U.S. patent number 3,795,105 [Application Number 05/249,565] was granted by the patent office on 1974-03-05 for control apparatus for hydraulic jet propulsion water borne craft.
This patent grant is currently assigned to Twin Disc, Incorporated. Invention is credited to George R. Aschauer.
United States Patent |
3,795,105 |
Aschauer |
March 5, 1974 |
CONTROL APPARATUS FOR HYDRAULIC JET PROPULSION WATER BORNE
CRAFT
Abstract
Control apparatus for a hydraulic jet propulsion water borne
craft of the type having a variable area nozzle, thrust reversing
means for the nozzle, steering valves, and a power plant such as an
internal combustion engine for driving the water pump means that
creates the water pressure. The apparatus includes a single
operators lever which controls the engine speed and also includes
programming means, also controlled by the lever, which controls the
area of the nozzle in relationship to the engine speed.
Inventors: |
Aschauer; George R. (Racine,
WI) |
Assignee: |
Twin Disc, Incorporated
(Racine, WI)
|
Family
ID: |
22944042 |
Appl.
No.: |
05/249,565 |
Filed: |
May 2, 1972 |
Current U.S.
Class: |
60/221; 60/230;
239/265.19; 440/40; 440/75; 440/84 |
Current CPC
Class: |
B63H
21/22 (20130101); B63H 11/11 (20130101); B63H
11/113 (20130101) |
Current International
Class: |
B63H
11/113 (20060101); B63H 21/00 (20060101); B63H
21/22 (20060101); B63H 11/11 (20060101); B63H
11/00 (20060101); F02k 001/20 () |
Field of
Search: |
;60/221,222,230
;239/265.19 ;115/14 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Gordon; Clarence R.
Attorney, Agent or Firm: Nilles; James E.
Claims
I claim:
1. In a hydraulic jet propulsion water craft having a power plant
for driving water pump means, a variable area nozzle for receiving
water under pressure from said pump means and for discharging said
water rearwardly as a jet to drive said craft, nozzle actuating
means for varying the area of said nozzle, craft reversing means
shiftable into and out of receiving relationship with the jet
discharged by said nozzle for determining the direction of movement
of said craft, means for shifting said reversing means, and control
apparatus including a single control lever having a connection with
said means for shifting said reversing means and shiftable to a
craft forward position or a craft rearward position in its initial
movement from a neutral position, said lever also having a
connection with said power plant for regulating the speed thereof
and which increases engine speed immediately upon continued lever
movement after said initial lever movement to said craft forward or
craft reverse positions, said lever also having a programming
operating connection with said nozzle actuating means for changing
the area of said nozzle after said craft direction selection has
been made by said lever and after said increase in engine speed has
also been made by said single lever.
2. The combination set forth in claim 1 further characterized in
that said operating connection includes a cam and link means, a
rotary servo-valve including an input shaft and a feedback shaft,
said cam link means being connected to said input shaft and said
feedback shaft being connected with said nozzle whereby said
servo-valve directs fluid pressure to said nozzle actuating means
and movement of said nozzle is fed back into said servo-valve.
3. The combination set forth in claim 1 further characterized in
that said means for shifting said reversing means includes
hydraulic cylinder means, and a hydraulic valve connected with said
cylinder means and having a control connection with said lever.
4. The combination set forth in claim 1 further characterized in
that said control connection is also connected between said control
lever and said nozzle actuating means whereby said reversing means
is actuated prior to said nozzle actuating means.
Description
BACKGROUND OF THE INVENTION
The present invention pertains to control apparatus for hydraulic
jet propulsion water borne craft such as shown in the co-pending U.
S. Pat. application Ser. No. 79,733, filed Oct. 12, 1970 and
entitled "Hydraulic Jet Propulsion Apparatus," which issued as U.S.
Pat. No. 3,680,315 on Aug. 1, 1972, and which has been assigned to
an assignee common with the present application. Such jet propelled
water craft have a variable area nozzle for varying the speed of
the craft, and also having reversing gates which reverse the
direction of the water jet which is received from the nozzle, to
thereby reverse the direction of craft movement. Steering valves
are also provided to cause the pressurized water to be ejected to
one side of the craft or the other, to thereby steer the craft.
SUMMARY OF THE INVENTION
The present invention provides control apparatus for a hydraulic
jet propulsion water craft of the type having a power source such
as an engine for driving the water pump, a variable area nozzle,
and reversing means for receiving water jet from the nozzle and
reversing its direction.
More specifically, the control apparatus includes a single lever
which programs the amount of nozzle opening with respect to engine
speed. The control apparatus provides high water pressure at the
steering valve means at all times, even though the craft is moving
slowly, so that immediate and responsive steering is provided. The
apparatus, through action of the single control handle, is such
that when the lever is pushed to the craft forward position, the
engine throttle is opened faster than the nozzle so that high water
pressure is available for good control even though the craft is
standing still or is moving slowly. Furthermore, the arrangement is
such that when the lever is pulled rearwardly in a craft reversing
direction, the reversing gates or baffles are closed prior to the
time the nozzle opens to deliver the jet stream to the baffles.
The present invention provides a single control lever apparatus for
proper sequencing of the movement of the nozzle reversing gates and
nozzle opening with respect to engine speed increase and for
varying the nozzle area in relationship to engine speed, insuring
high engine speed and consequently high water pressure for good
steering at no or low speed of the craft.
These and other objects and advantages of the present invention
will appear hereinafter as this disclosure progresses, reference
being had to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a jet propulsion apparatus made in
accordance with the present invention showing only a fragmentary
portion of the water craft to which it is attached;
FIG. 2 is a generally schematic diagram of the control apparatus
provided by the present invention as shown in FIG. 1, but showing
certain parts as being broken away, in section or removed for
clarity;
FIG. 3 is a longitudinal cross sectional view through the forward
portion, namely the power transmission and the water inlet passage
of the apparatus;
FIG. 4 is a longitudinal, cross sectional view through the rearward
portion of the apparatus, namely the pump stages, the variable area
nozzle and side jet valves, and the reversing mechanism;
FIG. 5 is a fragmentary, rear elevational view, taken generally
along the line 5--5 in FIG. 4, and showing the two parts of the
reversing mechanism moved to the extreme laterally outward
position, certain parts being shown in section;
FIG. 6 is an enlarged detailed view taken along the line 6--6 in
FIG. 5, certain parts being shown as broken away or in section for
the sake of clarity;
FIG. 7 is a horizontal sectional view taken generally along the
line 7--7 in FIG. 4 and showing the side steering valves and the
main variable area nozzle;
FIG. 8 is a sectional view of the side jet valves, the view being
taken generally along the line 8-8 in FIG. 7 but on an enlarged
scale;
FIG. 9 is a sectional view of the supporting and guiding rollers
for the reversing mechanism, the view being taken generally along
the line 9--9 in FIG. 5, but on an enlarged scale;
FIG. 10 is an enlarged, elevational view of the cam adjustment
shown in FIG. 2 for the variable area nozzle;
FIG. 11 is a plan view of the cam adjustment shown in FIG. 10;
FIG. 12 is a schematic diagram of the hydraulic system of the
invention;
FIG. 13 is a graph of operating lever movement plotted against
engine speed, nozzle area and position of the reverse gates;
FIG. 14 is a view similar to FIG. 2, but showing a modification;
and
FIG. 15 is a schematic diagram of the hydraulic circuit of the FIG.
14 modification.
DESCRIPTION OF A PREFERRED EMBODIMENT
Referring to the general organization of the propulsion apparatus,
the water intake is through the opening 1 (FIG. 3) in the bottom 2
of the craft and the inlet passage 3 extends upwardly and to the
rear at a gradually inclined angle. The housing 4(FIG. 1) for the
water inlet passage terminates in a flange 5 which is secured to a
flange 6 of the pump housing 7. The pump housing 7 contains the
first stage pump 8 (FIG. 4) and the second stage pump 9, both of
which pumps are fixed to the drive shaft 10 for rotation therewith
at the same speed.
The drive shaft 10 is driven from the power transmission T (FIG. 3)
which receives its power from the engine E in the craft. The
transmission includes a housing H, and a water tight, sliding seal
SS is located between the housing H and the drive shaft 10. A
similar seal ss is located between the shaft 10 and the housing 31
(FIG. 4) of the pump section.
The rearward end of the drive shaft is journalled in anti-friction
bearings 30 (FIG. 4) in the housing 31 of enclosed chamber 31a of
pump section 7.
The main variable area nozzle N (FIG. 4) is located in a housing 34
which is generally circular when viewed in longitudinal vertical
cross section. The nozzle N has a wide mouth 35 which generally
converges in a rearward direction to terminate in a generally
narrower discharge portion 36. The upper surface 37 of the nozzle N
is generally curved downwardly in a rearward direction, as
indicated, while a lower surface 38 of the nozzle is also curved
upwardly in a rearward direction. The side walls 40 and 41 of the
nozzle are flat and generally vertical, thereby providing a
generally rectangular cross sectional area to the nozzle when
viewed in a transverse and generally vertical plane.
The nozzle is shown in the position for maximum discharge of water,
that is in a fully open position.
The nozzle is rotatably mounted about its shaft 42 (FIGS. 1, 4 and
7) said shaft being fixed to a bifurcated arm 43 (FIGS. 1 and 4).
The upper end of the arm is swung in forward and reverse directions
by the double action hydraulic cylinder means 45 which is under
control of the operator. By contracting the cylinder means 45, the
nozzle is caused to rotate in a counter-clockwise direction as
viewed in FIG. 4, thereby causing the rear portion 36 of the nozzle
to partially close against the upper portion of the housing 34. The
nozzle can be rotated from the position shown in FIG. 4, in a
counter-clockwise direction to a point where it completely closes
the valve and no further rearward discharge occurs.
The above described nozzle is balanced by hydraulic pressure
regardless of its position, because the incoming water pressure is
always acting against both the surfaces 37 and 38. Furthermore,
water pressure is also present in the chambers 48 and 49 between
the nozzle and the housing 34, by leaking between the nozzle and
the housing, thereby contributing to hydraulic balance of the
entire unit. With this arrangement, the nozzle is easily and
accurately controlled.
Side steering valves V1 and V2 (FIGS. 1, 4, 7, and 8) are located
ahead of the main nozzle N and are consequently subjected to full
water pressure at all times. These valves are located in opposite
sides of the housing 34 and extend directly laterally therefrom and
are of the butterfly type. These butterfly valves are operated
sequentially, through the crank arm 50 by means of the double
action cylinder means 51 and 52, respectively. The operation is
such that as one valve closes, the other opens thereby permitting
water to be forced laterally to one side or the other thereby
causing steering of the craft.
The jet propulsion apparatus also includes mechanism for reversing
the thrust discharged by the nozzle to thereby slow down the craft
or cause it to operate in the reverse direction. This reverse
mechanism RM includes laterally separable gates 60 and 61 which
slide laterally on the upper track 63 and lower track 64, under the
influence of double acting hydraulic cylinder means 66 and 67,
respectively. These gates 60 and 61 move together either in an
inwardly or outwardly direction so as to respectively, either be
directly behind the discharge end of the nozzle to receive the full
jet stream therefrom for reversing, or in a laterally outward
position where no jet stream is engaged by the gates 60 and 61 and
as a result the craft moves straight ahead.
The gates 60 and 61 are generally U-shaped in character. The open
end of the U facing in a forward direction in respect to the water
craft. A plurality of upper rollers 73 are carried by each of the
parts for engagement in the upper track 63. A plurality of lower
rollers 74 are carried by each of the gates 60 and 61 for
engagement in the lower guide and supporting track 64. This
mounting means for the gates 60 and 61 provide an accurate and
easily controlled movement of the parts through the operation of
the double acting hydraulic cylinder means 66 and 67. As shown in
FIGS. 6 and 9, these rollers are staggered, that is to say, two of
the rollers 73 and 73b are located rearwardly of the third roller
73c and the load is actually carried by these two rollers of each
set of three rollers. The third roller 73c acts as a guiding and
incidental bearing roller and by so staggering these rollers, good
alignment and assembly is possible.
The control apparatus provided by the present invention is shown
best in FIGS. 1, 2 and 12. Generally, the apparatus includes a
single operating lever 75 which can be swung from the full line
neutral position shown in FIG. 2 to a forward position or a
rearward position indicated by the broken lines. The first movement
of the handle in either forward or reverse direction places the
control apparatus in either forward mode or rearward mode,
respectively, and this includes shifting the laterally shiftable
gates 60, 61 either to a laterally spaced operative position shown
in FIG. 1 where the jet issuing from the nozzle goes directly
outward to the rear, or a laterally closed position where the gates
60, 61 are abutting against one another to thereby reverse the
directions of the jet issuing from the nozzle and therefore
reversing the direction of the craft. After the direction mode of
the gates has been set, further movement of the lever causes the
engine speed to come up so that sufficient water pressure is
delivered by the pumps to provide some control for the craft. Then,
further movement of the lever in the direction selected causes
movement of the nozzle, that is to say, causes the area of the
nozzle to change. However, it is necessary to program or schedule
the amount of nozzle movement with respect to the engine r.p.m. In
other words, it is desirable to adjust the nozzle area in a manner
so that the speed of the engine comes up quickly compared to
opening movement of the nozzle; there is a definite relationship
between the amount of opening of the nozzle and the r.p.m. of the
engine. The nozzle area may increase slowly for the first portion
of its arcuate movement and then move at a faster rate through
later portions of its area adjusting, arcuate movement.
The general organization of the control system is as follows. The
control lever 75 is connected by means of the endless cable and
chain 76 to a Morse control cable device 78. More particularly, the
roller chain sections 76 the endless member 76 are trained around
sprocket 79 connected with the handle 75 and sprocket 80 connected
with shaft 81 of the cable control device 78. Movement of shaft 81
causes corresponding movement of arms 82, 83 and 84, which in turn
are connected, respectively, to the throttle linkage 85, a link 86
leading to the variable area nozzle cam adjusting means 87, and
link 88 connected with an arm 89 of the reverse gate valve 90.
Thus, adjustment of the lever 75 causes corresponding movements of
the engine throttle and nozzle adjusting cam means and the reverse
gate valve. These components will now be described in greater
detail.
The reverse gate valve is a four-way, two position valve having an
inlet conduit 92 from a source of fluid pressure such as a pump 91
(FIG. 12), a conduit 93 which leads from the valve 90 to the sump,
a fluid conduit 94 leading via branch 94a to the rod end of the
cylinder means 66 and then leading via branch 94b to the rod end of
cylinder means 67 of the reverse gate 61. Another fluid conduit 95
leads from the valve 90 and by means of its branch line 95a leads
to the head end of cylinder 66 of gate 60 and then by branch 95b
also communicating to the head end of cylinder 67 of gate 61. Thus,
when the arm 89 is swung by the control lever 75 in the other
direction, fluid is directed from the valve 90 to the cylinders 66,
67, to thereby open the reversing means, that is it pulls the gates
60, 61 apart to permit the jet to be ejected rearwardly directly in
a rearward driving mode. When the arm 89 is swung in the opposite
direction, the valve 90 is shifted to cause the cylinders 66, 67 to
extend, thereby closing the gates 60, 61 together and placing the
reversing mechanism in effect to cause reversal of the craft, when
the jet is directed into the reverse means.
The cam link means 87 includes an arm 97 which is attached to cable
86 and is also fixed by shaft 97a to a cam member 98 for swinging
therewith. A cam follower 99 is mounted on an arm 100 which in turn
is fixed to a servo-valve input shaft 101. Thus, movement of the
control lever 75 causes the cable 86 to swing the cam member 98 in
one direction or the other, consequently causing corresponding
oscillation of the input shaft 101, in accordance with the cam
98.
A rotary, synchronizing, servo-valve 105, such as shown in U.S.
Pat. No. 3,254,674, issued June 7, 1966 entitled "Rotary Servo
Valve," is utilized and is in itself, conventional. It is believed
sufficient to say that this valve 105 accepts the signal from the
input shaft 101. The valve 105 has a fluid pressure inlet conduit
106, an outlet conduit 107, a work conduit 108 which leads to the
head end of nozzle cylinder 45 and also a work conduit 109 which is
in communication with the rod end of the nozzle adjusting cylinder
45. The valve 105 also has a feedback shaft 111 extending from the
opposite side of the valve from input shaft 101. The feedback shaft
is connected directly with the adjusting yoke 43 of the nozzle and
therefore any movement of the nozzle due to actuation of the
cylinder 45 causes corresponding movement of the feedback valve
111. The valve 105 accepts the feedback signal to control the
operation of the hydraulic cylinder 45.
When the input shaft 101 is angularly adjusted by the cam means 87,
pressure fluid is directed to the cylinder 45 in the appropriate
and corresponding direction to thereby move the nozzle. Movement of
the nozzle to any adjusted position causes corresponding movement
of the feedback shaft 111 and when the feedback shaft has reached
the position corresponding to input shaft 101, further fluid flow
to the cylinder 45 ceases because the feedback shaft 111 has then
terminated in flow.
Thus, the cam means 87 and the rotary servo-valve 105 act to
program or schedule the nozzle movement with regard to engine
r.p.m. and through the action of the single operating lever 75.
As shown in FIGS. 1, 7, 8 and 12, steering nozzles V1 and V2 are
located ahead of the main nozzle N and are actuated by their
respective hydraulic cylinder units 51 and 52. When these valves
are open they act to direct the water pressure laterally of the
craft thereby steering it. As shown in FIG. 12, a spring centered
valve 120 is provided for receiving pressure fluid from line 121
from a manifold 122 that in turn receives its pressure from the
pump 91. Fluid is returned from valve 121 via conduit 123 to the
sump S. Pressure fluid is directed from valve 120 to cylinder 51
via conduit 124 and may be directed to cylinder 52 via conduit 125.
Conventional sequential valves 126, 127 may be inserted in conduits
124 and 125, respectively.
A separate control lever 130 (FIG. 12) has an operating connection
131 with the valve 120 for effecting steering. Water pressure is
available to steer the craft through nozzles V1 and V2 because the
engine speed rises to create the necessary water pressure before
the nozzle appreciably. This has the advantage of providing good
steering capabilities to the water craft at all times.
The operational characteristics of the control apparatus provided
by the present invention are illustrated in FIG. 13 and movement of
the operating control lever in either direction is plotted against
engine speed and its relationship with the opening of the variable
area nozzle. For example, when the lever is moved from neutral to
the forward position, it will be seen the engine speed increases
for a distance of lever movement before the nozzle begins to open.
Then further movement of the lever cuases the nozzle to open slowly
and then the rate of nozzle opening increases as the handle
movement increases. It will be seen that the reverse gates are open
prior to any movement of the control lever in the forward
direction. It will also be seen that the engine speed has increased
prior to nozzle opening and therefore water pressure is available
to the steering valves.
in respect to the movement of the handle in the rearward direction,
it will be seen that upon a very small amount of movement of the
handle from the neutral position to the rearward position
immediately causes the reverse gates to close, thus putting the
craft in the reverse mode prior to any engine speed build-up. Here
again, the engine speed increases prior to any substantial opening
of the variable area nozzle.
FIGS. 14 and 15 illustrate another modification of the invention.
Parts similar to those in the previously described embodiment of
the invention will be similarly numbered. It will be noticed
however, a valve 140 (FIGS. 14 and 15) constitutes a programming
means for the nozzle actuating means. This valve 140 has been
substituted for the rotary valve 105 and the cam means 87.
Furthermore, a double cylinder 142 arranged end to end has replaced
the single cylinder 45 of the first modification of the first
embodiment.
More specifically, the valve 140 is operated by a linkage 188 to
the arm 83 of the control cable device 78. This linkage 188 is then
connected to the actuating arm 189 of the valve 140. When the valve
is in the position shown in FIG. 15, pressure fluid is directed
from conduit 106 and into the valve and then it passes to the right
end of the compound cylinder 142. Fluid pressure from chamber 143
and the intermediate chamber 144 of the compound cylinder is then
returned to sump by passing through the valve 140, and line 107 to
the sump. In other words, when the compound cylinder is in this
position, it is fully contracted.
The compound cylinder can also be extended sequentially in two
stages, thereby operating the nozzle in the similar stages. This is
accomplished by shifting the valve 140 to the intermediate position
wherein pressure fluid is directed via line 145 to the end chamber
143 thereby causing expansion of chamber 143 and partial extension
of the compound cylinder. Continued movement of the arm 189 causes
the valve to move to the other endmost position wherein pressure
fluid is then also directed to the intermediate expansion chamber
144 thereby causing the other piston rod 147 to also extend.
Pressure fluid is at that time returned via line 148, through the
valve, and then through line 107 to the sump.
RESUME
The control apparatus provided for the hydraulic jet propulsion
water craft includes the single control lever which, during its
initial movement from neutral, places the craft in either forward
or reverse mode. Further movement of the lever in either direction
then increases engine speed to insure that the pump means provides
sufficient water pressure for good boat control.
Continued further movement of the lever in the forward direction
then opens the variable area nozzle and this nozzle movement is
programmed simultaneously along with engine speed adjustment. The
nozzle movement is programmed with regard to engine speed; the
nozzle may move rather slowly through its first arcuate movement
and then at a faster rate, depending on the engine r.p.m., during
other portions of its arcuate adjustment.
When the lever is moved from a neutral to the reverse direction,
reversing gates are closed to a reversing position, the engine
speed is then brought up to assure good water pressure for boat
control and then further movement of the control lever in the
rearward direction programs the opening of the nozzle N in
relationship to engine speed.
* * * * *