Scores of amazing inventions for improving the
technology of watercraft have been invented and forgotten
since the 1920s. Here are a dozen for you to reconsider:
"Buglike Boat Rides The Waves"
The "feelers" jutting out
from this novel boat follow the ups and downs of waves and
troughs. In turn these "jockey" skids change the angle of the
hydrofoils to provide extra lift so that the Hydrofin boat
rides the wave crests in rough water. The result is a
smoother, faster ride, according to the craft's British
inventor, Christopher Hook. The first commercial model,
expected to be in coastal service early next year, will be 30
feet long, and will accommodate a dozen passengers plus a crew
The Hydrofin at rest, its
hull in the water. In the lower picture it gathers momentum
and rises out of the water on its hydrofoils.
The Hydrofin climbs even the
short waves of choppy seas as a car would climb a hill. The
varying angles of the underwater hydrofoils, activated by the
advance team of jockey beams, do the job.
"Spiral Rollers Drive Odd Speed Boat"
Cleaving the water at
express-train speed, a propellerless powerboat of new design
may shatter existing speed marks if it fulfills the hopes of
its West Easton, PA, inventor. Its slim hull rides upon three
buoyant, barrel-shaped rollers, of which the forward two are
connected to the power plant and revolve at high speed.
Helical fins, encircling them, sweep water astern and drive
the boat forward. The water is also driven to each side, so
that at high speed a trough is formed beneath the hull.
Outriggers shaped like
airplane wings support the rollers and provide a lifting
effect that aids the boat in skimming the surface. A freely
rotating, fluted pontoon, that diminishes friction, supports
the after end of the boat and a conventional rudder is used
"Odd Tractor Boat Skims Water"
Will paddle wheels for boats
state a comeback? A Chicago inventor has designed what he
declares to be a modernized concept of this historic form of
marine propulsion. His plan calls for a boat that runs upon a
pair of endless tracks, after the fashion of a land tractor,
the tracks consisting of moving belts carrying a series of
paddles. When power is applied to the belts through driving
drums near the stern, they cause the paddles to sweep backward
through the water, impelling the boat forward. At the same
time, the planning action of the inclined paddles tends to
lift the boat clear of the water, with the result that the
hull skims the surface with a minimum of resistance. In
consequence, the inventor maintains, a tractor boat of this
type could attain high speed and could travel with a marked
economy of fuel. The angle of inclination of the paddles would
be suited to the weight of the craft; a heavy boat would have
them mounted at an angle approximately 45 degrees, while a
lighter craft, requiring less lifting force, could employ more
steeply inclined paddles to obtain greater forward traction.
R. E. Tait ~ US Patent
# 2,007,550: Boat Propulsion (July 9, 1935)
"The Worm Turns"
The new type of boat
illustrated below has been specially designed for propulsion
by a kind of turbine in reverse. The after end of the hull is
recessed to accommodate the propeller mechanism, which is in
two cylindrical sections, one inside the other. The inside
division is stationary and houses the power unit, while the
outside section, which revolves, is fitted on its exterior
with a spiral fin or blade. When this turns, boring through
the water like an auger, there is a long-continued thrust that
sends the boat forward at a steady speed. Unlike the
conventional propeller, the device makes a continuous "bite"
at the water over a considerable distance. Forward of the
propeller is a cabin with control apparatus. The man who
invented the boat is Harold B. Harvey, Pensacola FL.
"New Sailboat Has Spinning Cone In Place Of
Using a three-vaned spinning
cone instead of the usual canvas sails, a new sailboat has
just been developed with which the inventor hopes to steer
almost directly into the wind. The vanes, which on full-sized
boats will be of light wood and fabric construction, will be
reversible according to the direction of the wind, reducing
the necessity for tacking and avoiding the keeling over common
to conventional sailing craft. According to the inventor, his
sails will develop three times as much propelling force as
those of canvas.
"New Rotor Ship Sails In Lightest Wind"
Looking like whirling
surfboards, strange new rotors will furnish the power on a
boat now nearing completion at Chicago. Laurence J. Lesh,
pioneer aeronautical engineer, is designer of the craft.
Unlike the Flettner rotor
ship, which attracted wide attention a few years ago, his boat
will depend entirely upon the wind for propulsion. No engines
will be required to keep the rotors turning, as was the case
with the high "chimneys" of the German craft. Once the
pointed, vertical wings of the Lesh boat being spinning, they
keep on until the wind dies down or the brakes are applied.
The lightest of breezes, tests have shown, will start them
whirling and move the ship.
For more than a year, Lesh
has been experimenting with miniature rotor ships in the model
boat basin in Jackson Park, besides conducting various
wind-tunnel tests. His researches have shown that the spinning
wings of his models will pull the boat directly into the teeth
of the wind and that they give almost four times the
propelling power of ordinary sails. They spin equally well in
either direction, an improvement over the S-shaped rotors of
the Finnish inventor Savonius, which require a complicated
mechanism to shift the halves of the rotor when a ship heads
about and takes a new course in the opposite direction.
The full-sized experimental
boat, nearing completion, will be used to try out rotors of
various sizes and constructions. Different rotors of the same
size will e covered with canvas, plywood and aluminum and
tested to discover which material is best suited for the work.
To drive a 70-foot cabin cruiser, Lesh says, three rotors
would be needed.
"Boat Rolls Along 80 Miles An Hour"
A remarkable craft that
rolls through the water on five large cylinders has recently
been launched by an Austrian inventor.
The curious arrangement of
the drum-like pontoons which support the boat suggest a steam
roller, except that the novel water scooter is said to attain
the terrific pace of 80 miles an hour. Inclosing the five
cylindrical pontoons, which literally make up the hull, is a
steel framework upon which is supported a 500-horsepower motor
driving an airplane propeller.
Torpedo-shaped pontoons, at
right angles to the big cylinders, extend from each side of
the craft as aids to balance it. The unusual craft is
controlled from a rear cockpit.
"Air Bubbles Employed To Form Breakwater"
A new type of breakwater
consisting of nothing more than air bubbles recently was
devices for quieting even the highest waves of the sea. It is
the invention of Phillip Brasher, an American. One of the
units is said to have been operated successfully at El
Segundo, CA, to protect a concrete pier.
The air breakwater consists
of a perforated pipe that is laid along the sea bottom and
connected with a land air-compressing station. In rough
weather it is merely necessary to allow the compressed air to
escape from the holes in the pipe, the air bubbles quickly
rising to the surface. The wall of bubbles is said to break up
the waves and retard their forward motion. When the water from
a broken wave flows back to form a base for the next incoming
wave, it finds no support and the next wave curls over and
The repetition of this
process is said to result in a smooth surface beyond the
pipeline, no matter how rough the weather. A simple
installation of the pipe system, the inventor says, is
sufficient to provide a harbor of smooth water in exposed
points around coasts that have caused trouble in the past.
Patent # 2,325,937
& Apparatus For Collapsing Water Waves
(August 3, 1943)
My invention relates to an
improved method of and apparatus for use in connection with
water waves, being more particularly adapted for collapsing
water waves to produce a relatively quiescent area of
appreciable size in proximity to a ship, whereby planes can be
launched from the ship without the use of a catapult, and may
be picked up again without the necessity of the ship coming to
More specifically the
present invention provides for collapsing water waves
continuously from a ship which may be proceeding at 12 or 15
knots or even at higher speeds, the quiescent area thus
produced overlapping in extent to permit the launching of a
plane from the moving ship without a catapult and to permit
the plane t be picked up again without stopping the ship.
My invention, it will be
appreciated, is of great practicable worth in connection with
combating submarines, in that any ship large enough to carry a
plane, but which may be too small to carry a catapult, can be
employed for reconnaissance purposes and for actual bombing of
submarines, launching and picking up of the plane being
feasible and practicable with the ship under way so that she
may be maneuvered if desired.
It will be seen from the
description hereinafter given that the equipment necessary for
the practice of my invention is simple, and takes up only a
fraction of the space required for catapult launching
apparatus. The plane can be launched and picked up with a
crane. As a consequence the number of ships which may carry
one or more planes is enormously increased as compared with
In the accompanying drawings
I have shown an embodiment of my invention more or less
Figure 1 showing the
invention in plan; and
Figure 2 being an
Referring to the drawing in
detail: 2 designates a ship carrying an air compressor 4, to
which an air hose 6 is adapted to be coupled. The air
compressor is mounted at the forward part of the ship, and as
the hose 6 is to be towed overboard, its length will depend
upon the height and length of the ship. In practice it should
be long enough to extend rearwardly of the ship about as shown
in the drawing. This hose is flexible and open at its outer
In practicing my invention
the hose is thrown overboard and towed by the ship when a
plane is to be launched or picked up. As above noted,
launching and picking up are performed with the ship traveling
at say 12 or 15 knots which will give it the desired steerage
way and maneuverability. The open end 8 of the hose 6 is to be
submerged to a depth of 75 to 100 feet. For this reason and in
order that the open end of the hose may be maintained at the
desired distance from the ships' hull, and will not simply
trail beside the ship, I equip the hose with a paravane 10.
When an elastic fluid such
as air is discharged by the compressor through the submerged
outer end of the hose 6, air and water will be forced to the
surface to provide in effect an upwardly moving wall or damp
against which approaching waves will dash and be collapsed.
Back of this fluid breakwater or dam, that is, between it and
the ship, there will be a quiescent area 12 of substantial
proportions into which a plane may be launched from the ship
simply by lowering the same overboard and from which a plane
may be picked up. This quiescent area will be maintained even
on intermittent operation of the compressor for two or three
minutes after the compressor is shut off.
Inasmuch as the quiescent
area persists some two or three minutes after the compressor
is shut off, it will be apparent that with a ship proceeding
at say the equivalent of 5 miles per hour I can produce a
quiescent area one-half to three-quarters of a mile long and
of substantial width. The width of the quiescent area will
depend, of course, upon the distance between the outer end of
the hose 6 and the ship.
It will be appreciated,
furthermore, that not only will the provision of such a
quiescent area enable a plane to be launched from the ship
without a catapult and to be picked up, but the ship itself
will be in this area so as to provide a steady gun platform
for both horizontal and antiaircraft fire should demands
It is to be understood that
for illustrative purposes I have shown but a single hose 6.
Several may be employed if desired from the same or from
opposed sides of the ship.
It will be seen that the
equipment necessary for the practice of my invention is simple
and inexpensive, requires by very small space on shipboard,
and that no expensive controlling mechanism is necessary.
I wish it to be understood
that any dimensions above mentioned as to length of hose,
depth of submergence, size of hose, etc., are illustrative and
not for purposes of limitation, and that the same may be
changed within the purview of my invention.
What I claim is: --- [Claims
not included here]
"New Submarine Model Swims Like Fish"
Observing the motions of
swimming fish, Franz Heudorf, German inventor, resolved to
test their method of locomotion as a means of propelling
watercraft. Recently he demonstrated, with working models, a
new drive, dispensing entirely with propellers, which the
inventor maintains is especially adaptable to submarines.
Small rotating fins on each side of the vessel are operated
independently of one another, and may be set to cause the
craft to go forward or astern, turn to port or starboard, and
dive or come to the surface without pumping ballast. Plans are
reported under way for the construction of a man-carrying
submarine using the new system of fins as propellers.
"Wave Power Runs Model Boat"
Using the power of the waves
to drive a stationary power plant has been proposed before,
but it remained for a Long Beach CA inventor to design a
wave-operated mechanism to propel a boat. Models used to try
out the odd principle are reported to have shown surprising
speed in tests, one miniature 18-inch craft attaining a pace
of 5 miles an hour. Similar gear, the inventor suggests, could
be applied to any full-sized craft, and could be attached or
removed at will. The equipment comprises three fins attached
to flexible joints, which are set vibrating by the slightest
motion of the water, and are interconnected in such a way that
they transform the vertical movement of the waves into
impulses that drive the boat forward.
"Sea Gull Boat Skims Water At 70 Miles An
Skimming the surface like a
gull, a speedboat that rises clear out of the water has just
completed its first trial runs successfully at Marshfield, OR.
It resembles a hybrid between an airplane and a watercraft.
Plywood-covered fins, shaped like airplane wings, extend from
the sides in three successively smaller steps. By lifting the
boat into the air, they virtually eliminate water friction on
the hull and permit 70-mph speed without using unusual power.
Seated behind a small
windshield in the one-man cockpit, the pilot operates a 55-hp
motor of outboard type that dries the new boat. It behaves
like an ordinary craft until it attains a speed of 45-mph. At
this velocity, which corresponds to the takeoff speed of an
airplane, an abrupt change occurs. The pilot can feel the boat
rise from the water as the fins take hold on the air. Only the
propeller beneath the hull remains I the water where its full
thrust is effective. A small water rudder used a t low speed
is now ineffective, and an air rudder, resembling an airplane
tail fin, steers the boat. Most noticeable to an occupant is
the absence of the bumping sensation experienced in fast
watercraft. The cushion of air between the hull and the water
acts as a shock absorber; the boat is literally riding on air.
Other advantages of the
strange craft are pointed out by the inventor, Victor W.
Strode, of Portland, OR., who has been granted a patent on the
unconventional design. The boat turns in an abnormally short
radius, with little tendency to tip. It possesses unusual
stability largely because of the care with which the propeller
was placed after a series of experiments --- about one-third
of the way back from the bow of the boat to the stern.
Complete streamlining minimizes air resistance and fuel
consumption. While the hull weighs twice as much as one of the
standard type, its extra weight is more than offset by the
lift of the wings.
Since the first model is an
experimental one, the inventor has made no attempt to provide
seating accommodations for passengers. Its success in further
trials may presage the building of similar, larger craft with
enclosed passenger cabins. They would be suitable for use as
pleasure craft, as mail or naval dispatch boats, or for
high-speed passenger transport over inland water routs and
might be used for express service for commuters.
First-Aid Boat Hits High Speed"
Designed to reach a top
speed of more than 50 miles an hour, a unique streamlined
marine ambulance has just been placed in service by the
Portland, OR, fire department. Stubby wing sections of
gradated size, at each side of the hull, act like airplane
wings, enabling the boat to rise from the water and skim the
surface. The craft embodies a design that the inventor, Victor
W. Strode, demonstrated with an experimental model 3 years
Patent # 1,898,322
(February 21, 1933)
My invention relates to the
construction of sections for purposes of buoyancy and is
beneficially applicable, probably in the order now given, to
First, for what is known as
floats or pontoons on seaplanes;
As a design for the hull
portion of flying boats;
As a hull section for
speedboats and high speed watercraft generally.
The objects of my invention
are to provide a hull that will utilize the lift afforded by a
properly designed airfoil section and at the same time be
efficient as a support when resting or moving on water.
Another object of my
invention and one of the primary ones is to provide such a
section and means for changing the angle of incidence of the
section with respect to the angle of the primary wing surface
of a seaplane of which it may be an essential part.
Another object of my
invention is to provide a float, pontoon or hull section for a
plane that will have decided attributes of lateral stability.
A further object is to
provide a float of the general character indicated that may be
brought into contact with a water surface at high speed and
that will exhibit characteristics of shock absorption hitherto
unattainable in constructions of this character.
These and other objects
which will be apparent in the subjoined specification and
claims constitute the primary purpose of my invention.
The following drawings
accompanying and forming a part of this specification are
directed to that exemplification of my invention applied to
what is known as pontoons for seaplanes, though my invention
is by no means limited to such a device.
In the drawings, Figure 1
represents a side elevation showing relative vertical
displacement of sections hereinafter explained in detail;
Figure 2 is a front end view
looking in the direction of the arrow at the left of Figure 1;
Figure 3 is a section taken
at 3-3 of Figure 1;
Figure 4 is a top view of
Figure 5 and Figure 8 are
alternate constructions representing substantially the same
structure, both being partly in section;
Figure 6 is a cross-section
on the line 6-6 of Figure 5;
Figure 7 is a section on the
line 7-7- of Figure 5;
Figure 8 represents Figure 1
in normal flying position and is sectioned to show the means
of accomplishing the displacement diagrammatically;
Beginning now with Figures 1
and 3, the struts 9 and 10 are broken away and serve to
indicate the means commonly employed in attaching such a
structure to a plane.
It will be noted by
examining Figure 3 that the hull as a whole is made up of a
plurality of sections; in the present instance the center
section 11 has a greater depth than the sections 12 and 13
next adjacent to it, and these in turn have greater depth than
the sections 14 and 15, laterally disposed with respect to
sections 12 and 13.
It will be understood that
the bulkheads to vertical partitions when used, such as 16,
17, etc., are watertight with respect to their outside
surfaces and to each other and in the present instance 13 and
15 are made rigid with respect to each other on their vertical
lines as are 12 and 14, and that 12 and 14 are movable a s a
unit with respect to their vertical position on the side of 11
as are also 13 and 15.
In the present
exemplification they are arranged to be moved together, the
purpose of which will be hereinafter explained.
In Figure 8 will be noted a
pivot, 19, and it will also be noted that the strut indicated
numeral 9 contains a cylinder 20, a piston 21, to which is
operatively attached a piston rod 22, operatively connected to
a trunnion pin 23, movable in a slot 24, the said slot 24, it
will be understood, being formed interiorly in the element 11,
and the trunnion operable by the trunnion pin 23, is movable
vertically under the influence of the piston 21, and the
shoulders 25, 26, 27 and 28 are adapted to engage and move the
sections 12, 13, 14 and 15 in unison with respect to 11.
A fluid pressure supply pipe
29 is shown and will be presumed to be attached operatively to
a reservoir of fluid pressure which is not shown since such
things are old and well known and need no explanation.
Suitable valves or other means of control will be supplied
between the said reservoir and the supply pipe 29 to permit
actuating the piston 21 selectively by fluid pressure.
No means are shown or
required for the reverse of the action produced y the piston
21 since as soon s the wing is in the air the lift of the wing
itself will accomplish this function.
In operating a plane having
pontoons for landing gear up to this time the pontoon has
served a single purpose --- that is, to act as a float upon
which a plane could be landed in the water and upon which it
would rest due to the buoyancy of the pontoon when the plane
was not being used.
A great deal of thought and
study, testing in wind tunnels and the like has convinced
airplane designers generally that what is known in the
terminology of aeronautics as "parasite drag" was unavoidable.
The ordinary pontoon from the moment of its being lifted clear
of water upon which it rests starts to fight the horizontal
rudders and to a degree dependent upon the air speed and
increasing with the square of the speed until the plane is
again landed on the water. This characteristic of the ordinary
pontoon has reduced the payload of a seaplane to which they
are attached, greatly increased the consumption of fuel and
substantially subtracted from general reliability.
It is well known in the
state of the art that "taking off" from the surface of the
water with a seaplane is accomplished with greater facility if
the surface of the water is somewhat rough from the wind has
wavelets traveling toward the plane that will give the pontoon
a jump as a wave strikes the pontoon.
One of the may features of
my invention is found in that my upper surfaces, that is
surfaces that are always in contact with the air, are of
airfoil shape and will in most cases conform very closely to
the upper surface of the wing of the plane upon which they are
intended to be used. The under surface will also be curved
somewhat but less and will ordinarily be made as straight as
can be safely done.
Since a surface, as the
underside of a wing, adapted to air pressure, is not normally
the same thing as a surface adapted to water contact
such as a boat bottom or the underside of a pontoon, somewhat
of a compromise is necessary; the under or wetted
surface as illustrated in the drawings fairly represents the
state of present knowledge on the subject though it is
expected to be modified somewhat in the light of experience.
This compromise surface being a practically new intangible,
will for the purpose of this specification and claims be
referred to as a "dual surface".
It will be noted also from
the drawings, well illustrated in Figure 2 and Figure 3, that
the several sections such as 11 to 15 inclusive are stepped on
both their upper and lower surfaces from companion sections.
This affords what amounts to a plane surface such as the
projected area the width of which is indicated by numeral 30.
This is intended to prevent drift either in the water or in
the air, when making a turn either in landing or taking off
from the surface of the water.
It is generally agreed among
aeronautical engineers that roughly 75% of the lift of an
airfoil is due to vacuum on top. It is notable, however, that
only about 15% of the 75% is available unless air is also in
contact with the underside of the wing or airfoil section. It
therefore appears that for the most part the actual lift comes
from the underside and that the vacuum on top of the airfoil
merely lowers the resistance against which the wing is acting.
In taking off with a
seaplane equipped with pontoons made after the pattern of my
new hull, each separate section, such as 11 to 15 inclusive,
will exert lift in a small amount while its undersurface is
wetted and is a true airfoil the instant it breaks contact
with the water. Let us take for example the two sections
indicated by numerals 14 and 14 and assume that 14 has an
upper area of 5 square feet and that all of the other similar
surfaces, such as 15 on the same pontoon and 14 and 15 on the
other pontoon, have equal areas, then the total area will be
20 square feet. Assuming that a speed over the surface of the
water in taking off has been attained that will lift these
four sections clear of the surface and assuming that at that
speed the wings of the plane have a lift equal to 8 pounds per
square foot, then the instant these four section are lifted
clear of the water the total lift, due to sections 14 and 15,
will at assumed conditions be 160 pounds, or the effect on the
plane precisely a if a 1660-pound sandbag were thrown
overboard. This produces that highly desirable jump heretofore
mentioned as an assistance in taking off and to a degree and
in a manner far better than can be produced by a wave on the
surface of the water. It will also be remembered that this
jump will in most cases allow air to get under the next
adjoining section when an additional and greater lift will be
It will thus be seen that a
plane equipped with pontoons made according to the plan of my
new hull will lift a larger load, and load conditions being
equal will leave the surface of the water quicker at a given
speed or will actually take off at a much lower speed than
with the conventional pontoon.
When flying the hulls
eliminate parasite drag and add their area to the wing surface
area. The takeoff speed of the plane will be affected
favorably by changing the angle of the outside sections as
shown in Figure 1. This change is also desirable alike in
landing as in taking off. When it is desired to land the
control device, of which the fluid pressure means shown is an
example, will change the relative position of the outside
sections with respect to the inside section 11, so that
contact with the water will occur first well back on the
bottom and if the fluid pressure control is used it may act as
a substantial and efficient shock absorber to prevent the
shock of landing on the surface of the water being transmitted
through the struts to the fuselage of the plane. This is a
very valuable feature that may be attained without extra first
cost or increased weight.
Figure 5 is a modification
of Figure 1 in that the pivot 19 supports also the strut 10a,
and the angle of incidence then of the whole hull will be
changed at once. This is shown as an alternative construction
and is not thought at present to be as desirable as the form
previously described in detail. In a flying boat, that is to
say an airplane having a fuselage adapted to be landed
directly on the water, it will be difficult to make the
several sections such as 11 to 15 inclusive movable with
respect to each other and it is believed that making them so
movable would not have advantages sufficient to offset
increased cost and excess weight. This will also be true in a
hull such as that for a speedboat or any craft intended to
remain upon the water.
My new hull, in a flying
boat will have the effect of adding a substantial amount of
wing surface and reducing the parasite drag, and in a
speedboat it will have the effect of lightening the craft by
the amount of lift afforded by each section as it comes clear
of the water. In the speedboat as in the flying boat, lateral
stability will be enhanced and the lifting power of an airfoil
will be available to lighten the craft as the speed increases
and to provide a stability heretofore unattainable.
Many variations of the
construction illustrated and/or described may be possible now
that the basic idea is disclosed. I therefore do not desire to
limit myself except as specifically stated in the following
claims: [Claims not included here]
"Claims Air Motor Bucks The Wind"
An air motor, which its
inventor claims will move a boar or vehicle directly against
the wind and will virtually manufacture its own wind when no
air is stirring, has been developed by Charles R. Ford of
The contrivance consists of
a series of fans, or windmills, mounted on the same shaft and
enclosed in a cylinder. Between the fans are stationary pieces
of metal, which the inventor calls "air straighteners" and
which he says so distribute the currents passing through the
housing that each fan generates the same amount of power.
Patent # 1,491,688
(April 22, 1924)
This invention relates to a
power generating apparatus, designed primarily for use in
propelling marine vessels, but it is to be understood that a
power generating apparatus in accordance with this invention
can be employed for any purpose wherein it is found
applicable, and the invention has for its object to provide in
the manner as hereinafter set forth, a power generating
apparatus including and operated by a plurality of rotors
driven by directed air currents for generating power which can
be utilized for driving purposes, more particularly the
propeller mechanism for a marine vessel.
Further objects of the
invention are to provide a power generating apparatus for the
purpose set forth which is simple in its construction and
arrangement, strong, durable, inexpensive to operate, readily
set up, efficient and convenient in its use, and comparatively
inexpensive to install.
With the foregoing and other
object in view, the invention consists of the novel
construction, combination and arrangement of parts as
hereinafter more specifically described and illustrated in the
accompanying drawings, wherein is shown an embodiment of the
invention, but it is to be understood that changes, variations
and modifications can be resorted to, which fall within the
scope of the claims hereunto appended.
In the drawings wherein like
reference characters denote corresponding parts throughout the
several views: ---
Figure 1 is a sectional side
elevation of a marine vessel showing the adaptation therewith
of a power generating apparatus in accordance with this
Figure 2 is a fragmentary
view, in vertical section, of a portion of the apparatus.
Figure 3 is a section on
line 3-3 of Figure 1.
Figure 4 is a section on
line 4-4 of Figure 1.
Referring to the drawings in
detail, 1 denotes the hull of a marine vessel, 2 the propeller
which is carried by a propeller shaft formed of a section 3
and a section 4, which are operatively connected together
through the medium of a clutching mechanism 5. The section 4
of the propeller shaft is provided with a beveled gear 7,
carried by a vertically disposed transmission shaft 8.
Bearings 9 are provided for the shaft sections 3 and 4, and
bearings 10 and 11 for the vertically disposed shaft 8.
Mounted on the flooring 12,
or other support, is a vertically extending hollow tubular
element 13, which is of a length as to project up through a
vertical frame 14 secured on the upper deck of the vessel. The
top of the frame 14, is indicated at 15, and is formed with a
vertically disposed opening 16, for the passage of member 13.
Carried by the top 15 and arranged to align with the opening
16, is a flange collar 17, formed with groove 18, for the
reception of bearing balls 19. The tubular member 13, is
mounted in a bearing 20, carried by the flooring or support
12, and is also rotatably supported on the collar 17, through
the medium of the balls 19, extending into a flanged collar
21, which is fixedly secured to the member 13., near the upper
end thereof. The collar 21 overlaps the bearing balls 19, and
also the collar 17.
Connected to the upper end
of the member 13, and bodily movable with said member 13, is a
conduit 22, which is disposed lengthwise with respect to the
length of the marine vessel, and the conduit 22, at its
forward end, is funnel-shaped or flaring as at 23, and has
projecting from the rear portion thereof, a plurality of vanes
24. The conduit 22, has depending therefrom, a plug 25, which
is fixedly secured to the conduit 22, through the medium of
hold fast devices 26. The plug 25 is provided with a centrally
arranged opening 27, which registers with an opening 28,
formed in the bottom of the conduit 22.
The transmission shaft 8
extends up through the member 13, plug 29, the opening 28,
into the conduit 22, and has its upper end provided with a
beveled gear 29.
Extending longitudinally of
the conduit 22, and terminating at a point removed from the
flaring end 23 of said conduit 22, is a shaft 30, which is
mounted in bearings 31, carried by transverse supports 32,
secured within the conduit 22.
The shaft 30 is provided
with a series of rotors 33, in the form of wind wheels and
each of which consists of a hub 34, an a series of closely
arranged radially extending blades 35, which are disposed
obliquely with respect to the hub 34. The blades 35 extend in
close proximity to the inner face of the conduit 22. The
rotors are arranged in two sets spaced from each other.
Carried by the shaft 30, and
arranged between the rotors 33, are stationary guide elements
36, and each of which consists of a hub 37, and a series of
radially extending arms 37, having angle-shaped terminals 38,
which are secured to the inner face of the conduit 22. The
number of arms 38 of a guide is less than the number of blades
35 of a rotor.
Secured to the shaft 30,
intermediate the ends thereof, is a beveled gear 10, which
meshes with the beveled gear 29.
The conduit 22, and guides
36, provide means for directing an air current against the
rotors 33, whereby the shaft 30 will be operated, and owing to
eh meshing of the gear 40, with the gear 29, the transmission
shaft 8 will be driven, causing thereby the operation of the
propeller shaft, as the shaft 8 is operatively connected with
the propeller shaft through the medium of the gears 6 and 7.
The clutching mechanism 5 is
so set up, that the shaft 3 can be driven in either direction.
Owing to the manner in which
the conduit 22 is set up, that is to say with respect to the
member 15, it can swing in the desired direction, so that air
currents from any direction can be utilized in driving the
rotors 33. The currents passing through the conduit 22, will
be held in a straight course, through the medium of the guides
36, so that the blades 35 will be uniformly impacted by the
currents causing thereby the driving of the shaft 30.
From the foregoing
description taken in connection with the accompanying
drawings, a power generating device is set up, which can be
employed for propelling marine vessels or driving machine
parts, and although the referred embodiment of the invention
is as shown, yet changes in the details of construction can be
had without departing from the spirit of the invention as
What is claimed is: ---
[Claims not included here]