WO2019157483A2

WO2019157483A2 - Methods and systems for a vertically-variable ocean rotor system

Info

Publication number: WO2019157483A2
Application number: PCT/US2019/017596
Authority: WO
Inventors: Eric HOLOHAN; James Gibson RHODES; Edward Anthony SHERGALIS
Original assignee: Holohan Eric; Rhodes James Gibson; Shergalis Edward Anthony
Priority date: 2018-02-12
Filing date: 2019-02-12
Publication date: 2019-08-15
Also published as: WO2019157483A3

Abstract

Mechanical rotor systems and methods including, in some embodiments, efficient rotor system lifting mechanisms, aspirated cylindrical rotors, and rotor systems including a pilot rotor.

Description

METHODS AND SYSTEMS FOR A VERTICALLY-VARIABLE OCEAN

ROTOR SYSTEM

FIELD

[0001 ] Some embodiments relate to ship propulsion systems. More specifically, some embodiments provide rotor systems to supplement ship propulsion systems.

BACKGROUND

[0002] The global shipping industry has reached a substantial tipping point in terms of energy consumption. Fuel costs are significant in the shipping industry and show no signs of abating. It would be desirable to provide systems and methods to reduce these fuel costs, especially given fuel costs often represent more than two-thirds of a ship owner's/operator's annual expense.

[0003] Although shipping is a highly efficient means of transportation on a per ton/mile basis compared with other modes of transportation, ships are still major sources of pollution and C02 emissions. Large commercial ships use bunker fuel, the tail end of the oil refining process that emits a cocktail of gases that harm both the planet and human health. Along with C02, there are nitrogen oxides and sulfur oxides (the cause of acid rain) as well as what is known as particulate matter.

BRIEF DESCRIPTION OF THE DRAWINGS

[0004] FIG. 1 is an overall view of a rotor system, in accordance with some embodiments herein;

[0005] FIG. 2 includes an illustrative depiction of a drive cylinder, according to some embodiments herein; [0006] FIG. 3 includes an illustrative depiction of a rotor cylinder, according to some embodiments herein;

[0007] FIG. 4 includes an illustrative depiction of a drive mechanism, according to some embodiments herein;

[0008] FIG. 5 includes an illustrative depiction of some aspects of a rotor system, according to some embodiments herein;

[0009] FIGS. 6A - 6F include different illustrative examples of splined rod shapes, according to some embodiments herein;

[0010] FIG. 7 includes an illustrative depiction of some aspects of a rotor system in a process of being deployed, according to some embodiments herein;

[0011 ] FIG. 8 is an illustrative depiction of a deployed example rotor system including multiple cylindrical rotors, in accord with some embodiments

[0012] FIG. 9 is an illustrative depiction of airflow around a cylinder rotor, in accord with some embodiments

[0013] FIG. 10 is an illustrative depiction of an example cylinder rotor, in accord with some embodiments

[0014] FIGS. 11 A— 11 C are illustrative depictions of an aspirated rotor system, in accord with some embodiments;

[0015] FIGS. 12A - 12E include illustrative depictions of an aspirated rotor system, in accord with some embodiments;

[0016] FIG. 13 is an illustrative depiction of a deployed example rotor system including a pilot rotor, in accord with some embodiments; and

[0017] FIGS. 14A, 14B, and 14C are illustrative depictions of ships including rotor system units including a pilot rotor, in accord with some embodiments. DETAILED DESCRIPTION

[0018] Embodiments of the present invention provide, in some contexts and applications, systems, methods and apparatuses that reduce energy

consumption and emissions for ships. These reductions are made possible by retrofitting or otherwise installing one or more of a vertically-variable ocean sail system (interchangeably also referred to herein as rotor systems) pursuant to the present disclosure. The disclosed rotor systems include rotor cylinders that are driven to spin and convert wind into forward thrust to aid ship propulsion.

However, features, concepts, and embodiments disclosed herein may be applied in other contexts, environments, and use-cases.

[0019] In some embodiments and aspects of the present disclosure, the term “rotor” may be used to describe or refer to a lifting unit having, in general, a cylindrical shape and an ability to rotate, wherein a rotation of at least an outer skin of the rotor contributes to the lifting mechanism of the unit. Some of the features disclosed herein may be applied in different contests, environments, and use-cases. Some such applications might include rotor systems in the context or application of ships, wings in the context of airplanes and/or other aircraft applications, steering devices in submersible vehicles, and other“lifting bodies” in these and other contexts, environments, and applications.

[0020] Features of some embodiments of the subject vertically-variable ocean rotor systems will be described herein, including some aspects of their installation and configuration on a vessel.

[0021 ] FIG. 1 is a view of a vertically-variable ocean rotor system in accordance with some embodiments herein. In some aspects, sail or rotor system 100 is designed to be mounted to the weather deck of a ship. In this regard, it may be installed on ship where access below the weather deck might be inaccessible, difficult to access, or otherwise unavailable to accommodate a rotor system or portions thereof.

[0022] It is noted that while some embodiments disclosed herein are illustrated as being located on a deck of a ship, tanker, or other vessel, some embodiments could include at least part of a rotor system located, at least in part, in a hold or lower area of the ship.

[0023] Rotor system 100 does not retract or otherwise reside below a weather deck of the ship on which it is installed. Accordingly, the size of rotor system 100 is not limited by the available space below deck for storage of the rotor system or portions thereof. The size of the rotor systems disclosed herein may instead depend on the deck space available and the size of the ship on which the rotor system will be configured. For example, in some embodiments of the rotor systems disclosed herein the size of the rotor system may be on the order of about 10 meters in diameter with a corresponding deployment (i.e. , fully extended) height of about 30 meters. In some configurations, a relationship of diameter to extended height may adhere to a 3: 1 , 6: 1 , 9: 1 ratio. In some embodiments, other sizes, ratios, and relationships between a rotor system’s rotor diameter and rotor height may be observed, including other considerations and factors. In some aspects, when the height to diameter ratios of 3:1 , 6:1 , and 9:1 are maintained, the actual size of the unit can be tailored to the space on the vessel.

[0024] Rotor system 100 includes a support carriage 105, a drive cylinder 110, a first rotor cylinder 115, and a top plate 120 attached to the first rotor cylinder 115. Additionally, rotor system 100 includes a central spindle 125 having a center rod 130 extending therethrough. The example of FIG. 1 includes a single rotor cylinder 115, but some embodiments may include multiple rotor cylinders. The multiple cylinders 115 may be configured in a nesting

configuration. As depicted in FIG. 1 , a portion of center rod 130 can be seen extending through central spindle 125 and below support carriage 105. In some embodiments, support carriage 105 may support a mechanism, such as a holder, bracket or other anti-rotation component, that engages with central spindle 125 to prevent the central spindle from rotating unless the rotor cylinder(s) 115 are fully deployed. In some embodiments, support carriage 105 may be lowered below a bottom-most portion of the center rod 130 such that the anti-rotation component of rotor system 100 disengages with the center rod to allow center rod 130 and top plate 120 to rotate unencumbered or otherwise restricted. In some embodiments, when top plate 120 rotates, it also causes the rotation of first cylinder 115 attached to the top plate. As will be explained below, preventing the rotor cylinder(s) 115 from rotating in certain configurations of rotor system facilitates an efficient method of raising and lowering the rotor cylinder(s) 115 relative to drive cylinder 110. FIG. 1 includes an illustration of rotor system in a deployed configuration with the upper rotor cylinder in a fully raised position relative to drive cylinder 110.

[0025] FIG. 2 is an illustrative depiction of some aspects of a drive cylinder 200, in an example embodiment herein. Drive cylinder 200 may form a portion of a rotor system such as the one example of FIG. 1. Drive cylinder 200 includes a cylindrically shape rotor having an outward facing surface 205 and an inner surface 210. Drive cylinder 200 further includes a plurality of rollers 215 attached to the outer surface of thereof. In particular embodiments, the plurality of rollers may be disposed near or along a top peripheral boundary edge of the drive cylinder. In some regards, the plurality of rollers might be located near or along the top peripheral boundary edge of the drive cylinder since the rollers assist in raising (i.e. , deploying) the rotor cylinders of a rotor system herein. By being located near or along the top peripheral boundary edge of the drive cylinder, the rotor cylinder(s) can be raised a maximum amount by the rollers. In some embodiments, drive cylinder 200 may have between three and nine rollers disposed thereon. The plurality of rollers might be positioned at uniform intervals around the drive cylinder, as well as being located an equal distance from the top (bottom) of the drive cylinder. Given this uniform distribution on the drive cylinder, the rollers can provide uniform support to a rotor cylinder engaged with the plurality of rollers.

[0026] Drive cylinder 200 further includes a number of support structures 230 that may add a measure of structural integrity to the drive cylinder. The added structural support may be beneficial under operating conditions that might be experienced by a ship having one of the rotor systems disclosed herein installed on the ship.

[0027] Drive cylinder 200 of FIG. 2 also shows a centrally located spindle 220 through which a center rod (not shown in FIG. 2) can pass. A bearing 225 is shown located within spindle 220. This upper bearing 225 may operate to allow drive cylinder 200 to rotate independently of the center rod that can be located in spindle 220. In some aspects, the upper bearing 225 decouples a motion of the drive cylinder 200 from that of a center rod disposed in spindle 220. Spindle 200 may have a lower bearing (not shown in FIG. 2) similar in size and function as upper bearing 225, but at an opposing end of the spindle from upper bearing 225.

[0028] FIG. 3 is an illustrative example of a (first) rotor cylinder 300, in accordance with some embodiments herein. In some aspects, rotor cylinder may be representative of most (if not all) of the rotor cylinders in some embodiments having more than one rotor cylinder. Referring to FIG. 3, rotor cylinder 300 includes an outward facing surface 305 and an inner face 310 exposed to an interior of the cylindrical rotor. The inner face 310 of rotor cylinder 300 may have a plurality of helical shaped rails, guides, or ribbed structures 315 and 320.

These helical shaped rails, guides, or ribbed structures 315 and 320 may extend over a full extent of the inner surface 310 of the first rotor cylinder.

[0029] In some embodiments, the helical shaped rails, guides, or ribbed structures 315 and 320 are spaced and configured to matingly engage and interface with the plurality of rollers located on the outer surface of the drive cylinder (e.g., see FIG. 2, rollers 215 located on drive cylinder 200) when rotor cylinder 300 is placed around and adjacent to a drive cylinder (e.g., FIG. 2, drive cylinder 200).

[0030] FIG. 4 is an illustrative depiction of one embodiment of a drive system 400 or mechanism for a rotor system herein. In the example of FIG. 4, drive system 400 includes a support carriage 405 supporting a first drive motor 410 and a second drive motor 415. Each of the first and second drive motors includes a drive belt, 420 and 425 respectively, that couples the drive motors to a toothed portion 435 on spindle 440. Activation of drive motors 410 and 415 may cause the drive belts to turn the toothed portion of the spindle that in turn causes the drive cylinder 445 to rotate. As mentioned above, the bearings in the spindle may allow the drive cylinder to rotate independent of a center rod disposed in the spindle. Additionally, some embodiments include an anti-rotation component or mechanism 450 as shown in FIG. 4.

[0031 ] FIG. 5 is a top-down perspective view onto portions of a rotor system 500 in an example embodiment herein. FIG. 5 further illustrates some of the aspects previously introduced, but from a different perspective. For example, system 500 includes an inner surface 505 of a drive cylinder, including support structures 510 and 515 affixed to the inner surface. Also shown is a drive motor 520 supported by a support carriage (not shown) and a drive belt 525 coupled to the drive motor. Centrally located within the drive cylinder is a spindle 530 having an upper bearing 535. The upper bearing 535 allows the drive cylinder attached to spindle 530 via support structures 510 and 515 to rotate

independently of the center rod 540 that fits within an inner portion of spindle 530.

[0032] In some aspects, center rod 540 is shaped to fit matingly and in close proximity to the inner surface of the spindle 530. In some embodiments, the inner shape of spindle 530 is non-circular and the center rod 540 is a similar, corresponding shape. The center rod may have a hexagonal (i.e. , alien key) shape, square shape, star shaped, and other, in general, keyed shaped.

[0033] FIGS. 6A - 6F are some examples of shapes a center rod herein may be configured. It is understood that the examples of IFGS. 6A - 6F are exemplary, and not intended to be exhaustive. FIG. 6A is square-shaped, FIG. 6B is octagon-shaped, FIG. 6C is hexagonal-shaped, FIGS. 6D and 6E are “star”- shaped, and FIG. 6F includes an asymmetrical shape for a center rod. It is noted that the inner surface of the spindle for a sail system herein should correspond in shape and size to the shape and size of the center rod.

[0034] FIG. 7 is an illustrative depiction of a drive cylinder 705 and a rotor cylinder 710, during a deployment process. As such, the rotor cylinder is neither in a fully retracted (i.e., lowered position) nor is it in a fully deployed or raised position. As shown, rotor cylinder 710 is partially raised relative to its overall height. In particular, rotor cylinder 710 is supported on rollers 715 and 720 on the drive cylinder at about its mid-point, height-wise. FIG. 7 illustrates a process wherein drive cylinder 705 is being turned clockwise by the rotor system’s drive motors (not shown in FIG. 7) while the rotor cylinder 710 is prevented or restricted from rotating by virtue of being coupled to a top plate that is further coupled to a center rod that is itself restricted from rotating. Accordingly, the rollers 715 and 720 (and others not visible in FIG. 7) engage with helical structures (e.g., 725 and 730) and cause rotor cylinder 710 to rise vertically with respect to drive cylinder 705.

[0035] FIG. 8 is an illustrative depiction of a rotor system 800, according to some embodiments herein. Rotor system 800 includes a support carriage 805, a drive cylinder 810, multiple rotor cylinders 815 and 820, and a top plate 825 affixed to a center rod that is disposed in a spindle conforming to the shape of the rod. FIG. 8 shows the two rotor cylinders fully extended/deployed. In the fully deployed state, an anti-rotation device or mechanism can be disengaged from the center rod by, for example, lowering support carriage 805 supporting the anti-rotation component such that it is no longer engaged with the center rod and the rotor cylinders 815 and 820 may be driven to rotate by the drive motors. The drive motors may be the same drive motors that operated to deploy the rotor cylinders. In this manner, it may be that a feature of a rotor system herein is that the same drive motor(s) operate to both deploy the rotor cylinder(s) and drive the rotor cylinder(s) when they are fully deployed.

[0036] FIG. 9 is an illustrative depiction of airflow around a rotor 905, in accordance with one embodiment herein. As illustrated, the rotation of rotor 905 causes a difference in the air pressure at the different sectors of the rotor, including a low pressure sector 910 and a high pressure sector 915. In some embodiments including an effort to increase the differential between low pressure sector 910 and high pressure sector 915 of an operational rotor, a series of small perforations (i.e. , through holes) may be placed in the skin or surface of the rotor cylinder(s) of, for example, a rotor system. In some embodiments, the rotor system may include one or multiple rotor cylinders. The perforations may, in some embodiments, be disposed at about regular intervals relative to the rotor cylinder’s skin (e.g., vertically and/or horizontally) and may cover at least a portion of the rotor’s skin, as illustrated in FIG. 10. The detailed view at 1005 illustrates an example rotor cylinder 1000 having perforations 1010 that are consistently and uniformly disposed in the cylinder’s skin 1020. In some other rotor embodiments, a distribution and size of perforations in the skin of the rotor may vary from the example rotor depicted in FIG. 9.

[0037] In some embodiments, one or more different perforation patterns in one or more different densities might be configured into a rotor cylinder.

Accordingly, rotor cylinder perforations are not limited to the specific

configurations (e.g., pattern, density, etc.) of the illustrative examples herein and may be varied from that depicted in, for example, FIG. 10. In some

embodiments, perforation size might be determined by analysis, modeling, real- world measurements, and combinations thereof. In general, larger diameter perforations (i.e. , through holes) can allow more air to pass therethrough at a smaller level of vacuum, as compared to smaller diameter perforations. In some aspects, the combination of rotor skin perforations and a low internal air pressure of a rotor unit relative to the air pressure external to the rotor may cooperate to increase the retained boundary layer of wind (i.e., fluid) on the exterior surface of the rotor, thereby increasing the Magnus effect of the rotor unit and allowing greater thrust to be generated.

[0038] In some aspects, venting is important as the air or other fluid that may be drawn into a rotor cylinder herein through the disclosed perforations can be expelled somewhere in some manner. In general, the expulsion of a fluid from within a rotor herein might be accomplished in, for example, three ways. One embodiment includes expelling the fluid through a top plate as shown in FIGS.

11 A— 11 C. In FIGS. 11 A— 11 C, air is drawn into rotor cylinder 1102 via perforations in skin 1105 into gallery 1120 and further expelled out of gallery 1120 through an opening 1125 in a top plate 1110. As further illustrated in FIG.

11 B, gallery 1120 encompasses a space or gap between skin 1105 and an internal structure and forms a chamber within which air enters through

perforations in skin 1105 and is routed out of the gallery via radial conduits (e.g., feed line 1122 and feed line 1124) and an air pump chamber 1140 to opening 1125 in top plate 1110. It is noted that the volume of gallery 1120 is smaller than the total volume 1115. This aspect of reduced volume is accomplished by the internal structure being placed inside of the rotor to create a gap or void between the skin and the internal structure (i.e. , gallery 1120).

[0039] FIG. 11 B depicts example fluid dynamics (represented by the illustrated fluid flow lines) in an operational rotor system 1100. As shown, fluid (e.g., air) external to rotor system 1100 can enter the rotating rotor through the perforations in skin 1105 into gallery 1120 and be further routed to the top of system 1100 and through feed lines connected to the centrally located air pump chamber 1140. FIG. 11 C is a top-down view illustrating air flowing out of opening 1125 in the top plate 1110.

[0040] In a second set of embodiments, the expulsion of fluid drawn into an interior of a rotor by a vacuum mechanism can be accomplished through a bottom portion of a rotor unit, while some other embodiments (e.g. a third set) might expel the fluid through a side portion of the rotor cylinder, as illustrated in FIGS. 12A - 12E. FIGS. 12A - 12E illustrate an exhaust gallery that might be dynamically positionable in relation to an inflow fluid (e.g., wind) stream such that the working fluid flow at a high pressure point of the rotor’s rotation will aid or increase a generated thrust.

[0041 ] Referring to FIGS. 11A - 11 C, in some embodiments a rotor system 1100 can include a rotor cylinder 1102 having an outer surface or skin 1105, a top plate 1110, and an interior volume 1115 defined by the rotor cylinder and the top plate and might operate to efficiently eject air from the inside of the rotor (e.g., interior volume 1115) when the rotor system is deployed and rotating. FIG. 11A is a cross-sectional view of the unit 1100, FIG. 11 B is a top-down view of rotor system 1100 from a perspective below top plate 1110, and FIG. 11 C is a top-down view of rotor system 1100 from a top-down perspective view of top plate 1110. In some embodiments, the efficiency of removing air from an interior of the rotor might be achieved, at least in part, by reducing the amount of air to be expelled. FIG. 11 A is an illustrative depiction of one embodiment where the interior volume 1115 of the rotor system is reduced by the placement of internal structure 1107 inside the rotor in an effort to provide an efficient technical mechanism to eject air from the unit to, for example, increase or enhance the Magnuss effect thereof. In some embodiments, air pump chamber 1140 aids in expelling, rejecting, or otherwise evacuating air from the rotor.

[0042] Rotor system 1100 includes, in the depicted example, a“gallery” or chamber 1120. In the example of FIG. 11 A, gallery 1120 is formed by a tube-like internal structure 1107 being placed within rotor cylinder 1102 to reduce, at least some extent, the interior volume of the rotor system that can be filled with and evacuated of fluid (e.g., air) drawn into the interior of the rotor cylinder through the perforations (not shown in FIG. 11 ) in skin 1105. In the present example, the volume to be evacuated of air (or any compressible or incompressible fluid) is reduced by configuring a tube within a tube (i.e. , the rotor cylinder 1105) to form gallery 1120. In some embodiments, the tube-like internal structure 1107 that cooperates with the external structure of the rotor including skin 1105 to define gallery 1120 may be sized differently than depicted in FIGS. 11A and 11 B.

Accordingly, the corresponding size and volume of gallery 1120 will vary depending on the size of the structure defining the gallery. As an example, an interior volume of a rotor unit might be reduced from about 423 cubic meters to about 13.80 cubic meters.

[0043] In some aspects, the fluid drawn through the perforations in a rotor cylinder herein might be any fluid. In some embodiments, aspects of the present disclosure might be applied to an aircraft in the form of a wing or other aeronautical feature, applied to a ship in an underwater context, and other implementations. As such, the fluid to be evacuated may be both high density and incompressible.

[0044] In some embodiments, rotor system 1100 and gallery 1120 in particular may include an internal support structure 1107 for the gallery that might extend from a bottom portion of the sail cylinder to a top interior portion thereof along axis of rotation 1150. This internal support structure itself may, in some instances and configurations, act to reduce the internal volume.

[0045] In some embodiments, other configurations, components, and mechanisms might be used to reduce the volume of the area to be evacuated of air (or other fluid media). [0046] FIGS. 12A, 12B, and 12C illustrate an aspirated rotor system 1200 including rotor cylinder 1205 having perforations therein (not shown in FIGS.

12A, 12B) that covers at least a portion of the rotor’s outer skin or surface 1202 and a vacuum gallery 1210. In some aspects, vacuum gallery 1210 may be formed by a cylindrical or tube-like structure 1207 disposed within rotor cylinder 1205 including the rotor’s outer skin 1202 that defines an area having a volume located between rotor cylinder 1205 and the cylindrical tube-like structure 1207.

In some embodiments, the tube-like structure 1207 remains static or fixed (i.e. , non-rotating) in relation to the flow of fluid (e.g., wind) incident on the rotor’s outer skin, whereas rotor cylinder 1205 may continuously rotate.

[0047] In some aspects, a fluid (e.g., air) may be drawn into gallery 1210 via perforations (not shown in FIGS. 12A, 12B) in the surface or skin of rotor cylinder 1205. Applicants have realized that rotor system 1200 may gain additional power by having the plurality of perforations in the rotor’s skin to cause, for example, an improved laminar flow over the unit and thus better maintain airflow/fluid flow at the boundary layer of the rotating rotor 1205. Applicants have further realized that additional gains may be had by inducing a vacuum within the unit 1205 in an effort to draw air into the unit through the perforations in the skin of rotor.

[0048] Instead of punched perforations, the skin material of some

embodiments of a rotor disclosed herein may be of a material that shows permeable attributes to an extent such that a fluid can be drawn into the rotor the same or similar manner as if the skin included perforations in a non-porous or sealable material. In some aspects, it is preferable that the exterior and interior of the skin material be as close as possible to a smooth surface. A rough surface, such as those produced by fibrous materials, might tend to disrupt a laminar fluid flow that is desired in some embodiments herein to induce the Maguss effect.

[0049] In some aspects, air drawn into rotor system 1200 via a vacuum mechanism will need to be discharged from the interior thereof. In some embodiments, it may be desirable to reduce the volume of air to be evacuated from the rotor in order to, for example, reduce the power and/or effort needed to evacuate the air from the interior of the rotor. In order to reduce the volume of air to be evacuated from the interior of rotor cylinder 1205, some embodiments (e.g., FIGS. 12A, 12B) include a second static structure or cylinder 1207 inside rotor cylinder 1205. In some embodiments such as, for example FIGS. 12A, 12B, only the volume between the two cylinders 1205 and 1207 (i.e. , gallery 1210) may need be evacuated since this is the extent of the area into which air is drawn. Accordingly, since the volume of gallery 1210 is smaller than the full extent of the interior volume of the rotor cylinder would be absent cylinder 1207, the power needed to evacuate air from gallery 1210 may be relatively less than the power needed to evacuate fluid air from the whole volume of the rotor cylinder 1205 absent the cylinder 1207.

[0050] In the example of FIGS. 12A, 12B, a technical advantage may be gained by exhausting or expelling fluid (e.g., air) in gallery 1210 out therefrom through the portion(s) or region(s) of the rotor unit’s skin 1202 at the region 1235 corresponding to the highest required air pressure. By exhausting air in gallery 1210 out through a vertical region(s) of the rotor’s skin 1202 at the area where the highest air pressure is required, the wind speed at this area will approach zero and the pressure will come as close to 1 bar as can be attained in a turbulent flow of fluid (e.g., air in the present example). In some embodiments of FIGS. 12A, 12B, a vacuum action may be applied through a region of about 75% of the rotor 1205 as indicated by the arrows pointing inwards toward the center of the rotor. The air drawn in through the perforations in the rotor’s skin 1202 into vacuum to gallery 1210 and further through intake feed lines or ports to air pump 1217 is pumped out of air pump 1217 via vacuum discharge lines or ports 1219 and through the perforations in the rotor’s skin 1202 over about a 25% sector of the rotor (as indicated by the outward pointing arrows) through discharge chamber 1220.

[0051 ] In some aspects, the laminar flow of air (i.e., fluid) is maintained as tight as possible for a majority of a rotor rotation by sucking air in through the rotor’s surface perforations by a vacuum. This action creates a high speed air flow and low pressure area or zone 1230 on the vacuum intake side. In the region or zone 1235, the pressure is preferably increased as much as possible. The pressure increase may be accomplished by expelling the available fluid (e.g., air) drawn in on the opposite region of the rotor out of the outflow area or zone 1235 via the discharge chamber 1220. In some aspects, the expelled fluid (e.g., air) will slow fluid (e.g., air) speed as the fluid goes by the rotor, resulting in a larger differential between the low pressure zone 1230 and the high pressure zone 1235.

[0052] In some aspects, the exhaust or outflow of fluid (e.g., air) from gallery 1210 at high pressure zone 1235 can be achieved through the skin perforations (not shown in FIGS. 12A, 12B) that allow a vacuum mechanism to generate suction and air movement from the exterior to the interior of the rotor at other regions of the rotation (e.g., low pressure zone 1230).

[0053] As shown in FIGS. 12A, 12B, and 12C, some embodiments include a static discharge or exhaust chamber 1220 in rotor system 1200. In some embodiments, exhaust chamber 1220 extends a corresponding length or height of rotor cylinder 1205 having perforations therein. The inner exhaust discharge chamber structure does not continuously rotate as does the outer rotor cylinder 1202 including the perforated skin. Exhaust discharge chamber 1220 may rotate by mechanical mechanism(s), either selectively, automatically/dynamically, or manually to adjust or be adjusted in relation to a fluid inflow direction to produce the greatest pressure differential possible by maintaining its relative static position to the apparent inflow fluid (e.g., wind).

[0054] In FIG. 12A, rotor 1205 rotates in an anticlockwise direction and the inflow fluid (e.g., wind 1245) is from the left (i.e. , west direction). Given the direction of rotor’s rotation and inflow fluid depicted in FIG. 12A, discharge chamber 1220 dynamically moves to and remains at the position shown (i.e., northern portion of the rotor). Additionally, the resulting drive vector 1250 produced by system 1200 in FIG. 12A is in a south direction. Similarly, in FIG. 12B rotor 1205 rotates in a clockwise direction and the inflow fluid (e.g., wind 1245) is from the left (i.e., west direction). Flowever, given the direction of rotor’s rotation and inflow fluid depicted in FIG. 12B, discharge chamber 1220

dynamically moves to and remains at the position shown (i.e., southern portion of the rotor). Accordingly, the resulting drive vector 1250 produced by system 1200 in FIG. 12B is in a north direction.

[0055] FIGS. 12D, 12E relate to the rotor system(s) introduced in FIGS. 12A, 12B, 12C and further illustrate some aspects of the fluid flows in some

embodiments of a rotor system herein. The skin 1202 of rotor 1205 includes a plurality of perforations 1260 therethrough and rotates. Consistent with the discussion of FIGS. 12A, 12B, and 12C, fluid may be drawn into the interior of rotor 1205 via perforations 1260 and intake feed lines or ports 1215 and exhausted out of the rotor via discharge lines or ports 1219 and perforations in the region(s) corresponding to exhaust chamber 1220.

[0056] As illustrated in the example of FIGS. 12A - 12E, embodiments of a rotor system herein might include a first rotor cylinder defining a volume bound by an interior of the first rotor cylinder; an exhaust chamber disposed within the interior of the first rotor cylinder and reducing the volume bound by the interior of the first rotor cylinder; and a plurality of fluid conduits that provide fluid

communication between an exterior of the first rotor cylinder and a bound volume defined at least in part by the exhaust chamber and an interior surface of the first rotor cylinder.

[0057] In some embodiments, the perforations in a rotor disclosed herein are sized such that they experience the same degree of vacuum from inside the rotor. This feature can be generated by having smaller perforations closer to the horizontal locations of the feed lines to the vacuum pump, and relatively larger holes as the vertical distance increases from the feed line. A goal of some embodiments is to draw as close to the same volume of fluid through the perforations regardless of the distance and pressure gradient from the feed.

[0058] In some embodiments, the present disclosure includes a pair of rotating cylinders or rotors, as illustrated in FIG. 13. The rotor system 1300 in FIG. 13 includes a major rotor 1305 and a drive or pilot rotor 1310 located in proximity with the primary rotor. The rotors 1305 and 1310 may each include one or more drive motors to rotate one or more rotor cylinders therein. In some aspects, drive mechanism(s) and lifting/deployment mechanism(s) (if any) of the rotor of rotor system units 1305 and 1310 might vary and are not limited to any specific designs or systems so long as they are compatible with other aspects of FIG. 13. In some aspects, pilot rotor 1310 rotating in an anticlockwise direction is positioned in close proximity to major rotor 1305 that is rotating in a clockwise direction such that an outflow from pilot rotor 1310 is feeding into the inflow of major rotor 1305. In some aspects, the rotating pilot rotor 1310 distorts the fluid flow to major rotor 1305. In some embodiments, the size of rotors 1305 and 1310, as well as the force of wind(s) (i.e. , fluids) acting thereon, may impact the placement of the rotors relative to each other and the limits thereto while still achieving a desired interactive dynamic fluid flow between the two rotors. Lines representative of the fluid inflow into rotor system 1300 and the flow of fluid in and around rotors 1305 and 1310 are depicted in FIG. 13. Additionally, the regions of high pressure (H) and low pressure (L) are shown for system 1300, as well as a representation of the resulting drive vector 1315 generated by major rotor 1305 in the system 1300 including pilot rotor and subject to the example fluid inflow.

[0059] In some embodiments, an outflow from pilot rotor 1310 feeds into the inflow of major rotor 1305. In some respects, the low pressure zone of the major rotor 1305 has its position changed from being substantially in-line with the ambient or natural flow of fluid/air to about 90 degrees off of that (i.e., about a 90 degree offset). As a result of such a change, the vector of thrust from major rotor 1305 is countering the flow into it. So, the result is a drive/lift directly into the wind, which is a substantial technical benefit attained by virtue of the combined configuration of the pilot rotor and the major rotor.

[0060] FIGS. 14A, 14B, and 14C are illustrative examples rotor systems including a pilot rotor and a major rotor, in accordance with some aspects of the present disclosure. FIGS. 14A - 14C include a depiction of a ship 1405 with rotor system units including a pair of rotors. Each pair of rotors includes a pilot rotor and a major rotor. The same reference numbers are used for FIGS. 14A, 14B, and 14C, where the difference between the drawings is limited to the direction of the inflow wind and the corresponding net thrust generated by each rotor system unit. [0061 ] FIGS. 14A— 14C each include a ship 1405 having a number of cylindrical rotor system units deployed on a weather deck thereof. In some embodiments, the rotor units can be mounted on deck, under-deck, include one or more cylinder rotor stages, be deployed/lifted by any mechanical and/or electro-mechanical mechanisms, in any practical combination. That is, the pilot rotor aspects disclosed herein may be used alone and in combination with other features, embodiments, and methods of the present disclosure.

[0062] The illustrated rotor system units in FIGS. 14A, 14B, and 14C each include a pilot rotor (e.g., 1410, 1415, 1420, and 1425) and an associated major rotor (e.g., 1412, 1417, 1422, and 1427). Moreover, FIGS. 14A, 14B, and 14C illustrate the resulting thrust vectors (e.g., 1430, 1435, 1440, and 1445) produced by the rotor systems including a pilot rotor and a major rotor in response to winds 1450.

[0063] Embodiments have been described herein solely for the purpose of illustration. The various concepts disclosed herein, including but not limited to the rotor system lifting mechanisms/systems of FIGS. 1 - 8, the aspiration features illustrated of FIGS. 9 - 12, and the rotor systems including a pilot rotor and a major as shown in FIGS. 13 - 14C may be used individually and in different various combinations with each other without limit, unless otherwise noted herein. For examples, features of the present disclosure may be extended to additional embodiments and contexts other than sea vessels, including but not limited to aircraft, submersible vehicles, etc. Persons skilled in the art will recognize from this description that embodiments are not limited to those described, but may be practiced with modifications and alterations limited only by the spirit and scope of the appended claims.

Claims

WHAT IS CLAIMED IS:

1. A mechanical rotor system, comprising: a carriage structure to mount to an exterior facing horizontal planar deck of a ship; a drive cylinder and a first rotor cylinder supported by the carriage structure, the drive cylinder having a plurality of rollers in fixed locations on an outward face thereof to matingly engage with an inner surface of the first rotor cylinder; a splined rod attached to the first rotor cylinder to restrict the first rotor cylinder from rotating; and at least one drive motor coupled to the drive cylinder to rotate the drive cylinder to cause the plurality of rollers on the outward face of the drive cylinder to matingly engage with the inner surface of the first rotor cylinder and vertically raise and lower the first rotor cylinder relative to the drive cylinder.

2. The mechanical rotor system of claim 1 , wherein the plurality of rollers is positioned at a top peripheral edge of the drive cylinder.

3. The mechanical rotor system of claim 1 , wherein the plurality of rollers include about three to nine rollers.

4. The mechanical rotor system of claim 1 , wherein the plurality of rollers comprises a truck including an undercarriage and at least two wheels.

5. The mechanical rotor system of claim 1 , wherein the inner surface of the first rotor cylinder comprises helical ribbed structures to engage with the plurality of rollers.

6. The mechanical rotor system of claim 5, wherein the ribbed structures are uniform throughout their extent on the inner surface of the first rotor cylinder.

6. The mechanical rotor system of claim 5, wherein the at least one drive motor, the plurality of rollers, and the helical ribbed structures alone operationally cooperate to raised and lower the first rotor cylinder relative to the drive cylinder.

7. The mechanical rotor system of claim 1 , further comprising an anti- rotation mechanism to hold the splined rod in fixed rotational position.

8. The mechanical rotor system of claim 1 , further comprising a second rotor cylinder, the first rotor cylinder having a plurality of rollers in fixed locations on an outward face thereof to matingly engage with an inner surface of the second rotor cylinder.

9. The mechanical rotor system of claim 1 , wherein the splined rod comprises a plurality of telescoping components.

10. A mechanical rotor system, comprising: a first rotor cylinder defining a volume bound by an interior of the first rotor cylinder; an exhaust chamber disposed within the interior of the first rotor cylinder and reducing the volume bound by the interior of the first rotor cylinder; and a plurality of fluid conduits that provide fluid communication between an exterior of the first rotor cylinder and a bound volume defined at least in part by the exhaust chamber and an interior surface of the first rotor cylinder.

11. The mechanical rotor system of claim 10, wherein the bound volume defined at least in part by the exhaust chamber and an interior surface of the first rotor cylinder is less than the volume defined by the interior of the first rotor cylinder.

12. The mechanical rotor system of claim 10, wherein the exhaust chamber corresponds in shape and size to the first rotor cylinder.

13. The mechanical rotor system of claim 10, wherein the plurality of fluid conduits comprises perforations through a surface of the first rotor cylinder.

14. The mechanical rotor system of claim 10, further comprising a pump to at least assist in evacuating fluid from the exhaust chamber.

15. A mechanical rotor system, comprising: a first rotor cylinder being disposed on a deck of a ship; and a second rotor cylinder distinct and separated from the first rotor cylinder and being disposed on the deck of the ship, the first rotor cylinder being positioned in close proximity to the second rotor cylinder such that an outflow from the first rotor cylinder at least contributes to the inflow of the second rotor cylinder, thereby changing a resultant thrust vector of the second rotor cylinder.

16. The mechanical rotor system of claim 15, wherein at least the second rotor cylinder includes a plurality of perforations substantially uniformly spaced and disposed over a substantial portion of the second rotor cylinder.

17. The mechanical rotor system of claim 16, wherein the first rotor cylinder includes a plurality of perforations substantially uniformly spaced and disposed over a substantial portion thereof.

18. The mechanical rotor system of claim 1 , wherein the first rotor cylinder has a diameter smaller than a diameter of the second rotor cylinder.