Historia y Arqueologia Marítima

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EMBARCACIONES EXTRAÑAS

Desde los años 20 se han inventado y patentado cantidades de embarcaciones extrañas, muchas de ellas mostradas en Mecanica Popular o Popular Science, aqui hay algunas para que Uds. vean.

Fuentes: Mecanica Popular; rexresearch.com- Gracias Carlos Castro por los datos!!


Esta bicicleta flotante salio en una revista sobre bicicletas de Finlandia - Askartelua - de 1949. Se muestra el epigrafe en finlandés arriba, por si algun lector lo puede leer (si es asi, le agradeceriamos nos envie la traduccion).


Bicicleta Fluvial

Mauro Da Silva de Uruguay nos cuenta que el Sr. Carlos Uberti, nacido en Como, en 1868, trabajó en el astillero de Ribes, y al venderse, pasó al ferrocarril Nor -Oeste de Salto. Era mecánico ajustador.Cuando Ribes organizó Las "Mensajerías fluviales del Plata" retornó como Jefe del depto de. Mecánica ,manteniendo el puesto al comprar la Empresa N. Mihanovich .

En cuanto a la bicicleta acuática, terminada en 1897, dicen que la utilizaba para cruzar a Concordia, y que navegaba a unas cinco ó seis millas por hora.En la casa de la familia Uberti, viven descendientes, y se han preocupado de mantener cuadros pintados en las paredes de algunos barcos que construían en los astilleros. La foto salió originalmente en " Gli Italiani residenti IN SALTO" - 1906-, luego en el libro "Salto de ayer, crónicas y documenos " y en el libro de Historias del Vapor de la Carrera


Mecanica Popular  Junio 1957                                      Lancha con esquies

Lancha sobre esquís (sic) sumamente rápida. Los buscadores de emociones pueden ahora deslizarse a una velocidad de 80 kilometros por hora en lanchas a motor provistas de esquís. Este bote lleva en la parte inferior del casco dos esquís separados, entre los cuales se instala un motor fuera de borda de 25 caballos de fuerza.

Embarcacion tipo insecto cabalga las olas

Popular Science (Diciembre de 1947)  HYDROFIN

Los "sensores" que sobresalen de este novel barco siguen el subir y bajar de las olas. En su turno, estos sensores tipo "jockey" cambian el angulo de sus hidrofoils para proveer de un empuje extra para que el Hidrofin cabalgue las crestas en aguas tormentosas. El resultado es un viaje mas veloz y suave, de acuerdo al inventor británico Christopher Hook. EL primer modelo comercial, que se espera estara en sevricio costero a principios del año próximo, sera de 30 pies de largo y con espacio para 12 pasajeros y dos tripulantes.

En el dibujo de arriba el hydrofin esta en descanso, con el casco en el agua, en los dibujos de abajo comienza a ganar velocidad y sale del agua en sus hydrofoils. El hydrofoil trepa aun las olas mas cortas como un auto subiria una loma. Los angulos variables de los hydrofoils sumergidos, activados por el grupo frontal de brazos, hacen el trabajo.


Rolos espirales propulsan extraña nave veloz

Popular Science (Mayo 1936) 

Cortando el agua a la velocidad de un tren expreso, una lancha sin helice de nuevo diseño puede romper con las marcas existentes de velocidad si cumple las expectativas de su inventor de East Weston, PA.

Su fino casco esta apoyado sobre tres rolos flotantes, de forma de barril, de los cuales los dos delanteros estan conectados a una planta motriz que los gira a altas revoluciones. Aletas helicoidales que los envuelven barren al agua hacia la popa y empujan el bote hacia adelante. Como el agua tambien es expulsada a los lados, se forma bajo el casco un camino abierto.

Alas tipo avion salen d elos lados y soportan los rolos, proveyendo empuje vertical hacia arriba que ayudan al bote a apenas tocar la superficie del agua. Un ponton de rotacion libre en la popa, que disminuye la fricción, soporta el extremo trasero y un timon convencional es usado para direccion.


Curioso tractor patina sobre las olas.

Popular Science (Octubre 1935)

Volveran las paletas laterales para las embarcaciones? Un inventor de Chicago ha diseñado los que declara ser un concepto moderno de esta forma historica de propulsion marina. Sus planes son de un bote que corre sobre un par de orugas sinfin, como un tractor de tierra; las orugas consisten en tiras movibles con una serie de paletas, que se mueven hacia atras en el agua y propulsan el bote hacia adelante, al mismo tiempo la accion de planeo de las paletas tienden a elevar el bote del agua, con el resultado que el casco apenas toca el agua con un mínimo de resistencia.

En consecuencia, el inventor mantiene, un bote tractor de este tipo puede llegar a tener una alta velocidad con una marcada economia de combustible. El angulo de inclinacion de las paletas estaria de acuerdo al peso de la embarcacion, uno pesado las tendria a unos 45 grados mientras que uno liviano las tendria a mucho menor inclinacion.

 

R. E. Tait ~ US Patent # 2,007,550: Boat Propulsion (July 9, 1935)


El giro de una lombriz

Popular Science (Mayo 1946)

El nuevo tipo de lancha ilustrado arriba ha sido especialmente diseñado para propulsion por un tipo de turbina en reversa. La popa del barco es cortada para acomodar el mecanismo de helice, que consta de dos secciones cilindricas, una dentro de la otra. La division interna es fija y contiene el motor, mientras que la externa, que gira, tiene en su exterior una hoja o aleta en espiral.

Cuando esto gira, se introduce en el agua como un tornillo por lo que hay un empuje continuado que mueve el bote hacia adelante a una velocidad constante. A diferencia de una helice convencional, este equipo  "muerde" en forma continua el agua sobre una distancia considerable. Hacia proa del aparato hay una cabina con los controles. Este invento pertenece a Harold B. Harvey, de Pensacola, Florida.


Nuevo velero tiene un cono giratorio en vez de velas

Popular Science (Julio 1934)

Usando un cono con tres pantallas en vez de las velas usuales , se ha desarrollado un nuevo velero con el cual el inventor espera poder dirigir el bote directo contra el viento. Las pantallas, que para un bote standard serian de madera liviana y tela, seran reversibles de acuerdo a la direccin del viento, reduciendo la necesidad de ceñir y el peligro de volcarse comun en veleros convencionales. De acuerdo al inventor, sus velas tendrán tres veces mas fuerza de propulsion que las velas normales.


Nuevo barco Rotor navega con el mas minimo viento

Popular Science (Julio 1933)

Como si fueran tablas de surf girando, unos extraños nuevos rotores estaran colocados en un nuevo bote que se esta completando en Chicago. El diseñador de la embarcacion es Laurence J. Lesh, pionero ingeniero aeronautico.

A diferencia del barco rotor de Flettner, que atrajo la atencion hace algunos años, su barco dependerá totalmente del viento para su propulsion. No se requieren motores para hacer girar los rotores, como era el caso de las grandes "chimeneas" del barco alemán. Una vez que las alas pintiagudas del barco Lesh comienzan a girar, lo siguen haciendo hasta que para el viento o se aplican los frenos. Las pruebas han demostrado que con la menor brisa las alas comienzan a girar y a mover al barco.

Por mas de un año, Lesh ha estado experimentando con buques rotor miniatura y haciendo pruebas en tunel de vientos. Ha demostrado que estas velas giratorias dan casi cuatro veces la fuerza de propulsion que velas ordinarias. Giran en cualquier direccion, una mejora de las velas tipo S del inventor finlandes Savonius, que requieren de un complicado mecanismo para mover las mitades del rotor cuando un buque desea girar.

El modelo experimental a escala 1:1, casi terminado, sera usado para probar rotores de varios tipos y construcciones. Difgerentes rotores del mismo tamaño seran cubiertos por lona, madera y aluminio y probados para descubrir cual material es mejor. Para propulsar un yatch de 70 pies de eslora, Lesh dice que serian necesarios tres rotores.


Bote "camina" a 80 millas por hora.

Popular Science (Julio1930)

Un extraño aparato que se desplaza en el agua sobre cinco grandes cilindrosa ha sido recientemente mostrado por su inventor austríaco.

El curioso arreglo de los pontones tipo tambores que soportan al bote sugieren una apisonadora a vapor, excepto que la novel lancha se dice que alcanza la terrífica velocidad de 80 millas por hora. Alrededor d elos cinco pontones cilindricos, que literalmente forman el casco, hay un conjunto de hierros sobre el que esta un motor de 500 hp que mueve una hélice de avion.

Pontones con forma de torpedo, en angulos rectos con respecto a los cilindros, se extienden a ambos lados de la embarcacion para balancearla. Hay una cabina a popa desde donde se controla la embarcacion.


Nuevo modelo de submarino nada como un pez

Popular Science (Julio 1933)

Observando los movimientos de un pez en el agua, Franz Heudorf, inventor alemán, resolvió probar este método de locomoción como un medio de propulsar embarcaciones. Recientemente demostró con modelos operativos esta nueva forma de propulsion que dispensa de las hélices y que el inventor dice es especialmente apropiado para submarinos. Pequeñas aletas rotativas a cada lado de la embarcacion operan independientemente y pueden ser aplicadas para que el barco vaya hacia atras, adelante, girar y subir a la superficie o bajar., sin tener que bombear lastre. Se informa que hay planes para la copnstruccion de un submarino para una persona usando este sistema.


La potencia de las olas mueve a un modelo de bote.

Popular Science (Abril 1935)

Usar la fuerza de las olas para mover una planta generadora fija ha sido propuesto antes, pero fue un inventor de Long Beach, California, quien invento un mecanismo movido por la fueza de la solas para propulsar una embarcacion. Los modelos que han sido usados para mostrar y probar el extraño principio han alcanzado sorpresivas velocidades en pruebas, una bote miniatura de 18 pulgadas llego a una velocidad de 5 millas por hora. El inventor sugiere que el mismo equipo podria ser aplicado a una embarcacion normal y puesto y retirado cuando se desee.

El equipo comprende tres aletas conectadas a juntas flexibles, que vibran con el menor movimiento del aguia, estan interconectadas de tal modo que transforman el movimiento vertical de las olas en impulsos que mueven el bote hacia adelante.


Bote con forma de gaviota patina sobre el agua a 70 millas por hora

Popular Science (Marzo 1933)

Rozando la superficie como una gaviota, un bote veloz que se levanta claramente fuera del agua ha completado su primer ensayo con éxito en Marshfield, Oregon. Parece un híbrido entre un avion y una embarcacion. timones cubiertos por madera terciada, de forma de alas de avion, se extienden a los lados en tres pasos sucesivos de mayor a menor. Al elevar el bote en el aire, virtualmente se elimina la fricción del casco y permite velocidades de 70 millas por hora con la potencia normal de un bote motor.

Sentado detras de una cabina abierta con un pequeño parabrisas, el piloto opera un motor fuera de borda de 55 hp que empuja este bote. Se comporta como una embarcacion ordinaria hasta que llega a los 45 mph, cuando ocurre un abrupto cambio; el piloto puede sentir como e bpote se eleva en el aire, solo la helice queda en el agua El pequeño timon de agua es ahora inutil, por lo que se usa el timon aéreo para dirigir al bote. Lo que mas nota el ocupante es la ausencia de golpes experimentados en botes rapidos. El colchon de aire entre el casco y el agua actua como un amortiguador, ya que el bote esta literalmente desplazandose en el aire.

Otras ventajas del extarño aparato son mencionadas por su iventor, Victor W. Strode. El bote gira en un radio anormalmente corto. Tiene mucha estabilidad, dado que la helice esta colocada a un tercio de la distancia entre la proa y la popa.

Ya que el primer modelo es experimental, el inventor no se ha preocupado en colocar asientos para pasajeros. Su exito en mas pruebas sera el principio de la construccion de embarcaciones similares, mas grandes con cabinas cerradas. Serian adecuadas como barcos deportivos, botes rapidos para la armada o correo o transporte de pasajeros de alta velocidad


Nuevo bote ambulancia alcanza una alta velocidad

Popular Science (Mayo 1936)

Diseñado para alcanzar una velocidad máxima de 50 millas por hora, una ambulancia única por su forma ha sido puesta en servicio por el departamento de boberos de Portland, Oregon.  Unas cortas secciones de alas de un tamaño de mayor a menor a cada lado del casco actuan como alas de aeroplano, lo que le permiten a la embarcacion salir del agua y patinar sobre la superficie. Este bote es el diseño de Victor W. Strode, que lo demostrara con un experimento tres años antes. (ver patente mas abajo)


MOTOR DE AIRE

Popular Science (Febrero 1924)

Un motor de aire, que su inventor dice moverá un bote y vehiculo directamente contra el viento y que eventualmente fabricará su propio viento cuando no lo hay, ha sido desarrollado por Charles R. Ford de Lema, Wa. El aparato consiste en una serie de ventiladores o molinos de aire, montados sobre el mismo eje y encerrados en un cilindro. Entre los ventiladores hay piezas estaticas de metal que su inventor llama "enderezadores de aire" y que dice que distribuyen las corrientes que pasan por el ventilador de tal manera que cada uno generará la misma fuerza.

 

DOS PATENTES ORIGINALES

Casco

US Patent # 1,898,322
Hull
V. W. Strode
(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 various uses:

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 1;

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 instantly effective.

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]

 

APARATO PARA GENERAR ENERGIA

 US Patent # 1,491,688
Power Generating Apparatus
Charles R. Ford
(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 invention.

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.

 

Este sitio es publicado por Carlos Mey -  - Martínez - Argentina

Direccion de e-mail: histarmar@fibertel.com.ar