US20140290552A1 - Manoeuvring system for watercraft - Google Patents

Manoeuvring system for watercraft Download PDF

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Publication number
US20140290552A1
US20140290552A1 US14/233,253 US201214233253A US2014290552A1 US 20140290552 A1 US20140290552 A1 US 20140290552A1 US 201214233253 A US201214233253 A US 201214233253A US 2014290552 A1 US2014290552 A1 US 2014290552A1
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Prior art keywords
maneuvering
maneuvering system
hull
set forth
housing
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Abandoned
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US14/233,253
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English (en)
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Peter A. Mueller
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/46—Steering or dynamic anchoring by jets or by rudders carrying jets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/48—Steering or slowing-down by deflection of propeller slipstream otherwise than by rudder

Definitions

  • the invention relates to a maneuvering system for watercraft according to the preamble of the first claim.
  • lateral thrust rudders in the form of freestanding propellers or propellers in a tube, centrifugal pumps or jet systems in the bow and in the area of the stern are appropriately known.
  • Their task as simple and efficient course-correction measures or maneuvering aids is to enable a watercraft to rapidly rotate the bow or the stern in an appropriate direction or travel sideways, particularly when maneuvering in narrow ports, in crosswinds or when passing through locks.
  • the shottle drive is known as a stern-drive that can rotate up to 360°, as well as the azimuth drives, which can be rotated 360° as housings.
  • a bow lateral thrust rudder, or bow thrust rudder for short causes a corresponding transverse opening under the waterline in the bow region, referred to as a tunnel, in order to insert a propeller with as little gap loss as possible and an angle gear, as well as the mounting of an electrical or hydraulic drive in the interior of the bow.
  • the bow must have an appropriately solid construction and emit as little structure-borne sound as possible, since it will act like a violin soundboard.
  • the water can shoot through the tunnel in the manner of a fountain and load the bow thrust propeller and the hydrodynamics of the watercraft. Accordingly, the provision of the bow lateral thrust rudder motor requires appropriately thick electrical cables or hydraulic lines throughout the watercraft, since the batteries or hydraulic systems are normally located in the area of the stern in the main engines.
  • Jet drives that extend laterally in a hull are known, particularly in catamaran watercraft as described in the patent GB 1210973 (A), and the jet function by means of nozzles and thrust reversal means is described, among other places, in the U.S. Pat. No. 5,184,966.
  • the object of the invention is to provide a maneuvering system for a watercraft with rigid drive, stern-drive, outboard engine or jet drive which has the function of a bow thrust rudder or stern thrust rudder, namely to enable lateral driving or rotating of the watercraft about the vertical axis, but without a tunnel in the bow, as well as easier operation for greater comfort and increased safety, as well as substantially easier maneuverability even with swivelable stern-drives, because the thrust forces act further outside on the hull. It is also advantageous that the maneuvering tasks can also be carried out with a single main engine. Furthermore, the maneuvering system has a “go home” emergency function as a drive in the event that the main engines fail.
  • a housing carries and protects the maneuvering system and serves simultaneously as buoyancy means and hydrodynamic hull extension.
  • the system is controlled conventionally by means of the steering wheel and the throttle lever, which has additional functions and is controlled and monitored by the controller.
  • maneuvering systems mounted on the downstream side on both sides of the stern, shown here as jets for the sake of example and provided with a compact hydraulic drive.
  • the housing of the maneuvering system also serves as a static and dynamic buoyant body, given that the space around the jet and hydraulic drive is enclosed by a closed-cell foam.
  • the bottom of the maneuvering system has one or more levels in order to improve the hydrodynamics on the housing during driving, and optionally a movable cap as well in order to control the inlet of the jet drive.
  • the tilt of the housing can be changed by means of a pivot bearing and an operating cylinder in order to serve as a trim tab, and the entire assembly can be mounted in a vibration-damped manner on the stern, thus transmitting less noise (structure-borne sound) and less vibrations to the watercraft.
  • Both of the housings also produce better hydrodynamics in the watercraft, thus reducing consumption about up to cruising speed.
  • the torque has a much better effect during maneuvering than in swivelable stern-drives or possible outboard engines, which are usually designed for high speed, so the propellers are also as close together as possible.
  • the advantage of jet drives for such maneuvering applications is also the fact that the forward thrust to the reverse thrust to the neutral position occurs by means of the thrust reversal flap, which is to say the impeller is always rotating in the same direction and therefore does not require a reverse gear, which manifests itself above all in the development of noise, namely each time a switch is made from forward to reverse.
  • the thrust reversal flap By virtue of the thrust reversal flap, the change of thrust occurs continuously and therefore extremely softly, and the thrust reversal flap also serves for determining the direction of the thrust jet, which therefore constitutes a very elegant control.
  • the thrust reversal flap is flipped upward, and the thrust jet control is done by a controllable nozzle.
  • the jet drive and the thrust jet control are prior art and now combined with the inventive control from the cockpit, the combined standard throttle lever and switch lever circuit having sensors that appropriately control the thrust reversal flap or the nozzle via the controller, and the lever can also be moved transversely in order to operate the transverse driving function intuitively.
  • the combined throttle lever and switch lever circuit four drives can therefore be controlled simultaneously; to wit, the two lateral maneuvering systems and the two main engines, each with a single drive, or only one main engine with still two maneuvering systems.
  • the steering wheel is also used, among other things, to maintain or turn the watercraft in a certain position on the vertical axis.
  • the essence of the invention is to enable precise movement of a watercraft on the longitudinal axis, the vertical axis and the transverse axis by means of two maneuvering systems, which are located in a hydrodynamic buoyant body and are placed as far apart from each other as possible on the stern.
  • two maneuvering systems which are located in a hydrodynamic buoyant body and are placed as far apart from each other as possible on the stern.
  • FIG. 1 shows a schematic view of a hull of a watercraft with the positioning of the two main engines, the rudders, propellers and the outside maneuvering systems with the power unit and the cockpit with the steering wheel and the throttle, gear and running position lever, as well as the controller;
  • FIG. 2 shows a schematic stern view of a maneuvering system with a tunnel housing, stepped bottom, propeller and the control flaps, as well as the controllable thrust reversal flap;
  • FIG. 3 shows a schematic view of a throttle, gear and driving direction lever with the functional buttons, [and] the trim button, which also serves as an actuator for the main engines;
  • FIG. 4 shows a three-dimensional view of both maneuvering systems, one of which is integrated in a tiltable housing by means of a pivot bearing, as well as the hydraulic circuit, hydraulic oil tank, hydraulic pump, valve control and oil lines for the engines 12 , and control cables for the controller, as well as the gyro sensor.
  • FIG. 1 shows a schematic view of a hull 1 of a watercraft with the positioning of the two main engines 2 , the rudders 3 , the large propellers 4 and the outside maneuvering systems 5 with the power unit 6 and the cockpit with the steering wheel 7 and the throttle, switching and running position lever, here referred to as the manipulator 8 for short, as well as the controller 9 .
  • the controller 9 is programmed by default such that, when navigating in harbors, the main engines 2 , starting at a defined lower engine speed or speed threshold, are switched off, and silent running and maneuvering are performed by the two maneuvering systems 5 .
  • the transition from the main engines 2 to the maneuvering system 5 can occur in an on/off or continuous manner, which is to say the main engines 2 and the maneuvering system 5 still remain active together via a timeline.
  • the main engines 2 generate a thrust P
  • the maneuvering system 5 generates a thrust S or SS. If the watercraft is driving in the maneuvering system 5 mode, the hands of the person steering remain on the steering wheel 7 and on the manipulator 8 , but the maneuvering characteristics of the hull are consequently improved, and no chaotic aspects ensue, such as abruptly changing engine speeds.
  • the individual functions regarding the maneuvering of the hull 1 are explained in FIG. 3 .
  • the two maneuvering systems 5 are attached to the stern 10 of the hull 1 as far apart from each other as possible and are accommodated in the housing 11 .
  • the housing 11 constitutes a protective shell for the maneuvering system 5 and also serves as a static buoyancy means and as a dynamic buoyancy means when driving and therefore has a stepped bottom with one or more levels in order to cause less friction at higher speeds.
  • the far-separated position of the maneuvering system 5 results in excellent torque, so even the bow BB of a long hull 1 can be easily moved.
  • the housing 11 Through the mounting of the housing 11 with the stepped bottom on both sides on the downstream side, it does not disturb the rudder 3 and the propeller 4 in any way but improves the flow around the hull 1 , thus improving hydrodynamic performance as well as the rolling and pitching behavior of the watercraft when anchored.
  • the maneuvering system 5 constitutes, for example, a jet drive and comprises a motor 12 , which drives the impeller 14 in a tube 15 via a shaft 13 , which impeller 14 gives off the thrust S, SS through a controllable nozzle 16 and a controllable thrust reversal flap 17 diverts the water jet for the reverse thrust so that the thrust S, SS points in the opposite direction.
  • the motor 12 is, for example, a hydromotor and is supplied by the power unit 6 , which comprise [sic] a hydraulic pump and a hydraulic oil container and a valve control. It is conceivable, at least, for the motor 12 to be an electromotor and for the power unit 6 to constitutes a battery or a generator, or for the motor 12 to be a combustion engine and for the power unit 6 to constitute the fuel tank and have a water-tight intake tract which removes the combustion air from the interior of the hull 1 .
  • FIG. 2 shows a schematic stern view of a maneuvering system 5 with a tunnel housing 18 , stepped bottom 19 , the maneuvering propeller 20 and the control flaps 21 , as well as the controllable thrust reversal flap 17 , which is identical in function to the jet drive.
  • a propeller is generally more economical at lower speeds, although it is more likely to run aground.
  • a small maneuvering propeller 20 is indicated which nestles partly in a tunnel housing 18 and is thus cleanly flowed upon.
  • the control flaps 21 assume the same function as the nozzle 16 in the jet drive, and continuous forward-backward movements of the hull 1 can be achieved by means of the thrust reversal flap 17 with the maneuvering propeller 20 as well, identically to the jet drive but without a shifting gearbox, which also saves in costs and increases comfort.
  • the housing 11 is also foamed out by means of a closed-cell foam 22 , so that water is completely prevented from entering the housing 11 , and the entire assembly is made into an excellent buoyant body, whether as a static buoyant body when anchored or as a dynamic buoyant body with unique hydrodynamic advantages which, up to cruising speed, certainly does justice to the saying “goes the distance.”
  • the wetted surface on the bottom 23 is reduced by means of the steps 24 in order to reduce harmful friction of the water flow on the bottom 23 .
  • the housing 11 At top speed of the hull 1 , it is possible for the housing 11 to no longer have any contact to the water flow.
  • the housing 11 it is conceivable for the housing 11 to be rigidly attached to the stern 10 and, starting at a certain speed of the hull 1 , for an operating cylinder 39 , which is attached both to the tunnel housing 18 on the inside and on the propeller shaft 40 by means of a shaft support (not shown here), controlled by the controller 9 , to raise the maneuvering propeller 20 , so that it no longer has any water contact with the vehicle flow on the stern 10 .
  • FIG. 3 shows a schematic view of a throttle, gear and driving direction lever, referred to here as a manipulator 8 , with a trim button 25 a , which also serves as an actuator 25 b for the main engines 2 , with the lever 26 being guided in the connecting member 26 a and it can also be rotatable, and sensors 27 detect the position of the lever 26 .
  • the manipulator 8 is based on the function of a standard throttle and gear lever, which is guided, for example, in the connecting member 26 a or attached to the side wall of the cockpit, and the lever 26 can be swiveled there, and a sensor 27 is arranged therein that measures the path in the connecting member 26 a or the angular movement of the lever 26 .
  • the controller 9 first checks the speed of the main engine 2 and, at a certain speed or speed threshold, the controller 9 switches into the maneuvering system 5 mode. In the main engine mode, the path of the lever 26 is also detected by means of the sensor 27 , that is, at F1, the gearbox switches into forward drive and the propeller 4 develops a forward thrust, so that the hull travels forward.
  • the maneuvering system 5 is activated, and the hull 1 therefore continues to be controlled forward or backward by means of the range F to R of the lever 26 , depending on the direction of actuation of the lever 26 and detection by means of the sensor 27 and analysis in the algorithm of the controller 9 .
  • the lever 26 is pressed forward, the more speed and thrust S, SS the impeller 14 generates, and the same holds true in the opposite direction R.
  • no thrust S, SS is generated.
  • the thrust reversal flap 17 has a position which does not permit any thrust S, SS in a certain direction. If the lever 26 is moved over the point F or R, the main engine 2 automatically switches as well. In this way, it is ensured that sufficient force is present in rough seas in order to hold the hull in the desired position. In addition, the main engines 2 can be switched on at any time by means of the actuator 25 b in order to call up the necessary thrust support P even earlier as needed, for example.
  • both thrusting means P, S i.e., maneuvering system 5 and main engines 2 , should be activated simultaneously so that even better acceleration of the hull 1 is achieved.
  • the maneuvering system 5 is automatically switched off and the main engines 2 take over the thrust P for driving.
  • the lever 26 can additionally be moved laterally to the line SL or SR, which enables the hull 1 to be moved elegantly sideways.
  • the nozzle 16 and the thrust reversal flap 17 of the two maneuvering systems 5 are put into a predefined position, namely, as shown in FIG. 1 , into the vector position V, so that the thrust S, SS acts in the direction of the corresponding arrow.
  • the lever 26 is pressed further to the right, the two maneuvering systems 5 increase their speed, so the hull 1 moves faster sideways.
  • the lever 26 is pressed in the opposite direction, the hull 1 moves in the opposite direction accordingly.
  • the travel range of the lever 26 in the transverse direction can also be detected by means of a sensor, by means of either a travel or angular or pressure sensor, with the latter reacting to the hand pressure exerted on the lever 26 .
  • the predetermined vector position V cannot ensure exactly that the hull 1 will always allow itself to be moved exactly parallel to the predetermined virtual longitudinal axis LA, on account of varying wind and current conditions, and even the weight distribution on board the watercraft that results in a different trim on the hull 1 , the parallel lateral movement of the hull 1 can be corrected easily and simply by means of corrections on the steering wheel 7 . If the hull 1 moves laterally to the right in arrow direction DD, but the bow BB moves faster and the hull 1 therefore leaves the predetermined longitudinal axis LA in space, the bow BB can be returned by turning the steering wheel 7 in the counterclockwise direction, thus restoring the predetermined parallel lateral travel.
  • the controller 9 issues a command to a means of force of the right thrust reversal flap 17 to decrease the angle of the vector position V by the amount v or to increase the engine speed in the motor 12 , the latter always being a last resort, particularly if the corresponding thrust angle is no longer helpful.
  • An increase in engine speed and the subsequent reduction in engine speed are perceived by passengers as unpleasant.
  • the appropriate actions are contained in the algorithm in the controller 9 .
  • a gyro sensor 36 (mentioned in FIG. 4 ) can also be connected to the controller 9 that automatically corrects a departure of the hull 1 from the originally selected longitudinal axis LA when the hull 1 is being driven sideways.
  • One special position is the turning of the hull 1 on its own vertical axis HA, a function that is otherwise easy to handle with two main engines 2 in the position of the opposite thrust directions P of the propellers 4 .
  • This application can also be performed with a single main engine 2 , according to the invention; it is for that purpose that a function button 28 is located on the lever 26 that, when depressed and the steering wheel 7 is turned slightly, for example, the maneuvering systems 5 can be put into the mode of the vector position V and, by means of continued turning of the steering wheel 7 , the rotational speed of the hull 1 about its vertical axis HA increases as a result of an increase in the engine speed of the motors 12 .
  • the propeller 4 is a controllable-pitch propeller, its propeller blades are feathered by means of the drive of the maneuvering systems 5 during silent operation; with a fixed propeller, it is disengaged and rotates along freely.
  • FIG. 4 shows a three-dimensional view of the two maneuvering systems 5 , one of which is integrated by means of pivot bearing 29 in a tiltable housing 11 , as well as the hydraulic circuit 30 , hydraulic oil tank 31 , hydraulic pump 32 , valve control 33 and the oil lines 34 for the motors 12 and control cable 35 to the controller 9 , as well as the gyro sensor 36 .
  • the hydraulic drive version is shown with one jet which has a hydraulic oil tank 30 in the hull 1 , and the hydraulic pump 32 with the valve control 33 is mounted on it.
  • This design is consistent with the prior art, such as for excavators and the like, which also have two sides of driving means to control.
  • each motor 12 is supplied individually with oil and is part of the hydraulic circuit 30 , without showing coolants and the like here as well.
  • the oil lines 34 lead in a water-tight manner through the stern 10 (not shown here) and into the housing 11 .
  • the hydraulic pump 32 is driven by a separate combustion engine or generator or battery or by the main engine 2 .
  • the manual control commands that the operator of the watercraft gives to the steering wheel 7 and to the lever 26 are recorded by the sensors 27 and analyzed by the controller 9 , and the hydraulic pump 32 and the valve control 33 are activated accordingly, as well as the nozzles 16 and, as needed, the thrust reversal flaps 17 are brought into position by means of the control cable 35 .
  • the control cables 35 can be Bowden cables or electrical or hydraulic lines, depending on the type of actuators used in order to move and maintain the individual technical means.
  • the gyro sensor 36 By means of the gyro sensor 36 , the hull 1 can be automatically maintained in a certain orientation of the longitudinal axis LA.
  • a maneuvering system 5 in the housing 11 that can be tilted by means of the pivot bearing 29 and a means of force (not shown here).
  • the housing 11 can be tilted by means of the trim button 25 a , for example on the lever 26 , so it can be used as a trim tabs.
  • the inlet 38 of the tube 15 is sealed or rid of the water flow by means of a movable or angularly adjustable flap 37 .
  • the housing 11 is designed as a tunnel housing 18 , it is also possible for it to be able to be folded up during travel, so that the small propeller 20 does not produce any resistance in the water flow.
  • the pivot bearing 29 can also be elastically mounted like the mounting of the housing 11 on the stern 10 , so that structure-borne sound and vibrations on the housing are separated from the hull 1 .
  • the motor 12 can reverse its direction of rotation, so that if grass or the like obstructs the inlet 38 , the thrust S, SS can be reversed, thus rinsing away the interfering substances from the inlet 38 .

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  • 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)
  • Automatic Cycles, And Cycles In General (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Mechanical Control Devices (AREA)
US14/233,253 2011-07-16 2012-07-16 Manoeuvring system for watercraft Abandoned US20140290552A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH1202/11 2011-07-16
CH01202/11A CH705329A2 (de) 2011-07-16 2011-07-16 Manövrieranlage für Wasserfahrzeuge.
PCT/CH2012/000167 WO2013010287A2 (de) 2011-07-16 2012-07-16 Manövrieranlage für wasserfahrzeuge

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Related Child Applications (1)

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US15/216,311 Continuation US20160325812A1 (en) 2011-07-16 2016-07-21 Maneuvering system for watercraft

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US15/216,311 Abandoned US20160325812A1 (en) 2011-07-16 2016-07-21 Maneuvering system for watercraft

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EP (1) EP2768727A2 (de)
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WO (1) WO2013010287A2 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018083355A1 (en) * 2016-11-07 2018-05-11 Ziph20 Pressurized-fluid flight systems and methods of use thereof

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US5016553A (en) * 1989-12-04 1991-05-21 Spencer William P Vector steering control system
US5231946A (en) * 1989-10-11 1993-08-03 Giles David L Monohull fast sealift or semi-planing monohull ship
US5704306A (en) * 1994-12-16 1998-01-06 Vetus Den Ouden N.V. Stern screw for a vessel as well as a vessel provided with such a stern screw
US5910033A (en) * 1995-05-12 1999-06-08 Marine Technology Development Ltd. Deflection mechanism for ship hulls
US7052338B2 (en) * 2001-08-06 2006-05-30 Morvillo Robert A Integral reversing and trim deflector and control mechanism
US7222577B2 (en) * 2001-09-28 2007-05-29 Robert A. Morvillo Method and apparatus for controlling a waterjet-driven marine vessel
US7575491B1 (en) * 2007-04-18 2009-08-18 Southern Marine, Inc. Controller for an electric propulsion system for watercraft

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GB1210973A (en) 1968-03-05 1970-11-04 Hovermarine Ltd Improvements in or relating to marine craft
JPH0481387A (ja) 1990-07-23 1992-03-16 Yamaha Motor Co Ltd 水ジェット推進艇
DE19936946C1 (de) 1999-08-05 2001-01-25 Peter Mueller Handhebelsteuerung für Motor- und Sportboote
DE19963476A1 (de) 1999-12-28 2001-07-19 Peter Mueller Handhebelsteuerung für Motor- und Sportboote
AU2001251461A1 (en) * 2000-04-07 2001-10-23 The Talaria Company, Llc Differential bucket control system for waterjet boats
US7188581B1 (en) 2005-10-21 2007-03-13 Brunswick Corporation Marine drive with integrated trim tab

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Publication number Priority date Publication date Assignee Title
US5231946A (en) * 1989-10-11 1993-08-03 Giles David L Monohull fast sealift or semi-planing monohull ship
US5016553A (en) * 1989-12-04 1991-05-21 Spencer William P Vector steering control system
US5704306A (en) * 1994-12-16 1998-01-06 Vetus Den Ouden N.V. Stern screw for a vessel as well as a vessel provided with such a stern screw
US5910033A (en) * 1995-05-12 1999-06-08 Marine Technology Development Ltd. Deflection mechanism for ship hulls
US7052338B2 (en) * 2001-08-06 2006-05-30 Morvillo Robert A Integral reversing and trim deflector and control mechanism
US7222577B2 (en) * 2001-09-28 2007-05-29 Robert A. Morvillo Method and apparatus for controlling a waterjet-driven marine vessel
US7575491B1 (en) * 2007-04-18 2009-08-18 Southern Marine, Inc. Controller for an electric propulsion system for watercraft

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018083355A1 (en) * 2016-11-07 2018-05-11 Ziph20 Pressurized-fluid flight systems and methods of use thereof

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US20160325812A1 (en) 2016-11-10
CH705329A2 (de) 2013-01-31
WO2013010287A2 (de) 2013-01-24
WO2013010287A3 (de) 2013-03-28
EP2768727A2 (de) 2014-08-27

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