US3314391A - Methods and means for effecting optimum propulsion operating conditions in a jet propelled ship - Google Patents

Methods and means for effecting optimum propulsion operating conditions in a jet propelled ship Download PDF

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US3314391A
US3314391A US439283A US43928365A US3314391A US 3314391 A US3314391 A US 3314391A US 439283 A US439283 A US 439283A US 43928365 A US43928365 A US 43928365A US 3314391 A US3314391 A US 3314391A
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pump
speed
ships
ship
thrust
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Duport Jacques
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Societe Grenobloise dEtudes et dApplications Hydrauliques SA SOGREAH
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Grenobloise Etude Appl
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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
    • B63H11/103—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof having means to increase efficiency of propulsive fluid, e.g. discharge pipe provided with means to improve the fluid flow

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  • This invention relates to that method of propelling ships which makes use of the reaction of jets of water discharging in a direction opposite to that of the required thrust.
  • These propulsion jets are usually produced by pumps forcing water through one or more orifices discharging astern.
  • the discharge orifices are made adjustable to control their direction of discharge and are utilized for both propulsion and steering purposes.
  • the discharge nozzles which may or may not be adjustable for direction, and if necessary also the inlet orifices, are provided with mobile elements whose positions can be modified to change the discharge orifice cross-section and hence also the jet cross-section.
  • the ships speed will be controlled (that is to say held in a constant value, accelerated, or decelerated) by simultaneous action on the pump rotational speed (and where necessary on its blade settings, if adjustable) and on the geometry of the discharge orifices (and also, if necessary, on the geometry of the inlet orifices) by means of the aforesaid mobile elements.
  • the values which define the control element positions, the pump rotational speed and the pump blade position are determined by a combined relationship allowing for instantaneous ships speed, and also for depth of submersion if variable. This unique combined relationship for a given ship and propulsion system is determined from the following factors:
  • the calculator may work out the control element positions and pump rotational speed, and transmit this information to indicators for use by the helmsman or person controlling the ship.
  • the orders issuing from the calculator are transmitted directly by a feedback control system to the items to be controlled (e.g. pump motor input, and the orifice and pump blading controls).
  • FIG. 1 is a graph showing characteristic pump curves
  • FIG. 2 is a graph showing the operating boundaries for the pump of FIG. 1 and curves of constant thrust therefor;
  • FIG. 3 is a graph similar to FIG. 2 and includes a parabola indicating the locus of possible operating points for the ships speed;
  • FIG. 4 is a graph showing efiiciency curves
  • FIG. 5 is a graph showing parabolas related to the ships speed
  • FIG. 6 is a diagram showing the manner in which a propulsion system in accordance with the invention may be manually operated
  • FIG 7 is a diagram showing how the system of FIG. 6 may be made more automatic
  • FIG. 8 is a diagram showing a further modification of the system of FIG. 6;
  • FIG. 9 is a diagram showing a still further modification of the system of FIG. 6;
  • FIG. 10 is a diagram showing a modification of the sys tem of FIG. 9.
  • FIG. 11 is a diagrammatic view of a form of inlet and jet control mechanism embodying the invention.
  • the graph of FIG. 1 of the drawings shows characteristic pump curves with the discharge Q delivered by the pump plotted along the abscissa (0Q), and the head H produced by the pump plotted along the ordinate (OH).
  • the representative operating points for a pump running at constant rotational speed lie on a curve referred to as the constant-speed characteristic.
  • any operating point can theoretically be obtained within the area bounded by the coordinates and the constant-speed characteristic corresponding to the maximum rotational speed (curve 1 in FIG. 1).
  • the possible operating range of a pump and its motor is, however, usually also subject to other limitations, viz. the following:
  • any limitation of the operating region due to mechanical or hydraulic factors affecting both the hydraulic circuit and the pump unit can generally be expressed in the QH plane by a curve or a family of curves which, in addition to depending on Q and H, may also depend on the ships speed V, or intake orifice position, or on discharge orifice cross section adjustment.
  • NPSH net positive suction head
  • NPSH is defined by the following formula:
  • NPSH Net positive suction head
  • Pa The absolute pressure at the pump center line at a point just upstream from the pump inlet.
  • v Mean velocity in the same cross-section as Pa.
  • za Specific gravity of water.
  • NPSH minimum required NPSH
  • Curve 4 in FIG. 1 is one of this type.
  • NPSH Available net positive suction. head at the pump inlet.
  • h barometric pressure in head of water.
  • h vapor pressure in head of water.
  • z height of pump center line above the free surface (negative where, as frequently occurs, the pump center line is below the free surface).
  • H, Q, V, g, S are given quantities
  • A is the duct loss coefficient (total circuit head loss divided by the square of the discharge). Owing to the influence of the inlet orifices, this coefficient may also depend on the ships speed V and discharge Q. Where the inlet orifices are adjustable, the function 7 ⁇ depends on a parameter allowing for the position of the mobile element controlling the inlet orifice cross-section.
  • P is the net thrust, that is to 5 say the difference between gross jet thrust and the forms of additional induced drag defined above.
  • Curves of the type given by (8) will be referred to herein as constant-thrust curves. It can be shown that the entire curve of this type referring to a thrust P lies above the one for P if P P and that two constantthrust curves referring to different thrusts do not have any points in common at a finite distance.
  • FIG. 2 is a further operating diagram for the pump in FIG. 1, showing the boundaries of the operating or workable region defined by the aforesaid curves 1, 2, 3 and 4 for a given ships speed V. It also shows the constantthrust curve 5 given by Equation 8, which curve by reference to P for the same ships speed V, will intersect the boundaries of the workable region at the two points, A and B.
  • the points of arc AB of curve 5 represent all the operating points at which thrust P is obtainable for the ships forward speed V.
  • the motor input is known for each of these points, and there is at least one of them for which this input is a minimum, so that thrust P and ships speed V being constant-the overall efliciency is a maximum.
  • Equation 6 The jet cross-section S for which operating point C can be obtained, can be calculated from Equation 6. If Q H; are the coordinates of point C, S is then given by the following relationship:
  • H and Q are the coordinates of the optimum point, and g, x and V are given quantities.
  • Equation 8 plots, for a given ships speed V, a set of curves depending on a parameter, on each of which the optimum point C can be selected by the method previously defined herein.
  • optimum points C for a given thrust P and ships speed V some represent a minimum input, and one of these will be chosen as the operating point for the considered thrust P and ships speed V.
  • the choice of this optimum point also involves that of the constant-thrust curve on which it lies, and thus defines the inlet orifice setting.
  • the position of this point fully defines the position of the adjustment parameters, i.e., the pump rotational speed, and the discharge orifice cross-section, and where applicable also, the pump blade setting.
  • the adjustment parameters i.e., the pump rotational speed, and the discharge orifice cross-section, and where applicable also, the pump blade setting.
  • M is an aligned point on one of the curves forming the boundary, it will also be the point of tangency between the constant-thrust curve P and the boundary. If, as may happen, point M is a boundary corner point, the boundary and the constant-thrust curve P will touch at a single point (M), but will not generally be tangent to each other. In both cases (i.e. M on aligned or corner point), the entire boundary except M will lie below the constant-thrust curve P It also follows that point M is one of the set of points C giving the minimum input for a given thrust and ships speed. There is, therefore, no discontinuity between the combinations giving minimum input for a given thrust (i.e. the relationships described above giving values for n and S and the combination whereby maximum thrust is obtained for a given ships speed within the operating limitations affecting the pump.
  • Relationship 6 can be represented in the plane (Q, H) by a family of parabolae whose axis is OH and all having the same parameter:
  • Point D is the one whereby thrust P can be obtained for ships speed V and a constant jet cross-section S.
  • the fact that this point is distinct from C implies, by the very. definition of point C, that the input at D will be greater than at C.
  • the overall efficiency for a constant orifice is generally lower than the optimum efliciency obtainable by application of the method according to the inventidn.
  • the operating point giving maximum thrust for the above ships speed V and cross-sectional area S is the point on parabola 9 farthest along the abscissa which, in particular, results from Formula 5.
  • This operating point will therefore be point B, at which the parabola 9 intersects the boundary of the operating region, and which will generally be distinct from the point Mdefined above.
  • a constant-thrust curve P passing through this point E is shown by curve 10 in FIG. 3. As previously indicated, by the definition of P and of the constant-thrust curve 8, no point of the operating region boundary will lie above the latter.
  • Point E which is part of the boundary and distinct from M, therefore lies below curve 8, so that, due to the constant-thrust properties explained above, the value of P is smaller than that of P
  • the maximum thrust obtainable with a constant jet cross-sectional area is generally less than that obtainable with a variable jet cross-section and an adjustment procedure in accordance with the invention.
  • FIG. 4 shows by way of example overall efliciency curves plotted against thrust for a ships speed V. These curves are all assumed to refer to the same given pump set. Thrust P is plotted along the abscissa, and overall etficiency N along the ordinate. Curve 11 shows the variation of this efficiency with thrust for a system with a constant orifice cross-section, and curve 12 shows the same function for the case of a variable orifice according to the invention. It will be seen that the whole of curve 12 lies above curve 11, and that its extreme point lies at an abscissa P greater than P at the end of curve 11.
  • Equation 3 for NPSH includes a term V /2g, which can assume considerable proportions in the case of a fast ship travelling at full speed.
  • V /2g the NPSH will amount to about 24 m., about half of this being accounted for by the term V /2g.
  • the net head falls off considerably at low ships speeds.
  • the net head will be down to about 15 m. at half-speed, and to 12. m. at very low speed.
  • P is the thrust at speed V (with point F), and P is the thrust at speed v (with point G).
  • an operating point G" can be taken whose abscissa Q and ordinate H are both greater than those of point G, without running into cavitation.
  • G" is on (13), its 6., is smaller than that for G, i.e.
  • the above discussion regarding the limitation of thrust by cavitation can also be applied to efficiency.
  • the regio of maximum efliciency of a pump can be assumed to lie near a parabola (usually near the minimum 6" parabola), so that, in the case of a system featuring an orifice with a constant cross-section, high thrust is only obtainable at low ships speeds in a region well outside the maximum pump efiiciency region.
  • a much higher efficiency is obtainable at low speeds because the pump can be run within the peak efficiency region, and moreover, the same thrust can also be obtained at lower jet discharge velocities than with an orifice of constant cross-section.
  • the performance of a jet propulsion system based on a given pump can be improved and the pump and motor dimensions reduced.
  • the pump adopted for a given system design can have a higher specific speed 1 and hence also smaller dimensions than if the orifice size were constant.
  • the higher NPSI-I associtated with the higher specific speed is compensated for by the possibility, at any ships favorable region as regards cavitation.
  • recoil r being defined as the difference between jet velocity W and ships speed V, divided by jet velocity, W, i.e.
  • the dimensions of the pump and motor will also increase as recoil decreases for the smaller the recoil, the greater the discharge required from the pump and the smaller the head produced.
  • propulsion systems with a lower recoil can therefore be installed in the same amount of space, and will therefore provide a higher efficiency than a conventional system.
  • the invention can also be practiced in those arrangements which are designed not necessarily to give a strict optimum relationship obtained by the aforesaid methods, but which instead provide an approximate relationship allowing for any special properties of the mechanical components in the propulsion system (e.g., stepped control).
  • the invention also provides for the possibility of maintaining constant (e.g., maximum or minimum) jet and where applicable inletcross-sections at certain ships operating conditions, in which case, the curves repre- 'lhe specific speed of a pump is given by the following relationship Ql/Z 10 senting the constant cross-sections become the boundaries of the pump operating region.
  • Instrumentation comprising pick-ups, remote meas urement sequences, indicating instruments measuring system input quantities (e.g., pump rotational speed, ships forward speed, or other quantities referred to later on herein).
  • pick-ups measurement sequences and indicators can all be of a conventional type.
  • a chart of a calculator for the determination of the optimum value of the quantity to be adjusted (e.g., the orifice cross-section or some other appropriate quantity).
  • This calculator may be a device combining the equip ment indicating input quantities (e.g., a crossed-pointer dial featuring constant-value curves for the quantities to be adjusted), or it may be one directly working out the quantity to be adjusted from the combined input quantities supplied by the above-mentioned measurement sequences.
  • the calculator may be electrical, electronic, mechanical, hydraulic, pneumatic or of any other conventional type, and will generally feature a cam or an equivalent electronic device. Where an automatic calculator of this type is used, it directly transmits the value of the quantity to be adjusted to an indicator, thus dispensing with the need for special input quantity indicators.
  • the operator controls the ships speed by adjusting either the pump speed or the orifice cross-sectional area by means of one or the other of the above-mentioned control arrangements, which, depending on requirements, may or may not feature automatic feedback.
  • the amount by which the operator adjusts the orifice cross-section, or the pump speed as the case may be, will depend on the chart of calculator indications.
  • Instrumentation for the measurement of the input quantity for the combination may be the same as in a manual control system, except that no indicating equipment is required. Furthermore, the power and characteristics of the output signal must match the characteristics of the automatic regulator described below.
  • An automatic regulator comprising the following: A calculator for working out the optimum value of the quantity to be adjusted, and a feedback system for automatically controlling the aforesaid quantity in terms of the value determined by the calculator.
  • the calculator may be mechanical, electrical, electronic, hydraulic, pneumatic or of some other suitable type.
  • the feedback system may also be hydraulic, pneumatic, electrical, electronic or of some other suitable type.
  • the operator controls the ships speed by acting on a single control, which, depending on requirements, may be independent, or feature a feedback system.
  • the automatic controller then sets the quantity to the value required for optimum operation.
  • all the instrumentation, adjustment or control equipment referred to in the above description may be of a type in current use based on me chanical, hydraulic, pneumatic, electrical, electronic or other suitable principles.
  • a quantity to be adjusted directly so as to increase or reduce the ships speed This is the quantity the operator controls directly in order to increase or decrease the ships speed, or to maintain a given constant speed. This quantity will be referred to as the acceleration quantity.
  • acceleration quantities i) Input to the motor (fluids for heat engines and electrical quantities 'for electric motors).
  • the optimisation quantity may be any of the quantities listed above except the one selected as the acceleration quantity.
  • the calculator also gives an optimum value for the latter quantity.
  • optimisation input quantities which may be, for instance, the ships speed and. associated with it, one of the following:
  • the optimisation input quantities may be pump rotational speed combined with pump discharge, or head produced, or power.
  • an additional input quantity is necessary, such as the depth of immersion or some quantity directly dependent on immersion depth, such as the total pressure in the suction ducting for instance. This input quantity only intervenes in the calculator at critical cavi tation conditions.
  • Certain functions considered in calculating the optimum combination are generally defined experimentally by testing the actual pumps or their scale models on a laboratory rig by conventional methods.
  • the relationships governing the combination can also be defined by tests on the propulsion system on board ship, in which case input is measured in terms of pump rotational speed and control element positions (inlet and discharge orifice and pump blade settings) at various degrees of thrust and ships speeds.
  • the variables Q and H previously defined herein can be ignored in interpreting the results of such tests, the variables considered being those playing a direct part in the control adjustment.
  • the optimisation methods are a transposition of those described above.
  • FIGS. 6 to 10 show the relationships resulting from the operation of the various components of the propulsion system and the equations governing the ships motion.
  • the lines between blocks represent the quantities involved in these relationships; by convention, the arrows on these lines de note an input quantity if pointing towards a block, and an output quantity if heading away from a block.
  • Measurement and measured quantities are generally of a dilferent nature and may be connected by some relationship, providing it is a bi-univocal one (for example the measured quantity of the propulsion system discharge Q may be a differential pressure which is a quadratic function of Q).
  • FIG. 6 shows the operation of a propulsion system according to the invention, in which the acceleration quantity is the pump motor input quantity and the optimisation quantity the jet cross-section.
  • Con trol of the ships speed is efiected in the following manner: The operator sets the required nominal pump rotational speed It. In working this setting out, he can allow for the instantaneous ships speed given by indicator 20.
  • the motor control unit 21 automatically compares the nominal n value with the n-valuc, given by the measurement unit 22 and modifies the input quantity to the motor 23 accordingly.
  • Optimisation is efiected manually; the operator reads the values of V and it off the correspond ing indicators 29- and 24, and ascertains the optimum value of S from chart 25, to which he then sets the discharge orifice cross-section adjustment unit 26.
  • the latter unit which a feedback system connects to measurement unit 27, automatically brings the jet cross-section S of the propulsion system 23 to the nominal value.
  • the motor input and jet crosssection are again the acceleration and optimisation quantities respectively.
  • the ships speed is controlled in the same way as in the system illustrated in FIG. 6.
  • Optimisation is effected automatically.
  • Measured rotational speed it and ships speed V data are fed into the calculator 28, which determines the optimum value of S.
  • the latter is transmitted automatically to the S-control unit 29 featuring feedback arrangements based on exactly the same principle as the one in FIG. 6, which automatically adjusts S for the propulsion system 23 to its optimum value.
  • FIG. 8 is a diagram of a propulsion system according to the invention in which the jet cross-section S is the acceleration value and the pump rotational speed is the optimisation value.
  • the acceleration control is a slave system: the operator selects the required nominal ships speed V, which the acceleration control unit 30 then compares against the value given by V-measurement unit 31 and works out the relationship between the norminal and measured V difference and the variation in jet cross-section S. The result is then transmitted automatically as an order" to the S-control unit 32, which, in this case, is not connected to any direct feedback system but controls the propulsion system 23 jet cross-section S.
  • Optimisation is efiected automatically in the following manner: the data for nominal V given by the operator and S given by measurement unit 34 are fed into the calculator 33, which automatically determines the optimum n value and transmits it to the unit 35 controlling the propulsion system motor 23.
  • Control unit 35 is the same as in the two previous examples, i.e. it compares the optimum value given by the calculator 33 with the value given by measurement unit 3-6 and modifies the input to the propulsion system motor 23 accordingly.
  • FIG. 9 is a diagram of a system according to the invention in which the motor input is the acceleration quantity and the jet cross-section the optimisation quantity.
  • the acceleration control is a slave system.
  • the operator selects the required nominal value of V, which the acceleration control unit compares with the value given by the V-measurement unit 38 and, via the independent motor control unit 39, adjusts the input to the propulsion system motor 23 accordingly.
  • Optimisation is effected automatically: the measured data for the propulsion system discharge Q ⁇ c.g. measured via a differential pressure by unit 41) and ships speed V given by measurement unit 38 being fed into the calculator 40, which automatically works out the optimum value of S and transmits it to the corresponding slave control unit 42.
  • FIG. 10 is a diagram showing a similar system to the 13 one depicted in FIG. 9, except that it includes the inlet orifice cross-section as an additional optimisation quantity.
  • FIG. 11 is a diagrammatic showing by way of example, of a possible form of inlet and jet control mechanism which, for instance, may be employed with the calculators 43 and 4t) and control units 44 and 42 of FIG. 10.
  • translatory motion is imparted in the direction of double arrow F to a cam shaft 7 and consequently to the cam 1 attached to such shaft as the ships speed V varies
  • rotary motion is imparted to such shaft and cam 1 as the propulsion system discharge Q varies.
  • These two measured quantities can, for instance, be given by two conventional instrumentation devices measuring V and Q, respectively.
  • Cam 1 directly controls a flap 3 via a linkage system 2 in order to vary the cross-section of the inlet orifice 8.
  • the movements of this assembly represent the input of the calculator 43 and control unit 44 to the motor of the propulsion system 23.
  • An identical system composed of a cam 4 connected to shaft 7 and therefor movable in unison with cam 1 controls the movements of a shutter 6 via a linkage system in order to vary the cross-section of the jet ejected from the discharge orifice 9 in accordance with the input of the calculator 40 and control equipment 42 to the motor of the propulsion system 23.
  • the acceleration control unit may be of a conventional type, for instance, one comparing a nominal set on a potentiometer with one given by an electromagnetic log, the difierence then directly actuating a slave motor controlling the pump motor input control elements.
  • This feedback system may be completed by the addition of a conventional correction system where appropriate.
  • a method of effecting optimum propulsion operating conditions in a jet propelled ship comprising pumpiug water through a passage provided with a discharge orifice for the propelling jet of water capable of being modified in cross-sectional form, measuring the speed of the ship, providing a given input to the pump so that the water output thereof is at a rate in conformance with the speed of the ship, and then simultaneously modifying the cross-sectional area of the discharge orifice, said given input to the pump, and the output thereof under such modified input to provide an optimum combination of pump operation and discharge orifice configuration for the instantaneous speed of the ship.
  • a jet propulsion system for a ship comprising a discharge orifice for the propelling jet of water capable of being modified in cross-sectional form, an inlet orifice for the water for such jet, a motorized pump for pumping water from said inlet orifice and through said discharge orifice, means for measuring the speed of the ship, means for providing a given input to the pump so that the output thereof is at a rate in conformance with the speed of the ship, means for measuring the operation of the motorized pump, means for modifying the cross-sectional area of the discharge orifice to bring the cross-sectional area of the jet to an optimum value relevant to the speed of the ship and the rate of operation of the pump at that ships speed, and means for measuring the cross-sectional area of the discharge orifice as it is being modified and modifying the input to the motorized pump to effect said optimum value.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Control Of Velocity Or Acceleration (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
US439283A 1964-03-17 1965-03-12 Methods and means for effecting optimum propulsion operating conditions in a jet propelled ship Expired - Lifetime US3314391A (en)

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FR4660A FR1409743A (fr) 1964-03-17 1964-03-17 Perfectionnements aux dispositifs de propulsion des navires par réaction
FR38004610 1964-03-17

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DE (1) DE1277064B (en:Method)
ES (1) ES310675A1 (en:Method)
FR (1) FR1409743A (en:Method)
GB (1) GB1105488A (en:Method)
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US3374630A (en) * 1966-10-03 1968-03-26 United Aircraft Corp Marine propulsion system
US3795105A (en) * 1972-05-02 1974-03-05 Twin Disc Inc Control apparatus for hydraulic jet propulsion water borne craft
NL7708102A (nl) * 1976-09-27 1978-03-29 Boeing Co Waterstraalvoortstuwingssysteem voor vaar- tuigen.
US4718872A (en) * 1985-09-09 1988-01-12 Outboard Marine Corporation Automatic trim system
WO1991009773A1 (de) * 1989-12-22 1991-07-11 Josef Merz Verfahren zum betrieb eines wasserstrahlantriebs für wasserfahrzeuge und anordnung zur durchführung des verfahrens
US5190487A (en) * 1991-04-24 1993-03-02 Mitsubishi Denki Kabushiki Kaisha Control apparatus for an outboard marine engine
USRE34285E (en) * 1989-12-18 1993-06-15 Outboard Marine Corporation Automatic trim system
US5352137A (en) * 1985-05-18 1994-10-04 Sanshin Kogyo Kabushiki Kaisha Automatic position controller for marine propulsions
US5366393A (en) * 1985-04-04 1994-11-22 Sanshin Kogyo Kabushiki Kaisha Automatic trim controller for marine propulsion unit
WO1997031819A1 (en) * 1996-02-29 1997-09-04 Jordan Jeff P A marine jet propulsion nozzle and method
WO2004052721A2 (en) 2002-12-10 2004-06-24 Jeff Jordan Variable marine jet propulsion

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DE2845901C3 (de) * 1978-10-21 1981-06-19 Ing.(Grad.) Ekkehard 4030 Ratingen Jatzlau Wasserstrahlantrieb für ein Boot

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US3374630A (en) * 1966-10-03 1968-03-26 United Aircraft Corp Marine propulsion system
US3795105A (en) * 1972-05-02 1974-03-05 Twin Disc Inc Control apparatus for hydraulic jet propulsion water borne craft
NL7708102A (nl) * 1976-09-27 1978-03-29 Boeing Co Waterstraalvoortstuwingssysteem voor vaar- tuigen.
US4100877A (en) * 1976-09-27 1978-07-18 The Boeing Company Protective control system for water-jet propulsion systems
US5366393A (en) * 1985-04-04 1994-11-22 Sanshin Kogyo Kabushiki Kaisha Automatic trim controller for marine propulsion unit
US5352137A (en) * 1985-05-18 1994-10-04 Sanshin Kogyo Kabushiki Kaisha Automatic position controller for marine propulsions
US4718872A (en) * 1985-09-09 1988-01-12 Outboard Marine Corporation Automatic trim system
USRE34285E (en) * 1989-12-18 1993-06-15 Outboard Marine Corporation Automatic trim system
WO1991009773A1 (de) * 1989-12-22 1991-07-11 Josef Merz Verfahren zum betrieb eines wasserstrahlantriebs für wasserfahrzeuge und anordnung zur durchführung des verfahrens
US5190487A (en) * 1991-04-24 1993-03-02 Mitsubishi Denki Kabushiki Kaisha Control apparatus for an outboard marine engine
US5679035A (en) * 1995-12-22 1997-10-21 Jordan; Jeff P. Marine jet propulsion nozzle and method
WO1997031819A1 (en) * 1996-02-29 1997-09-04 Jordan Jeff P A marine jet propulsion nozzle and method
WO2004052721A2 (en) 2002-12-10 2004-06-24 Jeff Jordan Variable marine jet propulsion
EP1587732A4 (en) * 2002-12-10 2011-04-13 Jeff Jordan VARIABLE WATER JET PROPULSION SYSTEM

Also Published As

Publication number Publication date
ES310675A1 (es) 1965-11-16
GB1105488A (en) 1968-03-06
DE1277064B (de) 1968-09-05
NO118696B (en:Method) 1970-01-26
NL6503409A (en:Method) 1965-09-20
FR1409743A (fr) 1965-09-03

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