US3137997A

US3137997A - Hydrojet propulsion apparatus

Info

Publication number: US3137997A
Application number: US122277A
Authority: US
Inventors: Kaminstein Bernard
Original assignee: Individual
Current assignee: Individual
Priority date: 1961-07-06
Filing date: 1961-07-06
Publication date: 1964-06-23
Anticipated expiration: 1981-06-23

Description

June 23, 1964 B. KAMINSTEIN 3,13 7,997

HYDROJET PROPULSION APPARATUS Filed July 6, 1961 2 Sheets-Sheet 1 INVENTOR. 559N490 Kenn/STEM June 23, 1964 B. KAMINSTEIN HYDROJET PROPULSION APPARATUS 2 Sheets-Sheet 2 Filed July 6, 1961 INVENTOR. li-pmpo IQMI/YsTsz Y United States Patent 3,137,997 HYDROIET PROPULSION APPARATUS Bernard Kaminstein, E. 329 Franklin Place, Paramus, NJ. Filed Italy 6, 1961, Ser. No. 122,277 9 Claims. (Cl. 6035.6)

This invention relates to jet propulsion apparatus. It more particularly relates to hydrojet apparatus which may be used for propelling marine vessels, pumping water and a variety of like uses.

Basically, the apparatus of this invention operates by discharging, at a relatively high velocity, a jet of hot gases and water. To accomplish this end, a combustible air and fuel mixture is ignited in a combustion chamber and the hot combustion products are discharged from the combustion chamber tail pipe exhaust into a water accelerator. The discharge of gases creates a partial vacuum in the water accelerator, whose water intake port is submerged below the surface of a body of water. The partial vacuum causes water to be drawn up into a combining chamber wherein a combining of hot gases and water is effected, as well as an exchange of kinetic energy. The discharge of this gas and water mixture creates a thrust in a direction opposite to the discharge jet. The combustion chamber is oriented such that it projects downwardly toward the surface of the body of water, with the tail pipe thereof remaining at all times above that surface.

It is an object of this invention to provide powerful, light-weight hydrojet propulsion apparatus which is useful for propelling marine vessels.

It is a further object of this invention to provide economically operable jet propulsion apparatus which can be inexpensively constructed as compared to known engines having comparable performance characteristics.

These and further objects of the present invention will appear from the following description which is to be read in conjunction with the accompanying drawings wherein like components in the several views are identified by the same reference numerals.

In the drawings:

FIGURE 1 is an elevational plan view partially in cross-section of the jet propulsion apparatus of this invention;

FIGURE 2 is a sectional view taken on the line 22 of FIGURE 1;

FIGURE 3 is a partial sectional perspective view of the upper portion of the apparatus disclosed herein;

FIGURE 4 is an elevation view, in section, of the water accelerator, viewed from the line 4-4 of FIG. 1; and

FIGURE 5 is a partial sectional plan view of a modification of the apparatus herein.

Referring to the drawings, the jet propulsion apparatus of this invention generally comprises a combustion chamber 11, an air inlet chamber 12 and a water accelerator 13. The air inlet chamber 12 has an air intake port 14, the plane of which is preferably vertical. A butterfly valve 15 is situated in air intake port 14, pivoting on hinge pin 16. In its fully closed position, shown in FIG. 1 in heavy lines, valve 15 substantially closes off intake port 14.

The air inlet chamber 12 has a venturi tube or throat 17 near the end opposite port 14. Venturi tube 17 broadens into an air diifusor portion 18. Fuel injector means 19 are located in venturi tube 17. A starter air inlet 20, comprising a tube of small diameter, runs from the exterior of apparatus 10 through the wall of chamber 12 to the vicinity of said fuel injector means 19.

Air inlet chamber 12 is secured to combustion chamber 11 by

bolts

21, 21 or some other convenient securing means. The two chambers are separated by valve seat 22.

As depicted in FIG. 2, valve seat 22 contains a number of air and fuel inlets 23, preferably in the shape of truncated sectors arranged in a circular pattern about the center of said seat 22. Valves 24 are situated to cover entirely the air and fuel inlets 23 on the underside of said seat 22; and are secured by valve stop 25 which, itself, is secured coaxially on the underside of said seat 22. Thus, each air and fuel inlet 23 possesses a separate valve 24.

Referring to FIG. 3, on the air inlet chamber side of said seat 22, an array of guide vanes 26 fan out from said fuel injection means 19 and abut said seat 22 at the margins 27 between the air and fuel inlets 23.

The combustion chamber 11 contains an igniter or igniting means 28 located in proximity to seat 22 at the upper end of said chamber 11. Said chamber 11 tapers off rapidly to form the long, curved tail pipe 29.

The primary embodiment of the apparatus 10 is constructed so that chamber 11 projects downwardly toward the surface of water 39. Tail pipe 29 must however, remain above said surface of the water 30 at all times.

A water accelerator 13, preferably of the design shown in FIG. 1, is secured and sealed to the combustion chamber 11, enveloping the end of tail pipe 29. Accelerator 13 comprises a water inlet port 31, water intake tube 32, combining chamber 33, discharge tube 34 and

breather tubes

35, 36 and 37. The water inlet port 31 has a cross-sectional area preferably larger than that of the discharge tube 34. The end portion of tail pipe 29 is located in the combining chamber 33 of said accelerator 13. When the apparatus of this invention is used for propelling marine vehicles, as depicted in FIG. 1, the plane of water inlet 31 is preferably vertical as shown.

Water inlet 31 and the water intake tube 32 are situated below the surface of the water 30. Combining chamber 33 and the discharge tube 34 remain above the surface of the water 30. A venturi discharge tube may also be used.

Breather tubes

35, 36 and 37 are provided in Water accelerator 13 for the purpose of conducting air at atmospheric pressure to tail pipe 29. At least one such tube is provided. A plurality of tubes may also be provided as shown in FIGS. 1 and 4, the number and location of each depending upon the geometry of the system. Tubes 35, 36 and 37 may be placed in almost any position near the terminal portion of tail pipe 29. In the FIGURES of this application, tube 35 is placed near the top of accelerator 13;

tubes

36 and 37 are placed on each side thereof. The scope of this invention is not confined solely to that configuration, however. The total cross-sectional area of the

breather tubes

35, 36 and 37 should be equal to and preferably greater than the cross-sectional area of the water discharge tube 34. In designs in which a single tube is used, the cross-sectional area of that tube should be preferably greater than the area of tube 34.

In the primary embodiment shown in FIG. 1, the jet propulsion apparatus is mounted on a marine vessel 38 by a stern mount 39 comprising a clamp 40 and a brace 41. A tiller or other steering means 42 is also provided, enabling the operator to turn the apparatus approximately about the axis 43 to control the direction of thrust. Water level adjusting means 44 permits the operator to raise or lower the apparatus 10 thus insuring that tail pipe 29 and discharge port 34 will remain above the surface of the water 30. Complementing water level adjusting means 44 are engine angle adjusting means 45, which pivot on a ball-and-socket joint 46. The engine angle adjusting means 45 permit adjustment of the angle of the apparatus 16 with respect to the stern vessel 38. This adjustment insures that tail pipe 29 and discharge tube 34 are approximately parallel to the surface of the water 30.

Radial cooling fins 47 are arranged on the exterior (B surface of air inlet chamber 12 and combustion chamber 11.

In order to start apparatus 10, it is necessary to pump a quantity of air into the starter air inlet 19 by means of a simple air pump (not shown); and then to actuate or spark the igniter 28. Once the apparatus is burning satisfactorily, the air pump is no longer required.

Air enters the air inlet chamber 12 through intake port 14. The quantity of air entering, and therefore the burning rate of the engine, is regulated by adjusting the opening of butterfly valve 15 which rotates on hinge pin 16.

The air in the air inlet chamber 12 enters the venturi tube 17 where its velocity increases and its pressure decreases below atmospheric. This causes fuel to be injected and atomized by the fuel injector means 19. An air and fuel mixture thus passes into the air diffuser portion 18 of chamber 12 between vanes 25. Vanes 26 aid in homogenizing the air and fuel mixture. At the portion of the difiusor 18 nearest valve seat 22, the pressure of the mixture is approximately atmospheric because of the shape of chamber 12.

A suflicient quantity of air is pumped through starter air inlet 26, by means of an external air pump, to force an air and fuel mixture through the air and fuel inlets 23, past valves 24 into combustion chamber 11. When the mixture fills said chamber 11 and reaches the correct combustible proportion, this mixture will be ignited by igniter 28. The sudden expansion of hot gases will then close the valves 24. The hot gases will then discharge through tail pipe exhaust 29, leaving a partial vacuum in chamber 11. Since the pressure on the inlet chamber side of valve seat 22 is about atmospheric, valves 24 will be forced open and more air and fuel mixture will be forced into chamber 11 through inlets 23 by virtue of this pressure differential. This entering charges of air and fuel will be ignited by the remnants of the burnt mixture ignited in the preceding cycle. It is thus clear that once the apparatus is started, the combustion reaction will be self-sustaining providing fuel is delivered constantly to fuel injection means 19. The igniter 28 may thus be turned off after the apparatus 10 has been started. The flow of fuel may of course be regulated by conventional valve means situated between fuel tanks and the fuel injection means 19. Neither the fuel tanks nor fuel valves are shown in the drawings.

In the instant following ignition in chamber 11, the pressure therein will rise to approximately three atmospheres. The hot gases discharging from tail pipe 29 will have an exit velocity approaching sonic. This rapid discharge of gases through tail pipe 29, and hence through tube 34 of accelerator 13, will create a partial vacuum in combining chamber 33. Since the surface of the water 30 is under atmospheric pressure, water will be drawn up through water inlet 31 through intake tube 32 into combining chamber 33. The hot gases discharging through tail pipe 29 will come in contact with the incoming water, causing the gases to condense because of the relatively low temperature of the water. This interaction enhances the vacuum in combining chamber 33, causing more water to be drawn up into it.

Breather tubes

35, 36 and 37 supply air at atmos pheric pressure to the combustion chamber 11 at the end of each burning cycle or pulse. After combustion and discharge of the major portion of the expanded, hot gases through tail pipe 29, a partial vacuum exists in chamber 11 and said tail pipe 29. In addition to drawing in the air and fuel mixture through valves 24, air is also drawn in through

breather tubes

35, 36 and 37. This surge of air at the tail pipe end of chamber 11 traps some of the hot gases and forces them against the incoming, combustible mixture. This interaction raises the temperature of the overall mixture, enhancing ignition, Moreover, the kinetic energy of the air entering through the breather tubes is transformed into energy of compression which renders the air-fuel mixture more suitable for high energy combustion.

The exchange of kinetic energy in the combining chamber 33 will cause the water and residual gases to be shot out the discharge tube 34 at a velocity approaching Mach 0.3. As long as there are combustion products discharging from pipe 29, and port 31 remains below the surface of the water 30, water will be drawn up into and be discharged from accelerator 13.

The burning cycle of the combustion chamber 11 is a function of the geometry of the inlets 23 and the natural frequency of vibration of the valves 24. For a burning rate of from 250 to 300 cycles per second, spring steel of Rockwell Hardness No. 60 and a thickness of from 0.004 to 0.005 inch, was found preferable for the construction of valves 24. It is understood however, that this invention is not limited to the particular specifications described; but these specifications may vary over a wide range of materials of various shapes, thicknesses and Hardness Numbers, depending upon the geometry of inlets 23.

For the apparatus of FIG. 1, the combustion chamber 11 in itself, without the water accelerator 13 attached thereto, will produce approximately 4 /2 pounds of thrust. This is equivalent to 2.5 horse power of static thrust with no movement of the air fuel burner. However, this static thrust in apparatus 10 is not used as a thrust per se. Thrust is a function of the mass rate of flow of the fluid or gas being moved multiplied by its exit velocity. Since water is approximately 835 times heavier than air, apparatus 10 should produce 835 times the power when the water accelerator 13 is added, corrected by a factor of /3 because the exit velocity of the water is /3 the exit velocity of the air fuel burner. Apparatus 10 is thus 278 times more powerful than a corresponding apparatus without accelerator 13. This power factor must be corrected for pump system efiiciency, but it has been determined that the primary embodiment of apparatus 10 of this invention, depicted in FIG. 1, will deliver up to and exceeding 35 horsepower. More generally, it has been found that the apparatus of this invention will pump about twenty pounds of water for every pound of burned gas leaving tail pipe 29. This apparatus weighs approximately 25 pounds and will use about 1.7 gallons of fuel per hour at full throttle (i.e. with valve 15 in its fully opened position).

A modification of the water accelerator 13 of the primary embodiment of this invention is shown in FIG. 5. In this form, the apparatus 10, of this invention may be used effectively as a Water pump. The water intake tube 32 may be modified as shown to receive a flexible hose 48 which extends into the medium to be pumped. The discharge nozzle 34 may also be connected with a hose (not shown) which in turn may be placed at the spot to which the medium is to be pumped. This pump can draw a head of about 30 feet; and will draw a volume of about 12,000 gallons per hour to a head of 10 feet. The pump device will be useful in many applications, particularly in rural areas or in emergencies where no electricity is available.

It will be understood that other modifications of the device described herein, may be made without altering the basic design thereof.

This application is a continuation-in-part of my application Serial No. 72,493 filed on November 29, 1960, now abandoned.

Having thus described my invention, I claim:

1. Marine pulse jet propulsion apparatus comprising a combustion chamber having an ignition means therein, flap valve means for admitting a combustible air and fuel mixture into said combustion chamber, a tail pipe having a cross-sectional area substantially less than that of said combustion chamber, said combustion chamber terminating in said tail pipe at the end of said combustion chamber disposed opposite said flap valve means, said tail pipe serving to conduct from said combustion chamber hot gasses produced by the ignition of said combustible mixture, said combustion chamber projecting downwardly toward the surface of water when said propulsion apparatus is in an operative position adjacent thereto such that the end portion of said tail pipe disposed opposite said combustion chamber remains slightly above the surface of said water, and a water accelerator disposed adjacent to said opposite end portion of said tail pipe, said water accelerator comprising at least one breather tube for providing said tail pipe of said combustion chamber with air, a water inlet situated below the surface of said water in said operative position, a combining chamber, and a discharge tube, said discharge tube being situated above the surface of said water in said operative condition.

2. Marine pulse jet propulsion apparatus comprising a combustion chamber, flap valve means for admitting a combustible air and fuel mixture into said combustion chamber, means for igniting said mixture when said combustion chamber is filled therewith in order to produce hot gases, a tail pipe having a cross sectional area substantially less than that of said combustion chamber, said combustion chamber terminating in said tail pipe at the end of said combustion chamber disposed opposite said flap valve means, and a water accelerator secured to and enveloping the end portion of said tail pipe disposed opposite said combustion chamber, said water accelerator comprising at least one breather tube connected to said tail pipe adjacent said opposite end portion thereof for providing said tail pipe with air, a water inlet, a combining chamber, said water inlet serving to conduct water into said combining chamber when said apparatus is in an operative position, and a discharge tube serving to conduct into the atmosphere said hot gases and water from said water accelerator.

3. Marine pulse jet propulsion apparatus comprising an air inlet chamber having a venturi tube at one end thereof and fuel injection means situated in said venturi tube, a combustion chamber having a fuel igniter therein, flap valve means for admitting a combustible air and fuel mixture from said air inlet chamber into said combustion chamber, a tail pipe having a cross-sectional area substantially less than that of said combustion chamber, said combustion chamber terminating in said tail pipe at the end of said combustion chamber disposed opposite said flap valve means, and a water accelerator disposed adjacent to and enveloping the end portion of said tail pipe disposed opposite said combustion chamber, said water accelerator comprising at least one breather tube for providing said tail pipe of said combustion chamber with air at atmospheric pressure, a water inlet, a combining chamber connected to said water inlet, said breather pipe extending through said combining chamber to said tail pipe, and a discharge tube connected to said combining chamber and serving as an outlet tube for discharging a gas and water mixture into the atmosphere when said apparatus is in its operative position.

4. Marine pulse jet propulsion apparatus comprising an air inlet chamber having a venturi tube at one end thereof and fuel injection means situated in said venturi tube, means for regulating the flow of air into said air inlet chamber, a combustion chamber, flap valve means for admitting a combustible fuel and air mixture from said air inlet chamber into said combustion chamber, means for igniting said mixture when said combustion chamber is filled therewith in order to produce hot gases, a tail pipe, said combustion chamber terminating in said tail pipe at the end of said combustion chamber disposed opposite said flap valve means, and a water accelerator disposed adjacent to the end portion of said tail pipe opposite said combustion chamber, said water accelerator comprising at least one breather tube connecting said tail pipe with the atmosphere and providing said tail pipe with air at atmospheric pressure, a water inlet which is below the surface of the water when said propulsion apparatus is in an operative position, the opening of said inlet extending in a substantially vertical plane and facing in a direction to receive water in response to the ramming effect resulting from the forward motion of said propulsion apparatus, a combining chamber, said water inlet serving to conduct water into said combining chamber, and a discharge tube serving to conduct said hot gases and water from said water accelerator into the atmosphere when in said operative position.

5. Marine pulse jet propulsion apparatus comprising an air inlet chamber having a venturi tube at one end thereof and fuel injection means situated in said venturi tube, means for regulating the flow of air into said air inlet chamber, a combustion chamber, flap valve means for admitting a combustible fuel and air mixture from said air inlet chamber into said combustion chamber, means for igniting said mixture when said combustion chamber is filled therewith in order to produce hot gases, a tail pipe, said combustion chamber terminating in said tail pipe at the end opposite said flap valve means, said combustion chamber projecting downwardly toward the surface of Water when said apparatus is in an operative position such that said tail pipe remains slightly above the surface of said water, and a water accelerator disposed adjacent to the end portion of said tail pipe opposite said combustion chamber, said water accelerator comprising at least one breather tube connecting said tail pipe with the atmosphere and providing said tail pipe with air at atmospheric pressure, a water inlet which is situated under the surface of said water when in said operative position, a combining chamber disposed above said water inlet, said water inlet serving to conduct water upwardly into said combining chamber, and a discharge tube serving to conduct said hot gases and water from said combining chamber, said discharge tube being situated above the surface of said water when in said operative condition.

6. Hydrojet propulsion apparatus for propelling a marine vessel comprising an air inlet chamber having a venturi tube at one end thereof and fuel injection means situated in said venturi tube, valve means for regulating the flow of air into said air inlet chamber, a combustion chamber, flap valve means for admitting a combustible fuel and air mixture from said air inlet chamber into said combustion chamber, means for igniting said mixture when said combustion chamber is filled therewith in order to produce hot gases, a tail pipe, said combustion chamber terminating in said tail pipe at the end of said combustion chamber disposed opposite said flap valve means, said combustion chamber when said apparatus is in an operative position projecting downwardly toward the surface of the water surrounding said vessel such that said tail pipe remains slightly above the surface of said water, a water accelerator disposed adjacent to the end portion of said tail pipe opposite said combustion chamber, said water accelerator comprising at least one breather tube connecting said tail pipe with the atmosphere and providing said tail pipe with air at atmospheric pressure, a Water intake port situated below the surface of said water in said operative position, a combining chamber into which said hot gases are discharged from said tail pipe, said water intake port serving to conduct water into said combining chamber, and a converging discharge tube situated above the surface of said water serving to conduct said hot gases and water from said water accelerator in said operative position.

7. Hydrojet propulsion apparatus for propelling a marine vessel comprising an air inlet chamber having a venturi tube at one end thereof and fuel injection means situated in said venturi tube, valve means for regulating the flow of air into said air inlet chamber, a starter air inlet comprising a tube leading from the exterior of said air inlet chamber to the vicinity of said fuel injection means, a cylindrical combustion chamber having a converging portion disposed opposite said air inlet chamber, flap valve means for admitting a combustible fuel and air mixture from said air inlet chamber into said combustion chamber, means for igniting said mixture when said combustion chamber is filled therewith in order to produce hot gases, a tail pipe, said converging portion of said combustion chamber terminating in said tail pipe, said combustion chamber projecting downwardly toward the surface of the water surrounding said vessel when said apparatus is in an operative position such that said tail pipe remains slightly above the surface of said water, a water accelerator disposed adjacent to the end portion of said tail pipe opposite said converging portion of said combustion chamber, said water accelerator comprising a water intake port situated below the surface of said water in said operative condition, a combining chamber disposed above said water intake port and enveloping said opposite end portion of said tail pipe, said hot gases being discharged from said tail pipe into said combining chamber, said water intake port serving to conduct water upwardly into said combining chamber, at least one breather tube situated in said combining chamber and connecting said tail pipe with the atmosphere, said breather tube providing air at atmospheric pressure for said tail pipe after most of said hot gases have been discharged therefrom, and a converging discharge tube situated above the surface of said water in said operative position and serving to conduct said hot gases and water from said combining chamber to the atmosphere.

8. Hydrojet propulsion apparatus for propelling a marine vessel comprising an air inlet chamber having a venturi tube at one end thereof and fuel injection means situated in said venturi tube, valve means for regulating the flow of air into said air inlet chamber, a starter air inlet comprising a tube leading from the exterior of said air inlet chamber to the vicinity of said fuel injection means, a cylindrical combustion chamber having a converging portion disposed opposite said air inlet chamber, flap valve means for admitting a combustible fuel and air mixture from said air inlet chamber into said combustion chamber, means for igniting said mixture when said combustion chamber is filled therewith in order to produce hot gases, a tail pipe, said converging portion of said combustion chamber terminating in said tail pipe, said combustion chamber projecting downwardly toward the surface of the water surrounding said vessel when said apparatus is in an operative position such that said tail pipe remains slightly above the surface of said water, and a water accelerator disposed adjacent to the end portion of said tail pipe opposite said converging portion of said combustion chamber, said water accelerator comprising a water intake port situated below the surface of said water in said operative condition, a combining chamber disposed above said water intake port and enveloping said opposite end portion of said tail pipe, said hot gases being discharged from said tail pipe into said combining chamber, said water intake port serving to conduct water upwardly into said combining chamber, at least one breather tube situated in said combining chamber and connecting said tail pipe with the atmosphere, said breather tube providing air at atmospheric pressure for said tail pipe after most of said hot gases have been discharged therefrom, and a converging discharge tube situated above the surface of said water in said operative position and serving to conduct said hot gases and Water from said combining chamber to the atmosphere, the cross-sectional area of the breather tube being at least equal to the cross-sectional area of said discharge tube.

9. Hydrojet pumping apparatus comprising an air inlet chamber having a venturi tube at one end thereof and fuel injection means situated in said venturi tube, valve means for regulating the flow of air into said air inlet chamber, a starter air inlet comprising a tube leading from the exterior of said air inlet chamber to the vicinity of said fuel injection means, a combustion chamber, flap valve means for admitting a combustible fuel and air mixture from said air inlet chamber into said combustion chamber, means for igniting said mixture when said combustion chamber is filled therewith in order to produce hot gases, a hot gas tail pipe exhaust having a substantially constant cross-section throughout its length, said combustion chamber terminating in said hot gas tail pipe at the end of said combustion chamber disposed opposite said flap valve means, said combustion chamber projecting downwardly toward the surface of the water when said apparatus is in its operative position such that said tail pipe remains slightly above the surface of said Water, and a water accelerator disposed adjacent to said opposite end portion of said tail pipe, said water accelerator comprising at least one breather tube for providing said tail pipe with air at atmospheric pressure, a water intake tube extending below the surface of said water When in said operative position, a combining chamber into which said hot gases are discharged from said tail pipe, said water intake tube serving to conduct water into said combining chamber, and a discharge tube connected to said combining chamber and situated above the surface of said water said discharge tube serving to conduct said hot gases and water from said water accelerator.

References Cited in the file of this patent UNITED STATES PATENTS 274,839 Sturtevant 1. Mar. 27, 1883 2,412,825 McCollum Dec. 17, 1946 2,528,354 Flanagan Oct. 31, 1950 2,543,758 Bodine Mar. 6, 1951 2,675,670 Tenney Apr. 20, 1954 2,696,077 Goodman Dec. 7, 1954 2,710,524 Frank June 14, 1955 2,877,733 Harris Mar. 17, 1959 FOREIGN PATENTS 902,229 Germany Oct. 18, 1954