U.S. patent number 3,722,454 [Application Number 05/084,754] was granted by the patent office on 1973-03-27 for thrust augmenter.
Invention is credited to Richard Silvester.
United States Patent |
3,722,454 |
Silvester |
March 27, 1973 |
THRUST AUGMENTER
Abstract
A device for augmenting the thrust from the prime thrust unit of
a vessel wherein the thrust unit is surrounded by a shroud having a
flared entrance placed in close proximity to the hull of the vessel
so that the velocity of fluid being drawn into the shroud increases
thus reducing the pressure of fluid acting on the leading face of
the flared entrance to augment the thrust of the prime thrust
unit.
Inventors: |
Silvester; Richard (Wembly,
AU) |
Family
ID: |
22187002 |
Appl.
No.: |
05/084,754 |
Filed: |
October 28, 1970 |
Current U.S.
Class: |
440/67;
239/265.17; 416/20R |
Current CPC
Class: |
B63H
5/14 (20130101) |
Current International
Class: |
B63H
5/00 (20060101); B63H 5/14 (20060101); B63h
005/14 () |
Field of
Search: |
;115/34,14,15,11,35,12,42 ;114/150,151,56 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Buchler; Milton
Assistant Examiner: Rutledge; Carl A.
Claims
I claim:
1. A thrust augmenter for a vessel or craft provided with a prime
thrust unit comprising a shroud surrounding said prime thrust unit
and having a flared entrance placed in close proximity to the hull
or wall of the vessel such that fluid enters the shroud radially
thus augmenting the thrust of the prime thrust unit by reducing the
pressure of fluid acting on the leading face of the flared
entrance, the hull or wall of the vessel or craft adjacent the
flared entrance being roughened so as to reduce the velocity of
fluid entering the flared entrance immediately adjacent said hull
or wall.
2. A thrust augmenter as claimed in claim 1 including a swivel
mechanism connecting said thrust augmenter to said vessel hull
whereby thrust can be exerted by the thrust augmenters in any
direction for maneuvering purposes.
3. A thrust augmenter for a vessel craft provided with a prime
thrust unit comprising a shroud surrounding the prime thrust unit
of the vessel or craft, the shroud having a flared entrance placed
in close proximity to the hull or wall of the vessel or craft such
that fluid enters the shroud radially so as to create a velocity
gradient across that part of the flow path between said flared
entrance and said hull or wall, the velocity of fluid being a
maximum adjacent said flared entrance and a minimum adjacent said
hull or wall, thus augmenting the thrust of the prime thrust unit
by reducing the pressure of fluid acting on the leading face of the
flared entrance, fixed or movable guide vanes being located at said
flared entrance to provide radial or swirling flow to the fluid
entering the flared entrance.
4. A thrust augmenter for a vessel or craft provided with a
propeller as the prime thrust unit comprising a shroud surrounding
the propeller forming the prime thrust unit of the vessel or craft,
the shroud having a flared entrance placed in close proximity to
the hull or wall of the vessel or craft such that fluid enters the
shroud radially so as to create a velocity gradient across that
part of the flow path between said flared entrance and said hull or
wall, the velocity of fluid being a maximum adjacent said flared
entrance and a minimum adjacent said hull or wall, thus augmenting
the thrust of the propellor by reducing the pressure of fluid
acting on the leading face of the flared entrance, and an
additional or secondary shroud is located rearwardly of the shroud
surrounding the propellor, said secondary shroud having a flared
entrance in close proximity to the flared entrance of the shroud
surrounding the propellor.
5. A thrust augmenter as claimed in claim 4 wherein the rear face
of the shroud surrounding the propellor is roughened.
Description
Propulsion of objects, such as ships and airplanes, is achieved by
jetting a stream of fluid to the rear. The force involved in this
momentum change is conveyed to the vehicle generating it. The jet
stream can be effected by a propeller as in most ships and some
aircraft, or by high pressure nozzles fed by hydrodynamic pumps or
compressors, as the case may be.
For such a single jet unit high velocities are required to produce
the necessary thrust. This involves a large proportionate loss of
energy and efficiency due to the velocity head in the fluid on
exit. Optimum efficiency for a given input is obtained from a large
discharge at a low velocity, controlled by the fact that thrust is
determined by the difference between the discharge velocity and the
speed of the craft. On ships this implies large propellers rotating
at slow speeds. The optimum has been reached in these for large
bulk carriers in terms of manufacture and providing adequate flow
conditions to the propeller. To augment the thrust due to the
propeller on ships, shrouds have been used surrounding the
propeller. The water drawn by the propeller also drags surrounding
water through the entrance of the shroud. The velocity induced into
the water on the forward face of the shroud reduces the pressure on
it. The differential between this and the static pressure existing
at the level of the unit provides additional thrust in the
direction of ship motion. Such augmenters are useful for vessels of
slow speed, such as tugs and large bulk carriers.
Where the prime thrust unit is smaller in diameter and of
relatively high velocity as for example in the case of a driving
nozzle, a similar shroud can be used to that referred to above with
the addition of a rearward cylindrical extension to the shroud, the
extension serving as a mixing tube. Thus when for example, the
shroud surrounds a driving nozzle, the diameter of the nozzle is
some fraction of that of the mixing tube, this ratio determining
the proportion of fluid drawn through the flared entrance to that
issuing through the driving nozzle. The length of the mixing tube
should be several times its diameter in order to optimize
efficiency of what is essentially an ejector or water jet-pump.
The augmentation of the thrust in the case of the mixing tube
derives from the reduced pressure on the flared entrance of the
shroud through the momentum given to the water drawn into the tube
and expelled at some velocity between that of the driving nozzle
and the suction fluid. As is the case with the first mentioned
shroud, the augmented thrust decreases with any increase in vessel
speed due to the initial momentum already contained in the fluid on
entry to the mixing tube, plus the increased wake and friction
losses of the unit.
Any shrouds of mixing tubes employed to date on ships or planes
have necessarily been open to the force of the water or air as the
craft moves forward. As speed increases so is it more difficult to
give momentum to the fluid as any point is passed. As noted above
this is not a great problem for slow moving vessels with high speed
jet streams.
It is therefore an object of the present invention to provide a
thrust augmenter which is efficient for both fast moving and slow
moving vessels having either high speed or low speed prime thrust
units.
Accordingly the present invention resides in a thrust augmenter for
a vessel or craft provided with a prime thrust unit comprising a
shroud surrounding said a prime thrust unit of the vessel or craft,
and having a flared entrance placed in close proximity to the hull
or wall of the vessel or craft such that fluid enters the shroud
substantially radially thus augmenting the thrust of the prime
thrust unit by reducing the pressure of fluid acting on the leading
face of the flared entrance, the hull or wall of the vessel being
roughened so as to reduce the velocity of the fluid entering the
flared entrance immediately adjacent said hull or wall.
The advantage derived from placing the flared entrance of the
shroud in close proximity to the hull of a vessel is that the
velocities of fluid being drawn in are increased, particularly at
the outer diameter of the flared entrance.
This increase in velocity is greater on the flared edge than on the
wall or the hull of the craft or vessel. This will result in a
greater differential in pressure which will result in a higher
augmented thrust.
An added advantage of the fluid having to enter the shroud
substantially radially or normal to its axis is that the fluid will
initially be moving forward at the speed of the vessel. This
represents a momentum which the vessel must provide, but this
sternward force is present in any case unless the stern area of the
vessel is streamlined. When this water with forward momentum is
ejected from the stern of the shroud, the change in momentum
provides the thrust. This thrust is much greater than that
available when the suction water is static before entry, and it
therefore does not decrease greatly as the speed of the vessel
increases.
In order, however, that the invention may be better understood, it
will now be described with reference to the accompanying drawings,
but it will be appreciated that the invention is not intended to be
limited to the particular embodiments shown therein.
In the drawings:
FIG. 1 is a diagrammatic sectional elevation of one form of thrust
augmenter;
FIG. 2 is an enlarged fragmentary section of the augmenter shown in
FIG. 1;
FIG. 3 is a diagrammatic sectional elevation of a second form of
augmenter;
FIG. 4 illustrates suggested layouts for the augmenters at the
stern of a vessel;
FIG. 5 illustrates a suggested layout for the augmenters along the
hull of a vessel; and
FIG. 6 illustrates the mounting of variable direction augmenters
for use in propulsion and maneuvering of a vessel.
In the embodiment shown in FIG. 1, the augmenter is provided with a
shroud 11 having a flared entrance 12, the shroud surrounding a
driving nozzle 13, the flared entrance 12 of the shroud being
placed close to the wall or hull 14 of the vessel such that fluid
enters the shroud substantially radially or normal to its axis.
Preferably the rear end of the shroud 11 is provided with a
rearwardly extending cylindrical tubular extension 15 which serves
as a mixing tube, the length then of the shroud together with
extension being much greater than the inner diameter of the flared
entrance 12. Because the flared entrance 12 is placed close to the
hull 14, as explained above, the velocity of fluid being drawn into
the shroud is increased, the increase in velocity being greater on
the flared edge than on the hull 14. To reduce any possible high
velocity near the hull 14, which would make for a sternward force,
the hull 14 may be hydraulically roughened by the use, for example,
of protuberances 16 as seen in FIG. 2, so as to reduce velocities
adjacent to the hull 14. The outer periphery of the flared entrance
12 is preferably sharp edged as at 17, or alternatively provided
with a slight forward projection 18 in order that the boundary
layer of fluid is swiftly widened over the curved surface of the
flared entrance 12. This increases the thrust force developed.
The prime thrust unit as shown in FIGS. 1 and 2 is, as stated, a
nozzle 13 fed by a pump from within the vessel to provide high
velocity. An alternative to the nozzle 13, is a conventional or
specially designed propeller 23, as shown in FIG. 3, the propeller
23 being provided with a shroud 21 having a flared entrance 22
placed close to the hull 24 of the vessel. In this embodiment
however, instead of the mixing tube 25 being an extension at the
rear end of the shroud, it is a separate integer having a flared
entrance 20 which is located adjacent and in close proximity to the
flared entrance 22 of the shroud 21, the length of the tube 25
being much greater than the inner diameter of its flared entrance
20. In this embodiment, augmentation of the initial propeller
thrust is obtained through suction at the leading face of the
shroud 21 and additional suction at the flared entrance 20.
Preferably the rear face of the flared entrance 22 of the shroud 21
is hydraulically roughened in a manner and for the reasons similar
to that of the hull 14 in the embodiment shown in FIGS. 1 and 2. By
principles of hydrodynamics it can be shown that, for lamina
conditions near the flared entrances, a swirl motion given to the
inward radial flow will increase the velocities adjacent to the
surfaces of the flared entrances. This would probably apply to
turbulant flow so that vanes 26 (FIG. 3) placed around the
periphery of the flared entrance 20 adjacent the rear face of the
flared entrance 22 also increase further the pressure differential
over it. Similar further vanes or blades 27 between the flared
entrance of the shroud and the hull of the vessel in both
embodiments shown in FIGS. 1 and 2 and FIG. 3 may be so directed as
to improve the efficiency of the prime thrust units.
It might be considered that the system described with reference to
FIG. 3, with the small clearance or spacing between the flared
entrance 20 and the flared entrance 22, represents the cascade
mixing system proposed in the past. However, the similarity breaks
down due to the long length of the mixing tube 25 required in the
present instance. Were a cascade system to be adopted the length
overall would become excessive.
In respect to a water medium as for ships, efficiency of operation
would depend greatly upon the exclusion of air from the inducted
water. Aerated water would not provide such good momentum change.
For this reason, the augmenters should be located as deep as
possible on the stern of the vessel. A suggested layout for a large
bulk carrier is depicted on the right hand side of FIG. 4. It is
possible that a multi-rudder attachment could be used on the
outlets of the mixing tubes, but steering could also be effected by
jets on one side of the stern being used only. If sufficient room
is not available on the stern of a vessel to develop the desired
thrust, jets and their augmenters could be employed in suitable
indentations 29 along the sides as shown in FIG. 5 and the left
hand side of FIG. 4. These units are slightly less efficient than
those used in the stern for thrust purposes, because of their
slightly oblique angle to the ship center line. However, they could
be extremely effective in steering the vessel. When those on the
bow quarter, for example, are operated alone, there is a strong
turning moment exerted on the ship. A more flexible propulsion
system is illustrated in FIG. 6, in which thrust units according to
the invention are connected to a swivel 30 inside appropriate
channels 31 along each side of the ship. The prime thrust units,
which can be either of the nozzle or propeller type, can be
directed astern (S), to port or starboard (P), or towards the bow
(B) for purposes of reversing. Maneuvering can thus be accomplished
without the use of tugs.
It will be noted that the above augmenters have been described in
connection with a liquid medium, however, it will be appreciated
that air can be the driving and driven fluid medium, the air being
fed from compressed air tanks, compressors or fans in a vertical,
inclined or horizontal direction.
In respect to aircraft the concept of a mixing tube and high speed
jet or nozzle can provide the necessary large volumes of air and
other advantages of differential pressure on shrouds and flared
entrances. This would be mainly applicable to lift forces as
required in a helicopter type operation. Units as illustrated in
FIGS. 1 or 3 which are directed upwards could use the nozzle 13 or
propeller 23 to draw air through the mixing tube 15 or 25. A large
load carrying platform would require several such thrust units. A
single unit could be designed to lift one man and the necessary
hardware for providing power. He could then propel himself
horizontally by tilting the platform, or by means of a subsidiary
propeller.
* * * * *