US1631783A - Arrangement for hydraulic internal-reaction propulsion - Google Patents

Description

June 7 1927.

o. ANGELINI ARRANGEMENT FOR HYDRAULIC INTERNAL REACTION PROPULSION Filed Nov. 27. 1926 nvvs/vron 0255 r2 ANGEL/NI Patented June 7, 1927.

oans'ra warrant, or norm, ITALY.

ARBNGEMENT I OR HYDRAULIC llNTERNAL-BEACTION PROPULSION.

Application filed November 27, 1926, Serial No. 151,233, and in Italy December 8, 1925.

The present invention relates to ship propulsion by the reaction of water contained within propellingtubes and fiowlng out of them under the action of compressed air or other fluids.

The invention is illustrated in the accompanying drawings in which Fig. 1 shows schematically the propulsion arrangement according to invention Fig. 2 illustrates the distribution system for the functioning of the motocompressor of the installation.

The water employed is compressed by air or also steam or other fluid.

In Fig. 1:

1 is the propelling tube; 2 3 are the cylinders of a two stroke internal combustion moto-compressor with two tandem pistons 45; 6 is an air compressed reservoir in communication, when allowed by the aircompressed distribution, with the propelling tube 1; 7 is a balancing receptacle communicating with the compressor, during the sucking period. and with the compressed air of the propelling tube 1; 8 is an air-compressed turbine operated by the same compressed alr contained in the reservoir 6, with ad]ustable speed by means of cock 9. On the axle 10 of said turbine there is keyed a toothed wheel '11 engaging the wheel 12 of a larger diameter, on the axle 13 of said wheel 12 the cam 14 being placed controlling by means of a tie the slide valve chest 15 for the admission of compressed air in the propelling tube 1, and the slide valve chests 1617 for discharging the compressed air into the balancing receptacle after the explusion from the propelling tube 1; 18 is a valve applied to the propelling tube 1 at the end opposite to the propelling direction, the valve being at the astern end of said tube in the case of. forward running. In said valve there is provided the outlet opening 19 from which water is to flow out in the propelling period. Instead of a single valve closing the circular opening 37, the closing disc on the side opposite to the direction of reaction thrust may be provided with many valves, the outlet opening being .in this case provided downward in said closing disc, said opening having no valve as it should never be shut. 41 is the profile of the bull in the same plane in which a tube 20 added and coupled at the propelling tube is fixed'by a flange shaped according to the hull.

It is clear that this additional tube may be removed when the propelling-tube is directly applied to the hull or when the astern end of-said propelling tube is caused to come out of the'hull with such an outline to prevent any whirling during the movement of the ship.

The valve 18 (or the multiple valves used in its place or coexisting with it) has for its object to flood the propelling tube more rapidly soon after the working period so that the number of the necessary propelling tubes is reduced to a minimum. 21 is the double bottom of the ship).

Of course the orizontal plane on which the propelling tubes are arranged may be at a greater or smaller depth according to circumstances.

The system above disclosed Works as follows. After starting the motocompressor 23 the explosion taking place in the cylinder 2 causes the iston 4 to advance, the piston 5 in the cylinder 3 running back and compressing the mixture. At the same time the piston 4 in advancing will compress through the valve 24 the air in the reservoir 6, while the piston 5 through the valve 23 will suck air out of the receptacle 7 if there is any, or through the valve 38 applied to said receptacle and adjustable in such a way that in said receptacle may be produced a certain degree of vacuum to render more rapid the discharge of the air from the propelling tube 1 during the flooding period.

In the reverse movement of the two pistons 45 their single function is of course inverted, that is piston 4 is sucking air out of the receptacle 7 and piston 5 compresses air in the reservoir 6. When tube 1 is filled with water during a fixed flooding eriod, on which the distribution controlled y the air turbine 8 is regulated, the valve chest 15 for the admission of compressed air remains shut during said period while the discharge chests 16-17 are open, the cam 14 opening chest 15 and closing chests 1617. The compressed air in the reservoir 6 will flow then into the propelling tube 1 through the openings of the deviator 25, this deviator obliging the air threads to deviate longitudinally according to the direction of the two arrows. The object of this arrangement is to avoid that the air by flowing into the tube 1 vertically should be emulsioned with the water, this water losing thus the characteristics of a nonelastic fluid. The water contained in the tube 1 under the stress of compressed air acting above on a vast surface will be put under pressure, the valve 18 being then rapidly closed iving, in closing, a sensible forward propu sion, the Water contained 1n tube 1 being thus obliged (after the valves closure) to flow out exclusively through the small port 19 with a s eed proportlonal to the air pressure existing w1th1n the propellin tube and acting on the llquid surface.

As this level surface is very large with re-- spect to the contracted section of the outfiowing jet, said level under the action of the compression will descend slowly us t according to hydraulic theory, th1s conditlon, however, allowing the maximum reaction efl'ect. When the reater part of the water contained in the tu e has flown out and the outlet port 19 is not yet opened to be exposed to the compressed air, the cam 14 will cause the slide valve chest 15 to be closed and'chests 16-17 to be opened at the same time so that the air contained in tube 1 will rapidly expand in the balancing receptacle 7. Soon after, owing to the con tmual sucking action of the compressor within the f propelling tube 1 a sensible depression with respect to the hydrostatic external pressure will take place, this depression obliging the valve '18 to open and producing the ra 1d flooding of the propelling tube, this tube eing thus ready agaln for a successive workin period.

ig. 2 illustrates the distribution arrangement for the moto-compressor of the type above specified, any other moto-compressing group being however capable of doing the same work.

' 2 is one of the cylinders;

-4 is the piston;

--26- is the piston rod;

--27 is a guide with stufling box;

29- is the scavenging air admission;

-30 is the injector for the carburetting liquid contained in reservoir 31 32.is a cam integral with the same pitson rod 26;

-33 is the admission valve for the scavenging air;

351s the valve provided on the tube compressing air into the reservoir 6;

34 is the admission valve for the carburetting liquid; i

36-- is the sucking valve for receptacle 7; i

-40 is a cock'provided in the bottom of the balancing receptacle 7 for discharging the water eventually dragged along by the air forming out of the propelling tube.

The functioning of said type of motocompressor is similar to that well known of two stroke internal combustion motors except the suppression of rotatable members and the utilization of the same motors piston to effect the air com ression.

Having now particu arly described and ascertained the nature of my said invention and in what manner the same is to be performed I declare that what I claim is:

' Arrangement for hydraulic internal re action propulsion comprising: several propelling tubes working successively, a nonrotatable internal combustion moto-compressor with a single driving and compressing piston, a balancing'receptacle communicating with the compressor during the sucking period, and with the compressed air outlet of the propelling tubes, a valve for the rapid flooding of each propelling tube pro vided at the end of the tube communicating with the external water,'a deviator within each propelling tube to oblige the air threads to deviate horizontally, the distribution being controlled in such a way that the water contained in the propelling tubes flows out only partially not to uncover and expose to the compressed air the outlet ports.

In testimony whereof I have hereunto signed my name.

ORESTE AN GELINI.

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