Fluid propulsion system

Dec. 9, 1969

Filed July 31, 1967

H. A, ANTHONEY, SR

FLUID PROPULSION SYSTEM

3,482,402

Sheets-Sheet 1

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Dec. 9, 1969

3,482,402

H. A. ANTHONEY, SR

FLUID PROPULSION SYSTEM

<img file="US3482402A_D0002.tif" />

United States Patent Office

3,482,402

Patented Dec. 9, 1969

3,482,402 FLUID PROPULSION SYSTEM

Herbert A. Anthoney, Sr., 328 E. Seminole, Lake Wales, Fla.

Filed July 31, 1967, Ser. No. 657,241 ₅

Int. Cl. B63h 1/16; F04d 3/02

U.S. Cl. 60—221 8 Claims

ABSTRACT OF THE DISCLOSURE 10

A propulsion apparatus has a plurality of aligned differential speed propulsion sections with propelling vanes about and peripherally driving a fluid column. A larger number of vanes in a downstream section and a decrease jg in cross-sectional flow area avoid acceleration cavitation. A plurality of propulsion tubes may be driven by one of the tubes.

This invention relates to fluid propulsion means and 20 systems, the principles of which are adaptable for various propulsion uses including aircraft, marine pumping and the like.

Tubular fluid propulsion devices have heretofore been proposed in which the fluid is driven through tubular 25 driving sections, but only relatively low speed operation of low efficiency has been attained because of the high frictional resistance to movement of the fluid by reason of cores, spiders, and the like, through the axial portions of the tubular propulsion sections. Utility of the prior θθ arrangements has therefore been severely restricted.

An important object of the present invention is to avoid the difficulties and deficiencies of the prior arrangements and to afford a new and improved propulsion method and means attaining high efficiency and capable of greater ³⁵fluid speeds by reducing and eliminating frictional resistance to movement of the fluid in the operation of the system.

Another object of the invention is to provide a new and improved linear fluid propulsion means and system.

A further object of the invention is to provide a new and improved fluid propulsion method and means especially suitable for aircraft and marine propulsion, and various pumping functions. .

Other objects, features and advantages of the invention will be readily apparent from the following detailed description of certain preferred embodiments thereof taken in conjunction with the accompanying drawings, in which:

FIGURE 1 is a fragmentary side elevational view of ₅θ an outboard motor utilizing a propulsion device according to the principles of the present invention.

FIGURE 2 is a front end elevational view taken substantially on the plane of line II—Π of FIGURE 1.

FIGURE 3 is a rear end elevational view taken sub- gg stantially on the plane of line III—III of FIGURE 1.

FIGURE 4 is a schematic elevational view of a modification of the propulsion device.

FIGURE 5 is an enlarged fragmentary rear end elevational view taken substantially on the plane of line _fi0V—V of FIGURE 4.

FIGURE 6 is a schematic view showing a propulsion device according to the principles of the invention adapted for marine or aircraft propulsion.

FIGURE 7 illustrates a cluster arrangement of pro- θ₅pulsion devices according to the invention.

FIGURE 8 shows the invention utilized as a pump.

FIGURE 9 shows the invention utilized as an air compressor.

According to the principles of the invention, fluid propulsion is effected by applying driving force to the perimeter of a column of fluid moving the column without any axial obstruction so that there is no physical means affording any frictional resistance to movement of the center of the column. More particularly, the column of fluid is conducted through one or a succession of aligned axially unobstructed tubular sections, and in multi-section systems, driving efficiency is enhanced by progressively varying the speed of movement of the column in the successive sections, and varying the cross-sectional flow area of the column in the sections substantially proportionate to the variations in speed.

In one practical application of the invention, as shown in FIGURES 1-3, a propulsion device 10 embodying the principles of the invention comprises an aligned succession, herein two, tubular sections 11 and 12 and serves as propulsion means for an outboard motor of the general type employed in marine applications for driving watercraft, but may readily be adapted for aircraft propulsion. For this purpose, the propulsion tubes 11 and 12 are aligned in a front to rear direction and are supported rotatably in a bracket sleeve 13 on combination rotary and thrust bearings 14 with their contiguous ends relatively rotatably disposed within the housing defined in the supporting sleeves 13. As is usual in outboard motors, the propulsion device supporting bracket is carried on the lower end of a column 15 depending from a housing 17 for an internal combusion engine and adapted to be suitably attached to a watercraft, with a handle 18 provided for steering. Driven by the engine of the motor assembly is a vertical shaft 19 extending downwardly through the column 15 and driving a transmission gearing assembly 20 through which the propulsion tubes 11 and 12 are respectively driven. For this purpose each of the tubes is provided externally adjacent to its inner end with a respective ring gear 21 affixed thereto and meshing with a respective driving gear, such as a worm 22 of the transmission 20. Along the lower center line of the sleeve bracket 13 is provided a rudder fin 23 which desirably extends protectively adjacent to the front end of the tube 11 and the rear end of the tube 12.

In operation, the propulsion device 10 drives a column of fluid (water for marine propulsion, air for aircraft propulsion) therethrough from front to rear and thereby has, in effect, a jet propulsion effect. For drawing fluid into the first tube and driving the fluid therethrough as a column toward and into the second or trailing tube 12, means are provided on the inner wall of the tube 11 for applying driving force to the perimeter of the column of fluid without interfering with free axial flow of the center of the column. In a desirable form the driving means comprise a set of spiral propeller vanes 24 which are transversely cupped with their outer ends at or adjacent to the front end of the tube, with their inner longitudinal edges secured to the wall of the tube 11 and with their inner longitudinal edges free. Preferably, the propeller vanes 24 extend continuously in spaced parallel spiral relation throughout the length of the tube 11, with their inner ends at or adjacent to the inner end of the tube 11. Through this arrangement the propeller vanes 24 have a powerful rearward propelling effect on a substantial depth of the perimeter of the column of fluid whereby to afford a strong suction and pull the associated assembly forwardly through the fluid. Since there is no obstruction in the center of the tube and the inner longitudinal edges of the propeller vanes 24 are disposed about a free diameter, movement of the column is substantially enhanced by lack of frictional resistance or turbulence but runs substantially smoothly through the tube under the propelling effect of the vanes.

The propulsion effect of the column of fluid driven through the device 10 is enhanced by accelerating the speed of the column in the tube 12 so that the column

3,482.

leaves the tail end opening from the tube 12 at greater speed than the vanes 24 tend to draw the column into the mouth end of the tube 11. To avoid cavitation within or between the propelling tubes and to assure smooth, powerful thrusting flow of the fluid column through the _rtubes, the greater speed generated in the tube 12 is compensated by substantially proportionate reduction in crosssectional flow area. Although this may be accomplished in various ways such as by reduction in the diameter of the tube 12 or a gradual tapering thereof toward its out- ₁₀let, a simple, preferred manner of accomplishment is by providing the tube 12 with propeller vanes 25 (FIG. 3) of substantially the same structure as the vanes 24 of the tube 11 and secured to the tube 12 and relatively related thereto and to one another similarly as the vanes 24 are 15 to the tube 11, but of a greater number affording not only additional propelling force, but also occupying more room within the internal cylinder of the tube 12 than the vanes 24 occupy within the identical cylindrical interior of the tube 11. For this purpose, the individual mass of the 20 vanes 25 as well as their number is calculated to afford the desired reduction in cross-sectional flow area within the tube 12 proportionate to its increased rotary speed of operation. By way of example, where the vanes 24 of the tube 11 are six in number, the number of vanes 25 25 is nine.

At the start of operation of the motor, both of the propelling tubes 11 and 12 are desirably driven at the same starting speed to avoid undue torque loads and to assure smooth water column or jet stream driving. Then, 30 the tube 12 is driven by its driving gear 22 at the predetermined greater driving speed than the tube 11 for full operation. In addition, of course, the overall speed of the propelling tube assembly may be adjustably varied in a manner common to outboard motors for different desired 35 speeds of the associated watercraft. In addition, of course, reverse driving may be effected by reversing the direction of rotation of the tubes.

While in FIGURE 1 the plurality of aligned individually ₄θ driven tubes is shown as two, any desired number of tubes in series may be employed for particular application desired. For example, in FIGURE 4, three of the tubes comprising a first tube 27, a second tube 28 and a third tube 29 has been depicted. It will be understood that any suitable driving means may be employed for the 45 tubes, such as disclosed in respect to the form of FIGURE 1, or as will be described hereinafter, and that each of the successive tubes in the series will be driven at a successively greater speed and will have successively reduced cross-sectional flow area to compensate for the 50 greater speed. For example, whereas the tubes 27 and 28 may have respectively six and nine propeller vanes therein, the third tube 29 may have proportionately greater number of vanes such as twelve of the vanes 30 (FIG.

5). ⁵⁵

Instead of utilizing the propulsion system in an outboard motor, such a system may be mounted directly on or within the hull of an aircraft or a marine craft 31 as schematically illustrated in FIGURE 6. In this instance a three stage series of propulsion tubes employing the θθ tubes 27, 28 and 29 is depicted mounted centrally on the hull of the craft, with the intake at the bow and the exhausting jet at the stern. If preferred, more than one of the propulsion devices may be used, such as one along each side mounted either within the hull or attached as ⁶⁵an auxiliary or prime propulsion means along the sides of the hull, as may be preferred. A prime mover such as a motor 32 operating through a transmission 33 is provided for driving the propulsion tube system. For ,, θ steering purposes, a flexibly articulated mounting of the rear tube 29 or a portion thereof may be employed, or, as shown, coordinated rudders 34 may be disposed on the stern or at least along opposite sides of the exit jet stream from the rear tube 29 to afford the necessary 75

402 steering capability, impingement of the rudders by the jet stream increases the speed of turning so that turns may be effected in extremely short radius.

In another arrangement, as shown in FIGURE 7, for high power requirements with relatively low torque, a cluster tube propulsion system 35 may be provided wherein a center tube series 37, which may include as many individual tubes in series as desired, three being indicated herein, has in planetoid arrargement thereabout, in equally circumferentially spaced relation, similar series of propelling tubes 38 driven in unison by suitable meshing gears. In this arrangement while the entire cluster may be driven by motivating any one of the planetoid tube series 38, minimum torque driving is through the center tube series 37 which may conveniently be individually driven by means of flexible drive members 39 such as chains or belts from a transmission 40 motivated by a suitable motor 41. Through this arrangement each of the successive central tube section and its associated planetoid tube sections may be driven at a predetermined speed with the successive tube sections at progressively greater speeds. The number of propeller vanes in the successive sections may be on the same order as described for the tube sections 27, 28 and 29 in FIGURE 4, although a different proportionate arrangement may be provided if desired. Desirable torque load compensation is afforded by virtue of the central driving tube 37 rotating in one direction while the planetoid tube sections 38 rotate in the reverse direction in operation. Further, this arrangement lends itself to various relationships wherein the central tube 37 may be of larger or smaller diameter than the planetoid tubes, the number of planetoid tubes may be varied as desired, and the like, to attain various operating relationships.

Use of the propulsion device of the present invention for pumping purposes is also indicated, as in FIGURE 8 where, merely by way of example, an arrangement is shown utilizing a propulsion system 42 as a pump for pumping irrigation water into a conduit from a flume or ditch or reservoir through an intake pipe 43 connected to the inlet of the pump which comprises, in this instance, a plurality of aligned tubes, here three in number, 44, 45 and 46, which are gear driven from a motor and transmission unit 47 which, for convenience as a mobile unit is mounted on wheels 48. A three speed control 49 is shown in association with the pump drive to effect the three stage progressive speed driving of the propelling tubes 44, 45 and 46 which it will be understood may be equipped with propeller vanes on the order of the tubes 27, 28 and 29 of FIGURE 4.

In another desirable application of the present invention for practical utility, a compressor pump 50 (FIG. 9) is depicted wherein the pump is driven by a motor 51 operating through a transmission 52 and a manual or automatic speed control device 53 whereby successive aligned propelling tubes 54, 55 and 57 of the air pump 50 are driven substantially in the manner described for the tubes 27, 28 and 29 of FIGURE 4, that is at a common starting speed and then with a progressively greater speed of operation of the tubes 55 and 57 relative to the tube 54 and to each other. At the intake a filter 58 may be provided. The output of the pump 50 is into a compressed air storage tank 59, or directly to the point of use, as preferred. The usual one way valve 60 may be provided in the line or duct from the pump to the tank.

From the foregoing it will be apparent that the present invention affords a simple, positive, efficient propulsion system having a wide range of utility.

It will be understood that variations and modifications may be effected without departing from the spirit and scope of the novel concepts of this invention.