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WO1996008407A1 - Systeme de propulsion sous-marin a handicap ponderal reduit - Google Patents

Systeme de propulsion sous-marin a handicap ponderal reduit Download PDF

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Publication number
WO1996008407A1
WO1996008407A1 PCT/US1994/010319 US9410319W WO9608407A1 WO 1996008407 A1 WO1996008407 A1 WO 1996008407A1 US 9410319 W US9410319 W US 9410319W WO 9608407 A1 WO9608407 A1 WO 9608407A1
Authority
WO
WIPO (PCT)
Prior art keywords
propeller
diver
tank
motor
propulsion system
Prior art date
Application number
PCT/US1994/010319
Other languages
English (en)
Inventor
Kenneth W. Culotta
Original Assignee
Culotta Kenneth W
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to US08/074,368 priority Critical patent/US5365868A/en
Priority claimed from US08/074,368 external-priority patent/US5365868A/en
Application filed by Culotta Kenneth W filed Critical Culotta Kenneth W
Priority to AU80707/94A priority patent/AU8070794A/en
Priority to PCT/US1994/010319 priority patent/WO1996008407A1/fr
Publication of WO1996008407A1 publication Critical patent/WO1996008407A1/fr

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Classifications

    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63B—APPARATUS FOR PHYSICAL TRAINING, GYMNASTICS, SWIMMING, CLIMBING, OR FENCING; BALL GAMES; TRAINING EQUIPMENT
    • A63B35/00—Swimming framework with driving mechanisms operated by the swimmer or by a motor
    • A63B35/08—Swimming framework with driving mechanisms operated by the swimmer or by a motor with propeller propulsion
    • A63B35/12—Swimming framework with driving mechanisms operated by the swimmer or by a motor with propeller propulsion operated by a motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C11/00—Equipment for dwelling or working underwater; Means for searching for underwater objects
    • B63C11/46—Divers' sleds or like craft, i.e. craft on which man in diving-suit rides

Definitions

  • a problem with hand held devices is that they fatigue the scuba diver's arms inasmuch as he has to "hang on” as he is pulled through the water.
  • Another problem with prior art components is that they restrict the scuba diver's ability to function "hands free” since he must carry the device.
  • Yet another problem is that it restricts a scuba diver's mobility since he must be able to let go of the device in order to use his hands. In this instance, the diver must be able to, in some fashion, secure the device by resting it in some suitable place, or tethering it to something.
  • Another solution would be to reduce the size and weight of the battery.
  • the problem here is that a practical, rechargeable battery such as a sealed lead-acid battery has low energy density, meaning that a smaller and lighter battery has less power. This of course results in reduced operating time for the device. Therefore, to obtain a reasonable operating time for the device, the excessive weight and size of the more practical battery must be incurred.
  • Another problem is the proper location of the propulsion device that is attached to scuba diver's equipment. Having the propulsion device mounted longitudinally parallel to the diver's air tank, but laterally displaced therefrom gives way to at least two undesirable effects.
  • the propulsion device should be placed in a position such that the thrust line is laterally displaced from the diver's center of gravity to the smallest extent possible.
  • a propeller driven underwater propulsion system for use by a scuba diver is taught herein, which underwater propulsion system is to be utilized in conjunction with an air tank to be mounted on the diver's back.
  • An electric motor is utilized for driving the propeller in rotation, with this motor being supplied with electric power from an elongate battery tube secured on each side of the air tank.
  • At least one mounting strap of relatively rigid material encircles the tank and a mid portion of the battery tubes, with means thereon for supporting the electric motor operatively connected to drive the propeller in rotation.
  • Forward and rear motor mounting means are provided for supporting the motor, with the forward support means disposed on the mounting strap at the location of one of the elongate battery tubes.
  • a rear strap of relatively rigid material encircles a rear portion of the one battery tube.
  • An elongate support arm of rigid construction having a forward end and a rear end is utilized, with the angular position of this support arm with respect to the longitudinal centerline of the air tank advantageously being adjustable.
  • the forward and rear motor mounting means are affixed to the support arm at spaced locations thereon, with the forward end of the support arm being supported from the forward support means disposed upon the mounting strap.
  • the rear end of the support arm is supported from the rear strap encircling the rear portion of the one battery tube.
  • the forward end of the elongate arm is mounted for rotation to a limited extent about a pivot point contained in the forward support means, and the rear end of the elongate arm is slidably mounted in an adjustment member mounted on the rear strap.
  • the adjustment member contains an arcuate slot, and tightening means are operatively associated with the elongate arm and the adjustment member for enabling the user to establish a desired angle of inclination of the elongate arm with respect to the longitudinal centerline of the air tank.
  • the angular adjustments of the elongate arm enables the centerline of the motor and the propeller operatively associated therewith to be moved to a selected angle with respect to the centerline of the air tank.
  • a primary object of this invention is therefore to provide a compact, hands-free underwater propulsion arrangement for a scuba diver, that has an adjustable thrust angle that can improve the diver's plane through the water.
  • Another object of this invention is to provide an improved propulsion arrangement for a scuba diver, involving the use of an air tank of lightweight construction for eliminating excess weight, with the aft end of such tank being rounded so as to interact in a highly advantageous manner with a pivotally mounted propeller drive arrangement, with turbulence in the water flowing around the aft end of the tank being minimized by the use of a precisely movable fairing arrangement.
  • Still another object of this invention is to provide a tiltable propeller arrangement driven by a torque transmitting device, preferably an endless drive member, which propeller arrangement can be tilted in unison with the electric motor used for driving the propeller in rotation, thus to improve the angle of plane of the diver as he or she travels through the water.
  • Yet another object of this invention is to provide a highly effective support arrangement for the components of an electric propulsion system intended for underwater use, with an air tank of lightweight construction forming the basic unit upon which the components are mounted in a highly advantageous manner.
  • Yet still another object of this invention is to provide a greatly improved, hands-free propulsion arrangement for a scuba diver, wherein the advantageous placement of the propeller behind the air tank makes operation on the surface of the water readily possible, when such is warranted.
  • Yet still another object of this invention is to provide a propulsion arrangement for a scuba diver in which the motor is effectively isolated from the battery, thus lessening the possibility of an explosion in the unlikely event that arcing takes place at the motor.
  • Yet still another object of this invention is to provide a hands-free propulsion arrangement usable by a scuba diver, that can be produced at a reasonable cost, and with the performance of the propulsion motor being able to be closely controlled at all times by the use of a system controller worn on a convenient location on the diver's forearm.
  • Figure 1 is a view from the rear of my novel propulsion system installed on the back of a diver, this view revealing the centrally disposed air tank, the elongate battery tube mounted on each side of the air tank, and the electric motor utilized for driving the propeller being mounted in an offset relation;
  • Figure 2 is a view representing an enlargement of certain detail shown in Figure 1, and more particularly revealing the arrangement of the propulsion components;
  • Figure 3 is a side view of the diver of Figure 1, this view revealing that the air tank protrudes further rearwardly than the battery tubes, and also showing the low silhouette of the arrangement I prefer to use;
  • Figure 4 is a view representing an enlargement of certain detail shown in Figure 3, and again revealing additional propulsion details;
  • Figure 5 is a split view from the rear looking forward, with the left side of this figure revealing certain details of the drive means for the propeller, and the large opening representing the location where the air tank is received, with the position of the propulsion motor being represented in the upper left portion of the drawing, over one of the battery tubes;
  • Figure 6 is a perspective view revealing certain aspects of the rear portion of my novel propulsion arrangement, this view showing how the angularity of the propulsion motor and the propeller mounting arrangement can be selectively varied;
  • Figure 7 is a side view, to a comparatively large scale, of the elongate support arm utilized to adjustably support the electric propulsion motor;
  • Figure 8 is a side elevational view to a comparatively large scale of the arrangement for supporting and delivering power to the propeller, with the fairing being broken away to reveal internal construction;
  • Figure 9 is a view of the propeller shroud and its mounting arrangement, with certain drive elements removed for clarity;
  • Figure 10 is a perspective view from above in order to show the overall relationship of certain components of the system, with the propeller shroud, air tank, and other elements removed for clarity;
  • Figure 11 is a view of the controller intended to be mounted on the diver's forearm for convenient access in controlling speed of the motor, as well as providing the diver information as to the motor speed and battery condition;
  • Figure 12 is a block diagram of the components associated with control over the propulsion motor.
  • An electric motor 20 furnishes the propulsive effort for my novel underwater propulsion system 10, with the batteries powering the motor 20 being contained in the battery tubes 36 and 38 located on each side of the air tank 12.
  • the motor 20 may for example be a trolling motor, but obviously I am not limited to this.
  • a system controller 143 is worn on a mounting pad secured to the forearm of the diver, in the manner generally illustrated in Figures 1, 2 and 4, and specifically illustrated in Figure 11. Because of the convenient location of the controller 143, the diver is readily able to control the propulsive effort put forth by the motor 20.
  • FIG 3 represents a side view of the principal components of my device, with it to be seen from this figure that the motor 20 is located slightly further out from the diver's body than is the air tank 12.
  • a buoyancy compensator BC
  • the BC may be regarded as an inflatable bladder generally in the configuration of a vest, that is powered off of the air tank used to supply air to be breathed by the diver.
  • One part of the BC involves a valve (not shown), under the control of the diver, and the appropriate manipulation of this valve enables the diver to obtain neutral buoyancy at various depths. It is to be understood that the BC is not per se a part of this invention.
  • the buoyancy compensator has a wide rear strap, or pair of straps.
  • Such rear strap or straps of the BC can be readily passed around a mid portion of the air tank 12, and then tightened to a desired extent.
  • Such a strap location is shown in dashed lines at 14 in Figures 1 and 3, so in a manner of speaking it may be regarded that the air tank 12 forms a support for the propulsion components now to be described.
  • the tank 12 in accordance with this invention has a curved, rounded bottom portion 13, which rounded configuration is utilized for a reason pointed out at length hereinafter.
  • the air tank 12 I prefer to use is made of lightweight material such as fiber-reinforced aluminum, which weighs some 20 pounds less than a tank made of metal. Significantly, this lightweight tank weighs less than the water it displaces, thus providing a lifting effect that helps offset the weight of the additional equipment utilized for propulsion. This arrangement is one of the advantageous aspects of my invention.
  • the air tank 12 provides several important functions in addition to supplying the air to be breathed by the diver, these being to serve as a mounting structure for the entire system; to offset part of the weight of the equipment by being positively buoyant; and to serve as a flow directing means in helping direct the flow of water through the propeller.
  • FIGs 1 and 2 reveal that the adjustably mounted electric motor 20 provides motive power to propeller 22 via a suitable torque transmitting device.
  • a suitable torque transmitting device I prefer to use as the torque transmitting device, an endless drive member 24, which is generally indicated in Figure 2 , and shown in greater detail in Figure 5.
  • Other torque transmitting devices could be utilized within the spirit of this invention, but I prefer to use an endless drive member in view of its simplicity.
  • the endless drive member 24 may be a drive chain of non-metallic material, such as nylatron.
  • the member 24 could also be a toothed belt.
  • the pulleys utilized in conjunction with a toothed belt contain sufficient relief on the side or sides of each pulley, as will permit the escape of the water tending to be trapped between the teeth of the belt and the pulley.
  • the motor 20 in this instance is disposed on the left hand side of the propulsion system, when viewed from the rear.
  • the mounting arrangement for the motor will be described in greater detail hereinafter, but as will be noted in Figures 1 through 4, I use a pair of motor-encircling straps, forward strap 18 and aft strap 19, in conjunction with its support. However, I am not to be limited to this particular position for the motor 20.
  • the output of the motor 20 is furnished by means of pulley 26 to endless drive member 24, and from drive member 24 to the shaft 23.
  • the shaft 23 is slightly visible in Figure 5, but is more clearly visible in Figure 8. It is upon shaft 23 that the propeller 22 is mounted, being held in place by a pin 116; note Figure 8.
  • the propeller 22 is basically located on the longitudinal centerline of the air tank 12 at a location directly behind the air tank, but it is most important to note that the propeller 22 and its support mechanism are not directly carried by the air tank. Rather, the propeller and its support mechanism are arranged such that they may be tilted outwardly in a carefully selected manner, away from direct alignment with the air tank and away from the diver for an appropriate extent. Because of the novel mounting arrangement I utilize, my underwater propulsion system is effectively able to be tilted away from the body of the diver, thus to compensate for the fact that the propulsive effect created by the propeller is offset from the diver.
  • Figure 3 I illustrate the preferred relationship of the air tank 12 to the elongate battery tube 36, thus making clear that the air tank is located somewhat further away from the diver's back than are the battery tubes, and that the motor 20 protrudes outwardly (rearwardly) to a somewhat greater extent than does the air tank. Additionally shown in Figure 3 are the forward mounting strap 42, the mid location mounting strap 44, and the rear strap 46 located adjacent the rear end of the battery tube 36.
  • I utilize a fairing 30 that is located between the curved rear portion 13 of the air tank 12 and the propeller 22, with it being the intent of fairing 30 to cause water flowing past the tank 12 to thereafter flow, with minimum turbulence, through the blades of propeller 22.
  • the fairing arrangement I utilize enables the upstream end of the fairing 30 to maintain a consistently good and effective relationship with the air tank 12. This of course required that the tank be designed to have the previously mentioned rounded aft portion 13, which is visible in Figure 2, and in more detail in Figure 8.
  • the fairing 30 is constituted by forward section 30A and rearward section 30B, with Figure 6 revealing the separation line 30C between the two sections.
  • the forward and rear components 30A and 30B of fairing 30 are supported from an adjustable mounting arrangement to be discussed in conjunction with Figures 8 and 9.
  • shroud 32 which is of a diameter slightly larger than that of the propeller 22.
  • the shroud 32 is best seen in Figure 9, and it is used not only for improving propeller output, but also for providing a measure of safety for the diver.
  • Electric power is supplied to the motor 20 by the use of an arrangement involving the use of a pair of elongate battery tubes 36 and 38, which are to be seen in full detail in Figures 1 and 10, and in fragmentary detail in certain other figures.
  • Domed members 50a and 50b form the front closures for battery tubes 36 and 38, respectively, which are visible in Figures 1 and 10, whereas members 37 and 39 form the rear closures for the battery tubes 36 and 38, respectively, these latter members being visible in Figures 2, 6 and 10.
  • each of these tubes is contained a plurality of storage batteries connected in series.
  • the interconnected storage batteries as battery packs.
  • the battery tubes 36 and 38 can be somewhat longer than the air tank 12, and be made of fiberglass having 1/8 inch wall thickness.
  • each battery tube has a 4 inch inside diameter, with an O-ring seal being used at the location of the access to the battery tubes, in order to assure watertightness.
  • I normally utilize three series connected, 2 volt battery cells forming each battery pack located inside each of the elongate battery tubes 36 and 38.
  • the cutaway of tube 36 in Figure 5 indicates the approximate size relationship of a typical battery 51 to the tube 36.
  • I utilize a plurality of polyethylene strips to center and support the several batteries utilized in each tube, and I utilize a closely similar arrangement in battery tube 38.
  • I am readily able to combine the electrical outputs from the two battery tubes, such that the battery packs provide a total of twelve volts D.C. made available for delivery to the motor 20.
  • I may place part of the electronic motor controls in either of the watertight battery tubes 36 or 38.
  • a rear strap 46 is mounted adjacent the rear end of battery tube 36, and rear strap 48 is mounted adjacent the rear end of battery tube 38.
  • These two rear straps in conjunction with the mid location mounting strap 44, form part of the support for the entire propulsion arrangement.
  • I mount the motor 20 in a manner enabling it to be moved as the thrust line of the propeller 22 is moved, and as best seen in Figures 4, 6, 7 and 10, I provide the aforementioned elongate support arm 76 that extends between the strap 56 forming a part of the mid location mounting strap 44, and the rear strap 46 that encircles the rear end of battery tube 36.
  • the forward end of the support arm 76 is pivotally mounted on offset bracket 86 that is mounted at an appropriate location on the portion 56 of the mid location mounting strap 44, whereas the rear end of the support arm is adjustably supported by an adjustment member or bracket 90 mounted on rear strap 46 at a location corresponding to the rear end of support arm 76; note Figure 4 in particular.
  • the support arm 76 forms a highly desirable support for the motor 20, so that the motor's angular position can be changed concomitantly with the change in thrust angle of the propeller, so as to avoid the introduction of twist into the endless drive member 24.
  • the drive member 24 may be a chain, toothed belt or the like.
  • motor mounting means are adjustable to enable the ready tightening of the chain or belt or other endless drive means 24 used to supply rotative motion to the propeller 22, with these to be described hereinafter in conjunction with Figures 5 and 6.
  • FIGS 2, 6 and 10 reveal that I utilize a support arm 78 of a length identical to that of support arm 76, which may be regarded as in a balanced relationship to the support arm 76. It will be noted that the forward end of support arm 78 is supported from strap portion 58 of the mid location mounting strap 44, and the rear end of arm 78 is supported from the strap 48. Although the support arm 78 has nothing to do with supporting the electric motor 20, I may utilize a counterweight on the arm 78, in order that a balanced arrangement with the asymmetrically mounted motor 20 will be assured.
  • Figure 5 is a split showing, that is, it presents a view looking forward from two separate locations on my novel underwater propulsion system. It is important to note that the gasket material 70 lies between the bands and the components they hold. From the left hand side of Figure 5 it will be seen that I have shown the circular upper portion 54 of the mounting strap 44, with the portion 54 being specifically designed to encompass and surround the upper part of the air tank 12. It will be seen in Figure 5 that the strap portion 54 is formed to have a noticeably larger diameter than the diameter of the strap 46, for strap 46 is configured, along with circular portion 56, to encompass the battery tube 36; note also Figures 4, 6 and 10. It is of course also true that circular portion 58 and strap 48 encompass the tube 38; note Figures 2 and 10.
  • I utilize nut and bolt combinations 62 and 64 for holding the strap portion 54 in tight contact with the rear portion of air tank 12.
  • the air tank 12 can be readily separated from the strap portions associated with the battery tubes.
  • the air tank 12 is removed from the straps 42 and 44 at such time as it is to be recharged with compressed air, but it is usually quite unnecessary at such time to loosen or remove any of the bolts associated with the battery tubes 36 and 38.
  • I utilize a nut and bolt combination with the strap portion 56 and with strap portion 58 of mid band 44.
  • Other nut and bolt combinations are utilized with rear bands 46 and 48, such that the previously discussed propulsion components and the battery tubes are tightly held in the desired relationship.
  • I utilize an upper portion of the strap portion 56 for supporting the electric motor 20, with this detail being visible in Figures 4, 6 and 7.
  • I utilize the elongate support arm 76 for direct support of the motor 20, with forward and rear motor mounting means being affixed to the support arm 76 at spaced locations thereon.
  • the front end of arm 76 is supported from strap portion 56 of the mid location mounting strap 44; note also Figure 6.
  • the rear end of the support arm 76 is supported from the corresponding strap portion associated with the rear strap 46, as best seen in Figures 4, 6 and 7.
  • elongate arm 78 is of the same length and same basic construction as the support arm 76, although as previously mentioned, arm 78 is not concerned with support of the motor 20. However, inasmuch as the arm 78 along with arm 76 forms a support for strut 80, I prefer to refer to arm 78 as also being a support arm.
  • the aforementioned offset bracket 86 is mounted at an appropriate location on the portion 56 of the mid location mounting strap 44.
  • the offset bracket 86 is provided with a central hole, and the forward end of support arm 76 is provided with a hole, which holes are brought into an aligned relationship so as to receive the bolt 66.
  • a suitable nut is applied to the backside of bolt 66 so that the front end of arm 76 can be held tightly to the bracket 86.
  • the bracket 86 forms the front support for elongate support arm 76. It is important to observe that the position of the hole in bracket 86 in which the bolt 66 is located bears a definite relationship to the location 60 on the longitudinal centerline of the tank 12 that represents the location about which the rear contour 13 of the tank is determined; note Figure 8.
  • FIG. 10 An essentially identical arrangement is provided for the front end of elongate support arm 78, with Figure 10 revealing that the front end of arm 78 is provided with a mounting hole, so that when this latter hole has been brought into alignment with the hole located in the offset bracket 88 mounted on strap portion 58, a nut and bolt combination 68 can be used for holding these members in an operative, pivotal relationship.
  • the bolts 66 and 68 are laterally aligned with the aforementioned point 60 on the longitudinal centerline of the air tank 12, and these may hereafter be referred to as attachment points. It is thus to be seen that the center point from which the radius of curvature of the aft end 13 of the tank 12 is drawn, is coincident with the center point with respect to which the propeller fairing 30 moves as the propeller angularity changes with respect to the longitudinal centerline of the tank 12.
  • the aforementioned adjustment member or bracket 90 mounted on rear strap 46 at a location corresponding to the rear end of support arm 76.
  • the adjustment bracket 90 is provided with an arcuately configured slot 92 therein; see Figures 6 and 7.
  • an adjustment member or bracket 91 is mounted on rear strap 48, with this bracket being provided with arcuate slot 93.
  • a hole is provided adjacent the rear end of the support arm 76, in which a nut and bolt combination 94 is mounted, the bolt portion of which is moved along the arcuate slot 92 at such time as the support arm 76 is rotated about its mounting in the offset bracket 86.
  • a hole is provided adjacent the rear end of the support arm 78, in which a nut and bolt combination 95 is mounted, the bolt portion of which is moved along the arcuate slot 93 at such time as the support arm 78 is rotated about its mounting in the offset bracket 88.
  • the strut 80 forms a rigid interconnection between elongate support arms 76 and 78, and this of course means that support arm 78 is customarily moved at the same time as the support arm 76 is moved.
  • the nuts associated with bolts 94 and 95 affixing the rear ends of the elongate support arms 76 and 78 to their respective adjustment brackets are both to be loosened when rotation of the support arms is to be effected.
  • the respective nut on each of these bolts is to be tightened at such time as the selected new angular position for the support arms has been reached.
  • motor support brackets 96 and 98 are mounted in a spaced apart, carefully aligned relationship on the elongate support arm 76, with these brackets being connected to motor mounting brackets 106 and 108 respectively. Brackets 96 and 98 are also visible in Figure 9. A suitable hole is provided in each of these four brackets, such that a nut and bolt combination 72 may be used to join the motor support bracket 96 to the motor mounting bracket 106, and a similar nut and bolt arrangement 74 used to join motor support bracket 98 to the motor mounting bracket 108.
  • the endless drive member 24 may use a toothed belt as the endless drive member, and use suitable pulleys therewith, I prefer to use a non-metallic sprocket-engaging chain similar to the type used on a bicycle as the endless drive member 24, but quite obviously, I am not to be limited to this.
  • the motor pulley takes the form of a sprocket 26, and similarly, the pulley on propeller shaft 23 takes the form of a sprocket 28, visible in Figure 8, and it is between the sprockets 26 and 28 that the endless drive member 24 extends.
  • the elongate support arm 76 carries the motor mounting means, which of course is the basic support for motor support brackets 96 and 98, the angular relationship of the centerline of the motor 20 with respect to the centerline of the air tank 12 can, quite advantageously, be readily changed. This is accomplished by loosening the bolt 66 associated with the offset bracket 86, and the nut and bolt 94 associated with the bracket 90, and then moving the support arm 76 about the bolt 66 to the desired new position.
  • the elongate support arms 76 and 78 support the strut 80, and this strut in turn supports the bearing block 34 in which the propeller shaft 23 is operatively mounted. Therefore, the rotation of the support arms also serves to move the propeller and the propeller shaft concomitantly with the movement of the motor, thus avoiding any unnecessary twisting of the endless drive means 24, which in the preferred embodiment is a non- metallic chain.
  • the bearing block 34 is rigidly mounted at the mid location of the horizontally disposed strut 80, and also that the propeller shaft is angularly movable about the curved rear end 13 of the air tank during rotation of the elongate arms 76 and 78 and therefore the strut 80. Such rotation is of course brought about in order to adjust the thrust angle of the propeller 22.
  • the propeller shaft 23 is rotatably supported in the bearing block 34, which in the preferred embodiment involves the use of a plastic bearing possessing suitable wearing qualities, but I am not to be limited to this particular bearing material.
  • the forward end of the propeller shaft 23 is held in the desired relationship to the bearing block 34 by means of E-ring 35, whereas a shaft collar 122 is utilized in the mid portion of the propeller shaft 23 adjacent the bearing block. It is also to be noted from Figure 8 that I prefer to use a thrust washer 120 between the shaft collar 122 and the bearing 118.
  • the rear or aft end 13 of the air tank 12 is curved at a particular radius, and this radius is substantially identical to the radius about which the front of the propeller shaft 23 is moved during the selective tilt of the propeller thrust line.
  • Point 60 is of course the point on the longitudinal centerline of the tank 12 from which each radius is drawn. Although I am not to be limited to any specific spacing, in one embodiment, the distance between the front end of the propeller shaft 23 and the aft end of the tank 13 was one-fourth inch.
  • fairing mounting plate 114 is bonded to the bearing block 34 by a strong adhesive, such as Versilok, which is manufactured by Lord Company of Erie, Pennsylvania. Also to be seen in Figure 8 are the screws 112 utilized for accomplishing the attachment of the fairing sections to the mounting plate 114.
  • FIG. 6 Visible in Figure 6 is the arcuate opening 25 in fairing portion 30B, through which opening the endless drive chain 24 extends in order to encircle the sprocket 28.
  • Figure 9 I reveal the arcuate opening 33 in the propeller shroud 32 that is provided in order that the drive chain 24 can extend therethrough.
  • brackets 136 are utilized for supporting the shroud 32 from the support arm 76, with one of the brackets 138 utilized for supporting the other side of the shroud 32 from the support arm 78 being visible on the right hand side of Figure 5.
  • the battery cable 150 exits the battery tube 38 through the watertight fitting 158.
  • the battery tube 36 receives the battery cable 150 through its watertight fitting 156.
  • Motor cable 162 exits the battery tube 36 through the watertight fitting 164 and enters the motor 20 through the watertight fitting 160.
  • fitting 166 Also visible in Figure 10 is the fitting 166 through which the system control cable 152 from the system controller 143 enters the battery tube 36.
  • I mount my novel system controller 143 on a mounting pad 140 secured to the forearm of the diver, such as by the use of straps.
  • Velcro strips 140a mounted on the pad 140 are arranged to receive the watertight system controller case 142, in which the system controller 143 is contained. Because of this arrangement, the controller can be readily removed from or applied to the diver's forearm.
  • the rescuer may fail to recognize other equipment attached to the diver's forearm.
  • my novel controller 143 can be expected to peel readily away from its Velcro mounting, thus allowing the rescue diver to jettison the injured diver's equipment should such become necessary.
  • system control cable 152 which, as previously indicated, serves as an electrical connection between the system controller 143 and the motor control components located in the battery tube 36. Quite obviously, the motor control components could instead be located in the battery tube 38.
  • the system controller 143 which is contained inside the watertight case 142, involves the dive computer 141, the control buttons 144, 145 and 146, the motor speed indicator 147 and the battery power indicator 148.
  • the electrical components of this novel device are potted into the case 142, to prevent the undesired intrusion of water, and the switches and buttons I use are hermetically sealed for the same reason.
  • the system controller 143 I prefer to use involves CMOS integrated circuits, with digital logic being utilized to control propulsion speed. I prefer this type of arrangement inasmuch as digital logic makes precise control readily possible, and CMOS circuitry reduces power drain on the battery.
  • the propulsion motor 20 is caused to rotate and thus cause propeller 22 to rotate in the proper direction.
  • Motor speed is caused to increase as long as the diver continuously depresses the button 145.
  • the preferred arrangement is such that the diver can operate the propulsion motor at a selected speed less than full speed by removing his finger from button 145 at the appropriate time. It is to be understood that by maintaining pressure on the "Up” button 145, the diver can cause the motor speed to gradually increase until full speed is reached. In a converse manner, the motor speed can be caused to decrease gradually by keeping the "Down" button 144 depressed.
  • motor speed is indicated by an LED bar graph display 147, and a similar display 148 indicates remaining battery power.
  • buttons 146 at a convenient location on the case 142, which button can be operated should the diver need to suddenly disengage power from the motor 20, so that the propeller will stop rotating. It will be noted that this button 146 is significantly larger than the other buttons so that there can be no misunderstanding as to the position or function of this button.
  • the diver wishes to immediately shut off the propulsion motor 20, he need only momentarily depress the all-stop or motor cutoff button 146, which will have the direct effect of causing the motor 20 to stop rotating.
  • button 145 To later restart the motor, button 145 must be depressed again, with the diver, as before, maintaining pressure on this button until such time as the motor has attained the desired speed of rotation.
  • a block diagram of the electrical arrangement utilized in conjunction with this invention is set forth, including the system controller 143, the motor control 170, and certain devices associated with the safety of the diver.
  • the physical location of the motor control 170 is preferably in one of the battery tubes, such as tube 36, as previously mentioned.
  • the motor control I prefer to use is of conventional construction, and I do not predicate any invention in its details.
  • the motor control 170 may be made by Minn Kota, of Mankato, Minnesota.
  • the motor 20 I use may also be made by this same company, but obviously I am not to be limited to this.
  • the motor control 170 may become quite warm in use, which might well have a deleterious effect on sensitive electronic components. Therefore, the manufacturer typically mounts components of this type on a finned heat sink, so that components of the motor control that become hot can dissipate such heat directly to the air. Because such a use of air cooling is not realistically possible in my utilization, I typically place the components of the motor control 170 likely to undertake a substantial rise in temperature in close physical contact with the metal cap 50a, located on the tube 36. This arrangement makes it readily possible for these components to be kept sufficiently cool by the surrounding water.
  • the system controller 143 secured to the diver's forearm serves to direct the output of the motor control 170, which in turn governs the power supplied by the battery pack 176 and the battery pack 178 to the motor 20.
  • Figure 12 reveals that the system controller 143 also directs inputs from the battery packs 176 and 178 to a battery monitor 175, located in the watertight case 142 removably secured to the diver's forearm.
  • the battery monitor in turn displays the battery condition on the battery power indicator 148, located in a conspicuous position on the case 142, such that it may be readily seen by the diver.
  • the motor control 170 outputs through the system controller 143 to the speed monitor 174, which in turn displays through the motor speed indicator 147 located in the case 142.
  • the dive computer 141 which I also refer to as the ascent limiter. This is a major safety device that I prefer to be electrically interconnected with the system controller 143, and its function it is to continuously gauge the ascent rate of the diver, and to automatically disengage electric power from the motor if a predetermined safe ascent rate is exceeded. In other words, the ascent limiter or dive computer 141 prevents a powered ascent of such a nature as to cause injury or death to the diver.
  • the ascent limiter I select to use for safety reasons may involve a commercially available dive computer.
  • the device I prefer is a Marathon dive computer made by Orca Industries of Sterling, Virginia (Patent No. 4,192,001). This device is interfaced to the motor control 170, but obviously I am not to be limited to this.
  • a dive computer warns a diver of an unsafe ascent by giving a type of signal.
  • the Marathon computer accomplishes this by the use of a flashing light.
  • the dive computer 141 instructs the controller to disengage electric power from the motor in the event of an unsafe ascent rate. This is important because while under power, the diver may inadvertently exceed a safe ascent rate due to his inability to accurately reference his path.
  • a pitch angle limiter 172 which is depicted in Figure 12 and is located in one or the other of the battery tubes. This device prevents the motor 20 from operating should the pitch of the system exceed the negative and positive pitch angle limits.
  • My device preferably utilizes a position sensitive or tilt type switch in order to achieve this goal.
  • Mercury switches have long been used in applications of this type, but obviously I am not to be limited to the use of a mercury switch. By way of example using a position sensitive switch, the motor is automatically deprived of power if the system deviates from the desired horizontal position by a significant amount.
  • the system controller 143 automatically causes the motor control 170 to disengage electric power from the motor 20.
  • the circuitry of the system controller 143 is designed with a maximum and minimum speed loop block. This arrangement is utilized to prevent a clock pulse count reset to either maximum-to-minimum, or the inverse situation, either of which could cause personal injury to the diver, or else equipment damage.
  • the diver disconnects the charger from the batteries and allows sufficient time for the battery tubes to ventilate.
  • H 2 is generated during charging of lead acid batteries.
  • the air tank (which has been removed from the system for re-fill) is now slid through the tank bands from the front until it rests against the propeller fairing 30A.
  • the necessary bolts are now tightened, securing the tank 12 firmly to the system.
  • the batteries are now connected by joining the connectors, and the domed end caps 50a and 50b are screwed down to a proper degree of tightness upon the forward ends of the battery tubes 36 and 38, respectively, to prevent the entry of water.
  • the diver next prepares his BC by uncoupling the BC strap and passing the ends around the air tank 12 and between the tank bands 42 and 44.
  • the BC strap the location of which is shown at 14 in Figures 1 and 3, is then recoupled and adjusted so that it will clamp firmly around the air tank at the proper location.
  • the tow handle 130 is of generally U-shaped construction, and is slidably disposed in the forward mounting strap 42, in the manner shown in Figure 10, where supports 17a and 17b for the handle are shown. Therefore, at such time as the diver wishes to travel overland, he pulls out the handle 130 such that it extends beyond the front end of the air tank 12, so that he can grasp the handle without any degree of difficulty.
  • my novel underwater propulsion device To permit my novel underwater propulsion device to move easily overland, I provide a pair of wheels 110 located at the bottom of the battery tubes. These wheels are visible in Figures 2, 4 and 6, but are perhaps best seen in Figure 10.
  • my novel device Upon extending the tow handle 130 to the operational position, my novel device can be easily rolled along the ground on its pair of wheels 110. Once at the site, the diver slides the tow handle 130 back to the retracted position and prepares his equipment in the normal manner.
  • the diver then straps the mounting pad 140 to one of his forearms, typically the left forearm, for it is this device that serves as a means for removably attaching the system controller 143 in a conspicuous position on the diver's forearm.
  • Velcro was chosen because it allows the controller to be peeled away from the pad 140 without it being necessary to unfasten any straps or buckles.
  • the aforementioned electrical cable 152 utilized to connect the system controller 143 to the source of power typically extends along the diver's arm and over his shoulder, terminating at the left battery tube 36.
  • the diver should activate the dive computer by rotating the cap 149, which serves as an on-off switch.
  • the cap 149 is visible in Figure 11.
  • the diver can activate the system by depressing the button 145 located on the controller 143.
  • the drive motor does not start up instantly, but rather takes a few seconds to reach full speed. Releasing the button 145 at any time will hold the motor at that particular speed of rotation. Depressing the button 145 again will cause the motor to again commence an increase in speed, with this speed increase continuing as long as the button is held down, until full speed of rotation of the motor is reached.
  • Thrust angle adjustments that will improve the diver's angle of plane in the water while being powered can be made by the diver's buddy after the diver has shut off the 28 propulsion motor 20.
  • angle adjustments he loosens the bolt 94, associated with the bracket 90, and the bolt 95, associated with the bracket 91, for this enables the thrust angle of the propeller with respect to the diver's body to be readily changed in an appropriate manner, after which the bolts are retightened. The motor 20 can then be restarted.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Physical Education & Sports Medicine (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

Un système de propulsion sous-marin à hélice, porté sur le dos d'un plongeur, comprend un moteur (20) ainsi qu'un dispositif de propulsion inclinable porté à proximité de la bouteille d'oxygène (12) du plongeur, l'hélice (22) est montée directement derrière la bouteille d'oxygène (12) mais elle n'y est pas fixée. Le dispositif de montage d'hélice présente l'avantage de déplacer la ligne de poussée de l'hélice (22) d'un degré angulaire sélectionné à l'opposé d'une position parallèle au corps du plongeur, afin de compenser ainsi le décalage de la ligne de poussée à partir du corps du plongeur. La puissance de sortie du moteur est reliée fonctionnellement à l'arbre (23) de l'hélice de manière à permettre une alimentation continue en énergie rotative de ladite hélice (22), en dépit du fait qu'il faille procéder à des réglages angulaires de la ligne de poussée de l'hélice pour compenser correctement la taille du corps d'un plongeur particulier.
PCT/US1994/010319 1993-06-10 1994-09-12 Systeme de propulsion sous-marin a handicap ponderal reduit WO1996008407A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US08/074,368 US5365868A (en) 1993-06-10 1993-06-10 Underwater propulsion system having reduced weight penalty and variable angle of thrust
AU80707/94A AU8070794A (en) 1993-06-10 1994-09-12 Underwater propulsion system having reduced weight penalty
PCT/US1994/010319 WO1996008407A1 (fr) 1993-06-10 1994-09-12 Systeme de propulsion sous-marin a handicap ponderal reduit

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US08/074,368 US5365868A (en) 1993-06-10 1993-06-10 Underwater propulsion system having reduced weight penalty and variable angle of thrust
PCT/US1994/010319 WO1996008407A1 (fr) 1993-06-10 1994-09-12 Systeme de propulsion sous-marin a handicap ponderal reduit

Publications (1)

Publication Number Publication Date
WO1996008407A1 true WO1996008407A1 (fr) 1996-03-21

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PCT/US1994/010319 WO1996008407A1 (fr) 1993-06-10 1994-09-12 Systeme de propulsion sous-marin a handicap ponderal reduit

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Country Link
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2953190A1 (fr) * 2009-12-02 2011-06-03 Eric Marguet Propulseur aquatique electrique ayant des elements internes, des formes et des masses adaptes pour etre fixe sur les membres du corps humain
WO2020067888A1 (fr) * 2018-09-28 2020-04-02 Columbus Design B.V. Moyen de propulsion sous-marine pouvant être fixé au corps humain

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3063394A (en) * 1960-08-09 1962-11-13 Loral Electronics Corp Control system for submarine vessel
US4813367A (en) * 1987-05-18 1989-03-21 Michael Stevenson Diver's sled
US4843998A (en) * 1987-12-11 1989-07-04 David Parker Submersible drive means
US5170739A (en) * 1990-06-04 1992-12-15 Yamaha Hatsudoki Kabushiki Kaisha Personal water propulsion system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3063394A (en) * 1960-08-09 1962-11-13 Loral Electronics Corp Control system for submarine vessel
US4813367A (en) * 1987-05-18 1989-03-21 Michael Stevenson Diver's sled
US4843998A (en) * 1987-12-11 1989-07-04 David Parker Submersible drive means
US5170739A (en) * 1990-06-04 1992-12-15 Yamaha Hatsudoki Kabushiki Kaisha Personal water propulsion system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2953190A1 (fr) * 2009-12-02 2011-06-03 Eric Marguet Propulseur aquatique electrique ayant des elements internes, des formes et des masses adaptes pour etre fixe sur les membres du corps humain
WO2020067888A1 (fr) * 2018-09-28 2020-04-02 Columbus Design B.V. Moyen de propulsion sous-marine pouvant être fixé au corps humain
NL2021731B1 (nl) * 2018-09-28 2020-05-07 Columbus Design B V Aan het menselijk lichaam bevestigbare onderwateraandrijving

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