CA2429204A1 - Propulsion system of a ship, by ejection of water with a pump - Google Patents
Propulsion system of a ship, by ejection of water with a pump Download PDFInfo
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- CA2429204A1 CA2429204A1 CA 2429204 CA2429204A CA2429204A1 CA 2429204 A1 CA2429204 A1 CA 2429204A1 CA 2429204 CA2429204 CA 2429204 CA 2429204 A CA2429204 A CA 2429204A CA 2429204 A1 CA2429204 A1 CA 2429204A1
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- Prior art keywords
- water
- ship
- diffuser
- speed
- propulsion system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
- B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Jet Pumps And Other Pumps (AREA)
Abstract
Ships of the past were propelled by wind or by oars; contemporary ships are propelled by ejection of water towards the back of the ship using either a propeller or a pump; but the Kinetic energy of the water is lost/wasted; I have invented a propulsion system in which the water is ejected to the back of the ship using a pump through a pipe, on the end of which is fixed a divergent pipe that acts as a diffuser, of such shape and dimensions that the water in it slows its speed (to the back of the ship) to the same speed as is the forward motion of the ship; consequently the absolute speed of the water to the back of the ship (measured according to the bottom of the sea,) is zero, and therefore the theoretical efficiency of this propulsion system is 100%.
Description
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.
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.
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.
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.
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.
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.
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).
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).
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.
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.
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.
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 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.
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.) 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 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 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 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.
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 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.
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 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 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.
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.
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 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.
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%.
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.
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.
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.
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.
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.
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 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.
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.) 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 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 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 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.
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 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.
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 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 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.
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.
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 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.
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%.
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.
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.
Claims (2)
1. Propulsion system of ships, which propels it by acceleration of water inside of the system with a pump; this propulsion system can be as long as the ship, and it can be fixed to the bottom of the ship; it consists of a sucking pipe, which is fixed in the bow of the ship, and it is open to the sea water in front of it; in this pipe is fixed an axial pump, or some other rotary pump, which is driven by a motor; to the sucking pipe is fixed a convergent nozzle; to the throat of this convergent nozzle is fixed a divergent pipe, which operates as a diffuser; this divergent pipe is fixed with its rear end in the stern of the ship, and it is open to the sea water behind the ship;
this pump sucks the water into the sucking pipe, and from there it is pushed into the convergent nozzle, in the convergent nozzle the water is compressed to a higher absolute pressure than the absolute pressure of the water in front of the sucking pipe;
in the convergent nozzle the compressed water accelerates its speed to the back of the ship, and with this water acceleration the ship is accelerated forward; from the convergent nozzle the speeding water enters into the divergent pipe, which functions as a diffuser; this diffuser has such a shape, length, and dimensions that the water within it slows its speed to the back of the ship to approximately the same speed as the forward speed of the ship; from the diffuser the water is ejected out into the sea with approximately zero absolute speed (measured according to the bottom of the sea), or a little bigger or smaller absolute speed.
this pump sucks the water into the sucking pipe, and from there it is pushed into the convergent nozzle, in the convergent nozzle the water is compressed to a higher absolute pressure than the absolute pressure of the water in front of the sucking pipe;
in the convergent nozzle the compressed water accelerates its speed to the back of the ship, and with this water acceleration the ship is accelerated forward; from the convergent nozzle the speeding water enters into the divergent pipe, which functions as a diffuser; this diffuser has such a shape, length, and dimensions that the water within it slows its speed to the back of the ship to approximately the same speed as the forward speed of the ship; from the diffuser the water is ejected out into the sea with approximately zero absolute speed (measured according to the bottom of the sea), or a little bigger or smaller absolute speed.
2. The propulsion system defined in Claim 1, in which on the throat of the convergent nozzle is fixed a transit pipe of the same diameter as that of the throat of the convergent nozzle, and the throat of the diffuser, (as long as needed,) and at its other end, this pipe is fixed to the throat of the diffuser.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2429204 CA2429204A1 (en) | 2003-05-16 | 2003-05-16 | Propulsion system of a ship, by ejection of water with a pump |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2429204 CA2429204A1 (en) | 2003-05-16 | 2003-05-16 | Propulsion system of a ship, by ejection of water with a pump |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2429204A1 true CA2429204A1 (en) | 2004-11-16 |
Family
ID=33438011
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2429204 Abandoned CA2429204A1 (en) | 2003-05-16 | 2003-05-16 | Propulsion system of a ship, by ejection of water with a pump |
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| Country | Link |
|---|---|
| CA (1) | CA2429204A1 (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007095680A1 (en) * | 2006-02-24 | 2007-08-30 | Jozef Goj | System to propel fluid matter in an elongate flow tube |
| CN102328743A (en) * | 2011-05-26 | 2012-01-25 | 郑霞 | Dynamic vehicle |
| CN102372082A (en) * | 2010-08-25 | 2012-03-14 | 梁文华 | Application of corresponding flow direction multistage double-suction pump as novel propeller in vessels, boats and ships |
| WO2012080623A1 (en) * | 2010-12-17 | 2012-06-21 | Jean Villard | Propulsion system for ships |
| CN103231770A (en) * | 2013-04-01 | 2013-08-07 | 陈俞任 | High-speed ship of absorbing water at front part and spraying water at back part |
| CN104831800A (en) * | 2015-04-07 | 2015-08-12 | 浙江海洋学院 | Eco-friendly cascading-type concentrated seawater discharging method |
| CN104831799A (en) * | 2015-04-07 | 2015-08-12 | 浙江海洋学院 | Novel concentrated seawater discharging dispersion device |
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- 2003-05-16 CA CA 2429204 patent/CA2429204A1/en not_active Abandoned
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007095680A1 (en) * | 2006-02-24 | 2007-08-30 | Jozef Goj | System to propel fluid matter in an elongate flow tube |
| CN102372082A (en) * | 2010-08-25 | 2012-03-14 | 梁文华 | Application of corresponding flow direction multistage double-suction pump as novel propeller in vessels, boats and ships |
| WO2012080623A1 (en) * | 2010-12-17 | 2012-06-21 | Jean Villard | Propulsion system for ships |
| FR2969118A1 (en) * | 2010-12-17 | 2012-06-22 | Jean Villard | PROPULSION SYSTEM FOR SHIPS |
| CN102328743A (en) * | 2011-05-26 | 2012-01-25 | 郑霞 | Dynamic vehicle |
| CN103231770A (en) * | 2013-04-01 | 2013-08-07 | 陈俞任 | High-speed ship of absorbing water at front part and spraying water at back part |
| CN104831800A (en) * | 2015-04-07 | 2015-08-12 | 浙江海洋学院 | Eco-friendly cascading-type concentrated seawater discharging method |
| CN104831799A (en) * | 2015-04-07 | 2015-08-12 | 浙江海洋学院 | Novel concentrated seawater discharging dispersion device |
| CN104929225A (en) * | 2015-07-28 | 2015-09-23 | 浙江海洋学院 | Construction method of cascade concentrated seawater discharge-to-sea diffusion device |
| CN111220970A (en) * | 2019-12-10 | 2020-06-02 | 哈尔滨工程大学 | Multi-beam sonar calibration device with weak vibration and low noise |
| CN111220970B (en) * | 2019-12-10 | 2022-08-02 | 哈尔滨工程大学 | Multi-beam sonar calibration device with weak vibration and low noise |
| WO2021164778A1 (en) * | 2020-02-21 | 2021-08-26 | 曾德润 | In-water navigation body highspeed and efficient propulsion method and application |
| CN115667065A (en) * | 2020-05-12 | 2023-01-31 | 斯维特泽尔公司 | Thrust assembly for propelling a vessel and vessel comprising such a thrust assembly |
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