GB2399065A - Vessel propulsion and pumping system - Google Patents

Abstract

A vessel propulsion system comprises at least two inlets 6 and 8, one provided in the hull wall 11 of the vessel, to introduce external water into the system and one provided in the bilge area of the vessel, to introduce bilge water into the system, a conduit system leading from the at least two inlets to a hydraulic pump 1, and an outlet 7 provided in the bottom of the vessels hull and connected to the hydraulic pump by the conduit system. During use water is sucked into the system through at least one of the inlets and expelled from the system through the outlet to propel the vessel. This allows the vessel to be pumped out if the hull is breached, while maintaining propulsion. The outlet may be provided with a 360{ rotatable nozzle for steering the vessel. A number of valves 2, 3, 5 and 6 may be incorporated into the system, to enable the operator to shut off any inlet or outlet, or isolate the pump for repair or replacement.

Description

THE DESCRIPTION

NEW MARINE PROPULSION SYSTEM AND THE NONE SINKING SYSTEM.

This new invention relates to a simplified multipurpose marine propulsion system that is multitasking. This system is very compact. It is Very powerful and uses very little fuel. This system is the only internal marine powered propulsion system that works at between 92% and 98% of maximum efficiency all of the time and is virtually maintenance free. The simplicity and the viability of the entire system make it the most economical and reliable of any marine propulsion system the world has to date.

Making it affordable to every owner of every vessel, from canoes to super tankers.

The same propulsion system fits every vessel; you only change the power source.

There is no vessel that has all its working parts inboard and at the same time can actually empty a flooded vessel of water with the same propulsion system it uses to propel itself with water from outside the hull.

This system rectifies this problem for the first time in history.

It is NOT possible for the whole system to totally break down, if more than one unit is installed. This system works best if it has 2 units between each watertight bulkhead on separate and independent power supplies and worked through a splitter box.

Cargo vessels and passenger ferries are renowned for having problems when the seas get into their lower decks or in the cargo holds, the vessels then start to list badly and then invariable sink. (This system is installed below the lowest sole (Floor)).

This is the first system ever invented that totally eliminates this problem.

This system could be supplied with or without a steerage system.

This steerage system incorporates an added advantage of being able to do 2 things independently.

A) It has a 360 degrees cogged gearing system that would allow any course to be held by the underwater jet of any flat-bottomed vessel.

B) Or for vessels that have rounded hulls can have 180 decrees cogged systems.

C) Each unit can work independently by being able to steer any course.

This system is the first "main internal" propulsion system that can be taken out daily and carried in one hand.

To date this is the first "internal propulsion system" that can be hired, rented leased or bought.

Any vessel with this system aboard can now turn at "right angles".

This system allows any vessel to stay static on the surface of the water regardless of wind or weather and water conditions combined providing the system has more than one propulsion unit.

This system can be sited at any location either inside or on the outside of any vessel either above or below the surface of the water, regardless of any vessels construction materials or of the age of any vessel.

This system is suitable for all vessels either above or below the surface of the water.

With this system, even if a vessel had been cut into two halves the two separate halves would be able to stay afloat and propel themselves.

This system would allow a severely damaged vessel to be able to use the water that would be sinking her to propel her and to keep her afloat, thereby enabling the vessel to get back to a suitable port.

This system is powered by hydraulic oil through bayonet fining hydraulic pipes that can either be rigid or flexible. Once the power source is working all the pipes are permanently primed for any connection the master of the vessel wishes to use.

This system allows the engine or generator as the power source to be put anywhere suitable aboard the vessel. Therefore allowing any vessel owner to actually dispense with a purpose built engine room therefore allowing more cargo to be carried.

Should any vessel require emergency shelter she can soon dig herself a berth out of any soft material of an earthen bank or beach or sand dune either in a river or on a lake or in a sheltered bay on the seacoast, with this system, instead of being wrecked.

If any vessel was constrained by her draft (The maximum depth of the vessels hull in the water) in not allowing her to enter any port of her choice because of tidal conditions or because the seabed surface did not allow any vessel of a certain draft to enter. This system rectifies this problem, providing the entrance to the harbour was not solid rock. She could merely blow away a channel for herself to gain entry and at the same time push her way into a berth and to do the same at low water.

The same also applies to vessels being constrained by their draft that suffer from windage by being blown off the quay, hence not being allowed to get ropes ashore.

If this system were also installed in such vessels that have this problem they would be able to dispense with having to get harbour tugs to assist them.

This system does not necessarily need to be the main propulsion system, it could be a back-up system should anything go wrong with the vessels present system of either a propeller or sails.

The difference between this system and any other water jet propulsion systems is that the water goes out underneath the vessel, hence no power is lost and there is considerable less spray and water turbulence this also makes the system silent and at the same time gives any vessel considerable manoeuvrability.

You cannot hear water running through water! As the system is silent if it was to be put into any submarine, we would have stealth submarines that the Nimrod would not be able to detect.

This system will definitely benefit all super tankers, as they are renowned for running aground and causing irreparable damage. If this system were installed on a large scale any such vessel that had run aground would definitely be able to get herself off the rocks or any sand banks, hence considerable fewer ecological disasters! This system is ideally suited to compliment commercial dredgers. This system empties silted up harbours very quickly (within hours) and moves sand banks and allows the silt to be washed away with the out going tide or the river flow.

It is the cheapest system in the world to either buy, rent, hire or lease and is virtually maintenance free, largely because of the simplicity of the design as there is virtually nothing that can go wrong with it This system is probably the most environmentally friendly of any marine propulsion system with virtually no air pollution.

With this system No damage is caused to mammalian marine life or human life by the jets of water.

This systems internal piping can be made out of any suitable alloy or toughened GRP (Glass reinforced plastic) and situated anywhere to suit any design of vessel.

The style and design of the pump is world wide.

Any vessel could be very quickly converted to this system.

(About 4 hours per 6, 4, 3, or 2-inch units)

INTRODUCTION TO THE DRAWINGS NUMBERS.

No I is the pump.

No 2,3,5 and 6 are the main opening and closing valves that can be either automated or manual, ball, gate, rod or butterfly, GRP or alloy, depending on what is required.

No 4 valve is the air venting release valve.

No 7 is the 180 or 360 degree cogged gearing system that allows the vessel to be steered accordingly.

No 8 is the flat stainless steel 10 mm mesh intake plate, to stop anything over 10 mm from entering the pump and damaging it.

No 9 is a protection heel for No 8.

No 10 is the external water catchment fin for the system.

No 11 is the hull.

INTRODUCTION TO THE DRAWINGS 4

Figure 1 shows a Port (Left) or Starboard (Right) side view of the entire marine propulsion system and as the system exits the vessel through the hull No 11.

Figure 2 shows an ariel view of the system from either the Port or Starboard sides with the water intake in the side of the hull No 11.

Figure 3 shows either a Stern (Back) or Port or Starboard view of the system in a compact state, with 2 views of the hull No 11.

Figure 4 shows the 360 degrees cogged gearing directional water exit part of the water jet system as it is placed within the vessel through the hull No 11.

Figure 5 shows the ariel view of figure 4.

Figure 6 shows the end view of the exit of the water directional jet.

Figure 7 shows the configuration of the intake of the water system.

Figure 8 shows side elevation of figure 7 outside the hull No 11.

Figure 9 shows the outline of the bottom of the hull of a vessel with intakes and water exits.

Figure 9, 4/4 all jets can be independently directed to either 360 or 180 degrees.

No 8 on Figures 1,2,7,8 and 9 are 10 mm flat stainless steel mesh half an inch thick.

No 9 on Figures 2,7,8 and 9 are protection heels for No 8. The purpose of a protection heel is to deflect flotsam or jet sum that may be in the water surfaces and that may catch in No 8.

No 10 on figures 2,3,7,8 and 9 are angled water scoops that allow the water to enter the new marine propulsion system when the vessel is travelling at speeds m excess of knots.

REFERENCE TO HOW THE NEW MARINE PROPULSION SYSTEM WORKS

AND THE NONE SINKING SYSTEM.

To operate the system, make sure valve No 6 is tightly closed and then open valves No's 5, 2 and 3 and bleed the air out of the system by loosening valve No 4. After all the air has escaped, retighten valve No 4. Then attach the hydraulic pipes or cables to the main power source Figure I, 2 or 3.

To get the water out of any ship or vessel that was filling rapidly with water through having been severely damaged by being in a collision with another object. The master of the vessel would stop the water entering the marine propulsion system by closing off valve No 5 and opening valve No 6, Figure 1, 2 or 3 and then the water within the ship or vessel then goes out through the system back into the sea, lake or river via the pump.

Alternatively, if any vessel should only have a small leek, both valves No 5 and No 6 can both be opened proportionately together to allow the vessel to keep the internally amount of water down to a bare minimum.

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To change the pump quickly, valves No 2 and No 3 are shut off. The old pump is then taken out and a new pump installed. (20 minutes) Valves No 2 and No 3 are then reopened slowly; valve No 4 is then opened to let all air in the system out and then retightened when no more air escapes, valve No 4 is shut tightly and valves 2 and 3 are opened fully.

When the system is not in use, it is advisable to close valves 2 3 5 to take the pressure off the pump.

Claims (2)

CLAIMS' -

1 A new marine propulsion system that has all it's moving and working parts inboard.

2 A vessel with a propulsion system as claimed in claim 1 wherein the outlet is provided with a 360 or a 180-degree rotatable nozzle to direct the flow of water from the outlet to steer the vessel.

2 A internal marine propulsion system that can actually empty a flooded vessel of water with the same propulsion system that it uses to propel itself with using external water.

3 A new marine propulsion system that has either a 180 or a 360 degrees underwater directional-cogged steerage system that is a part of the internal system.

Amendments to the claims have been filed as follows: 1 A vessel with a propulsion system comprising at least two inlets, one provided in the hut] wall of the vessel, to introduce external water into the system, and one inlet in the bilges of the vessel, to introduce bilge water into the system, a conduit system leading from the at least two inlets to a hydraulic powered pump, and an outlet provided in the bottom of the vessels hull and connected to the hydraulic powered pump by the conduit system, wherein a number of valves are provided in the conduit system, one at each of the inlets and outlets and one either side of the pump, to enable the pump to be isolated for repair or replacement, and wherein during use water is sucked into the system by the pump through at least one of the inlets and expelled from the system through the outlet to propel the vessel.