US3476071A - Sea-going craft - Google Patents

Description

J. E. O'HARE SEA-GOING CRAFT Nov. 4, 1969 6 Sheets-Sheet 1 Filed Feb. 26) 1968 INVENT OR JOSEPH E. O'HARE ATTORNEY Nov. 4, 1969 6 Sheets-Sheet 2 Filed Feb. 26, 1968 FIG. 3

INVENTOR JOSEPH E. o'HARE AGENT ATTORNEY J. E. OHARE SEA-GOING CRAFT Nov. 4, 1969 6 Sheets-Sheet C Filed Feb. 26, 1968 FIG. 4

INVENTOR JOSEPH E. O'HARE J. E. OHARE SEA-GOING CRAFT Nov. 4, 1969 6Sheets-Sheet 5 Filed Feb. 26, 1968 INVENTOR JOSEPH E. O'HARE WW; I MGEMT ATTORNEY Nov. 4, 1969 J. E. OHARE 3,476,071

I SEA-GOING CRAFT Filed Feb. 26, 1968 6 Sheets-Sheet 6 FIG. /0

OENTRIFUGAL FIG. /2

INVENTOR JOSEPH E. O'HARE BYM ,ZMENT MM'ITORNEY United States Patent 3,476,071 SEA-GOING CRAFT Joseph E. OHare, Forestville, Md. (3422 Boones Lane, Washington, DC. 20028) Filed Feb. 26, 1968, Ser. No. 708,361 Int. Cl. B63h 1/38, 7/00 US. Cl. 115-20 6 Claims ABSTRACT OF THE DISCLOSURE The invention described herein may be manufactured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor.

Heretofore, various efforts have been made to improve flexibility and economy of ships propulsion, to improve maneuverability, and to counteract the turbulent effects of the sea. Various designs for hydrofoil and air cushion craft have sought to increase speed by raising the hull of a ship above the sea surface. Much progress has been made in ship design; however, such ships have continued to be hampered by sea roughness problems, poor maneuverability and poor efficiency of propulsion systems.

The particular embodiment of the invention that is described herein is a foil type craft having a circular bowlshaped hull with a non-rotating central platform, cabin or compartment in which the hull is rotated about the axis of the platform. Driving strut-vanes and attached lifting foils are connected with the hull, extending downwardly therefrom and are rotatable about the cabin with the hull. Three symmetrically spaced pulse jets are also secured to the periphery of the hull and rotate therewith as the hull is rotated. Such a structure provides a gyrostabilized foil lifted platform with modified cycloidal propulsion. The non-rotating compartment has a fin keel or plane afiixed thereto below the cabin via the central axle for the purpose of aligning the compartment with the direction in which the craft is traveling.

It is therefore an object of this invention to provide a sea-going craft having a stabilized platform affording a minimal roll, pitch, yaw, heave, and list under all conditions of environment and speed.

Another object is to provide a sea-going craft having a high degree of maneuverability as pertaining to turning, reversing, shallow water navigation, rapid acceleration, high horizontal speed and hovering with foil lift.

Yet another object is to provide a simple control means for forward speed, reversing, turning, and stationary posture.

Still another object is to provide a sea-going craft having a simplified variable ratio transmission between the power source and the locomotive output.

A further object is to provide a sea-going craft having simplified features of construction affording a high strength-to-weight ratio.

Other objects and advantages of the invention will hereinafter become more fully apparent from the following description of the annexed drawings, wherein:

FIG. 1 illustrates a side view partially cut away to illustrate various features therein,

3,476,071 Patented Nov. 4, 1969 FIG. 2 is a plan view, FIG. 3 is a cut-away of the central area of the craft illustrating various parts,

FIG. 4 is a plan view of the control mechanism,

FIGS. 5 and 6 illustrate different views of the strutvane assembly and associated components,

FIG. 7 illustrates the hydraulic fluid control lines within the hull,

FIG. 7A illustrates a flow control valve used in the hydraulic flow line shown in FIG. 7,

FIG. 8 illustrates separate hydraulic line T-joints with a flow controlling diaphragm between the T-joints,

FIG. 9 illustrates a fluid adjustment control unit,

FIG. 10 illustrates a cetrifugal switch means,

FIG. 11 illustrates an air-vent-control for the fuel tank, and

FIG. 12 illustrates a portion of the electrical systems and the air-vent control for the fuel tank.

Now referring to the drawings, wherein like reference characters represent like parts throughout the specification, there is shown for illustrative purposes a sea-going craft made according to the teaching of this invention. FIG. 1 is a side view, partially cut away to illustrate various parts within the structure. As shown, the seagoing craft 10 includes a circular bowl-shaped hull 11 that rotates about a coaxially positioned cabin or personnel compartment 12 which is rigidly secured to an axially aligned hollow shaft 13 that extends downwardly through the hull and protrudes beyond the bottom surface of the hull. A fin keel or plane 14 is rigidly secured to the protruding end of the shaft 13. The hull rotates about the cabin by use of suitable bearings 16 which permit free rotation about the shaft to which the cabin is afiixed. Affixed above the shaft 13 and positioned at the bottom of the cabin coaxial with the cabin and bull is a cylindrical housing 17 with apertures 17a, within which mechanical control means are located in part. As shown in FIG. 3, a control stick 18, such as a joy-stic with a knob 19, adjacent to seat 20, passes through pivoting aperture 21 in the upper surface of the cylindrical housing and is operative for swivel movement. The lower end of the control stick extends into a ball joint 22 within the hub of a control wheel 23 that has three equiangularly spaced spokes 24 which extend through apertures 17a as shown in FIG. 4. Thus, as the control stick is deflected from the vertical as permitted by the ball joint 22 and pivoting aperture 21, the control wheel is moved in a horizontal plane. The control wheel is prevented from rotational movement by use of spring 15a secured thereto and to the cylindrical housing.

Outwardly of the central cabin, near the periphery of the hull, there are three vertical downwardly extending strut-vanes 25, FIG. 5, each of which have secured thereto near the bottom thereof a horizontal foil 40. Each of the strut-vanes are secured to a hollow shaft 26 that extends upwardly into the hull and are fixed to rotate within upper and lower bearings 27. The pitch of the strut-vanes is controlled by a spur gear 30 and a sector gear 29 that rotates about an axle 31 which is operative by control rod 28 that extends from the control wheel to the sector gear arm 33, FIG. 4. The end of the rod 28 has a pin 32 which engages a slot 34 in the sector gear arm such that the movement of the control rod rotates the sector gear about axle 31 attached to the hull, as limited by the slot length, which in turn rotates the spur gear secured to the strut-vane axle 26. The mechanical arrangement is cont rived to counteract the effects of centrifugal force on the control rod assembly and to compensate for any eccentricity of mass distribution that arises as a result of the control rod movement. A V-wheel 36 is affixed to the opposite end of the control rod 28 and rotates about a shaft 35 such that the V-shaped wheel rides along the rim of the control wheel 23. Each of the control rods extend through a control rod support sleeve 37 and are provided with a spring 38 held in place between a stop on the control rod and the sleeve support 37 to force the wheel on the control rod firmly into engagement with the control wheel. Thus, as the control wheel is moved in a horizontal plane, the strut-vanes will be rotated to either side of a neutral position to change the pitch of the vanes. The neutral position is such that the control stick is straight up and the strut-vanes cut the water tangentially with respect to the hull circumference. With the control stick in this position, the operating craft will remain stationary but with full foil lift as the hull is rotated about the central cabin by a tangentially thrusting power source. The horizontal foils 40 are pivoted about an axle 41 and are in dynamic balance about this axle with respect to the pressures exerted by the flowing water. The foil elevation is controlled dually by a rapid hydraulically conveyed response to external pressure stimuli and a predetermined response to an adjustable hydraulic means 43.

Beneath the floor boards 42 in the cabin is a fluid reservoir 43 having a threaded plug 44 that operates a piston 44a as shown in FIG. 9, which serves as both a volume control and a filling means for the hydraulic system. The fluid reservoir is connected via radial tube 45 to an interconnecting tube 46 which extends a complete circle about the interior of the hull. Near each strut-vane axle, the interconnecting tube has a double T-joint 47, 49 fitted with a pin-hole diaphragm 48, FIG. 8, in such a manner that fluid may leave or enter the interconnecting tube through the diaphragm at a slow controlled rate. One of the openings of the joint 49 is connected via a flexible hose 50 with a bellows 51 situated between plates 52 near the lower end of the strut-vane. The remaining end of the joint 49 is connected with a flexible hose 53 which is routed through the interior of the hull to the strut-vane axle which is rotationally next behind the first-mentioned strut-vane. This latter hose is connected to a cylinder and piston assembly 54, FIG. 5, mounted in an axially vertical position in the interior of the strut-vane. The piston rod 55 is connected to a bar 56 that connects with horizontal shaft 41 which extends horizontally through the foil body in such a manner that movement of the piston causes changes in the elevation angle of the foil. The piston is moved downward by action of fluid pressure when transmitted from the bellows mounted in the strut-vane situated rotationally next ahead. The piston can move upward under the restorative action of spring 57 mounted around the piston rod between the piston and the bottom of the cylinder until fluid pressure builds up to the value established by the volume control setting of the plug and reservoir under the cabin. On the strut-vane surfaces at either side of the bellows 51 are mounted plates 59 and 60 which are perforated to expose the bellows to the external water pressure. This arrangement puts the hydraulic system in dynamic contact with the external water pressure at the op erating level of the foils. A ball check valve 60A and a low volume bypass 60B, FIG. 7E, are inserted in the flexible hose line 53 to introduce a suitable lag into the rapid response hydraulic system. This is contrived to adjust for the 120 angle between foils and to time the corrective tilt tov be effective at a position 90 of angle behind the position of the bellows at the time hydraulic action is initiated.

A suitable propulsion means is shown as separate pulse jet engines 61, secured in place by a suitable support means 62, rigidly secured to the hull near the outer edge thereof. A suitable pulse jet is described in Patent No. 2,795,105. The pulse jet is useful for such a device since it will operate without any ignition system once the engines have been started. An ignition system is only needed to initiate the pulse jet action, therefore, there need not be any electrical connection between the cabin and the propulsion system. A centrifugal switch 63 consisting of weighted arm 64, spring 65, stops 66 and 67, and contacts 68 and 69 is closed manually to start the engines. Once the hull is in rapid rotation the switch will open automatically by centrifugal action on the weighted arm. The switch is mounted beneath the cabin floor boards on the hull. The fuel feed to the jet engines is turned on or off manually by a valve 70 in the fuel tank air-vent line. The valve 70 connected to the fuel tank 71 via air tube 72 is located on the hull beneath the cabin floor boards 42. In closed position, the entry of air into the fuel tank is prevented which in turn prevents the flow of fuel to the engines. In open position the engines will draw fuel centrifugally and operate. The valve is so mounted that it may be opened and closed manually even though the hull may be rotating. The fuel is piped within the struts that secure the engines to the hull from the circular tank 71 within the hull near the outer edge of the hull. Ignition and other electrical hull needs are supplied by symmetrically mounted interconnecting storage batteries 73 which are wired to electrical socket 74 located beneath the cabin floor boards on the hull for dockside charging. Internal cabin electrical needs are supplied by storage battery and a conventional generator. If desired the ignition electrical system could be operated from the cabin by use of slip rings mounted on the axial shaft. Such an arrangement is well known in the art.

In operation of the sea-going craft, the piloting personnel occupy the cabin, and the control stick is set initially for a stationary position of the craft. The pulse jet engines are started by use of the starting arrangement as set forth in the Patent No. 2,795,105, and such auxiliary starting aids as a fuel pump, ignition breaker circuit and solenoid-valved propane tank as might properly be included in the design by persons knowledgeable in the art and which would be operative by the centrifugal starting switch. Once the pulse jets are operational, the starting system is deactivated by centrifugal forces on the switch, with the pulse jets continuing to operate under self-ignition with fuel being pum ed centrifugally. The hull rotates about the cabin and the craft is ready for directional movement. The control stick is deflected by the pilot which moves the control wheel and all of the control rods causing the strut-vanes to change pitch in proportion to the degree of movement of the control stick. The attached strut-vane-foil assemblies are rotated through the water in the horizontal plane about the center of the craft.

As the strut-vanes pass through the vertical plane in which the control stick is deflected, the strut-vanes are caused to pitch in or out in such a manner as to engage the water and propel the craft in the direction in which the control stick has been deflected. The degree of engagement and the speed of propulsion are proportional to the angle of deflection of the control stick from the vertical. Thus, movement of the control stick controls both direction and speed.

Water friction against the sides of the fin keel or plane causes the keel to align itself with the direction of motion of the craft and in so doing, aligns the cabin through its connecting axle attachment. Deflection of the control stick in a reverse or aft direction brakes forward motion and develops propulsion in the reverse direction. Extreme deflection of the control stick causes the strut-vanes passing fore and aft to assume radial orientations (with respect to craft center) in which forward propulsion is nullified and in which position maximal friction is exerted by the water on the flat surfaces of the vanes so as to bring the rotational motion of the hull to a halt on the water surface with zero foil lift. Zero deflection of the control stick holds all strut-vanes in an orientation with the flat surfaces tangential to the hull circumference so that horizontal progress is nullified but hull rotation is maintained with the craft assuming a hovering position with full foil lift. In hovering posture, the cabin is maintained substantially non-rotating by the resistance of the fin keel to rotational motion in the water.

The short response aspect of the hydraulic system acts to set up a countering torque to correct for a precession or list of the central axle. It will do this in a cumulative response to a list which persists over a large number of rotations of the hull. Random disturbances of the pressure-sensitive bellows caused by waves will generate torques which are of relatively short duration and are randomly distributed in direction so that the effects cancel out.

In order to stop the engine the air-vent valve is closed which prevents air flow into the tank. This prevents fuel flow into the engines therefore the engines will shut down. The spring secured to the centrifugal switch will prevent the switch from moving into a closed position therefore there is no danger in the starting system being activated when the hull stops rotating.

There are alternative constructions to the embodiment of the invention that has been described. Tangential thrust to the hull may be obtained from adaptations of other reaction-type motors both in the air and submerged which are known to persons skilled in the art. Under a differing principle, the wind-driven sail (using the anemometer cup principle) may be employed to develop the thrust. For the maintenance of a vertical central axis in the craft, alternate constructions involving the well-known techniques of auxiliary gyros, annular fluid-containing rings, weight shifting mechanisms or Schuler tuning may be employed. Remote control of the strut-vanes from the cabin may be accomplished alternatively in accordance with the established art through such media as electricity, sound, radio and fluid hydraulics. Directional stabilization of the cabin may be obtained by such additional means as may be afforded by gyros and air fins. Alternate constructions of the hull may take the form of a toroid concentric to the central axis, or may be simple an exposed frame supporting the power source and the driving means, the entire craft being supported by pontoons when inoperative. The counterclockwise rotation in the illustrated embodiment is favored for the Northern Hemisphere where it is thought to be stable. Clockwise rotation of the hull is indicated for the Southern Hemisphere.

Obviously many modifications and variations of the present invention are possible in the light of the above teachings. It is therefore to be understood, that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.

What is claimed and desired to be secured by Letters Patent of the United States is:

1. A sea-going craft, which comprises:

a directionally stabilizable platform,

a locomotion-controlling means supported by said platform,

a rotatable platform coaxial with said stabilizable platform,

a locomotion-producing means supported by said rotatable platform,

a plurality of downward extending elongated pivotable vanes supported by said rotatable platform,

said elongated vanes being cyclically variable in pitch in accordance with said locomotion-controlling means such that in operation said vanes engage the water with a push plus pull action along a selected line of locomotion,

a plurality of foils,

each of said foils being attached perpendicularly to a respective elongated vane in a near horizontal plane, each of said foils being tiltable in a vertical angle about a horizontal axle so positioned as to dynamically balance the foil with respect to the flowing water, said foil providing lift to said craft over all ranges of speed including that of hovering, and

a vertical fin keel secured to said directionally stabilizable platform such that fluid motion passing said craft aligns said fin keel and thereby said platform with the direction of locomotion.

2. A sea-going craft as claimed in claim 1, including a control means interconnecting said foils for automatic adjustment of said foils,

said control means determining the level at which said foils ride in a surrounding of water,

said control means providing a feedback from each of said foils to the next following foil when rotating in position of angle behind the initiating foil position in such a manner that a foil riding too deeply or too shallowly creates a correcting tilt on a following foil such that the said craft is subjected to a corrective torque.

3. A sea-going craft as claimed in claim 2, wherein:

a tangentially thrusting means is secured to the periphery of said rotatable platform,

said tangentially thrusting means operating to transmit angular momentum to the mass of said rotatable platform in such manner that the said mass acts as a gyrostabilizing means for the combined structure of the said craft, and

provides input for said driving means which provides a variable transmission means for conversion of rotational energy to linear motion.

4. A sea-going craft as claimed in claim 2, wherein:

a control stick in said directionally stabilizable platform operates in combination with a variably eccentric cam, rod and gear arrangement to deflect the driving vanes differentially,

said control stick providing control of direction and speed with a single manual motion.

5. A sea-going craft as claimed in claim 1, in which:

said directionally stabilizable platform is a cabin of cylindrical shape, and

said rotatable platform is a hull of bowl-like shape.

6. A sea-going craft as claimed in claim 1, wherein:

a control stick in said directionally stabilizable platform operates in combination with a variably eccentric cam, rod and gear arrangement to deflect the driving vanes differentially,

said control stick providing control of direction and speed with a single manual motion.

References Cited UNITED STATES PATENTS 2,369,034 2/1945 Farkas -20 2,844,120 7/1958 Nelson 91 3,044,434 7/1962 Sarchin 115-52 3,335,436 8/1967 Sharp 9----1 ANDREW H. FARRELL, Primary Examiner US. Cl. X.R. 115-52

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