US3199483A

US3199483A - Multi-use for hydrofoil supported displacement vessel

Info

Publication number: US3199483A
Application number: US284839A
Authority: US
Inventors: Floyd P Ellzey
Original assignee: Individual
Current assignee: Individual
Priority date: 1963-06-03
Filing date: 1963-06-03
Publication date: 1965-08-10
Anticipated expiration: 1982-08-10

Description

Aug. 10, 1965 F. P. ELLZEY 3,199,483

MULTI-USE FOR HYDROFOIL SUPPORTED DISPLACEMENT VESSEL Filed June 5, 1963 .3 Sheets-Sheet 1 INVENTOR FZoYD. 21.25)

BY MMM Aaswr F. P. ELLZEY Aug. 10, 1965 MULTI-USE FOR HYDROFOIL SUPPORTED DISPLACEMENT VESSEL 5 Sheets-Sheet 2 Filed June 3, 1963 FIG. 3.

INVENTOR.

FZoy I? ELLZEY 4 //7M F. P. ELLZEY Aug. 10, 1965 MULI'I-USE FOR HYDROFOIL SUPPORTED DISPLACEMENT VESSEL 5 Sheets-Sheet 5 Filed June 5, 1963 INVENTOR. FZaya ELLZEY A GENT United States Patent 3,1dfl483 M" JFK-USE FER HYDRQFQEL SUPPURTED DESPLAQEMENT VESSEL Floyd P. Ellzey, 23M Marshall-field Laue, Redondo Beach, Qalif. Filed .lune 3, 19:53, Ser. No. 234,339 3 Claims. (Ql. 11466.5)

This invention has to do with an aquatic vehicle and with the propulsion and support therefor, and is particularly concerned with an inboard-outboard propulsion unit of the type disclosed in my Letters Patent of the United States No. 3,094,097, issued June 18, 1963, and wherein the propeller assembly and a hydrofoil unit is mounted outside a boat or amphibious vehicle and is extensible and is arti ulated to swing upwardly from a normal operating position.

The populsion unit provided by the present invention is unique in several respects and involves a propulsion and hydrofoil unit of minimum size and weight for any given amount of torque to be transmitted thereby, and

is not, therefore, cumbersome or ungainly. The propellcr assembly of the structure is combined with a hydrofoil, and said hydrofoil is adjustable. The structure involves simple and easily formed gears for economical and reliable operation. The gearing remains engaged with the power plant at all times. And, an important characteristic feature is that the unit and installation thereof is symmetrical, the input and output shafts being aligned so that the output shaft swings through an arc of about 180 in a plane coincidental with the centerline or axis of the power plant, and in a single engine installation with the centerline of the boat.

A general object of this invention is to provide a practical, reliable and relatively simple and inexpensive inboard-outboard type propulsion and support unit for boats. The propulsion unit, as herein disclosed, has all the advantages of both inboard and outboard installation without sacrificing any of the desirable features of said two distinct types of installation.

It is still another object of this invention to provide a symmetrical propulsion and support unit and an installation of the type under consideration wherein the propeller assembly includes a hydrofoil and swings upwardly from a normal operating position in a plane of movement coincidental with the central axis of the boat hull, and in most cases also, or substantially, coincidental with the central axis of the power plant.

It is a further object of this invention to provide a and eifective lifting means for raising of the propeller assembly in a propulsion unit of the type herein disclosed.

It is also an object of this invention to provide a combined propulsion and boat support unit of the hydrofoil type wherein there is a winglike surface which, when moved through the water, develops forces the direction and magnitude of which depends upon the speed of motion and the position of the foil with respect to the line of mo enzent. Also, it is an object to provide a combined structure of this type wherein the said winglike hydrofoil is adjustable as to height and inclination.

The various objects and features of my invention will be fully understood from the following detailed description of a typical preferred form and application of my invention, throughout which description reference is made to the accompanying rawings, in which:

PEG. 1 is a side elevation of a typical installation of the propulsion unit that I provide showing the unit in an operating position and illustrating in phantom lines the manner in which the propeller assembly is adapted to be articulated.

FIG. 2 is a rear or stern end View of the boat that is illustrated in FIG. 1 and is a view taken as indicated by line 23-2 on FIG. 1 showing the unit extended.

FIG. 2a is a View similar to FIG. 2 and showing the unit retracted.

FIG. 3 is an enlarged sectional view taken as indicated by line 3-3 on FIG. 2a.

FIG. 4 is a sectional view taken as indicated by line 44 on FIG. 3.

FIG. 5 is an enlarged view of the propeller assembly as shown in FIG. 1.

FIG. 6 is a view taken as indicated by line 66 on PEG. 5 and with portions shown in section.

The handling and manipulation of boats is accompanied by the problem of making landings, or coming ashore, and by the process of hauling the boat out of water and onto shore. Further, there is always the danger of running aground. When power boats are involved, the above mentioned situations are of great importance since a power boat must have an underwater propeller assembly carried beneath the hull. For this reason, boats having inboard power plants with fixed propeller assemblies must be handled carefully so as to avoid damage to said ass mbly, and as a general rule cannot be beached or hauled ashore without special gear. On the other hand, boats having outboard power plants with shiftable,'-or removable, propeller assemblies are much more easily handled, and can be run aground or ashore without adverse effect on the propeller assembly and/ or power plant connected therewith. However, the latter type propulsion unit is limited in size and power and becomes rather bulky and difficult to handle when made of any appreciable size and power since the power plant is made integral therewith. Therefore, it has been found to be advantageous to employ a permanently installed power plant within the boat and to devise an articulated propeller assembly geared thereto. Further, boats which are supported upon hydrofoils for high speed operation can employ permanently installed hydrofoils or said hydrofoils can be articulated for retracton as they are in accordance with the present invention. As will become apparent from FIGS. 1 and 2 the boat herein disclosed is supported from three points, by a pair of widely separated hydrofoils til-ti at the bow of the boat and by a single hydrofoil lid at the stern. The bow hydrofoils are alike and are pivoted to the vessel Y on hinge pins Mill, and they are secured in a working position by fasteners Hi2. Each hydrofoil has a wing 11% that is disposed in a horizontal plane. In the case illustrated the Wings 193 project outward from a supporting pillar Hi4, with some dihedral. When in the operating position as shown, the wings 1'93 are placed substantially below the bottom of the boat.

In view of the foregoing problem and objects, I have provided a propulsion and support unit X for use on or in connection with a boat or vessel Y to be powered by a power plant Z. The boat Y may vary widely and involves a hull 10 with a bottom 11 and sides 12. The particular hull 10 shown has a fiat vertically disposed transom 13, it being understood that the back or stern of the boat, as formed by the transom 13, may be varied as particular circumstances require. The power plant Z may be any suitable prime mover adapted to apply torque to a shaft for rotating the same, and, for example, it may be an internal combustion engine 14. As indicated, the engine 14 is carried in the hull 10 on a horizontally disposed axis, centrally of the hull, and connected directly to the propulsion unit X by a shaft 15. It is preferred that universal joints 16 and 17 be provided at the opposite ends of the shaft 15 to connect it to the engine 14 and to the unit X.

The propulsion and support unit X is adapted to receive torque from the rotating shaft 15 and to transmit area tee it to a propeller assembly, and involves, generally, a frame A, an arm B, means C pivotally joining the arm B to the frame A, an input or drive shaft D and a pair of drive gears E, an output or driven shaft F nad a pair of driven gears G, an intermediate shaft H, the hydrofoil 111D and inclination means I and elevating means K to adjust the same, and various other features of construction, all as hereinafter described. The frame A is adapted to be attached to the hull of the boat in fixed relationship there- .to while the arm B is mounted by the means C to swing on a horizontal axis extending transverse or abeam of the hull lit). The drive shaft D is carried by the frame A on a longitudinally disposed or foreand-aft axis while the driven shaft F is carried by the arm B on an articulated axis. The intermediate shaft H operates between the shafts D and F and is carried by the means C through the frame A on said horizontal transverse axis of said means. The pairs of gears E and G operate on the shafts D, F and H, as hereinafter described.

The frame A provided for attachment to the hull 10, preferably at the transom 13, and for supporting the other elements of the structure is a rigid part, preferably a casting or the like, that journals the drive shaft D and houses the drive gears E. When the transom 13 is vertically disposed, as in the case illustrated, the frame A involves a vertically disposed mounting plate 229 and a housing 25 carried by the plate. That is, the frame A is sectional, the plate and housing thereof being adjustably related to each other. The plate 20 rotatably supports the drive shaft D on its longitudinally disposed axis, as shown, and has therefore a forwardly projecting extension 21 carrying spaced

anti-friction bearings

22 and 23. The plate 2b is secured to the transom 13 as by a series of circumferentially spaced bolt type fasteners 2.4 and the housing 25 is secured to the plate 20 as by a series of circumferentially spaced bolt type fasteners 26. The plate and housing are of substantial diameter, there being cooperatively related centering elements formed concentric with the axis of the

bearings

22 and 23.

The housing 25 ,rotatably supports the intermediate shaft H and supports the arm B, all through the means C, later described. As shown, the housing 25 involves a central body 3% and a rearwardly projecting support 35. The body has a bore 28 entering therein to form a chamber 31, said chamber being a closed chamber. The support is at a right angle to the body 30 (as shown), and a bore 36 enters therein to form a chamber 37. In accordance with the invention, the support 35 is laterally offset from the longitudinal axis of the plate 2% and its bore 36 enters the outer side of the support, the inner side of the support 35 being closed by a wall 4t so that the chamber 37 is a closed chamber. In accordance with the invention, the wall 4-0 has a bore 41 extending therethrough on the transverse axis of the means C, later described, and to the end that the chamber 37 opens toward the central portion of the structure rearward of the housing 25.

The means C for pivotally joining the arm B to the frame A is carried by the frame A and rotatably or pivotally supports the arm B to swing in a plane coincidental with the longitudinally extending axis of the

bearings

22 and 23 and drive shaft D. As best illustrated in FIG. 4 of the drawings, the means C involves a supporting spindle 45 that extends horizontally and transverse of the structure on an axis intersecting the axis of the plate 20 at a right angle. The spindle 45 may be supported or held at either one or at both ends and is preferably supported at both ends, as shown. However, the particular mounting means C shown cantilevers the spindle 45 from one end by a cover so and there is also a bearing support bracket 47 at the other end. The cover 46 is a discshaped element centered in the bore 36, and in accordance with the invention the spindle 45 is an elongate part threadedly engaged in and shouldered against the inside of the cover 4-6. Further, the spindle carries spaced

antifriction bearings

49 and 49 to carry the intermediate shaft H, as later described.

The arm B is provided to carry the propeller assembly P and is an elongate element rotatably supported on the spindle 45. in accordance with the invention, the arm 13 has an inner housing portion 54) at the central portion of the structure and it has a removable propeller .and support assembly adapter 55 projecting radially of the axis of the means C and spindle 45. Th arm 3 rotatably supports the driven shaft F on its articulated axis, and has therefor bearings, preferably spaced antifriction bearings 56 and The axis of the bearings 56 and 57 is normal to the axis of the spindle 45 and is coincidental with the axis of the

bearings

22 and 23 when the arm B is horizontally disposed, to the end that the arn swings in a vertically disposed plane extending through the axis of the

bearings

22 and 23. The housing portion 56 of the arm B has a bore 51 rotatably engaged with the spindle 45 and has a counterbore 52 entering one side thereof to form .a closed chamber 53. An 0 ring type seal, or the li (e, is engaged Within the bore 51 in order to engage the spindle 45 and close the chamber 53. As shown, the housing portion 5%) is turned to slidabiy enter the bore all and has sealing engagement as it rotates therein to close the chambers.

The present invention is characterized by the relationship of the chambers 31, $7 and 53 and by the relationship of shafts D, P and H, as hereinabove described, and is further characterized by the particular relationship of the two pairs of gears E and G. As best illustrated in FIG. 4 of the drawings, the

chambers

31 and 37 combine to establish an L-shaped portion of a compartment, while the chamber 53 is in open communication with chamber 37 and extends parallel with the chamber 31. In accordance with the invention, the drive gears E operate in the compartment established by the

chambers

31 and 37, while the driven gears G operate in the portion of the compartment established by the chamber 53. Thus, it will be readily apparent that the pairs of gears E and G are completely enclosed.

The pair of drive gears E is provided to receive torque from the drive shaft D and to deliver said torque to the intermediate shaft H. The two gears 61 and 62 that are involved are right angle gears, or bevel or mitre gears, the gear at being carried in the chamber 31 by the shaft D to rotate on the

bearings

22 and 23, the gear d2 being carried in the chamber 37 by the shaft H to rotate on the

bearings

49 and 49.

The pair of driven gears G are provided to receive torque from the intermediate shaft H and to deliver said torque to the driven shaft F. The two gears 63 and 64 that are involved are right angle gears, or bevel or mitre gears, the gear 64 being carried in the chamber 53 by the shaft F to rotate on the bearings 56 and 57.

In order to adjust the gears 61 through 64 it is a simple matter to employ suitable shims so that proper positioning of the gears is obtained on their two angularly related axes. With the shims that I have shown the pairs of gears E and G can be adjustably related separately of each other and to the end that said gear sets are properly matched and meshed for most efficient operation.

In carrying out the invention the propeller and support assembly P is rotatable so that it can be turned and is vertically shiftable so that it can be lowered, all in a manner to direct the forward motion and to adjust the elevation of the boat. As pointed out above, the movable element 7d is a rotatable element and is provided to carry the propeller and support assembly P so that it is steerable. The element is rotatably supported in the adapter 55 of arm 8 on spaced

bearings

71 and 72, preferably antifriction bearings, and the element 7i? carries the bearings 56 and 57. The element 70 has a central axis and is carried through the bearing 7a which is supported on a split ring 66, there being one or more support pins '74 projecting from the assembly P to engage with bearing 71. Upward support pressure is transferred axially from the element 7!) to the adapter 55 by a thrust bearing 73. Further, the adapter 55 has a lug that projects circumferentially to engage beneath the body 3d, as shown in FIG. 3. In the panticular case illustrated, the driven shaft F depends into the element 79 so as to couple with and to have driving engagement with the propeller assembly P. As shown, the depending portion of shaft F is splined and has telescoped sliding engagement over the driving shaft 76 which projects upwardly from the assembly P.

The propeller and support assembly P may be of any suitable design and involves, generally, a casing 75, a driving shaft 76, a propeller shaft 77, and a propeller 78. The assembly P may have a traction or a pusher propeller as shown. The casing 75 has a shaft housing 80 that is normally vertically disposed and it has a gear housing 81 that is normally horizontally disposed. The housing 75 can carry a cavitation plate, to move with the propeller as shown, or fixed relative to the housing portion 50, as may be desired. The housing tit) is extensibile relative to the arm B while the housing 81 is carried at the lower terminal end of the assembly. The

shafts

76 and 77 are suitably journalled in the two housings, respectively, the driving shaft '76 being engaged with the splines of the driven shaft F, and there is a geared connection 82 between the two shafts so that the propeller 78 is rotated when the driving shaft 7 6 is turned by the unit X hereinabove described. As indicated, the geared connection 82 is of the usual type of construction and there is a manual ly operable control element 33 adapted to shift the geared connection 82 to reverse the rotation of the propeller 78. In practice, the adapter 55 of the arm B is provided with a face or flange 85 for bolted connection to the housing 50, being secured to the housing as by bolt type fasteners 36.

In accordance with the invention I provide the elevating means K, in addition to the rotatable feature hereinabove described, and which involves an extensible casing 75. As best illustrated in FIGS. 3 and 4 of the drawings, the casing 75 is a sectional casing made up of telescopically related tubular elements. Although various means may be employed to extend and to retract the propeller and support assembly P, it is preferred that an assembly of concentric elements be employed as shown, with the element 7% above described as the innermost element. The casing 75 surrounds the element 70 and is spaced from the element 70 leaving an annulus therebetween, and the elements 75) and 75 overlap a maximum degree when the assembly P is retracted as shown in FIG. 2a and FIG. 3. Lower and upper heads 12%) and 121 are carried by the

tubular elements

70 and 75 respectively, so as to close the annulus between the said two elements, whereby fluid entered int-o the annulus under pressure will lift the casing 75 (see FIG. 3). Also, assembly P includes a drum 122 which forms an outermost tubular element that is shiftably engaged over the casing 75 to telescope therewith. The drum 122 is carried by the element 70 by means of a ring 123 that occupies the annulus therebetween, and the support pins 74 extend through ring 123 to engage the bearing 71 and with a dog-point to enter an annular groove in the adapter 55. Suitable seals are employed as shown, and the required fluid connections enter through the drum 122 and ring 123 to open into the upper and lower ends of the annular cylinder assembly, as shown in FIG. 3. Thus, fluid under pressure is used to lower and to retract or raise the casing 75 which carries the parts of the propeller and support assembly P.

From the foregoing it will be apparent that the propeller assembly P is rotatably carried by the arm B, and in accordance with the invention I provide a steering means T for turning the element 70 and the assembly P carried thereby. The means T involves a flexible cable 99 trained over pulleys 51 and 92, said cable being shifted or operated by a suitable steering gear or wheel (not shown). The cable 9t? is wrapped around the drum 1-22 of the assembly P and is anchored thereto and has two live ends extending tangentially from the drum portion 122 in opposite directions. The pulleys 91 are supported by brackets on the arm B, there being two pulleys 91, one to handle each live end of the cable 90. The two pulleys 92 are on axes disposed to receive the live ends of the cable from the pulleys 9 1 and to direct each cable end outwardly along the axis of the spindle 45. As shown, there is a threaded socket at each end of the spindle 45 and there is a fitting 95 screwed into each socket to swiv-elly carry the two separate pulleys 91. With the cable and pulleys related as described, the articulated arm B and propeller assembly P can swing into any position without affecting operation of the steering means T. When the cable 9% is shifted, the drum 122 is turned to rotate the element 70 and the assembly P carried thereby.

As is shown, the drum 122 rotates the casing 75 through an articulated scissors 125 that extends between the drum 122 and casing 75. The said scissors 125 is characterized by a pair of links that are pivoted together and that are pivoted to the relatively movable elements, all pivoted axes being parallel. Thus, it will be apparent how the relatively movable elements move axially but not rotatably relative to each other.

The propeller assembly P includes means to raise the same, as clearly shown in phantom lines in FIG. 1 of the drawings and which involves a flexible cable 1% trained over pulleys (within the boat hull and not shown), said cable being shifted or operated by a winch gear (not shown). The cable 1% is wrapped around the housing portion 5t), where it is cylindrical, and is anchored thereto and has two live ends extending tan desired to secure the assembly P in a raised position where it projects vertically. For this purpose I provide a manually operable lock pin 95 adapted to hold the assembly down, and I provide a manually operable lock pin 97 adapted to hold the assembly up.

In accordance with the invention I also provide the hydrofoil and inclination means 1', whereby it is particularly advantageous to extend and to retract the propeller and support assembly P with the means K. VJith the assembly P extended to a selected position it is then advantageous to adjust the inclination of the hydrofoil 119 which is part of the said assembly P. That is, the hydrofoil 110 is carried by the assembly P, preferably by the housing 81 which encloses the shafting and gearing from the propeller, all as above described. As clearly shown, the hydrofoil 110 involves a pair of wings 111 and 112 that project laterally from opposite sides of the housing 81, at or about the axis of the propeller. In practice, a worm gear 113'; is journalled in the housing 81 on a horizontal transverse axis, with a spiral gear 114 meshed therewith and on an upwardly extending axis. Thus, the shaft extends from the gear 114 with a flexible extension 115 entering the boat hull for operation, manually or otherwise. The wing 111 has a stub-shaft 116 with the worm gear 113 formed therein, and said stubshaft enters a bore in the opposite wing 112 where it is secured by a pin or key 117. It will be apparent that the wings operate together so as to be inclined or declined by the gearing as circumstances require.

The boat propulsion and support unit and gearing hereinabove described has all the advantages of both inboard and outboard installations. The two simple sets of gears that I provide remain meshed and are completely housed and sealed off from the outside thereof. The unit X involves an O ring type seal to seal, for example, between the adapter 55 and the drum 122 that rotates. Further, a shaft seal is provided to seal between the shaft F and the adapter 55, or arm B, as the case may be. Further, a shaft seal may also be provided to seal between the shaft D and the extension 21.. With the hydrofoil 110 lowered as shown in FIGS. 1 and 2, and with the housing fail-$1 of the assembly P extended, the hydrofoils 1113 are adjustable so as to trim the boat for eificient operation, while steerability is maintained as provided for in the single unit hereinabove disclosed. The control, adjustability and manipulation of the propeller and support assembly P will be apparent from the inherent functions of the structure as disclosed.

Having described only a typical preferred form and application of my invention, I do not wish to be limited or restricted to the specific details herein set forth, but wish to reserve to myself any variations or modifications that may appear to those skilled in the art and fall within the scope of the following claims.

Having described my invention, I claim:

1. A multi-use hydrofoil supported displacement vehicle of the character described and including:

(a) a conventionally floatable and normally maneuverable hull,

(b) a pair of retractile hydrofoil units for support of one end of the hull when in horizontal high-speed motion and each comprising an arm pivoted to the side of the hull on a longitudinally disposed axis to swing to a position depending from the hull and having a wing at its lower end disposed in a substantially horizontal plane,

(c) a hydrofoil unit at the other end of the hull and comprising a vertically extensible arm rotatably depending from the hull on a vertical axis and a steerable propeller assembly at the lower end of the arm, and said propeller assembly having a wing disposed in a substantially horizontal plane,

(d) and means operable within the vessel to adjust inclination of the wing at the propeller assembly.

2. A hydrofoil propulsion unit for a vehicle having a hull, and including:

(a) a frame adapted to be attached to the vehicle,

b (b) an arm with a vertically shiftable section depending from the frame to support a propeller assembly,

and said propeller assembly having a housing to accommodate drive gearing and to journal a propeller on a fore and aft horizontal axis,

(c) elevating means to extend and retract the arm in order to lower and raise the propeller assembly, ((1) a hydrofoil pivotally carried by a horizontal transversely disposed shaft with gear means in said housing to adjustably position the shaft, said shaft extending through said housing on a transverse axis substantially intersecting the said propeller axis,

(e) and inclination means comprising a flexible shaft extending from the gear means in said housing and entering the boat hull for selective manual operation.

3. A hydrofoil propulsion unit for a vehicle having a a hull, and including:

(a) a frame adapted to be attached to the vehicle,

(b) an arm with a vertically shiftable section depending from the frame to support a propeller assembly, and said propeller assembly having a housing to accommodate drive gearing and to journal a propeller on a fore and aft horizontal axis, I

(c) elevating means to extend and retract the arm in order to lower and raise the propeller assembly,

((1) a hydrofoil pivotally carried by a horizontal transversely disposed shaft with a worm gear drive in said housing to adjustably position the shaft, aid shaft extending through said housing on a transverse axis substantially intersecting the said propeller axis,

(e) and inclination means comprising a flexibly encased shaft extending freely from the worm gear drive in said housing and entering the boat hull for selective manual operation.

References Cited by the Examiner UNITED STATES PATENTS FOREIGN PATENTS 793,410 4/58 Great Britain.

FERGUS S. MIDDLETON, Primary Examiner.

Claims

1. A MULTI-USE HYDROFOIL SUPPORTED DISPLACEMENT VEHICLE OF THE CHARACTER DESCRIBED AND INCLUDING: (A) A CONVENTIONALLY FLOATABLE AND NORMALLY MANEUVERABLE HULL, (B) A PAIR OF RETRACTICLE HYDROFOIL UNITS FOR SUPPORT OF ONE END OF THE HULL WHEN IN HORIZONTAL HIGH-SPEED MOTION AND EACH COMPRISING AN ARM PIVOTED TO THE SIDE OF THE HULL ON A LONGITUDINALLY DISPOSED AXIS TO SWING TO A POSITION DEPENDING FROM THE HULL AND HAVING A SWING AT ITS LOWER END DISPOSED IN A SUBSTAANTIALLY HORIZONTAL PLANE, (C) A HYRDOFOIL UNIT AT THE OTHER END OF THE HULL AND COMPRISING A VERTICALLY EXTENSIBLE ARM ROTATABLY DEPENDING FROM THE HULL ON THE VERTICAL AXIS AND A STEERABLE PROPELLER ASSEMBLY AT THE LOWR END OF THE ARM, AND SAID PROPELLER ASSEMBLY HAVINGA WING DISPOSED IN A SUBSTANTIALLY HORIZONTAL PLANE, (D) AND MEANS OPERABLE WITHIN THE VESSEL TO ADJUST INCLINATIOPN OF THE WING AT THE PROPELLER ASSEMBLY.