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1

1

REPORT SIT-OL-69-1%19 DDC

npaEanäa «« IS 1970

©EU ins1

PRELIMINARY STUDIES OF A WHEEL PUMP

FOR THE PROPULSION OF FLOATING VEHICLES

by

!. R. Ehrlich

and

C- J. Nuttall

December 1969 ClEARINGHOUSi

,r Federal Scent.de & Tochn.ca liotmaiion Spnng'ieid V.i .-'-'i

tetr public md*»» and «ak; Ms

5

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BLANK PAGES IN THIS DOCUMENT WERE NOT FILMED

r a >

DAVIDSON LABORATORY

SIT-DL-69-1M9

December 1969

PRELIMINARY STUDIES OF A WHEEL PUMP

FOR THE PROPULSION OF FLOATING VEHICLES

by

I. R. Ehrlich

and

C. J. Nuttall

Prepared for the I'.S. Army Tank-Automotive Command

under Contract DAAE07-68-C-2608

(DL Projects 3^7,8Al6,7)

xl ♦ 19 pages 36 figures

!. Robert Ehrlich, Manager Transportation Research Group

mmummmmmm 1 ■ I i —mi■^^f»^»*w

R-1419

ABSTRACT

A novel propulsion device for an «mphlbous wheeled vehicle

Is described. This device,which Is an Integral part of the vehicle

wheels, pumps water between the tire rim and the brake drum Inboard

Into a stationary collector which turns the water rearward, thereby

generating forward thrust.

Results of preliminary tests conducted on a stationary pumping

system and when mounted on a HI5I i~ton truck are presented.

Tests Indicated that the device Increases the maximum bollard

pull approximately 100% ard the maximum speed approximately k0% over

propulsion with tires alonr.. It also materially Improves the con-

trollability of the vehicle.

KEYWORDS

Amphibians

Swimmers

Floaters

Propulsion

ill

J

R-1M9

TABLE OF CONTENTS

Page

INTRODUCTION ......... I

ANALYSIS . .......... 2

FABRICATION 6

TESTS 7

Pump Performance Tests ........... 7

Propulsion Performance Tests .............. $

Bollard Pull Tests 9

Free Running Tests ..... !3

Summary of Results 15

SUMMARY OF RESULTS 15

CONCLUSIONS 16

RECOMMENDATIONS 17

ACKNOWLEDGEMENTS S 18

REFERENCES 19

FIGURES 1-36

"*OTBniK^amimN4"' '■''"! "''"'

R-I4I9

LIST OF TABLES I

TABLE I RESULTS OF PUMP TESTS IN RECIRCULATED TANK TEST STAND

TABLE II TESTS ON Ml5i WITH SUBMERGED WHEELS \

TABLE III BOLLARD PULL - PUUNDS/HORStPOWER

TABLE IV SPEED TESTS - SELF-PROPELLED

VI

R-1419

LIST OF FIGURES

Figure

1 Early Wheel Pump Concept Sketch

2 Simplified Pump System Schematic

3 Relation Between Specific Speed, 6, Specific Diameter, a, for Various Pressure Coefficients, \|t, and Capacity Coefficients, cp

4 Eight- and Sixteen-Bladed Pumps Employed During the Program

5 Ar Elght-Bladed Pump Mounted on the Ml51 £-Ton Test Vehicle

6 Water Collector Mounted on Vehicle (Side View)

7 Water Collector Mounted on Front Suspension (Front View)

8 Water Collector Mounted on Front Suspension (Rear View)

9 Recirculating Tank Test Stand Used to Measure Pump Output and Efficiency

f 10 Schematic Drawing of the Recirculating Test Stand

11 Test Vehicle Mounted in Support Raft

12 Load-Cell Connection between Test Vehicle and Support Raft

13 Vehicle During Operation, Showing Support Cables

14 Schematic of Test Vehicle/Support Raft Arrangement When Towed by Boat

15 Summary of Bollard Pull Tests - Tires Only Without Wheel Pumps from Figures 16-19

16 Bollard Pull Tests - Four Wheel Drive, No Wheel Pumps, 7-50-16 NDCC Tires, No Skirts

17 Bollard Pull Tests - Four Wheel Drive, No Wheel Pumps, 7-50-16 NDCC Tires, Skirts

18 Bollard Pull Tests - Rear Wheels Only, No Wheel Pumps, 7-50-16 NDCC Tires No Skirts

Ix

R-1^19

List of Figures (Cont'd)

Figure

18 Bollard Pull Tests - Rear Wheels Only, No Wheel Pumps, 7-50-16 NDCC Tires, No Skirts

19 Bollard Pull Tests - Rear Wheels Only, No Wheel Pumps, 7-50-16 NDCC Tires, Skirts

20 Summary of Bollard Pull Tests - Tires with Wheel Pumps, from Figures 21-24

21 Bollard Pull Tests - Four Hheel Drive, Wheel Pumps, 7.50-16 NDCC Tires, No Skirts

22 Bollard Pull Tests - Rear Wheels Only, Wheel Pumps, 7.50-16 Tires, No Skirts

23 Bollard Pull Tests - Four Wheel f*rlve, Wheel Pumps, 7.50-16 Tires, Skirts

2k Bollard Pull Tests - Rear Wheels Only, Wheel Pumps, 7.50-16 NDCC Tires, Skirts

25 Changes in Bollard Pull Performance Using the Wheei Pumps

26 Summary of Bollard Pull Tests - Smooth (Treadless) 6.50-I6 Tires with Wheel Pumps from Figures 27-30

27 Bollard Pull Tests - Rear Wheels Only, 16-Bladed Wheel Pumps, 6.50-16 Smooth Tires, No Skirts

28 Bollard Pull Tests - Rear Wheels Only, 8-Bladed Wheel Pumps, 6-50-16 Smooth Tires, No Skirts

29 Bollard Pull Tests - All Wheel Drive, Wheel Pumps, No Skirts, 16-Bladed Pump In Rear

30 Bollard Pull Tests - AH Wheel «ve, Wheel Pumps, 6.50-16 Smooth Tires, No Skirts, 8-Bladed Pump in Rear

31 Bollard Pull Tests - Effects of Tire Tread on Thrust

32 Collector with 50% Exit Restriction Nozzle

33 Summary of Bollard Pull Tests - Effect of 50% Reduction In Exit Area, From Figures 20, Ik and 36

}k Bollard Pull Tests - Four Wheel Drive, Wheel Pumps with 50% Exit Nozzle, 7-50-16 NDCC Tires, Skirts

^m&^'M^M^imsmammmimM va*™*™»» ^'tmmtttBjmausamrsmmKtH/mm

R-1419

Figure

35

36

37

38

39

List of Figures (Cont'd)

Bollard Pull Tests - Front Wheel Drive Only, Wheel Pumps with 50% Exit N.zzle, 7-50-16 NOCC Tires, Skirts

Bollard Pull Tests - Rear Wheel Drive Only, Wheel Pumps with 50% Exit Nozzle, 7-50-16 NDCC Tires, Skirts

Summary of Bollard Pull Tests - Effect of Pump Location, from Figures 3V36

Free Running Tests

Concept Sketch of Utilizing Tire Tread Pattern to Achieve Improved Vehicle Thrust

xl

R-|l»19

NOMENCLATURE

A Area i

A„ Effective Cross-Sectional Areas of the Pump j

A. Vehicle Submerged Frontal Area S CJJ Drag Coefficient

CT Pump Thrust Coefficient 'P

D impel>er Diameter

E Energy

H Pressure Head Across Pump

HP Output Horsepower

Q. Flow Volume

T Thrust

U Vehicle Velocity

V Velocity

g Gravitational Constant

n Impeller Rotational Speed <rps)

p Pressure

u The Increased Flow Velocity Imparted by the Pump

v Mean Flow Velocity Across Pump

6 Specific Diameter

T\ Efficiency

Y Specific Weight

X U/nnD ■ Advance Coefficient

cp Capacity Coefficient

t Pressure Coefficient

p Density

a Specific Speed

xhi

WWWWWWW—W

I

I

R-1419

INTRODUCTION

It has long been known to the designers of amphibious and floating

vehicles that the addition of a screw propeller or waterjet is needed to I achieve reasonable water speeds, as on the highly successful World War II

DUKW, the amphibious Volkswagon, the LARC V and XV, and, more recently,

the LVTf'-X!2. Unfortunately, waterjets and propellers add additional

co"- ols, machinery, and weight to a vehicle and propellers, and, if they are

to ue properly located for good hydrodynamlr performance, often are severe

impediments to cross-country operations unless complex propeller retraction i

gear Is provided*

It is no surprise, therefore, that most Army "swimmers," which are

designed primarily for cross-country operations, do not have any auxiliary

propulsion device but rely wholly on what thrust they can obtain by simply

spinning their wheels in the water. If the wheel is partially submerged,

as in the GOER vehicles, the tire acts as a paddle wheel and moderate

speeds (2-3 mph) may be obtained- If, on the other hand, the wheels are

totally submerged, as In the XM656 the propulsive efficiency Is still

further decreased and only minimal (l£ to 2 mph) speeds are attainable*

Somewhat improved propulsion can be obtained by the use of suitable 2

shrouding around the tires, but those shrouding arrangements that sub-

stantially improve propulsion are totally unacceptable for cross-country

operations.

There is, therefore, a need for a compatible propulsion system

which will provide adequate thrust to yield reasonable water speeds, yet

not Interfere with the basic off-road mission of the vehicle. Such a

concept, herein designated a "wheel pump," was conceived some time ago

by the authors (Figure 1). Basically, the wheel-pump concept envisions

some simple wheel alterations to enable the turning wheel to pump water

axially toward the center of the vehicle into a simple, static device

designed to redirect the flow rearward, thereby obtaining forward thrust.

F;-!M9

This report describes the analysis, design, construction, and testing

of a first-cut, study model to determine the feasibility and practicality

of such a device. At this time, only a device pumping the water through

the wheel disc between the wheel hub and the tire Is considered.

ANALYSIS

This section presents a simplified general description of the basic

flow phenomena using energy and momentum relations, interpreted in terms

of empirical knowledge of the suitable operating regimes of alternate

kinds of flow machines. The selection of suitable pump and turning vane

characteristics for the present tests will then be described, citing

references for detailed design procedures.

Insight into the principle of operation of the wheel pump can be

obtained from consideration of simplified one-dimensional fluid dynamic

relations for an actuator disk and turning system as illustrated in the

sketch below:

JitJt.

Actuator Disc (Wheel Pump) Area ■ A

P

©

\ ©---

-"' J^© Turning Vane

A -»-—t— p

-i ©

FIGURE 2. SIMPLIFIED PUMP SYSTEM SCHEMATIC

BM-*wn*<^«£&^

R-1419

Several assumptions will be made for the sake of convenience:

1. No losses occur In the flow within the stream tube enclosed

by the dotted lines, which retains Its Identity;

2. The flow through the pump is assumed to be entirely normal

to the actuator disk so that the flow rate Q ■ A v; fand P

3- The turning vane produces a complete turning of the pump

outflow Into the direction of motion.

Admittedly, these assumptions may be far from the truth, especla ly for

the present case of propelling amphibious vehicles, but the qualitative

results of the analysis will be Instructive-

Let the water enter the imaginary stream tube at velicity U, the

velocity of the vehicle, and exit at velocity U + u due to the action

of the pump. The thrust of '.se pump is generated by the momentum imparted

to the exit flow:

■ PQu ■ p A vu (I)

The energy lost in the slipstream is residual kinetic energy left

In the water:

Elost"2 pQu 2 pApVU (2)

The efficiency of the system is the useful work (the thrust x velocity)

divided by the sum of the useful work and the lost energy, or

T) TU L

Ideal TU + E 2 + u/U ' (3)

Applying Bernoulli's equation to the stream tube between Stations I

and 2 and between 3 and k separately, since energy is added to the stream

at the pump, it is possible to derive the pressure- difference across the

actuator disk:

R-i4J9

P3-P2-V[<-s>2*2ij] eo

Solving for u/U In terms of the pump thrust coefficient:

(p - p2)A£

T 1 2 '

u i

I + (1 + c, ) , 'p

(5)

and the ideal efficiency may be expressed as

2 'ideal TT7T?

(6)

where, although the thrust on the actuator disk does not contribute

directly to propelling the system, it does appear to control the "best"

achievable system efficiency. The system thrust coefficient, non-

dimensional I zed on the basis of the actuator disk area and the uniform

steam speed, may be obtained from Eqs. (1) and (5) as

(7) 2'V

In pump design practice, two coefficients are used which specify

the headrlse and capacity of the pump in terms of the impeller's tip speed

TTnO. These are the pressure coefficient, in

1 2

p±lh j « cT X p(nnO) P

(8)

and the capacity coefficient, cp:

9 " Ap(TTnD) A U v

\ , (9)

mm '-»■»■ —■—"w

s 5 R-1M9

where \ 13 the advance coefficient:

U/TTnO . (10)

The thrust-producing system is to be designed to suit a particular

drag coefficient for the vehicle In water, Cß, based on the vehicle's

significant area A, seeking the most efficient solution possible. Eq. (7)

may therefore be rewritten in terms of this drag coefficient and the pump

parameters:

f [-1 + (1 +*A2) ] , (n:

where £A is the total flow area of all pump impellers In operation. P

Note that from Eq. (6) the thrust coefficient of the pump, CT , should

be as small as possible for good efficiency. Therefore from Eq. (8), 2

the value of tA should also be small. 3

Figure 3, takjn from a paper by vanHanen and Oosterveld , shows

the relation between specific speed, a, and specific diameter, 6* Best

efficiency for various pumping machines of different geometric design

lies within the cross-hatched area, where:

c " n [ *? 2?s A J • L (2gH) J

- 2Q* J

and (12)

(13)

On this chart are plotted curves of constant pressure coefficient, t,

and constant capacity coefficient cp.

For the Ml51 we may use the following vehicle characteristics:

—hsmm—ww

Lnrsi.7wi7Ts-*:*":i"«."x ; /■

R-l*tl9

CD - 0.8

A «11.28 ft2

s

A * .76? per wheel P

From this data and Eq. (11) we can now plot on Fig- 3 curves for several

values of \(\ « 0.2 corresponds to approximately 28 mph wheel speed and

3 mph water speed for the wheel pumps in the Ml51)- If we desire to

reduce the frictional losses experienced at the tire tread we should

reduce the pump speed, thereby increasing \. Therefore a radial (centri-

fugal) pump appears to hold the best promise.

Since the above analysis is quite simplified and neglects such

important factors as losses due to viscous eddying in the pumps, collectors

and turning vanes, it was decided to design and test two types of pumps,

both of the mixed flow type: one having eight blades and the other having

sixteen blsdes. Another pump, of the axial flow type WJS designed but

was not tested. Detailed design procedures are contained in standard

pump textf>ooks, such as that by Betz. The flow collector and turning

vanes were laid out to suit mechanical restrictions imposed by suspension

and underbody arrangements.

FABRICATION

Employing the equations developed in the preceding section, wheel-

pumps and collectors were designed and fabricated to fit the configuration

of the Ml51 bxk jeep. In order to avoid any structural modifications to

the M151 suspension, wheel centerlines were moved outboard by k inches

on each side. Figure k shows the two variations in impeller design (8 and

16 blades) tested. Figure 5 shows the 8-bladed impeller mounted on the

rear wheel of the Ml51 * Figures 6, 7 and 8 show the collectors mounted

on the vehicle. It can be easily seen in Figure 7 that the collector

imposes no steering restraints to the vehicle.

;,. Bestow*!* ■• m***—*-

=?-""

R-1419

The wfiee I pump and collectors were both made of sheet steel. Upon

completion, the combination impeller wheel and brake drum plus the collector

weighed 46 pounds per wheel or 23 pounds more per wheel station than the

standard wheel and brake drum it replaced- For actual service It would

not be necessary to make the collector of steel. Some rubber-fabric

material that would collapse when not In use, but inflate under water

pressures during pumping, should be equally serviceable.

TESTS

The 8-blade and 16-blade wheel pumps were first mounted on a test

stand (without tire) to obtain an estimate of their performance as pumps

and then on the vehicle to evaluate their potential as a vehicle propulsor.

Pump Performance Tests

Performance of the wheel pump was evaluated prior to installation

on the vehicle, using a simple recirculating tank test stand (Fig. 9). A

schematic of this setup is shown in Fig- 10. Table I summarizes tie

results of these tests. Pump speed was measured by a tachometer. Input

torque was measured by a damped spring-scale connected to the pivot-

mounted engine. Flow velocity and head across the pump were measured by

manometers and output horsepower was computed from

HPQ -= Y • v • H • Av (1*0

where

t Y

9 « specific weight of wacer (lb/ft)

v ■ average water flow (ft/sec) at the measuring section

H ■ difference in head across pump (ft)

A ■ cross-sectional area where V was measured (sq ft)

...

R-1419

TABLE I

RESULTS OF PUMP TESTS IN RECIRCULATED TANK TEST STAND

Test Pump Input Velocity Input Output Efficiency Number Throttle Damper Nc. Speed

(RPM)

212.6

Power (HP)

1-71

(FPS)

2.21

Head (FT)

2.6

Power (HP)

0.08

Blades PosJ tion Pos i tion

2 0.048 8 Part Open 3 248.8 2.67 2.62 3-7 0.13 0.052 8 hid Open 4 255-6 2.92 2.52 4.2 0.15 0.052 8 Full Open 7 214.9 1.80 2-27 3-3 0.10 0.060 8 Part Open 8 248.8 2-59 2.63 4.6 0.17 0.066 8 Mid Open 9 255-6 2.83 2.59 4.7 0.17 0.061 8 Full Open

12 217-2 1-75 1.91 5-1 0.13 0.079 8 Part Part 13 251.1 2-70 2.36 7.2 0.24 0.090 8 Mid Part 14 257-9 2.86 2.44 8.! 0.28 0.098 8 Full Part 16 217-2 1.75 2.03 5-5 0.15 0.090 8 Part Part 17 251.1 2.70 2.45 7.5 0.26 0.096 8 Mid Part 18 257-9 2.86 2.21 8.0 0.25 0.088 8 Full Part 21 210.4 1.48 0.65 17-3 0.16 0.108 8 Part Closed , 22 253.3 2.47 1.00 24.6 0.35 0.142 8 Mid Closed 24 271.5 3.10 0.72 26-3 0.27 0.087 8 Full Closed 26 217.2 i.ec 0.79 18.5 0.20 0.129 8 Part Closed 27 251.1 2.44 0.91 23-3 0.30 0.123 8 Mid Closed 28 266.9 2.96 0.55 25-3 0.20 0.068 8 Full Closed i

31 217-2 I.82 1.84 1.1 0.02 0.016 16 Part Open ;

32 248.8 2.76 2.00 1.2 0.03 0.012 16 Mid Open *

33 253-3 2-89 2.02 1.6 0.04 0.016 16 Full Open i

35 217-2 1-89 1.69 1.1 0.02 0.014 16 Part Open ■

36 248.8 2.84 2.02 1.2 0.03 0.012 16 Mid Open .

37 248.8 2.84 2.22 1.6 0.05 0.018 16 Full Open \ 39 217-2 1.89 2.07 2-5 0.07 0.038 16 Part Part

'■

40 239-8 2-57 2.44 3-1 0.10 0.042 16 Mid Part ■

41 248.8 2-76 2-34 3-1 0.10 0.037 16 Full Part .

43 217-2 1-97 1.86 2-5 0.06 0-033 16 Part Part 1

44 235-2 2-45 2-57 3-0 0.10 0.04A 16 Mid Part 45 248.8 2-84 2.48 3-2 0.11 0.0^0 16 Full Part 47 217.2 1.67 0.56 18.2 0.14 O.O87 16 Part Closed '

48 239-8 2.25 1.02 22.1 0.32 0.142 16 Mid Closed 49 253-3 2.81 0.85 25.1 0.30 0.108 16 Full Closed 51 217.2 1.67 0.85 17-7 0.21 0.128 16 Part Closed , 52 239-8 2.25 1.07 21.8 0.33 0.147 16 Mid Closed '-■

53 251.1 2.61 1-19 23.6 0.40 0.153 16 Full Closed

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F"tw= üMMUW* «wnnMnn>i'vBn"*'*^n^

R-1^19

The highest efficiency (15%) was obtained In Test No. 53 which was

at maximum iead rise»

Propuislon Performance Tests

To evaluate more realistically the performance of the wheel pump

in a complete propulsion system, four pumps were mounted on the wheels

of an MI51 hxk 5-ton truck (with fording kit) supported in a raft in

such a manner that the wheels could be operated at various axle depths 2

below the still water surface (Fig. 11). A load cell connecting the

raft and the jeep was arranged to measure the horizontal fore-and-aft

forces between the jeep and the raft (Pig. 12). The cables supporting

the vehicle were kept vertical in the fore-and-aft center!ine plane

(Fig. 13). A schematic of this setup is shown in Fig. 14.

Two types of tests were run: Bollard pull tests, in which the

raft was immobilized by a line to a piling and pull measured with no

forward velocity; and free running tests which included tests in which

the raft was towed by an auxiliary boat with and without the wheels and

wheel-pumps running. Unless otherwise specified, the 16-blade pumps were

Installed on the rear wheels; the 8-blade pumps on the front.

Bollard Pull Tests

Results of the bollard pull tests of the four pumps mounted in the

raft-supported Ml51 are presented In Figs- 15 to 37. and In Table II.

Figure 15 summarizes the thrust obtained In bollard pull tests with the

standard 7-50 x 16 NDCC military tires only (I.e., with no wheel pumps).

The complete data are plotted in Figs. 16-19. Maximum thrust in all

cases -- from all-wheel or rear (only) drive, with or without splash

suppression skirts — was of the order of 130 pounds.

Figure 20 similarly summarizes the static bollard performance of

the wheel pumps, when the wheels were fitted with the same tires (7-50 x

16 NDCC); figures 21-24 show the detailed data- With the wheel pumps

attached, maximum bollard pull Is Increased to 190-250 pounds, depending

on drive configuration and skirt effects. The actual change in performance

due to fitting the wheel pumps Is shown in Fig. 25-

R-1M9

Figure 26 summarizes bollard pull tests (Figs. 27-30) in which

smooth, treadless tires (6-50-16) were fitted in place of *:he military

tires. Included in this test series were runs in which the 16-blade

pumps installed on the rear wheels (Figs. 27 and 29) were interchanged

with the 8-blade pumps (Figs. 25 and 30) normally fitted to the front

wheels. The effect of the number of blades was minor, but the effect

of the elimination of tire tread was appreciable. This reduction of power

absorption by the tires, and, hence, the release of more power to the pumps,

increased maximum thrust to the 320-370 pound range. The change in thrust

characteristics resulting from the tire change is shown in Fig. 31«

As an indication of the power absorbed by the tire tread, tests w^re

made at wide open throttle on an M15I in the water ciannel at the Land

Locomotion Laboratory- Table li shows the results of these tests along

with estimated delivered engine power calculated from the published power

train characteristics also shown in Table II-

Tests in which the stationary reaction collectors were crudely

altered to decrease their outlet area by 50 percent (Fig. 32) are summa-

rized in Fig. 33; backup data are in Figs. 3^"36. In this test series,

In addition to testing four-wheel drive and rear-wheel drive (only),

front-wheel (only) drive was tested. Figure 37 shows that, in the bollard

pull tests at least, the front and rear wheel pumps behaved independently,

with the rear pumps and tires performing with some 30 percent greater

efficiency. In Fig. 33» performances with full and 50 percent outlet

areas are compared. The results indicate that the original outlet area

(approximately 80 sq- in.) was near optimum for the designed power

loading from the viewpoint of bollard pull.

Maximum thrusts recorded in these tests occurred at different wheel/

wheel-pump speeds (here recorded as indicated speedometer speed) and in

several gears. They thus also correspond to somewhat different net power

available to the wheels. An approximate correction was made for this by

estimating the nominal gross power available for each test from the pub-

lished power train characteristics- The results of these calculations

are summarized in Table III in which pounds of static bollard pull/gross

horsepower are shown for each maximum pull developed during the test series.

10

yftfeififr'iiiiMm HITMiililB'm'il.ii'i" JiJfoV'lHHfllllJ^ ■WWOWIWM—ma

R-1419

TABLE I I

Drive Gear

1

Maximum Speedometer

Speed (mph)

Equivalent Wheel Speed (rpm)

208

Equivalent Engine Speed (rpm)

6150

Estimated De! Ive red Powe r (hp)

2-wheel 18 11

2 28 324 5340 32

3 21 324 2800 56

4 24 278 i44o 32

4-whee1 1 18 208 6150 11

2 20 232 3820 61

3 20 232 2100 '+5

4 15 17** 900 20

PUBLISHED POWER TRAIN CHARACTERISTICS

Engine: 141«5 cu. In.

71 hp @ 4000 rpm

44 hp @ 1800 rpm

Tire: 7-50 x 16 NDCC (665 rev/mi.)

Transmission ratios: 1-00 1.674, 3-179. 5-712:1

Transfer ratio: 1:1

Axle ratio: 4.86:1

11

R-1M9

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R-1^19

Free Running Tests

The M15J mounted In the raft was towed at various speeds by an

auxiliary boat as shown in Flc'Jre \k- The compression reading on the

load cell during towing indicated the force required to propel the

vehicle at the measured speeds hence the drag of the vehicle. Figure

38 shews a plot of load cell push vs measured water speed (curve A).

When the vehicle was allowed to propel itself, the load cell exerted

a force on the raft (its drag) which was measured and also plotted on

Figure 38 as curve B. The sum of the two (curve C) indicates the com-

bined drag of both the jeep and the raft and also indicates the approxi-

mate thrust the vehicle was generating at each measured speed- Extra-

polating curve C to obtain the thrust generated at the maximum obtained

speed (2.7 mph) yields approximately 135 lbs of thrust. This value

projected on an extrapolation of curve A yields a predicted vehicle

(only) speed of 3-2 mph, which is close to the 3-0 mph measured

when the vehicle/raft system was being towed by the boat; the jeep

was operated at wide »pen throttle; and the load cell measured no force

between the raft and the vehicle.

Table IV is a presentation of the maximum speeds achieved at

free running condition (jeep and raft) with the vehicle powered, not

towed by the boat.

During the free running tests it was apparent that increased

vehicle control was obtained with the wheel pumps. Although not quanti-

tatively measured, the turning radius was materially reduced and the

response to steering input greatly improved.

Tests» conducted later (October 1969) at Houghton, Michigan with the wheel pumps mounted on a floating version of tht Ml51 yielded a maximum vehicle speed of 3-2 mph.

13

R-]l+19

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R-1419

SUMMARY OF RESULTS

The data obtained In the test program indicates that the maximum

bollard pull obtained using toe wheel pumps with standard tires (230 pounds),

Is less than the 350 pounds predicted at the start of this program. The

maximum thrust obtained by the pumps when operating with smooth tires

(370 pounds) is closer. For standard tires alone, the maximum bollard

pull was 13^ pounds.

Test reports by Ford Motor Company indicates that a Ml51 with a

simple flotation hull will travel 2.2 mph when propelled by its tires only.

On the present test rig, with military tires and the wheel pump, the

maximum free running speed (with the raft attached) was 2.4 mph; with

smooth tires, the rig could obtain 2.7 mph; with military tires and the

nozzle attached, it could obtain 2.4 mph.

While towing the rig and powering the jeep, i^e load cell read

near zero when proceeding at 3-0 mph.

The wheel pumps materially improved vehicle control while afloat.

15

R-I4I9

CONCLUSIONS

The results of the test program Indicate that the wheel pump

Is able to generate considerable thrust, though not as much as ori-

ginal ly predicted*

The parasitic drag of the tire treads seriously degrades the

performance of the pump.

The high hydrodynamic drag of the Ml51 and the steep slope

of the resistance curve (approximately at the 2.5 power) Indicate that

large increases in output by use of more power or improved efficiency

will be required before this de\<ce will propel the M151, as presently

designed, at a speed much higher than 3 mph. Alternatively, the hull

of the vehicle must be redesigned to improve its drag characteristics.

The present design was optimized for maximum bollard pull

(thrust at zero speed). Optimizing the pump for maximum speed may

enable It to travel at only a marginally higher speed in view of the

statements contained in the preceding paragraph.

The improved control generated by the wheel pumps may be

more important a factor than the marginally improved speed, since

a major problem of wheel-propel led floating vehicles is steering

control.

16

: - . „..»:.

. i

I* i-

R-I*4l9

RECOMMENDATIONS

1. That the wheel pumps be mounted on a standard military

vehicle built to operate afloat (such as the M561 or the

M656)to determine its operational characteristics.

2. That a design effort be initiated which would enable the

vehicle to take advantage of the power absorbed by the

tire treads. A sketch of such a concept is shown In

Fig. 39-

3- That further design studies on the collector be conducted

to yieH greater thrust in the vicinity of 3 mph.

17

R-1419

ACKNOWLEDGEMENTS

Tha authors wish to acknowledge the help of Messrs. J. Roper

and J. Mercter who did most of the theoretical calculations-

18

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I R-1419

REFERENCES

1. "£-Ton Truck Flotation Studies," U.S. Army Tank-Automotive Command, April 1965.

2. Rymlszewski, A. J., "Improving the Water Speed of Wheeled Vehicles," Journal of Terramechanlcs. Vol. 1, No. I, 1964.

3« Van Manen, J. D. and Oosterveld, M.W.C-, "Analysts of Ducted-Propel I er Design," SNAME Transactions. 1966.

4. Ehrlich, I. R., Kanin, I. 0. and Worden, G., "Studies of Off-Road Vehicles In the Riverine Environment, Vol. I, Performance Afloat," DL Report 1382, October 1968.

5. Betz, A«, "Introduction to the Theory of Flow Machines," Verlag 6« Braun, Karlsruhe, Germany, 1966.

6. "Ordnance Corps Equipment Data Sheets," Department of the Army TM 9-5OO, September 1962.

<■ 1

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R-1419

FIGURE k. EIGHT- AND SIXTEEN-BLADEO PUMPS FMPLOYED DURING THE PROGRAM

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FIGURE 5- AN EIGHT-3LADED PUMP MOUNTED ON THE M15I ir-TON TEST VEHICLE

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FIGURE 6. WATER COLLECTOR MOUNTED ON VEHICLE (SIDE VIEW)

FIGURE 7- WATER COLLECTOR MOUNTED ON FRONT SUSPENSION (FRONT VIEW)

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R-1419

FIGURE 8. WATER COLLECTOR MOUNTED ON FRONT SUSPENSION (REAR VIEW)

FIGURE $. RECIRCULATING TANK TEST STAND USED TO M, ASURE PUMP OUTPUT AND EFFICIENCY

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R-1419

FIGURE II. TEST VEHICLE MOUNTED IM SUPPORT RAFT

FIGURE 12. LOAD-CELL CONNECTION BETWEEN TEST VEHICLE AND SUPPORT RAFT

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FIGURE 13- VEHICLE DURING OPERATION, SHOWING SUPPORT CABLES

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R-1419

FIGURE Ik. SCHEMATIC OF TEST VEHICLE/SUPPORT RAFT ARRANGEMENT WHEN TOWED BY BOAT

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Speedometer Reading (mph)

FIGURE 15. SUMMARY OF BOLLARD PULL TESTS - TIRES ONLY WITHOUT WHEEL P'JMPS FROM FIGURES 16-19

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Speedometer Reading (mph)

FIGURE 16. BOLLARD PULL TESTS - FOUR WHEEL DRIVE, NO WHEEL PUMPS, 7-50-16 NDCC TIRES, NO SKIRTS

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Speedometer Reading(mph)

FIGURE 1?. BOLLARD PULL TESTS - FOUR WHEEL DR!VE, NO WHEEL PUMPS, 7-50-16 NDCC TIRES, SKIRTS

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Speedometer Reading (mph)

FIGURE 18. BOLLARD PULL TESTS - REAR WHEELS ONLY, NO WHEEL PUMPS, 7-50-16 NDCC TIRES, NO SKIRTS

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R-1419

♦ J 6 7 8 9 tor 15 20 25 30 Speedometer Reading (mph)

■IGURE 19- BOLLARD PULL TESTS - REAR WHEELS ONLY, NO WHEEL PUMPS, 7-50-16 NDCC TIRES, SKIRTS

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Speedometer Reading(mph)

FIGURE 20. SUMMARY OF BOLLARD PULL TCSTS - TIRES W'TH WHEEL PUMPS, FROM FIGS. 21-24

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R-1^19

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FIGURE 21. BOLLARD PULL TESTS - FOUR WHEEL DRIVE, WHEEL PUMPS. 7.50-16 NDCC TIRES, NO SKIRTS

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FIGURE 22. BOLLARD PULL TESTS - REAR WHEELS ONLY, WHEEL PUMPS, 7-50-16 TIRES, NO SKIRTS

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FIGURE 23- BOLLARD PULL TESTS - FOUR WHEEL DRIVE, WHEEL PUMPS, 7-50-16 TIRES, SKIRTS

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Speedometer Reading (mph)

FIGURE 2k - BOLLARD PULL TESTS - REAR WHEELS ONLY, WHEEL PUMPS,

7.50-16 NOCC TIRES, SKIRTS

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R- 1^419

5 8 7 8

Speedometer Reading (rnph) 25 30

FIGURE 25. CHANGES IN BOLLARD PULL PERFORMANCE USING THE WHEEL PUMPS

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Speedometer Reading (mph)

FIGURE 26. SUMMARY OF BOLLARD PULL TESTS SMOOTH (TREADLESS) 6-50-16 TIRES WITH WHEEL PUMPS FROM FIGS. 27-30

WTB

340 lbs

blades - 322 lbs

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Speedometer Reading (mph)

IGURE 27- BOLLARD PULL TESTS - REAR WHEtLS ONLY, -BLADED WHEEL PUMPS. 6-50-16 SMOOTH TIRES, NO SKIRTS

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Speedometer Reading (mph)

FIGURE 28. BOLLARD PULL TESTS - REAR WHEELS ONLY, 8-BLADED WHEEL PUMPS, 6-50-16 SMOOTH TIKES, NO SKIRTS

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FIGURE 29- BOLLARD PULL TESTS - ALL WHEEL DRIVE, WHEEL PUMPS,

NO SKIRTS, 16-BLADED PUMP IN REAR

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Speedometer Reading (mph)

FIGURE 30. BOLLARD PULL TESTS - ALL WHEEL DRIVE, WHEEL PUMPS, 6.50-16 SMOOTH TIRES

NO SKIRTS, 8-BLADED PUMP IN REAR

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R-IM9

200

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Speedometer Reading (mph)

FIGURE 31. BOLLARD PULL TESTS - EFFECTS OF TIRE TREAD ON THRUST

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R-I419

FiGURE 32. COLLECTOR WITH 50% EXIT RESTRICTION NOZZLE

R-1419

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Speedometer Reading (mph) FIGURE 33- SUMMARY OF BOLLARD PULL TESTS

EFFECT OF 50% REDUCTION IN EXIT AREA, FROM FIGURES 20, 3'*. and 36

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R-1419

200

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Speedometer Reading (mph) FIGURE 34. BOLLARD PULL TESTS - FOUR WHEEL DRIVE,

WHEEL PUMPS WITH 50% EXIT NOZZLE, 7-50-16 NDCC TIRES, SKIRTS

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R-lH)S

5 8 7 8 9 10 15 26 25 30 Speedometer Reading (mph)

FIGURE 35- BOLLARD PULL TESTS - FRONT WHEEL DRIVE ONLY, WHEEL PUMPS WITH 50% EXIT NOZZLE, 7-50-16 NDCC TIRES, SKIRTS

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200

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7 $ 9 10 Speedometer Reading

FIGURE 36- BOLLARD PILL TESTS - REAR WHEEL DRIVE ONLY, WHEEL PUMPS WITH 50% EXIT NOZZLE

7-50-16 NDCC TIRES, SKIRTS

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FIGURE 37- SUMMARY OF BOLLARD PULL TESTS - EFFECT OF PUMP LOCATION, FROM FIGURES 3*+"36

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UNCLASSIFIED Siriifiiv Cl.isslfiriihnn

DOCUMENT CONTROL DATA .R&D >'-rtififi cli,\-ijfirntton of title, hotly of nhvtteirt owl htdtithtfi n* notntltm ..u*t br «nttrrd whrn thv overoU report N r/»«. *}tlril)

OMiGtNArtNC »CTivtTV fCoijiur«*« on that)

DAVIDSON LABORATORY STEVENS INSTITUTE OF TECHNOLOGY CASTLE PQ.NT STATION. HOBOKEN. N. J. 07030

i».p»tro«T iccUHirv cu»»»if ic * HON

UNCLASSIFIED lb. anovP

i »r.PO»t TltLt

PRELIMINARY STUDIES OF A WHEEL PUMP FOR THE PROPULSION OF FLOATING VEHICLES

4 DCICRI»TIVC NOtt) (T>p« of report tndjnclualvt dalt-t)

FINAL 5 AUTMOAIII fulfil .laiot, mlddlQ Inlllmt, liniuini)

I. Robert. Ehrlich and C J. Nuttall, Jr.

« »E«J(II DATt

DECEMBER 1969 »». CONTRACT ON OUANT NO.

DAAE07-68-C-2608 b. PROJECT NO.

7«. TOTAL NO. OF PAOKt

19 + 59 fig». »6. NO. or Hen

•«. omoiNiton'i aironr NUMSCMIII

REPORT NO. 1419

tb. OTHin NtPONT NOlil 7ÜJ5 orfiar numb«rt SÜT5 mar b* (••t«n»rf IM« nporl)

10. OKTNISUTION ITATCMCNY

DISTRIBUTION OF THIS DOCUMENT IS UNLIMITED

II. SUPPLCMCNTARV NOTfcf

1. ABSTRACT*

II. S.ONIOHiMO MILITARY ACTIVITY

U. S. ARMY TANK-AUTOMOTIVE COMMAND

A nove' propulsion device for an amphibious wheeled vehicle Is described. This device, which Is an Integral part of the vehicle wheels, pumps water between the tire rim and the braledrum Inboard Into a stationary collector which turns th*s water rearward, thereby generating forward thrust.

Results of preliminary tests conducted on a stationary pumping system and when mounted on a MI51 £-ton truck are presented.

Tests Indicated that the device increases the maximum bollard pull approximately 100% and the maximum speed approximately M)% over propulsion with tires alone. It also materially Improves the con- trollability of the vehicle.

DD.T..1473 ,PAGEn

S/N 0101-807-661)

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DD/r..1473 «BACK, 1/N OIOI-I07-J4JI

UNCLASSIFIED

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