US2764954A - Propulsion apparatus for water vessels - Google Patents

Description

Oct. 2, 1956 B. OELTGEN PROPULSION APPARATUS FOR WATER VESSELS 2 Sheets-Sheet l Filed April 13, 1953 INI/EN TOR.

Oct. 2, 1956 B. OELTGEN PROPULSION APPARATUS FOR WATER VESSELS 2 Sheets-Sheet 2 Filed April 13, 1955 W ----lxvm.

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INI/EN TOR.

United States Patent O PROPULSION APPARATUS FOR WATER VESSELS Bernhard Oeltgen, Riverside, lll. Application April 13, 1953, Serial No. 348,207 1 Claim. (Cl. 11S- 15) This invention relates to water vessels, and more particularly to improved apparatus for water vessel propulsion.

It is a principal object of this invention to provide improved apparatus for propelling water vessels.

lt is a further object of this invention to provide an improved means of propulsion for water vessels which utilizes a reaction mass. Most water vessels of current design utilize a propeller system of propulsion. The limitations of such a system of propulsion are well known and inter alia include a limited driving or propulsion area, exposed mechanical parts on the outer surface of the vessel which are subject to damage by contact with floating objects, a complex and space consuming mechanical system wi thin the vessels hull, the requirement of centrally locating all of the driving mechanism, limited propulsive forces available as determined by the torque capabilities of the propellers and associated apparatus, and the drag and loss of propulsive force resulting from reaction of the propeller stream upon the vessels rudder.

rl`he shipbuilding industry has long been aware of these limitations inherent in propeller-type propulsion, and the prior art is replete with disclosures attempting to overcome the Various limitations of propeller propulsion by the use of various jet systems relying upon a forced stream of water or air which will produce a reactive force in the opposite direction tending to drive the vessel forward. None of the systems heretofore proposed has been successful, as they have all failed to fully utilize the inherent capabilities of a reactive propulsion system utilizing both air and water.

Therefore it is still another object of this invention to provide improved apparatus for propulsion of water vessels which utilizes a jet stream of intermingled air and Water to produce a reactive driving force to propel an associated vessel.

lt is still another object of this invention to provide apparatus for vessel propulsion having increased fuel efficiency and greater utilization of available energy.

It is another object of this invention to provide an irnproved vessel propulsion system having greatly simplified internal structure, thus providing greater usable area within the hull of such a vessel.

It is still another object of this invention to provide improved apparatus for vessel propulsion having reduced drag on both the steering mechanism and vessel hull.

It is still another object of this invention to provide improved apparatus for steering a vessel which exhibits more precise control and greater maneuverability than the systems heretofore known.

It is still another object of this invention to provide an improved system for vessel steering utilizing a dynamic mechanism capable of moving the vessel independently of the main propulsion system.

lt is another object of this invention to effect reduced water ow resistance by simplifying the outer hull surfaces and steering mechanism of a vessel.

It is another object of this invention to provide improved apparatus for vessel propulsion having increased speed and greater stability than systems heretofore known.

It is another object of this invention to utilize a dynamic mixture of air and water expelled from a vessel at high velocity to produce the driving forces therefor.

It is another object of this invention to provide improved propulsion apparatus for vessels which expels a mixture of air and water along the hull whereby the drag exhibited on the vessel by the surrounding water is substantially reduced.

It is still another object of this invention to provide a jet system of vessel propulsion adapted to operate auxiliary equipment such as electrical generators and the like.

Further and additional objects of this invention will become manifest from a consideration of this description, the accompanying drawings, and the appended claim.

In one form of this invention a ship is provided having an intake reservoir in its bow which is adapted to be filled through a plurality of ports in the forward portion of the ship and water conduits extending from said water reservoir along the ships hull and terminating in a plurality of water outlets in the after portion of the ship and directed generally backward. Water is driven at high velocity from the reservo-ir through the water conduits to the outlets by air pressure exerted through a plurality of propelling conduits which intermix the air and water to produce a high velocity accelerating mass. Water is also taken from the bow reservoir and passed through a plurality of smaller tubes lying along the hull bottom terminating in small jets disposed in parallel rows extending longitudinally along the hull and adapted to discharge water along somewhatA radial lines extending generally downward and astern. Each of these small jets is energized froma source of air under high pressure by interconnecting tubes adapted to expel the compressed air through the small jets outwardly from the ships hull, thus acceleratingthe surrounding water within the small jets to produce high velocity streams of intimately mixed air and water. These streams of air and water produce forward thrust on the ship and also produce a thin layer of tur bulent air and water about the ships hull which reduces the friction of the water on the hull and thus reduces the energy necessary for forward motion.

A steering column is also energized from a source of air under high pressure to expel such air through a plurality of jets which extend generally backward from the stern of the ship and are adapted to carry water surrounding the jets within the steering column outwardly to produce a force against the surrounding water and consequently to produce turning moments on the ship. A plurality of small jets are also provided extending from the hull and oriented in a forward direction. These forwardly directed jets are also energized from a source of high pressure air and are utilized to assist in rapidly stopping the ships forward motion.

For a more complete understanding of the invention reference should now be made to the accompanying drawings, which are more or less diagrammatic in form to better illustrate the principles and applications of the invention.

In the drawings, Figure 1 illustrates one embodiment of this invention as applied to an ocean-going vessel shown partially in section with the various parts exaggerated to more cle'arly illust-rate the positioning and cooperation of the various driving elements of the system;

Fig. 2 is a plan view of the water conduits of the ernbodiment of Fig. 1;

Fig. 3 is an illustration in section of the steering column of Fig. 1;

Fig. 4 is a partial sectional view through the hull of the ship of Fig. l showing the orientation and construcv 3 tion of one small jet and the associated propelling conduits;

Fig. 5 is a sectional View lof the steering column taken along the line 5 5 of Fig. 3;

Fig. 6 is ya partial diagrammatic view, in section, of the hull of Fig. 2 taken along the line 6 6; and

Fig. 7 is a partial view in section of the main driving outlet of the embodiment of Fig. 2.

Referring now to the drawings, and more particularly to Figs. l and 2, `a ship 10 is diagrammatically shown having Ya water reservoir 12 positioned in its bow and adapted to be filled with the surrounding water through a plurality of intakes 14. The intakes 14 are appropriately screened to prevent debris and sea life from becoming entrapped within the reservoir 12. Water is discharged from the reservoir 12 through a plurality of main conduits 16, only one of which is shown in Fig. l. Each of the conduits 16 discharges the sea water from the reservoir through 'a water turbine 18 vwhich has a shaft 20 in common with an associated electrical generator 22 appropriately mounted. Increased energy eiciency is realized by the use of the propulsion water for power generation while passing internally through the ship. The water is discharged from each of the turbines 18 through a plurality of conduits 24 which extend longitudinally along the length of the ship close to the hull surface 38 to a point in the stern area where the conduits are connected to discharge outlets 26. The complete lhydraulic system of this invention is shown in Fig. 2 wherein the main conduits 24 extending from the turbines 18 are four in number, two positioned along each side of the hull 'in stacked relationship. A plurality of small jets 34 extend from the main conduit 24 along its entire length land are adapted to discharge lair and water through an opening in the hull into the surrounding Water. A central conduit 40 is also supplied with water from the turbines 18 and has a plurality of small jets 44 extending therefrom, the purpose and operation of which will be explained hereinafter. Additional small jets 48 inthe bow are supplied with Awater directly from the reservoir 12 through bow conduits 46. The central conduit and small jets above described may be contained within the double bottom, thus occupying little of the hull volume. The main conduits will extend throughout the hull and may be contained vwithin a housing or Colfer dam for isolation and increased water-tight integrity.

The -water in the entire hydraulic system above described is laccelerated by the injection of air into the fluid paths, said air being under high pressure. Water is drawn from the water reservoir 12 through the conduits 16, the turbine 13, and conduits 24, and discharged from the outlets 26 by the rearward force of compressed air which is injected into the water path through a compressed air manifold 28. The air is injected into the conduit 24 in such a manner that the air and water form `a turbulent mass which is forced backward and out of the outlets 26. The exact construction of the conduit 24 and the manner in which the manifold 28 is connected thereto is more clearly shown in Fig. 7. T-herein it can be seen that air, following the path indicated by the arrow 30, passes through the manifold 28 and is discharged into the conduit 24, where its rearward velocity produces a rapid acceleration of the water within the conduit 24 and causes the combined mass of air and water to move at high velocity through the conduit 24 in the direction indicated by the arrows 32. When'this mass of air Iand water passes through the outlets 26 it produces a mass reaction and a force against the surrounding water outside of the vessels hull and will thus produce rapid forward motion of the vessel. A lip 27 is provided at'the mouth of each tube of the manifold 28 to provide better liow of the water in the conduit 24. l

The plurality of smaller conduits 34 extending from the main conduits 24 to the hull surface are also energized with compressed air to `produce a mass of `air Yand water which is accelerated by the motion of the compressed air and thus discharged from the small conduits 34 into the water surrounding the hull 38. 'llhe air tubes 36 which energize the small jets are only partially shown in Fig. 2, not being shown in greater detail to avoid confusion in the drawings. However, it should be clear that the tubes 36 join into a common manifold and 'are connected to a source of air under compression. The discharge of air and water from the small jets 34 produces a lm of mixed air and water surrounding the hull 38 whereby the Water resistance exhibited upon the hull 38 is greatly reduced. In laddition to serving this function of reducing water resistance, the small jets are so directed that they produce a force on the surrounding water which tends to propel the vessel in the forward direction. The small jets 34 are also directed in a downwardly direction so that a force is exerted upon the water which reduces water friction to an even greater extent. It has been found, furthermore, that by providing small jets 34 on each side of the vessel oriented in a downwardly direction the effects of a rough and rolling sea are greatly reduced. This is believed manifest in that the downward exertion of force in equal amounts on both sides of the 'hull tends to produce equal buoyancy on each side, and thus an instantaneous change inthe water level on one side of the hull will not produce the usual degree of roll. It has been found that one desirable small jet orientation is downward at an angle of approximately 15 tothe horizontal Aand astern at an angle of about to a plane transverse to the keel, each of the small jets having a diameter of 2% inches.

The -central conduit 40 extending over substantially the entire length of the hull is disposed between the hull and the double bottom whereby it does not consume any portion of the useful hull area, thus leaving greater space available for cargo stowage and the like. Extending from the central conduit 40 are a plurality of diagonally oriented conduits 42, each of which has a group of small jets 44 extending astern and downwardly therefrom to pass water from the central conduit V40 through the diagonal conduits 42 and out through the small jets 44 to produce additional driving force and hull buoyancy. These small jets 44 are energized by air tubes 59 similar to the tubes 36 which are partially here shown. While the central conduit 40 is here lillustrated connected to and receiving its supply of Water from the turbines 18, the source of water may be directly from the water reservoir 12, thus by-passing the generators 18. A direct conduit 46 extendsl from the reservoir 12 and lies along the hull 38 to provide water for additional small jets 48 which extend along the bow portions of the hull primarily to provide a source of mixed air and water to produce the improved buoyancy and reduced water resistance above described. These jets will also produce some forward force upon the ship and may especially be found useful in maneuvering the ship at slow speeds, as may be necessary when approaching ports and docks. The small jets on each side of the hull may be individually energized to produce transverse motion of the hull.

The exact construction of the small jets 34, 44, and 48 is more clearly shown in Fig. 4, wherein one of the jets 34 is shown sealed to the surface of the main conduit 24 and .extending obliquely thereto to sealingly engage the hull 38, whereby a water path is described following the direction indicated by the arrows 50. Air tubes 36, two of which are here shown, extend through the small jet wall 34 and are sealed thereto as by the welding fillets 52. The tubes 36 extend generally parallel to the hull 38 and have a curved portion 54 within the small jets 34 which terminate in an air outlet which discharges air from the tubes 36 in a direction substantially parallel to the direction of water ow as indicated by the arrows 50. The air and water are thus intimately mixed within the small jets 34 before the mixture reaches the hull sur-face 38, and the mixture is then discharged from the hull surface into the surrounding Water in the area 56 for the purposes above described.

A diagrammatic cross section of the hull of Fig. 2 is shown in Fig. 6 wherein small jets 34 are shown extending from main conduits 24 and engaging the hull 38 to pass water therethrough. Air tubes 36 are shown engaging the small jets 34 at a point intermediate the hull 38 and the main conduits 24. As is also shown clearly in this figure, an air manifold 58 supplies compressed air to a plurality of air tubes 59 which accelerates the water within the centrally disposed small jets 44. The small jets 44, as above described, receive water from diagonally disposed conduits 42, which are in turn connected to central conduit 40.

Referring once again to Fig. 1, the pneumatic system employed in this embodiment will be described. The generator 22 which is operated by the turbine 1S provides electrical energy for an air compressor 60 shown here in diagrammatic form. The air compressor has associated therewith local storage tanks 62 which are utilized to initially energize the various jets before substantial forward motion of the ship is attained. The compressor 60 also provides air under compression for remote storage tanks 64 which may be centrally disposed within the ship. A pipe 66 interconnects the compressor 60 here shown in the bow with the `centrally disposed tanks 64. Extending from the interconnecting pipe 66 is a vertical pipe 68 having a master valve 70 adapted to close line 68 and controlled from the bridge by appropriate means 72. The means of controlling the valve 70 is here diagrammatically shown as a mechanical connection, but it will be immediately clear to one skilled in the art that any of the many systems presently employed for shipboard `control could be utilized. This would include telegraph systems for communicating information to operators of the various valves who are positioned in thev hold of the ship or may be servocontrols of any of the well-known types. Extending from the valve 70 is a pipe 74 from which extends a small-jet controlled valve 76 which is also controllable from the bridge 78 by appropriate means such as the mechanical connection 80. Operation of the small-jet valve 76 will control the air pressure in pipe 82 which extends to the hull of the ship and is adapted to 'force compressed air through the tubes 36, 47, and 59 to discharge mixed air and water from the small jets 34, 44, and 48.

Also connected to the pipe 74 is a reversing jet control valve S4 which is here shown mechanically operated from the bridge by control means 86. Operation of the valve 84 controls air pressure in pipe 88 which terminates in a T coupling to provide air pressure in pipes 90 and 92, which in turn discharge air into reversing jets 94 which are directed in a general downward and forward direction. The jets 94 receive a supply of water from main conduits 24 and are energized in a manner similar to that of small jets 34.

A third mechanical control 96 located on the bridge operates valve 98, which controls the air pressure to the manifold 28 which energizes the main driving outlets 26. A turboblower of large capacity 100 is provided which is of a standard construction and is driven by an electric motor 102 which is energized from a generator 104, which is in turn driven by a diesel power plant 106. The diesel motor 196 is the prime mover of the entire system and while a single engine is here shown, it is believed clear that a plurality may be required in large vessels. As all of these structures are of standard well-known types, no detailed description thereof will be included herein. The output of the turboblower 100 is passed to the manifold 28 of the main driving outlets 26 through pipe 108, valve 98, and pipe 110. These are here shown having relatively small cross sections to more clearly illustrate the general construction and conguration, but is is believed clear that pipes of relatively large diameter would be required to carry the compressed air required for propulsion of large ships. As the outlets 26 have a diameter in the order of 15 inches, it is believed clear that the air path interconnecting the turboblower and the main outlets would be of at least this magnitude.

While the conventional rudder as heretofore used on ships may be employed with the propulsion system above described, the full advantages of jet propulsion are attained by using a steering column 112 energized from a source of compressed air, such as the compressor 60, to produce a driving force in a direction determined by the axial position of the steering column 112. Compressed air is provided from the compressor 60 through the main control valve 70, pipe 114, control valve 116, which is operated by a mechanical connection 118 to the bridge, and pipe 120 which has an air-tight but flexible coupling 122 to the steering column. The steering column is rotated axially by a pair of steering capstans 124 which engage a gear 126 coaxial with the steering column and secured thereto. The steering column is rigidly supported in the stern of the ship between an extension 128 of the keel and an appropriate bearing 129 on the poop deck.

The construction of the steering column is more clearly shown in Figs. 3 and 5. Therein the steering column 112 is shown vertically oriented and having a stud 130 at its lower end which engages the keel extension 128. The steering column 112 is of hollow construction and has a plurality of intake apertures 132 along its forward edge. Thus the hollow column 112 is normally filled with water which may be discharged from the after edge of the column by the action of compressed air introduced into the column from the flexible connector 122. Air is introduced into the column through a coaxial cylinder 134 and exhausted from the cylinder 134 through a plurality of air jets 136 which are welded to the cylinder 134 in uniform spaced relationship along the rear surface thereof. The steering column 112 has a plurality of apertures 138 aligned in a row along its rear surface, and inserted in each of the apertures 138 is an openended cylinder 140 which is welded in position and is substantially coaxial with a corresponding one of the Vair jets 136. Thus, as clearly shown in Fig. 3, compressed air passesdownwardly through the cylinder 134 and out through the plurality of air jets 136. As the air leaves the jets 136 it encounters water in the cylinder 140, where a turbulent mass of air and water is formed which is forced at rapid velocity outwardly from the cylinder 140 in the direction of the arrows 142. This high velocity expulsion of air and water produces a reactive force on the steering column in the direction opposite to the direction of the arrow 142 which tends to produce motion of the column in that direction. Thus if the arrow 142 is aligned with the longitudinal axis of the ship, the force produced by the steering column augments the main driving outlets of the ship and merely increases the forward velocity of the vessel. However, .if the steering column is rotated about its vertical longitudinal axis, a moment normal to the axis of the ship is produced which will bring the hull about to change its direction or heading.

It has been found that a ship utilizing this type of dynamic steering can be turned about upon .itself without any substantial forward motion. Thus a ship is provided having greatly improved maneuverability. While one particular combination of driving means, steering means, and auxiliary equipment has herein been described, it is believed clear from this description that the various elements of the structure have great usefulness individually and that the teaching of this invention may be incorporated into many structures not precisely the same as that herein shown and described without departing from the spirit and scope of this invention.

Without further elaboration, the foregoing will so fully explain the character of my invention that others may, by applying current knowledge, readily adapt the same "7 for use under varying `condititms of'service, while retaining certain features which may properly be VSaid to constitute the essential items of novelty involved, which items are intended to be dened and secured to me by the following claim.

I claim:

In a water vessel, means for steering comprising a source of compressed gas, a substantially vertical, rotatably mounted, hollow apertured steering column, a plurality of open-ended cylinders mounted in a vertical row on said steering column and transversely extending through apertures therein, a gas conduit concentrilally mounted within said steering column and secured thereto at both ends thereof, and a plurality of propelling conduits eX- tending transversely from said gas conduit, each of said conduits coaxial with a corresponding one of said plurality of open-ended cylinders, said source of compresse-d gas being connected to said gas conduit whereby gas under pressure is expelled through said openended cylinders.

References Cited in the le of this patent UNITED STATES PATENTS 561,456 Walker June 2, 1896 1,069,479 Sauer Aug. 5, 1913 1,207,990 Otto Dec. 12, 1916 1,747,817 Choquette Feb. 18, 1930 2,363,335 Katcheret et al Nov. 21, 1944 2,543,024 Humphrey Feb. 27, 1951 FOREIGN PATENTS 17,464 Great Britain 1891 l26,425 Great Britain May 12, 1919

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