Note: Descriptions are shown in the official language in which they were submitted.
CA 02429204 2003-05-16
Description.
Ships are driven by several propulsion systems. Most of them use only two
types of propulsion systems.
The f first drives a ship by propeller, with an efficiency of 70% to 80%. The
second drives a ship by ejection of water from the back of the ship by pump,
with an
efficiency of only 40%. This is due to the loss of Kinetic energy of the
water, ejected
b~~ this propulsion system out the back of the ship.
The efficiency of the propeller system is much better, because it ejects a
larger
quantity of water with a smaller speed than the pump of the second propulsion
system. However, the propulsion efficiency of both these systems can only be
100%
if the quantity of water ejected out the back of the ship is infinitely large.
Because
this is not possible, the efficiency of all ships' propulsion systems are bad.
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I propose my invention of a new propulsion system for ships, driven by a
pump, that uses all of the Kinetic energy of the water that is ejected from
the back of
the ship for propulsion. With the other propulsion systems, the Kinetic energy
of the
ejected water is considered waste.
My invention proposes to fix a divergent pipe on the ejection pipe of the
water
ejection system. This divergent pipe acts as a diffuser, with such shape and
dimension that the water within it slows its speed towards the back of the
ship to the
same speed as the forward speed of the ship. The absolute speed of the ejected
water
(measured according to the bottom of the sea,) is zero, therefore all the
Kinetic
energy of the water is used to propel the ship. This makes the effect the same
as if the
propulsion system were to eject an infinitely big quantity of water out the
back of the
ship, which could not be accelerated out the back by this system. The diffuser
must
be inside of the ship and cannot be outside.
This is a new propulsion system, which does not yet exist. The theoretical
propulsion efficiency of this system is 100%. In this system, the speed of the
water
entering into the ship is unimportant; it is only important that the speed of
the
outgoing water from this propulsion system is zero, measured according to the
bottom of the sea.
Because this propulsion system which I propose here is new, it must be
explained gradually.
For a better understanding, refer to the drawings.
It must be understood that for all the drawings, the propulsion system of the
ship is submerged lOm under sea level (11), where the absolute pressure of the
water
in front of the propulsion system is two Bars. I do not propose a new ship,
only a new
propulsion system for ships. For this reason, all ships shown here have
approximately
the same shape.
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I use in the explanations the terms: "Absolute speed of the water", and also
"Absolute speed of the ship". Both these speeds are measured according to the
bottom of the sea.
The letter N refers to North; S to the South. These are the universal
directions. C refers to the center of gravity of the ship.
Drawings.
Fi .I.
This shows the vertical longitudinal section of the ship, made through its
propulsion system, which is immersed in the sea water to 1 Om below sea level
( 11 ).
The propulsion system consists of the entry (1) of the pipe (2), and an axial
pump (3).
At the depth of l Om, the water is compressed to its absolute pressure of two
Bars.
Fi .2.
This shows the vertical longitudinal section of the same ship shown on Fig. l
.,
made through its propulsion system; the propulsion system here is different.
Fig.3.
This shows the vertical longitudinal section of the ship, made through its
propulsion system; the propulsion system here is my proposed system.
Fi .4.
This shows the horizontal section made through the propulsion system of ship
shown on Fig.3.
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Fi .5.
This shows the vertical longitudinal section of the ship, made through its
propulsion system; the propulsion system here is different, because it is
equipped
with the transit pipe (8).
Fi .6.
This shows the vertical longitudinal section of the ship, made through its
propulsion system; the propulsion system here is different from that on
Fig.S.,
because the diameter of the exit (7) of the diffuser (6) shown here is larger
than the
diameter of the exit (7) of the diffuser (6) shown on Fig.S.
Fi .7.
This shows the vertical longitudinal section of the ship, made through its
propulsion system; the propulsion system here is different, because it is
equipped
with an expanding diffuser (10).
Fi~.8.
This shows the horizontal section of the ship, made through its propulsion
system; the propulsion system here is different, because it is equipped with
an
expanding diffuser (13).
Fig.9.
This shows a back view of the cross section of the ship, made by the Line A-A,
shown on Fig.7. It also shows the back view of the exit (7) of the expanding
diffuser
(10).
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Fi .10.
This shows a back view of the cross section of the ship, made by the line B-B,
shown on Fig.B. It also shows the back view of the expanding diffuser (13).
F_ ig.ll=,
This shows the horizontal section of the flat bottom ship, made through its
propulsion system and its piping (16).
Numbering.
Number (1) shows the entry of the water into the pipe (2).
Number (2) shows the sucking pipe of the propulsion system.
Number (3) shows the axial pump of the propulsion system.
Number (4) shows the convergent nozzle of the propulsion system.
Number (5) shows the throat of the convergent nozzle of the propulsion system
of
the ship.
Number (6) shows the diffuser of the propulsion system of the ship.
Number (7) shows the exit of the water from the propulsion system of the ship.
Number (8) shows the transit pipe of the propulsion system of the ship.
Number (9) shows the throat of the diffuser of the propulsion system.
Number (10) shows the first expanding diffuser.
Number (11) shows the sea level.
Number (12) shows the ejection pipe of the propulsion system.
Number (13) shows the second expanding diffuser.
Number (14) shows the horizontal plank of the expanding diffuser (10).
Number (15) shows the two vertical planks of the expanding diffuser (13).
Number (16) shows the piping of the propulsion system of the ship.
Number (17) shows the principal valve of the propulsion system.
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Numbers (18), (19), (20), (21), (22), and (23) all show the valves of the
piping of this
propulsion system of the ship.
Disclosure.
Fi .1.
Shows the vertical longitudinal section of the ship made through its
propulsion
system, immersed in the sea lOm below sea level (11). The absolute pressure of
the
water at this depth is two Bars.
Composition of the shin.
It is composed of its body and of its propulsion system. Its propulsion system
is composed of the entry (1), of the pipe (2) and the axial pump (3), or some
other
rotary pump (preferably a centrifugal pump).
Description of the invention.
Number ( 1 ) shows the entry of the propulsion system. (2) shows the pipe
through which the water enters into the propulsion system. (3) shows the axial
pump
of this propulsion system. (7) shows the exit of the water from the propulsion
system
into the sea. (11) shows the sea level in which the ship is immersed.
Horizontal
section of the ship is not shown here.
Function.
Assume that the ship is moored, and cannot go forward. The axial pump (3) is
driven by a Diesel motor; it is not shown here.
Let us suppose that the pump (3) spins with enough speed so that it sucks
water
continually through the entry ( 1 ) into the pipe (2), with the speed of 1 Om
per second.
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The pump (3) continually pushes the water through the pipe (2) and the exit
(7) of the
propulsion system with the speed of l Om per second into the sea.
This system pushes the ship forward (although it is not propelled in this
example, since it is moored,) since the water enters the propulsion system
with a
speed of lOm per second, and exits also with a speed of lOm per second. The
water in
front of the entry ( 1 ) of the pipe (2) is motionless, then accelerates
through the entry
(1) into the pipe (2) with the speed of lOm per second due to the suction of
the pump
(3). Note that the water in front of the entry (1) of the pipe (2) is
compressed to its
absolute pressure of two Bars, and it is the suction of the pump (3) that
diminishes
the absolute pressure of the water closely in front of it. The difference in
pressure of
the water is what accelerates it into the pipe (2).
In accordance with Newton's Third Law, the water's acceleration to the back
of the ship is what accelerates the ship itself forward. In our example, the
moored
ship is not accelerated, but it is pushed. If the moorings are released, the
ship will
accelerate forward.
The same propulsion principle applies to the propeller-driven ship. The only
difference is that the propeller is outside of the ship, instead of housed
inside.
If the pump (3) were to spin fast enough to suck the water into the pipe (2)
with a speed of 20m per second, the water would eject from the exit (7) into
the sea
also with the speed of 20m per second. However, its strength would be four
times
greater.
If the pump (3) were to spin even faster, the water could not enter into the
pipe
(2) with a speed greater than 20m per second. The greater vacuum created by a
faster
spin of pump (3) is irrelevant; 20m per second is the maximal speed of the
water
entering the pipe (2), assuming the absolute pressure of the water in front of
the entry
(1) is two Bars. The Kinetic energy of the ejected water is lost, (since the
ship cannot
move forward) and is therefore wasted.
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Generally speaking, if the pump (3) performs work, this Propulsion System
will propel the ship. If the pump only spins, and does not perform work, this
Propulsion System will not propel the ship.
Fi~.2.
Shows the vertical longitudinal section of the ship, made through its
propulsion
system, but this system is different. Assume this ship is moored, and cannot
go
forward.
Its propulsion system is composed of the entry ( 1 ) for the water into this
system, of the pipe (2), of the pump (3), of the convergent nozzle (4), of the
throat (5)
of this nozzle, of the ejection pipe (12), and of the exit (7) for the ejected
water into
the sea. Number (11) shows sea level. This propulsion system is currently used
to
propel ships. It is not new.
Function.
Assume that the pump (3) spins with a speed so that the water is sucked into
the pipe (2) with the speed of lOm per second. The pump (3) then compresses
the
water in the convergent nozzle (4) to the pressure required to accelerate its
speed in
the nozzle (4) to 40m per second. This is because the diameter of the pipe (2)
is two
times larger than the diameter of the ejection pipe (12). The water passes
with this
speed through the ejection pipe (12) into the sea, and all its Kinetic energy
is lost.
This propulsion system pushes the ship forward, due to Newton's Third Law;
if the water is accelerated in the propulsion system to the back of the ship,
the ship is
accelerated (or pushed) forward. The water accelerates due to the action of
the pump
(3).
Newton's Third Law is correct, but does not explain how this system works. If
the throat (5) is closed by a valve, and the pump (3) compresses the water in
the
s
CA 02429204 2003-05-16
convergent nozzle (4) to e.g. 10 Bars, there is an equilibrium of pressure in
the
convergent nozzle (4).
This pressure pushes perpendicularly against the wall of the convergent nozzle
(4),
and against the closed valve in the throat (5) of this nozzle (4) and
therefore pushes
the ship to the back. But the water pressure pushes against the axial pump (3)
also,
and this pressure pushes the ship forward. Because the two pressures are the
same
strength but in the opposite direction, they cancel each other out; and the
compressed
water in the
nozzle (4) pushes the ship neither forward nor backward.
If we open the closed valve in the throat (5) of the nozzle (4), the pressure
of
the water in the convergent nozzle (4) is no longer balanced. The water
pressure
against the pump (3) to the left is stronger. The perpendicular pressure of
the water
against the wall of the convergent nozzle (4) pushes the ship to the right,
and the
difference between the two pressures is what pushes the ship forward. If the
ship
moorings are released, the ship will move forward.
Fi .3.
This is the propulsion system, which I have invented.
This drawing shows the vertical longitudinal section of the ship, made through
its propulsion system, which is different. It is composed of the entry (1) of
the water
into the propulsion system, of the pipe (2), of the pump (3), of the
convergent nozzle
(4), of its throat (5), of the diffuser (6), and of the exit (7). Number (11)
shows sea
level.
I will explain this propulsion system gradually, because it is complicated,
and
therefore difficult to explain and to understand.
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Function.
Assume that the ship is moored, and cannot go forward. Its propulsion system
is 10m under sea level (11). The absolute pressure at this depth is two Bars;
consisting of the atmospheric pressure of one Bar, and the weight of the
water, also
one Bar.
Assume that the pump (3) spins with a speed so that the water is sucked into
the pipe (2) with the speed of Sm per second. Consequently, because the
diameter of
the pipe (2) is two times larger than the diameter of the throat (5), the
water must
accelerate its speed in the convergent nozzle (4) to 20m per second. It is
with this
speed that the water enters into the diffuser (6). In the diffuser (6), the
water must
slow its speed continually, and is ejected through the exit (7) into the sea,
with the
speed of Sm per second, because the diameter of the exit (7) and the diameter
of the
pipe (2) are the same, and the water is incompressible.
This propulsion system does not push the ship forward. This is because the
pump (3), after putting the water through the propulsion system, does not work
any
further, even though it still spins. When the water goes through the throat
(5) of the
convergent nozzle (4), its speed is the largest while its pressure is the
smallest; as
small as the vapor pressure of the water there (i.e., 0.03 bars). Because of
the suction
force of the diffuser (6), it is almost zero Bars. Because the absolute
pressure of the
water in front of the pipe (2) is two Bars, the difference between these two
pressures
is what accelerates the water in the convergent nozzle (4) to ZOrn per second;
without
the contribution of the pump (3). Although the pump (3) spins, it does not do
any
work, because it does not increase the absolute pressure of the water in the
convergent nozzle (4), which is two Bars. Because the pump (3) does not do any
work, this propulsion system does not push the ship forward. (The water
pressure in
the convergent nozzle (4) pushes the ship back, but the water pressure in the
divergent diffuser pushes the ship forward. Because these pressures are equal
and
opposed, they cancel each other out.)
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Assume that the pump (3) spins with a speed so that the water is sucked into
the pipe (2) with the speed of lOm per second. The water in the convergent
nozzle (4)
accelerates to 40m per second. To achieve this, the pump (3) must compress the
water in the convergent nozzle (4) from the absolute pressure of two Bars to
the
absolute pressure of eight Bars. Therefore, the pump now performs work. In the
diffuser (6), the water slows its speed to lOm per second, and is ejected at
this speed
through the exit (7) into the sea.
This propulsion system will push the ship forward. This is because the water
in
the convergent nozzle (4) accelerates its speed from I Om per second to 40m
per
second. (Note that although the water can accelerate its speed in the
convergent
nozzle (4) to 20m per second, it cannot accelerate to 40m per second without
the
pump (3)).
The water accelerates its speed to 40m per second because the pump performs
work; continually increasing the absolute pressure of the water in the
convergent
nozzle (4) from two Bars to eight Bars.
Assume that the pump (3) spins with a speed so that the water is sucked into
the pipe (2) with the speed of 20m per second. The water in the convergent
nozzle (4)
accelerates to 80m per second. To achieve this, the pump (3) must compress the
water in the convergent nozzle (4) to the absolute pressure of 35 Bars. In the
diffuser
(6), the water slows its speed to 20m per second, and is ejected at this speed
through
the exit (7) into the sea. All of the water's Kinetic energy is wasted because
the ship
is moored, and cannot move forward.
This propulsion system will push the ship forward. This is because the water
in
this propulsion system accelerates its speed from 20m per second to 80m per
second.
The water accelerates its speed because the pump continually increases the
absolute
pressure of the water in the convergent nozzle (4) from two Bars to 35 Bars.
Therefore, the pump performs work, and thus the propulsion system performs
work
also.
n
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It can be argued that even if the acceleration of the water pushes the ship
forward, the slowing down of its speed in the diffuser (6) annihilates the
forward
pushing force of the water. For this reason, the interior of the diffuser (6)
must be as
smooth as possible, so that the water just slips in it, without pushing the
diffuser (6)
to the back, and thus, the ship as well. It is not the diffuser (6) which
slows the speed
of the water within itself, it is the counter pressure of the outside water,
(at the
absolute pressure of two Bars,) which pushes the ejected water back into the
diffuser
(6). This outside water pressure is an external force that does not belon t~ o
this
propulsion system.
It is able to do so only because the diffuser (6) is a divergent pipe, and the
counter pressure of the outside water slows the speed of the outgoing water so
that
the diffuser is always full of water. This is why the water slows its speed in
the
diffuser (6).
In reality, this propulsion system consists of two parts. The first part of it
accelerates the water in it, which enters into the diffuser (6) with a big
speed. Then
the diffuser (6) uses all of the Kinetic energy of the water for the
propulsion of the
ship. I will explain it more precisely later.
I will now calculate the propulsion force of this propulsion system, according
to the principle of quantity of motion. I will not take the diffuser (6) into
account;
because it cannot push the ship to the back.
Assume the ship is motionless on the sea, and weighs 100 kg. Assume that a
cannon, fixed on the deck of this ship fires a 1 kg cannonball aft with a
speed of
100m per second. With the first shot, the ship accelerates its forward speed
to 1 m per
second. After a second shot, the ship is accelerated to 2m per second. After
the tenth
shot, the ship has accelerated its forward speed to lOm per second, assuming
no
friction between the water and the ship. (Note that there is no diffuser in
this system).
This proves that if the ship is released from its moorings, it will accelerate
its
forward speed; even if the water enters into its propulsion system with the
speed of
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lOm per second, and is ejected with the speed of lOm per second, with a
propulsion
system that is strong enough, if this system is equipped with the diffuser
(6).
The strength of this propulsion system depends on the strength of the Diesel
motor that drives the pump (3). It also depends on the quantity of water going
through it, and on the acceleration of the water in the convergent nozzle (4)
of this
propulsion system. If the diameter of the throat (5) of the convergent nozzle
(4) is
smaller, the acceleration of the water in this nozzle (4) is bigger. This
acceleration
depends on the absolute pressure of the water in the convergent nozzle (4).
I will now explain how the Kinetic energy of the water going through the
throat (5) of the convergent nozzle (4) (which is very big,) is used in the
divergent
diffuser (6) of the propulsion system shown on Fig.3. to push, or propel the
ship
forward.
Refer to Fig.3.
The diameters of the pipe (2), and of the exit (7) of this propulsion system
are
the same. The diameter of the throat (5) of the convergent nozzle (4) is two
times
smaller. All of the pipes in this propulsion system are circular. The diffuser
(6) is the
divergent pipe. Its half divergence must not be larger than 6 degrees. If it
is larger,
the water will detach from the wall of the divergent diffuser (6), and its
efficiency
will deteriorate. The divergence can be smaller. For this reason, if we
increase the
diameter of the exit (7) of the diffuser (6), we must not also increase its
divergence,
but instead elongate it.
The actual efficiency of the diffuser (6) for water is 90%. It is used in the
centrifugal pump.
Assume that the pump (3) spins with a speed so that the water is sucked into
the pipe (2) with the speed of lOm per second. The water passes through the
throat
(5) of the convergent nozzle (4) with the speed of 40m per second, and exits
the
diffuser (6) into the sea with the speed of lOm per second. When the water
passes
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through the throat (5) into the diffuser (6) with the speed of 40m per second,
its speed
is the biggest, and its pressure is the smallest. At the speed of 40m per
second, the
absolute water pressure is almost nil. When the water passes through the
diffuser (6),
the water slows its speed, and simultaneously increases its pressure. The
water is
constantly changing its Kinetic energy into its pressure energy. When the
water exits
the diffuser (6), its pressure is the biggest. Its absolute pressure is bigger
than the
absolute pressure of the outside water (i.e., 2 Bars). If it weren't, it could
not exit the
diffuser (6) against the counter pressure of the outside water. The water
pressure in
the divergent diffuser (6) pushes perpendicularly against its interior wall.
Because the
diffuser (6) is a divergent pipe, this pressure pushes the diffuser (6) and
the ship to
the left; i.e. forward, not backward. When the water passes through the
diffuser (6), it
continually changes its Kinetic energy into pressure energy, and the pressure
energy
is spent in pushing the diffuser (6) and the ship forward. This happens only
if the
ship is going forward.
The diffuser's (6) suction diminishes the pressure of the water in the throat
(5)
of the convergent nozzle (4) to almost zero pressure. The force of this
propulsion
system depends on the acceleration of the water in the convergent nozzle (4).
But this
acceleration of the water does not depend only on absolute pressure of the
water in
the convergent nozzle (4), but also on the absolute pressure of the water in
the entry
of this diffuser into which the water must enter; this functions as a counter-
pressure.
Because of the presence of this diffuser in this propulsion system, the
pressure of the
water in the entry of the diffuser (6) is strongly diminished, and then the
acceleration
of the water in the convergent nozzle (4) is bigger, and consequently, even if
the
absolute pressure of the water in this nozzle (4) does not increase, the
acceleration of
the water in this nozzle (4) increases, and consequently, the force of this
propulsion
system increases.
This is the explanation of how the diffuser (6) uses the Kinetic energy of the
water entering it to push forward, or, propel the ship.
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Assume that the ship shown on Fig.3. is equipped with its propulsion system,
and moves forward on the sea with an absolute speed of l Om per second,
measured
according to the bottom of the sea. The pump (3) spins with enough speed so
that it
sucks water into the pipe (2), with the speed of lOm per second (measured
according
to the ship). Water enters into vhe pipe (2) with zero absolute speed, because
the sea
water is considered motionless. The pump (3) then compresses the water in the
convergent nozzle (4) to the absolute pressure of eight Bars, and this
pressure
accelerates the speed of the water in the convergent nozzle (4) to the speed
of 40m
per second (measured according to the ship). Its absolute speed, however, is
only
30m per second, because the ship moves forward with its absolute speed of lOm
per
second. In the diffuser (6), the water slows its speed to lOm per second
(measured
according to the ship). With this speed, the water is ejected out of the
diffuser (6) into
the sea. The absolute speed of the outgoing water from the diffuser (6) is
zero.
There is now a problem, because the water enters into the propulsion system of
the ship with its zero absolute speed, and also exits with zero absolute
speed.
If this propulsion system is strong enough, it will propel the ship with the
speed of lOm per second. This is because the water in this propulsion system
accelerates its absolute speed from zero to 30m per second. Its accelerates
its absolute
speed due to the work done by the pump (3). The pump (3) compresses the water
from its absolute pressure of two Bars to the absolute pressure of eight Bars
in the
convergent nozzle (4).
It is also because the diffuser (6) diminishes the absolute pressure of the
water
in the throat (5) of the convergent nozzle (4) to almost zero absolute
pressure. In this
manner, it diminishes the counter pressure of the water in the entry of the
diffuser (6)
into which the speeding water must enter from the convergent nozzle (4). For
this
reason, the compressed water in the convergent nozzle (4) is able to
accelerate its
absolute speed to a bigger absolute speed, than if the absolute pressure of
the water in
CA 02429204 2003-05-16
the entry of the diffuser (6) was two Bars, as the absolute pressure of the
outside
water is.
Also, the perpendicular water pressure in the divergent diffuser (6) helps to
push the ship forward. What is important for the force of the propulsion
system is not
the relative acceleration of the water, (measured according to the ship), but
the
absolute acceleration of the water (measured according to the bottom of the
sea).
It must be understood that if the ship is blocked motionless, the water cannot
exit the diffuser (6) into the sea with zero absolute speed. The water can
only exit the
diffuser with zero absolute speed if the ship is already moving forward on the
sea.
It must be remembered that at this moment, the water exits the diffuser (6) to
the back of the ship with its speed of I Om per second, (measured according to
the
ship,) only because the ship is traveling forward with an absolute speed of L
Om per
second. It is for this reason alone that the water can exit the diffuser (6)
with its zero
absolute speed.
The water can, however, enter the pipe (2) of the propulsion system of the
ship
with a bigger absolute speed than zero. The diameter of the exit (7) of the
propulsion
system must then be larger than the diameter of the entry (1) , so that the
water is
ejected from the exit (7) with zero absolute speed, into the sea; this is the
goal of this
propulsion system. The size and dimension of the diffuser (6) can be made with
a
shape and dimension so that when the ship goes to sea with its cruise speed,
the water
can exit the diffuser (6) out the back of the ship with its approximately zero
absolute
speed. This is what I propose.
The speed of the outgoing water from the diffuser (6) depends on the diameter
of the exit (7) of the diffuser (6). If it is larger, the speed of the water
is smaller. If
this diameter is smaller, the speed of the water is bigger. If we needed to
increase the
diameter of the exit (7) of the diffuser (6), we must not increase its
divergence, but
instead elongate it.
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As a general rule, this propulsion system can propel the ship only if the pump
(3) increases the absolute pressure of the water in the convergent nozzle (4)
of this
propulsion system to a bigger absolute pressure than the absolute pressure of
the
water in front of the entry (1) of this propulsion system. It is only then
that the pump
(3) performs work, and therefore, the propulsion system performs work also. If
the
pump (3) spins in reverse, this propulsion system will push the ship in
reverse. Of
course, the propulsion efficiency will then be less.
Refer to Fig.4.
This shows the horizontal section of the ship shown on Fig.3. The propulsion
system of this ship consists of the entry (1), of the pipe (2), of the pump
(3), of the
convergent nozzle (4), of its throat (5), of the diffuser (6), and of its exit
(7).
The operation is already explained above for Fig.3.
Refer to Fi~.S.
This shows the same ship as shown on Fig.3., but its propulsion system is
equipped with the transit pipe (8). This pipe (8) diminishes the space which
the
propulsion system takes up in the ship, therefore it must be as long as
possible.
Refer to Fig.6.
This shows the same ship with the same propulsion system as shown on Fig.S.,
but the diameter of its exit (7) is larger than the diameter of its entry (1).
Function.
If the pump (3) sucks water into the pipe (2) with a bigger speed than the
forward speed of the ship, the area of the cross section of the exit (7) of
the diffuser
(6) must be larger, in order that the absolute speed of the outgoing water
from the
m
CA 02429204 2003-05-16
diffuser ~(6) is zero. Only then will the theoretical efficiency of this
propulsion system
be 100%.
Refer to Fig.7.
This shows the same ship as shown on Fig.3., but its propulsion system is
equipped with an expanding diffuser (10). The cross section of the expanding
diffuser
(10) is not circular, but must be rectangular or square. This diffuser (10) is
also
equipped with an expanding plank ( 14). The cross section of this diffuser is
made by
the line A-A shown on Fig.7, and also on Fig.9.
Function.
The propulsion system must be able to propel this ship with different speeds
and with different strengths. It is not necessary that the water always exits
the
diffuser ( 10) with zero absolute speed. The water can exit faster or slower
from the
expanding diffuser (10), and it can also exit faster or slower from the
diffuser (6). It
will propel the ship. It is desired, however, that the water exits from the
diffuser into
the sea with zero absolute speed.
To increase the maneuverability of the ship, its expanding diffuser ( 10) is
equipped with an expanding plank ( 14) which can be pushed up or down, thereby
decreasing or increasing the area of the cross section of the exit (7) of this
diffuser
(10), so that the absolute speed of the ejected water can increased or
decreased
towards zero absolute speed.
The back view of the expanding diffuser (10) is shown on Fig.9.
Refer to Fig.B.
This shows a horizontal section of some ship, made through its propulsion
system, which is equipped with an expanding diffuser (13), and two expanding
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CA 02429204 2003-05-16
planks (15). The shape of the ship is approximately the same as that of the
others
shown here.
Function.
These expanding planks (15) of the expanding diffuser (13) can be pushed
towards the interior or the exterior to respectively decrease or increase the
divergence, and thus, the cross-section area of the diffuser (13) which will
increase or
decrease the absolute speed of the outgoing water towards zero.
The cross section of the expanding diffuser ( 13), made by the line B-B (shown
on Fig.B.) is shown on Fig. 10.
Refer to Fig.9.
This shows the cross section of the ship, made by the line A-A shown on Fig.7.
It also shows the back view of the expanding diffuser (10), and its expanding
plank
(14).
The operation has already been explained.
Refer to Fig.lO.
This shows the cross section of the ship, made by the line B-B shown on Fig.B.
It also shows the back view of the expanding diffuser (13), and its two
expanding
planks (15). The operation has already been explained.
Remember that the throat (5) of the convergent nozzle (4) must be rounded, as
well as the throat (9) of the expanding diffuser ( 13 ) must also be rounded.
This is due
to the danger of cavitation.
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CA 02429204 2003-05-16
Refer to Fi~.ll.
This shows a horizontal section of a flat bottom ship, made through its
propulsion system and the piping of this propulsion system. The vertical
longitudinal
section of the ship is not shown here.
Composition.
This propulsion system is composed of the entry ( 1 ), of the suction pipe
(2), of
the axial pump (3), of the convergent nozzle (4), of its throat (5), of the
transit pipe
(8), of the principal valve (17), of the throat (9) of the diffuser, of the
diffuser(6), and
of the exit (7). The piping (16) is equipped with the valves (18), (19), (20),
(21), (22),
and (23); all of which can close partially or completely.
Function.
The ship must be able to not only go forward, but also backward, and its
maneuverability must also be as good as possible. This can be achieved with a
piping
system equipped with valves.
To propel the ship backward, the principal valve ( 17) installed in the
transit
pipe (8) must be closed. Then the valves (18), (19), (20) and (22) must be
open, while
valves (21) and (23) must be closed. The pump (3), must spin with reduced
speed,
ejecting the water forward from the pipes with full speed (since there are no
diffusers). The ship is propelled to the back, according to the Third Law of
Newton.
If the valves (18), (20) and (21) are open, while the valve (19) is closed,
the
ship is propelled with this system to the South (S). If the valve (18) is
closed, and the
valves (19), (22) and (23) are open, the ship is propelled to the North (N).
Take note
that the principal valve (17) must be closed all the time. The opening and
closing of
these valves must also be done in a coordinated manner.
CA 02429204 2003-05-16
If~all the valves are open except for (21) and (22), the ship will turn around
its
center of Gravity (C) to the right. If all the valves are open except for (20)
and (23),
the ship will turn around its center of Gravity (C) to the left.
In order to maneuver the ship precisely, the pump (3) must spin with reduced
speed, and the opening and closing of the valves must be gradual and
coordinated.
With this system the maneuverability of the ship can be very good; it is also
possible to brake forward speed of the ship, and to steer it.
When the ship moves forward, the principal valve (17) is open, but the valves
(18) and (19) must be closed.
These propulsion systems can be fixed on the bottom of ships. A lattice must
be fixed on the entry (1) of the sucking pipe (2), to prevent objects such as
wood
pieces or ice that may enter and block the pipe (2), or break the pump (3) of
this
propulsion system.
It is important for the diffusers (10) and (13) to be expanding, mainly for
petroleum ships; they completely unload their petroleum and then return empty
to
their exporting country. Because the ship is empty, its cruise speed is
faster; therefore
the absolute speed of the outgoing water from its diffusers is bigger than its
zero
absolute speed; this is an energy loss. With the expanding diffusers (10) and
(13), the
absolute speed of the outgoing water can be diminished to zero absolute speed.
This propulsion system would not take up too much space in a big ocean-going
ship. To conveniently propel such a ship, two cubic meters of water per second
must
pass through this propulsion system, where the speed of the water in the
throat (5) of
the convergent nozzle (4) must be increased to 100m per second.
In order for water to pass through this propulsion system at this speed and in
this quantity, the diameter of the sucking pipe (2) must be approximately one
meter.
The diameter of the transit pipe (8) must be 50 cm. The transit pipe (8) must
be as
long as possible. The diameter of the exit (?) of the diffuser (6) must also
be one
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CA 02429204 2003-05-16
meter. The length of the diffuser (6) must be 230 cm. The length of the
sucking pipe
(2) can be as short as possible.
It is readily apparent that this propulsion system is not at all big for an
ocean-
going ship; their length can be 200 m. In this system, a centrifugal pump can
be used
instead of an axial pump.
Finallv, refer to Fig.2.
Does this propulsion system push or propel the ship forward? Yes, it does
propel it, and it is used for the propulsion of ships; it is not just a
theory.
If we remove the ejection pipe (12) from this propulsion system and install
the
diffuser (6) from Fig.3., the ship will still move forward. This is because
the diffuser
(6) cannot push the ship backwards.
The first law of Thermodynamics states that : "It is impossible to create
energy
from nothing. It is also impossible to annihilate energy. It is possible only
to change
the form of the energy. If any system spends energy, it therefore performs
work."
In our case, it propels the ship.
The same principle which is used in this Propulsion System of the Shiy which
is equipped with the diffuser (6) is also used in the Francis and the Kaplan
water
turbines. Because they are equipped with the sucking diffuser (6), their
efficienc~is
increased.
The strength of the water turbine depends on the pressure of the water
entering into the turbine, and also the counter-pressure of the outside water,
into
which the water from the turbine must exit. The strength of the water turbine
depends
on the difference between the two pressures. This is the reason a sucking
diffuser is
fixed behind the water turbine; it diminishes the pressure of the water behind
the
turbine to the vapor pressure of this water (i.e., 0.03 Bars). The difference
between
the pressure of the water entering the turbine and the pressure of the water
behind
turbine increases, consequently increasing the strength of the water turbine
itself.
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CA 02429204 2003-05-16
Because this principle functions in all big water turbines, it will function
in my proposed Propulsion System of the Ship. It will increase the strength of
this Propulsion System of the Shiu. When the water exits the diffuser (6) of
this propulsion system with zero absolute speed, the theoretical propulsion
efficiency is 100%. This figure is entirely possible to achieve.
In all of the explanations of the function of the propulsion system, it is
supposed that everything functions perfectly. This means we assume no
friction between the water and the interior walls of the piping, and also that
the
efficiency of the axial pump (3) is I 00%. In practice it is not possible, as
it is in
theory. This was done in order to facilitate the understanding of the function
of
this propulsion principle.
It is repeated, that when the water is ejected from the exit (7) of the
diffuser (6), into the sea water with its zero absolute speed, and at that
moment
it is compressed to the same pressure as is the pressure of the outside water,
the
theoretical propulsion efficiency of my system is 100%.
23
CA 02429204 2003-05-16
Advantages of this propulsion system.
First, this propulsion system has the best e~ciency of all the propulsion
systems used by ships. This propulsion system is also simpler than those
equipped
with a large propeller fixed on a long and heavy shaft.
It is also more practical in that it uses a small quantity of water, and is
fixed on
the bottom of the ship. For this reason, the entry (1) and the exit (7) cannot
emerge
out of the water. This does happen to the large propeller of other propulsion
systems,
especially petroleum ships, which entirely unload their petrol. It can also
happen to
other ships when they unload their cargo. Since the propeller cannot be
allowed to
emerge out of the water, these ships must be filled with water before they
return to
their petroleum exporting country. Their fuel consumption will increase. With
my
propulsion system, however, it is not necessary for the ship to be filled with
water.
This propulsion system is also more practical for ships that enter rivers,
because the water exits this propulsion system quietly, with zero absolute
speed, and
therefore make no large waves nor excessively churn the surrounding water.
There is also no danger of a propeller touching the sea or river bed, which
will
break it. These accidents are known to happen to those other propulsion
systems.
Furthermore, in the North Sea, propellers of the other propulsion systems can
hit
large pieces of floating ice, which can damage them. With my propulsion
system,
there is no danger of this kind.
The maneuverability of ships with this propulsion system, equipped with the
piping (16) will be nearly perfect.
Ships equipped with this propulsion system will not be a danger to whales,
because there is no bladed propeller on the outside of the ship as in the
other
propulsion system.
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CA 02429204 2003-05-16
Since this system is much quieter than the propeller, noise pollution and
vibration in the oceans (cited as one of several reasons for decreased whale
and fish
populations) can be mostly eliminated.
Furthermore, the elimination of water ballast mentioned above for propeller
systems will avoid the future introduction of hazardous foreign animals into
any
country; environmental impacts like those of the zebra mussel and the lamprey
will
become a thing of the past.
I was obliged to write this long and complicated explanation of the
functioning
of this propulsion principle for ships, because it is new, complicated, and
di~cult to
understand.
