Note: Descriptions are shown in the official language in which they were submitted.
212716S
APPLICATION FIELD of this invention:
The purpose of this invention is to create a new transport system
that would be very useful with respect to improving certain
traffic gridlock situations or eliminating them and in general
improve transportation, freightforwarding, travel and outer space
traffic.
The concept applied here is based on Newton's Laws of Motion,
Energy transfer, Thermal Dynamics and Kinetic Physics.
Two questions have to be answered positively here if the concept
is to work as predicted.
1) Does the machine REACT with or REACT on an OUTSIDE FORCE ~
2) Does the machine constantly change either it's MASS or it's
ACC~T.~RATION ?
Answer to 1~ is : Yes the machine REACTS on and with the FORCE of
GRAVITY.
Answer to 2) is : Yes, the machine CHANGES it's ACC~T.~RATION,
that is to say a PART of the machine, namely it's MASS LIQUID
Medium constantly has it's ACC~T.FRATION changed.
Despite the fact that various people tried over the years to
convert EXCENTRIC and CENTRIFUGAL FORCE EFFECTS into constant
controlled and programmed UNIDIRECTIONAL FORCE it had been im-
possible until this point in time.
EXPLANATION and DESCRIPTION.
I have found that in this machine, during it's operation a great
many different and co-relative FUNCTIONS have to take place in
constant operation and overlapping timeframeconnection and
Sequence, in order to have it work as planned.
Forces and Force-effects which are created here have to do with
different forms of energy-conversion and energy-channeling after
the prime energy movers are turned on which in turn creates pre-
programmed LIFT and PROPULSIVE MO.~l~. The thusly created liftand propulsive moments in ongoing fashion are created in a way
that undesirable TORQUE- and SIDE-DRIFT-MO~ ..S are eliminated.
Propulsion units are as the preferred em~ody~ents assembled in
always TWIN configuration, wherein one unit of a pair of propuls-
ers is rotated and revolved by powerdriven power-input means
counterrotative to the other unit of such pair of propulsers.
Transportmachines,which are equipped with this propulsion system
have installed within at least ONE VERTICAL acting propulsion
lift cluster and also at least ONE HORIZONTAL acting propulsion
4~ moment force generator cluster.
Each propulsion moment generator cluster consists of at least one
CLOCKWISE ROTATED and at least one COUNTERCLOCKWISE ROTATED ROTOR
2127165
~ON~1N~K-DEFLECTOR-SHROUD-CAGE ASSEMBLY.
Since these PROPULSION-MOMENT-GENERATORS are suitably installed
in suitably pivotal manner, it is possible to have respective
PROPULSION-MOMENT-UNIDIRECTIONAL PROPULSIVE FORCE FIELDS be di-
rected in an ACTIVATION-ARC of from 0 to 45 INCLINATION ANGLE to
the PERPENDICULAR ORIENTATION-AXIS in the instance of the VERTI_
CAL LIFT PROPULSER CLUSTER BANR and with respect to the HORIZONT-
AL PROPULSER CLUSTER BANR it is possible to have the respective
FORCE FIELD be directed in an ACTIVATION ARC of at least 0 to 45
and preferably 0 to 180 INCLINATION ANGLE to the LONGITUDINAL
AXIS ORIENTATION LINE (FRONT TO BACR LINE ) of the TRANSPORT
VEHICLE; furtheralso it could be made possible to increase such
aforesaid respective INCLINATION ANGLES anywhere from 0 to 360.
REACTING on the INSIDE/OUTSIDE G R A V I T Y FORCE FIELD this
propulsion system is producing PROPULSIVE and LIFT FORCE MOMENTS
by having the power-rotated ROTORUNIT VANFRT.AnES A C T ON A
CERTAIN M A S S in form of a suitable LIQUID ( such as a suit-
able liquid metal alloy or of lesser preference- MERCURY or HG-
or some suitable oil or some suitable oil-metallic-powder emuls-
ion or the like ) in a state of A C C E L E R A T I O N andsubsequently on such suitable MASS LIQUID in a state of Z E R O
ACCF.T.~RATION in a REAL-TIME-FRAME, wherein the actual REACTION
to the ACTION of AC~FT.FRATION is M A N I F E S T in lN~ lA-
R E A C T I V E produced LIFT and PROPULSIVE MOMENT. '' ~'
It will be clear to an observer, that the HIGHER the HALFCIRCULAR
REVOLVIVE SPEED of M A S S A C C E L E R A T I O N is, and
the MORE M A S S is ACTED ON, the MORE L I F T and
P R O P U L S I V E M O M E N T is C R E A T E D.
- I found that the machine, in order to perform with the desired
results of being PROPELLED and ASCEND and DESCEND as programmed,
has to have it's propulser cluster units function in the
following fashion:
1 )
A suitable, heavy MASS in form of a suitable LIQUID is being
injected into suitably formed pocket cavities that are part of
the revolved and rotated respective rotors through a suitable
GLIDE-BY---SUITABLE_CONTACT INJECTOR GLAND COMPONENT affixed
appropriately at one or both S I D E S of respective ROTORS
hl~l~lN the desired I N J E C T I O N T R A N S F E R AREA
of the desired INJECTION FIELD PORT; wherein the GAP between
the STATIONARY INJECTOR COMPONENT INTERFACE SURFACE and the
SIDE INTERFACE SURFACE of respective RoToRvANFRTAnEs is to be
kept to a practical MINIMUM as respective RoToRvANFRT-AnE-pAcR
is rotated BY such INJECTOR COMPONENTS in GUIDED ALIG~r~..1.
2)
Kept confined in CURVILINEAR ACCELERATED PART-CIRCULAR CONFINE-
MENT.
212716S
_
3)
EXPELLED at a PRE-DETERMINED POINT by CENTRIFUGAL FORCE, such
locationpoint beginning at the 6 o'clock position in each ROTOR-
SHROUD-CASING;
4)
APPROPRIATELY collected and DUCTED BACR to the initial INJECTOR-
S FIELD-PORT after also having it's EXCESS ATTENDANT THERMAL LOAD
(HEAT) REMOVED by a suitable and adequate and APPROPRIATE
H E A T E X C H A N G E R;
in CONSTANT, R~ VE, OVERLAPPING and ONGOING manner.
Also in explA;ning this invention's inner working processes it
should be noted and understood that FROM the START LINE of
INJECTION-PROCESS-LOCATION TO the START LINE of the EXPULSION-
PROCESS-LOCATION a PROPORTIONAL, GRADUATED INCREASE in LOADVOL-
UME is taking place in ONGOING MANNER from one LOAD CAVITY to the
next LOAD CAVITY to the next and so on until the part-revolvive
and CENTRIFUGALLY CHARGED LOAD of M A S S L I Q U I D IS
ALLOWED to ESCAPE OUT OF A C C E L E R A T E D -part-circular-
DEFLECTED CON~-lN ~-.~n 1 PHASE.
This application for patent is accompanied by se~entythr~e
DRAWINGS, a number of drawings I deemed necessary in order to
illustrate the many VARTART.~S manifest in this application. In
describing the different drawings I am at the same time explain-
ing the workings of various essential elements and parts`leading
up to obtaining an appropriately functioning device and machine
with the desired capabilities.
FIGURE 1 shows a partly schematic and cross-sectional frontview
of such TRANSPOKL~nlCLE (for lack of a better name one could
refer to it as "GRAVITY-CRAFT" as a pun on "AIR-CRAFT"), wherein
57 represents the paired vertical lift moment U.P.M.G. (Unidir-
ectional Propulsive Moment Generator ) propulser block unit
comprised of two counter-rotative Impeller-Rotor units mounted
suitably within their respective Shroud-casing Assembly Cages.
58 is the horizontal propulsion block unit revolvable within
it's swingcage 60 . 59 is the recirculation sump drain for 60
and 61 represents the vertical mounting pin cylinder for swing-
cage 60. 71 is the overall transporter structure fuselage. 62
is the recirculation drain sump for 57. 63 are arrows indicat-
ing the direction of travel of the EJECTED kinetically charged
MASS LIQUID. 64 are as shown here, retractable, auxilliary
operational airfoil wings (for optional aircraft-mode operation)
pivotable around and mounted to anchor cylinder pins 65
66 are storage receptables for fold-away airfoil-wings 64.
67 is the optionally installed amphibious mode float segment of
71 . 69 are suitable light/search-light combinations for night
operation etc.. 70 are suitable jet-, or turbo-jet engines. 72
is the mounting support for airscrewpropellers 73. 74 is a verti-
2127165
cal flight control airfoil tail segment. 75 are suitable cabinwindows. 76 are arrows indicating the corresponding direction of
rotation of either clockwise or counterclockwise driven U.P.M.G.
Impeller Rotors. 77 indicates outline of strongback-main fuse-
lage assembly keel segment. 78 are suitable drive-engines for
ground operation propulsion wheels (hydraulic, electric, pneum-
atic or other suitable prime mover), wherein all or individually
or singly or in any combination thereof any mode of operation is
not to exclude or include any or the other. 390 are optionally
installed and /or optionally operated and used ION or PROTON
DRIVERS for ULTRA-HIGH BOOSTER and SUSTAINED SPEED in DEEP SPACE
operation of transporter. 391 are optionally installed ROCKET
MOTORS / and / or suitable gas or steam jet boosters or possibly
PLASMA-JET BOOSlkKS of a suitable nature.
~yg~_2~ A~ L~-ylE-~-u~ u~ ARfi~ S~
wherein item 79 is the MAIN-VESSEL-FUSELAGE STRUCTURAL SHELL
BODY of an EXTRA-EXTRA LARGE TRANSPORT SPACE SHIP. 80 is Load-
bay and Passenger C; -rtments 81 is the Front Access Hallway.
82 are NON-~ lC Steamgenerator-Electric Powergeneration
Units. 83 are DC Generators. 84 are DC Generator Converters.
is the Craft Crew Cabin and Control Room. 86 is Rear Access
door and Load-dock-door. 87 are assorted appropriate FUELTANKS.
88 are assorted appropriate OXIDIZ RTANKS. 89 is the REAR AC OESS
HALLWAY. 90 are COMPRESSED AIR and COMPRESSED GAS STORAGE TANKS.
91 are MAIN, POLY-MODE-DRIVEN, PIVOTABLE HORIZONTALLY and VERTI-
CALLY OPERATING U.P.M.G. s. (aforementioned acronym). 92 is
directional indicator arrow here indicating MAI~ HORIZONTAL MO-
MENT. 93 are ELECTRIC DRIVE MOTORS for PRIME MOVERS. 94 are
VERTICALLY OPERATING LESSER U.P.M.G.s. 95 are HYDRAULIC PRIME
MOVERS. 96 are HORIZONTALLY OPERATING LESSER U.P.M.G.s. 97 is
a suitable AIRTURBINE DRIVE UNIT. 98 is a suitable COMBUSTION
ENGINE DRIVE UNIT. 99 is a suitable TURBOJET DRIVE UNIT. 100 is
a suitable STEAMENGINE DRIVE UNIT. 101 is a likewise suitable
DIESELDRIVE UNIT. 102 are ELECTRIC STORAGE BATTERIES. 103 is
the overall ASSEMBLY of LARGE GRAVITY CRAFT with certain OPTION-
ALLY USABLE, OPTIONALLY INSTALLED, and INTERCHANGEABLY USABLE
DRIVES and COMBINATIONS of DRIVES coupled to appropriate U.P.M.G.
UNITS. 390 here again represent optionally installed and
operated ION or PROTON DRIVERS for ULTRA-HIGH BOOSTER SPEED in
DEEP SPACE OPERATION of the transporter. And 391 are again opt-
ionally installed ROCKET MOTORS/ and / or suitable GAS or STEAM-
JET BOOSTERS or possibly PLASMA-JET BOOSTERS of a suitable nature.
F~G RE_3_cs_a-~ar~y-sçHE~ ç-ç~Q~ Eç~IQ~ y~Eg-~
VAR .NT o an A ~ I A L I N N E R I N J E C m I O N UNIDIR-
4S ECT_ONAL PROPULSIVE G~N~R~TOR deslgne~ to ef~ect he strongest
possible Design wherein FIGURE 3 shows a highpressure oil lubri-
cating ( babbitt) system to effect a LOW FRICTION rotative oper-
ation of it's IMPELLER-ROTOR.
In FIGURE 3 item 1 represents the shroud assembly base-mount.
2 is the MASS-LIQUID guided feed injector INTERFACE PRONG.
3 is the 1~_~i~uS_S~ _0YE~LA~,S~6~E~_injector port orifice
squared radially. 4 is the IMPELLER-OUTER-REINFORCER~LOADRING
212716S
segment. 5 is the MAIN BASE KEEL DISC for the IMPELLER. 6 are
WEIGHT_ REDUCTION CAVl.l~S in the IMPELLER ASSEMBLY. 7 is a
suitable POWER DRIVE INPUT SPLINE COUPLING. 8 is SPLINE SLEEVE
S~G~ of 7. 9 is a suitable END-sIDE-cAp-BuT~Ru~An-pLATE-sEG
MENT of the shroud assembly. 10 are suitable GENERIC ASSEMBLY
BOLTS. 11 is the LOADR~ART~G AND MOMENT TRANSFERRING Impeller
SHROUD JACRET. 12 is a suitable PRESSURELUBRICATION FEEDLINE
for END-CAP-DISC 9. 13 is a suitable HIGHPRESSURE LUBRICATING
OIL ~u..~OOSTER ( typically from 500 to 3000 PSI). 14 is a PRESSU-
RE-REDUCER-VESSEL. 15 is a suitable PRESSURE-REGULATOR-BALANCER-
VESSEL. 16 are individual IMPELLER-ROTOR-VANES. 17 is a suit-
able END FLANGE for UNIT BLOCK ASSEMBLY M A S S L I Q U I D
SUPPLY FEED TUBE. 18 is the END FLANGE of mass liquid supply-
pipe 20. 19 are suitable boltholes for 18 and 17. 20 is the
MASS LIQUID SUPPLY PIPE. 21 is a SUPPLY HOLDING TANR for HIGH-
PRESSURE LUBRICATION SYSTEM. 22 is the OPEN END of 20. 23
is SUPPLY SUCTION FEED TUBE from 21 to 13. 24 is PRESSURE-
LUBRICATION OIL FEED TUBE T O PRESSURIZED LUBRICATION OIL CON-
TACT PADS of IMPELLER SHROUD JACRETS. 25 are HIGH PRESSURE
LUBRICATION OIL DISTRIBUTION CONTACT PADS. 26 is INTERFACE
GAP between IMPELLER-ROTOR ASSEMBLY, SHROUD JACRET RING ASSEMBLY
and M A S S L I Q U I D INJECTOR PRONG 2. 27 are suitable
WEIGHT REDUCTION CAVITIES for 11. 28 denotes broken line out-
line of EJECTION PHASE-MASS LIQUID EJECTION MEANS. 29 are FLANGE
BOLTHOLES for RECIRCULATION-OF-EJECTION-OF-MASS-LIQUID-MEANS
RETURN PIPEDUCT.
~ is~s~ a~ ss~ Si~Yi~
IU~E~TI~ BL~ IT,s~a~ E~I~,ML,SS_,L~
from each side of a cylindrical supply feed AIJ (~XIAL _NNER IN-
JECTION))IMPELLER ROTOR HUB SUPPORT PRONG; wherein 41 is thisBLOCK-UNIT's IMPELLER ROTOR HUB. 42 is a suitable HIGH PRESSURE
LUBRICATION OIL FEED tube. 43 is the unit's cylindrical supply
feed AIJ IMPELLER ROTOR HUB SUPPORT PRONG. 44 is a HIGH PRESSURE
LUBRICATION OIL DISTRIBUTION CONTACT PAD. 45 is a suitable
U.P.M.G.-BLOCR UNIT SUPPORT MOUNT. 46 is SIDE-RETAINING WALL
BUT.RUF.An PLATE S~.~l.l for IMPELLER ROTOR'S ACC~T.~TED M A S S
L I Q U I D. 47 is the SHROUD-RING-CYLINDER. 48 are suitable
PLANETARELY INSTALLED POWER TRANSFER INPUT GEARS. 49 are generic
and suitable IMPELLER ROTOR BEARINGS. 50 is the HIGH PRESSURE
INJECTION MASS LIQUID SUPPLY. 51 is the POWER INPUT SPLINE COUP-
ling for planetary power transfer gears. 52 are suitable bear-
ings for transmittal GEARSHAFTS of 48. 53 is the DRIVE-SIDE
BULKHEAD-PLATE-RING for the IMPELLER ROTOR in this version. 54
is the NON-DRIVE-SIDE BuT~KuT~An PLATE RING for this BLOCR-STATOR.
55 is OPERATION LEARAGE OIL RE~OV~:KY RECIRCULATION PUMP. 56 de-
notes this OVERALL BLOCR UNIT.
; wh-e-reï~n~ S~M~ D~ P ~ ~ ~ ~
AND I~J~CTION AREA D~ NlLlON (D~lN~) GUIDE PRONG equipped with
bolthole flange for SUPPLY MASS LIQUID PIPE MATING MEANS 37. 31
indicates the OVER-ALL BLOCK ASSEMBLY unit of this U.P.M.G.
212716~
`
32 is the KEEL-BASE-RING-DISC which serves as assembly base for
SHROUD-CAP 34 and which is attached to segment 30. 33 is the
INJECTION MASS LIQID TRANSFER PORT ORIFICE for PRECISELY D~lN~u
GUIDE-ABILITY of PRESSURIZED INJECTION MASS LIQUID into vAN~RTAnE
POCRET CAVlll~ that exist between individual ROTOR VANE BLADES
16. The injection ARC of 33 is held in precise arrangement
and ALIGNMENT so as to ascertain the MOST ~ lV~ performance
of the IMPELLER-ROTOR UNIT. 34 shows SHROUD CAP SEGMENT with
SIDE-POSITIONED roller or ball bearings 36 with weight reduct-
ion cavities 27. 35 is END CAP for 30. 36 is IMPELLER-ROT-
OR KEEL BASE PLATE connected by 16 to IMPELLER ROTOR INNER-SIDE
END DISC RING 38. 37 is Supply pipe mating flange for connect-
ion to 18. IMPELLER-ROTOR-ASSEMBLY-S~ l 36-16-38 is held in
LOW-FRICTION revolvive rotation by suitable bearings 39. 7 is
a POWER-DRIVE INPUT COUPLING affixed to 36 on it's outside. 8 is
SPLINE SLEEVE SEGMENT of 7. 26 is INTERFACE GAP between IMPELLER
ROTOR 36-16-38 and the STATOR SEGMENT 30-32-34. 28 i this draw-
ing again denotes broken line outline of EJECTION MEANS of EJECT-
ION MASS LIQUID and mating flange ring with connection bolt holes
29. 40 is EXCESSIVE-ABRASION-RESISTANT SHROUDSLEEVE S~l
part suitably incoL~olated into the INTERFACE-SURFACE-AREA of
said SHROUD.
ElGyRE-~-is-a-5~Qss-s~iQ~ -p~ y-~is~ -si~yi~- wherein
represented is a SLOW-FAST-SLOW MASS LIQUID OPERATIONAL SYSTEM in
case this should be shown more effective, incorporating KlN~llC
R~AKTNG FEATURES. 104 here represents E~lOK JET STREAM of
MASS LIQUID b e f o r e SPLIT. 105 is the DlV~hl~u, SPLIT-OFF
PORTION of 104 LIQUID a f t e r SPLIT and b e f o r e
ENTRY into left DIRECTION NOZZLE 115. 106 is the DlV~h~
SPLIT-OFF PORTION of 104 LIQUID a f t e r SPLIT and b e f o r e
ENTRY into right direction NOZZLE 115. 107 is Direction Indicat-
or Arrow for SPLIT JET STREAM LIQUID left. 108 is DIRECTION IN-
DICATOR ARROW for SPLIT JET STREAM LIQUID right. 109 is a
RIcocHET-KlNhllc DISSIPATION REFLECTOR. 110 is spray NOZZLE left.
111 is kinetic-brake-cushion-pack behind 109 packed with suit-
able material such as gravel, beads, metal shavings or the like.
112 is the main kinetic-brake-cushion-pack, packed with suitable
material for the purpose of effecting the speediest way of kinet-
ic braking of the ejecting portions of MASS LIQUID without in any
way choking off or impeding the volumetric flow of such MASS
LIQUID, in this version of U.P.M.G. application. 113 is a suit-
able pipeduct for ejector Jetstream into kinetic BRARE MEANS SEG-
MENT of this system BEFORE Split of Jetstream. 114 is direction
indicator arrow for 104 liquid b e f o r e SPLIT. 115 is right
side spray nozzle for 106. 116 is retainer screen for 112. 117
is SLOWED MASS LIQUID in sump-funnel segment 126. 118 is SLOWED
MASS LIQUID PIPE DUCT~leading to recirculation means. 119 is
direction indicator arrow for recirculation liquid 120. 120 is
SLOWED recirculation MASS LIQUID 117 in recirculative TRANSPORT.
121 is CONNECTION FLANGE of 118 for connecting 118 to 123 . 122
is CONNECTION FLANGE of 123 for connecting 123 to 118. 123 is
recirculation pump segment. 124 is recirculation pump. 125 is
212716~
~lN~llC BRAKE BOX TANR UNIT module. 126 is SUMP ~-UNN~L COLLECT-
OR ~K~ of 125.
~pssi~le.Y~ ye~si~o~ RRAR~ ~oy,~; wherein 128
is kinetic brake box containment tank in this version. 138 is
direction indicator arrow for movement of SLOWED MASS LIQUID
a f t e r kinetic braking in THIS VARIANT. 140 is direction in-
dicator arrow for FAST MASS LIQUID entering 128 from b e l o w.
141 is direction indicator arrow for movement of FAST MASS LIQU-
ID entering 128 from Above through pipe duct 142. 116 is kine-
tic energy braking means holding back suitable material such as
gravel, beads, metal shavings or the like. 117 is SLOWED MASS
LIQUID in bottom segment of 128.
E~5igBF~ 1Y ;iS;~h~ ",ÇLQ~iS Se~ Yie~ Qf ~aUQ~
15 ,v,a,r,i,a,n,t,,o ,,ki,n,et,,c,b,r,a,k,e,b,ox,,sy,s,te,m; wherein 129 is kinetic
brake con ainmen boxtank in this variant. 136 is direction in-
dicator arrow for movement of 117 here being ducted to a recirc-
ulation pump. 137 is direction indicator arrow showing movement
of FAST EJISC~ MASS LIQUID. 146 denotes an ever widening
20 I~UNNI~L segment surrounded by and filled with the 112 material
packing within the kinetic brake containment box tank 129. 112
is a suitable guidig duct enabling the FAST MASS LIQUID to be
more effectively guided into a rapidly slowing down and Turnaround
phase. 116 again here is retAi ni ng screen for 112. 117 denotes
SLOW~ but HOT MASS LIQUID. 126 is the sump collector segment of
129.
E.~ 2_i~ 1Y-ss~ is~ s-s~ yi~ f
o_her VARIANT kinetic brake box; wherein 127 are vertically dis-
po ed SLOW-MASS-LIQUID coIiection EIEADER pipes suitably collect-
30 ing SLOWED MASS LIQUID. 135 is arrow indicating the direction ofmovement of SLOW MASS LIQUID being ducted to a recirculation
means. 144 is arrow indicating the direction of movement of FAST
MASS LIQUID 104 being ducted to the kinetic brake stack. 145 is
the HEADER-DISTRIBUTION-TREE-DUCT for incoming FAST MASS LIQUID
35 into the ~lNh-~lC BRAKE MEANS STACKTUBES suitably affixed with
screens 116 ret;~ining gravel like material 112. 104 is FAST
MASS LIQUID. 112 is KINETIC RRAKlNG MATh'RIAL PACK (gravel etc.)
for slowing down FAST MASS LIQUID. 116 denotes suitable ret;-ining
screens. 117 denotes SLOWED MASS LIQUID.
40 ~I~i~F~.lQ.is.~.u~ Y.sL~ell~ U~S.Se~;~iUI~.Yie~ er
'rARIANT arranyeme,n~~ wherein 130 denotes a special NOZZLE HEAD.
~ aeno~e arrow-s aped PORTIONS of FAST MASS LIQUID 147 here
being flung out of NOZ7TF~FAn 130. 132 is ~lNh-llC BRARE CON-
TA~ BOX TANR in this variant. 133 is FAST-MASS-LIQUID-
Ic~lNl~llc-ENERGy-DIssIpAToR DUCT. 134 is direction indicator
arrow showing direction of -~v. ~-t of FAST MASS LIQUID (but cold)
infused with a HIGH AMOUNT Of KINETIC ENERGY. 143 is direction
2127165
indicator arrow showing direction of movement of SLOW MASS LIQUID
( but hot ) cont~ining little or no amount of ~lNhllC ENERGY.
147 denotes portions of FAST MASS LIQUID being flung at and
THROUGH the positioning- and ret~ining SCREEN 139. 139 is
PERIPHERAL POSITIONING- and RETAINING SCREEN installed suitably
in order to effect a vertical orientation of the major portion of
~lN~Ic BRAKE MATERIAL 112. 116 is LOWER HORIZONTAL MAIN
RETAINING SCREEN for 112. 117 is LOW, STILLED, but HOT MASS
LIQUID.
E Ç-u--E~ -s--a-~-a-r-t~y--s~c-h-e-m~a~ç~-c~-o-ss---s-e-c~2~aa-y~-e~-Q-f
S~ Ess~-E- -L~ sys~E~ F~AR ~ Q~ -L
L~L~ ~.S~ .C~s~c~e~.sQ.~s.~ .Y~Y.~SS~
,S,HA,~,T,,LU,B,RIÇ~A,TI,O,N,y,e,t,er,og,i,d,i,ng ,f,or,th,e~,ea,im,in,a,,io,n,,o,f,T,FARrG~,
,SPR~,Y~ whereln 148 denotes the fractlona~ ou er sectlon seg-
men~ o~ a suitable ROTOR SHAFT BODY. 149 is a LEFT TURN
"turnbuckle-screw" segment. 150 is a RIGHT TURN "turn-buckle-
screw" segment. 151 is a 'Iturnbuckle'' anchor ridge. 152 is
RIGHT TURN outer access adjustment screw of seal tightening means
group 151-149-152. 153 is the SID~-END-CAP part of this
H.P.L.O. (High Pressure Lubricating Oil ) SEAL ASSEMBLY. 154
is RIGHT rURN threaded ORIFIOE RING section for the SEAL-TIGHTEN-
ING MEANS assembly. 155 is LEFT-TURN-THREADED ORIFICE RING SEG-
MENT for group part 151-149-152. 156 is a wedge-orifice ring
for SEAL-TI~~ NG-MEANS Assembly. 157 is an opposite-facing
wedge-orifice ring for seal tightening assembly. 158 is a suit-
able end-ring-segment with RIGHT-THREADED holes for seal tighten-
ing means assembly. 159 is the attachment mating-face plate
segment for 175. 160 are assembly bolts for 175. 160 are
assembly bolts for 175. 161 is the first stage body segment of
175 . 162 is fractional segment of assembly housing connector
flanges. 163 is impact dissipation pad for 173. 164 is a
suitable ret~i ner segment for 163. 165 are liquid transmittal
- orifices. 166 is HIGH PRESSURE LUBRICATION OIL. 167 are
HIGH PRESSURE LUBRICATING OIL-THROTTLING orifices for progra med
tran5fer of 173 . 168 are suitable contact gaskets for seg-
ments of 175 . 169 is the second-stage body segment of 175.
170 is a drain pipe nipple for H.P.L.O. recirculation means.
171 is a suitable (solenoid) shut-off valve for 170. 172 are
seal rings of suitable material. 173 denotes the programmed
H.P.L.O. throttled leakage jet stream for HIGH PRESSURE OIL 166.
174 is LOW PRESSURE LUBRICATING OIL sump portion oil for recircul-
ative processing. 175 denotes the over-all seal tightening
means and HIGH PRESSURE LUBRICATING OIL-LEAKAGE portion contain-
ment ASSEMBLY. 176 is a suitable slip ring for 159. 177 is
a second-stage spacer-retainer ring. 178 is a first-stage spa-
cer retainer ring.
FIGURE 12 i~ a ~a-tly schema=icL cross-sectionaa_yiew_o _a_s~eciaa
~QmÇwha~ di,fç~çn~ y-a~ian~-Q~-th~ ~;P;~;Q; LEA~GE_~Q~ QL_~E~_
v describe~ in F:aure 11, wherein 179 is a half-shel_ segmental
~ssem~Iy componen~ part of this varying from aforedescribed versi-
on. 180 is a partly fractional rendering of 1st and 2nd stage
21271~
assembly connector flanges. 181 is the over-all (partly-fract-
ional) assembly of H.P.L.O. recovery means. 182 is a suitable
spacer ring with appropriate transfer orifices. 183 are gener-
al oil transfer orifices. 184 is a suitable throttling orifice
gland ring. 185 are primary first stage throttling orifices.
186 is a final stage H.P.L.O. jet stream dissipation pad retain-
er segment. 187 are appropriate low pressure lubricating oil
transfer orifices 188 is a suitable low pressure lubricating
oil collector sump cavity, optionally ringshaped. 189 is the
second stage segment component housing of 181. 190 is a suitab-
le support spacer ring for 191. 191 is a suitable wedge ring
peripheral support ring component suitably affixed with 187.
192 is an appropriate sealing wedge ring of suitable material.
193 are hollow (concave ) grooves of sealing contact sleeve seg-
ment of 192. 194 is a suitable end pad segment (of suitable
material ) of sealing contact sleeve segment of 192. 195 is a
suitable aperture (hole-affixed) affixed compression transfer
washer ring. 196 is a suitable COMPRESSION BOLT for compress-
ion of seal-wedge assembly. 197 is a suitable TARE-UP NUT for
196. 198 is a suitable CORRESPONDING WEDGING ACTION complement-
ary ring component of 181.
E~ iS_~, ~-a~ly-~ L~y-u~-s~ iy~ 8u~y~
y,~ f,~ E,~ ~,yE,~,,,TNNl~ RF'.A ~1~.a
H GH,P,RESS,U,R,E,, BR, ÇA,TI2,N,O,IL,~,BA,B,BI,,,SYS,T,E,M,~,,SH,A,F~,,SL,E,E,y~E
~S,,H~G,~ wfiere_n 199 represen-s aforesaid fragmentary
portlon of such special sleeve bushing. 200 are main H.P.L.O.
SUPPLY DISTRIBUTION CHANNEL-GROOVES connected to one of two
H.P.L.O. SUPPLY PULSATOR PUMP COM~ON~,.lS. 201 are branch
arteries of 200. 202 are main lubrication oil supply distri-
bution channel grooves connected to the other of the above ment-
ioned H.P.L.O. supply PULSATOR PUMP COMPONENTS. 203 are branch
arteries of 202. 204 is a fragmentary, perpendicular to axis
cut cross-sectional surface setion. 205 shows a SHAFT SLEEVE
BUSHING in a corresponding fragmental sideview rendering in per-
spective. 206 is H.P.L.O. supply tube pumping oil to 200.
207 is H.P.L.O. supply tube pumping oil to 202. 208 is one
of a pair of H.P.L.O. pulsators ( pulse imparters ) each supply
circuit is optionally equipped with. 209 is the adjacent pul-
sator to 208. 210 is a suitable motor for recirculative pump
211. 211 is a recirculative pump driven by 210. 212 is con-
nector and support housing arm connecting HIGH PRESSURE OIL
TANKVESSEL 217 to H.P.O. Tankvessel 218. 213 is a suitable
pressurized H.P.LuO. bulk-oil supply tank vessel. 214 is a suit-
able transfer pump component. 215 is a LOW PRESSURE Recircul-
ation and REPLENISHING lubrication oil collector tank vessel.
216 is a suitable optionally installed HIGH PRESSURE/HIGH PULSE
solenoid transfer pump. 217 is a suitably compartmentalized
H.P.L.O. supply vessel. 218 is a BACK-UP H.P.L.O. supply
tank vessel ----- suitably compartmentalized. 219 is a FEED-
NIPPLE for recirculating Lubrication oil and REPLENISHMENT lubri-
cation oil, wherein pulsating mode is switchable to STEADY press-
urized supply. To draw a SYNOPSIS is to say, that FIGURE 13 repre-
2127~6~
sents a partly fragmental, partly schematic view of a fast alter-
nating pulsator-H.P.L.O. injection system for the lubricated BAB-
BIT-effect sleeve support system for large, heavy-duty ROTORSHAFT
LOW-FRICTION ROTATION; which makes cumbersome and limited life-
span bearings superfluous; and furtheralso minimizes power andenergy losses.
~IGURE_14,is a_schematic_and faat-~.2iection_of rendering_~of
~a_~ a~ e_H~H_P~R~jS~Sy~E_~yB~Rl~;çQ~-~or~L-~ ç~IQ~N--Jy-B-Rl~A~IQ~N
~SY,ST,EM ag~or,~rayed in F-GUR- 3L s~ow:rg _he s~i_c s gra -,act,i,
vated ubricat3On oil 3nrect:ol on dem~d ~ro~r^~ie~ unc~i$n
moae v~rslon; whereln ~20 s a press-. lzed lubr_cat on Oll ais-
~r;bu~on'header. 221 are programmable (optionally solenoid
type ) valves activated by corresponding SIGNAL TRANSMll~r.KS.
222 is a low pressure feed supply duct. 223 is a HIGH PRESS-
URIZATION PUMP for this lubrication sy~tem. 224 is a computer-
ized electric solenoid signal switching bank controlling the open-
ing, partial opening or closing of certain solenoid valves in
reference to CORRESPONDING, APPROPRIATE PRESSURE D~ K~..llAL
PROBE POINT SIGNAL EMl'~KS. 225 is the overall H.P.L.O. supply
interval / volume distribution control and monitoring system
bank. 226 is the H.P.L.O. supply tube, connecting supply header
to injector orifice terminal corresponding to pressure differenti-
al probepoint signal transmitter means line 261. 227 is
pressure differential probepoint signal transmitter means line
corresponding to H.P.L.O. injector supply tube 228. 229 is
pressure diferential probepoint signal transmitter means line
suitably corresponding to H.P.L.O. injector supply tube 230.
231 is pressure differential probepoint signal transmitter means
line corresponding to H.P.L.O. injector supply tube 232. 233
is a pressure differential probepoint signal transmitter means
line corresponding to the appropriate H.P.L.O. injector supply
tube 234. 235 shows an optionally always open tubeline con-
- nected to pressurized oil supply header 220. 236 is an option-
ally always open H.P.L.O. injector supply tube. 237 is the H.P.
L.O. injector supply tube corresponding to pressure differential
probe point signal transmitter means line 244. 238 is a H.P.L.
O. injector supply tube corresponding to pressure differential
probe point signal transmitter means line 243. 239 is the
H.P.L.O. injector supply tube corresponding to pressure differen-
tial probepoint signal transmitter means line 242. 240 is an
appropriate H.P.L.O. injector supply tube corresponding to press-
ure differential probe point signal transmitter means line 241.
242 is likewise a pressure differential probe point signal t~ans-
mitter means line. 245 shows a common header lubricating oil
supply channel arrangement supplying several injector nozzles.
246 is a typical countersunk injector orifice connected to it's
corresponding supply tubing. 247 represents backside of a lat-
erally projected ( in flat projection ) view of a fractional seg-
ment of a HIGH PRESSURE LUBRICATING OIL SENSOR SYSTEM optionally
partially responsive for a near-frictionless rotation capability
of a heavy ROTOR SHAFT SUPPORT SYSTEM. 248 is a REFERENCE PRO-
GRAM MEMORY BANK COMPONENT BOX UNIT. 249 is an electric signal
212716~
transmitter bank box unit optionally correspondingly installed,
controlling solenoid - or suitable other fast response ( instant
response ) valves corresponding to appropriate activation impuls-
es in the system being appropriately cross-reference connected.
250 is a potentially permanently kept open H.P.L.O. injector
supply tube. 251 is a progra ed impulse controlled supply
feed H.P.L.O. injector supply tube corresponding to pressure dif-
ferential probe point signal transmitter means line 261. 252
is H.P.L.O. injector supply tube corresponding to pressure differ-
ential probe point signal transmitter means line 260. 253 is
H.P.L.O. injector supply tube corresponding to pressure different-
ial probe point signal transmitter means line 262. 254 is H.P.
L.O. injector supply tube corresponding to P.D.P.P.S.T.M. line
263. 255 is optionally permanently kept in open position H.P.L.
O. injector supply tube. 256 is H.P.L.O. injector supply tube
corresponding to P.D.P.P.S.T.M. line 268. 257 is the H.P.L.O.
injector supply tube coresponding to P.D.P.P.S.T.M. line 267.
258 is the H.P.L.O. injector supply tube corresponding to P. D.P.
P.S T.M. line 266. 259 is the H.P.L.O. injector supply tube
corresponding to P.D.P.P.S.T.M. line 264. 261 is P.D.P.P.S.T.M.
line corresponding to 251. 262 is P.D.P.P.S.T.M. line correspond-
ing to 253. 263 is P.D.P.P.S.T.M. line corresponding to 254.
264 is P.D.P.P.S.T.M. line corresponding to 259. 265 is the
optionally per~-nently kept open COMMON SUPPLY INJ~lOk SUPPLY
TUBE HEADER TUBE. 267 is P.D.P.P.S.T.M. line corresponding to
257. 268 is P.D.P.P.S.T.M. line corresponding to 258.
FIGURE 15 shows a cross-sec=ional a ial _~ce view ~artly ~a~men-
~ary o~ _ ROTOR S~FT B~H hG SLEE~E S~-~ORT c lnder be~::inq
o~o~a~ e~ a'~ G~REss~g~ AT~'O~
J~:~,OK CA~ABILITY o~ na_I~ reD~a~ng su_~ab~e baI~ or ro_Ier
bearln~s~rovialnh a be~e~ ana e ~reme i OW FR~CTION ROTATI~N
o,~,,a,R, ,,~T; w ere_n 269 repres~nts a suitable, prefer_
- ably a PIEZO-ELECTRIC PRESSURE DIFFERENTIAL SENSOR probe element
paired together with a BACK-UP second sensor element. 270 is a
suitable TANDEM /or back-up such sensor element paired into group
269 / 270, such grouped sensor elements emitting constantly moni-
tored activation signal currants resulting in a respectively
higher / or lower H.P.L.O. ( that is respectively more or less)
feed injection into INJ~ K GROUP 292/291/290. 271 as well
as 272 are back-up and optionally wide-area-covering pressure
r-~ sensorshere shown NOT connected to an appropriate signal receiver.
273 is an optionally PIEZO-ELECTRIC, pressure differential sensor
probe element paired with 274 - a pressure differential probe
sensor functioning as BACK-UP and optionally in tandem with 274,
wherein THIS pressure differential sensor component group unit
- 273/274 - emits corresponding appropriate activation signals
towards H. P.L.O. injector valving group corresponding to inject-
ors 279/280/281. 275 is an optionally PIEZO-ELECTRIC based
pressure differential sensor probe element paired with LIKE sensor
probe element 276, such paired sensor probe component group unit
275/276 optionally operating in tandem and BACK-UP mode, is emit-
ting appropriate corresponding activation signals in appropriate
2127165
signal communication mode towards H.P.L.O. injector valving group
corresponding to injectors 284/285/286. 277 is an optionally
PIEZO-ELECTRIC based, suitable pressure differential sensor probe
element paired with pressure differential probe sensor element
278 functioning as BACR-UP and optionally functioning in TANDEM
with 277, wherein this pressure differential sensor component
group unit 277/278 emits corresponding appropriate activation
signals towards H.P.L.O. injector valving group 287/288/289.
282 are generic further injector locator orifices. 283 is the
overall-bushing-bearing sleeve cylinder in general. 293 is the
shaft of the impeller ROTOR. 294 is the H.P.L.O. pressurization
pump for the purpose of pressurizing the feed supply lubrication
oil pressure vessel 295. 296 are generic, optionally solenoid
type, suitable feed control valves. 297 is a generic suitable
oil filter box cartridge cont~i ner unit. 298 is an optional
suitable flow-inspection sight-glass device.
.f~e~ Y~ e~ f~.f~u~ e~iu~ e.
Y~ f.~.ÇW~S~ $~$e~,y~ç~ e, ~$~ ,d,3$~,s ~h~,o~u~d~,s,s,e~, r,~
a~ ,s,ho~ ,n~ ,e~SIDE,IN~J~,~JK,P~O,~FI,E,LD,,a,nd the V~n,e,Baad,e,~R,o,t,o,r,,s
e,~ec,s~,e,~,~gsn~,,ng,,,r,e,s~,ec,~ e ~uaaran~ ~ADa,G; whereln
299 denotes the SIDE-INJECTED ~ORT-FIELD PORT of the SHROUDASS-
EMBLY'S SIDE INJECTOR MASK-DISC-~.~... 321, suitably and
precisely D~lNlNG the start, end, position and shape of the IN-
J~.OK PORT FIELD PORT, wherein such precisely held injection
25 action and function in turn causes the MAXIMUM desired LIFT
C~ to be produced in ongoing manner. 300 is the shaft
of this IMPELLER VANE BLADE ROTOR. 301 is the HUB for afore-
said ROTOR. 302 is an arrow indicating the DIRECTION of PROPUL-
SIVE MOMENT. 303 is an arrow indicating the D I R E C T I O N
30 of I N E R T I A F O R C E in the UPPER RIGHT HAND QUADRANT
here. 304 is an arrow indicating the D I R E C T I O N of
I N E R T I A F O R C E in the LOWER RIGHT HAND QUADRANT.
305 is the Quadrant D~MARRATION LINE from the 3,b'clock position r,~
to center of shaft. 306 is Quadrant DE~ARKA~rION LINE from the
35 1~b'clock position to center of shaft. 307 is Quadrant DEMARR-
ATION LINE from the 9to'clock position to center of shaft. 308 r~
is Quadrant D~MARRATION LINE from 6,b'clock position to center of
shaft. 309 denotes a typical vane blade of Rotor. 310 is a
suitable ~EEL BACR SPINE BUT.KT~F'.An ~I:~L. ll~;K ST~ ;K DISC (option-
40 ally held in a central placement position ) to which ImpellerRotor Vane Blades are suitably attached as well as to the HUB.
311 are matching bolt-up flange holes in suitable IMPELLER ROTOR
SHROUDCAGE FLANGES as well as BOLT-UP assembly holes in a suit-
ably fashioned INJ~ lOK MASK PLATE S~;G..~I.l. 312 is an arrow
indicating DIRECTION of TRAVEL of EJ~ ) MASS LIQUID in KlN~ll-
CALLY UNOBSTRUCTED PATH MOVEMENT. 313 is MASS LIQUID SUBSE-
QUENT to EJECTION. 314 is EJECTOR PORT OUTLET DUCT FLANGE.
315 is ROTOR-SHROUD-CAGE FLANGE. 316 are ROTATION DIRECTION
INDICATOR ARROWS, 317 is TOP-DEAD-(;~~ K and 12 o'clock pos-
ition indicator mark. 318 is BOTTOM-DEAD-~ k;K POSITION and
6 o'clock position INDICATOR MARR. 319 EJ~ O~ PORT OUTLET DUCT.
320 is a PORTION of MASS LIQUID in RADIAL ROTATIVE ACCELERATION.
212716~
FIGURE 17 is a Dart-fragmentary~_schematic cross-sectional side-
vlew o~ a C~bCK~SE ro~a~ea Vaneb~aae-Ro~or a~flxea wl~h ~wen~y
~OCKgT_VANE_BLADES C,ONTAINED ~ N l~s SHROUDCAGE ASSEMBLY
sho~ing_~t~s_S~DE_~NJ~ QK_PQ~l,~;LD_and_-.he_yaneblaqe-RQto~r____
S,~RQy-Dç~A-G~E~A~ -N~-c~QR~-p-o~--FI--L-D---~L--A--s-R----c-Q-y--E--R
~_I_S_Ç__making_eossib_e_a_much_fas~er_an!_more_voluminous_ __
~ l ~ASS LIQUID TRANSFER ana m2re_~_~ v~_LOADING, wherein 322
rl ~ is a~uitable INTERFACE SIDE-INJ~lOK-CONFIGURATION MASK DISC seg-
ment in THIS CASE for a 20-VANE-BLADE-IMPELLER-ROTOR-SHROUDCAGE
UNIT. 323 is a typically straight (* in perpendicular to rotor-
shaft outwardly radiating position mode) VANE-BLADE-EDGE-KNIFE
FRAME SEGMENT PART connected to a corresponding, suitably ANGLED
VANE-BLADE-EDGE-RNIFE-FRAME ~ ." such segment suitably attach-
ed to an appropriate underlying MATRIX SEGMENT OF IMPELLER ROTOR.
324 is a suitably ANGLED VANE-BLADE-EDGE-KNIFE-FRAME segment and
preferably held in a 45 orientation alignment in reference to
323, wherein also by virtue of it's position it is the leading
edge segment of the ACCELERATED MASS LIQUID coNTAlr~Mhl~l CAVITY
P O C K E T S, whose TRATT.T~G EDGE segment in this case is held
suitably curved "DUCRTAIL-LIRE" into a COull~KCLOCRWISE oriented
CURVATURE. 300 is the Rotorshaft. 301 is the Rotor Hub. 334
are generic fastener-means-welds. 328 are AC~T.T~TED MASS
LIQUID LOAD P O R T I O N S. 325 are Load Pocket Cavity Trail-
ing edge pocket-containment-wall segments, partly straight but
then ending outwardly in counterclockwise-oriented "DUCKTAIL"-
like configuration. 329 is this VARIANT'S INJECTOR PORT FIELD
OPENING CONFIGURATION PORT HOLE for this 20 VANE BLADE ROTOR and
SHROUD CAGE ASSEMBLY. 327 are ROTOR VANE BLADE POCKET CAv~
310 is the REEL BuT R~An ~h..l~K ~ hl.~K DISC. 326 are FAST
ACTING PRECESSED ANGLED MASS LIQUID LOAD FLOODING channel seg-
ments. 315 are suitable shroudcage assembly SIDE-FLANGES
affixed with FLANGE BOLT ASSEMBLY HOLES 311. 317 is again the
12 o'clock and TOP-DEAD-~hl.l~:K MARK. 318 is again 6 o'clock
position and BOll~.~ DEAD-~hl.l~K MARK. 316 is CLOCRWISE ROTATION
INDICATOR ARROW. 302 is INDICATION ARROW FOR THE DIRECTION OF
LIFT or PROPULSIVE MOMENT. 319 is EJECTION Jhl~l~EAM GUIDE
DUCT for GUIDING EJ~ ~ MASS LIQUID (INFUSED WITH KlN~llC ENER-
GY and in a PRESSURIZED STATE ) 313, to suitable RECIRCULATION
MEANS. 314 is BOLT-UP-ASSEMBLY FLANGE of 319. 312 is DIRECT-
ION INDICATOR ARROW for direction of movement of 313. Also itshould be noted, that the startline of 329 is recessed from the
vertical orientation line by some 18, 18 being the spacing
from one VANE-BLADE to the NEXT to the NEXT to the NEXT and so
on.
El~uRE 11 is a ~art-fragmentaryL schema-i~ cross-sect:ona: side-
view of CLOC-WISE rotated VANE BLAD- ROTO- affixed wi~fi Tr TENTY-
FOUR POC~ET ~ANE BLADES CONTAINED ;I THIN :t~s SHOUDC..~E ~SSEr~-
LY sfiow ng i s SIDE ~N~ECTOR P~RT E~D ana ~fie raneh aae-Ro~r
SHROUeCAGE-A-F_XgD INJ~;~-PORT-F-ELD M A S ~ O V E R
D I S C mak ng Dossi~I~ a much aster_ana mor~ vo -~rlnous
MAss L_QuID TR. .NsFER anL ~lore EFFE~ T vE Lo .DINGL wfi~ - ln ~
again _s the Rotor Shaft. 30 l e Ro or Hu . ~ lS
13
2127165
the INJECTION PORT FIELD to be varied in conformance with require-
ments with respect to necessary degrees of port opening with re-
spect to varying numbers of suitable VANE BLADES which in this
case happens to be twentyfour VANE BLADES. Items 302, 310, 311,
312, 313, 314, 315, 316, 317, 318, 319, 322, 325, 326,
327, 328 here are the same parts and perform the functions and
tasks as required here as these parts and items do in FIGURE 17
_________ _____________________.......... :
330 in this VARIA~ is ~u~v~ LEADING EDGE KNIFE EDGE SCOOP
BLADE SEGMENT A~lx~u with a very hard surface layer of suitable
thickness in order to discourage abrasive knife wear as much as
possible. 331 has a much lower elevation if this were a plan
view, or would have a much greater depth of recession if this
were a view with a parallel-to-axis-of-shaft-orientation-line,
than the interface outward surfaces of respective VANE BLADES,
such lower or more recessed portion of 330 enabling scoop knife
edge knife to transfer more volume of MASS LIQUID in a shorter
time span. 333 is a rounded (like a pipe-half-section shape) fast
acting PRECESSED MASS LIQUID LOAD FLOODING CHANNEL ~ . 332
is the straight portion of knife edge scoop blade 330.
EIGy~E_19_is_a_cr2,ss_sectional_side_view_aaong_the__otor_ee,ri~h__
~y_S~Y~i~g~ lY_~b~ gU~ f_~_Y~ q~
an~d,n,e,c,e,s,sary,elemen,t,s_tha,_create_the_sueerb_eff,eç,iv,eness_o,f___
~ S~ Qy~-D~TER-A~Q-N-y-A~-E-~-L-A~-E-BQ~QB~ wherein 6 are
weight reduction cavities obtained by having each half-section
segment of keel bulkhead center disc unit segment 310, mated to
each other and connected by spacer block-ribsegments 336, which
are connected to 310 by suitable generic assembly welds 334,
335 are suitable weight reduction cut-out holes to make MASS
LIQUID LOADING PHASE more effective, enabling nearly unencumbered
pre-programmed THROUGH FLOODING, from precessed flooding pick-up
start location into appropriate vane blade cavity pockets. Items
- 310, 316, 325, 326, 330, 332, 333, 334 here are the same
parts and perform the functions and tasks as required here as
,th,e,se earts a,nd ,i,tems d$ in FIGURE 17.
,FIGU~E__Q_is_a_fEag~entary_schematic_view in_ross_sectionaa_~ro_
ie,ct on showing the MASS LIyID FLOWL GUIDINGL DUCTIN and ACCEL-
ERAT ON DYnamicL wherein 300 is the rotor shaft in a CLOCKWISE
ro~a~ea uni~. 301 shows the rotor HUB segment. 302 is DIRECTION
of MOMENT INDICATOR MARR. 337 are HEAT-EXCHANGER THERMAL TRANS-
FER TUBES. 341 are GENERIC JET STREAMS of EJECTED MASS LIQUID.338 are ~RTC BOLT-UP FLANGES. 339 are GENERIC EJECTION JET-
STREAM DUCTS. 340 are DIRECTION INDICATOR ARROWS for EJECTION
STREAM of MASS LIQUID. 342 is MAIN ASSEMBLY CLUSTER PIVOT CYL-
INDER PIN. 343 is Cluster Mount Base Bracket for Propulser un_-
its. 344 are ACCELERATED PORTIONS of MASS LIQUID in CLOCKWISEAcc~r~FRATIoN. 345 are ACC~T.~RATED PORTIONS of MASS LIQUID in
COu~ KCLOCKWISE ACCELERATION. 346 is left based SWING INCLIN-
ATION hydraulic or pneumatic ACTIVATION CYLINDER. 347 is right
based SWING INCLINATION hydraulic or pneumatic ACTIVATION CYLIND-
14
212716~
er. 348 is vertical BASE STRUCTURE EXTENSION part of 343. 350is an installation bracket for 346 and 347. 351 is specific
COur.,~CLOCRWISE rotated ROTOR SHAFT. 353 is specific co~r.,~-
CLOCRWISE ROTATION unit SHROUD-CAGE CRADLE CONTAINER BRACRET
BAND. 352 is specific CLOCKWISE ROTATION unit SHROUD-CAGE
CRADLE CONTAINER RRACR~T BAND. 408 is PRIME ENERGY DRIVER OUT-
LINE. 349 is a specific HORIZONTAL propulser cluster mounting
and installation beam.
FIGU~E 21 is a fragmentar~ schematic view in cross-sectional ~roi-
ac~l~n sfiowln~ ~he MASS ~o--~G - ~ow G~DIhG DUCTING an~ ACCE-
~_~________ _---r---~ ,___,___L_.,_~.~_L~___~______ __~_____
,AT_yN,D naml,c~ wner,el,n,j 1 ,s,,a,r,a,ny,eme,nt,ls~l,n~,r~e~v,e,rse,~,u,xt,a~,o,s,
~ ,~,,F,~Q~ _wfiereln a~ ?ar~
numbers here coincide with he parts and their respective numbers
in drawing FIGURE 20 with the exception of item 354 which is a
match-up installation mounting segment which has affixed to it
horizontal support installation beam 349, and with the except-
ion of item 355, which in this case is a more slender vertical
support installation column than item 348 in the FIGURE 20
arawing, and has it~s eluster su~.L orientation alignment piv-
ot jo'int 342 affixed at a much lower elevation level.
,FIG,U~R,E,l2,IS,A,C,,ROSS,S,ECTIONAL,VI,EW,of,a,PRO,PU,L,SE,,R,,C,LU,S,TER,,A,R,R,A,N,GED ln TANDEM-FLOW LINK-CO~ ON and havlnq a CLUSTER of FOUR
U~S a~tacfiea and mated to ONE PIVOTABLE CLUSTER MOUNT ,BRACKET~
wherein 300 is a CLOCRWISE rotated ROTOR SHAFT. 302 is a
DIRECTION-of-MOMENT-INDICATOR-ARROW. 337 is a suitable HEATEX-
CHANGER. 340 are DIRECTION-INDICATOR-ARROWS-denoting the direc-
tion of MOVEMENT of EJ~l r-U MASS LIQUID. 344 are AC~T.~RATED
PORTIONS of MASS LIQUID in CLOCKWISE ROTATED CO,.~lNEMENT. 345
are ACCELERATED PORTIONS of MASS LIQUID in ~Our.l~:KCLOCKWISE ROT-
ATED CON~lNk.lENT. 351 is ~OUI.lrKCLOCRWISE ROTATION ROTOR SHAFT.356 is a FOUR-UNIT-CLUSTER MOur~,lNG BRACKET which is suitably
pivotable on DEMAND-PROGRAM. 357 denotes the EMPTY, UNLOADED
HALF SEGMENT of ROTOR. 358 is a suitable HEATEXCHANGER INLET.
359 is a suitable HEATEXCHANGER OUTLET. 360 is ACC~T.~TED
MASS LIQUID in DEFLECTED COU~.l~KCLOcRWISE TANDEM-FLOW LINKUP of
MASS LIQUID. 361 is ~Cr~TFRATED MASS LIQUID in DEFLECTED CON-
~lN~ in CLOCRWISE ROTATED ROTOR UNIT in TANDEM-FLOW LINRUP
ARRAN~k..~l.l of the APPARATUS. 362 is DlK~llON INDICATOR ARROW
for EJ~Cl~u MASS LIQUID A F T E R HEATEXCHAN~ER FLOW-THROUGH
PHASE. 363 is DUCTLINE for RECIRCULATED EJECTION LIQUID after
the HEATEXCHANGER FLOW-THROUG~ PHASE and installed downstream
thereof. 364 is a suitable INJ~:~lOK PORT ADAPTOR gE~MENT ;n
COMMON-LOOP APPARATUS. 365 is COOLED MASS LIQUID after being
cooled in HEATEXCHANGER 337. 366 is INJECTION LOADSTART FIELD
AREA SEGMENT. 367 is alsuitable PIVOT-PIN-JOINT COMPONENT for
356.
FIGURE 23_is a SCHEMATIC VIEW of a COMBINATION of VARIOUS DUCTING
ARRANGEMENTS for EJECTED MAgS LIQUID, wfiere;n 283 are suitabie
________________~.________~______ ___
2127165
BEARINGS. 293 is a G~N~RTC ROTOR SHAFT. 299 is a specially
contoured INJ~ClOR-LOADING PORT FIELD MASS LIQUID TRANSFER PORT.
800 is CLOCRWISE ROTATED ROTOR SHAFT HOMOGENOUSLY MA~nlN~u SPUR-
D I S C segment of ROTORSHAFT 300. 301 is a suitable ROTOR
HUB. 302 is a DIRECTION INDICATOR ARROW for PROPULSIVE and LIFT
M O M E N T. 340 are DlK~.lON INDICATOR ARROWS indicating the
direction of FLOW of EJECTED MASS LIQUID. 341 denotes EJECTION
MASS LIQUID at START of EJECTION PHASE POINT. 851 is ~OU~.~K-
CLOCRWISE ROTATED ROTORSHAFT HOMOG~N~LY MA~nlN~ SPUR D I S C
segment of 351. 356 is a suitable FOUK-UNIT CLUSTER MOUNT B~AC-
RET. 364 is a suitable INJ~,OK PORT ADAPTOR ~ COM~G..~.,
in EJ~:~.OK DUCT INTER~ONN~l ARRAN~k ~l.~. 367 is a suitable
PIVOT-PIN-JOINT CO~ON~ FOR 356. 368 are suitable GEARBOX
units, powerdriven by suitable PRIME-MOVERS whereinwhich such
~ARROXES keep ROTOR SHAFTS in C O U N T E R R O T A T I V E
ROTATION of each TO THE OTHER.
Iu~ ~R~E- 2 ~ s~ ~sho-w~n- ~a~ -c~ro~ss ~ ~s~e~c- -ion~a- ~ ~a~na~ sc-h~em-at~i ~c~ k~
_n PRESSURIZED COMMON LOOP REC RCUL~TION INTERC~.N~. APPARATUS
wherein 302 is a DIRECTION of MO~ENT INDICATOR ARROW. 337 is
a suitable HEATEXCHANGER. 370 denotes a COMMON RECIRCULATION
INTERCONNECT LOOP DUCT. 359 is an OUTLET for HEATEXCHANGER.
358 is the HEATEXCHANGER INLET. 313 represents HOT EJECTION
LIQUID (MASS LIQUID), that is BEFORE GOING THROUGH the HEATEX-
CHANGER. 351 is the CO~ ~KCLOCRWISE ROTOR SHAFT. 301 is a
suitable ROTOR HUB. 3~1 represents the GFN~RTC EJECTION MASS
LIQUID. 340 are DIRECTION INDICATOR ARROWS for the FLOWDIREC-
TION INDICATION of EJECTION LIQUID. 369 are UNIT CLUSTER-MOUN-
TED LARGE VARIANT SUPPORT BRACRETS. 364 represent CO~LION LOOP
HEADER INJECTOR ADAPTOR SEGMENT COMPONENT.
~,G~,R,E,,2~,~,s,,a,c,r,os,s,,s,ec~ign,al,,SI,D,Ey~,EW,,o,f,,a~T,qE,,Lv,E,y,AN,,E,,B,L,AD,,E,
~LOÇRWIE_ROTATED_ROTOR_SHROUDCA~E UNIT ,showlng_the_EENTIAL__
,PP~R~OXIMA~TE,O~U~TLINE,~D~ N~ O~N_~of~t~he~INJ~EC~T~O,R~P,OR~T_,FIE,L,D~
-~fiereln ~93 1S ~he approxlmate outIlne o~ sucfi INJ~lOK PORT.
300 is the ROTOR SHAFT. 301 is the ROTOR HUB. 326 indicates
the TRATT.TNG EDGE part of suitable VANE BLADE POCKETS. (LOAD
POCKETS) 310 represents the KEEL SPINE BUT.K~An C~ KDISC.
371, 372, 373 are suitable appropriate PRE-INJECTION PORTS
TO MAKE POSSIBLE MAXIMUM LOAD CONFIGURATION when the ROTOR is
rotated EXTREMELY F A S T. 374 is a suitable TAPERED DUCT
CONN~:~1OK DUCT PIECE in order to be able to catch any EJECTION
OVERSPRAY. 338 are suitable MATCHING BOLT-UP FLANGES for the
connection of EJECTION DUCT to ROTOR SHROUD CAGE. 314 is spec-
ific BOLT-UP FLANGE of ROTOR SHROUD CAGE. 311 are BOLTHOLES
for both INJ~ lOK u~lNlllON MASR DISC and ROTOR SHROUD CAGE
SIDE FLANGE. 315 is sHrKouD CAGE SIDE FLANGE. 317 is TOP DEAD
~ K and 12 o'clock position MARR. 318 is BOTTOM DEAD C~..1~K
MARR and 6 o'clock position MARR. 302 is MOMENT DIRECTION INDI-
~ CATOR MARR. 309 represents a hardened ALLOY RNIFE BLADE section
l~ o~a straight ( perpendicularly outwardly radiating from axis)
ROTOR VANE BLADE and also represents it's LEADING EDGE.
16
2127165
~G~E~-2ç-aE~a~c~QEE~s~e~cta2~al~F~Qn~yi~e~Q~f~RQ~lQ~R~sH~Q-u~Dç~A~
E~ OK PORT OUTLETi wherein 315 are Rotor Shrou Assembly Si e-
f_anges, 3;6 are STRUCTURAL R~lNrOKCING RIB-RINGS, 311 are
suitable Bolt-up holes. 300 is the Rotor Shaft. 375 are
square or rectangular EJECTION OUTLET MATCHPLATE HALF-SEGMENTS.
310 is a suitable REEL SPINE BuT~RFAn ~~ K DISC RING.
E~Ç,U,R,E,2,7,,i~,,a,cros,s,e~c~a,o~,a~,,F~QN,~ ~,e~w,,o,f,~,,RQ~Q~,w,~hç~,ei~ 293
is a GENERIC ROTOR SHAFT. 301 is a suitable REEL SPINE BUT.RR~D
~ ~ DISC. 325 is a suitably shaped T~ATT.T~G EDGE COMPONENT
of CAVITY POCRET SEGMENT. 334 are generic ASSEMBLY WELDS. 378
are INNER REEL BUTR~T~An SPINE DISC POCRET CAVITY LOADING TRANSFER
PERFORATIONS. 379 are suitable INNER KEEL SPINE BUT.~R~An POCRET
CAVITY VANES. 380 is a suitable STRUCTURAL STABILIZATION RING
~0..~ 0~ PART. 381 is a suitable POCKET SIDE-WALL COVER PLATE
PART. 382 is the LEADING EDGE PART of a suitable RNIFE FRAME
ASSEMBLY.
FIGURE 28 is a cross-sectional ~artly fragmentary side view of
_____________ ________________L_ ____ ____ ______ _____________~
~a~ o~r~t~i,o~n~o~f~a~RQT~O~R~,V~A~RI,A,NT~wi~t~h,~a~n,I,N,N,E,R,~,E,E,L,,S,PI,N,E,,BUT~,R~AD,,
~k~ DI-sç~çQM~pQN~E~N~T-yA~N~E-~po~c~K~ET-~p~R~oyI~sI~o~N~-whereln said OVER-FLOW VANEPOCKET becomes FAST FLOOD LOADED by transfer perforation
means 378, 382 is Knife Edge Frame Assembly's LEADING EDGE
SEGMENT. 324 represents extra-hard-surface LAYER SEGMENT of 382.
323 is short segment of 382 and closest to ROTOR HUB. 325 is
NON-~u~u TRATT.TNG EDGE S~.~..~ of 383.
FIGURE 29 is a cross-sectional frontview of a suitable "S2UARE-to-
ROUND~ CO6i~SIaN OUTLET DUCT ca~ wherein 375 is a suitaS~e
Square or Rectangular EJECTION OUTLET MATCHPLATE HALF-SEGMENT;
whereinfurther 377 is a suitable circular MATCHFLANGE for sub-
sequent bolt-up connection to Recirculating Duct System. 341 de-
notes EJECTION MASS LIQUID. 314 is a suitable GASRET to be in-
stalled between the two 375-HALFSEGMENTS. 338 is the overall
"SQUARE-to-ROUND" Conversion DUCT COMPONENT.
FIÇy~R~E~3Q~s,h~ow,s,~a~SI~D~Ey~E~o~f~a~m~anu~f~ç~u~rang ~ h,o~d,y~A~I~Ay~ in
that 392 combines the functions of 1 an~ 380 an has sub-
sequently affixed to it in appropriate manner part 382. To benoted here is the fact that such EASE-OF-MANUFACTURING Disc could
be "FLAMECUT" out of suitable material such as steel or special
NON-FERROUS ALLOY.
~U~ .i5.~.c~s.se~ ,yi~,s,4~iug,~Q~yi~,2~ s,u,i,t,,
~4l~ RQ~QR~r-R~ h~ s~u~c~h~R~o~ToR~s~s~HR~o~u~DcAGE ASSE~BLY is
e,c,l,a..,,o~ u~y,~$$~n~n, ,~,A~,A~,Ç~ Q~.....
~a~d~REÇIRÇU~pTING_M~Ec~N~S_~f~or,suitably,used,LIsU_D_METALS ~suc- as,,,
or instanc~ MERCURY or HG or some other sucl; ~uitabIe Ilyu:~i
wherein 395 is a suitable shaft KEY securing ROTOR HUB to ROTOR
SHAFT. 6 are weight reduction cavities for 310. 49 are suit-
able bearings. 301 is the ROTOR HUB. 364 is a suitable SIDE-
INJECTION DUCTING MEANS COMPONENT. 27 are weiqht reduction cavit-
212716~
ies for SHROUDCAGE 11. 397 iS a LIQUID-METAL-LEARAGE-RETAINER-
SUMP component for LIQUID HEAVY METAL 400. 299 are LOAD LIQ-
UID TRANSFER PORT FIELD PERFORATIONS. 399 is recirculation DUCT
for 400. 398 iS RECIRCULATION PUMP for 400. 321 iS SIDE-
INJECTION SUPPLY SUMP COII~ON~I~1. 396 iS INSTALLATION MOUc.llWG
PAD-STAND PART. 403 are seal assembly bolts for 397. 402 are
S~AT.~KETS for 397.
2~ ss~ -yi~ o-f-~sID~EI-NJ~;~;lQK-~su~ppL~y
SU~E.~Q~E~ .s~ g.injection PORT FIELD 299. 404 are
perpendicular to INTERFACE PLANE of 321 - affixed suitably
~hApe~ Sl~ ~ RIB BAFFLE SEGMENTS for structural stability and
rigidity. 405 iS the INJECTOR FIELD PORT D~ lON WALL BAFFLE
COMPONENT affixed to 321. 364 iS SIDEINJ~oK SUPPLY MEANS
COMPONENT ducting it's apportioned VOLUME of 365 of INJECTION
MASS LIQUID. 317 and 318 are as previously described.
~IGURE 33 is a cross-sectional Sideview of a LARGE PORT F-ELD SIDE
:N~cloK~sg~p~p~Ly~s~u~M~p~c~oMp~o~N~ENT~3~z~ for in this case a yeical
~OCRET-EOUIPPED VANE BLADE ROTOR. 329 denotes the EXTR~-HIGH-
LOAD-TRANSFER-VOLUME-CAPABILITY INJ~loK PORT FIELD of 322. 406
20 are the vertical INJ ~l~K FIELD PORT D~lWl~lON WALL BAFFLE SEG-
MENTS AFFIXED PERPENDICULAR TO INTERFACE PLANE of 322. 407 are
the STRUCTURAL S11~ K RIB BAFFLES suitably affixed to 322.
317, 318, 364, 365 are as formerly described.
,FI~ 4~ a~ç~Q~ iç~iQ~aa~ ç~lç~a~iç~ f~iag5~n~y~
25 view of MASS LI~gI-D~FL-ow--d:-ag-ra--m-w-ith atte~nt com~onentsL wherein
other than formerly described items 409 are ABRASION RESISTANT
PROl~ OK PADS. 363 iS a suitably shaped DUCT-TURN-ELBOW. 408 iS
for a suitable prime-mover outline schematic indication. 410 iS
a MULTI-FIN-BROAD-INTERFACE (More Exchange Surface) HEATEXCHANGER.
412 iS the INLET for 410. 411 is the OUTLET for 410. 413 iS an
e~p~nlled DUCT SECTION SEGMENT in order to accomodate 410 without
choke effect. 415 is a suitable RECIRCULATION PU~P for OVERFLOW-
MASS-LIQUID 417, 414 is a suitable INSTALLATION BASE MOUNT.
416 is a suitable LOWER ONE-WAY-CHECK-VALVE. 421 is a suitable
UPPER ONE-WAY-CHECK-VALVE. 422 is a suitable REPLENISHMENT INTRO
MISSION DUCT for PRESSURIZED CHARGE LIQUID 417. 420 is a suitable
PRESSURIZING GAS INLET PIPELANCE with reactant appropriate balancing
CONTROLS and RELAIS CO~q~O,.~r.~. 419 is a PRESSURE RELIEF VALVING
PROVISION and SECONDARY MONl~lO~cING and CROSS-REFhRENCING SYSTEM.
423 is a suitable control valve and relais UNIT for GAS PRESSURI-
ZATION. 418 is a suitable COMPRESSED GAS CUSHION.
Figure 36 is a cross-sectional FRO..~ W of another effectively
designed VARIANT; wherein the POCKET VANE BLADE ROTOR is equipped
with suitable special HEAVILY R~;lNn)KCED R~ART~G LIP SECTION SEG-
MENTS 424. 424 offer the LOW-FRICTION PROVISION MEANS of a
BEARING CONTACT PAD RIM SEGMENT being revolved against positively
pressurized LUBRICATION OIL (or other suitable LUBRICATION SUBSTAN-
CE) BEARING-GROOVE SEGMENT 25.
212716.S
gI,G,U,R,E_,3,7_,i,s_,a_,cro,ss_,se,tional~,s~d,ey~e~_,o,f,,a_~;,0yL~ ,ÇL,,O,C~,W~,S,E
g-Ly~ Q~ y~ La~ Q~Q~-showing the respectively more
ana-more-~ IN~s-po~RET-~oNTAINED PORTIONS of ACCELERATED MASS
LIQUID as represented by 386, 387, 388, and POCRET PORTION
389 which at that point is only PARTIALLY ( approximately half )
in a state of ACC~T.~RATION WHILE THE REST OF THIS PORTION
( approximately one half ) AT.R~AnY IS IN STRAIGHT FORWARD, UN-
ACCEL ERATED and ~lN~ CALLY CHARGED MOTION. 384 in this VARIANT
is a STRAIGHT TRAILING EDGE SEGMENT of VANE BLADE ROTOR POCRET.
10 ~F~U,~ ,,a,~ry~s,,s,e,c~io,~a,~ra,g~,en$,a~y,y~,e~,2~,,a,y~E~L~A~
,R,O,T,OR,,V,A,RI,A,N,Ti whereinwhich 324 is a very HARD MATERIAL LAYER
segment of ED~Nl~: frame assembly 382. 430 is a round
POCKET VANE BLADE STRUCTURE RIGIDITY STABILIZER CO~ON~,.1. 328
is MASS LIQUID in PCC~TFRATION. 336 are suitably installed
suitable spacer-BLOCR-RIBS inside the ( within ) KEEL SPINE
BuT.K~An DISC 310. 6 are weight reduction cavities of 310.
431 is DIRECTION-OF-INJ~-~OK-LIQUID-FLOW-INDICATOR ARROW.
~FI~GY-RE~-'2-~s-~ ç~ d-a~ah~ h~ Yi~ PQÇ,K~
VANE BLADE ROTOR VARIANT equlppe w t square, o Iow BLADE
STRUCTURE RIGIDITY STABILIZER C~ O~ S 429, equipped with
LIQUID TRANSMITTAL PERFORATIONS 432. 336 are suitably installed
suitable spacer-block ribs within REEL SPINE BUT.K~An C~ K DISC
310.
FIGURE 40 is a cross-sectional sideview of VANE BLADE N O N -
P~CRET ROTOR VAR~ANT ana ROTOR SHRO~D CAZE ASSEMB~ Gh~T, whereln
433 are suitable SHROUDBODY RrlNrO~CER-STABILIZERS. 389 is the
STILL-ACCFr.~R~TED PART-PORTION of an ~ ~llv~ NET LIFT MOMENT
ACC~T.~RATED MASS LIQUID LOAD VOLUME PORTION IMMEDIATELY BEFORE
EJECTION. 340 are G~N~RTC DIRECTION INDICATOR ARROWS for EJ~1
MASS LIQUID. 312 are schematic renderings of ARROW SHAPED KINE-
TICALLY CHARGED EJECTED MASS LIQUID PORTIONS.
,FI,G,U,RE,41,i,s,,a,c,ro,s,s,,s,e,ct,i,o,n,al,v,i,e,w,g~f,,a,,C,OU~,E,RÇ,LOÇ,RWIS,E,,RO,~,A~,E,D,
THREE_~PQCKET_VANE~BLADE_RQTQR~_whereln 393 is a suitable INTER-
FACE INJECTION TRANSFER PORTHOLE of a ROTOR equipped with LOW-
IMPEDIMENT FLOW-A~r~l-lNG: ROTOR VANE BLADE POCKET STRUCTURE
RIGIDITY STABILIZER BAFFLES affixed between 310 and 381. 425
in this Variant are EXTRA-THICR EDGE RNIFE INTERFACING SEGMENTS of
382 of EXTRA ABRASION RESISTANT SUITABLE MATERIAL of possibly NON-
FERROUS NATURE.
FIGURE 42 is a cross-sectional view of a VANE BLADE POCKET ROTOR
HAVING the ROW of VANE BLADE POCRETS on the ONE SIDE OF KEEL SPINE
BULRHEAD ~1.1~:K DISC 310 A~lx~ IN A STAGGERED ALIGNMENT TO THE
ROW OF VANE BLADE POCKETS AFFIXED ON THE OPPOSITE SIDE OF 310 in
order to ASCERTAIN a SMOOTHER AND LESS PULSATING PROPULSION
~l.
FIGURE 43 is a cross-sectional view o~ a FOUR VANE-BLADE POCXET
ROTOR YARIANT DESIGN for the installation in smaller Propulser
19
2127165
units.
E~çu-B~- 9 -4 - ~ Q-s~ iQ~ -f ~Qu~yi -e
VARIANT EO''IPPED WITH SPECIALLY MADE BLADES wherein 384 are
specla~'su_~ah~e'welgh~'reauc~lon'cavl~les'made so to still yet
obtain a massive and extremely strong and rigid blade with high
load transferability. 385 are these suitablly configured BLADES
with a built-in tapered forward inclination and affixed to 310
by suitable MEANS. 386 is this SPECIAL VANE BLADE'S RNIFE EDGE.
,FIÇyRE~-s~i~s~a~-c~ro~s~s~s~e~cta~o~n~al~s~D~Ey~E~ of~a~Typ~çA~L~E~G~T~y~A~N~E~BL,~A,D,E,P,,OCR,ET,,,RO,TO,,R,,,,SI,D,E_I,NJ,,lOK,MA,SR_,DI,S,C, wherein 329 is
a typicai VERY HIGH VOLUME MASS LIQUID TRANSFER INJECTOR PORT
FIELD, and wherein the injection start line of this INJ~lOK'S PORT
FIELD is essentially at a 45 angle to the right of 12 o'clock
to AXIS LINE.
FIGURE 46 is a cross-sectional sideview o- a TYPICAL SIX POCKET
-'ANE BLADE SIDE IhJ~;3K D lNl'~lON MASK D_SC, wfiere;n ~9 ;s a
~yp;cal VERY HIGH MASS LIQUID VOLUME TRANS-ER INJ~C~OK PORT FIELD,
and wherein the injection start line of this INJECTOR PORT FIELD
is essentially at a 60 angle of inclination to the right of
12 0'clock to Axis line, and wherein a MASK CUT-OUT PROVISION is
incorporated to accomodate the angled TRAILING EDGE SEGMENT of
ROTOR POCRET T~ATT-TNG EDGE.
~I,G,UR,E,47_is_a_cro,s,s,-,s,e,ct,i,or~al_si~de,~.iew, c,f_a_T,Y,PI,CAL,_,N,IN~_P,OCRET_
~-ANE BLAl~E ROTOR SIDE INJEC R D~ lO~ MASK DISC, wherein 329
s a typ ca~ rbut variable VERY ~_GH M~SS LIQUID VOLUME TRANS-
FER INJ~ OK PORT FIELD; and wherein the injector start line ofthis INJ ~lOK PORT FIELD is essentially at a 40 angle of
inclination to the right of 12 0'CLOCK to Axis Line.
FIURE,48_is_3_çross,s~eç,~ionaa,side,v-ew,of_a_T~PIC,AL312,=PQCRE,T
VANE BLADE ROTOR SIDE IN. ~lOK D~lNllloN MASR DISC wherein 329 is
atyplcal ~ but varlable VERY HIGH M~SS LIQUID VOLUME TRANSFER
INJ ~ OK PORT FIELD; and wherein the injection start line is
essentially at a 30 angle of inclination to the right of 12 o'
clock to Axis Line.
Figure 49 is a cross-sectional front-view of a VANE BLADE ROTOR
UNIT showing Vane Blades Affixed to REEL SPINE BUT.R~T~'An ~ K
DISC 310 and ROTOR HUB 301; wherein G~NT~TC MASS LIQUID MOVE-
MENT INDICATOR ARROWS 340 here are further defined by such
AKRow SUB PA-KTs wherein 427 is the TIP portion of such Arrows,
and wherein 428 represents the Arrow outer Rim part, ~nd
wherein after 328 makes a half-revolution from injector area
to EJECTION OUTLET MEANS such ARROWS 340 are now depicted as
FACING TOWARD THE OBSERVER within the outlet area.
