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(11) | EP 0 426 604 A1 |
| (12) | EUROPEAN PATENT APPLICATION |
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| (54) | New power ship and vessel and/or fluid propulsory systems with new thrust hydrodynamic reaction wheels and/or new thrust hydrodynamic axial flow reaction turbines |
| (57) These propulsory systems consist of,one and/or more, single and/or multi-stage,thrust
hydrodynamic reaction wheels (TYRW) and/or thrust hydrodynamic axial flow reaction
turbines (TYAFRT) ,mounted at any desired place on the vessel all along it. The TYRW resemble to, a wagon wheel,whose spokes are hydrodynamic blades, and/or a conventional propeller, which bears on the circumference of its blades an annular ring,and consist of,an annular ring [1(1),2(1,3,6, 7,8),9(2,3)] properly formed,which bears on its internal surface,in one and/or more stages along it,radially arrayed hydrodynamic blades, and/or conventional propellers [1(2),2(2)],with and/or without various types of hydrodynamic cages [5,6,7,8,9,10(1,2,4),11(1),12(1), 13(1,2,3),14(1,2,3),15(1,2,3),16(1,2,4),17(1,2,3)] and/or hub [3(1),4(1)],within of which hydrodynamic cages they revolve freely (turbines)(13,14,15,16,17). They are driven mainly by their circuference,by the known conventional ways of transfering and/or putting wheels in circular motion by their circumference (5,6, 7,8,9,10,11,12,13,14,15,16,17,20,21),in order to make completely useful the properties of the wheels, benefiting from the mechanical advantage of force which results and having as a result: 1.The convertion of the low torque and high speed of the driving engine, into, high torque and low speed of the thrust hydrodynamic reaction wheel and 2. Making advantageous the using of high speed conventional land engines in ship and vessel propulsion,and 3.Making feasible the installation of more propulsory systems all along the vessel according to the push-pull propulsory system (23,25,28). |
[0001] The invention refers to a new power ship and vessel and/or fluid propulsory systems,which consists of, new thrust hydrodynamic reaction wheels and/or new thrust hydrodynamic axial flow reaction turbines.
[0002] These propulsory systems consist of,one and/or more, single and/or multi-stage, thrust hydrodynamic reaction wheels and/or thrust hydrodynamic axial flow reaction turbines,mounted at any desired place on the vessel, according to the rules of mechanics and of hydrodynamic propulsion.
[0003] The thrust hydrodynamic reaction wheels resemble to, a wagon wheel,whose spokes are hydrodynamic blades, helicoid or not helicoid,and/or conventional propeller,which bears on the circumference of its blades an annular ring,and consists of, one annular ring properly formed,which bears on its internal surface,in one and/or more stages along it,radially arrayed hydrodynamic blades ,helicoid or not helicoid, and/or conventional propellers,with and/or without various types of hydrodynamic cages and/or hub,within of which hydrodynamic cages they revolve freely (turbines),been supported or not supported by the hydrodynamic cages, thru one and/or more axles,fixed and/or revolving,with and/or without ball bearings, wheels,and/or gears, driving and/or not driving,fixed and/or revolving. They are driven mainly by their circuference,by the known conventional ways of transfering circular motion by wheels and/or putting wheels in circular motion by their circumference,in order to make completely useful the properties of the wheels, benefiting from the maximum possible mechanical advantage of force which results and which is a function of the ratio of the revolutions of the engine to the revolutions of the thrust hydrodynamic reaction wheel, and/or of the diameter of the thrust hydrodynamic reaction wheel to the diameter of the driving wheel, having as a result: 1. The convertion of, the high speed and low torque of the driving engine, into,high torque and low speed of the thrust hydrodynamic reaction wheel,according to the rules of mechanics and of hydrodynamics and 2. Making possible and advantageous the using of relatively low cost,light weight,high speed conventional land engines with light weight shafts,in ship propulsion,and 3.Making feasible from economical and technical points of view the installation of more propulsory systems all along the vessel according to the push-pull propulsory system. The conventional ship and/or fluid propulsory systems, which are known and in use up today,may be found and evaluated in different technical books like:
1. Elements of shipbuilding by E.N.Zografakis -Published by Evgenidion Foundation -Athens 1983 - page 92 and following.
2. Shipbuilding by J.E.Kolliniatis -Published by Evgenidion Foundation -Athens 1983 - page 79 and following.
3. Naval Architecture by B.Baxter - Published by The English Universities Press Ltd. 1967 -page 159 and following.
4. Standard Handbook for Mechanical Engineers by Baumeister & Marks - Seventh & Eighth Editions of the Mc Graw-Hill Book Company - New York - USA. pages 9-186 and following and 11-45 and following of the seventh edition and pages 9-138 and 11-44 and following of the eighth edition.
5. Pumps by K.B.Akritidis - Thessaloniki 1979 -pages 118 and following.
[0004] The purpose of all the mechanical propulsory systems is to convert the kinetic energy provided by the propulsory engine,mainly in the form of the conbination of torque and revolution of a shaft,in thrust along the vessel,in order to overcome the total propulsory resistance of the vessel (Rt).
[0005] Today the most widespread and successful propulsory system is that of the propeller,with different types and variations of propellers,which are driven by a shaft fixed to their hub,and they function freely and/or within a tunnel or a ring,having a propulsory coefficient in the range of EHP/SHP= 0,55 to 0,60 and efficiency of the propeller e=U/P or PHP/SHP= 0,65 to 0,70 , which have the possibility to develop large thrust forces in the range of 0,18 to 0,90 Kg/cm² of the developed surface of their blades. The usual number of thrust propellers,which are placed mainly astern,is limited to 1 to 4 propellers,while those placed within tunnels transversly ahead are intended mainly for maneuvring.
[0006] Propulsory systems providing the installation of more units along the vesel and on different levels appeared from ancient times and are the rowing and sailing ones.
[0007] The installation of more than one propellers,with todays technical status,generally is not considered to be an economic solution.
[0008] In order that the boats develop high speeds they need, on one hand,to have installed disproportionately highly powered engines,because the required power is in function to the cube of the boat's speed (SHP=W2/3V³/C), and on the other hand, to have the right propeller,which will be able to absorb and deliver in thrust, with a satisfactory degree of efficiency,the power provided by the propulsory engine.
[0009] Today the increase in speed of small boats is mainly achieved by the installation of high power,high speed, light weight,expensive sea engines with small diameter propellers,and the decrease of the weight of the boat and the elevation of it in order to decrease its propulsory resistance. Disadvantages of this solution are mainly its high cost,the decrease of the stability of the boat,and the shocks which make it even impossible for the boat to run at rough seas.
[0010] For the big boats the solution to the problem of the improvement of their speed is limited to the selection of an economical,relatively low speed,with bulky, heavy, low speed,expensive sea engines,with heavy shafts and reduction gears,and the use of big diameter,heavy, slow moving,high power propellers. In fact,the possibilities of installing more such units are limited and clearly antieconomical.
[0011] The invention,as it is described,aims to the improvement of the above mentioned disadvantages of the conventional ship and/or fluid propulsory systems,so that,to improve their efficiency and the competability of sea transportations.
[0012] Basic elements and characteristics of the invention are:
A. The use of thrust hydrodynamic reaction wheels and/or thrust hydrodynamic axial flow reaction turbines,single and/or multi-stage,in different combinations and variations,mounted to any desired point of the vessel, according to the rules and needs of the hydrodynamic propulsion and mechanics,which are driven mainly by their circumference,by the conventional ways of transfering and/or putting in circular motion wheels, as it is shown and graphically in the attached drawings No 1 to 28.
A thrust hydrodynamic reaction wheel resembles to a wagon wheel and/or cart wheel,whose spokes are hydrodynamic blades, helicoid and/or not helicoid, with and/or without hub,and/or a conventional propeller,which bears on the circumference of its blades an annular ring (ring,wreath),and consists of:
1.A solid annular ring (ring,wreath),figures No 1,2,3,4, of different types and shapes,figures No 2,4,9(2,3), properly formed and/or equiped with: I.Antisliding coating,e.g. from rubber,to the place where it is needed,for driving by contact by an other proper driving wheel,figures No 5,8, of the attached drawings. II.Cutting off and/or placing of gear wheels for driving by gear wheels and/or chain wheels, figures No 2,4,5,6, 7,8,of the attached drawings. III.Cutting off and/or placing of pulleys for belt drive,figure No 6,of the attached drawings. IV.Formation of proper regions for thrust, sealing,supporting by the caging thru axles, wheels, gears,rings, ball-bearings,revolving and/or not revolving,mainly for the case where there is no hub, figure No 17,of the attached drawings.
In this way the thrust hydrodynamic reaction wheel can be driven tangentially from its circumference by the conventional methods of transfering and/or putting in circular motion wheels,and/or be supported properly by the caging,in the case where there is no hub,figures No 11,12,17,of the attached drawings. In case where there is a hub the thrust hydrodynamic reaction wheel is preferably supported by him thru only one axle,figures No 13,14,15,16, of the attached drawings,and the whole construction is more simple and less bulky.
2. One and/or more stages radially arrayed hydrodynamic blades, helicoid and/or not helicoid,with and/or without hub,figures No 1,2,3,4,18,19, and/or conventional propellers,figures No 1,2(2),19,properly attached to the internal surface of the annular ring,by the known methods of the technology,such as: simultaneous molding, planting-wedging,welding,part assembling,joining single stage wheels etc..
A thrust hydrodynamic axial flow reaction turbine consists of: 1. An hydrodynamic cage (shell) which is composed of mainly three parts,the entrance/inlet,the exit/outlet and the trunk,which it is possible to be attached permenently and by will to one of the other parts,figures No 13,14,15,16,17(1,2,3) of the attached drawings. 2. One and/or more revolving thrust hydrodynamic reaction wheels,figures No 13,14(8),15, 16(6,7),17(9,10) of the attached drawings. 3. Fixed leading-supporting reaction blades placed by the inlet and outlet of the turbine,figures No 13,14(5,6),15, 16(8,9) of the attached drawings. 4. One and/or more stages of fixed leading reaction blades and/or fixed thrust hydrodynamic reaction wheels,placed between the revolving ones, figures No 16(4),17(6,11) of the attached drawings.
Within the cage revolve freely one and/or more thrust hydrodynamic reaction wheels been supported by the cages thru one and/or more axles,fixed and/or revolving, with and/or without ball bearings,wheels,and/or gears, driving and/or not driving,fixed and/or revolving,been driven mainly by their circumference,by the known conventional ways of transfering and/or putting in circular motion wheels. These turbines can be properly mounted to any desired point of the vessel,by nearly the same way by which are mounted aircraft turbines on airplanes' body and wings,figures No 23,24,25,26,27,28, of the attached drawings.
The thrust hydrodynamic reaction wheel plays an important role in the whole propulsory system because:
1. Acts like a fly-wheel storing bit amounts of kinetic energy,which he delivers immediately for the propulsion of the fluid thru its blades,and from them as a reaction to the propulsion of the vessel ( P=Mv or P=Fv where F=Ma-Rt & a=dv/dt ). The kinetic energy of the annular ring is K=1/2Iω² and its rotational inertia I=M/2 (R₁²+R₂² ) with maximum value of torque τ=rF,because the force is acting tangentially and at right angle to the radious of revolution r.
2. It blocks the quantity of fluid that enters into it,does not allow it to diffuse by centrifugal forces,and propels it stadily with its blades by one pitch accelerating it,acting in this way like a perfect accelerator or reactor,with a much higher degree of efficiency than the conventional propeller,because operationally wise resembles to the axial flow reaction water-turbines,which have a high degree of efficiency around 90% (page 9-138 and following of the Standard Handbook for Mechanical Engineers by Baumeister & Marks,8th edition). It can develop very big amounts of thrust in relatively smaller volumes and higher speeds of revolution (multi-stage THRW),properly fitted to the particular configurations of the propulsory engine, the propulsory system, and the vessel on which it will be used.
3. It is possible for the TYRW to be driven by its circumference by the known conventional ways of transferring and/or putting wheels in circular motion,with the relevent mechanical advantages mentioned above.
4. Makes it possible the construction of turbines which are driven by their circumference,figures No 13,14,15,16,17,20, of the attached drawings,and for this reason they can be easily mounted to any proper place of the vessel,having at the same time the possibility to turn around.
[0013] The annular ring,the blades and/or the hub of the thrust hydrodynamic reaction wheel (THRW),compose a new unique trust hydrodynamic reaction mechanism,which in combination with the way it is driven tangentially by its circumference,opens new horizons for the development of new sophisticated dynamic ship and/or fluid propulsory systems.
[0014] B. The way the TYRW is driven tangentially by its circumference ,figures No 5,6,7,8, is decisive and of primary importance for the development of the said ship and/or fluid propulsory systems because of:
1. We are making completely worthy the properties of the wheels for kinetic energy
transmission and achieve,in this way,the convertion of,the high speed of revolution
and relatively low torque of the conventional,relatively low cost ,small volume, and
light weight,land engines, into,high torque and low speed of revolution of the TYRW,due
to the large mechanical advantage of force which results, and which is a function
of the number of revolutions of the propulsory engine to the number of revolutions
of the TYRW and/or of the diameter of the TYRW to the diameter of the driving wheel,
according to the rules of mechanics and hydrodynamics.
For example,a conventional car engine which delivers 100 kilos of torque at 6000 revolutions
per minute,can deliver 5000 kilos of torque to the shaft of a TYRW of a diameter of
e.g. 4 meters, which is required to revolve with a speed of 120 revolutions per minute.
According to the mechanical advantage of force which is equal to 6000:120=50 we have
the application of a torque equal to 100X50=5000 Kilos on the shaft of revolution
of the TYRW,which has to revolve with 120 revolutions per minute.
2.Becomes feasible from technical point of view, and advantageous from economical point of view,the use of the conventional high speed land engines,in ship and/or fluid propulsion.
3.Becomes feasible,from technical point of view,the construction of a new type of thrust hydrodynamic axial flow reaction turbines (TYAFRT),as they are described above,which are driven by their circumference,because of they are using the thrust hydrodynamic reaction wheels (TYRW), which have this possibility,figures No 13,14,15,16,17,of the attached drawings.These turbines can be mounted to any suitable place of the vessel,into the sea,and can properly turn around for its steering.
4.In combination with the above mentioned advantages,it is feasible,from technical and economical points of view,the installation of more such propulsory systems,all along the vessel and on different levels,according to the push-pull propulsory system.
[0015] C. The use of light weight,high speed,conventional land engines for ship propulsion has important advantages which counterbalance completely and exceed their basic disadvantage which is the consumption of more expensive fuels. The most important advantages are:
1.The initial,relatively low cost,for their acquisition.
2.They are light weight and have small volume with a result the increase of the explotable area of the vessel.
3.They can be mounted easily at any apt place of the vessel,and thus,increase considerably the installed propulsory power of the vessel,and develop higher speeds.
4.They need no preparation time for their start up which is immediate.
5.They are serviced and replaced easily at low cost.
[0016] D. The possibility of installing more propulsory units of TYRW and/or TYAFRT,all along the vessel,and/or on different levels,and generally on any desired place on it,according to the rules of mechanics and hydrodynamic propulsion and the needs of the push - pull propulsory system,and,in combination with the using of light weight,high speed,conventional land engines of small volume and relatively small value,gives important advantages such as like.:
1.The possibility of absorbing and delivering in propulsory force,and hence to greater speed,of greater installed propulsory power. It is much like having more rowing slaves in an ancient trireme and/or a multi-masted vessel.
2.The reduction of the wave-making resistance and generally of the more important factors that compose the rest of resistance Rr,besides air resistance and the appendages' resistance,due to the fact that the waters move backwards all along the vessel,and the placement of propulsory systems in front of the center of gravity of the vessel, where the factor of suction becomes positive.
3.The increase of the stability of the vessel at rough seas,because the vessel rests in a way on more points from which it is even possible to rise or sink at will,when the vessel is moving.
4.The possibility of maneuvring and steering of the vessel,because of the installed propulsory systems have the possibility to turn around properly for this purpose.
[0017] Various ways of application of the invention are described indicatively below,with reference to the drawings which explain only a particular case,where:
Figures No 1 & 2 show a front view and a side view in full section of a thrust hydrodynamic reaction wheel (TYRW) with three different formations of its annular ring. The figures show a TYRW with hub,which resembles to a wagon or cart wheel and/or a conventional annular ring-bearing propeller,and which is consisting of an annular ring (1) in the interior of which are fixed and supported four hydrodynamic blades (2) with hub (5),and/or a conventional propeller (2,5) with an annular ring (1). The TYRW is support by the axle (4) and has its annular ring properly formed (3) in order to be driven by its circumference. Its interior surface may be a straight,inclining or declining line (6).In groove (7) is placed a ring to smoothen and/or seal the flow.
Figures No 3 & 4 show a TYRW like the previous one without hub (1).
Figure No 5 shows a TYRW (1) which is driven tangentially by its circumference (1) by the driving wheel (2). Boath wheels either have proper antisliding coating from e.g.rubber and/or they are gear wheels.
Figure No 6 shows a TYRW (1) which is driven by the driving wheel (2) thru a belt and/or a chain. Boath wheel surfaces are properly formated to pulleys and/or are furnished with pulleyes and/or chain gears.
Figure No 7 shows a TYRW (1) which has side cogs and/or gear and is driven by the tooth wheel (2).
Figure No 8 showes tow TYRW (1) which are driven tangentially by the driving wheel (2),of the driving shaft (3) and its body (4). Boath wheels either have an antisliding coating from e.g.rubber or they are,and/or are furnished with,gear wheels.
Figure No 9 shows a TYRW (1) with two different possible hydrodynamic formations of its annular ring for use in the simplest case without cage,figure No 26.
Figure No 10 shows a TYRW within two different types of independent fixed cages from which the TYRW is not supported. Its shape is hydrodynamic and looks like a drop of water,an apple and/or an egg in the lower part of which it is fitted a TYRW in a tunnel. They consist of the cover (1,2,3) and the base (4) which is fastened steadily on the vessel. The cage is fixed and can not turn around.
Figure No 11 shows a TYRW without hub,which is supported by a cage (1) thru four axles (5) and wheels and/or gears (4),which revolve together with the TYRW and support it. The TYRW is driven by the tooth wheel (3), which is driven by the shaft (2). The cage leans on points (6) and can turn around the vertical axle which passes thru their centers.
Figure No 12 shows a TYRW without hub which is supported by a cage (1) thru four axles (5) and gears and/or special wheels with antisliding coating (4) which revolve together with the TYRW and support it. The TYRW is driven by 4 gears and/or wheels which are driven by a double gear with internal cogs (6) which is driven by the gear (3) and the driving axle (2). The cage leans on points (7) and can turn around the vertical axle that passes thru their center.
Figure No 13 shows a TYRW with hub (8) within a fixed hydrodynamic cage (1,2,3). The cage and the TYRW are supported by the axle (9) which comes out of the vessel. The cage is composed of : 1. The entrance or inlet (1) with the leading or supporting - reaction blades of entrance (5). 2. The exit or outlet (3) with the leading or supporting - reaction blades of exit (6). 3. The trunk (2) with the lid (12) from which enters the driving wheel (4) and drives the TYRW (8).4.The exit thrust- exhaust cap (7). 5. The inlet thrust cap (13). 6. The sealing or flow smoothing rings (11). 7. The ball bearings (10). The driving wheel (4) can be placed in an hydrodynamic cage and be sealed. The axle and/or the TYRW can rest on ball bearings and revolve accordingly (9). This construction is intended mainly for a fixed stern mounting on the vessel. The whole construction may be considered to constitute an elementary single stage, fixed and not turning around TYAFRT.
Figure No 14 shows aTYRW with hub (8) within an independent and self-sufficient hydrodynamic cage,from which it is supported thru the axle (9).This gear has the possibility to be mounted at any desired place on the vessel,with the proper supports (figures No 24 & 25) and turn around the axis which passes thru the centers of the supporting points (12,13) all along the driving shaft (4). The point (14) shows the inlet thrust cap. For the rest it is valid what is mentioned above for figure No. 13.
Figure No 15 shows a two-stage thrust hydrodynamic axial flow reaction turbine (TYAFRT) which consists of: 1.Two TYRW with hub (6,7), which revolve in opposite directions and are driven by their circumference by the driving wheel (5). 2.The entrance or inlet (1) with the leading or supporting - reaction blades of entrance (9). 3.The trunk (2) which bears the lid (4) for the entrance and basing of the driving wheel (5). 4. The exit or outlet (3) with the leading or supporting - reaction blades of exit (8). 5.The supporting axle with the inlet/outlet caps (10,11) and the thrust and supporting ball bearings (12,14). 6. The sealing or flow smoothing rings (13). The TYAFRT has the possibility to be mounted at any desired place on the vessel and can turn around the axis which comes thru the center of the driving shaft (5) with proper mounting and fitting to serve this purpose (figures No 24,25).
Figure No 16 shows a three-stage TYAFRT which consists of two TYRW (6,7) which revolve in opposite directions driven by the driving wheel (5) and one fixed leading -reaction TYRW (4) placed between the two revolving ones. For the rest it is valid what is mentioned above for the figure No 15.
Figure No 17 shows a four-stage TYAFRT without hub,with two stages revolving and two stages fixed blades,which consists of: 1.The entrance or inlet (1). 2.The trunk (3). 3.The exit or outlet (2). 4.The driving wheel (4). 5.Two stages of revolving blades (9,10). 6.Two stages fixed blades (6,11). 7.The double gear with the internal and external threads (7) which is driven by the driving wheel (4) and drives the gear wheels (8) which are supported by the axle (5) which revolves when the gears are fixed to it or remains still when the gears revolve to it. By these gears are driven the TYRW (9,10). 8.The sealing or flow smoothing rings (12) and the thrust bearings (13). This TYAFRT can also be mounted at any desired place on the vessel and turn around the driving shaft (4) like the previous TYAFRT. Functions like a whirl and it is not blocked easily by foreign things which might enter into it while working. In order to increase its exhaust pressure,its inlet and outlet may be transformed like the previous TYAFRT and be furnished also with a fixed hub around which the blades can turn.
Figure No 18 shows the joining of more TYRW (1)(five) without hub,in a way that their blades to form a continuous complete pitch of 360° long. The joining can be made by the known methods of technology as they are mentioned and above.
Figure No 18 shows the opening of proper wholes in the ring and the fitting of the right wedges (2,3).
Figure No 19 shows also the joining of more TYRW with hub.
[0018] According to the very first propulsion theory the propeller is assumed to act like a screw in a nut allowing for slip because of the medium and it would play no role if it were only a small part of a complete thread of a screw. The momentum theory assumes that the propeller acts like an accelerator to the water passing thru it and the reaction so caused produces a thrust forward which propels the ship. Here the volume of the water accelerated and the speed it acquires play an important role because it is their product that gives the thrust needed for the ship propulsion. Each blade of the TYRW forms with the hub and the ring a slice of a cylinder the volume of which is swept by a complete revolution of the blade by 360° and its contenue is shifted by a distance equal to the length of the cylinder. The maximum value of this volume and displacement by one revolution of the blade is equal to and limited to a complete pitch (thread) of it. Hence, the addition of TYRW up to this point has as a result the increase to the square of its power because we have proportional increase of its volume and speed. The addition of more TYRW above this point of 360° of thread would have no propulsory result,unless they would have a steeper pitch,but they would smoother the flow of the water. For this reason they may take any desired value overcoming only their resistance and benefiting from the regulation of the flow. In this way it is achieved the creation of very powerful propulsion mechanisms,smaller in diameter and longer,which can revolve at higher speeds.The multi-stage TYRW resembles to a multi-thread screw which bears an annular ring.
Figure No 20 shows the mounting of seven multi-stage TYRW (5) within a cage (1) which are driven from their circumference by the twin gear (4) which is driven by the driving wheel (6). The TYRW are supported by the cage thru the hydrodynamic leading or supporting - reaction blades of entrance and exit (2,3) and they are not in contact with each other besides the three vertical ones in order to transfer the motion to the central TYRW.
Figure No 21 shows the possibility of mounting more TYRW in line and their driving tangentially between each other.
Figure No 22 shows an assemblable TYRW which is wedging at the points (1,2) and bears firmly externally on its circumference and internally in its hub a ring (3).
Figures No 23,24,25,26,27 & 28 show ship propulsory systems which use TYRW and TYAFRT.
Figures No 23 & 28 show a push - pull propulsory system with nine and ten TYRW mounted all along the vessel respectively.
Figures No 24 & 27 show the mounting of TYRW & TYAFRT by the sides of the vessel without hydrodynamic wings.
Figure No 27 shows a fixed mounting while figure No 24 shows a mounting having the possibility to turn around.
Figure No 25 shows the mounting of TYAFRT by the sides of the vessel with up and down hydrodynamic wings and possibility to turn around,as well as, the mounting of a TYAFRT ahead under the keel of the vessel with possibility to turn around by 360°.
Figure No 26 shows the mounting of two TYRW without cage on the stern of the vessel,which are driven tangentially by the same driving wheel and are supported by two hydrodynamic up and down wings. A similar construction can be mounted ahead of the vessel too.
1. A solid annular ring (ring,wreath),(figures No 1,2,3,4),of different types and
shapes[figures No 2,4, 9(2,3)],properly formed and/or epuiped with:
I.Antisliding coating,e.g.from rubber,to the place where it is needed,for driving
by contact by an other proper driving wheel(figures No 5,8, of the attached drawings).
II.Cutting off and/or placing of gear wheels for driving by gear wheels and/or chain
wheels(figures No 2,4,5,6, 7,8,of the attached drawings). III.Cutting off and/or placing
of pulleys for belt drive(figure No 6,of the attached drawings). IV.Formation of proper
regions for thrust, sealing,supporting by the caging thru axles, wheels, gears,rings,
ball-bearings, revolving and/or not revolving,mainly for the case where there is no
hub, (figure No 17,of the attached drawings). In this way the thrust hydrodynamic
reaction wheel can be driven tangentially from its circumference by the conventional
methods of transfering and/or putting in circular motion wheels,and/or be supported
properly by the caging,in the case where there is no hub(figures No 11,12,17,of the
attached drawings). In case where there is a hub the thrust hydrodynamic reaction
wheel is preferably supported by him thru only one axle(figures No 13,14,15, 16, of
the attached drawings)and the whole construction is more simple and less bulky.
2. One and/or more stages radially arrayed hydrodynamic blades, helicoid and/or not helicoid,with and/or without hub(figures No 1,2,3,4,18,19) and/or conventional propellers[figures No 1,2(2),19]properly attached to the internal surface of the annular ring,by the known methods of the technology,such as: simultaneous molding, planting-wedging,welding,part assembling,joining single stage wheels etc..