WO1996000497A9 - Unidirectional propulsion system for a transport vehicle - Google Patents

Abstract

This invention deals with a new propulsion system having a prime energy input converters (57) converting prime energy input into programmable UNIDIRECTIONAL FORCE by means of suitable pairs of CONTRA-ROTATIVE/CONTRA-REVOLVIVE Blade vane equipped ROTORS (36) being rotated in GUIDED ALIGNMENT within suitable SHROUDCASINGS. Such BLADE-VANE-ROTORS having vanes forming a circular row of balance-spaced LOADPOCKET-CAVITIES (325), each rotor further includes vane-pocket-cavities (327) loaded with a MASS LIQUID throughout essentially LESS than 180o HALFCIRCULAR rotational plane while the remaining 180o plus, PARTCIRCULAR rotative plane of aforesaid Rotor-pockets are NOT loaded with MASS LIQUID, but are rotated in an EMPTY CONDITION and whereinfurther such MASS LIQUID is suitably S I D E -injected in suitable manner effecting the MOST EFFICIENT and the MOST VOLUMINOUS MASS LIQUID TRANSFER into the LOADING and LOADED PART of ROTATED ROTOR during rotation. This way UNIDIRECTIONAL FORCE is CREATED.

Description

CENTRIFUGAL ACCELLERATOR REVERSE GRAVITY TRANSPORTER AND INERTIA REACTIVE

ACCELLERATION PROPULSER.

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 ACCELERATION ?

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 ACCELERATION, that is to say a PART of the machine, namely it's MASS LIQUID Medium constantly has it's ACCELERATION 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 impossible 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 preprogrammed LIFT and PROPULSIVE MOMENTS. The thusly created lift and propulsive moments in ongoing fashion are created in a way that undesirable TORQUE- and SIDE-DRIFT-MOMENTS are eliminated. Propulsion units are as the preferred embodyments assembled in always TWIN configuration, wherein one unit of a pair of propulsers is rotated and revolved by powerdriven power-input means counterrotative to the other unit of such pair of propulsers. Trartsportmachines, 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 moment force generator cluster.

Each propulsion moment generator cluster consists of at least one CLOCKWISE ROTATED and at least one COUNTERCLOCKWISE ROTATED ROTOR CONFINER-DEFLECTOR-SHROUD-CAGE ASSEMBLY.

Since these PROPULSION-MOMENT-GENERATORS are stiitably installed in suitably pivotal manner, it is possible to have respective PROPULSION-MOMENT-UNIDIRECTIONAL

PROPULSIVE FORCE FIELDS be directed in an ACTIVATION-ARC of from 0 to 45 INCLINATION ANGLE to the PERPENDICULAR ORIENTATION-AXIS in the instance of the VERTICAL LIFT PROTOLSER CLUSTER BANK and with respect to the HORIZONTAL PROPOLSER CLUSTER BANK it is possible to have the respective FORCE FIELD be directed in an ACTIVATION ARC of at least 0 to 45^º and preferably 0 to 180 ° INCLINATION ANGLE to the

LONGITUDINAL AXIS ORIENTATION LINE (FRONT TO BACK 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 RAV I TY FORCE FIELD this propulsion system is producing PROPULSIVE and LIFT FORCE MOMENTS by having the power-rotated ROTORONIT VANEBLADES ACT ON A CERTAIN M A S S in form of a suitable LIQUID (such as a suitable liquid metal alloy or of lesser preference MERCURY or HG or some suitable oil or some suitable oil-metallic-powder emulsion or the like ) in a state of AC C EL ER AT I ON and subsequently on such suitable MASS LIQUID in a state of Z E R O ACCELERATION in a REAL-TIME-FRAME, wherein the actual REACTION to the ACTION of ACCELERATION is M A N I F E ST in INERTIA 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 AS S AC C ELER AT I ON is, and the MORE MAS S is ACTED

ON, the MORE L I FT and P ROPULS I VE MOMENT is CR EATED.

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 SIDES of respective ROTORS WITHIN the desired

I NJ ECT I ON TRANS 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 ROTORVANEBLADES is to be kept to a practical MINTMOM as respective ROTORVANEBLADE-PACK is rotated BY such INJECTOR COMPONENTS in GUIDED ALIGNMENT.

2)

Kept confined in CURVILINEAR ACCELERATED PART-CIRCULAR CONFINEMENT. HCPELLED at a PRE-DETERMDJED POINT by CENTRIFUGAL FORCE, such locationpoint

beginning at the 6 o'clock position in each ROTOR-SHROUD-CASING;

4)

APPROPRIATELY collected and DUCTED BACK to the initial INJECTOR-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, REPETITIVE, OVERLAPPING and ONGOING manner.

Also in explaining 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 LOADVOLUME 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 MAS S L I QU I D IS ALLOWED to ESCAPE out of A C C E L E R ATED - part-circular- DEFLECTED CONFINEMENT PHASE.

This application for patent is accompanied by fortynine DRAWINGS, a number of drawings I deemed necessary in order to illustrate the many VARIABLES manifest in this application. In describing the different drawings I am at the same time explaining 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 TRANSPORT-VEHICLE ( for lack of a better name one could refer to it as "GRAVITY-CRAFT" as a pun an "AIR-CRAFT"), wherein 57 represents the paired vertical lift moment U.P.M.G. ( Unidirectional 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 recirculatiαn sump drain for 60 and 61 represents the vertical mounting pin cylinder for swingcage 60. 71 is the overall transporter structure fuselage. 62 is the recirculation drain sump for 57. 63 are arrows indicating 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 cal flight control airfoil tail segment. 75 are suitable cabin windows. 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 fuselage assembly keel segment. 78 are suitable drive-engines for ground operation propulsion wheels (hydraulic, electric, pneumatic 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 BOOSTERS of a suitable nature.

FIGURE 2 is a SCHEMATIC PLAN VIEW DRAWING of a LARGE SPACESHIP wherein item 79 is the MAIN-VESSEL-FUSELAGE STRUCTURAL SHELL BODY of an EXTRA-EXTRA LARGE TRANSPORT SPACE SHIP-80 is Loadbay and Passenger Compartments. 81 is the Front Access Hallway. 82 are NON-SPECIFIC Steamgenerator-Electric Powergeneration Units. 83 are DC Generators. 84 are DC Generator Converters. 85 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 OXIDIZERTANKS. 89 is the REAR ACCESS HALLWAY. 90 are COMPRESSED AIR and COMPRESSED GAS STORAGE TANKS. 91 are MAIN, POLY-MODE-DRIVEN, PIVOTABLE HORIZONTALLY and VERTICALLY OPERATING U.P.M.G.s. (aforementioned acronym). 92 is directional indicator arrow here indicating MAIN HORIZONTAL MOMENT. 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 DIESELDRTVE UNIT. 102 are ELECTRIC STORAGE BATTERIES. 103 is the overall ASSEMBLY of LARGE GRAVITY CRAFT with certain OPTIONALLY 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 optionally installed ROCKET MOTORS / and / or suitable GAS or STEAM-JET BOOSTERS or possibly PLASMA-JET BOOSTERS of a suitable nature.

FIGURE 3 is a partly SCHEMATIC CROSS-SECTIONAL SIDEVIEW Of a VARIANT of an AX I AL I NN ER I N J E CT I O N UNIDIRECTIONAL PROPULSIVE GENERATOR designed to effect the strangest possible Design wherein FIGURE 3 shows a highpressure oil lubricating (babbitt ) system to effect a LOW FRICTION rotative operation 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 180 ° minus START-OVERLAP-SEGMENT injector port orifice squared radially. 4 is the IMPELLER-OUTER-REINFORCER + LOADRING segment. 5 is the MAIN BASE KEEL DISC for the IMPELLER. 6 are WEIGHT-REDUCTION CAVITIES in the IMPELLER ASSEMBLY. 7 is a suitable POWER DRIVE INPUT SPLINE COUPLING. 8 is SPLINE SLEEVE SEGMENT of 7. 9 is a suitable END-SIDE-CAP-BULKHEAD-PLATE-SEGMENT of the shroud assembly. 10 are suitable GENERIC ASSEMBLY BOLTS. 11 is the LOADBEARING AND MOMENT TRANSFERRING Impeller SHROUD JACKET. 12 is a suitable

PRESSQRELUBRICATION FEEDLINE for END-CAP-DISC 9. 13 is a suitable HIGHPRESSORE LUBRICATING OIL PUMPBOOSTER (typically from 500 to 3000 PSI ). 14 is a PRESSURE-REDUCER-VESSEL. 15 is a suitable PRESSURE-REGULATOR-BALANCER-VESSEL. 16 are individual IMPELLER-ROTOR-VANES. 17 is a suitable END FLANCE for UNIT BLOCK ASSEMBLY

MASS L I QUI 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 TANK for HIGHPRESSURE LUBRICATION SYSTEM. 22 is the OPEN END of 20. 23 is SUPPLY SUCTION FEED TUBE from 21 to 13. 24 is PRESSURELOBRICATION OIL FEED TUBE TO PRESSURIZED LUBRICATION OIL CONTACT PADS of IMPEU-ER SHROUD JACKETS. 25 are HIGH PRESSURE LUBRICATION OIL DISTRIBUTION CONTACT PADS. 26 is INTERFACE GAP between IMPELLER-ROTOR ASSEMBLY, SHROUD JACKET RING ASSEMBLY and MASS LI QU I D INJECTOR PRONG 2. 27 are suitable WEIGHT REDUCTION CAVITIES for 11. 28 denotes broken line outline of EJECTION PHASE-MASS LIQUID EJECTION MEANS. 29 are FLANGE BOLTHOLES for RECIRCULATION-of-EJECTION-OF-MASS-LIQUID-MEANS RETURN PIPEDUCT.

In FIGURE 4 is shown a cross-sectional Sideview of an AXIAL INNER INJECTION U.P.M.G. BLOCK UNIT supplied with INJECTION MASS LIQUID from each side of a cylindrical supply feed AIJ (AXIAL INNER INJECTION ) IMPELLER ROTOR HUB SUPPORT PRONG; wherein 41 is this BLOCK-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.- BLOCK UNIT SUPPORT MOUNT. 46 is SIDE-RETAINING WALL BULKHEAD PLATE SEGMENT for IMPELLER ROTOR'S ACCELERATED MAS S L I QU 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 COUPLING for planetary power transfer gears. 52 are suitable bearings 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 BULKHEAD PLATE RING for this BLOCK-STATOR. 55 is OPERATION LEAKAGE OIL RECOVERY RECIRCULATION PUMP. 56 denotes this OVERALL BLOCK UNIT.

FIGURE 5 shows an AIJ U.P.M.G., equipped with SIDE-POSITIONED BALL or ROLLER BEARINGS; wherein 30 is MAIN INJECTOR FEED SUPPLY AND DEJECTION AREA DEFINITION (DEFINER) 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.. 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 DEFINED GUIDE-ABILITY of PRESSURIZED INJECTION MASS LIQUID into VANEBLADE POCKET CAVITIES 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 EFFECTIVE performance of the IMPELLER-ROTOR UNIT. 34 shows SHROUD CAP SEGMENT with SIDE-POSITIONED roller or ball bearings 36 with weight reduction cavities 27. 35 is END CAP for 30. 36 is IMPELLER-ROTOR KEEL BASE PLATE connected by 16 to IMPELLER ROTOR INNER-SIDE END DISC RING 38, 37 is Supply pipe mating flange for connection to 18. IMPELLER-ROTOR-ASSEMBLY-SEGMENT 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 drawing again denotes broken line outline of EJECTION MEANS of EJECTION MASS LIQUID and mating flange ring with connection bolt holes 29. 40 is EXCESSIVE-ABRASION-RESISTANT SHROUDSLEEVE SEGMENT part suitably incorporated into the

INTERFACE-SURFACE-AREA of said SHROUD.

FIGURE 6 is a cross-sectional, partly schematic sideview wherein represented is a SLOW-FAST-SLOW MASS LIQUID OPERATIONAL SYSTEM in case this should be shown more effective, incorporating KINETIC BRAKING FEATURES. 104 here represents EJECTOR JET STREAM of MASS LIQUID be fo re SPLIT. 105 is the DIVERTED, SPLIT-OFF

PORTION of 104 LIQUID a f ter SPLIT and be f ore ENTRY into left DIRECTION NOZZLE 115. 106 is the DIVERTED, SPLIT-OFF PORTION of 104 LIQUID a f ter SPLIT and before ENTRY into right direction NOZZLE 115. 107 is Direction Indicator Arrow for SPLIT JET STREAM LIQUID left. 108 is DIRECTION

INDICATOR ARROW for SPLIT JET STREAM LIQUID right. 109 is a RICOCHET-KINETIC

DISSIPATION REPI-ECTOR. 110 is spray NOZZLE left. Ill is kinetic-brake-cushion-pack behind 109 packed with suitable 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 kinetic 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 suitable pipeduct for ejector Jetstream into kinetic BRAKE MEANS SEGMENT of this system BEFORE Split of Jetstream. 114 is direction indicator arrow for 104 liquid be f ore SFUT. 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 recirculatiαn pump. 125 is KINETIC BRAKE BOX TANK UNIT module. 126 is SUMP FUNNEL COLLECTOR SEGMENT Of 125.

FIGURE 7 is a partly schematic, cross-sectional rendering of one possible variant version of KINETIC BRAKE BOX TANK; wherein 128 is kinetic brake box containment tank in this version. 138 is direction indicator arrow for movement of SLOWED MASS LIQUID after kinetic braking in THIS VARIANT. 140 is direction indicator arrow for FAST MASS LIQUID entering 128 from below. 141 is direction indicator arrow for movement of FAST MASS LIQUID entering 128 from Above through pipe duct 142. 116 is kinetic 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.

FIGURE 8 is a partly schematic, cross-sectional view of another variant of kinetic brake box system; wherein 129 is kinetic brake containment boxtank in this variant. 136 is direction indicator arrow for movement of 117 here being ducted to a recirculation pump.137 is direction indicator arrow showing movement of FAST EJECTED MASS LIQUID. 146 denotes an ever widening FUNNEL 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 retaining screen for 112. 117 denotes SLOW, but HOT MASS LIQUID. 126 is the sump collector segment of 129.

FIGURE 9 is a partly schematic, cross-sectional view of yet another VARIANT kinetic brake box; wherein 127 are vertically disposed SLOW-MASS-LIQUID collection HEADER pipes suitably collecting SLOWED MASS LIQUID. 135 is arrow indicating the direction of movement 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 into the KINETIC BRAKE MEANS STACKTUBES suitably affixed with screens 116 retaining gravel like material 112. 104 is FAST MASS LIQUID. 112 is KINETIC BRAKING MATERIAL PACK (gravel etc.) for slowing down FAST MASS LIQUID. 116 denotes suitable retaining screens. 117 denotes SLOWED MASS LIQUID.

FIGURE 10 is a partly schematic, cross-sectional view of a further VARIANT arrangement; wherein 130 denotes a special NOZZLE HEAD. 131 denote arrow-shaped PORTIONS of FAST MASS LIQUID 147 here being flung out of NOZZLEHEAD 130. 132 is KINETIC BRAKE CONTAINMENT BOX TANK in this variant. 133 is FAST-MASS-LIQUID-KINETIC-ENERGY-DiSSIPATOR DUCT. 134 is direction indicator arrow showing direction of movement of FAST MASS LIQUID (but cold) infused with a HIGH AMOUNT of KINETIC ENERGY. 143 is direction indicator arrow showing direction of movement of SLOW MASS LIQUID ( but hot ) containing little or no amount of KINETIC ENERGY. 147 denotes portions of FAST MASS LIQUID being flung at and THROUGH the positioning- and retaining SCREEN 139. 139 is PERIPHERAL

POSITIONING- and RETAINING SCREEN installed suitably in order to effect a vertical orientation of the major portion of KINETIC BRAKE MATERIAL 112. 116 is LOWER HORIZONTAL MAIN RETAINING SCREEN for 112. 117 is LOW, STILLED, but HOT MASS LIQUID.

FIGURE 11 is a partly schematic, cross-sectional view of a special HIGH PRESSURE LUBRICATING SYSTEM LEAKAGE CONTROL SHAFT COLLAR SEGMENT constructed so as to allow HIGH PRESSURE ROTOR-SHAFT LUBRICATION yet providing for the elimination of LEAKAGE SPRAY; wherein 148 denotes the fractional outer section segment of 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 "turn-buckle" anchor ridge. 152 is RIGHT TURN outer access adjustment screw of seal tightening means group 151-149-152. 153 is the SIDE-END-CAP part of this H.P.L.O. ( High Pressure Lubricating Oil ) SEAL ASSEMBLY. 154 is RIGHT TURN threaded ORIFICE RING section for the SEAL-TIGHTENING-MEANS assembly. 155 is LEFT-TURN-THREADED ORIFICE RING SEGMENT for group part 151-149-152. 156 is a wedge-orifice ring for SEAL-TIGHTENING-MEANS Assembly. 157 is an opposite-facing wedge- orifice ring for seal tightening assembly. 158 is a suitable end-ring-segment with RIGHT-THREADED holes for seal tightening 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 retainer segment for 163. 165 are liquid transmittal orifices. 166 is HIGH PRESSURE LUBRICATION OIL. 167 are HIGH PRESSURE LUBRICATING OIL-THROTTLING orifices for programmed transfer of 173. 168 are suitable contact gaskets for segments 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 recirculative processing. 175 denotes the over-all seal tightening means and HIGH PRESSURE LUBRICATING OIL-LEAKAGE portion containment ASSEMBLY. 176 is a suitable slip ring for 159. 177 is a second-stage spacer-retainer ring. 178 is a first-stage spacer retainer ring.

FIGURE 12 is a partly schematic,cross-sectional view of a special somewhat different Variant of the H.P.L.O. LEAKAGE CONTROL ASSEMBly described in Figure 11, wherein 179 is a half-shell segmental assembly component part of this varying from aforedescribed version. 1B0 is a partly fractional rendering of 1st and 2nd stage assembly connector flanges. 181 is the over-all (partly-fractional) assembly of H.P.L.O. recovery means. 182 is a suitable spacer ring with appropriate transfer orifices. 183 are general 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 retainer 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 suitable 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 segment 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 compression of seal-wedge assembly. 197 is a suitable TAKE-UP NUT for 196. 198 is a suitable CORRESPONDING WEDGING ACTION complementary ring component of 181.

FIGURE 13 is a partly schematic, partly perspective, fragmentary view of a CURVED ( RE: ROTATIVE ARC ) INNER CONVEX AREA Of a HIGH PRESSURE LUBRICATION OIL ( BABBIT SYSTT.M ) SHAFT SLEEVE BUSHING; wherein 199 represents aforesaid fragmentary portion 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 COMPONENTS. 201 are branch arteries of 200. 202 are main lubrication oil supply distribution channel grooves connected to the other of the above mentioned 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 perspective. 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 eguipped with. 209 is the adjacent pulsator to 208. 210 is a suitable motor for recirculative pump 211. 211 is a recirculative pump driven by 210. 212 is connector and support housing arm connecting HIGH PRESSURE OIL TANKVESSEL 217 to H.P.O. Tankvessel 218. 213 is a suitable pressurized H.P.L.O. bulk-oil supply tank vessel. 214 is a suitable transfer pump component. 215 is a LOW PRESSURE Recirculation 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 lubrication oil, wherein pulsating mode is switchable to STEADY pressurized supply. To draw a SYNOPSIS is to say, that FIGURE 13 repre- its a partly fragmental, partly schematic view of a fast alternating pulsator -H.P.L.O. injection system for the lubricated BABBIT-effect sleeve support system for large, heavy- duty ROTORSHAFT LOW-FRICTION ROTATION; which makes cumbersome and limited lifespan bearings superfluous; and furtheralso minimizes power and energy losses.

FIGURE 14 is a schauatic and flat-projection of rendering of a suitable HIGH PRESSURE LUBRICATION OIL INJECTION LUBRICATION SYSTEM as portrayed in FIGURE 13, showing the switchsignal-activated lubrication oil injection on demand programmed function mode version; wherein 220 is a pressurized lubrication oil distribution header. 221 are program-able (optionally solenoid type) valves activated by corresponding SIGNAL TRANSMITTERS. 222 is a low pressure feed supply duct. 223 is a HIGH PRESSURIZATION PUMP for this lubrication system. 224 is a computerized electric solenoid signal switching bank controlling the opening, partial opening or closing of certain solenoid valves in reference to CORRESPONDING , APPROPRIATE PRESSURE DIFFERENTIAL PROBE POINT SIGNAL EMITTERS. 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 differential 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 connected to pressurized oil supply header 220. 236 is an optionally 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 siqnal transmitter means line 243. 239 is the H.P.L.O. injector supply tube corresponding to pressure differential probepoint signal transmitter means line 242. 240 is an appropriate H.P.L.O. injector supply tube corresponding to pressure differential probe point signal transmitter means line 241. 242 is likewise a pressure differential probe point signal transmitter 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 laterally projected (in flat projection) view of a fractional segment 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 PROGRAM MEMORY BANK COMPONENT BOX UNIT.

249 is an electric signal transmitter bank box unit optionally correspondingly installed, controlling solenoid - or suitable other fast response (instant response) valves corresponding to appropriate activation impulses 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 programmed impulse controlled supply feed H.P.L.O. injector supply tube corresponding to pressure differential probe point signal transmitter means line 261. 252 is H.P.L.O. injector supply tube corresponding to pressure differential probe point signal transmitter means line 260. 253 is H.P.L.O. injector supply tube corresponding to pressure differential 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 co- responding 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 B.PJ.C 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 corresponding 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 permanently kept open COMMON SUPPLY INJECTOR 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-sectional axial face view partly fragmentary, of a ROTOR SHAFT BUSHING SLEEVE SUPPORT cylinder bearing optionally equipped with VERY HIGH PRESSURE LUBRICATING OIL INJECTOR CAPABILITY optionally replacing suitable ball or roller bearings, providing a better and extremely LOW FRICTION ROTATION of a ROTORSHAFT; wherein 269 represents a suitable, preferably a PIEZO-ELBCTRIC 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 monotored activation signal currants resulting in a respectively higher/or lower H.P.L.O. (that is respectively more or less ) feed injection into INJECTOR GROUP

292/291/290. 271 as well as 272 are back-up and optionally vide-area-oovering pressure sensors here shown NOT connected to an appropriate signal receiver. 273 is an optionally PTEZO-ELECTRIC, pressure differential sensor probe element paired with 274 - a pressure differential probe sensor functioning as BACK-UP and optionally in tandem with 274, vherein THIS pressure differential sensor component group unit -273/274 - emits corresponding appropriate activation signals towards H.P.L.O. injector valving group corresponding to injectors 279/280/281. 275 is an optionally PIEZO-ELBCTRIC 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 emitting appropriate corresponding activation signals in appropriate 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 BACK-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 container unit. 298 is an optional suitable flow-inspection sight-glass device.

FIGURE 16 is a part-fragmentary, schematic, cross-sectional sideviev of a CLOCKWISE rotated Vaneblade-Rotor and it's Shroudassembly showing the SIDE INJECTOR PORTFIELi) and the Vane-Blade Rotor's effectively-maintained respective Ouadrant LOADING; wherein 299 denotes the SIDE-INJECTED PORT-FIELD PORT of the SHROUDASSEMBLY'S SIDE INJECTOR MASK-DISC-SEGMENT 321, suitably and precisely DEFINING the start, end, position and shape of the INJECTOR PORT FIELD PORT, wherein such precisely held injection action and function in turn causes the MAXIMUM desired LIFT MOMDTT EFFECT to be produced in ongoing manner. 300 is the shaft of this IMPELLER VANE BLADE ROTOR. 301 is the HOB for aforesaid ROTOR. 302 is an arrow indicating the DIRECTION of PROPULSIVE MOMENT. 303 is an arrow indicating the D I R ECT I ON of I NERT I A FORCE in the UPPER RIGHT HAND QUADRANT here. 304 is an arrow indicating the D I REC T I ON of I NERT I A F OR C E in the LOWER RIGHT HAND QUADRANT. 305 is the

Quadrant DEMARKATION LINE from the 3 o'clock position to center of shaft. 306 is Quadrant DEMARKATION LINE from the 12 o'clock position to center of shaft. 307 is Quadrant DEMARKATION LINE from the 9 o'clock position to center of shaft. 308 is Ouadrant DEMARKATION LINE from 6 o'clock position to center of shaft. 309 denotes a typical vane blade of Rotor. 310 is a suitable KEEL BACK SPINE BULKHEAD CENTER

SITFFENER DISC (optionally held in a central placement position ) to which Impeller Rotor Vane Blades are suitably attached as well as to the HUB. 311 are matching bolt-up flange holes in suitable IMPELLER ROTOR SHROODCAGE FLANGES as well as BOLT-UP assembly holes in a suitably fashioned INJECTOR MASK PLATE SEGMENT. 312 is an arrow indicating DIRECTION of TRAVEL of EJECTED MASS LIQUID in KINETICAI-LY UNOBSTRUCTED PATH MOVEMENT. 313 is MASS LIQUID SUBSEQUENT 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-CENTER and 12 o'clock position indicator mark. 318 is BOTTOM-DEAD-CENTER POSITION and 6 o'clock position INDICATOR MARK. 319 EJECTOR PORT OUTLET DUCT. 320 is a PORTION of MASS LIQUID in RADIAL ROTATIVE ACCELERATION. FIGURE 17 is a part-fragmentary, schematic cross-sectional sideview of a CLOCKWISE rotated Vaneblade-Rotor affixed with twenty POCKET-VANE-BLADES CONTAINED WITHIN it's SHROUDCAGE ASSEMBLY showing it's SIDE INJECTOR PORTFIELD and the Vaneblade-Rotor

SHROODCAGE-AFFIXED INJECTOR-PORT-FIELD MA SK COV E R DI SC making possible a much faster and more voluminous MASS LIQUID TRANSFER and more EFFECTIVE LOADING, wherein 322 is a suitable INTERFACE SIDEINJECTOR-CONFIGURATION MASK DISC segment 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- KNIFE-FRAME SEGMENT, such segment suitably attached 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 CONTAINMENT CAVITY PO C K ET S , whose TRAILING EDGE segment in this case is held suitably curved "DUCKTAIL-LIKE" into a COUNTERCLOCKWISE oriented CURVATURE. 300 is the Rotorshaft. 301 is the Rotor Hub. 334 are generic fastener-means-welds. 328 are ACCELERATED MASS LIQUID LOAD PORT I ONS . 325 are Load Pocket Cavity

Trailing 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 CAVITIES. 310 is the KEEL BUI-KHEAD CENTER STTFFENER DISC. 326 are FAST ACTING PRECESSED ANGLED MASS LIQUID LOAD FLOODING channel segments. 315 are suitable shroudcage assembly SIDE-FLANGES affixed with FLANGE BOLT ASSEMBLY HOLES 311. 317 is again the 12 o'clock and TOP-DEAD-CENTER MARK. 318 is again 6 o'clock position and BOTTOM-DEAD-CENTER MARK. 316 is CLOCKWISE ROTATION INDICATOR ARROW. 302 is INDICATION ARROW FOR THE DIRECTION OF LIFT or

PROPULSIVE MOMENT. 319 is EJECTION JETSTREAM GUIDE DUCT for GUIDING EJECTED MASS LIQUID (INFUSED WITH KINETIC ENERGY and in a PRESSURIZED STATE ) 313, to suitable RECIRCULATION MEANS. 314 is BOLT-UP-ASSEMBLY FLANGE of 319. 312 is DIRECTION INDICATOR ARROW for direction of movement of 313. Also it should be noted, that the startline of 329 is recessed from the vertical orientation line by same 18 ° , 18 ° being the spacing from one VANE-BLADE to the NEXT to the NEXT to the NEXT and so on.

FIGURE 18 is a part-fragmentary, schematic cross-sectional sideview of CLOCKWISE rotated VANE BLADE ROTOR affixed with TWENTYFOUR POCKET VANE BLADES CONTAINED WITHIN it's SHROUDCAGE ASSEMBLY showing it's SIDE INJECTOR PORTFIELD and the Vaneblade-Rotor SHROUDCAGE-AFFXXED INJECTOR-PORT-FIELD MAS K C OV ER D I S C making possible a much faster and more voluminous MASS LIQUID TRANSFER and more EFFECTIVE LOADING, wherein 300 again is the Rotor Shaft. 301 is the Rotor Hub. 329 is the INJECTION PORT FIELD to be varied in conformance with requirements with respect to necessary degrees of port opening with respect 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 VARIANT is CURVED LEADING EDGE KNIFE EDGE SCOOP BLADE SEGMENT AFFIXED 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 SEGMENT. 332 is the straight portion of knife edge scoop blade 330.

FIGURE 19 is a cross-sectional side view along the rotor periphery shoving clearly the alignment of the various integrated parts and necessary elements that create the superb effectiveness of this MASS LIQUID ACCELERATION VANE BLADE ROTOR, 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 these parts and items do in FIGURE 17.

FIGURE 20 is a fragmentary schematic view in cross-sectional projection showing the MASS LIQID FLOW, GUIDING, DUCTING and ACCELERATION Dynamic, wherein 300 is the rotor shaft in a CLOCKWISE rotated unit. 301 shows the rotor HUB segment. 302 is DIRECTION of MOMENT INDICATOR MARK. 337 are HEAT-EXCHANGER THERMAL TRANSFER TUBES. 341 are GENERIC JET STREAMS of EJECTED MASS LIQUID. 338 are GENERIC BOLT-UP FLANGES. 339 are GENERIC EJECTION JETSTREAM DUCTS. 340 are DIRECTION INDICATOR ARROWS for EJECTION STREAM of MASS LIQUID. 342 is MAIN ASSEMBLY CLUSTER PIVOT CYLINDER PDJ. 343 is Cluster Mount Base Bracket for Propulser units. 344 are ACCELERATED PORTIONS of MASS LIQUID in CLOCKWISE ACCELERATION. 345 are ACCELERATED PORTIONS of MASS LIQUID in CXXJWTERCLOCKWISE ACCELERATION. 346 is left based SWING INCLINATION hydraulic or pneumatic ACTIVATION CYLINDER. 347 is right based SWIMS INCLINATION hydraulic or pneumatic ACTIVATION CYLIND- er. 348 is vertical BASE STRUCTURE EXTENSION part of 343. 350 is an installation bracket for 346 and 347. 351 is specific COUNTERCLOCKWISE rotated ROTOR SHAFT.

353 is specific COUNTERCLOCKWISE ROTATION unit SHROUD-CAGE CRADLE CONTAINER BRACKET BAND. 352 is specific CLOCKWISE ROTATION unit SHROUD-CAGE CRADLE CONTAINER BRACKET BAND. 408 is PRIME ENERGY DRIVER OUTLINE. 349 is a specific HORIZONTAL propulser cluster mounting and installation beam.

FIGURE 21 is a fragmentary schematic view in cross-sectional projection showing the MASS LIQUID FLOW, GUIDING, DUCTING and ACCELERATION DYNAMIC, wherein this arrangement is in reverse juxtaposed installation to the one in FIGURE 20 and wherein all part numbers here coincide with the 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 exception of item 355, which in this case is a more slender vertical support installation column than item 348 in the FIGURE 20 drawing, and has it's cluster support orientation alignment pivot joint 342 affixed at a much lower elevation level.

FIGURE 22 IS A CROSS-SECTIONAL VIEW of a PROPULSER CLUSTER ARRANGED in TANDEM-FLOW LINK-CONNECTION and having a CLUSTER of FOUR UNITS attached and mated to ONE PIVOTABLE CLUSTER MOUNT BRACKET; wherein 300 is a CLOCKWISE rotated ROTOR SHAFT. 302 is a DIRECTION-of-MOMFNT-INDICATOR-ARROW. 337 is a suitable HEATEXCHANGER. 340 are

DIRECTION-INDICATOR-ARROWS-denoting the direction of MOVEMENT of EJECTED MASS LIQUID. 344 are ACCELERATED PORTIONS of MASS LIQUID in CLOCKWISE ROTATED CONFINEMENT. 345 are ACCELERATED PORTIONS of MASS LIQUID in COUNTERCLOCKWISE ROTATED CONFINEMENT. 351 iε COUNTERCLOCKWISE ROTATION ROTOR SHAFT. 356 is a FOUR-UNIT-CLOSTER MOUNTING 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 ACCELERATED MASS LIQUID in DEFLECTED COUNTERCLOCKWISE TANDEM- FLOW LINKUP of MASS LIQUID. 361 is ACCELERATED MASS LIQUID in DEFLECTED CONFINEMENT in CLOCKWISE ROTATED ROTOR UNIT in TANDEM-FLOW LINKUP ARRANGEMENT of the APPARATUS. 362 is DIRECTION INDICATOR ARROW for EJECTED MASS LIQUID AFTER

HEATEXCHANGER FLOW-THROUGH PHASE. 363 is DUCTLDJE for RECIRCULATED EJECTION LIQUID after the HEATEXCHANGER FLOW-THROUGH HOSE and installed downstream thereof. 364 is a suitable INJECTOR PORT ADAPTOR SEGMENT in COMMON-LOOP APPARATUS. 365 is COOLED MASS LIQUID after being cooled in HEATEXCHANGER 337. 366 is INJECTION LOADSTART FIELD AREA SEGMENT. 367 is a suitable PIVOT-PIN-JOINT COMPONENT for 356.

FIGURE 23 is a SCHEMATIC VIEW of a COMBINATION of VARIOUS DUCTING ARRANGEMENTS for EJECTED MASS LIQUID; wherein 283 are suitable BEARINGS. 293 is a GENERIC ROTOR SHAFT. 299 is a specially contoured INJECTOR- LOADDC PORT FIELD MASS LIQUID TRANSFER PORT. 800 is CLOCKWISE ROTATED ROTOR SHAFT BOMOGENOUSLY MACHINED SPUR D I SC segment of ROTORSHAFT 300. 301 is a suitable ROTOR HUB. 302 is a DIRECTION INDICATOR ARROW for PROPULSIVE and LIFT

MOMENT . 340 are DIRECTION INDICATOR ARROWS indicating the direction of FLOW Of EJECTED MASS LIQUID. 341 denotes EJECTION MASS LIQUID at START Of EJECTION PHASE POINT. 851 is COUNTERCLOCKWISE ROTATED ROTORSHAFT HOMOGENOOSLY MACHINED SPUR D I S C segment of 351. 356 is a suitable FOUR-UNIT CLUSTER MOUNT BRACKET. 364 is a suitable INJECTOR PORT ADAPTOR SEGMENT COMPONENT in EJECTOR DUCT INTERCONNECT ARRANGEMENT. 367 is a suitable PIVOT-PIN-JOINT COMPONENT FOR 356. 368 are suitable GEARBOX units, powerdriven by suitable PRIME-MOVERS whereinwhich such GEARBOXES keep ROTOR SHAFTS in COUNTER R OT AT I VE ROTATION of each TO THE OTHER.

FIGURE 24 is shown a cross-sectional and schematic ARRANGEMENT in PRESSURIZED COMMON LOOP RECIRCULATION INTERCONNECT APPARATUS, wherein 302 is a DIRECTION of MOMENT 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 HEATEXCHANGER. 351 is the COUNTERCLOCKWISE ROTOR SHAFT. 301 is a suitable ROTOR HUB. 341 represents the GENERIC EJECTION MASS LIQUID.

340 are DIRECTION INDICATOR ARROWS for the FLOWDIRECTION INDICATION of EJECTION LIQUID. 369 are UNIT CLUSTER-MOUNTED LARGE VARIANT SUPPORT BRACKETS.

364 represent COMMON LOOP HEADER INJECTOR ADAPTOR SEGMENT COMPONENT.

FIGURE 25 is a cross-sectional SIDEVIEW of a TWELVE-VANE BLADE CLOCKWISE ROTATED ROTOR-SHROUDCAGE UNIT Showing the ESSENTIAL APPROXIMATE OUTLINE DEFINITION of the INJECTOR PORT FIELD; wherein 299 is the approximate outline of such INJECTOR PORT. 300 is the ROTOR SHAFT. 301 is the ROTOR HUB. 326 indicates the TRAILING EDGE part of suitable VANE BLADE POCKETS. ( LOAD POCKETS). 310 represents the KEEL SPINE BULKHEAD CENTERDISC. 371, 372, 373 are suitable appropriate PRE-INJECTION PORTS TO MAKE POSSIBLE MAXIMUM LOAD CONFIGURATION when the ROTOR is rotated EXTREMELY FA S T . 374 is a suitable TAPERED DUCT CONNECTOR 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 specific BOLT-UP FLANGE of ROTOR SHROUD CAGE. 311 are BOLTHOLES for both INJECTOR DEFINITION MASK DISC and ROTOR SHROUD CAGE SIDE FLANGE. 315 is SHROUD CAGE SIDE FLANGE. 317 is TOP DEAD COTTER and 12 o'clock position MARK. 318 is BOTTOM DEAD CENTER MARK and 6 o'clock position MARK. 302 is MOMENT DIRECTION INDICATOR MARK. 309 represents a hardened ALLOY KNIFE BLADE section of a straight (perpendicularly outwardly radiating from axis ) ROTOR VANE BLADE and also represents it's LEADING EDGE. FIGURE 26 is a cross-sectional Frontview of ROTORSHROUDCAGE and EJECTOR PORT OUTLET; wherein 315 are Rotor Shroud Assembly Sideflanges, 376 are STRUCTORAL REINFORCING 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 KEEL SPINE BUIKHEAD CENTER DISC RUNG.

FIGURE 27 is a croos-sectional FRONTVIEW of a ROTOR wherein 293 is a GENERIC ROTOR SHAFT. 301 is a suitable KEEL SPINE BULKHEAD CENTER DISC. 325 is a suitably shaped TRAILING EDGE COMPONENT of CAVITY POCKET SEGMENT. 334 are generic ASSEMBLY WELDS.

378 are INNER KEEL BULKHEAD SPINE DISC POCKET CAVITY LOADING TRANSFER PERFORATIONS.

379 are suitable INNER KEEL SPINE BULKHEAD POCKET CAVITY VANES. 380 is a suitable STRUCTURAL STABILIZATION RING CONNECTOR PART. 381 is a suitable POCKET SIDE-WALL COVER PLATE PART. 382 is the LEADING EDGE PART of a suitable KNIFE FRAME ASSEMBLY.

FIGURE 28 is a cross-sectional, partly fragmentary side view of a portion of a ROTOR VARIANT with an INNER-KEEL-SPINE-BULKHEAD-CENTER-DISC-COMPONENT-VANE-POCKET PROVISION, wherein said OVERFLOW 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-CURVED TRAILING EDGE SEGMENT of 383.

FIGURE 29 is a cross-sectional frontview of a suitable "SQUARE-to-ROUND" CONVERSION OUTLET DUCT COMPONENT; wherein 375 is a suitable Square or Rectangular EJECTION OUTLET MATCHPLATE HALF-SEGMENT; whereinfurther 377 is a suitable circular MATCHFIANGE for subsequent bolt-up connection to Recirculating Duct System. 341 denotes

EJECTION MASS LIQUID. 314 is a suitable GASKET to be installed between the two 375-HALFSEGMENTS. 338 is the overall "SQUARE-to-ROUND" Conversion DUCT COMPONENT.

FIGURE 30 shows a SIDEVIEW of a manufacturing method VARIANT in that 392 combines the functions of 381 and 380 and has subsequently affixed to it in appropriate manner part 382. To be noted 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.

FIGURE 31 is a cross-sectional view showing frontview of a suitable ROTOR VARIANT, wherein such ROTOR'S SHROUDCAGE ASSEMBLY is equipped with special operationally attendant LEAKAGE CONTROL and RECIRCULATING MEANS for suitably used LIQUID METALS such as for instance MERCURY or HG or some other such suitable liquid; wherein 395 is a suitable shaft KEY securing ROTOR HUB to ROTOR SHAFT. 6 are weight reduction cavities for 310. 49 are suitable bearings. 301 is the ROTOR HUE. 364 is a suitable SIDE-INJECTION DUCTING MEANS COMPONENT. 27 are weight reduction cavit ies for SHROUDCAGE 11. 397 is a LIQUID-METAL-LEAKAGE-RETAINER-SUMP component for LIQUID HEAVY METAL 400. 299 are LOAD LIQUID TRANSFER FORT FIELD PERFORATIONS. 399 is recirculation DUCT for 400. 398 is RECIRCDLATTON PUMP for 400. 321 is

SIDE-INJECTION SUPPLY SUMP COMPONENT. 396 is INSTALLATION MOUNTING PAD-STAND PART. 403 are seal assembly bolts for 397. 402 are SEALGASKETS for 397.

FIGURE 32 is a cross-sectional view of STDEINJECTOR SUPPLY SUMP COMPONENT showing injection PORT FIELD 299. 404 are perpendicular to INTERFACE PLANE of 321 -affixed suitably shaped STIFFENER RIB BAFFLE SEGMENTS for structural stability and rigidity.

405 is the INJECTOR FIELD PORT DEFINITION WALL BAFFLE COMPONENT affixed to 321.

364 is SIDEOJJECTOR SUPPLY MEANS COMPONENT ducting it's apportioned VOLUME of 365 of INJECTION MASS LIQUID. 317 and 318 are as previously described.

FIGURE 33 is a cross-sectional Sideview of a LARGE PORT FIELD SIDE INJECTOR SUPPLY

SUMP COMPONENT 322 for in this case a typical POCKET-EQUIPPED VANE BLADE ROTOR.

329 denotes the EXTRA-HIGH-IOAD-TRANSFER-VQLUME-CAPABILITY INJECTOR PORT FIELD of 322.

406 are the vertical INJECTOR FIELD PORT DEFINITION WALL BAFFLE SEGMENTS AFFIXED PERPENDICULAR TO INTERFACE PLANE of 322. 407 are the STRUCTURAL STIFFENER RIB BAFFLES suitably affixed to 322. 317, 318, 364, 365 are as formerly described.

FIGURE 34 is a cross-sectional part-schematic, part fragmentary view of MASS LIQUID FLOW diagram with attendant components, wherein other than formerly described items 409 are ABRASION RESISTANT PROTECTOR PADS. 363 is a suitably shaped DUCT-TURN-ELBOW. 408 is for a suitable prime-mover outline schematic indication. 410 is a MOLTI-FIN- BRQAD-INTERFΛCE ( More Exchange Surface ) HEATEXCHANGER. 412 is the INLET for 410. 411 is the OUTLET for 410. 413 is an expanded DUCT SECTION SEGMENT in order to accomodate 410 without choke effect. 415 is a suitable RECIRCULATION POMP 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 INTROMISSION DUCT for PRESSURIZED CHARGE LIQUID 417. 420 is a suitable PRESSURIZING GAS INLET PIPELANCE with reactant appropriate balancing CONTROLS and RELAIS COMPONENTS. 419 is a PRESSURE RELIEF VALVING PROVISION and SECONDARY MONITORING and CROSS-REFERENCING SYSTEM. 423 is a suitable control valve and relais UNIT for GAS PRESSURIZATION. 418 is a suitable COMPRESSED GAS CUSHION.

FIGURE 36 is a cross-sectional FRONTVIEW of another effectively designed VARIANT; wherein the POCKET VANE BLADE ROTOR is equipped with suitable special HEAVILY

REINFORCED BEARING LIP SECTION SEGMENTS 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 SUBSTANCE ) BEARING- GROOVE SEGMENT 25. FIGURE 37 is a cross-sectional sideview of a (XJUNTER-CLOCKWISE REVOLVED POCKET VANE BLADE ROTOR showing the respectively more and more VOLUMINOUS POCKET-CONTAINED PORTIONS of ACCELERATED MASS LIQUID as represented by 386, 387, 388, and POCKET PORTION 389 which at that point is only PARTIALLY ( approximately half ) in a state of ACCELERATION WHILE THE REST OF THIS PORTION (approximately one half ) ALREADY IS IN STRAIGHT FORWARD, UN-ACCEL ERATED and KLNETICALLY CHARGED MOTION. 384 in this VARIANT is a STRAIGHT TRAILING EDGE SEGMENT of VANE BLADE ROTOR POCKET.

FIGURE 38 is a cross-sectional fragmentary view of a VANE BLADE ROTOR VARIANT;

whereinwhich 324 is a very HARD MATERIAL LAYER segment of EDGEKNIFE frame assembly 382 . 430 is a round POCKET VANE BLADE STRUCTURE RIGIDITY STABILIZER COMPONENT. 328 is MASS LIQUID in ACCELERATION. 336 are suitably installed suitable spacer- BLOCK-RIBS inside the ( within) KEEL SPINE BULKHEAD DISC 310. 6 are weight reduction cavities of 310. 431 is DIHECTION-OF-INJIXTKHJ-UQUID-FLCW-INDICATOR ARROW.

FIGURE 39 is a cross-sectional, partly fragmentary view of POCKET VANE BLADE ROTOR VARIANT equipped with square, hollow BLADE STRUCTURE RIGIDITY STABILIZER

COMPONENTS 429, equipped with LIQUID TRANSMTTTAL PERFORATIONS 432. 336 are suitably installed suitable spacer-block ribs within KEEL SPINE BULKHEAD CENTER DISC 310.

FIGURE 40 is a cross-sectional sideview of VANE BLADE N O N -POCKET ROTOR VARIANT and ROTOR SHROUD CAGE ASSEMBLY UNIT; wherein 433 are suitable SHROODBODY REINFORCER- STABILIZERS. 389 is the STILL-ACCELERATED PART-PORTION of an EFFECTIVE NET LIFT MOMENT ACCELERATED MASS LIQUID LOAD VOLUME PORTION IMMEDIATELY BEFORE EJECTION.

340 are GENERIC DIRECTION INDICATOR ARROWS for EJECTED MASS LIQUID. 312 are schematic renderings Of ARROW SHAPED KINETICALLY CHARGED EJECTED MASS LIQUID PORTIONS.

FIGURE 41 is a cross-sectional view of a COUNTERCLOCKWISE ROTATED THREE POCKET- VANE-BLADE-ROTOR; wherein 393 is a suitable INTERFACE INJECTION TRANSFER PORTHOLE of a ROTOR equipped with LOW-IMPEDIMENT FLOW-AFFECTING ROTOR VANE BLADE POCKET STRUCTURE RIGIDITY STABILIZER BAFFLES affixed between 310 and 381. 425 in this VARIANT are EXTRA-THICK EDGE KNIFE INTERFACING SEGMENTS of 382 of EXTRA ABRASION RESISTANT SUITABLE MATERIAL of possibly NON-EΕKROUS NATURE.

FIGURE 42 is a cross-sectional view of a VANE BLADE POCKET ROTOR HAVING the ROW of VANE BLADE POCKETS on the ONE SIDE OF KEEL SPINE BULKHEAD CENTER DISC 310 AFFIXED 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 EFFECT.

FIGURE 43 is a cross-sectional view of a FOUR VANE-BLADE POCKET ROTOR VARIANT DESIGN for the installation in smaller Propulser units.

FIGURE 44 is a cross-sectional frontview of a VANE BLADE ROTOR VARIANT EQUIPPED WITH SPECIALLY MADE BLADES, wherein 384 are special suitable weight reduction cavities 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 KNIFE EDGE.

FIGURE 45 is a cross-sectional SIDEVIEW of a TYPICAL EIGHT VANEBLADE POCKET ROTOR-SIDE- INJECTOR-MASK-DISC; wherein 329 is a typical VERY HIGH VOLUME MASS LIQUID TRANSFER

INJECTOR PORT FIELD, and wherein the injection start line of this INJECTOR'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 of a TYPICAL SIX POCKET VANE BLADE SIDE INJECTOR

DEFINITION MASK DISC; wherein 329 is a typical VERY HIGH MASS LIQUID VOLUME TRANSFER

INJECTOR PORT FIELD, and wherein the injection start line of this INJECTOR PORT FIELD

o

is essentially at a 60 angle of inclination to the right of 12 o'clock to Axis line, and wherein a MASK CUT-OUT PROVISION is incorporated to accomodate the angled TRAILING

EDGE SEGMENT of ROTOR POCKET TRAILING EDGE.

FIGURE 47 is a cross-sectional sideview of a TYPICAL NINE POCKET VANE BLADE ROTOR SIDE INJECTOR DEFINITION MASK DISC; wherein 329 is a typical ( but variable) VERY HIGH MASS LIQUID VOLUME TRANSFER INJECTOR PORT FIELD; and wherein the injector start line of this INJECTOR PORT FIELD is essentially at a 40 angle pf inclination to the right of

12 O'CLOCK to Axis Line.

FIGURE 48 is a cross-sectional side view of a TYPICAL 12 POCKET VANE BLADE ROTOR SIDE INJECTOR DEFINITION MASK DISC; wherein 329 is atypical (but variable ) VERY HIGH MASS LIQUID VOLUME TRANSFER INJECTOR 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 KEEL SPINE BULKHEAD COTTER DISC 310 and ROTOR HOB 301; wherein GENERIC MASS LIQUID MOVEMENT INDICATOR ARROWS 340 here are further defined by such ARROW SUB PARTS wherein 427 is the TIP portion of such Arrows, and wherein 428 represents the Arrow outer Rim part, and 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.

Claims

CLAIMS:

What I claim as new and wish to secure under the Patent Law of P.C.T. contracting states is:

1) A new Transportvehicle equipped with suitably made and appropriately installed prime energy input coπverter-propulsers converting prime energy input of suitable motors into programable UNIDIRECTIONAL FORCE by means of suitable and suitably paired CONTRA ROTATIVE/ CONTRA REVOLVIVE VANE BLADE equipped ROTORS being pαwerdriven and rotated by appropriate means in GUIDED ALIGNMENT within suitable Shroudcasings, such BLADE VANE ROTORS having their specially constructed Vanes form a circular row of balance-spaced LOAD POCKET CAVITIES, wherein such cavities are placed and installed along a circumferential perimeter band of each rotor, furtherwherein such perimeter VANE POCKETS are loaded with a suitable MASS LIQUID throughout an essentially LESS than 180 ° HALFCIRCULAR rotational plane while the remaining 180 ° PLUS, PART CIRCULAR rotative plane of aforesaid ROTOR- POCKETS are NO T loaded with such MASS LIQUID, that is to say, are rotated in an EMP TY CONDITION and whereinfurther such MASS LIQUID is suitably S I D E -INJECTED in suitable manner effecting the MOST EFFICIENT and the MOST VOLUMINOUS MASS LIQUID TRANSFER into LOADING and LOADED PART of ROTATED ROTOR, during ROTATION, and whereinfurther

UNIDIRECTIONAL FORCE is CREATED in the TWO QUADRANT areas contained within an arc extending from essentially the 12 o'clock position THROUGH the 3 o'clock position TO the 6 o'clock position in the CLOCKWISE rotated ROTOR UNIT and such UNIDIRECTIONAL FORCE is Created in the TWO QUADRANT areas contained within an arc extending essentially FROM the 12 o'clock position THROUGH the 9 o'clock position TO the 6 o'clock position in the COUNTERCLOCKWISE rotated ROTOR unit.

2) A new TRANSPORT VEHICLE as depicted in claim 1, wherein the MASS LIQUID is a suitable METALLIC ALLOY.