US2330764A

US2330764A - Ship propulsion

Info

Publication number: US2330764A
Application number: US426669A
Authority: US
Inventors: John T Troth
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-01-14
Filing date: 1942-01-14
Publication date: 1943-09-28
Anticipated expiration: 1960-09-28

Description

Sept. 28, i943. J. T. TROTH 2,330,764

SHIP PROPULSION Filed 'Jan. 14, @942 2 Sheets-Sheet 1 INVENTOR a I 9 5 Jo N LTR TH 10 g 7 l0 7 C27" AT EY Sept. 28,1943. TRo l'H 2,330,764

SHIP PROPULSION Filed Jan, 14, 1942 z Sheets- Sheet 2 INVENTOR JQHNITRQTH a ORNEY Patented Sept. 28, 1943 UNITED STATES PATENT OFFICE sum PROPULSION an. 'r. Troth, St. Davids, Pa. Application January 14, 1942, Serial No. 426,669

' (omit-2s) Claims.

The object of the invention is to provide improvements in ship propulsion broadly, but with particular emphasis upon the wide range of ships found in the category of ,hobby models. That is, while the principles of construction and oper- Another andmore specific object is to provide in a ship a propulsion mechanism, comprising either one or more angularly oscillatable vanes 01' flappers, operable in either a single or a corresponding number of independent channels or pssageways beneath the ships hull. When more than one suchvane is employed, two or more of them are arranged intranverse alignment, while a second or forward such row may be added; in which case a vane of such forward row is preferably but not necessarily in alignment with a space between two adjacent vanes in the next rearward row.

A further object is to provide in such a mechanism independent channels for the respective vanes of each row, each such channel being defined between fixed, slender, depending partitions or fins, or between one such fin and a depending extension of a side wall of the ship, while motion of the vanes in a given transverse row is preferably in the same direction,the course of the ship being maintained true by reason of the stationary fins. However, in the case Iof a longitudinal series of propelling vanes in a single channel, adjacent vanes may be made to move inopposite directions, so as to thereby minimize vibration, if desired.

Still another object is to provide for steering such a ship by means of a bow rudder, instead of the rudder that is customarily located in the stern, thereby making it possible to position the propelling vanes adjacent to the rearmost extremity of the ship, and even extending slightly rearwardly thereof, if desired.

And a still further object is to provide, in the the case or two or more transverse rows of vanes, a construction by which either or both the length of the vanes of the rearward row and their amplitude of oscillations are increased over the corresponding factors of the forward row, so that liquid set inmotion by the forward row is still further and more positively accelerated by the rearward row, than would be effected were the vanes in both forward and rearward rows of the same longitudinal extent and amplitude of oscillation.

With the objects thus briefly stated, the invention comprises further details of construction and operation, which are hereinafter brought out in the following description, when read in conjunction with the accompanying drawings, in which Figs. 1, 2, 3 and 4 are, respectively, a top plan view, a bottom plan view, a vertical central longitudinal section and a rear view of a ship comprising one embodiment of the invention; Fig.5 is a top plan View of a modified form of the invention; Fig. 6 is a bottom plan view of the same; and Fig. 7 is a vertical transverse section on the line 'I-'! of Fig. 5. Referring to Figs. 1-4 inclusive, the shiphull I here shown represents any type of ship or other floating object to which the present invention is adapted. This ship comprises a bow 2 through which extends a substantially vertically arranged rudder shaft 3, manually engageable by means of the upwardly positioned angular offset or tiller 4, or otherwise actuated for the purpose of angularly deflecting the rudder 5.

Depending from the laterally opposite edge portions of the under surface 6 of said hull are a pair of flanges l, which with said under surface cooperate to form a relatively wide channel, each of said flanges extending either completely to the rear of said hull or terminating in the preferred form at a rearwardly directed transversely extending shoulder B, to the rear of which rigid depending flanges or fins 9 comprise extensions of said first mentioned laterally positioned flanges. Positioned at substantially equal distances between the flange extension 8 are two or more longitudinally extending fins H], which are also fixed and between themselves and in cooperation with said flange extensions form sub-divisions of thebroader channel hereinbefore referred to.

In each of said channel sub-divisions there is positioned a flexible vane H, mounted so as to oscillate about the axis of a substantially vertically extending shaft I2, which shaft passes upwardly through the said hull, and is provided upon its upper end with a forwardly extending arm or lever [3. The free ends of these levers are provided with pins M, which are adapted to reciprocate within spaced parallel slots l5 extending transversely of a bar 13, said bar being slidably mounted to reciprocate transversely of the upper portion of said hull, and provided with an eye or loop H, or other suitable connection,

with which an actuating rod 18 is in slidable engagement. This rod extends at its rear end slidably through a pivot post l9, oscillatab-ly carried upon the central rear portion of said hull, while the forward or opposite end of said rod is pivotally connected-at 29 to a rotatable disc or flywheel 2l, mounted to rotate at constant speed in a substantially horizontal plane about a substantially vertical axis 22.

The axis of this disc is fixedly positioned by means of any suitable frame 23 and also carries a preferably stepped pulley 24, which is connected through a preferably elastic belt 25 with a driving pulley 26 forming a part of the spring motor:

21. This spring motor is intended merely to represent any suitable form of prime mover such as a spring, electric, gasoline or other suitable form of motor. If instead of the elastic belt 25 a non-elastic belt is desired, then a steppedpulley. is substituted for the single pulley 26, in either case the motor 21 being adapted to rotate the disc 2! at varying speeds in well known manner. However, while operation of such motor is controlled by means of a brake or latch 28, itshould be understood that only an illustrative, form'oi driiving connection between the prime mover and the vanes I! is herein described, as any other suitable system of connections may be employed, although the form illustrated has been proved to adapt itself nicely to the simultaneous opera:

- tral fin 3B, which cooperates with the respective side flanges l to sub-divide the ,main channel 4 into .a pair of. channelsub' divisions similar to those hereinbefore described, but so arranged that each of said last-mentioned vanes is preferably in alignment with one of the rear fins l-il, while the fin 3G is preferably in substantial alignment with the central vane ii, in the construction which comprises three such vanes in the rear row and two vanesin the front row, or equivalent relationship of odd and even; numbers. Each of said forward vanes is likewise mounted to oscillate about a substantially vertical axis and is carriedby a shaft 3| extending through said hull, the upper end of said shaft being provided with a rearwardly extending arm or lever the free end portion of which is provided with a pin 33 for reciprocatory engagement with the bar It in a transversely-extending slot 34;

Referring to Figs. 1 and 3 in particular, it will be realized that in addition to the aggregate of the several'rearward vanes H being greater than the corresponding area of the forward vanes 29, the, amplitude of oscillation of said rearward vanes is correspondingly greater. than that of said forward vanes, by reason of the fact that vane-actuating arms I3 are, substantially shorter than the arms 3.2. Thus, the forward vanes first engaging the water or; other. liquid upon which the ship floats impart acertain, relative motion to 'such liquid, and there: after thev rearward vanes impart an increased relative motion to such liquid; which hasgalready been, set in motion by said first-mentionedvanes. In; addition to the partitions or fins wand '30,

sub-dividing the main channelinto, smaller: sub-1 divisions of the same, said fins operate as stabilizers to minimize the transverse vibration, which would otherwise be, imparted practically without restraint to saidhull by the oscillating vanes,,;while in so, doing saidrfinsserve also to retain the liquid acted upon by the respective vanes in the respective pre-determined channel subdivisions longitudinally of said hull, so that there is but a minimum of angular or transverse motion of liquid beneath said hull when the same is being propelled by said vanes in rapid oscillatory motion.

Referring to Figs. 5, 6 and '7, there is here shown a modified form of the invention comprising a sheetmetal or equivalent hull 35, which is so formed as to provide upon its under side a longitudinally extending channel 36, defined by and between depending parallel laterally positioned vanes 31. A rudder 38, actuated by a tiller 39 or otherwise, is positioned in the bow of the hull, while extending vertically through said hull and centrally disposed with respect to said channel 2.6 is a series of shafts it the lower ends of which carry flexible vanes 4!, while the upper ends are provided with laterally extending arms 42 connected together by links 3 and llLisaid last-mentioned links being pivotally conheated at 4:5 to a disc. or fly-wheel 1$, which is driven by a belt S7 or other suitable means from any desired form of prime mover $3. The said vanes 41 are shown. as being in longitudinal alignment and of substantially equal area and operative to oscillate as in the preferred embodiment of the invention. These vanes may exert a progressively greater effective force as they progress rearwardly, by either progressively greater lengths making for a larger effective area. or greater amplitude of oscillation, the latter factor being represented by the difference in the limits ,of oscillation of the first and last vanes, as represented by the dot-and-dash lines.

It should also be understood that this same, method of propellingv a ship may be. embodied in a. hull in which oneormore forwardly positioned vanes are normally raised free of engagement with the supporting; liquid in a construction similar tothat by which the keel! of acenterboard boatv is. raised into inoperative position. In such a. case; the forward vane would be directed forwardly so as to oscillate counter to the rearwardly directed vanes, and thereby effect a reverse or rearward .propulsionof the hull, and also in which case the .rearwardly directed or forwardpropelling vanes would be operated by ar clutch or other;suitablemechanism, in order that they would assume the. central or neutral position shown in. Fig. 6, when the reverse .propelling forward vane is in: operation. After the function or operation of such. reverse vane is completed; it is lifted free from engagement with the. supporting liquid, and the,forward propulsion vanes-are-released by the clutch, thereby permitting said last-mentioned vanes to be set. in motion, to move the hull in its normal for.- warddirection. V r

In, the foregoing-description only the essential details have been described without touching upon relatively minor details of construction and operation, which are left to the option of the designer-and builder, wherefore, it will be understood that numerous suchcdetails, although not referred to specifically, are equally covered by andwwithinthe soopeof the appended claims.

Having thus' described' my invention, what I claim and desire to protect by-Letters Patent is:

1. Thecombination of a shiphaV-inga longitudinallyextending channel in its-under surface, withxadepending fixed partition in said channel todefineapair of parallel sub-divisions of said channel, angularly: oscillatable' flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, and means to-actuate said vanes simultaneously.

2. The combination of a ship having a longitudinally extending channelin its under surface, with spaced depending fixed partitions in said channel to define between them parallel channel sub-divisions, a transverse row of angularly oscillatable flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, and means to actuate said vanes simultaneously.

3. The combination of a ship having a longitudinally extending channel in its under surface, with spaced depending fixed partitions in said channel to define between them parallel channel sub-divisions, a transverse row of angularly oscillatable flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, an

additional vane positioned in said channel forwardly of said row of vanes, and means to actuate said vanes simultaneously.

4. The combination of a ship having a longitudinally extending channel in its under surface, with spaced depending fixed partition in said channel to define between them parallel channel sub-divisions, a transverse row of angularly scillatable flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, a second transverse row of vanes positioned in similar channel sub-divisions forwardly of said first row of vanes, a forward vane being in alignment with the space between two adjacent rearward vanes, and means to actuate said vanes simultaneously.

5. The combination of a ship having a longitudinally extending channel in its under surface, with spaced depending fixed partitions in said channel to define between them parallel channel sub-divisions, a transverse row of angularly oscillatable flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, a second transverse row of vanes positioned in similar channel sub-divisions forwardly of said first roW of vanes, a forward vane being in alignment with th space between two adjacent rearward vanes, and means to actuate said vanes simultaneously, the direction of movement of the vanes of said rearward row being opposite to the direction of movement of thevanes in said forward:

row. i

6. The combination of a ship having a longitudinally extending channel in its under surface, with spaced depending fixed partitions in said channel to define between them parallel channel sub-divisions, a transverse row of angularly oscillatable flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, an additional vane positioned in said channel forwardly of said row of vanes, and means to actuate said vanes simultaneously, th effective propelling force of said rear vane being greater than that of said forward vane.

7. The combination of a ship having a longitudinally extending channel in its under surface, with spaced depending fixed partitions in said channel to define between them parallel channel sub-divisions, a transverse row of angularly oscillatable flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, a second transverse row of vanes positioned in similar channel sub-divisions forwardly of said first row of vanes, a forward vane being in alignment with the space between two adjacent rearward vanes, and means to actuate said vanes simultaneously, the aggregate effective surface areas of said rearward vanes being greater than that of said forward vanes.

8. The combination of a ship having a 1011-- gitudinally extending channel in its under surface, with spaced depending fixed partition in said channel to define between them parallel channel sub-divisions, a transverse row of angularly oscillatable flexible vanes mounted in said channel sub-divisions upon substantially vertical axes, a second transverse row of vanes positioned in similar channel sub-divisions forwardly of said first row of vanes, a forward vane being in alignment with the space between two adjacent rearward vanes, and means to actuate said vanes simultaneously, the amplitude of oscillation of said rear vanes being greater than that of said forward vanes.

9. The combination of a ship having a longitudinally extending channel in its under surface, with spaced depending fixed partitions in said channel to define between them parallel channel sub-divisions, a transverse row of angularly oscillatable flexible vanes mounted in said'channel sub-divisionsupon substantially vertical axes, a second transverse row of vanes positioned in similar channel sub divisions forwardly of said first row of vanes, a forward vane being in alignment with the space between two adjacent rearward vanes; and means to actuate said vanes simultaneously, both the aggregate effective surface areas and the amplitude of oscillation of said rearward vanes being greater than that of said forward vanes.

10, The combination of a ship having'a longitudinally extending channel in its under surface, a plurality of angularly oscillatable vanes mountedin said channel upon substantially vertical axes, means to actuate said vanes in unison, and a fixed depending longitudinally extending fin also in said channel, to stabilize and minimize transverse vibration of said ship during peration of said vanes.

JOHN. T; TROTH.