Ships – Submersible device
Reexamination Certificate
2002-03-01
2003-06-24
Avila, Stephen (Department: 3617)
Ships
Submersible device
C114S337000, C440S042000
Reexamination Certificate
active
06581537
ABSTRACT:
FIELD OF THE INVENTION
The invention relates to the field of fluid-borne vehicles. In particular, the invention concerns the propulsion of underwater or submersible vehicles using a distributed propulsion system having internal propulsors that add hydraulic energy to a fluid flow internal to the vehicle body, at least two discharge nozzles and at least two backing nozzles that are capable of differential and/or vectored thrust for propelling and maneuvering the vehicle in conjunction with conventional control surfaces and having a wedge-shaped stern configuration which provides an increased volume for the storage of ship systems and stores.
BACKGROUND OF THE INVENTION
Conventional underwater vehicles typically consist of either an axi-symmetric central body with a propulsion motor shaft exiting a conical projection at the stern on the centerline or two propulsors and shafting systems mounted on either side of the stern of the vehicle. In both arrangements a shaft drives a propeller that provides ship propulsion thrust. These external propeller systems having long propeller shafts, shaft alleys, reduction gears, and other mechanical support systems are large and expensive.
Conventional underwater vehicles also include jet type propulsion systems. For example, Lehmann (U.S. Pat. No. 3,182,623) discloses a structure for submarine jet propulsion, Wislicenus et al. (U.S. Pat. No. 3,575,127) disclose a vehicle propulsion system for fluid-submerged bodies, such as torpedoes or submarines, and Meyers et al. (U.S. Pat. No. 5,574,246) disclose an underwater vehicle having an improved jet pump propulsion configuration. Each of these jet type propulsion systems basically includes a motor driven pump located inside the vehicle with water being taken in, pressurized, and pumped out near the aft end of the vehicle to form the jet pump propulsion unit. However, these conventional jet type propulsion systems experience limitations with maneuvering the vehicle through the water and with stopping or reversing the vehicle.
For example, Sinko et al. (U.S. Pat. No. 6,217,399 B1) disclose a propulsion arrangement for axi-symmetric fluid-borne vehicles having four propulsion modules that are separate from and external to the hull of the vehicle and that are removably mounted at the rear of the vehicle. The four propulsion modules are in symmetric disposition about the vehicle axis and control vanes are mounted on the module housing at locations between the propulsion modules. However, the propulsion arrangement disclosed by Sinko et al. only provides a rearward discharge of fluid driven by a rotating blade section for the forward movement of the vehicle. As shown, this arrangement does not provide for vectored thrust.
Control surfaces and projections are typically positioned forward of the propeller or jet propulsor. Hence, flow distortions flowing along the exterior of the vehicle in the form of wakes enter the propeller/propulsor causing vibration and/or cavitation. Also, the flow deflected by the control surfaces in a turn is partially re-aligned with the vehicle centerline reducing the effectiveness of the control surfaces. Additional projections/appendages from the axi-symmetric central hull shed wakes that enter the external propeller(s), and cause additional vibration.
Typically, these conventional external propeller systems and conventional jet propulsion units are not capable of differential and/or vectored thrust and therefore require a relatively large turning radius relative to the length of the vehicle. This makes operating in shallow water and tight areas, such as along coastlines and harbors, difficult.
The conical tapered aft section in these conventional vehicles house the shafting and shaft alley for the shaft driven propeller. Accordingly, this conical tapered aft section typically does not provide sufficient space for the storage of wet or dry stores.
The conical shaped aft section of conventional underwater vehicle also make it difficult to access the after most portion of the stern section and also makes it difficult to store and deploy items, such as weapons, sensors, other vehicles, swimmers, and the like, due to the shafting extending through the stern section and the location of the external rotating propellers.
In addition, some conventional vehicles include integrated power distribution arrangements. For example, U.S. Pat. No. 6,188,139 B1, entitled Integrated Marine Power Distribution Arrangement, issued to Thaxton et al., discloses a marine power distribution arrangement including a turbine-driven AC generator which supplies power through a switchgear unit to a transformer and power converter(s) for ship propulsion and ship service loads. However, conventional integrated electric plants typically have the propulsion components located in the primary pressure hull with a shaft or shafts extending through the hull to the external propeller(s) and therefore lack flexibility in the arrangement of the components.
Therefore a need exists for improved propulsion system for an underwater vehicle having differential and/or vectored thrust that provides for forward and reverse propulsion and full maneuverability of the underwater vehicle. The need also exists for an underwater vehicle having a stern configuration that provides an increased volume in the stem section for increased wet and/or dry storage.
SUMMARY OF THE INVENTION
The present invention is directed to an underwater vehicle including an elongated body having a bow, a forward section, a mid-section, an aft section, and a stern. At least one inlet opening in the body for receiving a fluid from an external fluid operating environment into the body. Inlet ducting is connected to the at least one inlet opening, the inlet ducting containing and guiding the fluid as it flows internal to the body. At least one propulsion pump connected to the second end of the inlet ducting, the at least one propulsion pump adding hydraulic energy to the fluid to induce a flow of the fluid though the body. Outlet ducting having a first end and a second end, the first end connected to the at least one propulsion pump, the outlet ducting containing and guiding the fluid as it flows internal to the body. At least two discharge nozzles connected to the second end of the outlet ducting at the aft section, the at least two discharge nozzles positioned in a laterally spaced apart relationship along a horizontal beam of the body on opposite sides of a longitudinal centerline axis.
The number and exact location of the inlet duct, pumps, discharge nozzles, controlling surfaces, etc. can be varied by a person of ordinary skill in the art to meet common design specifications.
The at least two discharge nozzles provide propulsive thrust to propel the vehicle through the fluid operating environment. In addition, the at least two discharge nozzles are capable of producing one or more of a differential thrust and a vectored thrust to maneuver the vehicle through the fluid operating environment.
Differential thrust may be provided by changing the volume of fluid flowing to each of the at least two discharge nozzles. The at least two propulsion pumps each having a variable speed power source for driving each of the at least two propulsion pumps at differential speeds can be used to drive a differential flow of fluid to the at least two laterally spaced apart discharge nozzles that produce differential thrust to propel and maneuver the vehicle through the fluid operating environment. Alternatively, a diverter plate can be used, with one or more pumps, to divert a portion of the fluid flowing to the at least two discharge nozzles.
Vectored thrust may be provided by changing the discharge angle from the longitudinal centerline at which the fluid flow exiting each of the at least two discharge nozzles. During normal ahead operations, the discharge nozzles discharge a fluid flow in a normally rearward direction to propel the vehicle in a forward direction. During maneuvering, the discharge nozzles can be moved, preferably in multiple degrees of freedom, to produce
Archibald Frank S.
McBride Mark W.
Avila Stephen
The Penn State Research Foundation
Woodcock & Washburn LLP
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