Abstract: An underwater propulsion system that couples a lithium fueled boiler with a standard Rankine cycle has been developed and demonstrated in an ocean environment. Although the demonstration vehicle was a small diameter axisymmetric body, other configurations have been subjected to study and experimentation. Various fuel-oxidizer combinations have been considered for use in the system, and these are examined along with the necessary supporting technologies for future development efforts. A brief history of the system development is included. It is concluded that the described system has been shown to be a viable candidate for numerous underwater applications.

Abstract: A hybrid propulsion system particularly for automotive application including a subambient pressure cycle gas turbine engine having a primary turbine-compressor rotor assembly connected to a load shaft and a secondary turbine-compressor rotor assembly gas coupled with the primary rotor assembly, a flywheel rotatable with the secondary rotor assembly, and variable geometry nozzles at the turbines operative during engine operation at a steady state power output level to effect partial motive fluid expansion at the primary turbine to drive the load and the primary compressor and partial motive fluid expansion at the secondary turbine to drive the secondary compressor which maintains subambient pressure and during engine operation at a peak power output level to effect substantially total motive fluid expansion across only the primary turbine for increased power at the load shaft, the flywheel being operative during peak power level operation to drive the secondary compressor to maintain total motive fluid expansion to subambient pressure.

Abstract: A clutch is arranged to drivingly connect and disconnect the crankshaft members of two internal combustion engines. One engine which is preferably the smaller of the two engines is operated to propel a vehicle by delivering torque through a transmission to a differential and then to the wheels. When to meet the demand for increased power requirements, the clutch is engaged to form a tandem arrangement of engines. Torque is supplied by both engines with the second and larger engine transmitting torque through the crankshaft of the first engine. Clutch members are moved into and out of engagement according to one embodiment and according to a second embodiment, the second and larger engine is moved to force a clutch member into a driving relationship.

Abstract: In a vehicle which is equipped with a propulsion control device combined with an antilock brake system, a pressure accumulator is provided for the brake pressure supply which, as can be seen from fig. 1, can be charged, controlled by valves, by means of the return pump of the antilock brake system, the return pump delivering into the pressure accumulator during the pressure reduction phases of the propulsion control. Outside the control phases of the propulsion control device, the pressure accumulator can be charged either by operation of the wheel brake or by automatic activation of a charging circuit with the aid of the return pump, when the vehicle is at a standstill or is in an unbraked drive condition.

Abstract: An apparatus for propulsion control in a motor vehicle with an anti-locking system is proposed, in which the supply and outflow of pressure medium is controllable via electromagnetically actuatable valves and which is characterized in that means are provided with which the return flow line can be exposed to pressure. It is the purpose of the apparatus to expand an anti-locking system to include a drive slippage regulating function, and this expansion is problem-free and cost-favorable. The proposed apparatus furthermore assures that a brake pedal actuation has priority. It is also proposed in the case of excessive slippage of both driven wheels to reduce the engine output. This is attained with a controllable drag member disposed between the driving pedal (or linkage) and the throttle valve, the control of the drag member being effected by means of the auxiliary pressure in the return flow line and via an electromagnetically controllable three-port, two-position valve for a hydraulic AND member.

Abstract: Wind-assisted power elements comprising paired rotors of which each rotor is independently rotated at a peripheral speed of about 2 to 4 times that of the wind, and the rotors are mounted in tandem pairs in a frame positioned by rotation of the frame on a pivot to the apparent direction of the wind and adjustable for a variable angle of attack, so that the wind will flow in a series over both rotating, generally cylindrical rotor surfaces. The effect is to derive a maximum of forward thrust in the direction of the movement of the ship for propulsion, or when the rotors are driven independently in different directions, a steering or other effect is achieved.

Abstract: An electric wheel-drive for motor vehicles, particularly automobiles with internal combustion engine, which can be installed nondestructively-reversibly in place of the brakes, with brushless, polyphasic, electronically speed-controlled electric motors individually attached to the wheels. The electric motor is a homopolar multiple-airgap axial-field motor whose rotor (1) replaces the wheeldrum and brake-disk, and whose stator (2) replaces the brake-shoes, brake-pads, and brake splash-shield plate of at least two wheels of a pair, in a conventional automobile with internal combustion engine. An electronic control system is included for the control of the axial-field motor during propulsion and braking. This electric wheel-drive allows for a fast, uncomplicated, and inexpensive hybridization of the car without modifications of the wheels, or the axle, or of other parts of the car, thereby providing the car with second, independent, propulsion system.

Abstract: An ordnance system which includes a warhead accommodating a number of secondary elements, especially explosive elements as a payload, with the secondary elements adapted to be distributed over a target area. The warhead includes a coaxially arranged rotation-producing propulsion unit such as a rocket engine.

Abstract: A battery charging system for mobile vehicles is proposed, which vehicles contain a drive machine (11), a clutch (13), a transmission (14) and a propulsion device (15), for example wheels. The rotor of the vehicle electrical power supply generator (19) of the battery charging system is mounted on the input shaft (17) of the transmission (14). A compensated charging balance for the vehicle battery can thus be achieved, without any additional cost, particularly in the case of motor vehicles which automatically use inertia - that is to say with a freewheel, and possibly also with the engine being switched off on overrun as well.

Abstract: On a motor vehicle which is equipped with a propulsion control device combined with an antilock brake system in such a way that the hydraulic actuator of the antilock brake system comprising the brake pressure control valves and a return pump is also used for similar purposes as part of the propulsion control device, a pressure accumulator is provided, from which brake pressure for the drive wheel brakes is supplied in control phases of the propulsion control device; in brake pressure reduction phases of the propulsion control the return pump at the same time delivers into the pressure accumulator, so that the accumulator is largely re-charged during the control phases of the propulsion control Outside the control phases of the propulsion control device charging of the pressure accumulator is achieved in that when a display signal is present indicating that the accumulator needs charging, a charging signal is triggered by actuation of the wheel brake, which signal brings about coupling of the pressure accumulator to the brake line leading to the brake pressure control valves, its shutting off from the brake master cylinder, activation of the return pump and operation of the brake pressure control valves into their return position As a result the accumulator is charged even in the course of a normal braking sequence

Abstract: 1. An automotive vehicle powered by a combination of heat and electricity, in particular a public transport omnibus comprising, on the one hand, a transport cabin (1) or main vehicle mounted on wheels (3) and in which there is provided an internal combustion thermal engine (4) mechanically coupled to a train of drive wheels (3) for driving the vehicle and, on the other hand, a trailer (5) which is mounted on drive wheels (6) and is connected to the rear of the vehicle by means of a connection device (7) enabling the vehicle to be pushed and which contains a set of storage batteries (11) and an electric motor (12) which is connected to the latter and whose output shaft (12a) is coupled to the drive wheels (6) of this trailer, electrical connection means being provided between the main vehicle (1) and its trailer (5), characterized in that these coupling means comprise a control unit (18) for selecting thermal or electric operation mounted on the main vehicle and connected, by electrical connection means (18a-2c-14a-14-12b) between the rear of the main vehicle and the trailer, to the electric motor (12) of the latter.

Abstract: A microprocessor-based control system is described for an electric vehicle where the microprocessor has the responsibility of propulsion feedback control, drive system sequencing control, battery ``fuel gauging,'' battery charging/equalization control, and some amount of diagnostics. The system functions were analyzed and implemented in Intel-8080-based hardware and software. The control system was tested systematically in the laboratory and in the field and shows excellent performance.

Abstract: An aircraft propulsion means 20 comprises a multibladed, unshrouded, propeller fan 27 adapted in a cruise condition to operate at such high disc loadings that a substantial component of swirl is imparted to the slipstream in a given sense, and swirl reducing means (for example a multi-bladed stator 35) arranged with respect to the propeller fan to impart a considerable component of swirl in the opposite sense, whereby the total swirl imparted to the slipstream is nil or relatively low.

Abstract: The propulsion control apparatus for a vehicle including a plurality of motor driven wheel units detects a slip or slide operation of at least one wheel unit in accordance with a predetermined difference between sensed motor currents, and reduces the tractive effort of those wheel units until the sensed motor currents no longer have that difference.

Abstract: PURPOSE:To enhance the propulsion efficiency of a propeller and at the same time reduce the manufacturing cost of the device by a structure wherein the setting angle of fins located at the side, at which the blade of the propeller moves upward, are rendered to be constant, resulting in effectively generating rotating currents. CONSTITUTION:The fins 12a2 and 12b2 located at the side, at which the blade of the propeller moves upward, are fitted in such a manner that the trailing edge of the fin is lower than the leading edge and the setting angle of the fin is kept constant throughout the entire length of the fin. The fins with constant setting angle can generate the rotating currents with opposite rotating direction to that caused by the blades of the propeller as effective as the fins twisted toward their tips can do. Consequently, the enhancement of the propulsion efficiency of the propeller and the reduction of the manufacturing cost of said device are resulted.

Abstract: Propulsion system technologies applicable to the generation of commuter airline aircraft expected to enter service in the 1990's are identified and evaluated in terms of their impact on aircraft operating economics and fuel consumption. The most promising technologies in the areas of engine, propeller, gearbox, and nacelle design are recommended for future research. Each item under consideration is evaluated relative to a modern baseline engine, the General Electric CT7-5, in a current technology aircraft flying a fixed range and payload. The analysis is presented for two aircraft sizes (30 and 50 passenger), over a range of mission lengths (100 to 1100 km) and fuel costs ($264 to $396 per cu m).

Abstract: A solid-state motor control apparatus operative with a plurality of series motors to determine the selection of a power mode of operation and a brake mode of operation, and including a plurality of current sensors to establish the current flow in the motor armatures and in the motor fields.

Abstract: Energy conservation for powering of U.S. Navy surface ships continues to be of prime importance in their design. Depletion by consumption of world petroleum reserves, combined with rapidly rising petroleum fuel costs, intensifies the need for improving the efficiency of current gas turbine power plants. Present gas turbine power plants, with a capacity adequate for naval ship propulsion, have a fuel consumption rate approaching 0.42lbs per brake horsepower-hour at full power. Using a waste heat recovey unit, system studies show this can be reduced to less than 0.32lbs per brake horsepower-hour. This 24% reduction in fuel consumption rate all full power, or 35% at part power, can produce either a corresponding increase in cruising range (for the same fuel loading), or a reduction in the required fuel loading and tankage (for the same cruising range). Therefore, to evaluate the merits of COGAS systems for U.S. Navy surface ship propulsion, a study was made to evaluate their benefits. Ship impact studies and "trade-off" evaluations were completed. The results show that ultimate fuel consumption rates of 0.28lbs per brake horsepower-hour at full power may be achieved, using large, efficient gas turbine units. This study also showed that in order to obtain this fuel consumption improvement, this system required additional space and weight. Ship arrangements are also impacted. However, the effect on ship stability is slight. The net gain justifies the use of COGAS propulsion in future U.S. Navy surface ships.

Abstract: A self propelled sawing machine that includes a frame having ground engaging front and rear wheels, an engine driven infinitely variable hydrostatic or mechanical transmission on the frame that is drivingly connected to the rear wheels, a circular saw blade mounted on the frame and drivenly connected to the engine for making cuts in paving or floor materials such as concrete, masonry, etc., a main housing on the frame, a handle connected to one of the main housing and the frame for controlling the direction of movement of the machine, and control mechanism connected to the transmission for controlling the speed and direction of propulsion of the machine. The control mechanism includes a vernier control assembly for coarse and fine adjustment of the forward speed that can be set for a selected optimum speed and manually operable control mechanism connected between the vernier control assembly and transmission that when operated can change the direction and speed of propulsion but that will automatically return to the pre-set optimum condition determined by the setting of the vernier control assembly. The control apparatus also can be used on self propelled walk-behind or ride-on grooving and/or grinding machines.

Abstract: A propulsion system for an underwater vehicle includes a solid propellant gas generator producing gas which drives a gas turbine. The turbine drives one, or alternately two, centrifugal pumps which induct sea water from intake ports and supply it under pressure through a passage to passages leading to tip nozzles in the blades of a propeller which drives the vehicle, thereby using the reaction force from the tip nozzles to drive the propeller. Exhaust gas, after driving the turbine, is conducted through a conduit and to an annular chamber where it is cooled by means of a spray of sea water, thus condensing the steam present and reducing the volume of exhaust gas. The exhaust gas is then connected to the base of the propeller blades where it is exhausted into a low pressure region or, alternately, into passages in blades parallel to the water conduits such that the gas flow is exhausted at the propeller tips adjacent the water nozzles, thus ventilating the cores of the tip vortices emanating from each blade into which the water jets are discharged. Thus an external eductor is created which is actuated by the water jets and which compresses the exhaust to ambient pressure, thus lowering the back pressure on the thermal engine, be it a turbine or positive displacement type.

Abstract: The article presents a summary of the propulsion system tests conducted on a number of aircraft at the NASA Dryden Flight Research Center. The tests included digital engine control systems, engine-inlet compatibility, inlet-airframe interactions, nozzle-boattail drag and advanced turboprop acoustics. Among the aircraft evaluated were the F-15, HiMAT, F-14, and the JetStar.

Abstract: A survey of some trends in aircraft design was made in an effort to determine the relation between research, development, test, and evaluation (RDT and E) and aircraft mission capability, requirements, and objectives. Driving forces in the history of aircraft include the quest for speed which involved design concepts incorporating jet propulsion systems and low drag features. The study of high speed design concepts promoted new experimental and analytical research techniques. These research techniques, in turn, have lead to concepts offering new performance potential. Design trends were directed toward increased speed, efficiency, productivity, and safety. Generally speaking, the research and development effort has been evolutionary in nature and, with the exception of the transition to supersonic flight, little has occurred since the origin of flight that has drastically changed the basic design fundamentals of aircraft. However, this does not preclude the possibility of dramatic changes in the future since the products of research are frequently unpredictable. Advances should be expected and sought in improved aerodynamics (reduced drag, enhanced lift, flow field exploitation); propulsion (improved engine cycles, multimode engines, alternate fuels, alternate power sources); structures (new materials, manufacturing techniques); all with a view toward increased efficiency and utility.

Abstract: The cross-flow propulsion fan (CFF) is a novel two-dimensional, two-stage fan which can be integrated directly into a wing to provide both axial propulsive thrust and lift augmentation. The results of a recent experimental and theoretical development program improve the fan's performance in the transonic range and provide new insight into the flowfield. The overall performance of the CFF is presented in terms of conventional fan performance maps, together with detailed measurements of the interior flowfield. Analytical models based on finite-element modeling of the flow within the CFF produced good agreement with experimental data. The fan housing effects on the flowfield and overall performance are considered for the first time. The analytical model provides improved capability for designing CFF configurations that should lead to improved performance for future applications.

Abstract: On April 23,1980 Viking Orbiter One (VO-1), operating in the blowdown mode, completed a 10-s Mars orbit trim maneuver to position the spacecraft for its final science sequence in May-June 1980. This brings the number of propulsive maneuvers for VO-1 to 23. Total accumulated operating time for the rocket engine is 2896 s, representing a total impulse of 3.93 x 10 N-s. The estimated propellant remaining is sufficient to operate the rocket engine for an additional 30 s. VO-1 has completed more than 1700 days in space, 1400 days in orbit around Mars, and more than 2 yr of attitude-control-system operation with helium gas transferred from the propulsion-system pressurant tank. The mass of helium remaining is expected to be sufficient for attitude control through June 1980. This paper presents the flight history of the Viking 75 Orbiter propulsion systems and summarizes the design and test philosophy that have contributed to their success.

Abstract: In the past, propulsion system simulations used in flight simulators have been extremely simple. This resulted in a loss of simulation realism since significant engine and aircraft interactions were neglected and important internal engine parameters were not computed. More detailed propulsion system simulators are needed to permit evaluations of modern aircraft propulsion systems in a simulated flight environment. A real time digital simulation technique has been developed which provides the capabilities needed to evaluate propulsion system performance and aircraft system interaction on manned flight simulators. A parameter correlation technique is used with real and pseudo dynamics in a stable integration convergence loop. The technique has been applied to a multivariable propulsion system for use in a piloted NASA flight simulator program. Cycle time is 2.0 ms on a Univac 1110 computer and 5.7 ms on the simulator computer, a Xerox Sigma 8. The model is stable and accurate with time steps up to 50 ms. The program evaluated the simulation technique and the propulsion system digital control. The simulation technique and model used in that program are described and results from the simulation are presented.