CA1038950A - Throttle-reverser control system for water jet propelled seacraft - Google Patents
Throttle-reverser control system for water jet propelled seacraftInfo
- Publication number
- CA1038950A CA1038950A CA214,704A CA214704A CA1038950A CA 1038950 A CA1038950 A CA 1038950A CA 214704 A CA214704 A CA 214704A CA 1038950 A CA1038950 A CA 1038950A
- Authority
- CA
- Canada
- Prior art keywords
- potentiometer
- throttle
- engine
- reverser
- controlling
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
- B63H11/10—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof
- B63H11/107—Direction control of propulsive fluid
- B63H11/11—Direction control of propulsive fluid with bucket or clamshell-type reversing means
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
- Control Of Turbines (AREA)
- Control Of Eletrric Generators (AREA)
- Sorption Type Refrigeration Machines (AREA)
Abstract
A B S T R A C T
A control system for water jet ship pro-pulsion apparatus of the type having reverser bucket means which is selectively and controllably movable into the path of a driving jet to reverse the thrust of the jet. The invention is characterised in the use of plural potentiometers connected to a single control throttle, one of the potentiometers acting to control the driving engine for the propulsion apparatus and the other acting to control the position of the reverser bucket means. Both potentiometers employ shorted sections such that the driving engine will run at idle speed on either side of a neutral setting while the reverser bucket means is moved from a full-retracted to a fully-extend-ed position for reverse thrust. Once the reverser bucket means reaches one of its two extreme positions, engine speed can be increased with increased thrust. In the engine idle region, reverser bucket modulation of the jet stream can be effected to give forward and reverse boat speed control at the engine idle setting.
A control system for water jet ship pro-pulsion apparatus of the type having reverser bucket means which is selectively and controllably movable into the path of a driving jet to reverse the thrust of the jet. The invention is characterised in the use of plural potentiometers connected to a single control throttle, one of the potentiometers acting to control the driving engine for the propulsion apparatus and the other acting to control the position of the reverser bucket means. Both potentiometers employ shorted sections such that the driving engine will run at idle speed on either side of a neutral setting while the reverser bucket means is moved from a full-retracted to a fully-extend-ed position for reverse thrust. Once the reverser bucket means reaches one of its two extreme positions, engine speed can be increased with increased thrust. In the engine idle region, reverser bucket modulation of the jet stream can be effected to give forward and reverse boat speed control at the engine idle setting.
Description
1~38950 The present invention is particularly adapted for use in a water jet propulsion system for seacraft, particu-larly hydrofoil ships. In a propulsion system of this type, water is scooped up from a body of water traversed by the ship, energy is added to the water by means of a pumping element driven by an engine, the water is discharged in the form of a driving jet to propel the skip, and reverser buc-ket means is provided to selectively and controllably move into the path of travel of the driving jet to reverse the lQ thrust of the ship. The jet is normally discharged above the water line so as to reduce back pressure.
In a propulsion system of this type, it is neces-sary to provide a throttle control which, among other things, -has a neutral setting which positions the reverser bucket in the jet stream to give a zero net thrust. Additionally, an engine idle region should be provided which will allow bucket modulation of the jet stream to give forward and re-verse boat speed control at the engine idle setting, this being normally for docking and the like purposes. However, it is also desirable to provide a neutral hold feature which will allow throttle advance without bucket deployment for the purpose of engine testing and start-up procedures. A
control of the type described above can be implemented with solid-state electronic systems; however these are complex and excessively costly.
In accordance with the present invention, there i9 provided control means for the driving engine and reverser bucket means of a water jet ship propulsion system which, in~tead of using expensive solid-state electronic controls, utilizes special potentiometers with shorted sections, along , . . : . - . - - ,,, : -:.~. - . - , ., --. : .
with a minimum of circuit components to achieve the requirements set out above.
Specifically, there is provided in a ship propulsion system of the type in which water is scooped from a body of water traversed by the ship, energy is added to the water by means of a pumping element driven by an engine, the water is discharged in the form of a driving jet to propel the ship, and reverser bucket means is provided to selectively and controllably move into the path of travel of the driving jet to reverse the thrust of the ship; the improvement in control means for said driving engine and reverser bucket means comprising: first means including electrically-operated valve means for controlling the speed of said engine and the amount of energy added to the water by said pumping element; second means including electrically-operated valve means for controlling movement of said reverser bucket means into the path of travel of said driving jet; a throttle having neutral, forward and reverse positions; first potentiometer means having a wiper element operatively connected to said throttle and having a pair of resistive contact; sections spaced apart by a non-resistive contact section at the neutral position of said wiper and connected to the first means for controlling the speed of said engine whereby the engine will idle at the neutral position and in regions on either ` :
side of neutral~ and second potentiometer means having a wiper element operatively connected to said throttle for `
controlling the position of said reverser bucket means and having shorted sections on either side of a central ,~" , ~ ~ .
'' ' ~' ~ '' .. . ,. . . . - , , . . ~ ~ .
lU38950 resistive section whereby, as said throttle moves through said regions on either side of neutral, the reverser bucket means will move from a fully-retracted position for forward thrust to a fully-extended position for reverse thrust.
The above and other objects and features of the invention will become apparent from the following detailed description taken in connection with the accompanying - ~ -drawings which form a part of this specification, and in which:
' 3a .- :
-.: ' 1~38950 Figure 1 is a perspective aft view of the ctern portion of a hydrofoil craft incorporating a water jet pro-pulsion system and with which the control system of the present invention may be used;
Figs. 2, 3 and 4 are side views showing the manner in which the reverser bucket means of the propulsion system may be moved from a fully-retracted position to a fully-extended position wherein the entirety of a jet stream i deflected backwardly;
Fig. 5 is a schematic circuit diagram of the con-trol system of the invention; and Fig. 6 schematically illustrates the operation of the invention.
With reference now to the drawings, and particular-ly to Fig. 1, there is shown the aft portion of a hydrofoil 10 having downwardly-depending struts 12 and 14 intercon-nected at their lower ends by means of foils 16 and 18. The foils have control surfaces 20 and 22, respectively, at their trailing edges. At the bow of the craft, not shown, is a third downwardly-depending strut which acts as a rudder and which carries at its lower end a foil. The struts 12 and 14 and the foils carried thereby can be rotated upwardly into a retracted position about a pivot point 24.
The present invention is concerned with the propul-s~on means for the hydrofoil craft. Propulsion i8 obtained by means of jet streams of water passing out of nozzles 26 and 28 on either side of the craft. Water is scooped from the sea through an opening 30 at the forward end of a foil section 32 and is then directed upwardly through a center column 34 to port and starboard pumps, not shown, driven by .
1~3~950 port and starboard prime movers such as jet engin~. From the pumps, the water is then discharged through tho nozzles 26 and 28 which propel the craft forwardly. In order to ob-tain reverse motion of the craft, reverser bucket devices 36 and 38 are provided for each of the nozzles 26 and 28.
For forward motion of the craft, the bucket assembles 36 and 38 are rotated into positions where they do not inter-sect the issuing jet stream. However, by rotating the buc-ket assemblies 36 and 38 into the jet stream, the jet is deflected backwardly to thereby obtain reverse thrust.
The operation of the reverser bucket assembliss is perhaps best shown in Figs. 2, 3 and 4. The water jet, in-dicated by the reference numeral 40, issues from a nozzle 42 and passes through a cylindrical member 44 which can be lS tilted upwardly or downwardly to deflect the jet stream.
However, the manner in which this is accomplished will not be described herein. The reverser bucket means itself com-prises a dished or curved member 46 pivotally connected to a support member, not shown, by means of side arms 48 which are, in turn, connected through a linkage 50 to the piston ; of a pneumatic or hydraulic cylinder 52. Provided in one side of the dished portion 46 is an opening 54, the arrange-ment being such that as the dished portion 46 is moved down-wardly by pressurization of cylinder 52, more and more of the dished portion 46 will intersect the jet stream as shown in Figs. 3 and 4. As it does intersect the jet stream, the water is propelled to the side and backwardly out through the opening 54, thereby creating a reverse thrust for the craft.
The propulsion control system of the invention is .
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. '~'' ' ~ ~ ' " .
~38950 shown in Fig. 5 wherein elements oorresponding to those of Figs. 1-4 are identified by like reference numerals. As was explained above, water is scooped through opening 30 (also identified in Fig. 1) and then passes upwardly through ~he center column 34 to a pump 56 driven by a prime mover 58, such as a jet engine. From the pump 56, the water is driven through the nozzle 42, thereby creating the jet stream 40 which can be intersected by the dish-shaped reverser member 46 to deflect the stream backwardly. Member 46, in turn, is carried on side members 48 connected through the linkage 50 to the piston rod of cylinder 52. It will be understood, of course, that in an actual installation, there are two jets and accompanying propulsion means, only one being shown in Fig. 5.
Opposite ends of the cylinder 52, in turn, are con-nected through valve 60 to a source 62 of fluid under pros-sure. The valve 60 is adapted to connect the source of ~-fluid under pressure to either end of the cvlinder 52 such that rotation of the dished member 46 can be in either dir- ~ -ection, depending upon the position of the valve. The valve 60, in turn, is controlled by means of an electrical actuator 64 provided with a control winding 66. The actuator 64 is such that when the voltage at the opposite ends of the wind-ing 66 is the same, then the actuator 64 will stop. However, ~ ;when the voltage becomes unbalanced, the actuator will turnin one direction or the other to move the valve 60 until the voltages are again equal.
Manual control for the craft is by way of a throttle 68 which may be moved in one direction for forward movement of the craft and in the reversç direction for astern movement ~38950 The throttle 68 is connected through a mechanical linkage 70 to the wiper elements 72 and 74 of potentiometers 76 and 78, respectively. The potentiometer 76 is included in the throttle circuit 80~ while the potentiometer 78 is part of a reverser circuit 82.
Both ends of the potentiometer 76 are connected to the positive terminal 84 of a source of direct current volt-age, not shown; while opposi~e ends of the potentiometer 78 are connected to the opposite terminals 84 and 86 of the same source of direct current potential. The potentiometer 76 includes a central shorted section 88 whose center point is connected through a resister 90 and an idle trimming pot -92 to the terminal 86. On one side of the shorted section 88 of potentiometer 76 is a reverse resistive section 94;
and on the other side of the shorted section 88 is a for- -ward resistive section 96, this being shorted by means of resi~tors 98 and 100 for a purpose which will be hereinafter described. The upper end of the forward resistive section 96 is connected through a forward trim pot 102 to the termi-nal 84; while the lower end of the reverse resistive section 94 is connected through a reverse trim pot 104 and resistor 106 to the same terminal 84. ~ -With the wiper element 72 in the shorted sector or ldle position shown, the resistance of the potentiometer and resistances 90 and 92 make a voltage divider. As a result, with the throttle 68 in its shorted sector or idle position, current will flow from the wiper element 72 to an electropneumatic valve 108 back to the terminal 86 to estab-lish an idle speed for the prime mover 58 which can be set by resistor 92. Furthermore, as the throttle is moved in .~ :.. ' ::
1~38950 ei~her the astern or forward direction from its dead center or null position, its idle speed will persist for a period by virtue of the shorted section 88. However, as the wiper element 72 moves beyond the shorted section 88 in either direction, the voltage across the electropneumatic valve 108 will be increased to increase the speed of the prime mover 58 and, hence, the thrust imparted by the water jet 40.
Since the wiper element 74 on potentiometer 78 is also connected to the mechanical linkage 70, the two wiper elements 72 and 74 will move in unison. However, when the wiper element 74 is at the central or idle region, it con-tacts a resistive section 110 which is bounded on either side by ~horted sections 112 and 114. The sections 112 and ~ .:
114 are connected through trimming pots 116, 118, respec- -tively, to the positive and negative terminals 84 and 86 of .~ ~ :
the direct current voltage source.
In shunt with the potentiometer 78 is a second vol-tage divider comprising equal resistors 120 and 122 in series with a trimming pot 124. The midpoint between resistors 120 and 122 is adapted to be connected through contacts 126 of relay 128 and resistor 130 to one side of the control ~inding 66 for the servo dev~ce 64. Ordinarily, however, the relay 128 will be deenergized such that the vable tap 74 of potentiometer 7% is connected through resistor 130 to the winding 66. The other side of the winding 66 is con-nected to a movable tap 132 on potentiometer 134 connected .
between the positive and negative terminals 84 and 86. It - can be seen, therefore, that as the tap moves back and forth 30 on the resistive section 110, ~ne servo device 84 will move , ' ' , ~ . . . ~ . - . : - - , . . .
1~38950 the valve 60 while the tap 132, mechanically connected to the linkage 50, moves ;n a like amount until the bridge circuit is again balanced and the servo device 64 stops.
The system includes a neutral hold feature compris-ing a manually-operable switch 136 and a switch 138 con-nected to the throttle 68 and which is closed when the throt-tle is in its neutral position. Assuming that switches 136 and 138 are closed, relay 12~ will become energized and will remain energized until manual switch 136 is opened by vir-tue of holding contacts 140. At the same time, energization of relay 128 acts to connect the midpoint of resistors 120 and 122 to the control winding 66 such that the position of the servo 64 is maintained at the neutral setting by the position of the tap on pot 124.
The operation of the invention can perhaps best be understood by reference to Fig. 6 which shows the throttle travel limits and the relation of the two throttle-coupled ~ -potentiometers and their signal output requirements as a function of throttle lever position. Waveform A in Fig. 6 illustrates the signal appearing on the tap 74 of the rever-ser potentiometer 78; whereas waveform B represents the sig-nal on the tap 72 of potentiometer 76. The taps 74 and 72 are shown in their neutral positions in Fig. 6.
As tap 72 moves to the right or let of its central or neutral position, and assuming that it still contacts the shorted section 88, the output signal from the tap shown by waveform ~ remains constant with the prime mover rotating the pump 56 at a speed of 6000 revolutions per minute. How-ever, as the tap 72 moves beyond the shorted section 88 in either the reverse or forward direction, the resistive .
-- ;:,.,,.;,.~
~'~38950 section 96 or 94 is contacted whereby the output signal (waveform B) increases. In the case of reverse thrust, the output signal increases to the point where the engine or prime mover 58 rotates at a speed of 7600 revolutions per minute; whereas in the forward direction, it advances until the prime mover rotates at a speed of 13,250 revolutions per minute. The shunts 98 and 100 are utilized to linearize the ~ - -throttle relationship as the tap 72 moves along the resis~
tive section 96. ~ -At the same time that tap 72 is moving back and forth, the tap 74 is also moving as explained above. However, in contrast to the throttle signal, the reverser signal in-creases from a negative value on the forward side of neutral to a positive value. In this process, the reverser bucket means is moved from a fully-retracted position such as that shown in Fig. 2 to a fully-extended position such as that shown in Fig. 4 wherein the ~et stream is fully deflected for reverse thrust. In-between the fully-retracted and fully-extended positions, the engine is idling at a speed of 6000 revolutions per minute; while the position of the bucket can be adjusted to give forward and reverse boat speed control. When switch 136 is closed and the throttle 68 is at its neutral position, relay 128 will be energized whereby the position of the reverser bucket will be fixed as determined by the pot 124. Under these circumstances, the throttle can be advanced in either the forward or re-; verse direction without altering the position of the rever-ser bucket which allows for engine testing and start-up.
Although the invention has been shown in connec-tion with a certain specific embodiment, it will be readily . ,~
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apparent to those skilled in the art that various changes in form and arrangement of parts may be made to suit re-quirements without departing from the scope of the appended claims.
In a propulsion system of this type, it is neces-sary to provide a throttle control which, among other things, -has a neutral setting which positions the reverser bucket in the jet stream to give a zero net thrust. Additionally, an engine idle region should be provided which will allow bucket modulation of the jet stream to give forward and re-verse boat speed control at the engine idle setting, this being normally for docking and the like purposes. However, it is also desirable to provide a neutral hold feature which will allow throttle advance without bucket deployment for the purpose of engine testing and start-up procedures. A
control of the type described above can be implemented with solid-state electronic systems; however these are complex and excessively costly.
In accordance with the present invention, there i9 provided control means for the driving engine and reverser bucket means of a water jet ship propulsion system which, in~tead of using expensive solid-state electronic controls, utilizes special potentiometers with shorted sections, along , . . : . - . - - ,,, : -:.~. - . - , ., --. : .
with a minimum of circuit components to achieve the requirements set out above.
Specifically, there is provided in a ship propulsion system of the type in which water is scooped from a body of water traversed by the ship, energy is added to the water by means of a pumping element driven by an engine, the water is discharged in the form of a driving jet to propel the ship, and reverser bucket means is provided to selectively and controllably move into the path of travel of the driving jet to reverse the thrust of the ship; the improvement in control means for said driving engine and reverser bucket means comprising: first means including electrically-operated valve means for controlling the speed of said engine and the amount of energy added to the water by said pumping element; second means including electrically-operated valve means for controlling movement of said reverser bucket means into the path of travel of said driving jet; a throttle having neutral, forward and reverse positions; first potentiometer means having a wiper element operatively connected to said throttle and having a pair of resistive contact; sections spaced apart by a non-resistive contact section at the neutral position of said wiper and connected to the first means for controlling the speed of said engine whereby the engine will idle at the neutral position and in regions on either ` :
side of neutral~ and second potentiometer means having a wiper element operatively connected to said throttle for `
controlling the position of said reverser bucket means and having shorted sections on either side of a central ,~" , ~ ~ .
'' ' ~' ~ '' .. . ,. . . . - , , . . ~ ~ .
lU38950 resistive section whereby, as said throttle moves through said regions on either side of neutral, the reverser bucket means will move from a fully-retracted position for forward thrust to a fully-extended position for reverse thrust.
The above and other objects and features of the invention will become apparent from the following detailed description taken in connection with the accompanying - ~ -drawings which form a part of this specification, and in which:
' 3a .- :
-.: ' 1~38950 Figure 1 is a perspective aft view of the ctern portion of a hydrofoil craft incorporating a water jet pro-pulsion system and with which the control system of the present invention may be used;
Figs. 2, 3 and 4 are side views showing the manner in which the reverser bucket means of the propulsion system may be moved from a fully-retracted position to a fully-extended position wherein the entirety of a jet stream i deflected backwardly;
Fig. 5 is a schematic circuit diagram of the con-trol system of the invention; and Fig. 6 schematically illustrates the operation of the invention.
With reference now to the drawings, and particular-ly to Fig. 1, there is shown the aft portion of a hydrofoil 10 having downwardly-depending struts 12 and 14 intercon-nected at their lower ends by means of foils 16 and 18. The foils have control surfaces 20 and 22, respectively, at their trailing edges. At the bow of the craft, not shown, is a third downwardly-depending strut which acts as a rudder and which carries at its lower end a foil. The struts 12 and 14 and the foils carried thereby can be rotated upwardly into a retracted position about a pivot point 24.
The present invention is concerned with the propul-s~on means for the hydrofoil craft. Propulsion i8 obtained by means of jet streams of water passing out of nozzles 26 and 28 on either side of the craft. Water is scooped from the sea through an opening 30 at the forward end of a foil section 32 and is then directed upwardly through a center column 34 to port and starboard pumps, not shown, driven by .
1~3~950 port and starboard prime movers such as jet engin~. From the pumps, the water is then discharged through tho nozzles 26 and 28 which propel the craft forwardly. In order to ob-tain reverse motion of the craft, reverser bucket devices 36 and 38 are provided for each of the nozzles 26 and 28.
For forward motion of the craft, the bucket assembles 36 and 38 are rotated into positions where they do not inter-sect the issuing jet stream. However, by rotating the buc-ket assemblies 36 and 38 into the jet stream, the jet is deflected backwardly to thereby obtain reverse thrust.
The operation of the reverser bucket assembliss is perhaps best shown in Figs. 2, 3 and 4. The water jet, in-dicated by the reference numeral 40, issues from a nozzle 42 and passes through a cylindrical member 44 which can be lS tilted upwardly or downwardly to deflect the jet stream.
However, the manner in which this is accomplished will not be described herein. The reverser bucket means itself com-prises a dished or curved member 46 pivotally connected to a support member, not shown, by means of side arms 48 which are, in turn, connected through a linkage 50 to the piston ; of a pneumatic or hydraulic cylinder 52. Provided in one side of the dished portion 46 is an opening 54, the arrange-ment being such that as the dished portion 46 is moved down-wardly by pressurization of cylinder 52, more and more of the dished portion 46 will intersect the jet stream as shown in Figs. 3 and 4. As it does intersect the jet stream, the water is propelled to the side and backwardly out through the opening 54, thereby creating a reverse thrust for the craft.
The propulsion control system of the invention is .
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. '~'' ' ~ ~ ' " .
~38950 shown in Fig. 5 wherein elements oorresponding to those of Figs. 1-4 are identified by like reference numerals. As was explained above, water is scooped through opening 30 (also identified in Fig. 1) and then passes upwardly through ~he center column 34 to a pump 56 driven by a prime mover 58, such as a jet engine. From the pump 56, the water is driven through the nozzle 42, thereby creating the jet stream 40 which can be intersected by the dish-shaped reverser member 46 to deflect the stream backwardly. Member 46, in turn, is carried on side members 48 connected through the linkage 50 to the piston rod of cylinder 52. It will be understood, of course, that in an actual installation, there are two jets and accompanying propulsion means, only one being shown in Fig. 5.
Opposite ends of the cylinder 52, in turn, are con-nected through valve 60 to a source 62 of fluid under pros-sure. The valve 60 is adapted to connect the source of ~-fluid under pressure to either end of the cvlinder 52 such that rotation of the dished member 46 can be in either dir- ~ -ection, depending upon the position of the valve. The valve 60, in turn, is controlled by means of an electrical actuator 64 provided with a control winding 66. The actuator 64 is such that when the voltage at the opposite ends of the wind-ing 66 is the same, then the actuator 64 will stop. However, ~ ;when the voltage becomes unbalanced, the actuator will turnin one direction or the other to move the valve 60 until the voltages are again equal.
Manual control for the craft is by way of a throttle 68 which may be moved in one direction for forward movement of the craft and in the reversç direction for astern movement ~38950 The throttle 68 is connected through a mechanical linkage 70 to the wiper elements 72 and 74 of potentiometers 76 and 78, respectively. The potentiometer 76 is included in the throttle circuit 80~ while the potentiometer 78 is part of a reverser circuit 82.
Both ends of the potentiometer 76 are connected to the positive terminal 84 of a source of direct current volt-age, not shown; while opposi~e ends of the potentiometer 78 are connected to the opposite terminals 84 and 86 of the same source of direct current potential. The potentiometer 76 includes a central shorted section 88 whose center point is connected through a resister 90 and an idle trimming pot -92 to the terminal 86. On one side of the shorted section 88 of potentiometer 76 is a reverse resistive section 94;
and on the other side of the shorted section 88 is a for- -ward resistive section 96, this being shorted by means of resi~tors 98 and 100 for a purpose which will be hereinafter described. The upper end of the forward resistive section 96 is connected through a forward trim pot 102 to the termi-nal 84; while the lower end of the reverse resistive section 94 is connected through a reverse trim pot 104 and resistor 106 to the same terminal 84. ~ -With the wiper element 72 in the shorted sector or ldle position shown, the resistance of the potentiometer and resistances 90 and 92 make a voltage divider. As a result, with the throttle 68 in its shorted sector or idle position, current will flow from the wiper element 72 to an electropneumatic valve 108 back to the terminal 86 to estab-lish an idle speed for the prime mover 58 which can be set by resistor 92. Furthermore, as the throttle is moved in .~ :.. ' ::
1~38950 ei~her the astern or forward direction from its dead center or null position, its idle speed will persist for a period by virtue of the shorted section 88. However, as the wiper element 72 moves beyond the shorted section 88 in either direction, the voltage across the electropneumatic valve 108 will be increased to increase the speed of the prime mover 58 and, hence, the thrust imparted by the water jet 40.
Since the wiper element 74 on potentiometer 78 is also connected to the mechanical linkage 70, the two wiper elements 72 and 74 will move in unison. However, when the wiper element 74 is at the central or idle region, it con-tacts a resistive section 110 which is bounded on either side by ~horted sections 112 and 114. The sections 112 and ~ .:
114 are connected through trimming pots 116, 118, respec- -tively, to the positive and negative terminals 84 and 86 of .~ ~ :
the direct current voltage source.
In shunt with the potentiometer 78 is a second vol-tage divider comprising equal resistors 120 and 122 in series with a trimming pot 124. The midpoint between resistors 120 and 122 is adapted to be connected through contacts 126 of relay 128 and resistor 130 to one side of the control ~inding 66 for the servo dev~ce 64. Ordinarily, however, the relay 128 will be deenergized such that the vable tap 74 of potentiometer 7% is connected through resistor 130 to the winding 66. The other side of the winding 66 is con-nected to a movable tap 132 on potentiometer 134 connected .
between the positive and negative terminals 84 and 86. It - can be seen, therefore, that as the tap moves back and forth 30 on the resistive section 110, ~ne servo device 84 will move , ' ' , ~ . . . ~ . - . : - - , . . .
1~38950 the valve 60 while the tap 132, mechanically connected to the linkage 50, moves ;n a like amount until the bridge circuit is again balanced and the servo device 64 stops.
The system includes a neutral hold feature compris-ing a manually-operable switch 136 and a switch 138 con-nected to the throttle 68 and which is closed when the throt-tle is in its neutral position. Assuming that switches 136 and 138 are closed, relay 12~ will become energized and will remain energized until manual switch 136 is opened by vir-tue of holding contacts 140. At the same time, energization of relay 128 acts to connect the midpoint of resistors 120 and 122 to the control winding 66 such that the position of the servo 64 is maintained at the neutral setting by the position of the tap on pot 124.
The operation of the invention can perhaps best be understood by reference to Fig. 6 which shows the throttle travel limits and the relation of the two throttle-coupled ~ -potentiometers and their signal output requirements as a function of throttle lever position. Waveform A in Fig. 6 illustrates the signal appearing on the tap 74 of the rever-ser potentiometer 78; whereas waveform B represents the sig-nal on the tap 72 of potentiometer 76. The taps 74 and 72 are shown in their neutral positions in Fig. 6.
As tap 72 moves to the right or let of its central or neutral position, and assuming that it still contacts the shorted section 88, the output signal from the tap shown by waveform ~ remains constant with the prime mover rotating the pump 56 at a speed of 6000 revolutions per minute. How-ever, as the tap 72 moves beyond the shorted section 88 in either the reverse or forward direction, the resistive .
-- ;:,.,,.;,.~
~'~38950 section 96 or 94 is contacted whereby the output signal (waveform B) increases. In the case of reverse thrust, the output signal increases to the point where the engine or prime mover 58 rotates at a speed of 7600 revolutions per minute; whereas in the forward direction, it advances until the prime mover rotates at a speed of 13,250 revolutions per minute. The shunts 98 and 100 are utilized to linearize the ~ - -throttle relationship as the tap 72 moves along the resis~
tive section 96. ~ -At the same time that tap 72 is moving back and forth, the tap 74 is also moving as explained above. However, in contrast to the throttle signal, the reverser signal in-creases from a negative value on the forward side of neutral to a positive value. In this process, the reverser bucket means is moved from a fully-retracted position such as that shown in Fig. 2 to a fully-extended position such as that shown in Fig. 4 wherein the ~et stream is fully deflected for reverse thrust. In-between the fully-retracted and fully-extended positions, the engine is idling at a speed of 6000 revolutions per minute; while the position of the bucket can be adjusted to give forward and reverse boat speed control. When switch 136 is closed and the throttle 68 is at its neutral position, relay 128 will be energized whereby the position of the reverser bucket will be fixed as determined by the pot 124. Under these circumstances, the throttle can be advanced in either the forward or re-; verse direction without altering the position of the rever-ser bucket which allows for engine testing and start-up.
Although the invention has been shown in connec-tion with a certain specific embodiment, it will be readily . ,~
_ 10-. ..
..
apparent to those skilled in the art that various changes in form and arrangement of parts may be made to suit re-quirements without departing from the scope of the appended claims.
Claims (6)
1. In a ship propulsion system of the type in which water is scooped from a body of water traversed by the ship, energy is added to the water by means of a pumping element driven by an engine, the water is discharged in the form of a driving jet to propel the ship, and reverser bucket means is provided to selectively and controllably move into the path of travel of the driving jet to reverse the thrust of the ship; the improvement in control means for said driving engine and reverser bucket means comprising: first means including electri-cally-operated valve means for controlling the speed of said engine and the amount of energy added to the water by said pumping element; second means including electri-cally-operated valve means for controlling movement of said reverser bucket means into the path of travel of said driving jet; a throttle having neutral, forward and reverse positions; first potentiometer means having a wiper element operatively connected to said throttle and having a pair of resistive contact sections spaced apart by a non-resistive contact section at the neutral position of said wiper and connected to the first means for controlling the speed of said engine whereby the engine will idle at the neutral position and in regions on either side of neutral; and second potentiometer means having a wiper element operatively connected to said throttle for controlling the position of said reverser bucket means and having shorted sections on either side of a central resistive section whereby, as said throttle moves through said regions on either side of neutral, the reverser bucket means will move from a fully-retracted position for forward thrust to a fully-extended position for reverse thrust.
2. The improvement of claim 1 including a source of direct current potential connected to said first and second potentiometer means, means connecting said first means for controlling between the wiper element on said first potentiometer means and one terminal of said direct current voltage source, and means connecting said second means for controlling between the wiper element on said second potentiometer means and a point on a voltage divider connected between the opposite terminals of said direct current voltage source.
3. The improvement of claim 2 wherein opposite ends of said first potentiometer means are connected to one terminal of said source of direct current potential and the midpoint of said central non-resistive section of the first potentiometer means is connected to the other terminal of the direct current potential source, the opposite ends of the second potentiometer means being connected to the respective opposite terminals of said direct current potential source.
4. The improvement of claim 3 including resistors in shunt with resistive regions on one side of the shorted non-resistive section of the first potentiometer means to linearize the response of said throttle.
5. The improvement of claim 1 wherein said first and second potentiometer means are of essentially the same length and said wiper elements of the respective potentiometer means are connected to said throttle to move in unison.
6. The improvement of claim 2 including a voltage divider connected in shunt with said second potentiometer means, and means for selectively disconnecting said wiper element on the second potentiometer means from said second means for controlling and for connecting a point on said second potentiometer means to said second means for controlling, whereby the position of said reverser bucket means will be fixed.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US478171A US3918256A (en) | 1974-06-10 | 1974-06-10 | Throttle-reverser control system for water jet propelled seacraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1038950A true CA1038950A (en) | 1978-09-19 |
Family
ID=23898821
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA214,704A Expired CA1038950A (en) | 1974-06-10 | 1974-11-26 | Throttle-reverser control system for water jet propelled seacraft |
Country Status (16)
| Country | Link |
|---|---|
| US (1) | US3918256A (en) |
| JP (1) | JPS549798B2 (en) |
| BE (1) | BE823296A (en) |
| BR (1) | BR7410225A (en) |
| CA (1) | CA1038950A (en) |
| CH (1) | CH591985A5 (en) |
| DE (1) | DE2459143A1 (en) |
| DK (1) | DK665074A (en) |
| ES (1) | ES433062A1 (en) |
| FR (1) | FR2273708A1 (en) |
| GB (1) | GB1469268A (en) |
| IT (1) | IT1024432B (en) |
| NL (1) | NL176651C (en) |
| NO (1) | NO137147C (en) |
| SE (1) | SE403084B (en) |
| ZA (1) | ZA747561B (en) |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4073258A (en) * | 1977-04-07 | 1978-02-14 | The Boeing Company | Lateral maneuvering control for water-jet propulsion systems |
| DE3841294A1 (en) * | 1988-12-08 | 1990-06-13 | Egon Buhs | Hydro-jet propulsion for watercraft |
| JP2507533Y2 (en) * | 1989-07-18 | 1996-08-14 | 川崎重工業株式会社 | Hydrofoil emergency stop device |
| EP0485745B1 (en) * | 1990-10-12 | 1995-07-12 | Yamaha Hatsudoki Kabushiki Kaisha | Water jet propulsion boat |
| DE9412306U1 (en) * | 1994-08-05 | 1994-11-10 | Stein, Ullrich, Dipl.-Ing., 82211 Herrsching | Screw drive for water vehicles |
| WO1996033909A1 (en) * | 1995-04-28 | 1996-10-31 | Ishigaki Company Limited | Water jet propulsion machine for marine vessels |
| JP2788216B2 (en) * | 1995-12-08 | 1998-08-20 | 川崎重工業株式会社 | Control device for marine water jet propulsion |
| US5755601A (en) * | 1997-03-17 | 1998-05-26 | Brunswick Corporation | Brake system for personal watercraft |
| US6485340B1 (en) | 1998-11-16 | 2002-11-26 | Bombardier Motor Corporation Of America | Electrically controlled shift and throttle system |
| US6159059A (en) * | 1999-11-01 | 2000-12-12 | Arctic Cat Inc. | Controlled thrust steering system for watercraft |
| US6231410B1 (en) | 1999-11-01 | 2001-05-15 | Arctic Cat Inc. | Controlled thrust steering system for watercraft |
| NZ513559A (en) * | 1999-11-09 | 2002-10-25 | Cwf Hamilton & Co Ltd | Directional control for twin jet powered water vessel |
| US6663447B1 (en) | 1999-12-09 | 2003-12-16 | Arctic Cat Inc. | Method and system for controlling thrust of watercraft during various steering conditions |
| JP4509406B2 (en) | 2000-03-17 | 2010-07-21 | ヤマハ発動機株式会社 | Engine output control device for water jet propulsion boat |
| WO2001076938A2 (en) * | 2000-04-07 | 2001-10-18 | The Talaria Company, Llc | Differential bucket control system for waterjet boats |
| JP4035334B2 (en) | 2001-02-15 | 2008-01-23 | ヤマハ発動機株式会社 | Engine output control device for water jet propulsion boat |
| US7249229B2 (en) * | 2004-03-31 | 2007-07-24 | Gemini Mobile Technologies, Inc. | Synchronous message queues |
| JP2012025260A (en) * | 2010-07-22 | 2012-02-09 | Yamaha Motor Co Ltd | Marine propulsion apparatus and ship equipped with the same |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3342032A (en) * | 1966-06-29 | 1967-09-19 | Clifford B Cox | Jet propulsion means for a boat |
| US3662243A (en) * | 1970-11-16 | 1972-05-09 | Outboard Marine Corp | Electrical circuit for steering and throttle control of a marine propulsion device |
| US3795105A (en) * | 1972-05-02 | 1974-03-05 | Twin Disc Inc | Control apparatus for hydraulic jet propulsion water borne craft |
-
1974
- 1974-06-10 US US478171A patent/US3918256A/en not_active Expired - Lifetime
- 1974-11-26 CA CA214,704A patent/CA1038950A/en not_active Expired
- 1974-11-26 ZA ZA00747561A patent/ZA747561B/en unknown
- 1974-11-27 GB GB5148574A patent/GB1469268A/en not_active Expired
- 1974-12-03 SE SE7415123A patent/SE403084B/en not_active IP Right Cessation
- 1974-12-06 BR BR10225/74A patent/BR7410225A/en unknown
- 1974-12-10 NO NO744444A patent/NO137147C/en unknown
- 1974-12-12 DE DE19742459143 patent/DE2459143A1/en active Granted
- 1974-12-12 IT IT54515/74A patent/IT1024432B/en active
- 1974-12-12 BE BE1006330A patent/BE823296A/en not_active IP Right Cessation
- 1974-12-12 FR FR7441000A patent/FR2273708A1/en active Granted
- 1974-12-16 NL NLAANVRAGE7416387,A patent/NL176651C/en not_active IP Right Cessation
- 1974-12-18 ES ES433062A patent/ES433062A1/en not_active Expired
- 1974-12-19 DK DK665074A patent/DK665074A/en not_active Application Discontinuation
- 1974-12-20 CH CH1711974A patent/CH591985A5/xx not_active IP Right Cessation
- 1974-12-20 JP JP14663874A patent/JPS549798B2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| CH591985A5 (en) | 1977-10-14 |
| IT1024432B (en) | 1978-06-20 |
| FR2273708B1 (en) | 1980-03-28 |
| NL176651B (en) | 1984-12-17 |
| DE2459143C2 (en) | 1988-10-06 |
| NL176651C (en) | 1985-05-17 |
| BR7410225A (en) | 1976-06-08 |
| GB1469268A (en) | 1977-04-06 |
| NO137147B (en) | 1977-10-03 |
| ZA747561B (en) | 1975-12-31 |
| NO744444L (en) | 1975-12-11 |
| JPS50159093A (en) | 1975-12-23 |
| US3918256A (en) | 1975-11-11 |
| NO137147C (en) | 1978-01-11 |
| DE2459143A1 (en) | 1975-12-18 |
| NL7416387A (en) | 1975-12-12 |
| AU7585174A (en) | 1976-06-03 |
| SE7415123L (en) | 1975-12-11 |
| SE403084B (en) | 1978-07-31 |
| BE823296A (en) | 1975-06-12 |
| FR2273708A1 (en) | 1976-01-02 |
| DK665074A (en) | 1975-12-11 |
| JPS549798B2 (en) | 1979-04-27 |
| ES433062A1 (en) | 1976-11-01 |
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