The present invention relates generally to waterjet propulsion and maneuvering of a sea craft.
STATEMENT OF GOVERNMENT INTEREST
The invention described herein may be manufactured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefore.
BACKGROUND OF THE INVENTION
Currently ships or sea vessels that are commercially utilized in the marine industry and U.S. Navy are propelled by waterjets discharged into the air above the seawater surface. Such air discharged jets undergo plumbing into the water to create undesirable impact noise and generate bubble spray or clouds which hinder visibility and splash water onto neighboring sea craft and docking piers being approached. Furthermore maneuvering of waterjet propelled sea craft routinely involve use of rotating steering sleeves or buckets for steering/backing vectored deflection of the propulsion jets within air so as to avoid severe drag and broadband noise experienced with underwater propulsion jets. Moreover, the bulkiness of the aforementioned rotating sleeves trigger severe undesirable cavitation. It is therefore an important object of the present invention to provide for waterjet propulsion and maneuvering of both surface and submerged sea craft by waterjet discharge underwater without the problems and disadvantages associated therewith and the bulkiness of associated operational equipment heretofore experienced with air discharging water jet propulsors.
SUMMARY OF THE INVENTION
Pursuant to the present invention, a surface or submerged sea craft is propelled by a waterjet unit positioned on the sea craft hull for underwater discharge of a water propulsion jet between a pair of contoured rudders that are pivotally mounted on the hull for angular displacement from parallel spaced positions accommodating straight forward and cavitation-free propulsion of the sea craft by emergence of the waterjet between the rudders. Displacement of the rudders to positions in contact with each other at their lower tips to form a closed bucket, or to low and high speed turn imposing positions extending angularly in the same direction from the hull centerline is effected for steering and backing of the sea craft under maneuvering control.
BRIEF DESCRIPTION OF THE DRAWINGS
A more complete appreciation of the invention and many of its attendant advantages will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawing wherein:
FIG. 1 is a side elevation view of the stern end portion of a surface sea vessel underway in seawater, with a waterjet propulsion unit and maneuvering rudders positioned thereon underwater;
FIG. 2 is a partial front elevation view of the stern end portion of the sea vessel shown in FIG. 1, as viewed from section line 2—2;
FIG. 3 is a partial section view taken substantially through a plane indicated by section line 3—3 in FIG. 1;
FIG. 4 is a partial section view taken substantially through a plane indicated by section line 4—4 in FIG. 2;
FIG. 5 is a bottom plan view of the sea vessel shown in FIG. 1, as viewed from section line 5—5;
FIGS. 5A and 5B are partial bottom plan views corresponding to that of FIG. 5, respectively showing the rudders in a closed bucket maneuvering position and in one of two u-turn maneuvering positions; and
FIG. 6 is a partial side section view through a fully submerged underwater sea craft, with an arrangement of waterjet propulsion and maneuvering rudder facilities corresponding to those shown in FIGS. 1–5.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Referring now to the drawing in detail, FIGS. 1, 2 and 4 illustrate a surface sea vessel 10 having a hull 12 immersed in seawater 14 and extending vertically above the water surface 16 during normal forward travel. A waterjet propulsion unit 18 is positioned underwater on a bottom portion of the hull 12 closely spaced from its stern end 20. A pair of twin contoured rudders 22 are also locationally positioned on the bottom of the hull 12 between the stern end 20 and the waterjet propulsion unit 18.
As shown in FIGS. 2, 3 and 5, each of the rudders 22 respectively extends vertically downward in spaced adjacency to the stern end 20 from the bottom of the hull 12 for angular adjustment about parallel spaced axes 24, as denoted in FIG. 3, under maneuvering control as hereinafter explained. Each of the rudders 22 as shown in FIGS. 1 and 5 has a horizontal dimension 26 of 9.4 feet for example. Lower portions 28 of the rudders 22 extend toward each other at an acute angle from their longer top vertical portions 29 as shown in FIGS. 2 and 3. The rudders 22 are so configured on opposite lateral sides of an underwater positioned exit jet nozzle 30 of the propulsion unit 18. Accordingly, propulsion jets 32 emerging from the exit nozzle 30 pass between the rudders 22 as shown in FIG. 5.
Referring now to FIG. 4, outflow of the emerging propulsion jets 32 from the exit nozzle 30 of the propulsion unit 18 is induced by rotation of an impeller 34 by a motor 36 connected to the impeller 34 by an impeller pump shaft 38. Primary propulsion of the sea vessel 10 is thereby effected in response to inflow of seawater into an inlet end 40 of the propulsion unit 18 induced by rotation of the impeller 34. Typically the exit speed of the propulsion jets 32 is about 60% higher than the speed of the sea vessel 10 when the rudders 22 are in straight ahead positions aligned with the outflow exit jets 32 as shown in FIG. 5.
The rudders 22 under maneuvering control 33 diagrammed in FIG. 5A are angularly displaced about their axes 24 into closure contact with each other at their lower tips so as to form a bucket as shown in FIG. 5A. The main portion of the jet stream is thereby diverted to the lateral sides in a reversed forward flow direction toward the bow end of the hull 12 to impose negative thrust. The remaining smaller portions of the jet stream move upwardly along the top portions 29 of the rudders 22 and are then diverted forwardly toward the bow end of the hull 12 for also producing negative thrust. The total negative thrust produced by the rudders 22 in their bucket closure positions shown in FIG. 5A is substantially larger (such as 4.79 times greater) than the forward propulsion thrust produced during normal forward propelling operation for emergency stopping, deceleration or backing purposes.
A tight turn of the sea vessel 10 is effected by the maneuvering control 33 imparting angular displacement to the rudders 22 by 35° in the same direction to positions with the leading edge of only one of the two rudders 22 in the jet stream as shown in FIG. 5B. Due to the high jet stream velocity, the side turning force thereby imposed on the hull 12 is greatly increased by a significant amount. Such increased side turning capacity of the rudders 22 is accordingly effective to turn the sea vessel 10 even during forward propulsion at low speeds. Furthermore during the straight-and-level course operation of the rudders 22, as shown in FIG. 5, reduced drag and less broadband noise is imposed.
The maneuvering concepts associated with the rudders 22 as hereinbefore described, are also applicable to a fully submerged underwater sea vessel hull 12′ as shown in FIG. 6, having a stern end 20′ on its centerline 42. A waterjet propulsion pump unit 18′ associated with the hull 12′ is located in forwardly spaced relation to a pair of twin rudders 22′ positioned along the centerline 42. The rudders 22′ are contoured similarly to the rudders 22 as hereinbefore described. A curved water inflow inlet 44 on the outer peripheral surface of the hull 12′, directs inflow of water into an annular enclosure 46 within the propulsion unit 18′ from which a curved outflow exit nozzle 48 extends. Accordingly, the outflowing water propulsion jets emerging from the exit nozzle 48 pass between the rudders 22′, contoured and subject to maneuvering angular displacement as hereinbefore described with respect to the rudders 22.
Obviously, other modifications and variations of the present invention may be possible in light of the foregoing teachings. It is therefore to be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.
Patent Grant
7144282
