Showing papers on "Propulsion published in 1968"

Reaction--impulse--counterrotating--airfoil

Abstract: This invention relates to a self-contained flight machine that may function in and of itself as an aircraft or that may form a part or all of the lift and/or propulsion element or elements of an aircraft. The invention consists of two separate airfoil systems, each borne upon and radially extending in the horizontal plane from a concentrically located shaft, about which they are driven in rotation and counterrotation by the reaction of two or more propulsion engines mounted upon the radial extremity of the airfoils of one of the systems; the exhaust impulse of the aforesaid engines is employed to drive the other airfoil system in counterrotation, thusly constituting an impulse reaction drive system. The drive is encompassed by an aerodynamic duct borne upon the radial extremity of the airfoils of the counterrotation system. This ducting, or collar, provides for the mounting of the deflection vanes that receive the impulse from the reaction engines, as well as ducting the airflow resultant from the combined thrust of the airfoil systems and the exhausted gases of combustion through the craft in a manner similar to that of fan or propeller driven aerodynamic ducts. A control, passenger and/or payload platform is affixed to the aforesaid concentric shaft. The aircraft takes off vertically and means are provided to cant the unit so as to travel and maneuver in the horizontal plane.

Unit of propulsion by hydrodynamic reaction

Abstract: The improved unit of propulsion by hydrodynamic reaction consists of an integral turbine which has a pair of adjacent, counterrotating rotors, driven either by one motor through suitable gearings, or by two separate motors. The casing which encloses this counterrotating turbine ends in a nozzle. A conical or bullet shaped element provided with one or two baffles is housed in the casing between the second rotor and the nozzle and directs the jet towards the said nozzle which has movable sidewalls for regulating the outlet.

Applications of combined electric, high-thrust propulsion systems.

Abstract: Combined electric constant low thrust and chemical or nuclear high thrust space propulsion systems for interplanetary missions

Design and development of an air intake for a supersonic transport aircraft.

Abstract: The reasons for choice and the characteristics of an external-compression intake geometry for operation at Mach numbers up to and beyond 2.0 are described, and the problems of application to SST aircraft are discussed. Mounted under the wing of the Concorde, this inlet is divided to provide independent supplies of air to a pair of engines, an arrangement that introduces particular problems in allowing for the wing flowfield and avoiding interaction between the twin inlets. The precise definition of an intake geometry for a supersonic transport should have regard for the over-all performance of the propulsion system. The choice of controlling parameters and the design of the control system must give good performance and engine handling in a wide range of off-design conditions without demanding excessive complexity. The aerodynamic and other development tests required to make the appropriate decisions are described in detail. The results underline the suitability of this basic geometry in association with the other components of the propulsion system for SST operation.

Studies of specific nuclear light bulb and open-cycle vortex stabilized gaseous nuclear rocket engines

Abstract: Specific nuclear light bulb and open-cycle vortex stabilized gaseous nuclear rocket engine designs

Direction control system

Abstract: The specification discloses an airborne vehicular, direction control system. The example shown is an autogyro having a rotary wing and a substantially conventional propeller propulsion system. The rotor may be coupled to the propulsion system for VTOL and STOL modes of operation but is otherwise generally free wheeling. For direction or yaw control in flight a separate flywheel is provided internally of the vehicular body having angular momentum coupleable to the rotor in the same rotational sense with respect to the vehicular body. The direction control is then effected by means which selectively couple angular momentum to the rotor from the flywheel to achieve a yaw effect in one sense or from the rotor to the body, by braking means between the rotor and the body, to achieve a yaw effect in the opposite sense.

The Dynamics of Low-Thrust Spacecraft Manoeuvres

Abstract: Orbital manoeuvres by means of impulsive thrusts, such as those available with chemical rockets, are well known, but a different treatment is needed for the small, continuous thrusts that are typical of electrical propulsion systems. It is shown that with the aid of these small forces it is possible to change independently all the orbital elements of a spacecraft, and thus to proceed slowly from a given orbit to any other. For each manoeuvre there exists an equivalent velocity which depends only on the initial and final orbital states, and which can be related directly to the spacecraft propulsion parameters. For any form of propulsion where the propellent acquires some or all of its energy from a separate energy source, as in electrical propulsion, it is found that optimum time-varying relations exist between the flow of mass and of energy, which may also be expressed in terms of the exhaust velocity and the thrust. In particular, the optimum exhaust velocity is shown to be an increasing function of time, related to the way in which the energy is released. The practical realisation of electrical propulsion depends on the development of efficient propulsion units and of lightweight power supplies; these and other spacecraft components are discussed, and a number of examples of orbital manoeuvres are given, including close-Earth, far-Earth and lunar orbits. The paper concludes with a discussion of these orbital transfers in relation to their possible uses, including communication satellites and a test of relativity theory

Vehicle for transporting and launching a boat

Abstract: A vehicle for transporting, launching and recovering a boat which said vehicle comprises a power-steering unit attached to a boat trailer having variable buoyancy. The power-steering unit includes a power source which is coupled to driven wheels in such a manner that the driven wheels are steerable by rotation of the power source housing. A fixed level of buoyancy is obtained by the incorporation of hollow structural members into the powersteering unit and the trailer frame. Variable buoyancy is provided by ballast tanks in association with a ballast control system so that the pressure between the boat and the launch vehicle may be varied to expedite the launch and recovery operations. Propulsion and steering control of the launch vehicle during water borne operations are provided by bladed propulsion discs attached to the driven wheels.

Propulsion unit for a vessel

Abstract: 1,253,814. Water-Jet propulsion. J. SAMUEL WHITE & CO. Ltd. 22 Nov., 1968 [24 Nov., 1967; 27 Feb., 1968], Nos. 53627/67 and 9423/68. Heading B7V. A propulsion unit comprises water discharge means adjustable to direct the horizontal component of the water throughout a 360 degree range. A casing 11 in hull 10 contains an impeller 14 and is connected to fixed part 18 of the nozzle 13. Nozzle part 20 meets part 18 in a circle and is rotatable on shaft 23. Outlet orifice 21 is elliptical. In Fig. 3 (not shown) a rotatable plate (32) with vanes (31) is provided.

Ship{3 s propulsion control system

Abstract: An automatic dynamic water braking reversal system for a ship''s propulsion plant comprising a water brake on the shaft connecting the prime mover and the reduction gears, enabling rapid speed reduction of the propeller shaft thereby reducing the amount of energy required to be absorbed by the clutches used with an unidirectional prime mover and a reversible drive shaft. Additionally, the water brake may be used to load the engine to obtain lower idle speed operation.

Compound reaction propulsion means with multiple thrust

Abstract: This power propulsion system involves compound reaction thrust for propulsion, and including supplementary air propulsion by supplementary propelled airstream impulse, and including pressurized heated work fluid driving supplementary air propulsion and including work fluid container means for heat absorption.

Ground transporation systems

Abstract: Systems of high-efficiency, continuous, electric-powered transportation for urban areas comprise a plurality of the following systems in various combinations: (A) Dependable, continuous transportation is attainable by everaccessible, external systems of continuous propulsion of individual and multisection vehicles by imparting successive impulses thereto. (b) The propulsion systems and threedimensional guiding systems include resiliently yielding components of downward-directed pressure, serving to maintain positive, adequate traction between the driving-guiding systems and the tractional surfaces on successive vehicles for their propulsion at widely ranging operative speeds including speeds designed to propel vehicles buoyantly above ground. (c) Automatic timing systems operative to maintain the successive vehicles on headway time measurable in seconds, serve to provide ever-ready availability of transport. (d) Continuous loading systems include continuous, speed-adjusting load transfer systems in temporarily unitary relation with successive vehicles on short headway time, adjustability of loading speed establishing transport capacity of the systems. (e) Aerodynamic control systems serving to minimize head-on air resistance to movement of vehicles operative to aircraft speeds, comprise all-weather inclosure whose cross section varies inversely to vehicle speed change and embodies air passage for eliminating differential of pressure between air masses between vehicles. (f) All-electric automobile transport in a wide range of highway speeds and distances beyond stored power capability of electric automotive vehicles, is attainable in combination with the external, electric propulsion systems as in (a) and electric generator in each vehicle restoring the automotive power capacity while powered from vehicle propelled externally.

Gas turbine power plant

Abstract: 1,097,632. Propelling aircraft; air cushion vehicles. BRISTOL SIDDELEY ENGINES Ltd. Nov. 18, 1966 [Nov. 19, 1965], No. 49289/65. Headings B7G and B7K. [Also in Division F1]. A gas turbine power plant which provides propulsive thrust and drives a helicopter rotor or an aircraft ducted lift fan or a fan supplying cushion air for an air cushion vehicle comprises compressor, combustion equipment, a first turbine 1 arranged to drive the compressor, a second turbine 4 and a third turbine 6 all disposed in series flow, there being control means for regulating the gas flow between the second and third turbine rotors thus regulating the relative power outputs of these two turbines, also differential gearing comprising two input elements arranged to be driven respectively by the second and third turbines and an output element which constitutes a power output member. In the embodiment shown, the control means between the second and third turbines comprises a series of adjustable guide blades 7. The exhaust gases discharging from the turbine 6 pass through a duct 15 to a propulsion nozzle 14. The third turbine 6 is arranged to drive a ducted fan 10 which is disposed in a duct 11, the air discharging through a propulsion nozzle 13. The second turbine 4 is mounted on a shaft 3 which is connected at its downstream end to an internal ring gear 18, while the third turbine 6 is mounted on a shaft 5 which carries at its downstream end a sun gear 17, a series of planet gears 20 carried on a planet carrier 21, engaging with the sun gear 17 and the internal ring gear 18. The planet carrier 21 carries a bevel gear 23 which engages with a bevel gear 24 mounted on the output shaft 26. A further bevel gear 27 also engages the gear 23 and transmits drive to a further bevel gear 28 which also engages the bevel gear 24. The engine shown is suitable for a helicopter. The shaft 26 drives the fans or rotor and the jet nozzles 13, 14 provide the propulsive thrust.