GB2521806A

GB2521806A - Impulse-plus propulsion system

Info

Publication number: GB2521806A
Application number: GB1317918.9A
Authority: GB
Inventors: Harry Menian
Original assignee: Individual
Current assignee: Individual
Priority date: 2013-10-04
Filing date: 2013-10-09
Publication date: 2015-07-08
Also published as: GB201317918D0; US20150098842A1

Abstract

An impulse based fluid jet propulsion system comprises an intake housing with a variable area intake that acts as a diffuser at high speeds. The intake then leads into an impeller housing of increased diameter. A discharge nozzle with integral stators that redirect the high speed efflux from the impeller axially is provided at the outlet of the system. An impulse based fluid jet propulsion system with means for spinning the incoming fluid within an expanding circular housing to provide a pumping effort for the fluid is also disclosed. An impulse based fluid jet propulsion system with means for centrifugally pressing fluid onto a circular housing, an impulse based fluid jet propulsion system with a fixed area intake and an impulse based fluid jet propulsion system where engine generated heat and exhaust heat is added to the working fluid are also disclosed.

Description

PATENT APPLICATION OF

HARRY MENIAN

FOR

IMPULSE-PLUS PROPULSION SYSTEM

FIELD OF INVENTION

(0001) This invention relates to an improved apparatus for land, air and marine propulsion system.

DESCRIPTION OF PRIOR ART **

(0002) All known propulsion systems, land, air, marine or space, can be classified into * * two categories, impulse and traction. Propellers belong to the traction system, and utilize external (earth bound) references to provide propulsive effort. Whereas, most but not all * :* 4 marine jet drives belong to impulse system, and work with internal references.

* (0003) Prior propulsion systems powered by a piston engine or electric motor consists * *, of the screw propeller and let drives" for the marine industry. To date, the screw propeller * represents the backbone of the non-wheel traction based propulsion systems.

**.**.

* (0004) In spite of its popularity and simplicity, the screw propeller being a "traction based device," the magnitude of thrust is by design inversely proportional to the speed of the vessel. This is because, the output from the engine in foot-pounds per second is limited to the HP installed. Therefore the product of two variables, feet and pounds being fixed to the HP available, we can only increase pounds of thrust at the expense of speed or vice versa. In other words, faster the vessel travels lower the magnitude of thrust.

(0005) Whereas jet drive systems, ones which qualify under the "impulse system" are based on "internal references," therefore have less dependency on the speed of vessel being propelled. This makes impulse based drives particularly suitable for high speed applications.

(0006) In all industries, any significant improvement in power demand is of great consequence since high powered piston aircraft, ferries, luxury motor yachts, and navy vessels for instance require a lot of power for propulsion.

(0007) Presently all jet drive systems in the marine industry consist of an intake, typically at the bottom of the vessel with a duct to direct the fluid into the impeller where mechanical energy is added to accelerate the fluid. The impeller designs vary from radial flow to axial flow, and most are mixed, transitioning between the two. The accelerated fluid is then directed through a converging section fitted with internal stator vanes directing the flow to the discharge nozzle. The net result is the impulse thrust, solely based on the accelerated fluid.

(0008) The magnitude of the net thrust is the outcome of selected design parameters, i.e., the mass flow rate and the degree to which the fluid is accelerated. These two design parameters along with system efficiency determine both HP demand as well as net thrust.

(0009) In the aircraft industry, presently none of the ducted fan arrangements qualify as an impulse system. Impulse system only exists with bypass jet engines.

(0010) It is the object of this invention to improve the magnitude of thrust delivered by impulse based piston or motor driven propulsion systems.

SUMMARY OF THIS INVENTION toen * .

(0011) This invention provides three distinct improvements over the present technology. *

* (0012) The first improvement is the variable intake area which has the ability to provide * *. high volume intake for low speed operations, while reduced area for medium to high speed * . . * operation. The reduction of intake area allows the incoming fluid to decelerate and pressurize r * the diffuser intake duct, thus providing significant addition to the overall propulsive effort.

(0013) The second improvement is the result of the dynamics associated with an impeller working in a slower stream of fluid, thus requiring significantly less horsepower to develop the same propulsive effort.

(0014) The third improvement comes from spinning the fluid inside an expanding chamber. This action deflects all of the deceleration forces to the expanding housing. In high speeds, the total propulsive effort from the three improvements can be easily double that of any existing propeller or marine jet drive system with the same input horsepower.

DESCRIPTION OF DRAWINGS

(0015) In the attached drawings, Figure 1 illustrates the variable intake duct in the fully open position for slow speed operation. In the fully open position there is no significant change in the cross section of the intake duct from intake opening to the impeller housing. Figure 1 also shows an impeller without a hub. In this case the path of the fluid is defined by centrifugal and stagnation forces acting on the fluid and against the impeller housing. In water application, the center portion of the impeller fins is non-wetted during cruise speed.

(0016) Figure 2 illustrates the variable intake duct configured for high speed to develop dynamic forces generated by the deceleration of the fluid resulting in forward thrust. In the high speed configuration the intake is approximately 50% of fully open position. The exact optimized position is determined by an electronic control module based on static pressure inside the intake dud and velocity of the vessel.

(0017) Figure 3 illustrates the forces acting on the internal surfaces of the housing.

(0018) Figure 4 illustrates the full embodiments of this invention, where, a) is the hydraulic actuator to position the movable jaw in the right location for a given speed, b) is the movable intake jaw, c) is the parabolic impeller housing, d) is the mechanical shaft for the impeller, e) is the impeller hub, f) is the impeller blades, g} is the exit nozzle, h} is the stator fins in the exit nozzle, i) is the rudder, reverse thrusters can be added to provide reverse operation.

(0019) FigureS illustrates another application of Impulse-Plus Propulsion for * : underwater application such as submarines and torpedoes, where, j} is the engine, k) is the fixed intake, and I) is the impeller. Since torpedoes only have one cruising speed, the intake is *:" 4 preset for maximum designed cruise speed.

* (0020) Figure 6 relates to an aircraft or land based vehicle, where m) is the variable * ** intake flap, pivoting about the pin n, o) is the impeller vane, p) is the hub of the impeller, q} is *. the exit stator vane, r) is the impeller chamber, s) is the fixed portion of the intake, 1) is the * motor. While the number of intakes may vary depending on the design, what is shown is a dual side intake. The concepts are common in both versions of air versus water except the addition of heat. In the land or air configuration waste heat from the liquid cooled engine and exhaust heat can be added to the exiting fluid efflux for maximum propulsive benefit.

(0021) Figure 7 is an isometric illustration of the impeller for both air and water applications.

DETAILED DESCRIPTION

(0022) This invention provides significant improvement over the existing impulse or jet drive systems by manipulating two equations; thrust, F = mass flow x (exit velocity -inlet velocity), and HP demand = mass flow x (exit velocity squared -inlet velocity squared) / (foot-pounds per HP x efficiency of the system).

(0023) The thrust gained from the diverging inlet conduit is calculated from Bernoulli's equation, Pa -Pb = = (mass flow / 2 x g) x (outlet velocity squared -inlet velocity squared).

And, added thrust from diffuser intake, Fl = (a2 -al) x (Pa-Pb) /2.

(0024) Typically, as in the prior a it with jet drives, any positive forces in the impeller housing are cancelled by the converging discharge nozzle producing zero thrust leaving only F2 = mass flow x (exit velocity -inlet velocity) for thrust. In the present art also, if we leave everything the same but change the impeller to a conventional screw type would necessitate a converging section which would nullify the thrust gained in the inlet section.

(0025) By spinning the fluid inside the impeller housing, all of the dynamic forces acting on the internal surfaces are directed toward the outer housing, relieving the hub of all stagnation forces. This is achieved by maintaining the centrifugal pressure higher than the stagnation pressure.

(0026) The angular acceleration when converted to axial provides a very efficient : . * mechanical means of providing the second thrust component. The total thrust is then, total * thrust, Ft = Fl + F2. However, since the impeller is working in a lower velocity fluid than the * * forward velocity of the vessel, the HP demand is reduced significantly for the same magnitude of thrust.

*.**** *:...; (0027) The impeller housing profile is designed to provide constant acceleration to ° convert the radial pressure into axial flow. The impeller having zero pitch, only provides the * ** centrifugal force. The resulting angular efflux is directed into the curved stators to convert all * * S * ** angular velocity into axial flow.

*.* *** * (0028) For the marine industry, a standard rudder at the exit nozzle provides steering capability. And, reverse thruster nozzles (not shown) can be added to provide the reverse maneuvering.

Claims

WHAT IS CLAIMED: 1. An impulse based propulsion system with a common housing, fitted with a variable area intake acting as a diffuser at high speeds while providing a conduit for the fluid from the intake to the expanding impeller housing, followed by a discharge nozzle with integral stators to redirect the high speed efflux from the impeller axially, and a shaft to provide the mechanical power and support to the impeller.
2. An impulse based propulsion system comprising means of spinning the incoming fluid inside an expanding circular housing to provide the pumping effort for the fluid while overcoming and deflecting the decelerating pressure forces from the impeller hub to the outer housing.
3. An impulse based propulsion system comprising the means to develop an effective discharge nozzle by means of centrifugally pressing the fluid onto the circular housing. s*
4. An impulse based propulsion system comprising a fixed area intake leading to a diffuser * * conduit optimized for medium and/or high speed operations. *S. An impulse based propulsion system where engine generated heat arid exhaust heat is * added to the working fluid for maximum propulsive efficiency. * ** * * * * 0 a