US2321133A

US2321133A - Marine vessel

Info

Publication number: US2321133A
Application number: US413840A
Authority: US
Inventors: Richard W Davis
Original assignee: Individual
Current assignee: Individual
Priority date: 1941-10-06
Filing date: 1941-10-06
Publication date: 1943-06-08
Anticipated expiration: 1960-06-08

Description

June 8, 1943. R. w. DAvls 2,321,133

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Filed oqt. 6. 1941 4 Sheets-Sheet 1 anhand ATTOR EYS June s, `1943. www5 2,321,133

MARINE vEssEL v Y v:mea oct. 6.1941

; {Sheets-Sheet 2 vl? w N v Richard WDavLs.-'NVENTR ATTORNEYS June 8, 1943. n. w. DAvls MARINE VESSEL Filed OGt. 5, 1941 4 Sheets-Sheet 3 Jae/lara Www/ INVENTOR June 8, 1,943.

R. W. DAVIS MARINE VESSEL Filed Oct. 6, 1941 4 Sheets-Sheet 4 Ric/zata WDayLS.'

IN VENT OR.

Patented June 8, 1.943

UNITED STATES FAEN? @ENCE MARINE 'VESSEL Richard W. Davis, Miami, Fla.

Application October 6, 1941, Serial No. 413,840

3 Claims.

My invention relates broadly to new and useful improvements in marine vessels and more particularly to that type of vessel having a rotary hull.

An important object of my invention is the provision of a vessel capable of obtaining a high rate of speed by reason of a rotating hull portion which tends to lift itself upon the surface of the water when the vessel is under way in a manner to substantially eliminate both the head and drag resistance which greatly impedes the progress of vessels of other construction.

Another object of my invention is the provision of a vessel of the above-mentioned character that is uniquely constructed to accomplish the above results in an efficient and efficacious manner, which construction is at once durable and light to permit a maximum speed to be obtained.

Still another object of my invention is the provision of a vessel of the above-mentioned character having a suflicient capacity to accommodate both passengers and freight which operates to reduce the volume of water displaced by the vessel as the speed is increased.

Other objects and advantages of my invention will be apparent during the course of the following description.

In the drawings, forming a part of this specification and wherein like numerals are employed to designate like parts throughout the same,

Figure 1 is a longitudinal sectional View of a vessel embodying my invention,

Figure 2 is a transverse sectional view taken on the line 2 2 of Figure 1,

Figure 3 is a vertical sectional View taken on the line 3 3 of Figure 1,

Figure 4 is a fragmentary side elevation of the hull,

Figure 5 is a side elevation of a modied form of the invention,

Figure 6 is a transverse sectional View thereof taken on the line 6 6 of Figure 7,

Figure 7 is a Vertical sectional View taken on the line 'I 'I of Figure 6,

Figure 8 is a fragmentary Vertical sectional view taken on the line 8 8 of Figure 7 and Figure 9 is a fragmentary vertical sectional View taken on line 9 9 of Figure 7.

In the accompanying drawings, wherein for the purpose of illustration, is shown a preferred embodiment ot my invention, the numeral Ill designates a substantially disk-shaped hull adapted to be disposed in an upright position in the Water and with a portion of the periphery submerged below the surface thereof. The hull CFI comprises a peripheral band portion I I the opposite sides of which are closed by integral frustoconical shaped side walls I2 and I3. Each of the side walls is provided within a central opening I4 and the portion of the walls enclosing the openings are joggled inwardly, as at I5, to receive the essentially circular plates IB and I 7. It is essential that a water-tight union be effected between the side plates and the hull and that the hull be permitted to rotate independently of the plates. Each of the plates is, therefore, provided with a bearing I8 of U-shaped construction in cross section which snugly but slidably embraces the periphery thereof. Retaining rings I9, having the same internal diameter as the openings I4, are applied to the outside surface of the side walls and fixedly held in association therewith by screws 20, or the like. Thus, the joggles I5 of the hull and the retaining rings I9 cooperate in holding the bearings I 8 ixedly associated with the hull and the bearings permit the periphery of the plates I6 and Il to move relative thereto during the rotation of the hull about its axis.

A Vtransversely extending inner platform or deck 2I is arranged in bridging relation with the plates IB and I'I and the side edges thereof are fixedly secured to the plates substantially below their horizontal diameters by the angle-iron supports 22. An essentially heavy motor 23 is suspended centrally from the platform by the brackets 24 and the base of the motor includes a carriage 25 positioned between the inturned upper anges 26 of the laterally spaced annular rails 2'I extending around the inner periphery of the hull.

- Rollers 28 extend laterally from the opposite ends of the carriage and below the overhanging flange 25 of the tracks. A suitable trap door 9 is provided in the deck 2l to permit access to be had p y opening to provide an essentially sealed connec- 5o= tion therebetween. Essentially small platforms 3B are mounted on the outer face of the side plates I6 and I'I by the angle-irons 3| and the brackets 32. Each of the outer platforms is located in Kalignment with the inner deck 2| and each preferably extends the full width of the plate to provide a maximum supporting surface. Each of the outer platforms is provided with a railing 33 which extends along the outer edge thereof and along each end to prevent a person from falling off of the platform. Each of the side plates is also provided with windows, the plate i6 being provided with an essentially large window 34 and the plate |1 being provided with a pair of essentially small windows 35 arranged at opposite sides of the door 23. In order that persons standing on the deck 2| within the hull may see ahead of the vessel, I have provided reflectors 36 which project from the sides of the hull rearwardly of each of the windows. Thus, a person within the hull may look directly through any of the windows to view the water at either side of the hull or he may look angularly through the window and into the reflectors to obtain a view of the Water ahead of v the vessel. Each of the outer` platforms is here illustrated as being provided with a ag staff 31 upstanding from the forward end thereof, which staves carrysuitable ags 38.

In orderthat the hull may be driven through the water, I provide an outer framework which connects'with the platforms 39 and extends rearwardly longitudinally of the hull. The framework includes a yoke 39 having the end of each arm portion thereof extending along and connected to the underside of each of the platforms 30. As best illustrated in Figure 2, the yoke is spaced substantially from the hull for its entire length and is normally disposed slightly above the Water level. A U-shaped member 49 connects with the yoke at substantially its middle and extends angularly downwardly therefrom below the surface of the water. A rudder 4| is mounted at the end of the U-shaped member` 40 and includes oppositely extending transverse arms 42 and 43 connected to a pilot wheel 41 by the cables 44 vand 45 which extend through the member 40 and yoke 39 and into the hull below the deck 2|. After the cables enter the hull` they are conducted by suitably arranged pulleys 45 to the steering or pilot wheel 41 supported above the deck by a suitable standard 48.

'I'he drive shaft of the motor is provided with a gear 49 which meshes with a gear 59. The gear 50 is carried by an idler shaft which is journaled for rotation in the vertical bore of a bracket 5| extending from the engine block above the drive shaft and the upper end of the idler shaft carries a gear 52. A second idler shaft 53 extends through the stuffing box 54 provided in the side plate I1 below the platform 3) and the opposite ends thereof carry outer and inner gears 55 and 56. The inner gear 56 is driven by a gear 51 carried by the countershaft 58, which shaft is journaled for rotation in the bearing supports 59 and is provided with a gear 611 at its lower end which meshes with the gear 52. The shafts 6|, 62 and 63 are mounted for rotation in the bearing brackets 64 carried by the yoke 39, the shaft 6| being provided with a gear 65 meshing with the outer gear 55. The shaft 6| is connected to the shaft 62 by universal connection 66 and the shaft 62 is connected with the shaft 63 by universal connections 61.

The diverging ends of the essentially V-shaped propeller support 9B are journaled to the middle of the yokeA 39 for swinging movement about a horizontal axis. The apex of the propeller sup- Dort iS bent dOWllWaI'dly, as at 59, and receives the propeller bearing 1U. The propeller 1`| is journaled for rotation in the bearing 10 and C011- 75 nects with a driven shaft 12 by a universal connection 13. The opposite end of the driven shaft is rotatably supported by a yoke 14 the ends of which yoke are pivoted to the supporting arms 15 extending from the yoke 39 intermediate the connecting ends of the propeller support 68. Power is transmitted to the driven shaft by a beveled gear 16 xedly carried by the shaft 63, the beveled gear being disposed in meshed relation with a beveled gear 11 xedly secured to the adjacent end of the shaft 12. Thus, actuation of the motor will cause the shaft 12 to be rotated to drive the propeller.

Tests have developed that the vessel may be successfully propelled by the use of either a marine or aerial propeller. In the one case the supporting arm 63 mustextend below the surface of the water so that the marine propeller may operate and in the other case the arm must extend substantially above the surface of the water so that the aerial propeller may operate. As hereinabove-described, the propeller support is ipivotally associated with the yoke 3S and I have provided stationary segmental plates 19 adjacent the pivoted ends thereof which are provided with a series of spaced arcuately arranged openings 19 adapted to receive a bolt which extends through an aligning opening in the propeller support for holding the same in a selected angular position. As the propeller support is pvoted angularly, the shaft 12 will pivot therewith and the beveled gear 11 carried by the shaft will move relative to the beveled gear 16 in a manner to at all times remain in meshed engagement therewith.

The full lines in Figure 1 illustrate the propeller support B8 as being disposed to operatively position a marine propeller. The support eX- tends between the -spaced arm portions of the U-shaped member 49 to position the propeller directly rearwardly of the rudder 4|. The dotted lines in Figure 1 illustrate the propeller support in the elevated position to properly position an laerial propeller.

Any suitable control (not shown) may be employed for operating the motor 23 and, once the same is energized, it will drive the propeller 1| through the medium of the several inter-meshing gears carried by the idler shafts in the manner `described above. Rotation of the propeller, either of the marine or aerial type, will cause the vessel to move forwardly yacross the Water. The relatively great weight of the motor will hold the inner deck or platform 2| in a horizontal position and the side plates |6 and I1 supporting the deck will be held stationary thereby. The outer platforms 30 which support the yoke 39 and U-shaped member 49 will also be held stationary by the motor whereby the rudder and propeller will be securely held to operate in their respective mediums. The manner in which the propeller is disposed directly rearwardly of the rudder 4| will cause the vessel to be readily re- -sponsive to any actuation of the pilot wheel 41 whereby the device may be easily guided. The forward motion of the vessel will cause the hull to -r-otate about the centrally positioned plates I6 and |1 and the greater the speed of the vessel the greater will be the tendency of the hull to rotate. The rotation of the hull will cause the same to lift itself upon the surface of the Water in a manner to decrease the resistance thereof and this tendency will become more marked as the speed of rotation of the hull increases. It

may thus be seen that the motor may drive the hull at essentially highXspeed and that, as the speed increases the hull will tend to rise higher in the water to materially decrease the head and drag resistance. Obviously, the hull may be of any selected size and passengers and freight may be readily accommodated on the inner platform 2|.

Attention is now directed to Figures through 9 wherein is illustrated another form of my invention. In this form of the invention, the nacelle is suspended between a pair of buoyant drums 8| and 82. The nacelle is formed of sheet met-al or any other suitable material and constitutes a hollow shell or hull in which the operator of the device sits and in which the driving motor 83 is mounted. As best illustrated in Figure 7, the nacelle is formed with a transverse vertical partition wall or bulkhead 84 to divide the same into the forwardly located operators station and the rearwardly located engine room 86. I prefer that the bulkhead be suitably fashioned to provide a seat B1 on which the operator may sit. The top of the nacelle forwardly of the bulkhead is cut away and this opening is closed with a Cowling 88 the rearward end of which is hingedly connected to the nacelle as at 89. It will easily be seen that the cowling may be raised or lowered to suit the particular condition and that the operator may easily have access into the nacelle through the opening closed by the Cowling. The portion of the hull immediately forwardly and below the cowling is bent inwardly and downwardly to form an instrument Ypanel and a depending apron 9| which forms a support for the steering wheel 92. The shank 93 of the steering wheel extends forwardlt7 through the apron and the distal end thereof is suitably held by a bracket 94. The steering wheel is thus freely rotatable in any direction, for the purpose of steering the vessel.

The nacelle is suspended between the rotating drums 8| and 82 by means of a transversely extending tubular axle member 95. The axle member is located adjacent the top of the nacelle and slightly rearwardly of the cowling opening. It extends entirely through the nacelle and the opposite ends thereof project substantially beyond the side thereof to receive thedrums. The bearings 96 are mounted in the side walls of the nacelle and between the braces 91 and 98, which braces encircle the nacelle at substantially its middle and which brace 91 constitutes a support for the bulkhead 84. The bearings are in the nature of a tubular portion 99 which extends through the wall of the nacelle and receivesvthe extending end of the axle member the inner wall thereof being circumferentially spaced from the axle member and the said axle member being held centrally located in the sleeve portion 99 of the bearing by means of the braces |09. Each of the bearings 9S is formed with a radial flange |0| which presses against the outer side of the nacelle and is xedly secured thereto as by welding or the like. Rotatable sleeves |02 extend centrally through the drums 8| and 82.Y Each of the drums comprises spaced parallel circular side walls |93 and |04 connected by a peripheral band |05. The inner and outer ends |06 and |01 of the sleeve |02 extend through the respective inner and outer walls |03 and |04 of the drums the same being held in ixed association therewith by means of the annular retaining bands |08 welded or otherwise xedly secured thereto and to the inner side of the side walls of the drums. As best illustrated in Figure 6, the inner ends |06 of the sleeve extend through the bear.- ing 96 in the side wall of the nacelle. The inner ends ofthe sleeve terminate in an outwardly ex'- tending radial lip |09 which abuts against the inner end of the bearing. An annular lip ||0 formed on each of the sleeves between the nacelle and the drum abuts againstthe outer end of the bearing 96 and against the outer end of the inner member |03. The lip ||0 prevents vthe sleeve from sliding inwardly into the nacelle and also prevents the drum at the outer side thereof from shifting along the sleeve in the direction of the nacelle.v It will be readily observed that while the sleeves |02 are of smaller diameter than the bearing 96 they are of substantially larger diameter than the axle member 95 whereby to permit the drum to rotate freely about the extending ends of the axle Without frictional` engagement between the sleeves and the ends of the axle.

One leg of an L coupling ||I is xedly secured to the outer ends of the axle member 95. The connecting legs ofthe couplings are formed with an annular recess ||2 which seats the outer end of a respective one of the sleeves |02. It should be noted that the outer end |01 of the sleeves are rotatably seated within the grooves so that upon rotation of the drum the outer end of the sleeves will rotate within the grooves ||2 andthe inner ends thereof will rotate within the bearings 96. Each of the L couplings is formed with a removable plate ||3 which permits access to be easily had to the chamber IM without removing the coupling from the axle. The L shaped tubular members ||5 have one end thereof securely received within the other leg of the couplings I Each of the members ||5 extends rearwardly of the device and with the leg ||6 thereof disposed in laterally spaced relation with the adjacent drum and with the leg ||1 thereof arranged in substantially spaced relation with the periphery of the drum and extending inwardly in the direction of the nacelle. The ends of the arms H1 of the tubular members ||5 terminate in aligned relation but spaced a substantial distance apart to support the rudder ||8 therebetween.

The rudder comprises a supporting frame H9. which connects with theends of the tubular members ||5 and includes upper and lower bars having centrally located bearings |20 in which the rudder shaft |2| is mounted for rotation. The rudder shaft extends substantially below the frame and the rudder |22 carried by the downwardly extending portion projects rearwardly. The portion of the rudder shaft extending between the bars of the frame ||9 xedly carries a quadrant |23.

As hereinabove described the vessel is steered by means of the wheel 92, the portion of the steering shaft extending between the apron 9| and the bracket 94 being provided With a drum- |2l5 about which the steering cable |25 is spirally wound. The cable extends in opposite direction from the drum |24 behind the apron 9| to the pulleys |26 secured to the side wall of the nacelle.

The ends of the cable are reeved through the pulleys |26 and pass along the inner walls of the nacelle to a point rearwardly of the bulkhead 84 and directly below the axle member 95. At this j point the cables are reeved through the pulleys |27 and passed upwardly and inwardly to the pulleys |20 mounted in slots in the underside of the axle member. It will be remembered that the axle member is tubular and the ends of the cable extending within the same are passed outwardly through the drums 8| and 82 and into the chamber ||4 in the couplings Pulleys |29 are mounted within the chamber and the cable ends are reeved thereabout' and passed through the tubular members ||5. The ends of the steering cable extending from the tubular members are wrapped around the quadrant |23 of the steering apparatus. The cable is preferably maintained in a reasonably taut condition at all times so that the rudder will respond immediately to movements of the steering wheel 92. It will be readily apparent that if the steering wheel is moved in one direction the cable will wind about the drum |24 at one end and unwind therefrom at the other end whereby to permit the cable to shift within the several supporting members to effect locking movement of the rudder about the rudder shaft.

I propose to drive the vessel by means of an internal combustion engine 83 mounted on supporting members |33 and |3| of the internal framework of the nacelle. As is best illustrated in Figures 7 and 8 the-supporting members |30 and |3| are disposed in close proximity to the bottom of the nacelle whereby to position the relatively heavy engine as far below the axle momber 95 as possible. I rely considerably upon the weight of the motor to hold the nacelle in a stationary condition at all times and have found that the weight of the motor is generally sufficient to hold the nacelle steady although if necessary suitable ballast or the like may be suitably placed therein. The drive shaft of the engine extends through the side wall of the nacelle and the extending end thereof carries a drive pinion |32. The drive pinion is in mesh with thev relatively large external ring gear |33 fixedly secured to the inner wall of the drum IBI. It may thus be seen that actuation of the engine 33 will effect rotation of the drive pinion |32 which will in turn drive the ring gear to rotate the drum 8 In order that the vessel operate properly it is necessary` that both of the drums work in unison and I have therefore connected the drums by means of a plurality of circumferentially spaced angle members |34. By reason of thefact that the drums are substantially larger than the nacelle the angle irons may pass around the nacelle during the rotation of the drums without contacting or in any way interfering with the proper operation of the device. As best illustrated in Figures 5 and 7, one web of the angle iron is welded or otherwise fixedly secured to the peripheral strip |35 of the drums and the other web thereof extends radially'upwardly from the drums to comprise a blade or paddle.

I have provided braces |35 which extend rearwardly of the vertical brace 98 slightly above the internal combustion engine 83. A guide rod |35 is suspended between the braces |35 immediately rearwardly of the engine 83 and the gas tank I3? is shiftably mounted on the rod. The tank is connected to the engine by means of a flexible tube |38 and it may be xedly secured to the guide rod |35 at a selected adjusted position therealong. The reason for shiftably mounting the gas tank is to permit the nacelle to be properly balanced at all times. The gas tank may be adjusted on the guide rod to compensate for any particular weight in the operators compartment or to compensate for Varying loads in the engine room 86. Access to the engine room is had through the trap door |39 and it will be readily observed that the gas tank is conveniently located immediately below the door when it is desired to ll the same.

The operation of this form of the invention is substantially similar to the form first described. When the engine 33 is being operated both of the drums 8| and 82 will be driven in unison and in the same direction. When the device is at rest it will settle in the water to substantially the line |43; however, as soon as the drums begin to rotate and the device begins to move forwardly in the water the drums will lift themselves on to the suace of the water whereby to support the nacelle above the water and to materially decrease the resistance or drag. Obviously as in the case of the rst form of the invention the tendency of the drums to lift themselves outlof the water will be markedly increased as the speed of the vessel increases.

It is to be understood that the forms of my invention, herewith shown and described, is to be taken as a preferred example of the same andv that various changes in the size, shape and arrangement of parts may be resorted to without departing from the spirit of my invention, or the scope of the appended claims.

Having thus described my invention, I claim:

1. A marine vessel comprising a nacelle, hollow axles projecting from the opposite sides of the nacelle, a buoyant drum mounted for rotation on each of said axles, a drive means carried by the nacelle for rotating said drum, an essentially U-shaped tubular frame carried by the axles and extending rearwardly around the rear end of the nacelle, a rudder mounted on the U-shaped frame, and wires operated from within the nacelle and extending outwardly through the axles and through the tubular frame and connected to the rudder.

2. A marine vessel comprising a nacelle, hollow axles projecting from the opposite sides of the nacelle, a buoyant drum mounted for rotation on each ofsaid axles, a motor within said nacelle, a gearing driven by the motor for rotating said drums, an essentially U-shaped tubular frame carried by the outer ends of the axles and extending along the sides and around the end of the nacelle, a vertical bearing carried by the U-shaped frame, a rudder mountedV in said bearing, and wires operated from within the nacelle and extending outwardly through the axles and the tubular frame and connected with the rudder.

3. A marine vessel comprising a nacelle, hollow axles projecting from the opposite sides of the nacelle, propeller means mounted for rotation on each of said axles, a drive means carried by the nacelle for rotating the propellers, an essentially U-shaped tubular frame carried by the axles and extending along vthe sides and around the rear end of the nacelle, a rudder mounted on the U- shaped frame, and wires operated from within the nacelle and extending outwardly through the axles and the tubular frame and connected to the rudder.

RICHARD W. DAVIS.