US3898800A - Heat engine in the form of a water pulse-jet - Google Patents

Heat engine in the form of a water pulse-jet Download PDF

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Publication number
US3898800A
US3898800A US358232A US35823273A US3898800A US 3898800 A US3898800 A US 3898800A US 358232 A US358232 A US 358232A US 35823273 A US35823273 A US 35823273A US 3898800 A US3898800 A US 3898800A
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Prior art keywords
boiler
tubular member
water
heat
tube
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Expired - Lifetime
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US358232A
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English (en)
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Peter R Payne
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Individual
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Individual
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Priority to US358232A priority Critical patent/US3898800A/en
Priority to GB1870374A priority patent/GB1466187A/en
Priority to CA198,544A priority patent/CA1004045A/en
Priority to IL44746A priority patent/IL44746A/en
Priority to DE2421682A priority patent/DE2421682A1/de
Priority to AU68697/74A priority patent/AU478584B2/en
Priority to JP49050319A priority patent/JPS5031230A/ja
Priority to FR7415892A priority patent/FR2228939B1/fr
Priority to ZA00742942A priority patent/ZA742942B/xx
Priority to IN1142/CAL/74A priority patent/IN142744B/en
Priority to US05/580,096 priority patent/US4057961A/en
Application granted granted Critical
Publication of US3898800A publication Critical patent/US3898800A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G1/00—Hot gas positive-displacement engine plants
    • F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
    • F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
    • F02G1/0435—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines the engine being of the free piston type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/12—Marine propulsion by water jets the propulsive medium being steam or other gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K15/00—Adaptations of plants for special use
    • F01K15/02—Adaptations of plants for special use for driving vehicles, e.g. locomotives
    • F01K15/04—Adaptations of plants for special use for driving vehicles, e.g. locomotives the vehicles being waterborne vessels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K27/00—Plants for converting heat or fluid energy into mechanical energy, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2254/00—Heat inputs
    • F02G2254/30—Heat inputs using solar radiation

Definitions

  • ABSTRACT A new heat engine in which liquid moves in a tube, one end of which is closed. The tube is heated at the closed end, and the liquid oscillates along the length of the tube. When the liquid interface enters the hot section, some of the interface vaporizes, so that the pressure in the space between the interface and the end of the tube increases, and the interface is forced back into the cooler section of the tube. The vapor then condenses, the pressure falls, and the liquid moves back toward the hot end.
  • the engine as described is immediately applicable to boat propulsion. With variations, it can be applied to many other uses, including the production of shaft power and the pumping of fluids.
  • FIG. 1 Assuming that there is initially some water in the boiler, the heat turns it to steam and pushes the ambient water interface down the tube. When all the water in the boiler has been turned to steam, the steam condenses in the cool section of the pipe, the pressure drops, and the water interface moves back toward the boiler. When it reaches the boiler, some water splashes in, and because the tube is raised above the floor of the boiler, this splashed water is trapped and is again turned to steam, pushing the interface down the tube.
  • a net thrust force to the left is produced, principally because when the ambient water is flowing into the tube, it comes from all directions (a sink flow) while when it emerges, it comes out as a jet, because finite fluid viscosity prohibits source flows from a pipe (see FIG. 4).
  • Numerous other later patents all operate on the same principle of trapping a small quantity of water in the boiler at the end of each induction phase.
  • McI-Iughs invention was specifically for a toy boat, and most of the following inventors specify or imply the same application. It was recognized that the principle could not be scaled up to full scalelboats principally because many people had attempted to accomplish this, particularly in the early 1920s, without success. There were two key reasons for this inability to scale up the phenomena. Firstly, the steam-water interface, shown in FIG. 1, was preserved by surface tension, and this is only possible in very small diameter tubes. In larger tubes, there was no stable interface, and the steam bubbled into the ambient water and was condensed without moving the bulk of the water in the tube. More importantly, even if this problem had been solvable, the pressures developed were inherently low so that there was no possibility of achieving efficient operation.
  • the boiler is an integral part of the tube, and the momentum acquired by the water column as it moves toward the boiler is relied upon to hold the interface in the boiler long enough to produce a useful quantity of steam at high pressure. Stability of the interface between the steam and the water is obtained because, for
  • FIG. 14 A P-V diagram of the units operation is given in FIG. 14.
  • the steam is condensing and the interface is slowing down from its initial rapid expulsion from the boiler.
  • a condensing section is formally required, but in many practical cases, contact of the exhaust end of the tube with the ambient fluid is sufficient to provide this heat sink.
  • FIG. 1 is a schematic illustration of the prior art water pulse-jets.
  • FIG. 2 is a schematic illustration of the water pulsejet of this invention
  • FIG. 3 is another schematic illustration of the water pulse-jet of this invention as applied to marine propulsion.
  • FIG. 4 is an illustration of the flow in and out of the open end of the tube.
  • FIG. 5 is a schematic illustration of one form of an air bleed.
  • FIG. 6 is a partial sectional view illustrating the exit end of the tube with a bell-mouth design.
  • FIG. 7 is a schematic illustration of mechanically operated vanes to deflect the exhaust.
  • FIG. 8 is a schematic illustration of the use of a valve for modulating thrust in the heat engine of this invention.
  • FIG. 9 is a schematic illustration of a water pulse-jet operable to recover ram pressure at high forward speeds.
  • FIG. 10 is-a schematic illustration of the use of an internal burner.
  • FIG. 11 is a schematic illustration of an embodiment in which a condenser or cooling jacket is positioned inside the boat hull.
  • FIG. 12 is a schematic illustration of a high specific heat boiler.
  • FIG. 13 is a schematic illustration of a boiler for extended steam making.
  • FIG. 14 is a pressure volume diagram of the new cycle of this invention.
  • FIG. 1 is a typical prior art construction in which heat is applied to a boiler and a .tube extends upwardly into the boiler.
  • the disadvantages of such a construction and its limitations and lack of ability to scale it up have steam has condensed and the temperature of the remaining steam has been lowered by virtue of being under the surface of water 24, the volume of the remaining steam contracts and the water-steam interface moves back to the left for additional water to be heated in the boiler.
  • FIG. 3 illustrates the invention as shown in FIG. 2 as applied to a boat hull 26 operating in the water 24.
  • the tube 16 has a closed end 18 to which heat is applied at a boiler section 20 and an open end 21 for thrust propulsion as in FIG. 1.
  • FIG. 4 illustrates the problems with the open end 21 of the tube 16 during the flow in and the flow out. During the flow in, there is a separated flow region as illustrated.
  • FIG. 5 Various means are contemplated within the scope of the invention to bleed trapped air or other gas from the closed end of the tube.
  • One such means is illustrated in FIG. 5.
  • FIG. 5 Another way of venting trapped gas, illustrated in FIG. 5, is to run a very small diameter tube 28 from the top of the boiler to the ambient water.
  • This tube may be external to the pulse-jet or it may run inside the main duct as shown. Gas at the top of the boiler flows into this tube when pressure is above ambient, and out when it is below. Because the flow in a small tube is laminar and because water-air interfaces are stabilized by surface tension, there is a net flow of the gas out of the boiler and down to the ambient water, so long as the unit is producing thrust; that is to say, so long as the integral of gauge pressure with respect to time is positive.
  • the exhaust end 21 of the tube 16 may have a bellmouth shape 30 as illustrated in FIG. 6, and may have the holes 32 in its side, to reduce losses during the inflow stroke. If the Bell-mouth is not used, the intake flow shown in FIG. 4 causes separation just inside the tube, resulting in energy loss, and a reduction in the velocity at which the interface approaches the boiler, so that less penetration is achieved.
  • vanes 34, 36 For steering and reversing purposes, mechanically or power-operated vanes 34, 36, as shown in FIG. 7, permit deflection of the exhaust. These are located far enough downstream from the nozzle so as not to interfere with the intake flow. A distance of one diameter is usually sufficient. If FIG. 7 is a top plan view, then the vanes are shown positioned to deflect the jet in such a way as to cause the boat to turn to the left. If both vanes come aft to meet behind the exhaust, then reverse thrust is obtained.
  • a thrust modulation valve 38 shown in FIG. 8 may be provided and is opened by steam pressure. Assuming that the unit is charged, the water above the valve is trapped until the steam pressure rises above a certain preset value. This preset value can be applied with a spring, for example. WHen the pressure exceeds this value, a piston 40 opens the valve and the unit discharges. In practice, it generally recharges itself before the spring has time to reclose the valve, but in some cases where the valve inertia and friction are very low, it is necessary to mount a damper or time-delay device on the valve. The advantage of this valve is that the unit will still operate when the heat input to the boiler is too low for conventional (valveless) operation, or if the boiler is too light to store the heat required for one cycle.
  • the water pulse-jet of this invention may be provided with a forward facing intake.
  • a unit is shown in FIG. 9 which accepts induction water from ahead through inlet 42 and expels it astern, thereby taking full advantage of the ram water pressure in the induction phase.
  • a two position valve 44 (self operating) may be utilized as a ram recovery valve.
  • a system may be provided in which three position valve is driven by an external motor in accordance with signals from a logic circuit which determines the optimum valve position.
  • the logic circuit would be connected to one or more pressure or temperature sensors in the unit so that the location of the interface would be known.
  • FIG. 10 shows this invention with internal heating means, i.e., a pulse-jet in which the heat is supplied from a flame within the boiler. Because of its location, burner 46 must be supplied with air as well as fuel. This can be done by pressurizing air and fuel to force them into the unit through tubes 48 and 50, respectively, or
  • FIG. 10 also differs from the previously discussed embodiments in that it utilizes heat storage baffles 52. I
  • a condenser or cooling jacket as indicated in FIG. 11 may be used to promote condensation.
  • the cold water supply 54 to the water jacket 53 may be from a pump or it may be induced by the motion of the boat through the water. Sliding such a water jacket towards the boiler would in general increase the frequency of operation, but reduce the thrust of the unit, so that movement of the water jacket 53 can be used as a method of thrust control.
  • the boiler may contain fins such as the heat storage baffles 52 shown in FIG. to better conduct the heat from the hot boiler material to the water and steam.
  • Means of trapping a small quantity of water in the boiler after the interface has left, such as the grooves 60 in FIG. 13, so that steam is still made after the interface leaves the boiler may be used for steam making.
  • the size of the trap is adjusted to ensure that all of the trapped water is boiled before the first part of the condensation cycle is complete, and the interface starts to return to the boiler. In certain configurations, such water traps can increase the thrust of the unit, for a given heat input.
  • FIG. 14 is an idealized P-V diagram for the cycle of this new engine.
  • the inertia of the water rushing back toward the heating section carries the water well into the heating zone where it flashes into steam and the pressure builds very rapidly as shown on the left hand side of FIG. 14.
  • the high pressure steam arrests the movement of the water and accelerates it rapidly back in the other direction, which constitutes the expansion phase.
  • the expansion is a little better than adiabatic because some heat is still being added to the steam by the boiler.
  • steam starts to condense and the pressure falls. Despite the rapid fall off in pressure, the momentum of the water carries it well down into the cooling section so it is possible for virtually all of the steam to condense resulting in a very low pressure.
  • peak pressures When the interface enters the boiler and is arrested, very high peak pressures can be developed, and in some configurations, these can be high enough to cause failure of either the boiler or the joint between the boiler and the pipe.
  • the peak pressures are principally associated with the interface striking the top end of the boiler, and they may be alleviated by 1. Increasing the length of the boiler so that enough steam is made to arrest the interface before reaching the end;
  • An example of the latter is a short section of rubber hose between the exhaust exit and the main portion of the pulse-jet pipe. Each time the unit experiences the peak pressure pulse, the hose stretches, allowing the entire unit to move forward and cushion the shock.
  • the duct can be of any shape and cross section that is convenient, although a circular section is to be preferred at the boiler and close to it because of the high pressures developed.
  • the duct can also be coiled for compactness of installation or bent into any convenient shape, so long as it is remembered that each sharp bend causes a loss in efficiency. In some cases, the gyroscopic moment associated with the water flow in coiled ducts will give a steadying action to a boat in waves.
  • the cross-sectional area of the duct and boiler can also change longitudinally.
  • a water height sensor could be connected to an electric motor so that, when the unit is within a certain critical distance of the surface, water is force fed to the pulse-jet from the side, so there is a constant outflow, and no room for air to enter.
  • An exhaust valve could be connected to a buoyant element which normally holds the exhaust valve open, but which closes when the water surface approaches the pulse-jet exit.
  • a valve could be provided in the unit, near the exit, which would shut off the unit entirely on receipt of a signal from a local water height sensor, and a second valve could be provided which would vent the boiler steam (at pressure) until the exhaust nozzle was back in the water.
  • the logic network connected to the water height sensor could also cut back fuel flow to the heater during this shutdown period.
  • a boiler could have a valve along its length so that only part of the boiler would be available to the water when operating at low thrust or at low forward speed.
  • the valve could be opened to permit the full length of the boiler to be used in making steam.
  • a multiplicity of such valves could be used to permit optimization of boiler length for various speeds through the water.
  • a lens to focus the suns rays on the boiler, in order to provide all or part of the necessary heat for the pulse jets operation, could be utilized.
  • a heat exchanger which permits the coolant of an atomic pile to give up heat to the water each time the water enters the heat exchanger and hence operate the pulse-jet may be used.
  • Such a system would be advantageous for use in atomic submarines, for example.
  • Some isotopes can maintain a temperature in the range 300'600F. for periods in excess of a month, and hence provide the necessary power for a pulse-jet.
  • the isotopes may be mounted inside the boiler, or the boiler wall itself may be coated with or manufactured from the isotope.
  • this new heat engine cycle can be applied in many other ways, to produce fluid or mechanical power from heat. That is to say, it can act as a pump or an engine. If water, or any other suitable fluid, is trapped in a pulsejet by a piston, with an appropriately located water jacket for the condensing section, it will cause the piston to oscillate and do work. The same configuration could be 'used to make a pile driver. On a separated intake-exit unit, such as that illustrated in FIG. 9, one could connect a reservoir of fluid to the inlet and use the water pulsejet to pump this fluid through the exhaust exit.
  • Such a unit would be advantageous for producing a jet of water for fire fighting, for example.
  • Small such units equipped with reservoirs, could be used as water guns.
  • Their nozzle velocity could be increased by multistaging, whereby one pulse-jet element discharges the liquid into a second and from thence to a third, kinetic energy being added at each cycle until the liquid is finally discharged.
  • a separate inlet-exit pulse-jet can act as a pump to both heat and pump water around'a hot water heating system. Operating the water column against an air or other spring, a water pulse-jet could be used as a steam generator.
  • water is referred to as the working fluid.
  • any working fluid capable of changing from liquid to vapor on the application of heat may in principle be used.
  • a trapped gas could be used as the working fluid, in which case it is notnecessary for the fluid to'vapori ze.
  • a heat engine comprising:
  • tubular member a tubular member, said tubular member being completely closed at one end and open at the other to a source of working fluid such that the working fluid has access to said tubular member through the open end thereof,
  • heating means for heating the working closed end of said tubular member
  • the working fluid when said heating means are functioning during use of the heat engine, the working fluid has a liquid and a vapor phase and the working fluid oscillates within the tube as it is alternately vaporized by said heating means and condensed by said cooling means, thereby producing useful power.
  • tubular member has an internal diameter sufficiently large so that the surface tension of the working fluid in its liquid phase does not stabilize a liquid-vapo r interface of the working fluid within the tubular member, said interface being stabilized both by momentum of the working fluid in its liquid state as it moves toward the closed end ofthetube.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Steam Boilers And Waste-Gas Boilers (AREA)
  • Exhaust Silencers (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
US358232A 1973-05-08 1973-05-08 Heat engine in the form of a water pulse-jet Expired - Lifetime US3898800A (en)

Priority Applications (11)

Application Number Priority Date Filing Date Title
US358232A US3898800A (en) 1973-05-08 1973-05-08 Heat engine in the form of a water pulse-jet
GB1870374A GB1466187A (en) 1973-05-08 1974-04-29 Heat engine in the form of a pulse-jet
CA198,544A CA1004045A (en) 1973-05-08 1974-04-30 Heat engine in the form of a water pulse-jet
IL44746A IL44746A (en) 1973-05-08 1974-05-01 Heat engine in the form of a water pulse-jet
DE2421682A DE2421682A1 (de) 1973-05-08 1974-05-04 Waermekraftmaschine
AU68697/74A AU478584B2 (en) 1973-05-08 1974-05-07 Heat engine in the form of a water pulse-jet
JP49050319A JPS5031230A (de) 1973-05-08 1974-05-08
FR7415892A FR2228939B1 (de) 1973-05-08 1974-05-08
ZA00742942A ZA742942B (en) 1973-05-08 1974-05-08 Heat engine in the form of a water pulse-jet
IN1142/CAL/74A IN142744B (de) 1973-05-08 1974-05-24
US05/580,096 US4057961A (en) 1973-05-08 1975-05-22 Pulse-jet water propulsor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US358232A US3898800A (en) 1973-05-08 1973-05-08 Heat engine in the form of a water pulse-jet

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US05/580,096 Continuation-In-Part US4057961A (en) 1973-05-08 1975-05-22 Pulse-jet water propulsor

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US3898800A true US3898800A (en) 1975-08-12

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US358232A Expired - Lifetime US3898800A (en) 1973-05-08 1973-05-08 Heat engine in the form of a water pulse-jet

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US (1) US3898800A (de)
JP (1) JPS5031230A (de)
CA (1) CA1004045A (de)
DE (1) DE2421682A1 (de)
FR (1) FR2228939B1 (de)
GB (1) GB1466187A (de)
IL (1) IL44746A (de)
IN (1) IN142744B (de)
ZA (1) ZA742942B (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090056308A1 (en) * 2005-05-25 2009-03-05 Makoto Abe Jet-type steam engine
RU186807U1 (ru) * 2018-10-22 2019-02-04 Сергей Александрович Зеленин Судовой пульсирующе-эжекторный водно-реактивный движитель

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2803577B1 (fr) 2000-01-10 2003-06-27 Alexandre Many Dispositif de propulsion thermique pour bateau

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US789641A (en) * 1904-05-17 1905-05-09 Lute Ladic Lewis Boat propelling mechanism.
US1200960A (en) * 1915-02-08 1916-10-10 H K Toy & Novelty Co Power-propelled boat.
US1480836A (en) * 1920-03-01 1924-01-15 Hydromotor Company Inc Propelling device
US1787844A (en) * 1929-10-19 1931-01-06 Albert L Widdis Vessel-propelling means
US2020566A (en) * 1934-03-21 1935-11-12 George S Nelson Propulsion machine
US2848972A (en) * 1955-04-27 1958-08-26 Marian L Orzynski Boat having underwater fluid propulsion
US2885988A (en) * 1957-04-05 1959-05-12 Jacob C Myers Mechanized method and apparatus for releasing stranded ships
US3013384A (en) * 1955-07-15 1961-12-19 Jr Bonnie Smith Jet atomic system
US3079751A (en) * 1961-10-02 1963-03-05 Neilson W Lewis Marine propulsion system
US3103783A (en) * 1960-02-15 1963-09-17 Jr Bonne Smith Electro-plasmic jet forming hardware and circuitry
US3365880A (en) * 1966-10-06 1968-01-30 John J. Grebe Combustion apparatus for producing a high kinetic energy working gas stream and method of its use
US3647137A (en) * 1970-10-20 1972-03-07 Environment One Corp Hydraulic chamber incorporating a jet nozzle

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US789641A (en) * 1904-05-17 1905-05-09 Lute Ladic Lewis Boat propelling mechanism.
US1200960A (en) * 1915-02-08 1916-10-10 H K Toy & Novelty Co Power-propelled boat.
US1480836A (en) * 1920-03-01 1924-01-15 Hydromotor Company Inc Propelling device
US1787844A (en) * 1929-10-19 1931-01-06 Albert L Widdis Vessel-propelling means
US2020566A (en) * 1934-03-21 1935-11-12 George S Nelson Propulsion machine
US2848972A (en) * 1955-04-27 1958-08-26 Marian L Orzynski Boat having underwater fluid propulsion
US3013384A (en) * 1955-07-15 1961-12-19 Jr Bonnie Smith Jet atomic system
US2885988A (en) * 1957-04-05 1959-05-12 Jacob C Myers Mechanized method and apparatus for releasing stranded ships
US3103783A (en) * 1960-02-15 1963-09-17 Jr Bonne Smith Electro-plasmic jet forming hardware and circuitry
US3079751A (en) * 1961-10-02 1963-03-05 Neilson W Lewis Marine propulsion system
US3365880A (en) * 1966-10-06 1968-01-30 John J. Grebe Combustion apparatus for producing a high kinetic energy working gas stream and method of its use
US3647137A (en) * 1970-10-20 1972-03-07 Environment One Corp Hydraulic chamber incorporating a jet nozzle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090056308A1 (en) * 2005-05-25 2009-03-05 Makoto Abe Jet-type steam engine
US7841166B2 (en) * 2005-05-25 2010-11-30 Isuzu Motors Limited Jet-type steam engine
RU186807U1 (ru) * 2018-10-22 2019-02-04 Сергей Александрович Зеленин Судовой пульсирующе-эжекторный водно-реактивный движитель

Also Published As

Publication number Publication date
FR2228939A1 (de) 1974-12-06
IN142744B (de) 1977-08-20
DE2421682A1 (de) 1974-11-28
AU6869774A (en) 1975-11-13
IL44746A (en) 1977-07-31
ZA742942B (en) 1975-05-28
CA1004045A (en) 1977-01-25
FR2228939B1 (de) 1981-08-07
IL44746A0 (en) 1974-07-31
GB1466187A (en) 1977-03-02
JPS5031230A (de) 1975-03-27

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