This manuscript bridges the fields of jet propulsion, synthetic jets and thermoacoustic engines. We introduce the case that synthetic jets in air can be considered a consistent approach for propulsion systems. To date, studies on synthetic jet propulsion have been scattered and rather subsidiary. Furthermore, investigating the perspective of propulsion can provide new insights into the field of synthetic jets and the physics of propulsion. In this work, synthetic jet propulsion in air is demonstrated and studied for acoustic and thermoacoustic cases. We developed synthetic jet systems and characterized the resulting propulsion regarding several relevant parameters such as geometric factors and the frequency and power of acoustic jets electromechanically and thermally produced. We demonstrated the 10. 4-mN and 2. 7-mN thrust in the acoustic and thermoacoustic modes, respectively, using compact tabletop assemblies. The physical mechanism of the jets has been modeled, simulated, verified with Schlieren imaging and laid in the perspective of adherent literature. Similarities and differences regarding traditional jet propulsion systems are discussed. Synthetic jet propulsion in air using a thermal cycle is experimentally demonstrated for the first time.

Due to increasing environmental pollution and cost of energy, various solutions such as manufacturing hybrid vehicles have been proposed to optimize the energy consumption of vehicles. hybrid hydraulic propulsion system is used in heavy duty vehicles due to low cost maintenance and high power density compared to electric hybrid propusion system. In this study a hydraulic hybrid propulsion system with series structure and friction brake removal approach is investigated. The proposed hydraulic circuit has the ability to control pressure and flow. This feature causes the braking torque to be applied in all driving conditions by a hydraulic circuit. The pressure and flow control algorithm is explained in two ways according to the driving conditions and the accumulator pressure .In the first case, the braking torque is provided only by changing the flow and in the second case by simultaneously changing the flow and pressure .To confirm the performance of the proposed structure, by applying the desired forces to the pedal, the deceleration is simulated in AMESIM software. The control algorithm has been implemented in this software and the braking capability and the amount of energy stored during braking in different braking modes have been investigated.

In this paper, a particular propulsion system including, liquid rocket engine, fuel and oxidizer tank and related pressurizing system, have been surveyed. The procedure is based on a nonlinear mathematical model which has been simulated in Matlab Simulation environment. In propulsion systems, identifying system performance is essential, because if we can accept ability describe the dynamic behavior of the system components in nominal and transient regimes; we can reduce the associated costs during design and development. Following, results of propulsion system hot test are compared with model that shows acceptable accuracy of simulator code. In addition to leading research, how to use this model to identify the causes of failure is shown. Match analysis and compatibility testing, after disassembling objective observations show considerable performance model for similar applications.

This paper presents numerical calculations for podded propulsion system using vortex theory and potential panel method. The method discretizes the surface boundary of the body (propeller+pod+strut) and obtained the vortex and propeller surface and potential on strut and pod. A model propeller and strut are considered for these calculations and the results of pressure distribution, flow field around the propeller and hydrodynamic characteristics of the propeller are given. The calculated hydrodynamic characteristics of the propeller are compared with the experimental data and it is shown in good agreement with them.

Within operational life of satellites according to their mission, need to change their operational orbits. This change can includes change in semi-major axis, inclination or plane of orbit (RAAN angle). For this propose, we can use Electrical propulsion (EP). With respect to light weight of EP in cases which there is weight constraint, we use EP for transfer satellite to desired orbit.In this paper, we consider minimum-time transfer problem for these transfers. initial and final orbits are circular and we assume thrust is continuous. Assuming constant acceleration, elements of orbit uniformly change and these changes analyze with Edelbaum Analysis.

The Monopropellant Hydrazine propulsion system is one of the most widely used types of single-agent propulsion systems to control the position or correction of satellites in orbits. This system consists of combustion chamber subsystems (catalyst bed, catalyst, nozzle, and cap), fuel and fuel tank, high-pressure tank, control valves, and interface pipes. In this paper, the MPHP system (as a case study) is described in detail, and then critical risks are identified by creating FMECA tables on the case study in the design phase. Based on the proposed FMCEA flowchart, potential failure modes are identified. In the next step, decisions and corrective actions are formulated regarding the inherent failures of the system. Finally, the necessary measures to reduce the risks will be taken according to the system's failure modes, and the reduction of the identified risks to an acceptable level is presented. The attained results show that the catalyst decomposition chamber, catalyst bed, inlet flow control valve, and propellant management facilities units have the highest risk index values (RPN), respectively. For this purpose, corrective measures have been suggested for each of these.

Catalytic propulsion system is used in adjustment of satellite orbits. Hydrazine is conventionally used as propellant of the system, whose decomposition in the presence of Ir/g-Alumina catalyst causes hot gases, which leads to the propulsion force for the above purpose. This decomposition process, which is a catalytic combustion, comprises production and subsequent decomposition of ammonia. The specific impulse of such a system is 180-240 seconds. If there is any problem in the catalyst which causes hydrazine decomposition to result only in ammonia, the combustion is incomplete, in which case system performance will be below optimum. In this paper, the performance of the system is modeled in the incomplete combustion state, whereby the results show that the specific impulse in the condition is 150 seconds. This model is expected to provide proper insight into the relationships governing the system. Existing experimental data are also in line with those of the present model.