JPH0478696A - Water jet propulsion device - Google Patents

Abstract

PURPOSE:To perform optimum control on accelerating performance and maximum speed according to the ship speed so as to secure excellent navigation performance by disposing a jet nozzle at the outlet of a water jet duct, and providing this jet nozzle with a nozzle exit area adjusting device fitted to enlarge the nozzle exit area at the time of the ship speed being low and to diminish the nozzle exit area at the time of the ship speed being high. CONSTITUTION:In a water jet propulsion ship 10, a water jet duct 13 is disposed at the rear part of a hull 11 with an engine disposed therein, and an engine and an impeller 14 in the water jet duct 13 are connected to each other by a transmission shaft 15. The water jet duct 13, provided with a water suction port 21 and a jet nozzle 22, has a fixed vane 23 on the downstream side of the impeller 14. In this case, an adjusting plate 31 and a cam 32 forming a nozzle exit area adjusting device are fitted to a recessed cam chamber 30 provided on the upper inner face of the jet nozzle 22 of the water jet duct 13. The adjusting plate 31 is rotated through the cam 32 rotated by a stepping motor so as to enlarge the exit area of the jet nozzle 22 at the time of the ship speed being low and to diminish the exit area of the jet nozzle 22 at the time of the ship speed being high.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a water injection propulsion device.

[Prior Art] Conventionally, there is a water injection propulsion device as described in Japanese Patent Application Laid-open No. 75296/1983. This water injection propulsion device consists of an engine placed in the hull, a water injection duct placed at the rear of the hull, and a water injection duct placed inside the water injection duct. The water jet duct has an impeller that forms a jet inside the water jet duct, and thrust is obtained by ejecting the jet formed inside the water jet duct from the jet nozzle provided at the outlet of the water jet duct.

At this time, in conventional water injection propulsion devices, the exit area of the injection nozzle, engine output, acceleration time, maximum speed,
It is fixed by matching cruising fuel consumption, etc.

[Problem to be solved by the invention] However, in the conventional technology, the outlet area of the injection nozzle is fixed, so as a result, the acceleration performance and maximum speed are fixed, and the acceleration when the ship speed is low is The only way to do this is to optimally control the acceleration and maximum speed according to the ship's speed, such as increasing the speed of the ship or increasing the maximum speed when the ship's speed is high.

An object of the present invention is to optimally control acceleration and maximum speed according to ship speed using a simple configuration to ensure excellent sailing performance.

[Means for Solving the Problems] The present invention includes an engine disposed in the hull, a water injection duct disposed at the rear of the hull, and an engine disposed within the water injection duct that receives the rotational force of the engine. In a water injection propulsion device comprising an impeller that rotates and forms a jet flow in a water injection duct, an injection nozzle provided at the outlet of the water injection duct has a large outlet area when the ship speed is low; When the ship speed is high, the nozzle exit area is reduced to 1 m.
It is intended to be used to attach a maintenance device.

[Function] Figure 7 shows the ship speed V, thrust force T, and hull resistance R of the water injection propulsion system.
, is a diagram showing the relationship between the nozzle exit area, where characteristic line A shows the thrust force when the throttle is fully open when the nozzle exit area is large, and characteristic line &iB shows the thrust force when the throttle is fully open when the nozzle exit area is small.

That is, in the water injection propulsion device, as is clear from FIG. 7, by increasing the nozzle exit area, the injection flow rate can be increased and the thrust in the low to medium speed range can be increased. However, on the other hand, the thrust at high speeds decreases. On the other hand, by reducing the nozzle exit area, the injection pressure can be increased and the thrust in the high speed range can be increased, thereby increasing the maximum speed of the ship. However, the thrust at low speeds decreases.

In addition, in Figure 7, VA is the characteristic &! The maximum speed at A and VB are the maximum speed at characteristic line B, and VA<VB
It is.

However, according to the present invention, due to the presence of the nozzle exit area adjustment device, (1) when the ship speed is low, the nozzle exit area is increased to improve acceleration; (2) when the ship speed is high, the nozzle exit area is decreased, It is possible to increase the maximum speed of the ship. That is, with a simple configuration, it is possible to optimally control acceleration and maximum speed according to the ship speed, thereby ensuring excellent sailing performance.

[Example] Fig. 1 is a schematic diagram showing the overall configuration of an example of a water injection propulsion vessel;
Figure 2 is a sectional view showing the main part configuration of Figure 1, and Figure 3 is a cross-sectional view of the main part of Figure 1.
4 is a block diagram showing an example of the control system of the present invention; FIG. 5 is a flowchart showing an example of the control procedure of the present invention; and FIG. 6 is a control diagram of the present invention. A flowchart showing another example of the procedure, Fig. 7 is a diagram showing the relationship between ship speed, thrust, hull resistance, and nozzle exit area of the water injection propulsion system, Fig. 8 is an exit area control curve, and Fig. 9 is a diagram showing the relationship between water injection propulsion system ship speed, thrust, hull resistance, and nozzle exit area. It is a sectional view showing other examples of an injection propulsion ship.

As shown in FIG. 1, the water injection propulsion boat 10 includes an engine 12 disposed inside a hull 11, a water injection duct 13 disposed at the rear of the hull 11, and an impeller 14 inside the engine 12 and the water injection duct 13. are connected by a transmission shaft 15.

14A is an impeller boss screwed onto the transmission shaft 15, 16 is a seat, and 17 is a handle device.

As shown in FIG. 2, the engine 12 is connected to a power transmission shaft 1 via a joint 19 at the end of an output shaft 18 connected to a crankshaft.
5 is connected to the engine side end.

As shown in FIG. 2, the water injection duct 13 is installed in a recess 11A provided at the bottom of the rear outer surface of the hull 11, and has a water inlet 21 and an injection nozzle (water outlet) 22, and has a water inlet 21 and an injection nozzle (water outlet) 22 in the middle thereof. An impeller 14 is rotatably arranged, and a fixed blade 23 is provided downstream of the impeller 14. IIB is a bottom plate that covers the recess 11A. At this time, the impeller 14 is rotated by being transmitted with the rotational force of the engine 12 by the transmission shaft 15, and forms a jet flow in the water injection duct 13. The transmission shaft 15 is supported by a front bearing 24 fixed to the hull 11 and a rear bearing 25 disposed at the center of the fixed wing 23.

As shown in FIG. 2, a steering nozzle 27 is pivotally attached to support bolts 26 provided on the upper and lower surfaces of the water injection duct 13 around the injection nozzle 22 so as to be freely rotatable in a substantially horizontal direction. The steering nozzle 27 rotates in conjunction with the steering operation of the handle device 17, and changes the discharge direction of the jet flowing out from the injection nozzle 22 of the water injection duct 13 in a substantially horizontal direction. As a result, in the water injection propulsion boat 1o, the steering nozzle 27 is rotated left and right by the handle device 17, and as a result, the hull 11 can be turned left and right.

Furthermore, in the water injection propulsion vessel 10, as shown in FIGS. 2 and 3, a nozzle outlet area adjustment device is configured in a concave cam chamber 30 provided on the upper inner surface of the injection nozzle 22 of the water injection duct 13. The adjustment plate 31 and cam 32 are installed.

The adjustment plate 31 is fixed to a support shaft 33 that is pivotally connected to the water injection duct 13. Further, the cam 32 is fixed to a cam shaft 34 which is pivotally connected to the water injection duct 13. and,
A stepping motor 35 is fixed to the outer surface of the cam chamber 30 in the water injection duct 13, and one end of the cam shaft 34 passing through the duct 13 is directly connected to the motor 35. At this time, the adjustment plate 31 has an arcuate surface that covers the upper half of the jet formation region of the injection nozzle 22, and the tension spring 36 provided between the adjustment plate 31 and the water injection duct 13
is constantly under pressure.

Therefore, the motor 35 drives the cam 32 and the adjustment plate 3
1, the adjustment plate 31 can be adjusted to make the outlet area of the injection nozzle 22 larger or smaller by adjusting the rotation direction and rotation angle of the motor 35.

On the other hand, a control device 4o for driving and controlling the stem of the cam 32 and the twink motor 35 is disposed inside the hull 11. The control device 40 includes a control circuit 41 as shown in FIG.
The drive circuit 42 is configured to include a drive circuit 42. Control circuit 41
receives the output signal of the pitot tube type ship speed sensor 43, and controls the motor 3 via the drive circuit 42 according to the control procedure shown in FIG.
5 is driven and controlled. 45 is a battery.

Incidentally, the pitot tube type ship speed sensor 43 is as shown in FIG.
Bottom plate 11. Pressure sensor part 43A fixed inside B
It is composed of a pitot tube 43B extending from the pressure sensor section 43A to the outside of the bottom plate 11B, and directly detects the speed of the water injection propulsion boat 10.

However, when the control circuit 4 of the control device 400 follows the control procedure shown in FIG. 5, it performs the following control operations (1) to (4).

(1) Ship speed V from the output signal of the pitot tube type ship speed sensor 43
Measure.

(2) Compare the current ship speed V with a predetermined standard ship speed ■0.

(3) If the ship speed is small (v<v(1)), the adjustment plate 3
1 or the cam 3 to increase the outlet area of the injection nozzle 22.
2, the stepping motor 35 of the cam 32 is driven and controlled. As a result, the adjustment plate 31 is set to the exit area enlarged position as shown by the two-dot chain line in FIG.

(4) If the ship speed is high (v>vO), the adjustment plate 31
The cam 32 is configured such that the outlet area of the injection nozzle 22 is made small.
In order to set, the stepping motor 35 of the cam 32 is driven and controlled. As a result, the adjustment plate 31 is set at the exit area reduction position as shown by the solid line in FIG.

Next, the operation of the above embodiment will be explained.

According to the water jet propulsion vessel 10, the adjustment plate 31 and the control bag? ! 40 etc., for the reason explained with reference to FIG. In this case, the outlet area of the injection nozzle 22 can be made small to further increase the maximum boat speed. That is, with a simple configuration and automatically controlled, the acceleration performance and the maximum speed can be suitably optimally controlled according to the ship speed, and excellent sailing performance can be ensured.

In the implementation of the present invention, the ship speed detected by the pitot tube type ship speed sensor 43 described above is determined by the detection value p1 of the flow pressure sensor 51 on the impeller, the water injection duct, as shown in FIGS. 2 and 4. 13, the detection value p2. of the impeller lower flow pressure sensor 52 provided downstream of the impeller 14. Detected value A of the impeller shaft tachometer 53 provided on the front bearing 24 of the transmission shaft 15
(The number of pulses detected per unit time by the protrusion 540 provided on the joint 19) or the detected value B of the engine speed meter 55 can be used as an alternative measurement. The control circuit 41 of the control device 40 controls p
When 2>pi>po or A>aOl or Bib O,
It is determined that v>vO (see Fig. 6). Furthermore, the impeller upper flow pressure sensor 51 and the impeller lower flow pressure sensor 52 directly detect the ship speed, and the impeller shaft rotation speed meter 53 and engine rotation speed meter 55 detect the ship speed. This method indirectly detects the speed.

Further, in implementing the present invention, the control circuit 4 of the control device 40
1 also takes in the output signal of the engine throttle opening sensor 61 as shown in FIG. It is also possible to control the drive more precisely than in the case of FIG. 5 described above.

(1) Measure the throttle opening θ of the engine 12 from the output signal of the throttle opening sensor 61.

(2) Measure the ship speed ■ from the output signal of the pitot tube type ship speed sensor 43 or the like.

(3) Reference opening θ that is predetermined from the current throttle opening θ
Compare with 0. This is because optimal control of acceleration and maximum speed only needs to be performed when the throttle opening is large (O>OO) and is effective.

(4) If the throttle opening is small (θ 0), the adjustment plate 31 controls the Stellar Pink motor 35 of the cam 32 to set the cam 32 so that the outlet area of the injection nozzle 22 is medium. do.

(5) If the throttle opening is large (θ>θ0), compare the current ship speed ■ with a predetermined reference ship speed vO.

(6) If the ship speed is low (v<vO), the adjustment plate 31
In order to set the cam 32 so as to maximize the outlet area of the injection nozzle 22, the Stella Pink motor 35 of the cam 32 is
to drive and control.

(7) If the ship speed is high (v>vO), the adjustment plate 31
The cam 3 is designed to minimize the outlet area of the injection nozzle 22.
2, the Stella Pink motor 35 of the cam 32 is driven and controlled.

Incidentally, FIG. 8 shows an exit area control curve C corresponding to the ship speed given to the control device 40 in advance. The control device 40 continuously controls the Stella Pink motor based on the curve C so that the smaller the boat speed is, the larger the exit area is, and the faster the boat speed is, the smaller the exit area is. Also good. In the figure, V is the measured value by the ship speed sensor, and S is the exit area corresponding to the ship speed ■ given by controlling the Stellar Pink Motor. good.

In the embodiment shown in FIG. 9, the injection nozzle 22 of the water injection duct 13
The adjustment plate 71 provided at It is something. That is, an operating chamber 74 is provided on the inner surface of the upper part of the injection nozzle 22 of the water injection duct 13,
A cylinder 75 and a piston 76 are built into this working chamber 74. Piston rod 77 protruding from cylinder tough 5
The base of an adjustment plate 71, which is swingably supported by the water injection duct 13, is connected to the end of the adjustment plate 71 by a pin. A pitot tube 7 is disposed inside the cylinder 75 on the side opposite to the piston rod 77.
A static pressure intake pipe 73 is connected to the piston rod 77 receiving side in the cylinder 75.

However, when the ship speed is low, the dynamic pressure of the pitot tube 72 is relatively small, and the adjustment plate 71 receives the downward flow pressure of the impeller 14 and moves from the outlet area reduction position shown by the two-dot chain line in FIG. 9 to the solid line. The piston 76 is pushed toward the exit area enlarged position shown. At this time, the static pressure of the static pressure intake pipe 73 increases as the outlet area of the adjustment plate 71 is expanded.
The differential pressure between the pitot tube 72 and the static pressure intake tube 73 or the piston 7
6 is pushed further, and the adjustment plate 71 is set to the exit area enlargement position.

On the other hand, when the boat speed is low, the dynamic pressure in the pitot tube 72 is relatively large, pushing the piston 76 back in the opposite direction to the above, and pushing the adjustment plate 71 toward the outlet area reduction position.

At this time, the static pressure in the static pressure intake pipe 73 becomes smaller as the outlet area of the adjustment plate 71 is reduced, and the differential pressure between the pitot tube 72 and the static pressure intake pipe 73 acts to push back the piston 76 further, making the adjustment The plate 71 is set to the outlet area reduction position.

That is, according to the embodiment shown in FIG. 9, the acceleration and maximum speed are optimally controlled according to the ship speed using a simple configuration and automatic control, thereby ensuring excellent sailing performance. Something will happen.

FIG. 10 is a sectional view showing another example of the present invention, FIG. 11 is a rear view of FIG. 10, FIG. 12 is a sectional view showing still another example of the present invention, and FIG. Side view showing another example,
FIG. 14 is a rear view of FIG. 13.

In the embodiment shown in FIGS. 10 and 11, a plurality of adjustment plates 81 provided on the injection nozzle 22 of the water injection duct 13 are driven by an annular actuator 82 that moves in conjunction with the throttle operation of the engine 12. It is something. That is, adjustment plates 81 are supported at four positions in the circumferential direction of the opening end of the injection nozzle 22 via bins 83, and each adjustment plate 81 partially overlaps with another adjacent adjustment plate 81, so that the aperture can be varied. A variable diameter nozzle 80 can be configured. On the other hand, a gate-shaped first link 84 is supported on both sides of the injection nozzle 22 via a pin 85, and a remote control link 86 is connected to one end of the first link 84.
An actuator 82 is connected to the other end of 4 via a second link 87. The actuator 82 is disposed on the outer periphery of all adjustment plates 81, allows its inner cam surface 82A to come into contact with the outer surface convex portion 81A of each adjustment plate 81, and can be moved back and forth by the operation of the remote control link 86. The cam surface 82
The contact position between A and the outer surface convex portion 81A of each adjustment plate 81 is variable. Each adjustment plate 81 forming the variable diameter nostle 80 is pushed out toward the actuator 82 by the pressure of the jet, and its outer surface convex portion 81A is brought into constant contact with the cam surface 82A.

However, when the boat speed is low, the actuator 82 is set closer to the front in FIG. 10 by operating the remote control link 86 in conjunction with the throttle operation. As a result, the cam surface 82A of the actuator 82 displaces each adjustment plate 81 outward,
The variable diameter nozzle 80 is set at an outlet area enlargement position where the diameter is increased.

On the other hand, when the boat speed is high, the actuator 82 is set toward the rear in FIG. 10 by operating the remote control link 86 in conjunction with the throttle operation. As a result, the cam surface 82A of the actuator 82 displaces each adjustment plate 81 inward, and the variable diameter nozzle 80 is set to the outlet area reduction position where the diameter of the variable diameter nozzle 80 is reduced.

That is, according to the embodiments shown in FIGS. 10 and 11 above, with a simple configuration, it is possible to optimally control acceleration and maximum speed according to the ship speed, thereby ensuring excellent sailing performance. can.

In the embodiment shown in FIG. 12, an adjustment cone 91 supported at the center of the rear end of the water injection duct 13 and provided inside the injection nozzle 22 is provided.
It is driven together with an actuator 92 that is driven in conjunction with throttle operation of the engine 12. That is, the adjustment cone 91 extends from the center of the rear end of the water injection duct 13 to the injection nozzle 2.
The injection nozzle 22 is arranged so as to protrude from the center of the injection nozzle 22.
When moving in the axial direction, the distance iL1 between the nozzle and the inner surface of the injection nozzle 22 is made variable, and thus the nozzle flow path area is made variable. On the other hand, a rod 93 is disposed to penetrate inside and outside the water injection duct 13 in the radial direction, and at the outer end of the rod 93,
A remote control link 95 is also connected via link 94 . A cam 96 is provided at the inner end of the rod 93, and the aforementioned actuator 92 is in constant contact with the cam 96.

That is, the actuator 92 is integrated with the adjustment cone 91 and is constantly brought into contact with the cam 96 by the elastic force of the spring 97.

However, when the boat speed is low, the actuator 92 is set closer to the front in FIG. 12 by operating the remote control link 95 in conjunction with throttle operation. As a result, the adjustment cone 91 integrated with the actuator 92 is spaced L1 from the inner surface of the injection nozzle 22.
The outlet area of the injection nozzle 22 is set to an enlarged position where the flow path area of the injection nozzle 22 is increased.

On the other hand, when the boat speed is high, the actuator 92 is set toward the rear in FIG. 12 by operating the remote control link 95 in conjunction with the throttle operation. As a result, the adjustment cone 91 integrated with the actuator 92 is displaced to the side where the distance L1 from the inner surface of the injection nozzle 22 becomes smaller, and the outlet area of the injection nozzle 22 is set to a reduced position where the flow path area of the injection nozzle 22 is reduced.

That is, according to the embodiment shown in FIG. 12, with a simple configuration, it is possible to optimally control acceleration and maximum speed according to the speed of the ship, thereby ensuring excellent sailing performance.

3 and 14, the adjustment nozzle 101 made of an elastic body is provided on the injection nozzle 22 of the water injection duct 13.
is driven by a pair of upper and lower pinching actuators 102 that are driven in conjunction with throttle operation of the engine 12. That is, an adjustment nozzle 101 is connected to the open end of the injection nozzle 22, which is sandwiched between the squeezing actuators 102, becomes elastically flat, and has a variable flow path area. On the other hand, a stay 103 that surrounds the adjustment nozzle 101 is supported by the injection nozzle 22, and both ends of both squeezing actuators 102 are engaged in guide grooves 103A provided on both sides of the stay 103. . Moreover, a remote control link 105 is connected to both ends of both pinching actuators 102 via a pair of upper and lower connecting links 104 .

However, when the boat speed is low, both squeezing actuators 102 are operated by the remote control link 105 linked to throttle operation.
is set on the side where the adjusting nozzle 101 becomes a free-form hole, and is set at an outlet area enlargement position where the flow path area of the adjusting nozzle 101 is increased.

On the other hand, when the ship's speed is high, the operation of the remote control link 105 linked to the throttle operation sets both squeezing actuators 102 to the side where the adjustment nozzle 101 is flat, thereby reducing the flow path area of the adjustment nozzle 101. Set the exit area to the reduced position.

That is, according to the embodiments shown in FIGS. 13 and 14 above, with a simple configuration, it is possible to optimally control acceleration and maximum speed according to the ship speed, thereby ensuring excellent sailing performance. I'll come.

[Effects of the Invention] As described above, according to the present invention, with a simple configuration, it is possible to optimally control acceleration and maximum speed according to the ship speed, thereby ensuring excellent sailing performance. .

[Brief explanation of the drawing]

Figure 1 is a schematic diagram showing the overall configuration of an example of a water injection propulsion vessel;
Figure 2 is a sectional view showing the main part configuration of Figure 1, and Figure 3 is a cross-sectional view of the main part of Figure 1.
4 is a block diagram showing an example of the control system of the present invention, FIG. 5 is a flowchart showing an example of the control procedure of the present invention, and FIG. 6 is a control diagram of the present invention. A flowchart showing another example of the procedure, Fig. 7 is a diagram showing the relationship between ship speed, thrust, hull resistance, and nozzle exit area of the water injection propulsion system, and Fig. 8
9 is a sectional view showing another example of a water injection propulsion vessel, FIG. 10 is a sectional view showing another example of the present invention, FIG. 11 is a rear view of FIG. 10, FIG. 12 is a sectional view showing still another example of the present invention, FIG. 13 is a side view showing still another example of the invention, and FIG. 14 is a rear view of FIG. 13. DESCRIPTION OF SYMBOLS 10... Water injection propulsion ship, 11... Hull, 12... Engine, 13... Water injection duct, 14... Impeller, 22... Injection nozzle, 31... Adjustment plate (nozzle exit area adjustment device), 71...adjustment plate (nozzle exit area adjustment device), 81...adjustment plate, 82...actuator, 91...adjustment cone, 92...actuator, 101... Adjustment nozzle, 102... actuator.

Claims (1)

[Claims] (1) An engine placed in the hull, a water injection duct placed at the rear of the hull, and an engine placed inside the water injection duct that rotates under the rotational force of the engine and emits a jet stream into the water injection duct. In a water injection propulsion device having an impeller, an injection nozzle provided at the outlet of the water injection duct,
A water injection propulsion device comprising a nozzle exit area adjusting device that increases the nozzle exit area when the ship speed is low and decreases the nozzle exit area when the ship speed is high.