view through 3-3ofFig. 1; Fig. 4 is a transverse sectional view through 44 of Fig. 2'; and-Fig. 5 is a rear elevational view of the boat, showing the air discharge orifices.

"Sim r ha aaersefaearweerefer to "form of a sea sled or hydroplane, having a step 1a near the stern. The bow 1b of the hull is curved upwardly in the conventional manner so as to readlly ride the waves instead of plowing through them. Formed in the upper deck, adjacent the bow of the hull,

is an air well'2. Formed rearwardly of the well is a funnel-shaped air scoop 3, the axis of whichextends substantially horizontally. At the rear end of the air scoop 3 are two passages 4 and 5 which extend rearwardly and horizontally adjacent the bottom ofthe hull and intersectthe vertical wall of the step lot, as shown best in Figs. 2 and 5. These passages diverge from each other as they extend rearwardly so as to intersect the step 1a near the side margins of the boat.

The air scoop 3 is provided with a hump 3a along its lower side, which extends a suflicient distance above the water line of the hull to prevent water entering the passages 4 and 5 when the boat is at rest and from filling into ;the well 'Q'and the forward end of the scoop.

It is obvious, however, that the passages 4 and 5 may be raised intermediate their ends so that water cannot reach even the rear portion of the air scoop.

Supported on a horizontal shaft 6, is a pro peller 7, which is mounted at the entrance of the air scoop 3. Forwardly of the propeller are stream-lined brace members 8, which oin the side walls of the well 2 and firmly hold the propeller in place. The propeller is supported at its rear side by a housing 9, which surrounds the shaft 6 and extends rearwardly through the upper wall 36 of the air scoop 3.

The upper wall 36 of the air scoop 3 slopes dbwllwardlyas the air scoop deoreases'in size until at the rear of the air scoop the upper wall is spaced only a short distance from the bottom of the hull, as shown in Fig. 1. Above the rear portion of the air scoop 3, and above the passages 4 and 5, is mounted a suitable engine or motor 10, which is connected to the shaft 6 through suitable clutch and gear mechanism 11. Rearwardly of the motor 10 in the stern portion of the hull, overhanging the step 1a, is a cockpit 12 arranged for carrying the operator and passengers.

Mounted at the rear end of the air scoop 3 is a gate 13 which is hinged at its rear side and extends forwardly so as to close either one or the other of the passages 4 and 5, as shown best in Fig. 2. When the gate 13 is in the dotted position A, air is directed equally out of both passages 4 and 5, and the boat moves straight. When the gate is in the position shown by the solid lines in Fig. 2, all the air is directed out of the passage 5 and the boat tends to turn to the left. When the gate is in the dotted line position indicated by B in Fig. 2, all the air is directed out of passage 4 and the boat tends to turn to the right.

The gate is operated by a steering wheel 14 extending into the cockpit 12. The steering wheel 14 may operate directly upon the gate, but due to the engine being mounted over the gate, it is preferred to operate the gate through suitable gears 15, and sprocket and chain means 16, as shown in Fig. 1.

The arrangement of operating the gates from the steering wheel will, of course, vary with the different styles of water craft.

Between the cockpit and rear side of the well 2, the boat is provided with suitable decking 1?, as shown in Figs. 1 and 2.

The operation of our apparatus is as follows: The motor 10 drives the propeller 7 which creates a pressure of air in the air scoop 3 and in the passages 4 and 5. This tends to force the water backward and the boat forward. By varying the relative flow of air through the passages 4 and 5, the boat may be turned in one direction or the other as desired. By reason of the hump 3a which extends above the water line TV, as shown in Fig. 1, water is able to enter only the passages 4 and 5 and a small portion of the rear end of the air scoop 3. This water is readily discharged as soon as the boat moves forward. The rear end of the well 2 is somewhat higher than the forward side thereof, as shown in Fig. 1, so that forward movement of the boat through the water tends to increase the pressure within the air scoop 3 and thereby in crease the efficiency. I

It is obvious from the construction as illustrated in the drawings and described in the foregoing specification that there is provided a boat propelling and steering apparatus as aimed at and set forth in the objects of the invention, and though we have .ShQWIl and described a particular construction, combination and arrangement of parts and portions, we do not wish to be limited to this particular construction, combination and arrangement, but desire to include in the scope of our invention the construction, combination and arrangement substantially as set forth in the appended claims.

Having thus described our invention, what we claim as new and desire to secure by Letters Patent is:

1. In an apparatus of the class described, a boat hull having a stepped stern portion, an air scoop means formed within said hull with its larger end towards the bow and its smaller end towards the stern of said hull, a pair of substantially horizontal air conduits communicating with the rear end of said air scoop, and piercing said stepped stern portion near the side margins thereof rearwardly of said air scoop, air flow producing means mounted within said air scoop, and a gate means for controlling the relative flow of air through said air conduits.-

2. In an apparatus of the class described, a boat hull having a stepped stern portion, an air scoop means formed within said hull with its larger end towards the bow and its smaller end towards the stern of said hull, a pair of substantially horizontal air conduits communicating with the rear end of said air scoop, and piercing said stepped stern portion near the side margins thereof rearwardly of said air scoop, air flow producing means mounted within said air scoop, and a gate mounted at the rear end of said air scoop arranged to close one or the other or neither of said air conduits.

3. In an apparatus of the class described, a boat hull, an air passage therethrough communicating between the upper forward deck and the stern portion of the bottom of said hull, said air passage bifurcated near its rear end forming diverging air discharge conduits, means for controlling the relative flow of air through said conduits, and thereby guiding said hull, means for causing a flow of air through said passages and conduits, said air passage provided with a raised lower wall adjacent its bifurcated portion, said raised portion extending above the water line of said hull.

4. In an apparatus of' the class described, a boat hull, an air well extending downwardly from the upper forward deck of said hull, an air scoop communicating with said air well and extending rearwardly therefrom under the upper deck of said hull, said air scoop at its forward end filling the major portion of the cross-sectional area of said hull, said air scoop decreasing in size from its forward end, a pair of diverging air passages extending horizontally rearwardly from the rear end of said air scoop, and piercing a stern portion of said hull, and an air flow induction means mounted at the forward end portion of said air scoop.

5. In an apparatus of the class described,

a boat hull, an air Well extending downwardly from the upper forward deck of said hull, an air scoop communicating with said air well and extending rearwardly therefrom under the upper deck of said hull, said air scoop at its forward end filling the major portion of the cross sectional area of said hull, said air scoop decreasing in size from its forward end, a pair of diverging air passages extending horizontally rearwardly from the rear end of said air scoop, and piercing a stern portion of said hull, an air flow induction means mounted at the forward end portion of said air scoop, and a boat steering means including a gate mounted at the juncture of said air passages with said air scoop arranged.

to vary the relative flow of air through said passages.

6. In an apparatus of the class described, a boat hull provided with a step near its stern, an air scoop mounted adjacent the bow of said hull, an air scoop intersecting the deck of said hull adjacent the bow thereof, and extending rearwardly therefrom through said hull, said air scoop havin its major diameter at the forward end and its smaller diameter at its rear end, a pair of diverging air passages communicating with the rear end of the air scoop and intersecting the vertical wall of said step formed in the bottom of said hull, and an air flow induction means mounted in the forward end portion of said air scoop.

7. In an apparatus of the class described, a boat hull provided with a step near its stern, an air scoop mounted adjacent the bow of said hull, an air scoop intersecting the deck of said hull adjacent the bow thereof and extending rearwardly therefrom through said hull, said air scoop having its major diameter at the forward end and its smaller diameter at its rear end, a. pair of diverging air passages communicating with the rear end of the air scoop and intersecting the vertical wall of said step formed in the bottom of said hull, air flow induction means mounted in the forward end portion of said air scoop, and a boat steering means including a gate arranged to vary the relative flow of air through said air passages.

In testimony whereof, we have hereunto set our hands at San Diego, California, this 1st day of November, 1929.

JOHN O. FLEMING. PIUS PAUL.