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@d (C:\MSOFFICE\WINWORD\TEMPLATE\NORMAL.DOT Propulsion Design Final ProjectPumpjetHenrEquation Native 3CompObj7ZObjInfo_861366956#FF7F7_861366972tUWV؋vFPV:WV&F]?Hiv
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The objective of this design project was to determine the preliminary velocity values, shapes, and dimensions for a small pumpjet for use in a waterborne vehicle. Drawings were completed of the appropriate blade crosssections as well as a possible application of the pumpjet. The correct dimensions, whenever possible, are given. The assumptions made for this process were:
Fluid medium is water at 70 F
Flow exits into air at atmospheric pressure
Head loss between inlet and engine is six inches
Efficiency of engine is 0.90
Design Process
The first step was to determine some important characteristics of the engine to be used for the pumpjet. An engine performance curve relating torque and brake horsepower to engine speed was found for a Johnson outboard motor and is shown as Figure 9.6.15 in Appendix A. The maximum torque was found to be 44 lb ft, and this number was used with a factor of safety of two to determine the approximate hub diameter. As shown on the first page of Appendix B, this diameter was found to b e 2.5 inches. Next, from the engine performance curve the brake horsepower was determined to be 30 lb ft at 4500 rpm. As shown on the second page of Appendix B, the flow rate of and the ideal head of was found.
Next, the outside diameter of the duct was changed until flow speed was reasonable for a small watercraft. A diameter of 6.0 inches resulted in a 31 miles per hour speed. Once the dimensions of the duct had been established the radial velocity as a function of the radius was defined. This velocity at the hub was 49 ft/sec and at the wall was 118 ft/sec. In the next step, the assumed efficiency of 0.90 was applied to the ideal head. Although defined as a function of time, the head is independent of radius for this machine.
A runner  stator pumpjet would provide sufficient use of engine powershaft using 304 stainless steel for the shaft materialB, the hub diameter, which includes shaft bearings and a cover, was found to be 1.7ower was determined to be 30 lbA specific speed of 800 was assumed for the engine. Although this specific speed is high, it was necessary to bring the subsequent design lift coefficients (performed later) within a reasonable range. is resulted in a74.6 gallons per second and an26.5 feet#1
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h4h AIWopst{Ytw#{ELOP"Apqs)8MR,MJc^cJacJbcJcJDcchcXK@Normala "A@"Default Paragraph Font This high flow rate is a result of the high specific speed. Because this engine was not specifically designed for this application, some values outside normal ranges were expected.l watercraft. A diameter of 6.5speed of 32 miles per hour,34 ft/sec and at the wall was 12The assumed head loss of six inches between the inlet and pump was also subtracted from this head. Tat any point From the head and radial velocity, the value for (wu as a function of radius was defined.
The number of runner blades was set at ten, a reasonable number for a pumpjet of this size. Using this number, the vane spacing could be determined as a function of radius. Using a constant t / l ratio of 1.0, the vane length as a function of radius was also determined. Once all these values or functions were set, the design coefficients of lift for radii at 25%, 50%, and 75% of the blade length were found. These values are all between 0.3 and 0.6, an acceptable range for lift coefficients. The specific speed had to be altered so that the coefficients fell into this range.
With the fluid velocity Vm and the radial velocity U, values for W1, W2, and W( were found for radii of 25%, 50%, and 75% of the blade length. These three radii were developed further throughout the project as reference points for further development. Values for W( angle ( and angle of attack ( were also determined for these radii. All important values fo3AD !#$%&'()*+,./014567"BCEFHMGSummaryInformation($_861317741F0Z!_861317833
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The objective of this design project was to determine the preliminary velocity values, shapes, and dimensions for a small pumpjet for use in a waterborne vehicle. Drawings were completed of the appropriate blade crosssections as well as a possible application of the pumpjet. The correct dimensions, whenever possible, are given. The assumptions made for this process were:
Fluid medium is water at 70 F
Flow exits into air at atmospheric pressure
Head loss between inlet and engine is six inches
Efficiency of engine is 0.90
Design Process
The first step was to determine some important characteristics of the engine to be used for the pumpjet. An engine performance curve relating torque and brake horsepower to engine speed was found for a Johnson outboard motor and is shown as Figure 9.6.15 in Appendix A. The maximum torque was found to be 44 lb ft, and this number was used with a factor of safety of two to determine the approximate hub diameter. As shown on the first page of Appendix B, this diameter was found to b e 2.5 inches. Next, from the engine performance curve the brake horsepower was determined to be 30 lb ft at 4500 rpm. As shown on the second page of Appendix B, the flow rate of and the ideal head of was found.
Next, the outside diameter of the duct was changed until flow speed was reasonable for a small watercraft. A diameter of 6.0 inches resulted in a 31 miles per hour speed. Once the dimensions of the duct had been established the radial velocity as a function of the radius was defined. This velocity at the hub was 49 ft/sec and at the wall was 118 ft/sec. In the next step, the assumed efficiency of 0.90 was applied to the ideal head. Although defined as a function of time, the head is independent of radius for this machine.
A runner  stator pumpjet would provide sufficient use of engine powershaft using 304 stainless steel for the shaft materialB, the hub diameter, which includes shaft bearings and a cover, was found to be 1.7ower was determined to be 30 lbA specific speed of 800 was assumed for the engine. Although this specific speed is high, it was necessary to bring the subsequent design lift coefficients (performed later) within a reasonable range. is resulted in a74.6 gallons per second and an26.5 feet#1
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h4h AIWopst{Ytw#{ELOP"Apqs)8MR,MJc^cJacJbcJcJDcchcXt will not create any harmonic problems with the 10bladed runner. stageThe last page of Appendix C shows the spreadsheet that was used to determine many of the important values for the graphical representation of the blades. The important relationships used in this process were:
EMBED Equation.2 and EMBED Equation.2
The procedure for determining the inlet and exit nozzle sizes is given in Appendix D.
Nozzles
(va / VLf~ ,,!Mlrw"B"C"D"I""#####.#/#0#1#2#3#7#9#;#?#C#E#G#H#I#O#Z#[#\#]#^#_#`##############&G&H&R&}&&&&&&&&&&&&&&&&&&&'c,c chJDcuDɪV3ceKuDɪV3avKuDmV3ceKuDmV3avKuDcucNwas made to be zero by using wing sections with design lift coefficients equal to the necessary values found in Appendix B. butd until the iterations convergelb.mean linethickness
Pumpjet Design
for a Johnson Outboard Engine
Mechanical Engineering 402
Dr. John Fox
6 May 1995
Hank Jones
Figure 11 shows the overall dimensions of the two stages in actual size. 2nto scale 6, !!!
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EMBED Equation.2 and EMBED Equation.2
The procedure for determining the inlet and exit nozzle sizes is given in Appendix D.
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(va / VLf~ ,,!und through this process are given on the sixth page of Appendix B.
The same procedure was followed for determining important values for the stator section. The value of (vu was set equal to (wu so that the rotation of the flow will cease as it leaves the pump. This resulted in the same design lift coefficients as those of the runner. The correct values for V1, V2, and V( were determined as well as the corresponding ( and ( values. All important values found through this process are given on the last page of Appendix B.
The next step was to draw crosssections of the runner and stator at the reference radii. The same process was followed for each blade. A NACA 65009 airfoil with a mean line of a = 0.8 was used for the stator and the runner. Information regarding this airfoil and meanline were found in NACA Technical Report Number 824 and is shown in Appendix C. Figures 1 through 3 show the runner design, and Figures 5 through 7 show the stator design. Overlays of the runner and stator are given in Figures 4 and 8, respectively. Two other overlays with airfoils of varying thicknesses are shown in Figures 9 and 10. In Figure 11, an inboard drawing of the pumpjet in a possible application is shown with approximate dimensions.
Conclusion
This design project developed very preliminary values and dimensions for a pumpjet. Only one iteration was performed for the determination of the mean streamline, and many more should be conducted until the iterations converged. The effect of blade thickness on the fluid velocity through the cascade was also not considered but should be for a thorough design. This velocity would increase in the center of the blades due to the narrowed passage. After this further operation, stress analysis should be performed on the blades. If the blades could fail, the entire design process should be repeated with thicker airfoils. On the other hand, if the blades were overbuilt the process should be repeated with thinner airfoils. This would cut down on material use and drag through the cascade. For this design, a relatively thin airfoil was used and a thicker version might be necessary for the half of the blade closer to the hub. All in all, though, this project should be sufficient for an initial assessment of this system as a powerplant for a waterborne craft.(um torque was found to be 44 lbower was determined to be 30 hp34 fps8 fpsIt may be noted that tThe number of blades was picked to be 11 for the stator, a prime number thaMlrw"B"C"D"I""#####.#/#0#1#2#3#7#9#;#?#C#E#G#H#I#O#Z#[#\#]#^#_#`##############&G&H&R&}&&&&&&&&&&&&&&&&&&&'c,c chJDcuDɪV3ceKuDɪV3avKuDmV3ceKuDmV3avKuDcucNwas made to be zero by using wing sections with design lift coefficients equal to the necessary values found in Appendix B. butd until the iterations convergelb.mean linethickness
Pumpjet Design
for a Johnson Outboard Engine
Mechanical Engineering 402
Dr. John Fox
6 May 1995
Hank Jones
Figure 11 shows the overall dimensions of the two stages in actual size. 2nto scale 6,
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