Multi-nozzle jet propulsor

Abstract

The invention is a jet propulsor using gas or liquid of the environment as an operating medium (OM). The propulsor comprises eight nozzles arranged centrally symmetrically and a channel system (CS). The CS comprises eight active channels (AC) with pressure units therein to control a flow head of the OM, four intermediate channels (IC) and a central channel (CC). Each of the AC is connected by one end to one of the nozzles. All AC are pairwise connected to each other by other ends, forming four connecting nodes of the AC (ACCN). Connected to each of the ACCN by one end is one of the IC pairwise interconnected by other ends and forming two connecting nodes of the IC (ICCN). The CC is connected to the ICCN. The technical result is the reduction of unproductive energy loss in the flows of the OM in the CS and increasing its efficacy.

Claims

1. A jet propulsor using gas or liquid of the environment the propulsor is in as an operating medium, the propulsor comprising eight nozzles, a plurality of channels interconnecting the nozzles, and reversible pressure units arranged in the channels for controlling a magnitude and a direction of a head in a flow of the operating medium in the channel, each of the nozzles being adapted to control a direction of a discharge of a jet of the operating medium and to provide an intake of the operating medium from the environment into the propulsor, as well as a discharge of the operating medium from the propulsor into the environment, wherein the plurality of channels comprises eight active channels equipped with the pressure units, four intermediate channels, and a central channel, each of the eight active channels with the pressure units therein is connected by one end thereof to one of the nozzles, all active channels with the pressure units therein are pairwise connected to each other by other ends thereof thus forming four connecting nodes of the active channels, each one of the intermediate channels is connected by one end thereof to a respective connecting node of the active channels, the four intermediate channels are pairwise connected to each other by other ends thereof thus forming two connecting nodes of the intermediate channels, and the central channel is connected by ends thereof to the two connecting nodes of the intermediate channels.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 shows the proposed propulsor in three views.

(2) FIG. 2 presents a main view of the propulsor of the disclosure.

(3) FIG. 3 depicts arranging the propulsor in the body of a transport vehicle.

(4) FIGS. 4-11 illustrate various regimes of operation of the propulsor to create thrust in the directions indicated.

IMPLEMENTATION OF THE INVENTION

(5) Description of the Structure of the Propulsor

(6) FIG. 1 presents a sketch of the propulsor shown in three views. The propulsor is equipped with eight nozzles 104 connected with each other by a system of channels 101, 102, and 103. Gas or liquid from the environment (not shown) the propulsor operates in serves a consumable operating medium therefor. Eight channels 103, further referred to as end channels or active channels, connected to the nozzles 104 are equipped with controllable reversible pressure units 106 which, to be definite and presenting a non-limiting example, are shown as impellers (for the gas) or ship propellers (for the liquid), each of the pressure units being connected to a power actuator 109. All the propulsor nozzles are equipped with vectoring units (deflectors) 108 which, to be definite and presenting a non-limiting example, are shown as deflectable pipes. The vectoring units control the discharge direction of a jet 107 from the nozzle 104 illustrated as dotted pipes in several fully positions 105. Changing the pressure direction in the pressure units 106 (reversing the pressure) makes it possible for each nozzle 104 to provide for both the operating medium jet discharge from the propulsor and gas or liquid intake from the environment into the propulsor for using as the propulsor operating medium.

(7) As shown in the FIGS. 1 and 2, the eight nozzles 104 are situated in the vertices of an imaginary parallelepiped (a non-limiting example). As illustrated by a view A of FIG. 1a, the active channel 103 is connected to a nozzle and is equipped by a pressure unit 106. Being reversible, each pressure unit 106 of the propulsor can control both the amount and direction of the pressure. Dotted lines 105 show, as a non-limiting example, the fully positions which the deflectors 108 of the jet 107 discharged from the nozzle 104 may be in.

(8) It follows from FIG. 1, the active channels 103 are pairwise connected by other ends thereof to first ends of intermediate channels 102. Where the active and intermediate channels are connected, an unobstructed flow of the consumable operating medium (gas or liquid) between any channels is provided.

(9) Also, the intermediate channels 102 are connected by other ends thereof to two ends of a central channel 101. Where the intermediate and central channels are connected, an unobstructed flow of the consumable operating medium (gas or liquid) between any channels is provided.

(10) FIG. 2 depicts the main view of this propulsor. The view demonstrably shows a complex spatial configuration of the channels including a three-dimensional (i.e. not located in one plane) star, with the central channel added to the center of the star.

(11) FIG. 3 presents, as a non-limiting example, an arrangement of the propulsor 303 in a body 302 of a transport vehicle, the body looking like a parallelepiped with cut corners, the propulsor being placed inside the body, controlled nozzles being outside the body.

(12) Like the prototype, the proposed propulsor possesses uniquely high level of transport vehicle controllability and ensures fast-response controlling of the thrust and thrust moment vectors in the full solid angle range. In doing so, the proposed structure of the propulsor channel connections secures substantially smaller, as compared with the prototype, internal loss in the propulsor. Thus, efficacy and efficiency of the propulsor are enhanced.

(13) The described propulsor structure is most preferable for the use in transport vehicles moving in three-dimensional gas or liquid medium, specifically—as an unlimited example—in air or under water. The propulsor is intended for the use, as an unlimited example, within the body of transport vehicles. Non-limiting examples of such transport vehicles can be submarines for the liquid medium and dirigibles for the gas (air) medium.

(14) Propulsor Units

(15) Propulsor Nozzles

(16) A practical, but non-limiting, example of mutual arrangement of propulsor nozzles 104 if placing same close to corners of an imaginary parallelepiped. Such an example is used for greater certainty in all the drawings illustrating the present disclosure.

(17) The propulsor controlled nozzles ensure the controllable changing of the direction of discharge of the operating medium jet. Non-limiting examples of such nozzles are nozzles with inclinable extensions shown in view A of FIG. 1.

(18) Pressure Units

(19) The pressure units 106, shown in FIG. 1 provide, by creating a pressure difference, a flow movement of the operating medium in the propulsor. For the air (water) propellers 106 shown, as a non-limiting example, in FIG. 1, this is ensured by the use of controllable-pitch propeller blades and by the possibility of setting the negative incidence (pitch) of the blades, to thereby secure a controllable change of the propeller (water propeller) thrust value and direction. A propeller (water propeller) with a non-changing blade pitch and with the possibility of rotating in two opposite directions can serve another non-limiting example ensuring reversal of the head.

(20) One more non-limiting example of a pressure unit with the head reversal is an aggregation of two or more above-described pressure units operating as an integral pressure unit.

(21) It is understood throughout the present disclosure that pressure units 106 have a whichever power actuator conventionally shown in all figures similar to unit 109 in FIG. 1. Non-limiting examples of such power actuators are a separate motor connected to a propeller (water propeller) or a transmission connected to a propeller (water propeller) and ensuring the supply of energy and the operation of the pressure unit.

(22) Propulsor Fluid Channels

(23) A system of fluid channels in the propulsor is designed for connecting all the propulsor nozzles with each other and ensuring moving flows of the operating medium therethrough. The channels immediately connected to the nozzles are equipped with the pressure units. In their interconnection, the propulsor channels pattern “complex-branched spatial star with a central channel”. The structure (configuration) of the channels is illustrated, for example, in FIG. 1. FIG. 3 shows, as a non-limiting example, the arrangement of the propulsor channels within the body of a transport vehicle.

(24) Operation of the Propulsor

(25) Operation of the propulsor applies the principle of creating thrust as a response to discharging a jet of operating medium, for example liquid or gas, from a nozzle.

(26) A distinguishing operating characteristic of the proposed propulsor is the ability thereof to ensure controlling thrust (a total thrust vector of all nozzles) and thrust moment (a total thrust moment vector of all nozzles) in the full solid (spatial) angle range relative the propulsor itself.

(27) To bring about the ability of such a control of the thrust and thrust moment, a possibility is realized in the propulsor to intake gas or liquid from environment through one or several propulsor nozzles and to use same as an operating medium. At the same time, the propulsor ensures the possibility of discharging a jet (jets) of the operating medium from another or several other nozzles to create a total thrust vector and total thrust moment vector required at a particular moment.

(28) A mode of operation of each nozzle—for the intake of the operating medium from the environment or for the discharge of the operating medium jet back into the environment is mainly determined by the mode of operation of the pressure unit in the channel immediately connected to the nozzle, and—to a lesser extent—by the mode of operation of pressure units in other channels.

(29) All the propulsor nozzles are equipped with units controlling the direction of discharge of the operating medium jet.

(30) The proposed structure (arrangement) of the channels of the propulsor, modified as compared with the prototype, enhances the efficacy of the compulsory due to lesser internal loss in the propulsor.

(31) The operation of the propulsor is described below by non-limiting examples illustrating how several modes of operation thereof are realized.

(32) General principles of operation of the propulsor are described with a reference to FIG. 1. During the operation of the propulsor, gas or liquid comes from the environment into the propulsor through some (one or several) of eight nozzles 104 thereof, passes through channels 101, 102, 103 of the propulsor and is then discharged back into the environment as directed jets through other nozzles of the propulsor. Reacting forces resulting from the discharge of the jets of the operating medium form the total thrust of the propulsor and the total thrust moment (turning force) of the propulsor.

(33) The intake of the operating medium into the propulsor, the movement of the operating medium through the channels, and the discharge of the operating medium through the nozzles are performed due to the operation of pressure units 106 in eight active channels 103 of the propulsor (the channels immediately adjacent to the eight nozzles 104).

(34) The mode of operation of the nozzle 104 “for the intake of the operating medium from outside” is realized through a respective direction of the head of the pressure unit 106 in the active channel adjacent to this nozzle. The pressure unit 106 creates a head (a pressure difference) resulting in lowering the pressure in the nozzle which ensures inlet of the gas or liquid from the environment into the nozzle. As a result, the intake of gas or liquid from the environment is performed through the nozzle.

(35) The mode of operation of the nozzle 104 “for the discharge of the jet” is realized through the work of the pressure unit 106 in the channel immediately adjacent to a respective nozzle 104, the pressure unit creating a head toward the nozzle. As this takes place, the deflector 108 controlling the direction of the jet discharge from the nozzle 104 ensures the required direction of the discharge of the jet. The resulting reactive force is directly related, by the magnitude thereof, to the intensity of the jet (namely, to the flow rate and the nozzle velocity), is opposite, by the direction thereof, to the direction of the discharge of the jet of the operating medium from the nozzle, and is applied to the body of the nozzle along the axis of the jet. The thrust vector of every nozzle can vary by value thereof from zero to a certain maximal value prescribed structurally and by direction thereof—within a certain solid angle which is also prescribed structurally.

(36) In each particular moment of the operation of the propulsor, each of the nozzles 104 of the propulsor works either for the discharge of the jet of the operating medium from the propulsor or for the intake of the operating medium into the propulsor (except for the zero flow rate (stagnation point) through the nozzle). As this takes place, the intensity of the discharge of the operating medium, or the intensity of the intake thereof through a specific nozzle 104 at each particular moment can be controlled by the pressure unit 106 of the active channel 103 of the respective nozzle over a wide range from zero to a maximal intensity. Falling into this range is the stagnation point where the operating medium neither comes into, nor discharge from, the nozzle.

(37) Thrust vectors for all the nozzles, working for the discharge of the operating medium, are summed according to known rules of adding vector values and form a total thrust vector of the propulsor and a total thrust moment vector.

(38) The arrangement of the nozzles 104 relative to the whole propulsor at the corners of the imaginary parallelepiped, shown as a non-limiting example in FIG. 1 and other drawings, provides the possibility for the propulsor to form thrust vectors and thrust moment vectors in any spatial direction, i.e. in the range of a full solid angle.

(39) The thrust moment of the propulsor is a propulsor turning force around an imaginary axis which is actually oriented in space randomly. In the language of the vector representation of force moments, where a force moment is represented by a vector formed according to the known right-hand rule, the propulsor secures forming a force moment vector in any direction, i.e. in the range of a full solid angle.

(40) Generally, the movement of the operating medium through the propulsor channels is described by a rather complicated interaction complex since, in operation, each pressure unit influences flows of the operating medium in all propulsor channels. The examples of the operation of the propulsor described in the present disclosure outline “in a first approximation’ main and essential phenomena occurring in the propulsor, without mentioning all (of lower value) interactions. In presenting this way, all the explanations set forth in the description of the propulsor operation remain correct, notwithstanding a simplified character thereof.

(41) The design of the propulsor offers the possibility to form at any moment and simultaneously a thrust vector in any direction and thrust moment vector in any direction. With that, it becomes possible to use, when required, the whole available power capacity for either of the above two tasks because both maximal thrust and maximal thrust moment are formed where all pressure units 106 are at full operation. In proceeding so, the available power capacity can be, and must be, shared by the task of forming thrust and the task of forming thrust moment as appropriate for the current task of the propulsor and the whole transport vehicle. Generally, the realizing of the propulsor mode of operation at each moment is always a two partial modes superposition—forming thrust and forming thrust moment—made reasonably and in the optimal way.

(42) In operation of the propulsor, there is always selected a mode where one or several nozzles 104 perform the discharge of the operating medium, whereas another or several other nozzles 104 perform taking the operating medium in the propulsor. Eight nozzles of the propulsor offer a large set of such combinations. Among those combinations, the most intensive are those relating to the modes where four nozzles work for taking the operating medium in, whereas four other nozzles work for discharging the operating medium, forming a currently required combination of total thrust and total thrust moment (turning force). Since any nozzle 104 of the proposed propulsor can be used for both taking the operating medium from outside and for discharging the operating medium outside, there exist many (actually, unlimited number of) combinations forming the required total thrust vectors and thrust moment vectors.

(43) Examples of Operating Modes of the Propulsor.

(44) Shown in FIG. 4 as a non-limiting example is the most common (in which all the propulsor units are involved) mode of operation of the propulsor. Triple arrows 401 show the intake, via respective nozzles, of gas or liquid from the surrounding environment to be used as the operating medium. This results from rarefaction created in respective channels when pressure units work for suction, which is shown conventionally by dotted arrows 407 with diamonds. Dotted arrows 402 illustrate the movement of the operating medium through the propulsor channels. A big bold arrow 403 shows the direction “to the left” of the total propulsor thrust in this mode of operation. Short thick arrows 404 show thrust of the respective nozzle, which thrust in turn appears as a reaction to the discharge of the jet of the operating medium from the nozzle in the directions shown by arrows 405. The thrust in the direction pointed by the arrow 403 is a vector sum of thrust forces 404 of four right nozzles of the propulsor that are equal in terms of direction and magnitude.

(45) The required thrust is formed due to the shown modes of operation of the pressure units working for the suction (shown by arrows 407) through nozzles 408, and working for the discharge (shown by arrows 406) of the operating medium through nozzles 409 of the propulsor, the pressure units defining the direction 405 of the discharge of the jets of the operating medium and forming the thrust 404 of each of these nozzles.

(46) This mode of operation of the propulsor secures, as a non-limiting example, a direct motion of the transport vehicle.

(47) Shown in FIG. 5 as a non-limiting example is a propulsor mode of operation forming thrust in the direction pointed by arrow 502. Nozzles 504 and 507 of the propulsor discharge jets of the operating medium in the direction designated by arrows 505 and 511, whereby thrust 509 and 503 of the nozzles and total thrust in the direction shown by the arrow 502 are formed. The intake (suction) of the operating medium into the propulsor is performed through four nozzles 501 (the second nozzle 501 is not visible in the drawing) and 506. Dotted arrows 510 show flows of the operating medium through the propulsor channels, and dotted arrows 508 with diamonds illustrate the direction of the head in the respective pressure units.

(48) This mode of operation of the propulsor secures, as a non-limiting example, a sideward motion of the transport vehicle.

(49) FIG. 6 illustrates, as a nonlimiting example, forming thrust in the direction shown by arrow 607, four nozzles 605 (the second nozzle 605 being invisible in the drawing) and 606 working to suck the operating medium from the surrounding environment, and nozzles 601, 603 working to discharge the operating medium jets in the direction 602. Dotted arrows 608 show paths (very short for the case) of the operating medium through the propulsor channels for this mode, whereas dotted arrows 609 with diamonds show, similar to that in other drawings, the direction of the head created by pressure units in the respective channels of the propulsor. The thrust 604 formed by each nozzle presents, when summed up, the total thrust 607 of the propulsor.

(50) This mode of operation of the propulsor secures, as a non-limiting example, a downward motion of the transport vehicle.

(51) Shown in FIG. 7 as a non-limiting example is the propulsor operation mode where thrust is formed in the direction shown by arrow 703, nozzles 701, 702, 711 working to suck the operating medium from the surrounding environment, nozzles 705, 707, 708, and 710 working to discharge the operating medium in the directions designated by arrows 706, 709, 712, 713. The total thrust in the direction shown by the arrow 703 is secured as a thrust vector sum 704 of the four nozzles 705, 707, 708, and 710. Dotted arrows show paths of the operating medium through the propulsor channels for this mode, whereas dotted arrows with diamonds show the direction of the head created by respective pressure units in the propulsor channels.

(52) This mode of operation of the propulsor secures, as a non-limiting example, a front-and-upward motion of the transport vehicle.

(53) FIG. 8 illustrates, as a non-limiting example, the propulsor mode of operation creating a thrust moment (a turning force) in the direction shown by a circular arrow 801 (counterclockwise, about the axis of yaw of the propulsor). The thrust moment for this mode is formed by a total thrust (short arrows 802 and 806) of two pairs of nozzles 804 and 805 discharging jets of the operating medium in the directions designated by long arrows 803. It is understood that the thrust vectors (shown as arrow pairs 802 and 803) of the nozzles are parallel in space and equal to each other by magnitude, thus securing a zero-total thrust of the propulsor with a significantly non-zero thrust moment thereof.

(54) This mode of operation of the propulsor offers, as a non-limiting example, an on-the-spot turn of the transport vehicle.

(55) Shown in FIG. 9 as a non-limiting example is the propulsor mode of operation providing thrust moment in the direction of a circular arrow 901 (about the longitudinal (roll) axis of the propulsor) due to the operation of two nozzles 908 discharging jets of the operating medium in the directions defined by arrows 903 and 909, thus creating thrust 902 and 907. Two nozzles work for suction providing intake of the operating medium from the environment into the propulsor as indicated by arrows 904. It is understood that the thrust vectors of the nozzles are parallel in space and equal to each other by magnitude, thus securing a zero-total thrust of the propulsor with a substantially non-zero thrust moment thereof. Dotted arrows 906 with diamonds show the operation direction of the pressure units of the active channels in this mode of operation of the propulsor. Other channels, nozzles and pressure units are not involved in the mode shown, there is no movement of the operating medium therethrough (a zero flow).

(56) This mode of operation of the propulsor offers, as a non-limiting example, rolling of the transport vehicle or compensating of the rolling caused by an external action.

(57) Depicted in FIG. 10 as a non-limiting example is a more complex mode of operation where forming two thrust moments in the directions indicated by circular arrows 1003 and 1004 takes place simultaneously.

(58) In this drawing, some vectors (such as 1014 and 1015) are illustrated the way that vividly demonstrates them as a vector sum. This means the following. Consumption of the operating medium (the direction and magnitude of the consumption) from the nozzle 1012, shown by separate vectors 1014 and 1015, is in fact (in the mode depicted in this drawing) a total summary consumption, the magnitude and direction thereof being presented by a vector sum, a double (summary) arrow “1014+1015”. Each of those partial consumptions creates a respective thrust. This is shown by two thrust vectors (arrows 1010 and 1011) which are summed vectorially and thus create a total summary nozzle thrust indicated by a double arrow “1010+1011”. De facto, the nozzle would certainly discharge one (summary) jet and forms one (summary) thrust. Such a resolution of the summary consumption and respective summary thrust of one nozzle (1012) into components is set forth in FIG. 10 to vividly show and elaborate further on the way this one nozzle (in the mode under consideration) works to simultaneously (summarily) provide the formation of two different thrust moments in cooperation with two other nozzles (1001 and 1005). As this takes place, the operating medium jet 1002 from the nozzle 1001 forms thrust 1009 of this nozzle, and the operating medium jet 1006 from the nozzle 1005 forms thrust 1013. Such vector representation is fully faithful mathematically and physically.

(59) Within the limits of such representation, it is clear from FIG. 10 that a force couple 1011 and 1009 (nozzles 1012 and 1001, respectively) creates a force moment tending to turn the propulsor in the direction of the circular arrow 1003. If the above-mentioned force vector couple is parallel to each other, multidirectional, and the forces are equal to each other, the summary thrust created thereby is equal to zero, whereas the summary force moment has a significant value. In this case, the synchronous varying of these forces (in an unchanged direction) provides regulating the magnitude of the created moment from zero to a certain maximum.

(60) Same operational procedure is applicable to a consumption couple 1015 and 1006 and to a respective force couple 1010 and 1013 emerging as a response to the discharge of the mentioned consumption of the operating medium from the nozzles. Similarly, the above couple of forces, providing they are parallel, multidirectional and equal by magnitude, forms thrust moment of significant value and forms no summary thrust (their thrust cancels out and equal to zero). It is possible, when synchronously regulating consumption 1015 and 1006, to independently vary the thrust moment value in the direction of the circular arrow 1004.

(61) The intake of the operating medium from outside into the propulsor is illustrated by triple arrows 1008 next to respective nozzles 1007. The paths of movement of the operating medium through the propulsor channels in this mode are shown by dotted arrows 1016. The direction of head in pressure units of the channels are indicated by dotted arrows 1017 with diamonds.

(62) This mode of operation of the propulsor offers, as a non-limiting example, simultaneous counteraction with regard to roll and trim caused by an external action.

(63) A mode of operation of the propulsor providing simultaneously thrust in the direction shown by arrow 1104 and thrust moment in the direction indicated by arrow 1105 is illustrated, as a non-limiting example, by FIG. 11. Nozzles 1101 provide intake of the operating medium from the outside environment into the propulsor. Dotted arrows 1103 show the paths of movement of the operating medium, and dotted arrows 1102 with diamonds depict the direction of operation of pressure units. Nozzles 1107, 1110, and 1113 work for the discharge of the operating medium and form required discharge jet directions 1108, 1111, and 1114. These nozzles form respective thrust forces 1106, 1109, and 1112. In this mode, vector 1104 of the force of thrust of the propulsor as a whole is a vector sum of the above nozzle thrust vectors, whereas the thrust moment of the propulsor as a whole (indicated by circular arrow 1105) is a sum (vectorial) of force moments of nozzles (not shown).

(64) This mode of operation of the propulsor can be used, as a non-limiting example, in a situation of a vertical take-off of an air transport vehicle where the propulsor simultaneously provides climbing, building up speed, and getting the transport vehicle on the prescribed course.