Abstract:
An enhanced counter-rotating electric motor and an associate propulsion system for use with a water-vehicle includes a motor housing, a stator within the housing that rotates about a central axis in one direction, an armature within the stator that rotates about the central axis in an opposite direction from the stator, a first axle that is secured to the stator and extends out from the housing, a second axle that is secured to the armature and extends out from the housing, water-tight rotational seals about each of the two axles, a centrifugal-force-balancing electrical connection mechanism that supplies functioning electrical communication between the motor and external electrical circuitry while operating the motor, and a propeller secured to each said axle.

Description:
This application is a continuation-in-part of copending application Ser. No. 12/387,413 filed on May 1, 2009 which claims priority from U.S. provisional applications Ser. No. 61/126,320 filed on May 2, 2008 and Ser. No. 61/137,681 filed on Aug. 1, 2008 U.S. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The subject invention relates to an increased efficiency counter-rotating electric motor and to suitable marine-vehicle propulsion systems and uses for the subject motor which has an improved efficiency of operation over traditional motors. When utilized on a typical fishing boat, this type of marine-vehicle propulsion system is frequently termed a “trolling” motor. More specifically, the subject invention utilizes a counter-rotating electric motor in which both an armature/rotor and a stator/field magnets rotate in opposite directions during operation. Generally, the subject motor is suspended by support means, wherein an armature shaft or axle is attached to and extends from the armature of the motor and a stator shaft or axle is attached to and extends from the stator of the subject motor. Included is a properly configured centrifugal-force-balancing means that is mandated by the rotating stator. As indicated, both the armature and the stator rotate, in opposite directions, thereby minimizing the creation of heat during operation and accessing torsional forces normally lost by utilizing a traditional motor in which the stator is fixed within the motor housing. 
     2. Description of Related Art 
     For a traditional motor, the outside/surrounding motor housing is stationary, as is the stator/field magnets within the housing. The stator is usually affixed to the housing. An internal armature/rotor is attached to a shaft or axle that rotates during operation (in some versions of a standard motor the rotor may be termed the armature). Thus, the armature shaft/axle extends out from the stationary motor housing and rotates when electrical current is applied to the motor (the armature/rotor rotates within the stationary stator/field magnets). The history of traditional electric motors is extensive and one version is found at www.sparkmuseum.com/MOTORS.HTM. 
     A counter-rotating electric motor is described in related U.S. Pat. Nos. 2,431,255, 2,456,993, and 2,462,182. The disclosed motor was to be used in torpedo propulsion systems in which a coaxial propeller assembly drove separate propellers in opposite directions to aid in keeping the torpedo traveling in a desired direction. Clearly, the operational lifetime of such a motor is extremely limited, given its destruction upon hitting a target. To eliminate necessary centrifugal/centripetal influenced commutator-to-brush contact breaks created while the stator is rotating (normally the stator is not rotating so a constant resilient means or spring simply forces a brush inward and towards the center of rotation, thereby contacting the commutator for the required electrical communication, but rotation of the stator causes the brushes to “float” away from the commutator), the device contained a “radial commutator” (a disk extending outwardly from the axis of rotation) and contact brushes directed parallel to the axis of rotation. This radial commutator/brush design is complex, not easily fabricated, and, thus, expensive to manufacture. 
     U.S. Pat. No. 4,056,746 presents a counter rotation electric motor that is quite similar to the design present immediately above. Once again a radial commutator/brush design is utilized in the operation of the device. 
     A DC rotary machine is related in U.S. Pat. No. 4,259,604. The commutator/brush design in this device is very simplistic and is not created to operate at high rotational velocities. Typically, the motor is used in a machine such as a tape recorder, VTR, and the like that need low rotational speeds. The commutator is of standard cylindrical design and the brushes are contacted in a permanent fashion against the commutator bars. 
     A dual rotary AC generator is described in U.S. Pat. No. 5,089,734. This disclosure presents, basically, a motor run in reverse, thereby becoming a generator in which both the magnetic field and armature rotate in opposite directions. Unfortunately, the manner in which the device receives or delivers electricity is not related, nor are any internal electrical components described. 
     U.S. Patent Publication No.: 2006/0163963 discloses a counter rotating generator. Once again, a radially disposed set of disks are utilized in the commutator/brush design. In this case, the slip rings have a relatively large diameter (which is claimed to decrease heat production) and contact brushes in a continual manner, with constant force, regardless of rotational speed. Additionally, the described generator is used in relatively slow RPM situations in which the wind or manual cranking are utilized as the driving forces, unlike the subject invention that may be operated from relatively low to relatively high RPM values. 
     BRIEF SUMMARY OF THE INVENTION 
     An object of the present invention is to provide a counter-rotating electric motor for use on a water-vehicle (boat, ship, or equivalent vehicle) in which the armature rotates in a first direction and the stator rotates in an opposite second direction about a common central axis and then their opposite rotations are linked to appropriately configured propellers to move the vehicle through the surrounding water in a common direction. 
     A second object of the subject invention is to improve the efficiency of a counter-rotating electric motor by accessing torsional forces normally lost to stationary motor mounts that hold the stator in a fixed position. 
     Another objective of the subject invention is to improve the efficiency of a counter-rotating electric motor by accessing torsional forces normally lost to stationary motor mounts by allowing the motor stator and armature to rotate freely, wherein the armature and attached armature output means rotates in one direction and the stator and stator output means rotates in an opposite direction about a common central axis and necessary electrical contact is maintained via a centrifugal-force-balancing commutator-to-brush assembly. 
     Yet a further objective of the subject invention is to improve the efficiency of a counter-rotating electric motor for use in a water-vehicle by limiting creation of heat and accessing torsional forces normally lost to stationary motor mounts by rotationally securing at opposite ends output means and allowing the mated stator to armature assembly to rotate freely with an armature-connected-shaft rotating in one direction and a stator-connected-out means rotating in an opposite direction and then linking the two opposite rotations to propellers configured to drive the water-vehicle is one direction. 
     Still yet a further object of the subject invention is to disclose a trolling motor for a water-vehicle that includes two oppositely rotating propellers with one propeller linked to a stator and the other propeller linked to an armature, wherein necessary electrical contact is maintained via a centrifugal-force-balancing commutator-to-brush assembly comprising a counter-balance-to-brush system that maintains contact between each brush and the commutator during operation of the motor. 
     Disclosed is a novel configuration of a trolling motor for use with a water-vehicle. Comprising the subject invention is a power supply, a control means, water-vehicle mounting means, and a submersible electric motor having two main halves that are rotationally mated with one another: 1) the armature or rotor half and 2) the stator or field magnets half, both of which freely rotate in opposite directions during operations (unlike traditional motors in which the stator is stationary and normally attached to a motor housing). A first shaft is connected to and extends from the armature and a second shaft is connected to and extends from the stator, with both the first and second shafts fitted with appropriately configured propellers. Suitable rotational bearing assemblies are incorporated within a surrounding housing, thereby bracketing both halves between supporting first and second bearings with each half rotating in an opposite direction during operation of the subject motor. The mated stator-to-armature assembly is fitted within the housing and incorporates water-tight seals that surround each of the propeller-connected shafts. The subject motor contains a modified brush assembly (centrifugal-force-balanced assembly) in which each brush is biased to maintain constant electrical contact as both halves rotate (in traditional motors the brushes are connected to a stationary component of the motor and do not rotate and, usually, for a continuous electrical connection, the brushes are forced to touch the commutator by associated springs to deliver current in a motor, but when they rotate in the subject invention (again, remembering in a traditional motor the brushes do not rotate) the created centrifugal force (directed away from the center of rotation) needs to be overcome or balanced by a additional biasing means that is directed inwardly towards the center of rotation (one suitable means being counter-weights or the like that force the brushes to stay in contact with the commutator and oppose the centrifugal force) to maintain constant electrical contact. 
     The subject invention has numerous advantages over existing technologies, including, but not limited to: 
     1) Counter-rotating propellers are more efficient and require approximately 40% less power to produce the same thrust a standard motor with one propeller. A traditional motor with one propeller requires approximately 29 amps to operate while the subject counter-rotating motor requires only 19 amps for the same thrust, thus resulting in a longer/extended battery life for the propulsion system. 
     2) Since the counter-rotating requires less power to operate, smaller and fewer batteries are required to function. 
     3) The counter-rotating motor with two propellers results in greater thrust at half the RPM as a traditional motor. 
     4) Since a major problem for a boat operated in shallow water is that the propeller is easily entangled in weeds, but two propellers create a greater ability to tear through weed obstacles. Also, with two propellers, both spinning at slower than traditional speeds, the winding of weeds about a propeller is reduced. 
     5) There is an overall improvement is safety with the counter-rotating propulsion system since with two propellers if one is damaged the second propeller is still operable. 
     6) Since the counter-rotating system produces approximately 40% more power at half the standard propeller rotational speed, the lower propeller rotational speed creates less water turbulence and noise. Less turbulence and noise are favorable conditions for stalking fish. 
     7) With the slower RPM counter-rotating motor in use, less internal motor heat is created, thus allowing the battery energy to produce more efficient thrust for the subject motor and propulsion system. 
     8) With the electrical contacting slip rings mounted outside the mated stator and armature, but inside the water-tight motor housing the assembly of the motor is simplified during manufacturing and repairing procedures. 
     Further objects and aspects of the invention will be brought out in the following portions of the specification, wherein the detailed description is for the purpose of fully disclosing preferred embodiments of the invention without placing limitations thereon. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S) 
       The invention will be more fully understood by reference to the following drawings which are for illustrative purposes only: 
         FIG. 1  is a side view of the subject water-vehicle propulsion system. 
         FIG. 2  is side view of the counter-rotating motor assembly portion of the subject water-vehicle propulsion system depicting internal components and showing the counter-rotating motor&#39;s location between two propellers that rotate in opposite directions during operation of the subject system and showing by arrows the opposite directions in which the stator and armature rotate to drive the attached propellers. 
         FIG. 3  is a partial cross-sectional view of the counter-rotating motor portion of the subject water-vehicle propulsion system depicting the counter-rotating motor&#39;s location between two propellers that rotate in opposite directions during operation of the subject system. 
         FIG. 4  is a top view of the subject counter-rotating motor depicting internal components. 
         FIG. 5  is a cross-sectional view of the subject counter-rotating motor as seen along the  5 - 5  indicators shown in  FIG. 4 . 
         FIG. 6  is a cross-sectional view of the subject motor as seen along the  6 - 6  indicators shown in  FIG. 5 . 
         FIG. 7  is the cross-sectional view enlargement indicated on  FIG. 6 . 
         FIG. 8  is a cross-sectional view of the end portion of the subject motor that contains the centrifugal-force-balancing electrical contacting means. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring more specifically to the drawings, for illustrative purposes the present invention is presented in the embodiments generally shown in  FIG. 1  through  FIG. 8 . It will be appreciated that the subject apparatus may vary as to configuration and as to details of the parts without departing from the basic concepts as disclosed herein. 
     Generally, the subject invention is a counter-rotating electric motor and water-vehicle propulsion system utilizing the counter-rotating electric motor. The counter-rotating motor includes within a water-tight or secure motor housing a stator having first and second ends that rotates about a central axis in a first direction, an armature having first and second ends that rotates about the central axis in a second direction, wherein the stator surrounds at least a portion of the armature. A first axle is secured to the stator and extends along the central axis, wherein said first axle rotates in the first direction and a second axle is secured to the armature and extends along the central axis, wherein the second axle rotates in said second direction. Provided is an electrical connection means that includes centrifugal-force-balancing electrical contact maintenance means for providing, functioning electrical contacts while operating said motor. Preferably, the centrifugal-force-balancing electrical connection means comprises at least one brush, a commutator upon which the brush rides for electrical contact during operation of the electric motor, and brush-associated counter-weights for overcoming the outward centrifugal force (without-correction, this outward force would “float” the brush, thereby breaking necessary electrical contact) on each brush, whereby each brush is directed inwardly toward the central axis for maintaining brush-to-commutator contact during operation of the electric motor. 
     Specifically, the subject propulsion system  5  is depicted in  FIG. 1 . Comprising the subject invention is a control assembly  10  that a user employs for motor speed adjustments and propeller direction control. The exact fabrication of the control assembly may vary within recognized parameters known to those skilled in the relevant art. Normally, the control assembly  10  incorporates a user-handle  15  fashioned to contain, usually, a motor speed control means such as a rotatable grip, squeezable trigger, or equivalent means and electrical control module  20  that is in communication with the user-control handle  15 , battery  25 , via an electrical battery-cable  30 , and a counter-rotating motor assembly  35 , via a electrical motor-cable  40 . 
     The electrical control module  20  is comprised of standard motor speed control means that recognizes and communicates a user-desired speed selection with the counter-rotating motor assembly  35 . The control module receives power from the associated battery or batteries via the battery-cable  30  and utilizes that power to drive the counter-rotating motor assembly  35  via motor-cable  40 . 
     The subject invention is secured to a selected water-vehicle with suitable mounting means. The subject device may be incorporated as an integral part of the water-vehicle&#39;s structure (e.g.: permanently secured to a structural element such as the hull, railing, or the like of the water-vehicle) or in a fashion that allows for easy removal. A preferred embodiment, shown in  FIG. 1 , is a releasable mounting clamp  43  that a user tightens to the water-vehicle in a suitable location. A support shaft  45  runs from the control assembly  10 , through the mounting clamp, and to the counter-rotating motor assembly  35 . The support shaft  45  is fabricated from suitably rigid material(s) such as metals, alloys, various acceptable polymeric substances, and the like. Thus, when the water-vehicle is in a body of water and the subject propulsion system secured to the water-vehicle, the control assembly  10  is within easy reach of the user and the water-tight counter-rotating motor assembly  35  is submerged into the surrounding water. 
     The direction in which the water-vehicle is motivated is frequently accomplished by the user moving the handle  15  to one side or the other, thereby rotating the direction in which the associated counter-rotating propellers  50  and  55  are aimed. 
       FIG. 2  depicts the end of the support shaft  45 , electrical motor-cable  40 , and the counter-rotating motor assembly  35 . Comprising the motor assembly  35  are a first propeller  50  and a second propeller  55 . Since during operation of the subject motor these two propellers  50  and  55  rotate in opposite directions, the propeller blades are fabricated with opposite angles so that when the propellers  50  and  55  are spinning in opposite directions during operation a unidirectional overall propulsion force is created. Usually, protective end caps  60  and  65  are fitted over the outer ends of the propellers  50  and  55 , respectively. These caps  60  and  65  may add useful hydrodynamic properties to the propulsion system as the water-vehicle mover through the surrounding water. The actual shape of these caps  60  and  65  may vary and conical ones depicted are shown for exemplary purposes only and not by way of limitation. 
     As can be seen in  FIG. 2 , the counter-rotating motor assembly  35  comprises, in addition to the propellers  50  and  55  and end caps  60  and  65 , varied internal components. A hollow motor housing  70  is secured by a coupling bracket  75  to the support shaft  45 . A cable protector  77  is usually included that extends from the bracket  75  and protects the cable wires  40  before the wires enter the motor housing  70  through water-tight ports  78  and  79 . This association may be facilitated by standard means such as welding, gluing, mated threads, and equivalent means or may be the result of a fabrication process that produce an entire uniform and continuous structure of the various constituent parts. 
     As seen in  FIGS. 2 and 3 , each propeller  50  and  55  is secured to the end of an axle  80  and  85  by suitable means such as anchoring cross-members  90  and  95  anchored within each propeller  50  and  55 , respectively. Other equivalent axle-to-propeller attachment means are considered to be within the realm of this disclosure. 
     Assisting in forming the water-tight housing assembly  35  are a pair of end plates  100  and  105  that fit in a water-tight fashion within the ends of the motor housing  70 . The two plates may be secured in any suitable manner such as bolts, screws, clamps, and the like and may include water-proof gaskets, substances, and the like to prevent the entry of water into the housing  70 . Each end plate  100  and  105  has an aperture that surrounds an axle  80  and  85 , respectively. Within each aperture is a water-tight bearing assembly  110  and  115  that permits each axle  80  and  85  to rotate freely, yet prevents the entry of water into the motor housing  70 . 
     Within the motor housing  70  is a rotatable stator  120  that has at least two magnets  125  and  130  (permanent magnets in the illustrated embodiment). An air gap  135  separates the outside of the stator  120  from the inside of the motor housing  70 . The stator  120  is secured at one end by a detachable axle plate  123  to the stator axle  80 . The other end of the stator  120  contains a bearing assembly  145  that rotated on and about the non-stator axle  85  about a central axis. 
     Within both the motor housing  70  and the rotatable stator  120  is a rotatable armature  150  with traditional wire windings. As described in more detail below, during operation of the subject motor the stator and armature rotate in opposite directions, as shown by the arrows in  FIG. 2 . The armature  150  is secured to the armature axle  85 . One end of the armature axle  85  penetrates the stator bearing assembly  145  and then the water-tight motor housing bearing assembly  115  and terminates in one propeller  55 . The other end of the armature axle  85  mates within a bearing cup  140  and is free to rotate therein about the central axis. 
     For the sake of clarity,  FIGS. 4 through 8  present the counter-rotating motor without the associated propellers  50  and  55  and support shaft  45 . First,  FIG. 4  is a top view of the subject counter-rotating motor 
     Focusing next on  FIGS. 5 and 8  ( FIG. 8  is a close-up of an end portion of  FIG. 5 ), during operation of the counter-rotating motor, electric current flow into the motor via cable  40 . The two leads from the cable  40  pass through ports  78  and  79  and are attached to two slip-rings  155  and  160  that are mounted to and about the stator axle  80  within the motor housing  70 , but outside the stator  120 . Lead wires  165  and  168  run from the slip-rings  155  and  160  to brushes  170  and  175 . Brush-associated springs  180  and  185  force the brushes  170  and  175 , respectively, against the various bars  190  and  195  of a commutator  196 . The commutator bars  190  and  195  are connected to the armature windings via wires  200  and  205 , respectively. As with a traditional electric motor, as the brushes rotate over the bars on the commutator the different windings on the armature are activated to force rotation of the armature within the surrounding stator and its magnets. 
     Since both the stator  120  and armature rotate (in opposite directions) during operation of the subject motor, the brushes  170  and  175  begin to lift up and away from contacting the commutator  190  and  195 , due to the created outwardly directed centrifugal force (as indicated above, traditional motors utilize a fixed stator with no centrifugal force exerted on the brushes). The resilient force created by the springs  180  and  185  need additional assistance during stator  120  rotation to maintain contact between the brushes  170  and  175  and the commutator  190  and  195 . Thus, a centrifugal-force-balancing means must be included in a counter-rotating electric motor. Although other centrifugal-force-balancing means (e.g.: a disk commutator fastened to the armature axle and brushes resiliently directly along the axis-of-rotation to contact the disk commutator and the like) are considered to be within the realm of this disclosure, a preferred embodiment is depicted in  FIGS. 2 through 8  in which a counter-weight system is employed. 
     Specifically, as seen in the close-up view presented in  FIG. 8  and  FIGS. 6 and 7 , a brush and armature-bearing mounting fixture  210  is secured to the inside surface of the stator  120  and rotates with the stator  120 . The mounting fixture  210  holds the already described bearing cup  140  that mates with the end of the armature axle  85 , the brushes  170  and  175 , and the brush springs  180  and  185 . Additionally, counter-weights  215  and  220  are secured to the brushes  170  and  175 , respectively, by suitable connection lines  225  and  230 . Extending from the main body of the mounting fixture  210  are a pair of protection flanges  235  and  240  that assure the counter-weights do not unintentionally hit the rotating armature  150  as the stator  120  and attached counter-weights  215  and  220  spin in the opposite direction. 
       FIG. 6  is helpful for examining the elements of the centrifugal-force-balancing means (in this cross-sectional view the protection flanges do not appear). Riding on the commutator  196  are the two brushes  170  and  175  with the associated counter-weights  215  and  220 . As can be seen in the enlargement view seen in  FIG. 7 , the counter-weight line  225  (as does the other non-enlarged line  230 ) passes through an aperture  245  in the mounting fixture  210 . The aperture  245  may also be a slot or equivalent configuration to permit free passage of the line  225 .  FIG. 7  shows that the aperture  245  is configured to minimize friction on the line  225  by having at least a rounded upper portion over which the line  225  slides during centrifugally-induced movement as the counter-weight  215  moves away from the center of rotation, thereby forcing the brush  170  to maintain contact with the commutator bar  190 . 
     Although the description above contains many details, these should not be construed as limiting the scope of the invention but as merely providing illustrations of some of the presently preferred embodiments of this invention. Therefore, it will be appreciated that the scope of the present invention fully encompasses other embodiments which may become obvious to those skilled in the art, and that the scope of the present invention is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” All structural and functional equivalents to the elements of the above-described preferred embodiments that are known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the present claims. Moreover, it is not necessary for a device or method to address each and every problem sought to be solved by the present invention, for it to be encompassed by the present claims. Furthermore, no element or component in the present disclosure is intended to be dedicated to the public regardless of whether the element or component is explicitly recited in the claims. No claim element herein is to be construed under the provisions of 35 U.S.C. 112, sixth paragraph, unless the element is expressly recited using the phrase “means for.”