US3611972A - Ship water jet directional control and braking means - Google Patents

Ship water jet directional control and braking means Download PDF

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Publication number
US3611972A
US3611972A US808965A US80896569A US3611972A US 3611972 A US3611972 A US 3611972A US 808965 A US808965 A US 808965A US 80896569 A US80896569 A US 80896569A US 3611972 A US3611972 A US 3611972A
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United States
Prior art keywords
ship
hull
discharge
flow
duct
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Expired - Lifetime
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US808965A
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English (en)
Inventor
Jacques P Duport
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GRENOBLOISE ETUDE APPL
SOC GRENOBLOISE D'ETUDES ET D'APPLICATIONS HYDRAULIQUES
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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
    • 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

Definitions

  • This invention relates to means for controlling the direction of movement and the progress of a ship, and has for. its primary purpose the provision of effective, reliable means for directionally controlling and/or braking a ship by water jets discharging from the front of the ship.
  • control jets of water are produced on the two opposite sides of the hull at the front of the ship by a pump installed in the longitudinally disposed stern of a Y-shaped duct into which water is drawn from the ships bow and passes along the longitudinal center of the ship to the arms of such duct from which the flow is discharged in the form of jets at the sides of the hull.
  • Means are provided to control the discharge of the flows from the arms of the duct in steering or maneuvering and braking the ship.
  • FIG. 1 is a schematic view showing the location of the apparatus of this invention in a ships bow
  • FIG. 2 is a horizontal longitudinal sectional view of the apparatus shown in FIG. 1;
  • FIG. 3 is an enlarged vertical sectional view of one of the discharge orifices shown in FIG. 2;
  • FIG. 4 is an exterior elevational view of the control shutters provided in the discharge opening shown in FIG. 3.
  • the reference number indicates generally the hull of a ship provided with a conventional type of propulsion unit which is indicated generally by the reference numeral 11.
  • the front part of the ship shown is provided with a bulbous bow portion 12 in which is installed directional control and braking apparatus embodying the invention and indicated generally by the reference numeral 13.
  • the apparatus of this invention which may be installed in the bow of the ship, or in a bulbous bow portion 12 thereof, as is indicated in FIGS.
  • a Y-shaped horizontally disposed duct having a main stem 18 located in the longitudinal central portion of the ship and branching at its inner end 19 into two arms 20 and 21 which lead to discharge orifices 22 provided in the opposite sides of the ships hull in the forward portion of the ship.
  • a pump 16 is located in the main duct portion 18 adjacent to the outer end of the latter which forms a front-facing inlet or intake orifice 14 in the bow of the ship.
  • the outer part of the main duct 18 is formed to provide a wideradius transition surface to the outer hull surface of the ship.
  • the surface 15 is designed to ensure a proper, practically uniform flow of the water to the pump under any operating condition It has been found that the ratio between the area of the orifice 14 and the pump cross-sectional area should be approximately between 1.321 and 2.5:! so as to ensure sound and uniform flow conditions in the pump intake section at any ships forward speed, or rate of sideslip, and to ensure the absence of separation and eddies in the flow past and around the hull at any pump operating condition, or when the pump is inoperative as is the case when the ship is proceeding under normal cruising conditions.
  • the pump 16 is supported in the duct 18 by fixed guide vanes 17 and at its intake end is provided with a fixed, faired nose cap 26 that is held in position at the end of the pump by a screen 27.
  • the screen 27 also serves the purpose of protecting the pump from the ingress of foreign bodies.
  • the pump has a faired tail section 26' that extends from the impeller blade hub thereof and through the longitudinal central portion of the Y- shaped duct so that the pump shaft 25 is enclosed throughout the extent of such duct.
  • the pump is driven through its shaft box designated 30.
  • the drive system 30 may be of any suitable known construction and includes a known type of friction clutch capable of allowing the pump impeller to rotate freely in windmill fashion, in which condition it will produce the lowest possible or minimum braking torque.
  • the pump I6 is a single-stage propeller pump operating with a single direction of flow as indicated by the arrows in FIG. 2 of the drawings.
  • the pump 16 illustrated is of the variable-speed type with fixed impeller blades. It is within the contemplation of this invention, however, that the pump 16 may have fixed or adjustable blades, fixed or adjustable stator vanes, and a constant or variable speed of rotation.
  • the characteristic feature of the pump 16 is that it should have a high specific discharge, which may for example exceed 0.6 and in some applications he as high as, or even slightly greater than 1.0.
  • the pump delivery section of the main duct 18 is a slightly divergent straight section that is coaxial with respect to the pump.
  • the pump delivery section is followed by a Y-branch 19 from which extend two arm or branch ducts 20 and 21 that each lead to a discharge orifice 22.
  • Each arm duct is convergent, the extent of this convergence being such that the ratio between the cross-sectional area at the entrance 24 to the Y branch 19 and the cross-sectional area at the end of each arm i.e., the discharge orifice 22, is between-l.3:l and 2:l, Since the ratio between the cross-sectional areas at the upstream and downstream ends of each duct is of the stated order, the total combined cross-sectional area of the two discharge oritices 22 is greater than, or at least equal to, the cross-sectional area at the Y-branch entry 24.
  • the discharge orifices 22, as is shown more clearly in FIG. 4 of the drawings, are each of an elongated shape, for example rectangular, as shown, and have a length approximately three or four times their height. As indicated in FIGS. 3 and 4, the elongated orifices 22 extend lengthwise of the ship and are located along the ships waterlines so that the jets are discharged therefrom directly into the surrounding waters. With such an arrangement, it has been found that the interaction of the flow past and around the ships hull with the jets is so limited that most of the effectiveness of the transverse thrust produced by the jet when the ship is under way is preserved. On the other hand, it has also been found that such an arrangement helps to dissipate the jets energy so as to limit possible damage by the jets to the shore, or banks, or to any obstacles the ship may encounter.
  • Each of the discharge orifices 22 is controlled by two elongated shutters 23,23 which when fully closed, as shown in solid lines in FIGS. 3 and 4 of the drawings, complete the continuity of the hull plating and thereby prevent parasitic drag.
  • the shutters 23,23 are horizontally hinged on bars 31,31 for retraction inwardly as shown in dotted outline in FIG. 3 of the drawings, and so that their joint lines 28 run parallel to the ships longitudinal centerline in the closed positions thereof.
  • the shutters 23 are so hingedly mounted and configured that in their closed positions the outer surfaces thereof are flush with the exterior surfaces of the ship's hull plating and the joint lines 28 are substantially closed.
  • the opening and closing of the shutters 23,23 for each orifice 22 are separately controlled in any suitable manner.
  • the control shutters may be pivotaliy supported on sideplates 32, and
  • each arm duct 20,21 may be constructed to provide side shoulders 36 against which the ends of the lower or free edge of the lower shutter abuts in its opened position, and a pocket 37 into which the upper shutter is retracted.
  • the arms 33 and rods 34 are constructed and arranged so that in the retracted positions of the shutters, the bottom shutter is slightly inclined upwardly from its pivotal axis, and the top shutter is inclined downwardly from its pivotal axis so that it forms a continuation of the discharge end of the upper wall of the arm duct.
  • the discharge orifice 22 on the ships side opposite to the direction in which it is intended to direct the ship is opened, and the discharge orifice 22 on the other side of the ship is closed.
  • the openings of such discharge orifices are also controlled through their associated shutters to add an additional braking force to the braking forces being produced as a result of the ships drag and by the appropriate operation of the ship's screws or main propulsion unit 1 1.
  • This braking force exercised by the resulting jets discharging directly into the surrounding water in directions transverse to the direction of movement of the ship will be proportional to both the rates of flow through the arm duct, or ducts and the ship's forward speed.
  • both discharge orifices must be simultaneously and fully open in order to reduce the hydraulic load dissipated by the jets to a minimum, and the pump 16 must be operated at its highest possible speed.
  • the pump l6 and the driving system are so constructed and arranged that the manner in which the pump operates at its highest speed is made dependent on a certain critical speed of the ship. It will be understood that the water intake for the apparatus of this invention is dependent on the hydraulic head created by the ships forward speed. As the ship's speed increases the pump has to produce that much less head, and, therefore, the power ab sorbed by the pump is also reduced.
  • the critical forward speed of the ship is taken as that ships speed at which the pump shaft horsepower becomes zero with both discharge orifices fully open.
  • the pump When the ship's speed is below that critical speed, the pump is run at the highest speed the motor allows, while when the ship's speed is above such critical value, the pump is allowed to rotate freely in windmill fashion in order that it may reach its highest possible rotational speed and thereby enable the rate of flow through the apparatus to reach its maximum value.
  • the apparatus, and especially the pump impeller and shaft assembly are designed so that the maximum rotational speed of the pump will be attained when the ship is traveling at full speed.
  • Apparatus for effecting directional control and/or braking of a ship by means of water jets discharging from the front of the ship comprising a Y-shapcd duct having a main section to be located in the longitudinal central portion of the ship with its outer forward end forming a front'facing centralized inlet orifice in the bow of the forward-moving ship, and having two branch sections extending from a Y-branch entry at the inner end of said main section to the opposite sides of the hull and terminating in discharge orifices at such hull sides, whereby an inflow of water takes place in the longitudinal central portion of the forward end of the ship and such flow may be discharged on the two opposite sides of the hull, said two branch sections and their discharge orifices being constructed and arranged to cause the energy of the two jets discharged thereby to be dissipated perpendicularly to the direction of movement of the ship, means controlling the flow discharge through said orifice, and pump means for affecting the rate of flow through said Y
  • Apparatus for effecting directional control and/or braking of a ship by means of water jets discharging from the front of the ship comprising a Y-shaped duct having a main section to be located in the longitudinal central portion of the ship with its outer forward end forming a front-facing centralized inlet orifice joined by a wide-radius transition surface to the outer hull surface of the ship, and having two branch sections extending from the inner end of said main section to the opposite sides of the hull and terminating in discharge orifices at such hull sides, whereby an inflow of water takes place in the longitudinal central portion of the forward end of the ship and such flow may be discharged on the two opposite sides of the hull, said discharge orifices being arranged lengthwise of the ship and discharging such inflow in the form of jets directly into the surrounding water in directions transverse to the direction of movement of the ship, means controlling the flow discharge through said orifices, and pump means for affecting the rate of flow through said Y-shaped duct and comprising
  • Apparatus for effecting directional control and/or braking of a ship by means of water jets discharging from the front of the ship comprising a Y-shaped duct having a main section to be located in the longitudinal central portion of the ship with its outer forward end forming a front-facing centralized inlet orifice, and having two branch sections extending from a Y-branch entry at the inner end of said main section to the opposite sides of the hull and tenninating in discharge orifices at such hull sides, whereby an inflow of water takes place in the longitudinal central portion of the forward end of the ship and such flow may be discharged on the two opposite sides of the hull, the ratio between the cross-sectional area of the Y- branch entry at the inner end of said main duct section and the cross-sectional area of each duct section at its discharge orifice is approximately between l.3:l and 2: l and the total combined cross-sectional area of the two discharge orifices is greater than or at least equal to the cross
  • Apparatus for effecting directional control and/or braking of a ship by means of water jets discharging from the front of the ship comprising a Y-shaped duct having a main section to be located in the longitudinal central portion of the ship with its outer forward end forming a front-facing centralized inlet orifice, and having two branch sections extending from the inner end of said main section to the opposite sides of the hull and terminating in discharge orifices at such hull sides, whereby an inflow of water takes place in the longitudinal central portion of the forward end of the ship and such flow may be discharged on the two opposite sides of the hull, said discharge orifices being arranged lengthwise of the ship and discharging such inflow in the form of jets directly into the surrounding water in directions transverse to the direction of movement of the ship, means for controlling the flow discharge through said orifices comprising shutters constructed and arranged to provide a continuation of the exterior surfaces of the hull in the fully closed condition thereof, and to be retracted inwardly into said branch
  • said flow discharge control means includes adjustable closure means at the terminal ends of said branch duct sections for each discharge orifice, and means operable to selectively control said closure means.
  • Apparatus for effecting directional control and/or braking of a ship by means of water jets discharging from the front of the ship comprising a Y-shaped duct having a main section to be located in the longitudinal central portion of the ship with its outer forward end forming a front-facing centralized inlet orifice, and having two branch sections extending from the inner end of said main section to the opposite sides of the hull and terminating in discharge orifices at such hull sides, whereby an inflow of water takes place in the longitudinal central portion of the forward end of the ship and such flow may be discharged on the two opposite sides of the hull, said discharge orifices being arranged lengthwise of the ship and discharging such inflow in the form of jets directly into the surrounding water in directions transverse to the direction of movement of the ship, means for controlling the flow discharge through said orifices including a plurality of shutters covering each of said discharge orifices and having joint lines 'disposed generally parallel to the ship's longitudinal centerline, the shutters at each

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Catching Or Destruction (AREA)
US808965A 1968-03-21 1969-03-20 Ship water jet directional control and braking means Expired - Lifetime US3611972A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR38005236A FR1565718A (de) 1968-03-21 1968-03-21

Publications (1)

Publication Number Publication Date
US3611972A true US3611972A (en) 1971-10-12

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US808965A Expired - Lifetime US3611972A (en) 1968-03-21 1969-03-20 Ship water jet directional control and braking means

Country Status (7)

Country Link
US (1) US3611972A (de)
DE (1) DE1914607C3 (de)
ES (1) ES365030A1 (de)
FR (1) FR1565718A (de)
GB (1) GB1269065A (de)
NL (1) NL6904435A (de)
SU (1) SU372791A3 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3800731A (en) * 1971-05-13 1974-04-02 White & Co Ltd Samuel Ship retarding system
US4863404A (en) * 1982-12-16 1989-09-05 Salo Eric A Jet propulsion and stabilization means for ships
US6591776B2 (en) * 2001-11-14 2003-07-15 Kunio Miyazaki Semi-submergence type hydrofoil craft
US20070032146A1 (en) * 2003-09-17 2007-02-08 Udo Wulf Watercraft
US8316787B2 (en) 2010-08-12 2012-11-27 Larry Douglas Back Braking system for watercraft
US20140334931A1 (en) * 2011-08-22 2014-11-13 Ip Management Services Propulsion unit for a ship
CN104386233A (zh) * 2014-11-20 2015-03-04 江苏科技大学 具有矢量转弯和矢量倒车功能的高性能泵喷水推进器
CZ306704B6 (cs) * 2010-04-09 2017-05-17 Ivan Kružík Plavidlo, zejména remorkér nebo vlečný člun, s doplňkovým manévrovacím ústrojím

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1240932A (en) * 1916-01-19 1917-09-25 William Brown Dredger.
FR1099699A (fr) * 1954-04-27 1955-09-08 Procédé et dispositif pour réduire la résistance directe de l'eau à l'avancement des bateaux
DE1053963B (de) * 1955-01-15 1959-03-26 Richard Buchwald Bugsteuereinrichtung
US3259096A (en) * 1964-03-10 1966-07-05 Bowles Eng Corp Thruster apparatus for craft

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1240932A (en) * 1916-01-19 1917-09-25 William Brown Dredger.
FR1099699A (fr) * 1954-04-27 1955-09-08 Procédé et dispositif pour réduire la résistance directe de l'eau à l'avancement des bateaux
DE1053963B (de) * 1955-01-15 1959-03-26 Richard Buchwald Bugsteuereinrichtung
US3259096A (en) * 1964-03-10 1966-07-05 Bowles Eng Corp Thruster apparatus for craft

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3800731A (en) * 1971-05-13 1974-04-02 White & Co Ltd Samuel Ship retarding system
US4863404A (en) * 1982-12-16 1989-09-05 Salo Eric A Jet propulsion and stabilization means for ships
US6591776B2 (en) * 2001-11-14 2003-07-15 Kunio Miyazaki Semi-submergence type hydrofoil craft
US20070032146A1 (en) * 2003-09-17 2007-02-08 Udo Wulf Watercraft
US7383782B2 (en) * 2003-09-17 2008-06-10 New-Logistics Gmbh Watercraft
CZ306704B6 (cs) * 2010-04-09 2017-05-17 Ivan Kružík Plavidlo, zejména remorkér nebo vlečný člun, s doplňkovým manévrovacím ústrojím
US8316787B2 (en) 2010-08-12 2012-11-27 Larry Douglas Back Braking system for watercraft
US20140334931A1 (en) * 2011-08-22 2014-11-13 Ip Management Services Propulsion unit for a ship
CN104386233A (zh) * 2014-11-20 2015-03-04 江苏科技大学 具有矢量转弯和矢量倒车功能的高性能泵喷水推进器

Also Published As

Publication number Publication date
FR1565718A (de) 1969-05-02
ES365030A1 (es) 1971-02-16
DE1914607B2 (de) 1974-06-12
GB1269065A (en) 1972-03-29
DE1914607A1 (de) 1969-10-30
DE1914607C3 (de) 1975-01-30
NL6904435A (de) 1969-09-23
SU372791A3 (de) 1973-03-01

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