WO2016142725A2

WO2016142725A2 - Inverse ship propulsion

Info

Publication number: WO2016142725A2
Application number: PCT/HU2016/050007
Authority: WO
Inventors: Istvan Magai; Ferenc VIKÁRIUS; Zoltán MAGAI
Original assignee: Istvan Magai; Vikárius Ferenc; Magai Zoltán
Priority date: 2015-03-09
Filing date: 2016-03-07
Publication date: 2016-09-15
Also published as: WO2016142725A3; HUP1500111A2

Abstract

The subject of the invention is inverse ship propulsion, which is used to forward the ship hull. The propulsion (6) is closed between the stem (8) and the smallest cross section (10) inside of the channel(3) which is closed in the hull (2) which is closed in the static water (1) as a revocable part.

Description

INVERSE SHIP PROPULSION

The subject of the invention is inverse ship propulsion, which is used to forward the ship hull. As is known, the hull which moved against the water needs significant power. Some part of the displaced water is conducted by a channel inside of the hull from the stem (bow) to the stern. The cross section of the channel is less than the cross section of the hull. The moved water flows in the channel backward. The water flows with higher speed in the reducing cross section while its static pressure is decreasing as it is written by the the Bernoulli equation.

The equation: v²/2 + p/r = constant, where v= speed of the water, p= static pressure, r= density. The disadvantage of these solutions is that the propeller, impeller or injector which is placed in the narrowest part of the channel causes cavitation because of the reduced pressure. Further disadvantage is that the friction loss of the water stream causes further pressure reduction, so the possible cross section reduction is strongly limited.

The present state of is characterized by the following patents:

US 1,161,453; US 1,991,512; US 5,438,947; US 6,647,909; US 6,966,271; GB 2490729; US 6,472,768; US 5,846,105; US 7,029,341; US 3,283,737.

The solution closest to our invention from the above list is US 5,438,947. In this solution the propulsion is located in the smallest cross section of the internal channel of the hull. At this point the speed of the water current is the highest and the static pressure is the smallest. The water current has reduced static pressure which causes cavitation because of the impeller. This cavitation reduces the effectiveness of the propulsion and causes damages on the surfaces of the propulsion.

The purpose of our invention is to eliminate the disadvantageous features of the propulsions described above and to develop advantageous features.

The subject of the invention is inverse ship propulsion, which is used to forward the ship hull.

It is an advantageous feature that the dynamic pressure of the incoming water is added to the incoming pressure of the impeller. This increased pressure can be many times higher, than the static pressure is in the smallest cross section. The increased pressure allows higher hull speed than 40 m/s.

We describe the invention in more detail with the help of the attached drawing, which depicts the copy of the cut off shape of the apparatus according to the invention.

In the attached drawing:

Figure 1 The long section of the hull

Figure 2 The long section of the propulsion

Figure 3 The front section of the propulsion Legend:

1. static water

2. hull

3. channel

4. streamline

5. moving direction

6. propulsion

7. board

8. stem

9. stern

10. smallest cross section

The main parts of the inverse ship propulsion:

The hull 2 with channel 3 and propulsion 6. The board 7, that is designed upon request.

First, the operation of the inverse ship propulsion will be described based upon figure 1. The outside of the hull 2 is designed to avoid the waves and swirls in the static water 1. The water don't flow around the ship, but flows in the internal channel 3 of the hull 2. The cross sections of the channel 3 are same at the stem 8 and stern 9 also, so the water current speed is same at the stem 8 and stern 9 as it is given by the Bernoulli equation. The Bernoulli equation states the conservation of the energy in a streamline. The equation: v²/2 + p/r = constant, where v= speed of the water, p= static pressure, r= density. The observer outside can see the hull as a pipe, running in the water, but there isn't any wave or swirl generated. The water stream is accelerated by the confuser and decelerated by the diffuser. There is no wave before and after the hull. The only waste energy is caused by the friction of the moving water. The diffuser recovers the motion energy of the water stream in the channel, so there isn't any wave at the stern - in the ideal case. If there isn't any diffuser in the channel, than the motion energy of the water jet leaves the hull, and it becomes waste energy for the ship propulsion.

There is a possible design of the inverse ship propulsion on figure 3. The hull 2 has parallel surfaces outside. There is a converging - diverging channel inside. The channel has symmetric or asymmetric shape upon request to maximize the internal space. There are more than one channel are inside if needed.

There is a propulsion with screw on figure 2. The propulsion generates the pressure to move the water back in the channel. In the real situation the only waste is the friction and there is no waves outside. There isn't any screw or impeller in the smallest cross section 10, so there is less trouble with the shallow or animals.

Claims

PATENT CLAIMS

1. Inverse ship propulsion with static water, hull, channel, stem, smallest cross section, propulsion characterized by the fact that the propulsion(6) is closed between the stem(8) and the smallest cross section(lO) inside of the channel(3) which is closed in the hull(2) which is closed in the static water(l ).

2. The inverse ship propulsion described in claim 1. characterised by the fact that the rate of the largest cross section of the hull(2) and the smallest cross section of the channel(3) is between numbers 1.1 and 100.

3. The inverse ship propulsion described in claim 1. characterised by the fact that the propulsion(6) is an impeller system.

4. The inverse ship propulsion described in claim 1. characterised by the fact that the propulsion(6) is an injector system.

5. The inverse ship propulsion described in claim 1. characterised by the fact that the cross section of the channel(3) at the stem is different of the cross section of the channel(3) at the stern.

6. The inverse ship propulsion described in claim 1. characterised by the fact that the propulsion(6) consist of more than one parallely closed impellers.

7. The inverse ship propulsion described in claim 1. characterised by the fact that the cross section of the channel(3) at the stem(8) and at the stern(9) are closed on same sea level.

8. The inverse ship propulsion described in claim 1. characterised by the fact that the hull(2) contains more than one channels(3) and/or more than one propulsions(6).

9. The inverse ship propulsion described in claim 1. characterised by the fact that the driving of the hull(2) established by the reaction force of the propulsion(6) system.

10. The inverse ship propulsion described in claim 1. characterised by the fact that the cross section of the channel(3) has a diverging part which is defined by the water speed of design.

The claimant: