AU728072B2

AU728072B2 - Hydro-air drive

Info

Publication number: AU728072B2
Application number: AU47625/96A
Authority: AU
Inventors: Donald E. Burg
Original assignee: Individual
Current assignee: Individual
Priority date: 1996-01-16
Filing date: 1996-01-16
Publication date: 2001-01-04
Anticipated expiration: 2016-01-16
Also published as: EP0874753A1; EP0874753A4; AU4762596A

Description

WO 97/26182 PCT/US96/00809 HYDRO-AIR DRIVE 1 Technical Field 2 The present invention relates to propulsion systems for boats that utilizer 3 rotors enclosed by structure to accelerate water and thereby generate propulsive 4 thrust.

'Background Art 6 Enclosed rotor full water flow waterjet propulsors have been commercially 7 available as marine propulsors for many years. Compared to conventional 8 propellers they offer the advantages of shallow draft, a reversing system that does 9 not require a gearbox, reduced underwater noise, more even engine loading, and the safety and damage resistance of enclosed rotors. However, even with the 11 aforementioned advantages they have not been overly successful in market 12 penetration compared to propellers.

13 They are generally not as efficient as propellers even when their reduced 14 appendage drag compared to propellers is considered. This is especially so in smaller sizes and/or at low vehicle speeds. They also suffer from a more narrow 16 design speed range of efficient operation with part of that limitation due to a 17 restriction for operation at low boat speeds and high power levels where rotor vane 18 cavitation can occur. They are also generally several times as expensive as a 19 comparable power propeller drive system.

The instant invention offers greater efficiencies than the standard waterjet 21 and also provides a way to vary rotor flow and power absorption thereby insuring 22 greater off design efficiencies. Further, due to its unique concept rotor that 23 operates only partially submerged during normal operation, it is mostly immune 24 to cavitation damage.

Normally, during vehicle high speed operation, the preferred embodiment 26 of the instant invention uses only the lower part of the rotor to pump water while 27 the upper part pumps gases that are ambient air (gas) and/or engine exhaust gas.

28 The gas is normally injected upstream of the rotor. Because of its operating 29 parameters, applicant has coined the name Hydro-Air Drive, and its acronym HAD, for the propulsor presented herein as the instant invention. The immediately WO 97/26182 PCT/US96/00809 2 1 following discussion is made to show a reason for higher efficiencies of the instant 2 invention.

3 Measurements have been made by Pratt Whitney Aircraft and others of 4 the efficiency of inlet pressure recovery in standard waterjets. These have shown that inlet pressure recoveries, measured just upstream of the rotor inlet, average 6 above 90 percent over the bottom half of the rotor and closer to 55 percent over 7 the top half. This results in overall inlet efficiencies of only about 70 percent. It 8 is obvious that, since the instant invention's rotor sees the majority of its inlet 9 water flow over its bottom half, the instant invention realizes inlet efficiencies of at least 90 percent. When this is factored into the thrust calculations, the instant 11 invention shows improved thrust values vis-a-vis the standard full water flow 12 rotor waterjet. This improvement increases with vehicle speed as the inlet pressure 13 recovery is a bigger part of overall pressure head available at the rotor discharge 14 at higher vehicle speeds. For example, the calculated thrust for the instant invention is approximately twenty percent higher at a vehicle speed of 40 knots.

16 By way of definition, vehicle speeds of up to fifteen knots are considered as low 17 speed and vehicle speeds over fifteen knots as high speed for purposes of this 18 application.

19 Haglund, International Patent Publication Number: WO 88/05008, has a means to inject air into a waterjet housing. Haglund proposes a means to plug the 21 discharge of a waterjet nozzle when the jet is not in use by means of an inflatable 22 ball plug. He then pumps air into the waterjet to displace all of the water in the 23 pump housings. The benefit of this is to keep the pump housing and rotor clear of 24 growth and contamination when not in use for extended periods. It would be possible to inject air into the water upstream of the rotor in Haglund's waterjet 26 when the rotor is rotating and pumping water. However, there is no way to 27 separate the air from the water by a waterline with the rotor rotating and pumping 28 so a turbulent mixture of air and water would result. This actually serves to 29 decrease the efficiency of Haglund's waterjet since the turbulent mixture of air and water decreases the efficiency of his rotor. This is actually the case and the intent 31 of Joyner et al., United Kingdom Patent GB 2141085 A, who has gas injection WO 97/26182 PCT/US96/00809 3 1 means upstream of his waterjet rotor and states "By providing the means for 2 introducing gas into the water intake casing and for varying the amount of gas 3 introduced (which means can be a simple bleed valve), the efficiency of a unit can 4 be decreased in accordance with the amount of gas introduced." It is important to state here that the instant invention has means to create a separation of gas and 6 water upstream of the rotor and does not have a turbulent mixing of gas and water 7 upstream of the rotor vanes as is the case with Haglund and Joyner et al. who have 8 no means to separate the gas and water upstream of the rotor.

9 In a related technical development, waterjet rotor air injection tests were run at Pratt Whitney Aircraft in 1967-69 in attempts to reduce cavitation 11 damage to the rotor of a 3,200 HP waterjet. It was felt that the presence of air 12 would absorb some of the material damaging explosive forces on the rotor blades 13 caused by collapsing cavitation vapor bubbles. The air was injected upstream of 14 the rotor in a similar manner to that shown by Haglund and Joyner et al. and did indeed reduce the rotor cavitation damage since the air was automatically 16 thoroughly and turbulently mixed into the incoming water. However, air volumes 17 of only a few percent of total rotor flow volume were possible before a very sharp 18 decrease in rotor efficiency occurred. These tests proved that a simple turbulent 19 mixing of air into the water upstream of a rotating waterjet rotor, which is the only effect that Haglund's and Joyner et al's systems could provide, actually has a 21 detrimental effect on waterjet performance. The instant invention has a clear 22 separation of the water and gas upstream of the rotor as is defined by a waterline 23 in the preferred embodiments. The separating waterline is insured by use of a 24 means to direct the water prior to its reaching the rotor in the instant invention.

Smith, U.S. Patent 3.785.327 has an engine cooling water pickup 26 positioned upstream of his rotor which cannot dispense gas into his water inlet. He 27 has a high resistance forward facing or reverse hinged inlet flap for restricting 28 and/or shutting off water flow to his rotor. Partial closing of Smith's inlet flap will 29 only result in a pressure drop in the liquid flow supplied to his rotor. Critically important is the fact that Smith has no means to inject gas into the rotor inlet and 31 therefore cannot have a separation of gas and liquid at the rotor inlet as is a

F

WO 97/26182 PCT/US96/00809 4 1 primary requirement of the instant invention. As such, there is no relation between 2 Smith's invention and the instant invention.

3 Further, the instant invention uses a special rotor that operates similar to 4 a surface piercing propeller and does not, in its preferred embodiment, use a full water flow nozzle to control flow and velocity of water downstream of the rotor 6 and out of the waterjet which is normal and required for state-of-the-art 7 waterjets. Instead, the instant invention uses a mostly open discharge, sometimes 8 aided by efficiency improving flow straightening vanes, that allows water and air 9 to discharge freely out the back of the drive. The result of all of this is that the instant invention offers a dramatic departure from and dramatic improvements over 11 existing waterjet design technology.

12 There are some propeller systems that operate with only portions of the 13 propeller submerged as exemplified by Van Tassel U.S. Patent 4,941,423 and 14 Kruppa et al. U.S. Patent 4,371,350. These type ofpropulsors are normally called surface piercing propellers. Both operate with the lower portions of their propellers 16 exposed which differs extensively from the preferred embodiment of the instant 17 invention which has a housing essentially fully around its rotor in an encircling 18 manner. The instant invention's use of an inlet housing and encircling rotor 19 housing and/or rotor vane ring results in greater rotor efficiencies but at the expense of some additional resistance since the lower portion of the housing is 21 exposed to the passing water. The instant invention has overcome most of the just 22 mentioned housing resistance since the majority of its housings are behind the 23 transom and/or inside the boat hull. Because they do not have fully or even 24 partially enclosing rotor housings and therefore have propellers that are exposed over substantially the entire lower half of their rotation, the inventions of Van 26 Tassel and Kruppa et al. bear little resemblance to the instant invention. It is to be 27 noted that the instant invention can be configured with a majority of the upper half 28 of its rotor exposed and free of structure while the majority of the lower half of 29 its rotor is enclosed which is the exact opposite of Van Tassel and Kruppa, et al.

Guezou et al. U.S. Patent 4,929,200 presents a waterjet that has air injected 31 downstream of the rotor in the stator section. The purpose of this, according to the WO 97/26182 PCT/US96/00809 1 inventor, is to augment thrust with large amounts of air mixed with the water 2 downstream of the rotor. Guezou has a rotor that is supplied with water from a 3 fluid filled duct so there is really no relation of Guezou and the instant invention 4 that uses an approximately half full rotor portion at high vehicle speeds.

The instant invention also offers a new simple steering and reversing 6 system. It consists of independently steerable side rudders and/or a center rudder 7 in the preferred embodiments. When reversing is desired, it is possible to prevent 8 flow from discharging aft by deflecting the steering rudder(s), or by other water 9 flow blocking means, such that they block the discharge passageway. By so doing, water is then directed to a maneuvering device that can accomplish full 360 degree 11 maneuvering in its preferred embodiment. The maneuvering device(s) include a 12 nozzle that is normally oriented in a forward position when it is not in use to offer 13 a minimum or resistance to water discharging from the rotor vanes. It is also 14 preferably shielded by a deflector step to prevent water that is going astern from hitting it.

16 In the preferred embodiment of the instant invention, the steering rudders 17 are driven through right angle gears by servo motors located inside the hull. Other 18 means of driving the rudders are within the scope of the invention, however, the 19 servo motors are preferred as they are simple and reliable.

Side rudders are shown by Hamilton U.S. Patents 3,007,305 and 3,233,573; 21 however, his side rudders operate in unison and are positioned aft of a vertically 22 operating reversing gate. Hamilton accomplishes steering in reverse by means of 23 steering the rudders. As such, there is little resemblance to the simple compact 24 design of the instant invention with its rotatable angled maneuvering device(s). An added feature of the instant invention is that maneuvering, normally a full 360 26 degrees, is possible while the water flow is blocked from discharging to the rear.

27 Macardy et al. U.S. Patent 3,824,946 and Van Veldhuizen U.S. Patent 28 4,421,489 present, respectively, a waterjet steering system and an air propeller 29 propulsor both with side steering rudders. They have means to control the side rudders or steering blades such that they can go perpendicular to the discharge 31 flow. This has the effect of blocking the discharge flow and forcing it to reverse WO 97/26182 PCTI/US96/00809 6 1 and/or go sideways to accomplish reversing. Neither Macardy nor Van Veldhuizen 2 has a rotatable maneuvering device(s) as does the preferred embodiment of the 3 instant invention. As such, neither can supply 360 degree rotatable maneuvering 4 forces with the flow blocked from discharging aft as can the instant invention.

Because of the foregoing reasons, there is obviously little resemblance between 6 Macardy's and applicant's instant invention.

7 Joyner et al., United Kingdom Patent GB 2141085A, offers a marine pump 8 with a 360 degree steerable discharge that is only useful as a low speed 9 maneuvering system. This is because the pump discharge flow is always discharged downward and to the discharge maneuvering system which results in high internal 11 flow losses and high underwater drag. The instant invention offers the 12 maneuvering capability of Joyner et al. when its discharge flow is blocked from 13 going straight rearward; however, the instant invention has a free opening directly 14 behind the rotor vanes that discharges rearwardly directly in-line with the rotor shaft centerline when the' instant invention is in the high speed forward mode.

16 There is no flow through Applicant's maneuvering device unless there is a 17 blockage of flow rearward from the rotor vanes while Joyner et al. always has 18 rotor discharge through his maneuvering system as he has no other way to 19 discharge fluid from his rotor vanes. There is also no excessive underwater drag with the instant invention as its maneuvering device components are, at least 21 primarily, free of water flow from under the boat. As such, there is little 22 resemblance between Applicant's instant invention and Joyner et al.

23 Mamedow, German Patent 2,217,171, has a reversing system that includes 24 a series of louvres inside of a steering ring to accomplish 360 degree steering when flow is blocked from exiting rearward by a steering flap. Mamedow's 26 louvres are set in a full circle and as such are subject to direct impingement by 27 water discharging from his rotor and from water exiting below the boat when in 28 the normal full speed ahead mode of operation.

29 Applicant's invention's use of discharge nozzle(s) or orifice(s) biased to one side of his maneuvering device acts to prevent water from hitting the nozzle 31 openings when in the normal ahead mode of operation. Applicant's invention WO 97/26182 PCT/US96/00809 7 1 normally would have his maneuvering device set into a forward thrust orientation 2 when not used for maneuvering. Further, applicant offers a step to break the water 3 flow from hitting the nozzle openings in his maneuvering device during normal 4 full speed ahead operation. Also, the instant invention offers multiple maneuvering devices, each having nozzles, that have coordinated movement to reduce overall 6 axial length requirements. These notable improvements in concept clearly define 7 over Mamedow's patent.

8 Applicant's instant invention offers other features. Importantly included is 9 an optional rotatable curved, preferably circular arc shaped, inlet water directing valve that, when in the low boat speed closed mode, directs water to the full 360 11 degrees of rotor rotation. This is accomplished by means of the Coanda Effect 12 whereby water flow tends to follow curved surfaces. Other inlet valve and/or 13 structural discontinuities are also offered as ways to separate water and gas flows 14 from upstream of the rotor. Another very important feature is that the inlet valve can act as a means to control gas flow, including a complete shut off of gas flow, 16 to the rotor vanes.

17 Other features of the instant invention include an attractive cover that 18 shows no cables, gears, or other such moving parts, a simple bearing oil fill and 19 check plug located inside the boat, a means to discharge the engine exhaust simply and cleanly into the rotor which also improves engine performance since the rotor 21 is drawing or aspirating the gas discharge from the engine, an inset in the housing 22 for a rotor vane ring with such inset being supplied with gas to reduce water drag 23 on the rotor vane ring, a blade like attachment to the inspection cover that slices 24 weeds, rope, etc. between the blade like attachment and the front end of the rotor, and a means to vary flow into the rotor and thus effect water discharge velocity, 26 power consumption, and performance.

27 Further notable advantages are derived from use of the rotor vane ring inset 28 into the housing. First, the overall hydrodynamic efficiency is raised because the 29 rotor vane ring acts to reduce rotor blade tip leakage. There is little penalty for this rotor vane ring since its periphery sees mostly air rather than water in its preferred 31 embodiment and therefore has little drag. Also, since the rotor vane ring is inset 8 into the housing it has little hydrodynamic resistance in the main flow path. Second, and very importantly, the rotor vane ring makes for a structurally sound rotor so less expensive rotor materials can be used. Third, since, due to the rotor vane ring, there is little or no abrasive action between sand or other particles and the housing in the area of the rotor vane ring it is possible to use less expensive housing materials. For example, most waterjet designs use stainless steel housings around the rotor while the instant invention, when equipped with a full shroud type rotor vane over the full longitudinal length of the rotor blades, can use structural foam, fiberglass, or other less expensive materials.

With the foregoing in mind, it is desirable to provide a new marine drive that has a rotor that operates while at least primarily enclosed by structure and while receiving water over a majority of 180 degrees of its o. rotation and gas over a majority of 180 degrees of its rotation and that provides very high operating efficiencies 20 at high vehicle speeds since the rotor receives the majority of its inlet water flow at high inlet recovery efficiencies.

r ~The present invention provides in an improved propulsor for propelling a marine vehicle, said improved propulsor including a fluid inlet structure, a rotor having rotor vanes capable of accelerating fluids when rotating, a *liquid flow to said rotor vanes when said rotor is •ge rotating, said rotor vanes at least over a part of their length in the direction of fluid flow disposed internally to structure that extends around a majority of and up to and including a full 360 degrees periphery of said rotor vanes, and rotor drive means, the improvement comprising gas supply means including a gas flow that supplies gas to a forward portion of the rotor vanes when the rotor is rotating and the improved propulsor is propelling the marine vehicle at high speeds; fluid flow separating means 9 to create a separation of the liquid flow and the gas flow upstream of said rotor vanes when said rotor is rotating and when the improved propulsor is propelling the marine vehicle at high speeds whereby said rotor vanes receive primarily gases from the gas flow over at least a majority of 180 degrees of said rotor's rotation and receive primarily liquids from the liquid flow over at least a majority of 180 degrees of said rotor's rotation with said gas flow and said liquid flow principally separated upstream of the rotor vanes.

In a preferred embodiment the rotor receives liquids mainly over a lower portion of its semicircle of rotation and that such lower portion of its semicircle of rotation be primarily enclosed by structure. The rotor vanes are capable of accelerating liquids over a portion of their rotation and gases over another portion of their *rotation while still operating at high rotor vane efficiencies. A waterline is provided between water and gas upstream of the rotor when the rotor is rotating and the *20 drive is propelling the vehicle. In the preferred embodiment means are provided to vary the inlet flow to the rotor so that propulsor power absorption and performance can be varied, and an inlet flow control valve is provided •which can direct liquid flow to selected portions of the 0 25 rotor vanes. The inlet flow control valve can be smooth and o curved, a generally circular shape is preferred, such that water follows said curved shape due to the Coanda Effect whereby water flow tends to follow smooth curved surfaces.

S: The inlet flow control valve can be of a hinged flap configuration.

A fixed structural discontinuity is preferably utilized to separate the water or liquid flow from the gas flow going to the rotor vanes.

The inlet flow control valve is preferably positioned downstream of an inlet grille.

The inlet flow passage preferably can terminate S proximal to forward portions of the rotor vanes thereby 10 delivering water to only a portion of the rotor vanes during rotor rotation at high boat speeds.

The gas supply to the rotor vanes is preferably controlled by a valve like apparatus which can be at least partially the inlet flow control valve.

An inlet grille composed of a series of inlet grille bars may be placed in the inlet to preclude debris ingestion into the propulsor with said inlet grille bars normally being at least partially airfoil shaped.

It is preferred that the inlet lip be of a generally airfoil shape to minimise resistance of such inlet lip.

A steering and reversing mechanism is preferably provided. Forward steering can be accomplished by way of steering rudders positioned either side of a vertical centerline plane of the propulsor. The steering side rudders are independently steerable. An optional version of the invention may utilize a more centered rudder.

Preferably the shape of the discharge where the steering °20 side rudders are positioned shall be generally rectangular.

e e A reversing mechanism may be provided by the rudder(s), to blocking, either partially or fully, rearward flow of r fluids in line with the centerline of the rotor.

In the preceding summary of the invention, except where the context requires otherwise, due to express language or necessary implication, the words "comprising", ee"comprises" or "comprise" are used in the sense of "including", that is the features specified may be associated with further features in various embodiments of the invention.

Brief Description of Drawings A preferred embodiment of the present invention will now be described, by way of example only, with reference to the following drawings in which: 10a Fig. 1 presents a topside plan view of the instant invention Hydro-Air Drive propulsor and a typical drive engine and gearbox as installed in a boat hull.

11 12 9 9 S S

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S S WO 97/26182 PCTIUS96/00809 13 1 FIG. 2 shows a profile view of the propulsor and a drive engine and 2 gearbox as installed in a boat hull.

3 FIG. 3 is a bottom plan view of the propulsor installed in a boat hull. Note 4 the water inlet grille bars forward and rotatable maneuvering device including maneuvering device with its nozzle discharge opening shown as biased rearward 6 for ahead thrust in this instance.

7 FIG. 4 gives a profile view of a boat hull with the propulsor installed. Note 8 the clean design and the absence of external cables and the like as is easily 9 apparent from examination of FIG's 1-4.

FIG. 5 is a centerline cross sectional view, as taken through line 5-5 of 11 FIG. 1, that shows typical workings of a preferred embodiment of the inventive 12 propulsor. Note the waterline internal to the inlet housing that separates liquid and 13 gas flow. Note also the maneuvering device with its nozzle pointed rearward on 14 its lower or discharge side in its ahead thrust orientation which gives minimum water flow impingement drag on the nozzle openings. Further, note the step in the 16 maneuvering device which deflects water passing below the boat from impacting 17 a nozzle opening.

18 FIG. 6 presents a cross sectional view, as taken through line 6-6 of FIG.

19 1, that shows a preferred embodiment of the instant invention through plane 6-6.

FIG. 7 is a centerline cross sectional plan view, as taken through line 7-7 21 of FIG. 5, that shows side steering rudders in a forward turn to starboard 22 orientation. This also shows a maneuvering device with its nozzle set in the ahead 23 thrust orientation.

24 FIG. 8 is a partial cross sectional plan view on centerline, as taken through line 8-8 of FIG. 9, that shows the side steering rudders angled inward which 26 causes a blocking of liquid flow aft. This directs the liquid flow downward and out 27 through the maneuvering device which in this instance is generating a reversing 28 thrust or force.

29 FIG. 9 presents a partial cross sectional view on centerline, as taken through line 9-9 of FIG. 8, that shows the side steering rudders angled inward or WO 97/26182 PCT/US96/00809 14 1 closed, as is the case of FIG. 8, with the rotor discharge flow being directed 2 through a nozzle of the maneuvering device to thereby create a reversing thrust.

3 FIG. 10 is an isometric drawing of the port side steering rudder.

4 FIG. 11 presents an isometric drawing of a rotor debris cutter as affixed to the inspection cover.

6 FIG. 12 shows a rotatable inlet flow control valve member in an isometric 7 perspective.

8 FIG. 13 is an enlarged view of a rotor vane ring, as taken from localized 9 view 13 that is positioned at the upper right hand portion of the rotor vane ring of FIG. 5, that shows details of the rotor vane ring and its labyrinth flow sealing 11 design.

12 FIG. 14 illustrates a cross sectional view of the aft housing as taken 13 through line 14-14 of FIG. 5. Note the flow straightening vanes in this housing.

14 FIG. 15 is a cross sectional view, as taken through line 15-15 of FIG. that shows the rotor as positioned inside of its housing. Note the large opening 16 above the rotor vane ring which freely allows gas flow into the opening around the 17 rotor vane ring periphery.

18 FIG. 16 presents a cross sectional view, as taken through line 16-16 of 19 FIG. 5, that shows a typical inlet duct shape that transitions between the normally rectangular inlet and the round rotor.

21 FIG. 17 is a cross sectional view, as taken through line 17-17 of FIG. 22 that shows the normally rectangular inlet which in this case includes a series of 23 inlet grille bars.

24 FIG. 18 presents a partial cross sectional view, as taken through a vertical centerline plane, of an alternative inlet flow valve which in this case is more 26 flap-like than circular.

27 FIG. 19 is another partial cross sectional view, as taken through a vertical 28 centerline plane, that illustrates a very simple inlet where there is no inlet flow 29 control valve and the liquid flow is simply directed in its majority to a lower portion of the rotor.

WO 97/26182 PCTIUS96/00809 1 FIG. 20 is a centerline cross sectional view, as taken through line 20-20 2 of FIG. 1, that is similar to that presented in FIG. 5 but having a slightly different 3 rudder and maneuvering device layout. In this case there is a single center mounted 4 rudder with the maneuvering device composed of port and starboard maneuvering devices that are driven by a center gear as is best seen from examination of FIG's 6 21 and 22 which follow.

7 FIG. 21 is a partial cross sectional plan view as taken on centerline, as 8 bisects FIG. 20 on line 21-21, that shows a center discharge rudder that is angled 9 causing a turn to starboard here. Note the two rotatable maneuvering devices in this instance.

11 FIG. 22 is a similar partial cross sectional plan view, as taken through line 12 22-22 of FIG. 20, to that presented in the description of FIG. 21. Note that the 13 rudder blocks reverse flow as oriented here such that the maneuvering device in 14 this instance is directing a reverse turn to starboard.

FIG. 23 presents a partial cross sectional view, as taken through line 23-23 16 of FIG's 21 and 24, that shows one of the maneuvering devices of FIG 21. This 17 shows a portion of the nozzle as disposed inside of the maneuvering device.

18 FIG. 24 is a partial cross sectional view, as taken through line 24-24 of 19 FIG. 23, that shows the maneuvering flow directing nozzle and the discharge fluid passing through same to create forward thrust in this instance.

21 Best Mode for Carrying Out the Invention 22 FIG. 1 shows a top plan view of the instant inventive propulsor 48 as 23 installed in a boat 49. In this instance it is propelled by engine 50 that drives 24 through gearbox 51. Also shown is the centerline 75 of the propulsor 48.

FIG. 2 presents a side view of the inventive propulsor 48 showing a 26 starboard rudder 53. Note the simple clean layout of this new improved marine 27 propulsor since it has no exposed cables, gears, or the like.

28 FIG. 3 is a bottom plan view of the improved propulsor 48 showing port 29 rudder 52 and starboard rudder 53 in their ahead positions. Also shown is a center maneuvering device 63 and its nozzle 79. The nozzle discharge opening 82 is, in 31 this instance, oriented for ahead thrust to minimize resistance due to water impact.

WO 97/26182 PCT/US96/00809 16 1 The maneuvering device water separating step 80 is also effective for reducing 2 water impact resistance.

3 FIG. 4 presents a profile view of a boat 49 with the improved propulsor 48 4 installed.

FIG. 5 is a cross sectional view of the improved propulsor 48, as taken 6 through line 5-5 of FIG's 1 and 7, that shows operation while propelling a boat 7 49 forward at high speed. Note the inlet housing waterline 31 that is established 8 by structural discontinuity 71 in this instance. Gas, as shown by gas flow arrows 9 33, is supplied to the upper portion of the rotor vanes 40 of rotor 39 by gas duct 66. Liquid or water flow is shown by liquid flow arrows 32. Liquid is energized 11 by rotating rotor vanes 40 and then passes through the aft housing 46 to exit the 12 unit in a direction substantially in line with the centerline 75 of the unit. Steering 13 is accomplished by deflection of the rearward discharging fluids by steering 14 rudders such as the port steering rudder 52 shown here. Note that this steering rudder concept optionally has rudders that extend below an external waterline 16 that is established at high speeds by water flow breaking off of the aft housing 46 17 at step 72. This extended rudder concept, while adding some additional resistance 18 at high speed, provides best low speed steering and, as an added advantage, 19 provides need for less rudder deflection for steering at high speeds.

Liquid enters the inlet housing 55 through grille bars 56 in this preferred 21 inlet configuration. The inlet bars 56 are normally airfoil shaped to minimize 22 resistance and pressure losses. The inlet shape at the inlet bars 56 is normally a 23 noncircular shape with a rectangular shape preferred. A noncircular inlet shape 24 would, of course, transition to a round shape at the rotor 39. Closing of the curvilinear inlet flow directing valve 69 is done in the direction of directional 26 arrow 34. Closing of the inlet flow directing valve 69 controls and can stop the 27 gas flow, as indicated by gas flow directional arrows 33, resulting in full liquid 28 flow to the rotor as is discussed more in a following discussion concerning FIG.

29 6.

Also shown in FIG. 5 are the horizontal centerline plane 44, rotor shaft 31 rotor attachment fastener 38, rotor hub 41, and rotor vane ring 42 and housing WO 97/26182 PCTIUS96/00809 17 1 recess 78. Further shown are bearings 35, seals 36, oil fill plug 58, oil 59, thrust 2 bearing cartridge 57, and debris cutter 60. Note that the debris cutter includes an 3 inspection port cover. Additional items include a center mounted maneuvering 4 device 63 including flow directing maneuvering device nozzle 79 and its inlet opening 81 and discharge opening 82, maneuvering device centerline 76, shafts 61, 6 gears 37, maneuvering device drive motor 68 which in this preferred case is an 7 electric servo motor, and protective cover 74 for the shaft, gears, and the like.

8 FIG. 6 presents a cross sectional view, as taken through line 6-6 of FIG's 9 1 and 7, that is off to the port side of the instant inventive propulsor 48. This shows the gas flow to the rotor 39 and rotor vanes 40 cut off since the inlet flow 11 directing valve 69 is closed thereby eliminating gas flow. The gas flow is then 12 directed out through gas duct 66 to an opening under the cover as can be seen 13 from observation of gas flow directional arrows 33. Liquid discharged from the 14 rotor vanes 40 passes through flow straightening vanes 47 as indicated by liquid flow directional arrows 32. The liquid flow helps in the elimination of the gas 16 flow in this preferred embodiment as can be seen from further observation of gas 17 flow directional arrows 33.

18 Further, in addition to eliminating gas flow when closed, the shape of the 19 optimal curvilinear shaped, preferably circular arc shaped, inlet flow directing valve 69 causes the inlet liquid flow to follow its curved surfaces. This tendency 21 of liquid flow to follow curved surfaces is commonly known as the Coanda Effect.

22 The result is an inlet flow directing valve 69 that requires minimum rotational 23 force or torque to operate and that has minimum resistance to liquid flow.

24 So the basic concept of the Hydro-Air Drive allows operation with a rotor 39 and rotor vanes 40 that are either partially or fully flooded with liquids. Normal 26 and preferred operation utilizes the fully flooded rotor 39, as shown in FIG. 6, at 27 low boat speeds and the partially flooded rotor 39 and rotor vanes 40, as shown 28 in FIG. 5, at high boat speeds. This makes for a high liquid flow rate and low 29 discharge velocity at low boat speeds and a low liquid flow rate and high discharge velocity at high boat speeds which are the optimum performance 31 conditions.

WO 97/26182 PCT/US96/00809 18 1 A main advantage of and reason for the Hydro-Air Drive is that, as 2 previously discussed, inlet pressure recoveries are about 90 percent over the lower 3 half of the rotor at its inlet and only about 50 percent over the upper half for a 4 normal waterjet inlet. As such, the Hydro-Air Drive is always working in optimum inlet pressure recovery conditions, and hence optimum overall 6 efficiencies, at high boat speeds. That coupled with its ability, in its preferred 7 embodiments, to have its rotor 39 and hence its rotor vanes 40 filled with liquids 8 at high boat speeds results in very high thrust values over the entire speed range 9 of the boat. This is a vastly superior concept to that of the conventional waterjet which has a very limited range of operation and is subject to severe performance 11 decays with any aeration of the water at their rotor inlets.

12 FIG. 7 is a cross sectional top plan view, as taken through line 7-7 of FIG.

13 5, that shows port steering rudder 52 and starboard steering rudder 53 turned to 14 cause steering to starboard. The maneuvering device 63 is shown oriented such that its nozzle inlet opening 81 is biased forward, as was the case for FIG. 5, in 16 this instance for minimum water impingement. There is no, or insignificant, fluid 17 flow through the maneuvering device's nozzle 79 in this full ahead thrust situation.

18 FIG. 8 is a partial cross sectional top plan view, as taken through line 8-8 19 of FIG. 9, that shows the same components as that presented in the description of FIG. 7 but with the port steering rudder 52 and starboard steering rudder 53 closed 21 to block fluid flow from exiting from the rotor vanes in a direction rearward and 22 generally in line with the propulsor centerline 75. This flow blockage rearward 23 then directs the fluid flow to the maneuvering device's nozzle inlet opening 81.

24 In this illustration, the maneuvering device 63 is oriented by rotation for full reverse thrust as is indicated by liquid flow directional arrows 32 in this version.

26 Rotation of the maneuvering device 63 is indicated by directional arrow 34.

27 FIG. 9 presents a partial cross sectional view, as taken through line 9-9 of 28 FIG. 8, that shows the port side rudder 52 in the closed position and direction of 29 the liquid flow directional arrows 32. The directed thrust in this instance causes a reversing of the boat. Note that, while more complicated and less desirable, other 31 devices to block rearward fluid flow such as a flap, not shown, disposed between WO 97/26182 PCT/US96/00809 19 1 the side steering rudders are considered well within the scope of the instant 2 invention.

3 FIG. 10 is an isometric drawing of the port side rudder 52.

4 FIG. 11 presents an isometric drawing of the debris cutter 60. Note that it includes an inspection port cover in this preferred embodiment.

6 FIG. 12 is an isometric drawing of an inlet flow direction valve 69. In this 7 instance it is a rotating design that requires minimal torque for operation.

8 FIG. 13 is an enlarged view, as taken from the circular view 13 of FIG. 9 showing a rotor vane ring 42 that creates a labyrinth seal along with spaces defined by inlet housing 55 and aft housing 46. Liquid flow is shown by liquid 11 flow directional arrows 32 and gas flow by gas flow directional arrows 33. Note 12 that peripheral portions of the rotor vanes 40 forward and aft of the rotor vane ring 13 42 are not enclosed by a rotor vane ring in this instance. This is an important 14 concept since the exposed peripheral portions of the rotor vanes 40 forward of the rotor vane ring 42 build up a positive liquid pressure which prevents gas from 16 migrating into the rotor vane 40 at the forward end of the rotor vane ring 42.

17 Further, the exposed peripheral portion of the rotor vanes 40 aft of the rotor vane 18 ring 42 provide for best efficiency in some cases although a full longitudinal vane 19 length rotor vane ring 42 is the preferred embodiment of the instant invention.

FIG. 14 is a cross sectional view, as taken through line 14-14 of FIG. 21 showing the aft housing 46 and flow straightening vanes 47.

22 FIG. 15 presents a cross sectional view, as taken through line 15-15 of 23 FIG. 5, that illustrates the rotor 39, including a rotor vane ring 42, internal to aft 24 housing 46. Note the housing recess 78 around the outside of the rotor vane ring 42 which is normally mostly filled with gas since any liquid is pumped out of the 26 open upper portion of the space outside of the rotor vane ring 42. The rotor vane 27 ring 42 is considered as being part of structure encircling the rotor vanes 40 for 28 purposes of this invention. Note also that it is not necessary to have a rotor vane 29 ring 42 to have the instant invention fully functional. It is even possible to eliminate structure around a portion of, or all of, the upper half of the rotor vanes 31 40, as would be the case in FIG. 15 if the rotor vane ring 42 were eliminated, and WO 97/26182 PCT/US96/00809 1 still have a fully functioning version of the instant invention. Although such is not 2 shown, it is considered within the scope and spirit of the instant invention since 3 elimination of the rotor vane ring 42 from FIG. 15 would illustrate such a 4 situation.

FIG. 16 is a partial cross sectional view, as taken through line 16-16 of 6 FIG. 5, that shows the inlet housing 55 and maneuvering device drive motor 68 7 and side rudder drive motors 67. Note that the inlet flow passageway is in a 8 transition shape going from the a rectangular inlet to the round duct at the rotor 9 inlet.

FIG. 17 is a partial cross sectional view, as taken through line 17-17 of 11 FIG. 5, that shows a rectangular inlet in inlet housing 55 and inlet grille bars 56.

12 FIG. 18 presents an optional inlet directional flow control valve 70 that is 13 in the form of a hinged flap. Note that, while workable, this flap like design has 14 more resistance to liquid flow and also requires more operational torque than the inlet flow directional valve presented in FIG's 5 and 6.

16 FIG. 19 presents an optional inlet design where there is no inlet flow 17 directing valve and the incoming liquid is simply directed to the lower portions of 18 the rotor vanes 40. This simple concept can only function with gas to the upper 19 portions of the rotor vanes 40 and liquid to the lower portions of the rotor vanes 40 at all speeds.

21 FIG. 20 is a cross sectional view, as taken through line 20-20 of FIG. 1, 22 that shows an optional version of the instant invention steering rudder and 23 maneuvering device. It functions in the same way as that presented in FIG's 5-9 24 except that a balanced center rudder 54 is used rather than side rudders and two maneuvering devices are used rather than one. The following FIG's 21-24 26 describe its workings in more detail. Fig. 20 also shows a housing structural 27 discontinuity or housing water separating step 72 that acts to prevent water flow 28 from impinging on the maneuvering device(s) and their nozzle openings.

29 FIG. 21 is a partial cross sectional view, as taken through line 21-21 of FIG. 20, that shows a center rudder 54 as turned slightly to effect a turn to 31 starboard. There is a port maneuvering device 64 and a starboard maneuvering WO 97/26182 PCT/US96/00809 21 1 device 65 that are both driven by drive gear 73 in this instance. The maneuvering 2 device nozzles 79 are set for forward thrust in instance.

3 For purposes of definition in this application, a first maneuvering device 4 can be the centered maneuvering device shown in prior FIG's 7 and 8 as item 63 or one of the maneuvering devices 64 shown in FIG's 21 and 22 with a second 6 maneuvering device being the item 65 of FIG's 21 and 22. If a first and a second 7 maneuvering device are called for it is meant to refer to multiple maneuvering 8 devices similar to those shown in FIG's 21 and 22. A first steering means or 9 steering rudder can be the steering rudder 54 of FIG's 21 and 22 or one of the steering rudders 52 of FIG's 7 and 8 with a second steering rudder being item 53 11 of FIG's 7 and 8. If a first and a second steering means or steering rudders are 12 called for it is meant to mean multiple steering rudders such as shown in FIG's 8 13 and 9.

14 FIG. 22 is another partial cross sectional view, as taken though line 22-22 of FIG. 20, that has the center rudder 54 in position to block flow rearward and 16 therefore downward through the port maneuvering device 64 and starboard 17 maneuvering device 65. In this illustration, reversing forces are being generated 18 to cause a reverse turn to starboard.

19 FIG. 23 is a partial cross sectional view, as taken though line 23-23 of FIG's 21 and 24, that shows the port maneuvering device's nozzle 79 internal to 21 the maneuvering device.

22 FIG. 24 is a partial cross sectional view, as taken through line 24-24 of 23 FIG. 23, that shows liquid flow directional arrows 32 that are being discharged 24 rearward through the maneuvering device's nozzle 79 to create a forward thrust.

While the invention has been described in connection with a preferred and 26 several alternative embodiments, it will be understood that there is no intention to 27 thereby limit the invention. On the contrary, there is intended to be covered all 28 alternatives, modifications and equivalents as may be included within the spirit and 29 scope of the invention as defined by the appended claims, which are the sole definition of the invention.

31 What I claim is:

Claims

6. The improved propulsor of claim 5 wherein said inlet flow directing 31 device is rotatable. WO 97/26182 PCT/US96/00809 23 1 7. The improved propulsor of claim 4 wherein the inlet flow directing 2 device comprises, at least in part, a flap-like device. 3 8. The improved propulsor of claim 4 wherein the inlet flow directing 4 device regulates, at least partially, gas flow to the rotor vanes.
9. The improved propulsor of claim 1 wherein the fluid inlet structure has 6 a noncircular shape forward of the rotor vanes. 7 10. The improved propulsor of claim 1 wherein the fluid inlet structure is 8 proximal to and forward of radially extending portions of the rotor vanes thereby 9 essentially blocking liquid flow to portions of the rotor vanes during rotor rotation.
11. The improved propulsor of claim 1 which further comprises a rotor 11 vane ring that is in mechanical communication with and proximal a 360 degree 12 periphery of said rotor vanes. 13 12. The improved propulsor of claim 10 wherein said rotor vane ring is at 14 least partially inset into a housing recess.
13. The improved propulsor of claim 12 wherein gas is supplied to the 16 housing recess. 17 14. The improved propulsor of claim 12 wherein a labyrinth seal restricts 18 fluid leakage around the rotor vane ring. 19 15. The improved propulsor of claim 1 wherein a debris cutting device is positioned proximal to and forward of forward radial portions of the rotor vanes 21 such that rotor rotation causes a cutting action between the rotor vanes and the 22 debris cutting device and where said debris cutting device can be removed through 23 an inspection port. 24 16. The improved propulsor of claim 1 wherein the rotor vanes can be run in an essentially full liquid condition at low vehicle speeds. 26 17. The improved propulsor of claim 1 wherein at least part of the gas flow 27 supplied to the rotor vanes is from an engine exhaust. 28 18. The improved propulsor of claim 1 which further comprises fluid flow 29 straightening vanes positioned downstream of the rotor vanes. WO 97/26182 PCT/US96/00809 24 1 19. The improved propulsor of claim 1 which further comprises a common 2 lubrication supply for multiple rotor shaft bearings with said lubrication supply 3 filled from inside the vehicle. 4 20. The improved propulsor of claim 1 which further comprises a steering and fluid flow blocking mechanism with said steering and fluid flow blocking 6 mechanism capable of blocking a majority of fluid discharge in an aft direction 7 such that said fluid discharge is then redirected to a first maneuvering device that 8 is capable of providing maneuvering forces over at least a majority of 180 degrees 9 of rotation and wherein said first maneuvering device includes a nozzle and said nozzle has a discharge opening that is biased to one side of a centerline of said 11 first maneuvering device. 12 21. The improved propulsor of claim 20 wherein said first maneuvering 13 device includes a water separating step. 14 22. The improved propulsor of claim 20 wherein said steering and fluid flow blocking mechanism comprises a first steering rudder with said first steering 16 rudder capable of, at least partially, acting as a fluid flow blocking device. 17 23. The improved propulsor of claim 20 which further comprises a second 18 maneuvering device with movement of said first and said second maneuvering 19 device in communication.
24. In an improved propulsor for propelling a marine vehicle, said 21 improved propulsor including a fluid inlet structure, a rotor having rotor vanes 22 capable of accelerating fluids when rotating, a liquid flow to said rotor vanes when 23 said rotor is rotating, said rotor vanes in mechanical communication with a rotor 24 vane ring that encircles a full 360 degree periphery of the rotor vanes, and rotor drive means, the improvement comprising: 26 gas supply means including a gas flow that supplies gas to a forward 27 portion of the rotor vanes when the rotor is rotating and the improved propulsor 28 is propelling the marine vehicle at high speeds; 29 fluid flow separating means to create a separation of the liquid flow and the gas flow upstream of said rotor vanes such that the rotor vanes, when rotating 31 and when the improved propulsor is propelling the marine vehicle at high speeds, WO 97/26182 PCT/US96/00809 1 receive primarily gases from the gas flow over at least a majority of 180 degrees 2 of said rotor's rotation and receive primarily liquids from the liquid flow over at 3 least a majority of 180 degrees of said rotor's rotation with said gas flow and said 4 liquid flow principally internal to said fluid inlet structure and separated upstream of and proximal to the rotor vanes. 6 25. The improved propulsor of claim 24 wherein a waterline separates the 7 gas flow and the liquid flow upstream of said rotor vanes. 8 26. The improved propulsor of claim 25 wherein said waterline is at least 9 partially established by the fluid flow separating means.
27. The improved propulsor of claim 24 wherein said fluid flow separating 11 means is, at least in part, a structural discontinuity. 12 28. The improved propulsor of claim 24 wherein the fluid flow separating 13 means comprises an inlet flow directing device such that adjustment of said inlet 14 flow directing device can accomplish a varying of the level of the waterline upstream of the rotor vanes. 16 29. The improved propulsor of claim 28 wherein the inlet flow directing 17 device comprises, at least in part, a curvilinear surface with said curvilinear 18 surface, at least during part of its operation, is exposed to inlet fluid flow. 19 30. The improved propulsor of claim 28 wherein the inlet flow directing device comprises, at least in part, a flap-like device. 21 31. The improved propulsor of claim 24 wherein the fluid inlet structure 22 has a noncircular shape forward of the rotor vanes. 23 32. The improved propulsor of claim 24 wherein the fluid inlet structure 24 is proximal to and forward of radially extending portions of the rotor vanes over a part of rotor rotation thereby essentially blocking liquid flow to portions of the 26 rotor vanes during rotor rotation. 27 33. The improved propulsor of claim 24 wherein said rotor vane ring is at 28 least partially inset into a housing recess. 29 34. The improved propulsor of claim 33 wherein gas is supplied to the housing recess. WO 97/26182 PCT/US96/00809 26 1 35. The improved propulsor of claim 33 wherein a labyrinth seal restricts 2 fluid leakage around the rotor vane ring. 3 36. The improved propulsor of claim 24 wherein the rotor vanes can be run 4 in an essentially full liquid condition at low vehicle speeds.
37. The improved propulsor of claim 24 wherein at least part of the gas 6 flow supplied to the rotor vanes is from an engine exhaust. 7 38. The improved propulsor of claim 24 which further comprises fluid flow 8 straightening vanes positioned downstream of the rotor vanes. 9 39. The improved propulsor of claim 24 which further comprises a steering and fluid flow blocking mechanism with said steering and fluid flow blocking 11 mechanism capable of blocking a majority of fluid discharge in an aft direction 12 such that said fluid discharge is then redirected to a first maneuvering device that 13 is capable of providing maneuvering forces over at least a majority of 180 degrees 14 of rotation and wherein said first maneuvering device includes a nozzle and said nozzle has a discharge opening that is biased to one side of a centerline of said 16 first maneuvering device. 17 40. The improved propulsor of claim 39 wherein said first maneuvering 18 device includes a water separating step. 19 41. The improved propulsor of claim 39 which further comprises a second maneuvering device with movement of said first and said second maneuvering 21 device in communication. 22 42. In an improved propulsor for propelling a marine vehicle, said 23 improved propulsor including a fluid inlet structure, a rotor having rotor vanes 24 capable of accelerating fluids when rotating, said rotor vanes at least over a part of their length in the direction of fluid flow disposed internally to structure that 26 extends essentially around a full 360 degree periphery of said rotor vanes, and 27 rotor drive means, the improvement comprising: 28 a portion of the fluid inlet structure is forward of radially extending 29 portions of the rotor vanes such that said inlet structure causes a blocking of liquid flow to the rotor vanes over at least a majority of 180 degrees of rotor rotation; WO 97/26182 PCT/US96/00809 27 1 gas supply means upstream of at least a portion of said rotor vanes with 2 said gas supply supplying gas to said rotor vanes during a majority of 180 degrees 3 of rotor rotation that is blocked from receiving liquid flow whereby there is a 4 substantial separation of gases and liquids upstream of said rotor vanes when said rotor is rotating and when the improved propulsor is propelling the marine vehicle 6 at high speeds. 7 8 43. The improved propulsor of claim 42 wherein a waterline separates the 9 gas flow and the liquid flow upstream of said rotor vanes.
44. The improved propulsor of claim 42 which further comprises a rotor 11 vane ring that is in mechanical communication with and proximal a 360 degree 12 periphery of said rotor vanes. 13 45. The improved propulsor of claim 44 wherein said rotor vane ring is at 14 least partially inset into a housing recess.
46. The improved propulsor of claim 45 wherein gas is supplied to the 16 housing recess. 17 47. The improved propulsor of claim 45 wherein a labyrinth seal restricts 18 fluid leakage around the rotor vane ring. 19 48. The improved propulsor of claim 42 wherein at least part of the gas flow supplied to the rotor vanes is from an engine exhaust. 21 49. The improved propulsor of claim 42 which further comprises a 22 common lubrication supply for multiple rotor shaft bearings with said lubrication 23 supply filled from inside the vehicle. 24 50. The improved propulsor of claim 42 which further comprises a steering and fluid flow blocking mechanism with said steering and fluid flow blocking 26 mechanism capable of blocking a majority of fluid discharge in an aft direction 27 such that said fluid discharge is then redirected to a first maneuvering device that 28 is capable of providing maneuvering forces over at least a majority of 180 degrees 29 of rotation and wherein said first maneuvering device includes a nozzle and said nozzle has discharge opening that is biased to one side of a centerline of said first 31 maneuvering device. WO 97/26182 PCT/US96/00809 28 1 51. The improved propulsor of claim 50 wherein said first maneuvering 2 device includes a water separating step. 3 52. The improved propulsor of claim 50 which further comprises a second 4 maneuvering device with movement of said first and said second maneuvering device in communication. 6 53. In an improved propulsor for propelling a marine vehicle with said 7 improved propulsor including a rotor having rotor vanes, a liquid flow to said rotor 8 vanes when said rotor is rotating and propelling the marine vehicle, and said rotor 9 vanes capable of accelerating fluids when said rotor is rotating to thereby provide propulsive thrust, the improvement comprising: 11 structure enclosing a lower portion of said rotor vanes over at least a 12 majority of 180 degrees of rotation of said rotor; 13 a gas flow supplied to a forward portion of said rotor vanes when the rotor 14 is rotating and the improved propulsor is propelling the marine vehicle at high speeds, said rotor vanes receive primarily gases from the gas flow over at least a 16 majority of 180 degrees of said rotor's rotation and receive primarily liquids from 17 the liquid flow over at least a majority of 180 degrees of said rotor's rotation with 18 said gas flow and said liquid flow principally separated upstream of the rotor vanes 19 when the rotor is rotating and propelling the marine vehicle at high speeds; and which further comprises a rotor vane ring that is in mechanical communication 21 with and proximal a 360 degree periphery of said rotor vanes. 22 54. The improved propulsor of claim 53 wherein a waterline separates the 23 gas flow and the liquid flow upstream of said rotor vanes. 24 55. The improved propulsor of claim 53 which further comprises a fluid flow separating means positioned forward of said rotor vanes. 26 56. The improved propulsor of claim 55 wherein said fluid flow separating 27 means is, at least in part, a structural discontinuity. 28 57. The improved propulsor of claim 55 wherein the fluid flow separating 29 means comprises an inlet flow directing device such that adjustment of said inlet flow directing device can accomplish a varying of the level of the waterline 31 upstream of the rotor vanes. WO 97/26182 PCT/US96/00809 29 1 58. The improved propulsor of claim 57 wherein the inlet flow directing 2 device comprises, at least in part, a curvilinear surface with said curvilinear 3 surface, at least during part of its operation, is exposed to inlet fluid flow. 4 59. The improved propulsor of claim 58 wherein said flow directing device is rotatable. 6 60. The improved propulsor of claim 57 wherein the inlet flow directing 7 device comprises, at least in part, a flap-like device. 8 61. The improved propulsor of claim 57 wherein the inlet flow directing 9 device regulates, at least partially, gas flow to the rotor vanes.
62. The improved propulsor of claim 53 wherein a debris cutting device 11 is positioned proximal to and forward of forward radial portions of the rotor vanes 12 such that rotor rotation causes a cutting action between the rotor vanes and the 13 debris cutting device and where said debris cutting device can be removed through 14 an inspection port.
63. The improved propulsor of claim 53 wherein the rotor vanes can be run 16 in an essentially full liquid condition at low vehicle speeds. 17 64. The improved propulsor of claim 53 wherein at least part of the gas 18 flow supplied to the rotor vanes is from an engine exhaust. 19 65. The improved propulsor of claim 53 which further comprises fluid flow straightening vanes positioned downstream of the rotor vanes. 21 66. The improved propulsor of claim 53 which further comprises a 22 common lubrication supply for multiple rotor shaft bearings with said lubrication 23 supply filled from inside the vehicle. 24 67. The improved propulsor of claim 53 which further comprises a steering and fluid flow blocking mechanism with said steering and fluid flow blocking 26 mechanism capable of blocking a majority of fluid discharge in an aft direction 27 such that said fluid discharge is then redirected to a first maneuvering device that 28 is capable of providing maneuvering forces over at least a majority of 180 degrees 29 of rotation and wherein said first maneuvering device includes a nozzle and said nozzle has discharge opening that is biased to one side of a centerline of said first 31 maneuvering device. WO 97/26182 PCTIUS96/00809 1 68. The improved propulsor of claim 67 wherein said first maneuvering 2 device includes a water separating step. 3 69. The improved propulsor of claim 67 which further comprises a second 4 maneuvering device with movement of said first and said second maneuvering device in communication. 6 70. In an improved propulsor for propelling a marine vehicle with said 7 improved propulsor including a rotor having rotor vanes, a liquid flow to said rotor 8 vanes when said rotor is rotating and propelling the marine vehicle, and said rotor 9 vanes capable of accelerating fluids when said rotor is rotating to thereby provide propulsive thrust, the improvement comprising: 11 structure enclosing a lower portion of an outer periphery of said rotor vanes 12 over at least a majority of 180 degrees of rotation of said rotor; a gas flow 13 supplied to a forward portion of said rotor vanes when the rotor is rotating and the 14 improved propulsor is propelling the marine vehicle at high speeds; and said rotor vanes receive primarily gases from the gas flow over at least a majority of 180 16 degrees of said rotor's rotation and receive primarily liquids from the liquid flow 17 over at least a majority of 180 degrees of said rotor's rotation with said gas flow 18 and said liquid flow primarily separated upstream of the rotor vanes when the rotor 19 is rotating and propelling the marine vehicle at high speeds.
71. The improved propulsor of claim 70 wherein a waterline separates the 21 gas flow and the liquid flow upstream of said rotor vanes. 22 72. The improved propulsor of claim 70 which further comprises a fluid 23 flow separating means positioned forward of said rotor vanes. 24 73. The improved propulsor of claim 72 wherein said fluid flow separating means is, at least in part, a structural discontinuity. 26 74. The improved propulsor of claim 72 wherein the fluid flow separating 27 means comprises an inlet flow directing device such that adjustment of said inlet 28 flow directing device can accomplish a varying of the level of the waterline 29 upstream of the rotor vanes. WO 97/26182 PCTIUS96/00809 31 1 75. The improved propulsor of claim 74 wherein the inlet flow directing 2 device comprises, at least in part, a curvilinear surface with said curvilinear 3 surface, at least during part of its operation, is exposed to inlet fluid flow. 4 76. The improved propulsor of claim 75 wherein said inlet flow directing device is rotatable. 6 77. The improved propulsor of claim 74 wherein the inlet flow directing 7 device comprises, at least in part, a flap-like device. 8 78. The improved propulsor of claim 74 wherein the inlet flow directing 9 device regulates, at least partially, gas flow to the rotor vanes.
79. The improved propulsor of claim 70 which further comprises a rotor 11 vane ring that is in mechanical communication with and proximal a 360 degree 12 periphery of said rotor vanes. 13 80. The improved propulsor of claim 70 wherein a debris cutting device 14 is positioned proximal to and forward of forward radial portions of the rotor vanes such that rotor rotation causes a cutting action between the rotor vanes and the 16 debris cutting device and where said debris cutting device can be removed through 17 and inspection port. 18 81. The improved propulsor of claim 70 wherein the rotor vanes can be run 19 in an essentially full liquid condition at low vehicle speeds.
82. The improved propulsor of claim 70 wherein at least part of the gas 21 flow supplied to the rotor vanes is from an engine exhaust. 22 83. The improved propulsor of claim 70 which further comprises fluid flow 23 straightening vanes positioned downstream of the rotor vanes. 24 84. The improved propulsor of claim 70 which further comprises a steering and fluid flow blocking mechanism with said steering and fluid flow blocking 26 mechanism capable of blocking a majority of fluid discharge in an aft direction 27 such that said fluid discharge is then redirected to a first maneuvering device that 28 is capable of providing maneuvering forces over at least a majority of 180 degrees 29 of rotation and wherein said first maneuvering device includes a nozzle and said nozzle has a discharge opening that is biased to one side of a centerline of said 31 first maneuvering device. 32 The improved propulsor of claim 84 wherein said first manoeuvring device includes a water separating step.
86. The improved propulsor of claim 84 which further comprises a second manoeuvring device with movement of said first and said second manoeuvring device in communication.
87. An improved propulsor for propelling a marine vehicle substantially as herein described with reference to any one or more of the accompanying drawings. or