Note: Descriptions are shown in the official language in which they were submitted.
WO95/07410 2 ~ 7 1 4 5 I PCT/AU94/00482
Invention ~itle: Propulsion apparatus driven by
environment's heat.
Technical field of the invention:
This invention relates to a propulsion apparatus for the
propulsion of vehicles or power generators in air or in
water in such a way that heat energy contained by the fluid
in which said apparatus operates, air or water, is utilised
to perform propulsion work so that normally not any
addition of external heat, like by burning of fuel, is
required, except at a very high speed, supersonic, when
said heat energy is insufficient, an external heat must be
added.
~ackground art of the invention:
This invention relates to propulsion apparatuses which are
propelled not by the reaction of issued jet of fluid, like
in conventio~al jet propulsion systems, but by a force
similar to the ~orce which propels a balloon, without
leaving a rearwardly directed jet of fluid behind the
apparatus. Such force has the ability when it performs work
like in ca~e of a balloon, to convert heat directly into
work without involving any of conventionally used thermal
cyclic processes.
The only prior art, as far as known to the applicant, can
be cited is the applicant's Australian Patent No. 59 3525.
This invention introduces some important improvements which
are not included in said Patent: The construction, being
now in form of a nacelle, is considerably simplified and is
less expensive to make; the thrust is increased and the
dynamic drag is reduced.
Summary of the invention.
In brief summary, this invention facilitates the utilisation
of the heat contained in atmosphere or water to perform the
propulsion work, thus facilitating the utilisation of the
vast energy stored as heat in environmental fluids as an
energy source.
This propulsion apparatus consists m~i n~ y of a number of
converging and diverging ducts.
When a diverging duct is in motion towards its narrower
~ L~U Sn~k-l ~R~e9l)
WO 95/07410 PCT/AU94/00482
5 ~ ~
end and fluid flows through it from its narrower towards
its wider end, the fluid converts in the duct its own heat
directly into its mechanical energy.
When a converging duct is in motion towards its wider end
and fluid flows through it from its wider towards its
narrower end, the fluid converts a portion of its own
mechanical energy directly into propulsion energy.
The ductæ can be in àny combination. M~ m propulsion is
achieved when the apparatus consists, preferably, of two
converging and one diverging ducts arranged so that the
fluid enters the apparatus, which is in motion, through the
wider end of a converging duct which is connected at its
narrower end with the correspon~ n~l y narrower end of a
diverging duct which is also connected at its wider end
with the correspon~; ngl y wider end of the second
converging duct.
Propulsion produced by the work resulting from a thrust
generated in such a combination of ducts is obtained from
the heat provided by the fluid, from its own heat, in the
diverging duct so that the fluid issues from the apparatus
cooled by the amount of work resulting from the thrust.
DESCRIPTION OF THE lNv~Nll~IoN.
Following constructions of propulsion apparatuses in
accordance with this invention will now ~e described by way
of example only with reference to the accompanying
drawings in which:
~ig. 1. ~nd ~ig. 2. illustrate and explain the concept o~
this invention and in particular:
~ig. 1. explains the concept of a propulsion apparatus
which has three ducts.
Fig. 2. explains the concept of a propulsion apparatus
which has two ducts.
~ig. 3. shows longitudinal section ~-~ of a propulsion
apparatu5 suitable for propulsion in water or in
air at subsonic speed
~ig. 4. shows the end view A - A.
~ig. 5. shows longitudinal section of a propulsion
apparatus suitable for supersonic speed.
WO 95/07410 PCT/AU94/00482
3 217~4~1
~ig. 6. ~hows the end view C - C.
Fig. 7. shows longitudinal ~ection F-F of a propulsion
apparatus which has no converging inlet duct.
~ig. 8. ~hows the end view E - ~.
~ig. 9. -~ho~s longitudinal ~ection G:-G of a propulsio~
apparatus which discharges fluia through the wider
end of diverging duct.
Fig. 10 ~hows the end view H - H.
~ig- 11 is the end view J-J of a po~er ge~erator driven by
one of the propul~ion apparatues of this invention.
Fig. 12 ~hows ~ection ~
In order to describe the concept of this invention clearly
it i~ necessary to u~e some simple mathematical pre~entation
and also to explain some symbol~ used in the De~cription.
~ = mechanical energy of fluid (N~m) per unit mass.
- P = pressure (N/m2) N = Newton = kg-g (kg-m/sec2)
~ = absolute temperature (K)
V = fluid's absolute velocity relating to the groun~ (~/sec)
W = fluid's relative velovity relating to moving duct(m/sec)
U = speed of apparatu~ (m/sec)
m = ma~s o~ ~luid pa~ing duct in unit time (kg/sec.)
a = cross section area (m2)
q = density of fluid (kg/ m3)
Cp= specific heat of fluid at con~tant pressure (cal/kg)
~ = mechanical e~uivalent of heat (N-m/cal)
Referring to the diverging duct 2, shown on Fig. 1, it will
be proved that when the duct is in motion with a speed U in
the direction æhown by the arrow 15, the total mechanical
energy of fluid in the wider end of the duct i~ larger than
in the narrower end despite the ~act that no heat or any
other energy ha~ been added to the fluid in the duct.
If fluid is a liquid, like water, the total mechanical
energy of the fluid passing the duct for unit weight is:
at entry, narrow end, El= 1 + 1 and at outlet E2= 2 + 2
2 q 2 q
~ecause duct i~ in motion, absolute velocitie~ of fluid are:
~ ~U ~ (Rule91)
wo 95/07410 ~ ~ 7 ~ 4 5 ~ PCT/AU94/00~82
at entry: Vl = U - Wl and at outlet: V2 = U - W2
The difference in said machanical energies:
(U-~2)2 P2 (U-Wl)2 Pl 2 2 P2-P
E = E2-El= ~ (W2--Wlt2Uwl--2u~2)~ q
Since ~(Wl-W22)= 2 1 E = (Wl-W2)~U for unit weight
or generally E = m,(Wl - W2)~U
HEA~ R A CTED FROM TH~ ~UID MUST COVER THIS ~NERGY.
If fluid is a gas, the total energy of the gas i8:
~ U-Wl)2 1 (U-W2)
in inlet: El= - ~C Ti~ in outlet E2= - + CpT2~-
~
And since ~(Wl-W2)= ~p (T2-11).- after solving the equations
10 the same re~ult will be obtained as for liquids.
~hese equations indicate that the fluid itself provides for
any increase of its mechanical energy by its own heat. ~his
means that the exact required heat is extracted from the
~luid and is directly converted into usable mechanical
energy without any heat being rejected. This can be
condensed in the ~ollowing statement:
When a diverging duct is in motion in a fluid in the
direction o~ its narrower end, ~luid passing the duct
converts its own heat directly into its mechanical energy of
20 which magnitude is determined by the product of the change
of momentum of the fluid which passes the duct and the speed
of duct's motion.
Referring to ~ig. 1., when ~he propulsion apparatus is in
motion with a speed U in the direction shown by the arrow 15,
25 surrounding fluid is rammed and forced to enter the
converging inlet duct 1 in which it increases its velocity
reaching in the narrow end a velocity Wl which forms in
combination with U an absolute velocity Vl. Pa~sing the
diverging duct 2, Wl is decreased to W2 which again forms
30 with U an absolute velocity V2 which will be ~orwardly
wo9slo74lo 2 1 7 ~ 4 5 1 PCT/AUg4/00482
5
directed if U is larger than W2. Therefore the divergence of
the duct _ust be such that this condition is, preferably,
achieved. ~rom diverging duct 2 the fluid enters the second
converging duct 3 from which it iqsue~ through narrower end.
On top of ~ig. l. are shown energy levels of the fluid in
important cro~s sections of the duct and at the bottom are
~hown the dif~erences of these energies, the results are
underlined. Such presentation provides a clear picture how
thi3 propulsion apparatus works.
Relations of pre~sure and velocities, in line l, indicate
that issuing velocity W3 cannot be larger than U.
Difference o~ energies Eo~ El, in line 2, shows that in the
converging duct l fluid converts a portion of its own
mechanic~l energy directly into propulsion work which is the
product of the momen~um caused by the reaction o~ Vl and the
speed ~ and said momentum is a part of the propelling force.
~he r~m~;nin~ part i~ generated in the second converging duct
3, this is shown in line 4.
~otal propelling force, per unit weight, is shown in line 5
and the general magnitude of the thrust is shown in line 6.
It ~hould he noted that the total work performed by the
thrust, line 5, is equal the amount o~ extrac~ed energy, in
form of heat, in the diverging duct 2, line 3.
Referring further to Fig. l., in the diverging duct 2 and in
the converging duct 3 are shown velocity diagrams 5 and 6.
When ducts are in mo~ion, the combination of velocitie~ W
and ~ for~ absolute velocity V which acts in diverging duct,
diagram 5, against the wall and in converging duct, diagram
6, away ~rom wall. ~his means that in diverging duct a
higher pressure acts upon the wall than in converging duct
al~o it means that in the centre of diverging duct a lower
pressure will prevail than in the centre of converging duct.
Consequently, also the pressure acting upon the central
conical structure 4 will be smaller at its front than at its
rear. Such distribution o~ pressure causes that a propelling
force, the thrust, is acting on the propulsion apparatus in
~orward direction.
Said distribution o~ pressure takes place only when the
apparatus is in motion. When it is ~tationary, like during
e 91)
Wo95/07410 pcTlAus4loo482
~ 7 ~ ~5~ 6
the testing in a wind or a water tunnel, velocity component
U in said velocity diagrams 5 and 6 i8 missing threrefore
the said pressure distribution cannot take place. Also then
W would change to V.
On Fig. 2. is illustrated a propulsion apparatus in which
the converging duct 3 is omitted. ~herefore energy E2 is
here not present. It is also here shown that the issuing
velocity W3 = U. ~eeause duct 3 is omitted, the thrust,
line 9, is smaller ~han generated in ~ig. 1. Here the said
second part of the thrust, line 4, is mi~sing.
Description of propulsion apparatus shown on ~ig.3 and Fig.4.
This apparatus is suitable for propulsion in water or in air
at Rubsonic speed. ~ross section can be of a circular, oval,
rectangular or any other required form.
~he apparatus consists mainly of three ducts: converging
inlet duct l; diverging duct 2 and second converging duct 3.
All ducts are connected to each other as is illustrated on
~ig.3. In order to reduce dynamic drag of apparatus a
cowling 9 is provided which forms also the con~erging inlet
duct 1. ln the centre of ducts 2 and 3 is located a conical
structure 4 of which thin ends extend into inlet 7 and into
outlet 8. This conical structure consists, preferably, of
two parts which can be inserted into each other at their
wider end in order to control the thrust. This control is
effected by a hydraulic or pneumatic cylinder 10 which can
move the desired conical end either into the inlet 7 or into
the outlet 8. ~y this the fluid~s flow area can be restricted
or completely closed controlling by this the thrust.
The part of conical structure 4 which is not movable is
solidly connected to the duct by ribs 11.
As has been said hereinbefore this apparatus can generate
thrust only when it is in motion. ~hen the surrounding fluid
is rammed and forced to enter the apparatu~ through duct 1
and flowing fluid forms in the appara~us the effect
de~cribed and illustraded on ~ig.l., diagrams 5 and 6.
~luid issues from the apparatus cooled by the amount of
work performed by the thrust.
WO 95/07410 2 ~ 7 1 4 5 ~ PCT/AU94/00482
7
Description of a propulsion apparatus suitable for
supersonic propulsion as illustrated on Fig. 5 and ~ig. 6.
This apparatus consists of an apparatus as shown on Fig.3
and ~ig.4 which is herein already described, e~cept that the
converging inlet duct 1 is here substituted, preferably,
with a converging duct 12 suitable for supersonic speed and
the addition of an outlet diffuser 13. Cowling 14 is formed
to sui~ supersonic speed,
In order to describe clearly how this apparatus works,
10 velocity distributio~s in important sections of apparatus
are diagrammatically illustrated above Fig. 5.
When apparatus moves with super~onic speed in the direction
shown by the arrow 15, air enters inlet duct 12 where it
~ncreaseæ its pressure and reduces velocity reaching in the
15 narrow throat sonic velocity Wl which in combination with
the speed U results in velocity Vl reactive momentum of
which acts against propulsion. In diverging duct 2, Wl
reduces to W2 causing by this the increase of absolute
velocity from Vl to V2. ~ecause of the divergence of the
duct, any force acting on it, from inside the duct, can only
act in forward direction and here the increase of momentum
from Vl to V2 is taken up by increasing along the duct
pressure. ~hat is here increasing pressure along the duct
balances not the absolute velocity V but its reaction.
Consequently, when fluid issues from apparatus, it is
already s~ripped of its reaction in the diverging duct,
The increased mechanical energy of air, by said increased
pressure and kinetic energy by increase of absolute velocity
from Vl to V2, is provided by the heat g~en by the air,
30 from its own heat, in the diverging duct. This energy is:
~2- ~1= U (Wl- W2) for unit mass, as is shown on Fig. 1
in line 3.
In converging duct 3 the momentum of air decreases along the
duct, decrease of V2 to V3, and this decreasing momentum of
35 air together with the decreasing momentum of air in outlet
d~ffuser 13 act in the direction of prorulsion. ~o the total
propulsion force, thrust, is:
m (V2 Vl) = m-~(U-W2)-(U-Wl)~ = m-(W - W )
WO 95/07410 ~ ~ 5 ~ PCT/AU94/00482
The same result can be obtained by subtracting the energies
in relevant sections of the duct as i~ illustrated on ~ig.l.
Air i~ e~h~ ted from the apparatus cooled by the amount of
work performed by the thrust, m~(Wl- W2)-U, and there 18 not
any jet of air streaming in rearward direction behind the
apparatu~. In the apparatus, velocities Wl and W3 are sonic
velocities at which the air ha~ not the same temperature.
Since at supersonic speed the demand on power is very high,
the heat contained by the air may be insufficient, in this
ca~e some external heat must be added. ~his can be done by
arr~ng; n~ a burner, preferably in the wider end of duct 2,
adding the heat to the air by burning of fuel.
Description of a propulsion apparatus as illustrated on
Fig. 7. and Fig. 8.
~his apparatus is a modified version of the apparatus shown
on Fig.3 in which the converging duct 1 has been omitted.
~ecause of this omission its thrust i3 reduced S;m; 1 ~rly as
has been described on page 6, lines 5-10, and as illustrated
on Fig.2. ~he thrust is E2-E3 = U (U-W2) and the extraction
f heat from fluid is E2-Eo = U-(U-W2).
The thrust is controlled by the valve 1~ tur~ing of whi~h,
by~the sha~t 17, restriots the passage for the fluid.
Description of a propulsion apparatus as illustrated on
Fig. 9. and Fig. 10.
This apparatus is a modified version of the apparatus shown
on Fig.3 in which the converging duct 3 has been omitted.
~ecause of this omission its thrust is reduced. ~his is
de~cribed on page 6, lines 5-10 and illustrated on Fig. 2.
Control of the thrust is effected by introduction of an
e~ternal fluid to the fluid in the duct where low pressure
prevails. ~his external ~luid is introduced through pipe 18
into space 20 from where it enters through the gap 21 into
the fluid stream in the duct, choking by this more or less
the flow. Valve 19 controls the amount of fluid introduced.
Despite of the reduced thrust, the apparatu~es illustrated
on Fig.7 and ~ig.9 may be employed because Of their
simplicity,
~ S~k~ e 91)
- 2171~51
WO 95/07410 PCT/AU94/00482
9
The herein illustrated and described propulsion apparatuses
can be used for linear propulsion when they are attached to
vehicles like ships, aircrafts, fast moving trains and so
on, or they can be used for circular propulsion, driving a
rotor of power generators which will generate power by the
heat extracted from the atmosphere or water.
Description of a power generator,shown on Fig.ll and Fig.12,
driven by the propulsion apparatus of this invention.
Referring to Fig ll, propulsion apparatues 22 are attached
to the arms 23 which are rigidly connected with the shaft
25 constituting the rotor 24 o~ a power generator.
~his power generator resebles, to some degree, a windmill
wi~h the difference that here instead the wind the heat
extracted from the fluid, air or water, drives the rotor.
When the rotor rotates in the direction shown by the arrow
15 each apparatus 22 rams fluid and forces it to flow
through the apparatus generating by this a propulsion force
which drives the rotor and generates power.
The apparatuses 22 are preferably bent as shown to follow
2Q the circular path.
In order to control the speed of rotation,each apparatus is
pivotally connected to the arms 23 freely rotating on pins
27. When the speed increases, due to lower power demand,
centrifugal force deflects the rear of each apparatus away
from the centre of rotation deflecting by this the inlet of
the apparatuses ~rom the direction of rotation resticting by
this the fluid to enter the apparatus and this in turn
reduces the thrust which drives the rotor. Said deflection
of apparatus is kept in balance by the ties 28 which are
pivotally attached to the apparatuses 22 and to the bush 29
which can freely rotate on the shaft 25. ~y rotating the
bush 29 all apparatuses ca~ be deflected together as
required. 3ush 29 can be rotated m~m7~lly or it can be
controlled automatically by a suitable conventional governor.
Speed of the power generator can also be controlled by
choking the flow of fluid as is illustrated and described
on Fig.9. In this case apparatuses 22 will be rigidly
connected to arms 23 and each apparatus will be connected by
WO 95/07410 2. ~ 7 ~ 4 5 PCT/AU94/00482
a pipe, 18 on Fig.9, to a central container located,
preferably, in the vicinity of and rotating with the shaft
25. Fluid will be introduced into said container through a
valve which can be oontrolled by a suitable conventional
governor or ~ml ~1 1 y.
Shaft 25 of power generator rotates in bearings 30.
The herein de~cribed and illu~trated propul~ion apparatuse~
and the power generator may be modified to ~uit particular
requirements. For instance the described and illustrated
mean3 for controlling the thrust can be made interchangeable.
