Abstract: An on-board quick charge circuit for an electric vehicle battery is incorporated in an electric vehicle having a solid state dc chopper motor speed controller which may be connected in either a propulsion mode or in a battery charge mode. With the aid of an external donor battery at the charge station, load leveling at the utility grid is maintained irrespective of the instantaneous current demands in the battery charging process. Energy transfer from the donor battery to the on-board propulsion battery is controlled by solid state switching apparatus. Each time the switching apparatus conducts, energy as transferred from the donor battery to the on-board propulsion battery, and energy is additionally transferred and stored in the dc reactor associated with the dc chopper circuit of the vehicle propulsion system. The energy stored in the dc reactor is expended into the on-board propulsion battery when the switching apparatus is turned off. Thus, the on-board propulsion battery is recharged by a continuous dc current amplitude.

Abstract: A scale model performance test was conducted as part of the NASA Energy Efficient Engine (E3) Program, to investigate the geometric variables that influence the aerodynamic design of exhaust system mixers for high-bypass, mixed-flow engines. Mixer configuration variables included lobe number, penetration and perimeter, as well as several cutback mixer geometries. Mixing effectiveness and mixer pressure loss were determined using measured thrust and nozzle exit total pressure and temperature surveys. Results provide a data base to aid the analysis and design development of the E3 mixed-flow exhaust system.

Abstract: Disclosed herein is a marine propulsion device comprising a bracket adapted to be fixed relative to a boat transom, a propulsion unit including a steering arm, pivots pivotally connecting the bracket and the propulsion unit for vertical pivotal movement of the propulsion unit about a tilt axis which is substantially horizontal when the bracket is boat mounted, and for swinging movement of the propulsion unit about a steering axis which is generally transverse to the horizontal axis, a support rod fixed in spaced parallel rotation to the bracket and against movement axially of the horizontal axis and for tilting movement in common with the propulsion unit, a member carried by the support rod for movement axially of the support rod, a coupling connecting the member and the steering arm for swinging the propulsion unit about the steering axis in response to movement of the member axially of the support rod, and mechanism for selectively displacing the member axially of the support rod to thereby steer the propulsion unit.

Abstract: The invention relates to an improved system for propulsion of boats by winds and streams and for recovery of disposable energy from floating stations neither moored nor anchored, the improved system comprising: at least one aerial feathered propeller with its shaft, the propeller being mounted orientable in any azimuth direction contained in a substantially horizontal plane and adapted to function as an aerogenerator as well as a propulsive screw; a superstructure supporting device on the floating unit adapted to permit orientation as desired of the aerial propeller in the direction of the wind; at least one nautic propeller screw with its shaft, mounted under the bottom of the floating unit and adapted to be capable of functioning as energy collecting turbine as well as propeller; a transmission system connecting the aerial propeller shaft to the nautic propeller shaft, the transmission being reversible and capable of including a torque conversion device to select during operations the direction of transmission as well as the transmission ratio; a directional device adapted to ensure the steering of the floating unit; and control devices comprising actuating apparatus adapted to allow the driver to act, in addition upon the directional device and the azimuth orientation of said aerial propeller, upon at least two of three variable parameters of said system, namely the pitch of said aerial propeller, the transmission ratio and the pitch of said nautic propeller, by the actuating apparatus.

Abstract: An aircraft having supersonic and subsonic flight capabilities which utilizes a variable dihedral angle tail unit to vary the aircraft geometry to improve aerodynamic efficiency, especially when changing from subsonic to supersonic speeds and vice versa, which saves propulsion energy and can be used to present minimal radar cross section from a given direction.

Abstract: Disclosed herein is an outboard motor comprising a propulsion unit including a rotatably mounted propeller, structure adapted to be fixedly connected to a boat transom and connected to the propulsion unit for mounting of the propulsion unit for pivotal movement about an axis which is horizontal when the mounting structure is boat mounted, a trim tab mounted on the propulsion unit for pivotal movement about an axis transverse to the horizontal axis, and a linkage for displacing the trim tab about the transverse axis in response to movement of the propulsion unit about the horizontal axis.

Abstract: The present invention relates to a method of providing thrust and added lift to a vehicle by accelerating fluid heated by solar energy. The present invention also relates to apparatus for carrying out the aforementioned method. Accordingly, the present invention relates to a method of providing initial acceleration and propulsion or enhancing the initial acceleration and propulsion of a vehicle in an environment having at least some fluid, the vehicle being of the type having at least one member, at least a portion of which is treated for absorbing solar radiation for heating fluid adjacent the member for use in propelling the vehicle through the environment. By use of direct and/or focused solar radiation, fluid is heated, accelerated and deflected away from a vehicle by natural or forced convection to provide thrust and lift of the vehicle.

Abstract: A modular, apogee-control package is disclosed which can be added to exisg missiles, and which will limit the apogee of the missile trajectory by implementation of thrust vector control (TVC). The package comprises a boost guidance unit, a solid rocket propellant motor, and jet vane TVC.

Abstract: Disclosed herein is an outboard motor including a power head having an engine, a propulsion leg extending downwardly from the power head, an input shaft housed in the propulsion leg and driven by the engine, a drive shaft housed in the propulsion leg, a propeller shaft in the propulsion leg and drivingly connected to the drive shaft, and a propeller mounted on the propeller shaft. The outboard motor also includes a transmission for drivingly connecting the input shaft and the drive shaft, the transmission being housed in the propulsion leg above the propeller shaft and selectively and alternatively driving the drive shaft in forward and reverse directions and providing two forward speeds.

Abstract: A ducted fan propulsion plant has a reversible-pitch fan driven by a core gas turbine engine and housed in a duct which terminates at its downstream end in an outlet nozzle defined between two semi-cylindrical shells. The shells are mounted for movement hydraulically both axially and angularly to define an increased effective nozzle area for take-off. Upon further rearward axial displacement the shells adopt a reverse-thrust position to define air inlets to the fan when the fan blade pitch is reversed.

Abstract: A computerized preliminary design system is used to evaluate potential main liquid-rocket propulsion systems for advanced technology winged single-state-to-orbit launch vehicles. Evaluated are tradeoffs between ascent flight trajectory performance and flight vehicle sizing driven by engine mass and propellant requirements. Numerous mission, flight, and vehicle-related requirements and constraints are satisfied in the design process. With the design system, five dual-mode propulsion system concepts are compared to a baseline hydrogen and oxygen system in terms of the changes in vehicle dry mass and gross mass.

Abstract: An electrical drive vehicle with an onboard battery and a DC propulsion motor having means for automatically switching the DC motor from a series field operation to shunt field operation upon the operator actuating the braking means to convert the kinetic braking energy to electrically energy for charging, via an intermediate storage means, the onboard battery The switching means is a variable duty cycle transistor switching means controlling the excitation of the DC motor in the shunt field mode

Abstract: A wind turbine on an essentially vertical mast converting wind power to electric power for the propulsion motors of a screw propelled ship. The turbine is omnidirectional and capable of being reefed for speed control.

Abstract: Recent advances in energy storage, switching and magnet technology make electromagnetic acceleration a viable alternative to chemical propulsion for certain tasks, and a means to perform other tasks not previously feasible. Applications include the acceleration of gram-size particles for hypervelocity research and the initiation of fusion by impact, a replacement for chemically propelled artillery, the transportation of cargo and personnel over inaccessible terrain (front line support, ship-to-shore, emergency evacuation, forest fire control, etc.), and the launching of space vehicles to supply massive space operations (construction of solar power satellites, lunar and asteroid mining operations, manufacturing and research facilities), and for the disposal of nuclear waste. The simplest launcher of interest is the railgun, in which a short-circuit slide or an arc is driven along two rails by direct current. The most sophisticated studied thus far is the mass driver, in which a superconducting shuttle bucket is accelerated by a line of pulse coils energized by capacitors at energy conversion efficiencies better than 90 percent. Other accelerators of interest include helical, brush-commutated motors, discrete coil arc commutated drivers, flux compression momentum transformers, and various hybrid electro-chemical devices. A facility to investigate the most promising accelerating mechanisms has been established at this laboratory.

Abstract: Mag-Transit is a unique combination of magnetic levitation and propulsion for people mover applications. Linear induction motors are used for levitation, propulsion, braking, and guidance. Since there are a minimum of moving parts there is a potential for a substantial increase in system reliability and availability as compared to conventional systems. Modern solid-state technology provides the capability to condition sufficient quantities of electrical energy to control motor excitation, and thereby levitation, within a closed-loop servo system. Real time measurements of air gaps and vehicle accelerations are used to compute the desired levitation force. In addition, the solid-state electronics provides the ability to control independently the speed of the vehicle by a continuously variable excitation frequency to the motors. An overview is provided of the Mag-Transit concept from a control system standpoint. Results from a dynamic simulation of a test vehicle configuration are presented.

Abstract: An investigation was conducted of isolated convergent-divergent nozzles to determine the effect of several design parameters on nozzle performance. Tests were conducted using high pressure air for propulsion simulation at Mach numbers from 0.60 to 2.86 at an angle of attack of 0 deg and at nozzle pressure ratios from jet off to 46.0. Three power settings (dry, partial afterburning, and maximum afterburning), three nozzle lengths, and nozzle expansion ratios from 1.22 to 2.24 were investigated. In addition, the effects of nozzle throat radius and a cusp in the external boattail geometry were studied. The results of this study indicate that, for nozzles operating near design conditions, increasing nozzle length increases nozzle thrust-minus-drag performance. Nozzle throat radius and an external boattail cusp had negligible effects on nozzle drag or internal performance.

Abstract: This study identifies and evaluates promising LO2/HC rocket engine cycles, produces a consistent and reliable data base for vehicle optimization and design studies, demonstrates the significance of propulsion system improvements, and selects the critical technology areas necessary to realize an improved surface to orbit transportation system. Parametric LO2/HC engine data were generated over a range of thrust levels from 890 to 6672 kN (200K to 1.5M 1bF) and chamber pressures from 6890 to 34500 kN (1000 to 5000 psia). Engine coolants included RP-1, refined RP-1, LCH4, LC3H8, LO2, and LH2. LO2/RP-1 G.G. cycles were found to be not acceptable for advanced engines. The highest performing LO2/RP-1 staged combustion engine cycle utilizes LO2 as the coolant and incorporates an oxidizer rich preburner. The highest performing cycle for LO2/LCH4 and LO2/LC3H8 utilizes fuel cooling and incorporates both fuel and oxidizer rich preburners. LO2/HC engine cycles permitting the use of a third fluid LH2 coolant and an LH2 rich gas generator provide higher performance at significantly lower pump discharge pressures. The LO2/HC dual throat engine, because of its high altitude performance, delivers the highest payload for the vehicle configuration that was investigated.

Abstract: An undersea weapon comprising a warhead, a rocket motor, detection, homing and control systems and a hydropulse underwater propulsion system in an integral unit. The weapon is launched at a previously detected target, such as a submarine, on a ballistic trajectory through the air by means of the rocket motor. The weapon enters the water near the submarine, which is thereafter detected by an on-board system incorporating active and/or passive detection. The thus-determined submarine direction is utilized by the control system to guide the weapon toward the submarine under water. A hydropulse motor utilizes the empty rocket motor as the propulsion chamber and provides the underwater propulsion to propel the weapon through the water toward the submarine, where the warhead then detonates on contact with the submarine. Alternatively, the weapon may be air dropped near a previously detected target, in which case there need be no propellant in the rocket motor. The hydropulse motor operates by repeatedly filling the chamber with water and expelling the water at high velocity through a converging nozzle in succeeding pulse stages. During the intervals between pulses, the detection system monitors the submarine free of noise from the on-board propulsion motor.

Abstract: The vane wheel is a freely rotating device installed on the propeller shaft behind the propeller to provide additional thrust at no increase in power. The wheel, which is larger in diameter than its companion propeller, functions as a turbine by using the otherwise-wasted propeller slipstream to generate the extra thrust. This paper describes a series of tests performed at the Hamburg Ship Model Tank to compare the efficiency of the vane wheel arrangement with other propulsion units, including a conventional propeller, and propeller with fixed guide mechanism. The Appendix provides a mathematical analysis of the performance of the various units investigated.

Abstract: A spherical vehicle for operation in a fluid medium utilizes an impeller of approximately half the diameter of the sphere for propulsion. In addition to providing the energy for driving the sphere, the propeller acts to draw the flow of fluid smoothly over the after part of the sphere, thus avoiding or minimizing the tendency of the flow to separate from the surface of the sphere and create turbulence. Steering in pitch and yaw planes is effected through the use of a plurality of drag pins located just behind the circle of maximum diameter (with respect to the direction of motion) and selectively actuated by a guidance or control system. A plurality of stub vortex generators are also located on the after side of the sphere and are angled to oppose the torque created by the propeller. The center of gravity is located substantially below the geometric center of the sphere. The particular embodiment shown is an electrically (battery) powered underwater vehicle, but the same general configuration also applies to a lighter-than-air vehicle traveling through air, or to a manned submarine vehicle having the usual propulsion system.

Abstract: Method for propelling a wheel provided vehicle having a drive line with a driving or motor machine (10), an energy storage device or flywheel (16), a clutch (14) between the engine and the flywheel and a unit (20) continuously variable transmission, in which the engine fuel consumption operation is limited so as not to fall below a minimum level of thermal efficiency predetermine if needed to develop the driving energy to the system. The motive energy generated exceeding the level required to propel the vehicle is stored as kinetic energy by increasing the speed of rotation of the steering wheel resulting from the motor energy surplus. Engine operation to develop an amount of energy exceeding the minimum level of thermal efficiency may follow a theoretical line operation can achieve maximum energy level in the conventional manner.

Abstract: Disclosed herein is a marine propulsion device including a downwardly extending propulsion leg, the lower end of the propulsion leg including a gear case, a drive shaft housed in the propulsion leg, a propeller shaft located in the gear case, and a propeller mounted on the propeller shaft, rotary operation of the marine propulsion device producing a steering torque on the propulsion leg. The propulsion leg also includes a skeg extending downwardly from the gear case, the rearward edge of the skeg comprising a foil for producing a torque on the propulsion leg opposite to the torque produced by rotary operation of the marine propulsion device.

Abstract: The potential payload gains due to airbreathing propulsion are evaluated for a one-and-one-half stage reusable vertical-takeoff ballistic space transporter with a gross mass of 155 Mg. The system consists of a returnable ring of turborocket/ramjet engines added as a half-stage to the structure of a 130 Mg, single-stage, vertical-takeoff-vertical-landing, pure-rocket transporter considered in an earlier industry study. High-pressure topping-cycle rockets are used part-time in parallel with the airbreathers, with hydrogen/oxygen propellants used for both. With fixed takeoff mass and airbreathing engines, the main variables were the rocket thrusts and burning times, cycle change and staging points, and the injection angle at 100-m altitude. State-of-the-art technology was assumed. Trajectories free from constraints, except acceleration limits, allowed optimal propulsion system use. Propulsion performance maps, ascent trajectories, and weight breakdowns are given. Payload fractions up to 7.8% of gross mass were obtained for the airbreathing vehicle, which is very high for this size class compared with expendable two-stage rocket transporters.

Abstract: Introduction T national program on unmanned exploration of the solar system was initiated in the early 1960's with reconnaissance of the moon, Mars, and Venus. In the same time frame, reconnaissance of the outer planets was initiated. These programs were accomplished through a combination of chemical propulsion, radioisotope thermoelectric power conversion, and photovoltaics. The mass of the spacecraft used for each of these solar system missions is shown in Fig. 1 both as a function of solar system target and as a function of the year when data returned to Earth from the spacecraft. Planned missions are shown as dashed lines in this figure. Superimposed on this data is the capability of chemical propulsion and solar electric propulsion (SEP) for direct flight missions. Gravity assist has been and will be used to increase the payload capability of both chemical and SEP-powered spacecraft, particularly for reconnaissance or fly-by missions. This approach is indicated in Fig. 1 via payloads in excess of direct flight capability. This technique is limited by the increase in mission time required and by the need for retropropulsion to place the spacecraft in orbit about the target body. Optimization of orbital missions using gravity assist require extensive detailed calculation beyond the scope of this paper. Variations of SEP capability also occur because of the target planets relation to the sun which varies with launch date and affects power available to the propulsion subsystem. Thus, from Fig. 1 it can be concluded that continuation of a balanced program of planetary exploration and Earth orbital missions can be maintained through the 1980's with improved versions of the same power and propulsion systems as have been used in the past. Beyond this time frame, sun-independent spacecraft for exploration and intensive study of the outer planets will be required. Design efforts have evolved a design concept for a nuclear electric propulsion (NEP) spacecraft over a range of power levels. Selection of the power level for NEP systems will depend not only upon science payload requirements, but also upon Shuttle capability and orbital altitude before system startup. Other possible applications for a space nuclear power system must be considered to amortize the cost of applying nuclear space power to these missions. Evaluation of some of these factors are presented in this paper on the selection of an NEP system.

Abstract: The waterway barrier system comprises underwater silos accommodating weapons such as self-propelled mines Each silo contains both guided and unguided mines (11, 12), and has its own propulsion system (2) for travelling along the bottom The remote control ejects the covers (8) of the shafts in the silo accommodating the mines, arms the fuses of the latter, sets their drives in motion, aims at targets and effects self-destruction It also sets the power supply unit going and supplies the propulsion system (2) with fuel, and monitors and indicates the readiness for operation when in the rest position

Abstract: A low noise level, rapidly reversible propulsion system for a submarine or other vessel comprises a non-reversible adjustable speed prime mover, a reversible drive mechanism driven by the prime mover and including a fluid-cooled torque converter and speed reduction apparatus, an energy-dissipating load selectively connectable to the reversible drive mechanism, and a propeller driven by the reversible drive mechanism. Assuming forward submarine travel, rapid direction reversal is achieved by slowing the prime mover to idle, connecting the load to dissipate kinetic energy from the reversible drive mechanism and propeller, reversing the reversible drive mechanism when the system comes to slow speed or to rest to permit propeller rotation caused by forward submarine travel to drive the drive mechanism and torque converter in reverse, disconnecting the load, and increasing the speed of the prime mover to stop and then reverse the propeller and the direction of submarine travel, with the fluid-cooled torque converter dissipating in the form of heat the energy produced in bringing the propeller and submarine to a stop.

Abstract: A propulsion motor for an underwater vehicle such as an anti-submarine weapon. The motor includes a propulsion chamber into which water is admitted and then rapidly expelled through an exhaust nozzle, developing thrust to propel the vehicle. Gas generators are used to develop the successive hydropulses to expel the water following each filling of the motor chamber with water. In one particular embodiment of an anti-submarine weapon which is directed through the air to the vicinity of a submarine by a rocket motor, the hydropulse underwater propulsion system can use the same chamber as the rocket motor.