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Sept. 3, 1940. A.

RONNING f 2,213,611
BOAT PRQPELLING AND STABILIZING APPARATUS
Filed May 9, 1958 2 Sheets-Sheet l

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115. MARNE PROPULSiON. Search Rmom
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Sept 3 1940- A. RoNNlNG 2,213,611


BOAT PROPELLING AND STABILIZING APPARATUS

vman may 9. 195s 2 sheets-snm 2

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35 Patented Sept. 3, 1940 2,213,611

UNITED STATES PATENT OFFICE


2,213,611
BOAT PROPELLING AND STABILIZING
APPARATUS
Adolph Ronning, Minneapolis, Minn.
Application May 9, 1938, Serial No. 206,817
8 Claims. (Cl. 115-35)
My invention relates to apparatus for the pro ship in a fore and aft direction and prevent the
pulsion and stabilization of boats and water craft so called pitching of the ship. Thus the aft pro
of various kinds. peller may be adjusted to bring about a down
The primary object of my invention is to pro ward, as well as forward, thrust when the ships
vide a boat or ship propulsion apparatus or as stern has a tendency to rise, and Vice versa. The
sembly wherein a plurality of separate propeller forward or fore propeller unit effects a similar
units are arranged in fore and aft and laterally but opposite result in order to hold the bow of
spaced positions beneath the hull of the ship, and the ship in proper line.
wherein each propeller unit is separately and in A further object is to provide an effective
10 dependently driven to facilitate control of the means for rotating the fore and aft propellers 10
movements of the ship. about their vertical axes to thus provide for
Another object is to provide a propulsion ap steering the boat, and which steering means may
paratus of this character wherein fore and aft be remotely controlled from the bridge or other
propeller units are arranged for oscillation about steering station in the ship.
15 vertical axes to thereby vary the angles at which. A further object is to provide a novel and ad
the thrust of the propellers is directed and en vantageous form of propeller mounting in which
able the ship to be propelled forwardly, rearward each propeller is mounted in and depended from
ly, laterally or in any intermediate direction, to its individual caisson or bell which is in turn
thus facilitate control of the ship and permit its mounted in a well or housing formed in the bot
20 being docked without the use of tugs, as required tom of the ship so that said propeller depends be
at present. low the ship bottom to enter the water. These
Another object is to provide a propulsion ap caissons are then arranged to be oscillated or
paratus as described wherein a propeller unit tipped in Vertical planes to bring about the afore
is mounted at each side of the ship, substantially said angle control of the thrust direction, and
25 amidships, and spaced outwardly from the keel the caissons are furthermore so arranged as to 25
line. The propeller units are then arranged to be readily removable from their wells for repair
be oscillated in vertical and fore and aft planes ing any of the propellers without moving the ship
to thus tilt the propeller axes upwardly on one into dry dock.
side of the ship and downwardly on the other A further object is to provide a propulsion ap
30 side, or vice Versa, whereby an upward thrust will paratus for ships and which employs a plurality 30
be given to one side of the boat While a down of propellers as described, and in which each
ward motion will be applied tothe other side. As propeller may be conveniently powered or driven
a result, the boat may be stabilized against the by its individual drive unit, engine, or motor so
usual rolling motion encountered in heavy seas, that any one or more of these propeller assem
35 and the normal downward roll of either side of blies may be taken out of commission for repairs 35
the ship may be counteracted by an upward thrust or other purposes without seriously disabling
on that side by proper positioning of the propeller the ship.
units. The propeller units meanwhile add their Still another object is to provide automatically
bit to the forward driving motion of the ship to operating means for indicating, at a remote point
40 keep it on its course. such as the bridge, the angular position in which 40
Another object is to provide control means for the steering or fore and aft propellers are operat
actuating and manipulating the propellers in the ing, to thus facilitate the steering and control of
manner described for stabilizing the ship, and the ship.
which control means accomplishes this opera Stii'a further object of the invention is to pro
45 tion entirely automatically under influence of the vide a ship propulsion apparatus of the foregoing 45
normal rolling movements of the ship, in order characteristics in which certain of the propellers
thus to compensate properly for these movements may be mounted in recesses or openings out in the
and prevent undue rolling of the ship in even keel of' the ship in such manner that the keel
the heaviest seas. will serve as protection for the propellers against 50
50 Another object is to provide means for adjust
ing the axis of rotation of the fore and aft pro obstructions in the water.
The foregoing and other objects, together with
peller units, not only about a vertical axis as de
scribed, but also in a vertical plane whereby they means whereby the same may be carried into ef
may be tipped upwardly or downwardly to exert fect, will best be understood from the following
55 their thrust angularly and so to stabilize the description of my invention, reference being had 55
2 2,213,611
therein to the accompanying drawings, where the water line of the ship, and is located in the
1n: aft part of the hull at the center thereof. This
Fig. l is a side elevation of a ship equipped with well I9 has the upper portion or wall 20, and the
my propulsion and stabilization apparatus. curved lower end 2I which has the longitudinally
Fig. 2 is a fragmentary, longitudinal, enlarged elongated central opening 22. The keel K has
and vertical section through either the fore or a rectangular opening 23 cut below the Well I9,
aft propeller assemblies shown in Fig. 1. and these two openings 22 and 23 communicate
Fig.'3 is a vertical, transverse section along as shown. The propeller unit is mounted in a
the line 3_3 in Fig. 2. caisson or bell housing 24 which is of smaller
10 Fig. 4 is an enlarged, longitudinal, vertical sec diameter than the well I9, and has a rounded 10
tion through one of the amidships propeller as lower end 25 which may rest against the round
semblies, shown in Fig. 1. ed lower end 2I of the well. The standard I2 is
Fig. 5 is a transverse, vertical section along the mounted and journaled vertically through the
line 5-5 in Fig. 4. rounded lower end 25 of the caisson 24, and is
15 Fig. 6 is a view similar to Fig. l, showing a retained in place by a water tight gland assem 15
modified arrangement or mounting for the pro bly 26. The propeller unit I0 thus depends into
peller assemblies. the opening 23 in the keel K, which affords
Fig. 7 is an enlarged, fragmentary, transverse sufficient clearance for the unit, and the drive
and vertical section along the line 'I--l in Fig. 6. unit II is supported within the caisson so that
20 Fig. 8 is an enlarged, fragmentary, transverse it is protected from the water. It will be noted 20
and vertical section along the line 8-8 in Fig. 6. that the water may penetrate and enter the well
Fig. 9 is a fragmentary, sectional view along I9 around the caisson 24 through the opening 22,
the irregular line 9_9 in Fig. 8. but this is of no disadvantage since the water
Fig. 10 is an enlarged, horizontal and dia will not rise above the open upper end of the
25 metrical section along the line Ill-I0 in Fig. 'l'. Well and cannot reach any working or driving 25
Referring now more particularly to Figs. 1 parts within the caisson. The upper end of
through 5 of the drawings, the reference char the caisson may be open, as shown, to facilitate
acter A designates a ship or boat which may be repair or inspection of the drive unit II and
of any size, style, or type, and in connection other parts therein.
30 with which I employ the propeller assemblies or The caisson 24 is retained in place in the well 30
units designated generally at B, C, D, and E, I9 by trunnion pins 2l which are located in
which are, of course, of a size commensurate transverse alignment, and on the center from
with the size of the ship A. These propeller which the radii of the rounded ends 2I and 25
assemblies are arranged, in the particular con are determined. It will be noted that these
35 struction shown, with one located near the ends are rounded only in a fore and aft direc 35
rear of the boat, one near the bow, and two in tion, and transversely they are only slightly
transverse alignment substantially amidships, curved to blend nicely into the contour of the
but it is to be understood that additional as hull F. The trunnion pins 2'I are screwed in
semblies may be used if found desirable. The wardly through tubular members 28 secured to
40 propeller assemblies are hereinafter referred to the side walls of the well I9, and their inner 40
as the aft steering assembly B, the fore steer ends enter sockets 29 on the sides of the cais
ing assembly C, and the midship balancing or son so that the pins will serve as bearings on
stabilizing assemblies D and E. which the caissons may oscillate or rock, but in
The ship A has the usual hull F of suitable such manner that water cannot enter around the
45 construction, the upper or deck structure G, plns.
45
and the longitudinally and centrally extended Normally these pins 2l will retain the caisson
keel K along its bottom. The aft propeller as in the well, but by unscrewing them until they
sembly will be first described, and the same clear the sockets 29, the caisson is freed and
comprises the propeller head or blade unit I0 may be lifted out of the well I9 by the ship-s
50 and the drive unit or motor II which is sup boom or other lifting device. It is thus possible 50
ported above the blade unit and above the tubu to entirely remove the drive and propeller as
lar standard I2. It may here be noted that the sembly for repair or replacement without dry
blade unit or propeller head I0, together with docking the ship.
its transmission housing I3 and guardwliimare of The clearance 3D afforded between the upper
55 the type disclosed and claimed in my copending wall portions of the well I9 and caisson permits 55
application for United States patent on boat the caisson to be oscillated or rocked in a
propulsion apparatus Serial No. 204,061, filed vertical plane and in a fore and aft direction
April 25th, 1938, and to which reference is in about an axis defined by the trunnion pins 2l,
vited for details of this assembly. It is suffi and this action may be carried out automatically
60 cient to set forth herein that the propeller unit and mechanically by a means now to be de 60
comprises a frontal propeller I5 and rear pro scribed. It will be evident that no lateral move
peller I6, eacl"'fvhih/"incdes a water con ment of the caisson is desired or possible, and
flningguard rim Il, and which are driven in for this reason the side walls of the caisson and
eitri'ethe -s'a.rne-or"pposite directions by suit well I9 has a relatively tight but slidable t, as
65 able transmission gears (not shown) in the clearly shown in Fig. 3. 65
housing I3, and by the drive shaft I8 which de Hydraulic cylinders 3I and 32 are secured to
pends from the drive unit II downwardly both front and rear walls of the well I 9, and have
through the standard I2. The advantages of plungers or rams 33 and 34 which extend slidably
this specific propeller arrangement set out in into the interior of the Well through openings in
70 the application above identified make it Well the walls in line with the bores of the said cylin 70
suited for use in the present apparatus, but it ders. These plungers 33 and 34 carry rollers 35
will, of course, be understood that any other at their inner ends which bear against the ad
suitable propeller may be used as desired. jacent front and rear walls of the caisson 24
The ships hull F is provided with a well or in such manner as to exert a pressure on the cais
housing I9 which extends some distance above son in horizontal planes, and near its upper end, 75
1|I/5/MARINE PROPIS'OI. Search Room
3
35 when hydraulic pressure is applied to the
2,213,611
exert a downward pull upon the stern of the ship
plungers. For this purpose a pump or pressure and overcome this tendency of the stern to rise.
unit 36 is provided, and is connected by pipes or Should the stern have a tendency to settle in the
lines 31 and 38 to the cylinders 3| and 32 in such water the mercury switch 40 automatically re
manner that, as the pump operates in one direc verses the motor 39, causing a pressure to be set
tion, pressure will be applied to one cylinder while, up in the frontal or forward cylinder 3| and urg
as the pump direction is reversed, pressure will ing the plunger 33 rearwardly to so rock the cais
be applied to the opposite cylinder. A reversible son 24 that the axis of rotation of the propellers
electric motor 39 is employed for operating the I5 and I6 will be tipped upwardly in a forward
10 pump 36, and this motor is controlled by a mer direction. An upward motion is thus imparted 10
cury switch unit 4U connected between the motor to the ships stern, overcoming its tendency
and its energizing source 4I so that in one position to settle. 'I'he aforesaid upward and downward
of the switch the motor will rotate in one direc thrusts of the propellers, when thus rocked on
tion, while in another position the motor will be their axes in a vertical plane is, of course, in ad
15 reversed. dition to their normal straightaway driving thrust 15
The drive unit II may be an electric motor, as so that the ship is maintained on its course. The
shown, or may be a combustion engine of any mercury switch 40 is thus seen to be responsive
kind, as may be desired. In the latter case the to rocking or pitching motion of the ship about
exhaust gases, cooling water, and other waste its longitudinal axes, and serves to so control the
20 products' may beyeryefncientiydischarged'or ex motor and pump assembly that this pitching mo 20
haustedhrou'gh or nearv th'axis of rotation of tion will be, in great part at least, eliminated, and
thi?dpellers I5 and--- IS, by any of the structures the ship will be much more stable in even the
sit-Iimylerebfre identified copending heaviest seas.
application, as well as another of my applica The frontal or fore steering propeller assembly
25 tions, Serial No. 202,258, which was led April C is identical in construction and operation to 25
15th, 1938. Reference is invited to these two ap the aft assembly just described, with the single
plications for details as to the exhaust means. exception that the mercury switch controlling its
The drive unit I I is rigidly supported in the cais pump and motor is oppositely set so that it rocks
son 24 by brackets 42 secured to its side walls, and the frontal propeller unit upwardly at its forward
30 is connected by a coupling 43 to the aforesaid end, while the rear propeller unit is being rocked
drive shaft I8. However, the standard I2, and of downwardly at its forward end. As a result the
course the shaft I8 and connected propeller head normal depression or dipping motion of the bow
I0, are all journaled for rotation about a vertical of the ship, as its stern rises, will be compensated
axis through the lower end of the caisson, as for by the frontal or fore propeller unit, and the
35 clearly shown. A large worm gear 44 is secured propellers thus work in unison at all times to 35
to the upper portion of the standard I2, and is en stabilize the ship against pitching action. This
gaged by a worm pinion 45 which is journaled in fore propeller assembly C also aids in the steering
a bracket 46 secured to the caisson wall and is of the ship, and may be independently controlled
driven by a reversible electric steering motor 41. for this purpose if so desired. In fact such inde
A transversely extended bracket 48 secured within pendent control, either at all times or selectively. 40
the caisson 24 serves as a bearing support for the would be of advantage in maneuvering the ship
gear 44 and standard I2 to prevent axial displace since either end could be moved in any desired
ment of the latter, and also has an extended arm direction.
49 which rigidly supports the steering motor 41. The keel K will act as guards for the fore and
45 This motor may be controlled by a reversing aft propeller units B and C, since they are lo
switch (not shown), from any remote point such cated in openings formed in the keel, and the pro
as the bridge or control room of the ship. pellers will thus be protected from obstructions
In operation, and with the ship riding at an in the water. This arrangement has the further
even keel and moving forwardly, the propeller advantage of reducing the draft of the boat since
50 assembly B stands in the position shown in the no projections whatever are formed below the 50
drawings and, as the propellers I5 and I6 rotate, keel.
they drive the ship forwardly as will be under The midship balancing or stabilizing propel
stood. Now, should it be desired to drive the ship ler assemblies D and E are each identical in
laterally, rearwardly, or to any intermediate construction, and are quite similar to the aft
55 angle, the steering motor 41 is operated from the assembly B so that only the major parts need
bridge or other remote control point, to rotate the be described. These assemblies D and E are
standard I2 about its vertical axis and turn the arranged mldships, or substantially so, in trans
propeller unit III to the desired direction upon verse alignment, and are spaced outwardly some
which the thrust of the propellers I5 and I 6 is distance from the keel K. These assemblies com
60 exerted in the selected direction. It is thus pos prise the wells 50-5I which have their rounded oo
sible to steer the ship without the usual rudder, or lower ends 52-53 opening out beneath the ship
in connection therewith, and also to navigate the through the fore and aft elongated openings
ship in any direction for docking or other pur 5f _55. The caissons 56-51 are mounted by
poses. their rounded lower ends 58-59 in the wells,
The mercury switch 40 is so located and ar and carry the drive units Bil-5I which are 65
ranged that, as the ship tilts or pitches forwardly, supported within the caissons atop the stand
tending to raise its stern from the water, the ards 62-63. These standards are, in this case,
motor'39 will be automatically energized, causing rigidly secured to and through the bottoms of
it to rotate the pump 36 and se't up a hydraulic the caissons and carry the propeller units 64-65
pressure in the rear cylinder 32. This action without any provision for rotation about a ver 70
urges the rear plunger 34 forwardly, causing it tical axis. The units 64--65 are thus so ar
to push the caisson 24 and rock or tilt the same ranged that they drive the ship forwardly at
forwardly at its upper end. As a result, the pro all times but, if desired, they may be arranged
peller unit I0 is tipped or rocked to a forwardly for reversing when the ship is moving rear
and downwardly inclined position so that it will wardly and may be completely disabled or dis 76
4 2,213,611 sie
connected when the ship is being moved to either peller assemblies B', C', D', and E are rigidly
side. mounted in the ship A insofar as any tilting
The caissons 56-51 are rockably mounted in or rocking motion is concerned. In other par
the wells Sli-5| upon trunnion pins `66-6'l-E8, ticulars the construction and arrangement is
the outer two of which are extended inwardly quite similar to that hereinbefore described, and
through the outer walls of the wells, while the the aft steering assemblies B will be first de
center one penetrates the single parting wall of scribed in detail.
the well, as here shown, and supports both cais This assembly B comprises the `propeller or
sons at that point. Otherwise the construction blade unit lila, drive unit Ha, and standard |22'
10 and arrangement of these pins is identical with arranged exactly as hereinbefore described. The 10
the pins 27 hereinbefore described. However, hull F has a well I9d formed in its after,- central
the wells 50-5l might in actual practice be portion, and this well has the open lower end
spaced substantially apart, in which case a pair 22a communicating with an opening 23a cut in
of trunnion pins would be employed for each the keel K. A caisson 24la is mounted in the
15 caisson. well 19"1 and is retained therein by an outwardly 15
The caissons 56-51 are thus so arranged that turned flange 80 on its upper end which over
they may be rocked in a vertical and fore and hangs the upper edge of the well. The standard
aft extended plane on their trunnion pins, and I 2a is journaled vertically through the bottom
each may move independently of the other. In 25a of the caisson 2lia through the watertight
20 actual use the caissons are always oppositely gland 26e so that the propeller unit l0a depends 20
moved, and this action is automatically brought into the opening 23a in the keel while the drive
about by means now to be described. unit Ila is protected within the caisson.
Hydraulic cylinders (iS-1D are mounted in the A worm gear 44a is affixed to the standard
front and rear walls of both wells Ell-5l, and l2a within the caisson and bears against a trans
25 plungers ll-'l2 are slidably mounted in the cyl verse bearing bracket I8a while a worm pinion
25
inders with their inner roller ends in contact i5al meshes with the gear and is driven in either
with the front and rear walls of the caissons direction by a reversible steering motor 41a so
56--51 near their upper ends. A pump or hy that the propeller unit Ilia may be rotated about
draulic pressure unit 13 is provided, and is con a vertical axis for steering the ship, as afore
30 nected by lines 'i4-l5 to the frontal cylinders said.
30
69, while the rear cylinders l0 are cross con In order to indicate to the operator of the
nected by a line 16. A reversible electric motor steering controls the exact angular position of
'l1 is connected to the pump 13, and is con the propeller unit I0, Igprovide -theindcator
trolled by a mercury switch unit 18 connected mechanism SLL* This may be of a well known
35 between the pump and its electrical source of type in which a metal member is moved through
supply 19. a magnetic field to thereby cause a variation in a
The switch unit 18 is so arranged that Should current flowing in al circuit including a meter
the ship roll or tilt downwardly on the left which is calibrated to indicate the position of the
hand, or port, side, the motor 11 will be oper metal member. Therefore, a cam 82 is mounted
ated to rotate the pump 13 and cause pressure on the standard l2a to turn therewith and en
40 to be exerted against the plunger 'H on the
gages the metal field member 83 to move the 40
frontal left side. The left hand or port cais same toward or away from the standard as the
son 56 will thus be rocked rearwardly, causing same rotates. The meter 84 is located in any
the propeller unit 64 to tilt upwardly and for desired remote point in the battery or energizing
' wardly, as shown in Fig. 4. The pressure in the circuit 85, and, as the standard rotates and moves
45 rear port cylinder 'IFJ caused by rearward mo
the member 83, the meter reading will be corre 45
tion of the plunger l2, will cause a forward pres spondingly varied. The meter may then be cali
sure to be exerted (through the line 16) on brated to read in angular directions between for
the right hand or starboard rear plunger so wardly and rearwardly positions of the propeller
that the starboard caisson 51 will be rocked unit lila, and so indicate exactly and at all times
forwardly, and the forward end of its propeller the position thereof. This indicating means may 50
unit 65 will be moved downwardly, also as shown also be used in all of the propeller assemblies B,
in Fig. 4. The result of this action is to cause C, and C as well, and adds considerably to the
an upward motion or force to be applied on the flexibility of operation and makes it possible for
port side, while a downward motion is applied the pilot or operator to so set the propellers at
55 to the starboard side to thus compensate for,
a slight angle to compensate for drift in currents 55
and prevent, this roll to port which would other running transversely to the direction of travel of
wise occur. Then should the ship start to roll the ship.
to the starboard side, the caissons will be rocked The forward propeller assembly C is identical
in the opposite direction by reversal of the mo with that just described, and needs no further
60 tor TI by the switch 18, and an upward force 60
description herein.
will be applied in a starboard side while a down The midships propeller assemblies D and E
ward force is applied to the port side to pre are identical in construction and arrangement,
vent this roll. The mercury switch is thus re and include the caissons SGL-57a mounted in the
sponsive to rolling or transverse tipping motion transversely aligned wells 50e-Sla and carrying
65 of the ship, and the ship is now stabilized against 65
the drive units 60e-Sla, the propeller or blade
both fore and aft and transverse motions in the
sea.
units lilla-65a and connecting standards S23-63a,
The propeller assemblies D and E are pref which in this case are rigidly mounted through
erably spaced outwardly from the keel K some the bottoms 5821--59a of the caissons. The cais
70 distance, as shown, in order that they may ex sons 5ba-_51a are removable from the wells, being 70
ert a maximum leverage on the ship to prevent in this case provided with hooks 86 for this pur
said rolling motion. pose, and the bottoms 581--59ab are shaped to iit
Referring now to Figs. 6 through 10 of the nicely into the contour of the bottom of the
drawings, it will be seen that I have provided hull F. The keel K carries stop plates 81 which
75 a modied construction in which all of the pro engage the inner and lower edges 88 of the cais
iw. wmnINt FHUPU RNW.

Search Hoon.
35 2,213,611 5
son bottoms, and so retain the caissons in place cillating the member, and a propeller unit sus
in the wells 50a-Sla. The caissons are further pended in and through the caisson member.
retained in. place and prevented from vibrating 5. In an apparatus for stabilizing a ship, the
by set screws 89 which are threaded through the same including a housing opening downwardly
Walls, and may be adjusted to bear outwardly through the hull, a caisson member mounted in
against the walls of the wells, as shown. the housing for rocking movement about a sub
The above structure operates exactly as does stantially horizontal axis, a propeller unit ro
that described hereinbefore in some detail. and tatably mounted on a substantially vertical axis
no further description should be required herein. through the bottom of the caisson member and
It is understood that I may make variations in having its blade device suspended beneath the 10
the specific structures herein described, so long downwardly opening end of the housing, means
as such variations fall within the spirt and scope for rotating the propeller unit about its vertical
of the appended claims. Having now therefore axis for steering and propelling the ship, and
fully disclosed my invention, what I claim as new means operable against opposite sides of the cais
15 and desire to secure by Letters Patent, is: son member for rocking the same about said 15
1. An apparatus for propelling and stabilizing horizontal axis.
a ship, comprising a well formed in the ship and 6. In an apparatus for stabilizing a ship, the
opening downwardly therebeneath, a caisson same including a housing opening downwardly
member removably mounted in the well and sup through the hull, a caisson member mounted in
20 ported for oscillation in a vertical and fore and the housing for rocking movement about a sub 20
aft plane therein, means operable against the stantially horizontal axis, a propeller unit rotat
sides of the caisson member for oscillating it ably mounted on a substantially vertical axis
within the wells, and a propeller unit mounted in through .the bottom of the caisson member and
the caisson member and having its blade device having its blade device suspended beneath the
25 depended below the Well. downwardly opening end of the housing, means 25
2. An apparatus for propelling and stabilizing for rotating the propeller unit about its vertical
a ship, comprising a well opening downwardly axis for steering and propelling the ship, hydrau
through the hull of the ship and over the keel lic means operable against opposite sides of the
thereof, the said keel having an opening, a cais caisson member for rocking the same about a,
30 son member mounted in the well and upwardly horizontal axis, and said hydraulic means includ-f 30
removable therefrom, means for retaining the inga?' automatic control for rocking the caisson
caisson against downward displacement from the member in accordance with the inclination of
well, a propeller unit rotatably mounted verti the ship.
cally through the bottom of the caisson member 7. Apparatus for propelling and stabilizing a
35 and having its blade device extended into the ship of the type having a hull and longitudinal, 35
opening in the keel, _and means for rotating the centrally located and depended keel, comprising
propeller unit about its vertical axis whereby the housings at front and rear portions of the ship
horizontal angle of thrust may be varied 'for opening downwardly therethrough immediately
steering the ship. over the keel, the said keel having openings be
40 3. An apparatus for propelling and stabilizing low said housings, caisson members mounted in 40
a ship, comprising a well opening downwardly the housings and supported for rocking move
through the hull of the ship and over the keel ment therein about transverse axes, propeller
thereof, the said keel having an opening, a cais units mounted in the caisson members and hav
son member mounted in the well and upwardly
ing their blade devices depended into the open
removable therefrom, means for retaining the
ings in the keel, and automatically controlled 45
means for rocking said caisson members about
caisson against downward displacement from the transverse axes for Varying the angle of thrust
well, a propeller unit rotatably mounted verti of the blade devices.
cally through the bottom of the caisson member 8. Apparatus for propelling and stabilizing a
50 and having its blade device extended into the ship of the type having a hull and longitudinal, 50
opening in the keel, means for rotating the pro centrally located and depended keel, comprising
peller unit about its vertical axis whereby the housings at front and rear portions of the ship
horizontal angle of thrust may be varied fonA opening downwardly therethrough immediately
steering the ship, andnmeans for visually and re-` over the keel, the said keel having openings be
55 motely indicating the relative angular position oi, low said housings, caisson members mounted in
the propeller unit about its vertical axis. the housings and supported for rocking move
4. An apparatus for propelling and stabilizing ment therein about transverse axes, propeller
a ship, comprising a well formed in the ship and units mounted in the caisson members and hav
opening downwardly through the bottom there ing their blade devices depended into the open
60 oi', a caisson member oscillatably supported in ings in the keel, means for adjusting the blade
the well with bearing engagement with the bot devices about upright axes for steering the ship, 60
and automatically controlled means for rocking
tom thereof, the said well and caisson member
having straight sides parallel with the plane in said caisson members about transverse axes
for varying the angle of thrust of the blade de
which said member oscillates, means operable on vices.
65
the other walls of the caisson member for os ADOLPH RONNING.

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