RU2343087C1 - Water-jet propeller for submarine vessel - Google Patents

Abstract

FIELD: transport; shipbuilding.

SUBSTANCE: water-jet propeller for submarine vessel contains at least one liquid flow accelerator in propeller nozzle coaxial with stern extremity of vessel and includes at least two nozzles on same axle. At least one nozzle is coaxially introduced into next nozzle in direction of fluid movement with formation of cavity in between nozzles. At that, at least one cavity is communicated with fluid supply and suction devices. At least in one cavity with fluid supply and suction devices liquid media ionisation means are located. All cavities are supplied with pressure gauges and inlet and outlet jet nozzles have speed sensors. Cavities with fluid supply and suction devices have electrodes installed for electrohydraulic impacts in liquid media.

EFFECT: significant decrease of hydrocarbon fuel consumption, decrease of hydraulic resistance, enhancement of water-jet propeller efficiency.

2 dwg

Description

The invention relates to shipbuilding, namely to jet propulsion submarines (underwater transports, underwater vehicles, etc.). It can also be used for surface vessels with a relatively large draft, aft bulb.

Known jet propulsion device containing an axial pump with a rotor impeller placed in the nozzle in the form of an annular wing coaxially with the stern end of the vessel [1].

The disadvantages of the analogue are relatively large hydraulic resistance and low efficiency, high energy consumption for the movement of the vessel.

Known jet propulsion device containing a flow accelerator (pump), placed in the guide nozzle in the form of an annular wing coaxially with the aft end of the vessel [2], which is adopted as a prototype.

The disadvantages of the prototype is the high energy consumption for the movement of the vessel, low compared with the propeller efficiency.

A known fluid accelerator containing at least two nozzles on one axis, while at least one nozzle is rigidly or axially axially displaceable, is inserted coaxially into the next nozzle with the formation of a cavity between the nozzles, and not less than one cavity is in communication with fluid supply and suction devices, at least one cavity contains fluid ionization means, pressure sensors are installed in all cavities, and velocity sensors are installed in the inlet and outlet reactive nozzles [3].

Disadvantages of a fluid accelerator - basically an accelerator can only be used to accelerate gas (air) at any of its positions in space. At the same time, to accelerate the movement of a liquid (water, a mixture of water with gases, oil products, etc.), the design of a gas (air) accelerator can be used only with its vertical arrangement and symmetry with respect to the vertical axis. Then, in each transverse plane of the accelerator, the process of exposure to the liquid, in particular, the process of ejection of fluid from the cavities, will be uniform. When the axis of the accelerator is inclined to the vertical or horizontal axis, the liquid tends to fill all the volumes below, the symmetry of the processes of influence on the liquid is broken. Creating vacuum cavities in the upper part of the device is much easier than in the bottom. The design of gas acceleration to accelerate the liquid is irrational.

The technical result of the invention consists in a significant reduction in the consumption of hydrocarbon fuel (not less than 70-80%) in the absence of a shaft passing through the hull and / or casing of the conduit, in reducing hydraulic resistance, increasing the efficiency of the propulsion device.

The technical result is achieved by the fact that the water jet propulsion of the submarine vessel contains in the guide nozzle coaxially with the aft end of the vessel a fluid flow accelerator comprising at least two nozzles that are sealed together on one axis, while at least one nozzle is rigidly or with the possibility of axial movement, it is coaxially inserted into the nozzle next to the flow of the fluid with the formation of a cavity between the nozzles, and at least one cavity is in communication with the device for supplying and suctioning a fluid for regulating In order to calibrate the output velocity or accelerator power, at least one cavity contains means of ionizing the fluid, ensuring its ionization in the cavity and movement in the accelerator with ejection of the fluid through the inlet section of the nozzle, pressure sensors are installed in all cavities, and in the inlet and output jet nozzles - speed sensors. According to the invention, a mixture of water and gases (air) is used as a fluid in the propulsion unit, at least one accelerator is used. In the cavity of the accelerator, which provides for the suction and supply of fluid, electrodes are additionally placed for performing electro-hydraulic shock in the fluid. In this case, the accelerator is equipped with an electrohydraulic shock forming unit, the outputs of which are connected to the electrodes. The accelerator can be placed horizontally, and from the known symmetrical design of the gas (air) flow accelerator, only the upper part is used, cut off by a horizontal plane parallel to the plane passing through the central axis of the device. The design of the accelerator is calculated on the set maximum flow rate at its output or the set power. In this case, lower velocity values are obtained by varying the vacuum in the cavities with the help of fluid supply and suction devices, as well as by changing the amplitude and / or frequency of the fluid ionization processes, as well as electro-hydraulic shock of the fluid in the cavity.

Schematically, the invention is shown in figure 1 (shows a General diagram of the accelerator and the stern of the vessel), figure 2 presents a diagram of the accelerator.

The jet propulsion of the submarine ship (Fig. 1) consists of a guide nozzle 1 at the stern of the ship 2, with an inlet 3 and an outlet 4, and an accelerator of the fluid flow 5.

The fluid flow accelerator (generally a mixture of water and gases) (Fig. 2) contains a nozzle 6 placed coaxially with an inlet section 7 and a critical section 8, the upper part of the nozzle 9 with a critical section 10 and a cavity 11 between these nozzles. Blocks 12 of ionization of the fluid 12, electrodes 13 of the electro-hydraulic shock generating unit (not shown) and valves 14 are placed in the cavity 11. Next, a Laval nozzle 15 with a critical section 16 and a Laval nozzle 17 with a critical section 18 and an exit nozzle follow in the direction of the fluid 19. Between the nozzles 9 and 15 there is a cavity 20, between the Laval nozzles 15 and 17 there is a cavity 21. Moreover, the nozzles 6 and 9, as well as 9 and 15, 15 and 17 are tightly connected to each other. To the cavities 11, 20 and 21 are connected the device 22 of the suction and supply of fluid inside these cavities. Sensors and control unit are not shown in the drawings.

The device operates as follows. The accelerator 5 is pre-filled with water (air cushion is possible). There are two ways to start the accelerator: using an external fluid supercharger under pressure and without it. In the first case, the fluid injected into the accelerator must have a speed sufficient for subsequent self-evacuation [5] of the accelerator. The latter depends on the design of the accelerator itself. In the second case, water is ionized in the cavity 11 using one or more ionization means 12, including using electrodes 13 of the electro-hydraulic shock generating unit of a certain amplitude and frequency. As a result of ionization and shock, the molecules and atoms of the fluid (here water and possibly air) are partially destroyed with the release of a large amount of heat and kinetic energy [4]. With the valves 14 closed, the flow of fluid expanded in the cavity 11 (water and gases) flies to the central axis of the device, ejecting the seawater through the inlet section 3. Next, the valves 14 open and fluid (seawater or air) is introduced into the cavity 11. If necessary, suction water and gases from the cavity. After that, the valves close. The frequency of such operations (pulsations) is regulated and can be high enough to provide a quasi-continuous nature of the work. When the flow rate of the fluid (water and gas) coming from the cavity 11, taking into account the ejected outboard water (through the nozzle 3), between sections 10 and 16 will be sufficient to eject water from the cavity 20, a certain vacuum will occur in the latter. It will increase the pressure drop between sections 8 and 10 and thereby increase the flow rate and flow rate of overboard water through the inlet section 8. This in turn will increase the vacuum of the cavity 20. Such processes will continue until the degree of vacuum in the cavity. As regards the issue of controlling the operation of the accelerator, two options are possible. First, when the magnitude of the vacuum in the cavities 20 and 21 is not controlled, then the flow rate will be greatest at the technically possible degree of vacuum (due to self-vacuum [5]). The second option, when, on the contrary, the vacuum value is assigned and maintained artificially in the cavities 20 and 21, the flow rate will be controllable. Similarly with respect to the cavity 11. When a constant flow rate is established in the accelerator 5, the pulsation (ionization) frequency in the cavity 11 is gradually reduced until it is completely turned off. The accelerator and mover as a whole begin to work only due to the suction in the nozzles 20 and 21 of the fluid (seawater) through hole 3 by the vacuum of these cavities. After the pulsations cease, a rarefaction also occurs in the cavity 11. When the cavities 11, 20, and 21 are evacuated, a stable reactive fluid flow (mainly water) will appear in the outlet nozzle 19, which creates the thrust of the vessel. The pump or other external device for accelerating the fluid in the accelerator (accelerators) of the propulsion device is turned off.

The adjustment of the speed (power) of the fluid flow at the outlet of the propulsion device (accelerator) in real time is primarily carried out by controlling the amount of vacuum in the cavities 11, 20, 21. For this, devices 22 are provided for suctioning the fluid (gases, for example air) and supply (injection) of fluid (water, air). The adjustment of the flow rate at the output of the propulsion device (accelerator) can be carried out and / or by changing the amplitudes and pulsation frequencies of the process of ionization of the fluid in the cavity 11, as well as the process of electro-hydraulic shock in the fluid. To control the operation of the accelerator, the readings of pressure sensors located in the cavities, flow rate sensors at the outlet and inlet of the accelerator, as well as the readings of the devices 22 entering the accelerator operation control unit are used.

The considered mode of operation of the accelerator is not the only one. A variant of the work is possible in which the supply (injection) or suction of a fluid in the cavity and / or the production of electro-hydraulic shocks in the fluid of the cavity 11 are performed continuously. In this case, the energy released during the decomposition of molecules and atoms of the fluid (water and gases) in the cavity 11 will complement, enhance the energy effect of the motion of the fluid in the accelerator, obtained only from the evacuation of cavities 11, 20 and 21.

The energy costs of the accelerator are relatively small. Energy is spent on the initial acceleration of the fluid inside the accelerator to a given speed, including the ionization of the fluid and the process of electro-hydraulic shock in the fluid in the cavity 11, as well as the compensation of hydraulic losses in the accelerator, etc. In addition, the energy is spent on the opening mechanisms -closing the valves 14, as well as the operation of the devices 22. The maintenance of the set speed of the jet at the output of the propulsion device is carried out mainly due to the vacuum in the cavities of the accelerator.

The technical result of the invention is a significant reduction in energy costs for the movement of the vessel (not less than 70-80%), therefore, the ability to increase speed and / or range, reduce fuel reserves, increase the efficiency of the propulsion.

Information sources

1. Japanese application No. 51-199156, cl. B63C 8/12, 1976

2. RF patent No. 2057684, cl. B63 11/08, B63H 11/02, B63C 8/12, publ. 1992

3. RF patent No. 2287695, publ. 2006 year

4. E.I. Andreev, O.A. Klyucharev, A.P. Smirnov, R.A. Davidenko. Natural energy. - St. Petersburg: Nestor, 2000 .-- 122 s.

5. Patent WO 03/25379, cl. 7 F2K 7/00, publ. 2003 year

Claims (1)

A jet propulsion device of a submarine vessel containing an accelerator of a fluid flow in a guide nozzle coaxially with the stern end of the vessel, including at least two nozzles on one axis, at least one nozzle coaxially inserted into the next one in the direction of flow of the fluid medium nozzle with the formation between the nozzles of the cavity, and at least one cavity is in communication with the device for supplying and suctioning a fluid, at least one cavity contains means of ionization of the fluid, characterized in that in the cavity with a device ystvami supply and suction fluid has electrodes for the electro-shock in the fluid, which are connected to the outputs of the block forming electrohydraulic shock in the fluid.

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