BACKGROUND
The disclosure relates to a method for air-driven propulsion of a vessel and a related air-driven vessel.
There is an increasing focus on energy effective vessels and propulsion systems. There is a major focus on hybrid and electrical propulsion systems and design of energy favorable hulls for vessels.
There exist hovercrafts utilizing air for moving the vessel above the surface the vessel is moving on. It would be useful to have a more traditional vessel that moves via similar principles.
SUMMARY
The disclosure provides an air-driven vessel and a method which utilizes pressurized air for propulsion of the vessel.
The disclosure also provides an air-driven vessel and a method which utilizes pressurized air for providing minimal friction between hull of the vessel and surface of the sea. In the context of this disclosure, the vessel and method are described in reference to the sea and its surface. It should be understood that the disclosed embodiments also apply to alternate fluids appropriate for movement of vessels.
The disclosed embodiments are based on utilizing pressurized air for propulsion of a vessel. Air is collected above the surface of the sea, pressurized by suitable means, and used for propulsion of the vessel.
This pressurized air is preferably conveyed from upper part of the vessel to lower part of the vessel, i.e. lower part of hull of the vessel, preferably firstly to front part of the hull, where the pressurized air is blown out via one or more openings positioned under the sea surface, i.e. in opposite direction of moving direction of the vessel, to move the vessel forward. The same air which is utilized for propulsion of the vessel will further rise up again from the water and will be caught to provide an air cushion between the hull of the vessel and the sea which reduces friction.
The disclosed embodiments are preferably further arranged for reuse of the air which is trapped under the hull by conveying it from the air space under the hull and blowing it out again in the same way as described above at rear end of the hull.
For making the propulsion even more effective the disclosed embodiments can include pulsation devices, which are arranged for pulsing the air which is used for propulsion.
The disclosed embodiments also include minimizing friction between the hull of the vessel and the sea. This can be achieved by capturing excess air from the air cushion provided under the hull and letting it out again at sides of the hull and at the bow.
BRIEF DESCRIPTION OF THE DRAWINGS
The disclosure will be described in more detail in the form of non-limiting embodiments with references to the attached drawings, where:
FIG. 1 is a principle drawing of a first embodiment of the air-driven vessel,
FIG. 2 is a principle drawing of means for catching air at rear end of the hull of the vessel,
FIG. 3 shows different cross-sectional views of the vessel,
FIGS. 4A-G show a first embodiment of a device for improving the efficiency of the propulsion of the vessel,
FIGS. 5A-B show a second embodiment of a device for improving the efficiency of the propulsion of the vessel,
FIGS. 6A-F show principle drawings of a hull for minimizing the friction between the hull and the sea according to the disclosure,
FIG. 7 shows an alternative embodiment for supplying air to air channels, and
FIGS. 8A-B show principle drawings of alternative embodiments for opening and closing air openings in air channels.
DETAILED DESCRIPTION
Reference is first made to FIG. 1 showing a principle drawing of a first embodiment for air-driven propulsion of a vessel 100. The disclosure is especially directed to a vessel 100 having a hull structure which corresponds to a multi-hull vessel, such as catamaran, trimaran, etc. Hull parts 101 of the vessel preferably exhibit an open channel 102 at their lower end which is open against the sea, as e.g. shown in FIG. 6E. The disclosure is based on collecting air at the upper part of the vessel, pressurizing this air and utilizing it as propulsion by blowing this air out in the channel 102 of the hull parts which is open against the sea. This is achieved by air inlet 11 arranged in a fan room 12 which collects air. The air is further pressurized or compressed by means of one or more powerful motors, air compressors, or fans 13. The pressurized air is next conveyed by means of one or more air channels or ducts 14 extending from the fan room 12 and down to the open channel 102 of the hull parts ending in an opening 15 where air is blown out under the sea surface 150 for providing propulsion of the vessel. The opening 15 is preferably arranged in approximately horizontal position in the longitudinal direction of the vessel, i.e. in opposite direction of the moving direction and thus moves the vessel forwards. E.g. it can be arranged nozzles at the openings 15 of the air ducts 14 or the air can be blown directly out.
This air not only works as propulsion, but the air rises up again from the sea under the hull, and by capturing this air by means of a hull construction 20, arranged under the hull, an air cushion may be provided under the hull which reduces the friction between the hull of the vessel and the sea, something which is called air lubrication. In this way propulsion of the vessel is energy efficient because the same air is used both as propulsion and for reducing friction.
The captured compressed air can also be reused and utilized for further propulsion of the vessel, which will be further described below. This can be achieved because the vessel is provided with a hull construction 20 as shown in FIG. 2. The hull construction 20 is arranged for capturing the compressed air which is under the hull. The hull construction 20 includes one or more sealing means 21 for capturing the air under the hull and preventing it from escaping, e.g. to the side of the hull. The sealing means 21 are for example formed by rubber sleeves which may be controlled hydraulically, electrically, or mechanically by pistons, cylinders, or wires 22, for moving the sealing means 21 up towards or away from the hull of the vessel. In this way one can capture air present under the hull of the vessel such that it provides an air cushion under the hull. The same air can be conveyed further into one or more air channels or ducts 23 leading from an air space 24 created under the hull to the rear end of the hull, i.e. in front of the hull construction 20, and ending in an opening 25 in the open channel 102 of the hull parts, where the air is blown out below the sea surface 150 for providing the vessel with further propulsion. The opening 25 is preferably arranged in approximately horizontal position in the longitudinal direction of the vessel, i.e. in opposite direction of the moving direction and thus moving the vessel forwards. In the same way as above, the end of the duct 23 can be provided with nozzles or blow the air out directly.
Accordingly, it is provided an air-driven vessel which firstly is using pressurized air for propulsion of the vessel, in which air further rises up from the sea and provides an air cushion under the hull, and this air again is reused for providing further propulsion.
One can further adapt the air space wall plate construction with a bow shape so that adjusting the hull construction 20 upwards or downwards does not result in wear and tear in the sealing means 21. With necessary force the hull construction 20 can be controlled to capture as much air as possible under the hull, and at the same time avoid resisting the propulsion of the vessel.
Reference is now made to FIG. 3, which shows a cross-sectional view of the vessel 100 according to the disclosure. The chassis or hull of the vessel can, according to the disclosure, be designed as a U-shape turned upside down or with different U-cross-section views as shown in FIG. 3 by 30A, 30B, 30C, 30D, 30E and 30F, and similar, and combinations which can capture air in an air space 24 between the bottom of the hull and the sea. By means of the rear bow construction 20, a closed void is formed limited by the hull parts and the sea surface. The air inside this void will contribute to air lubrication, something which greatly reduces the frictional resistance of the propulsion of the vessel in the sea.
Reference is now made to FIGS. 4A-E showing a first embodiment of a device for improving the efficiency of the propulsion of the vessel 100. The device is arranged for pulsing and pumping the air backwards and into the sea as a jet motor.
The device is arranged for arrangement in the air ducts 14 and alternatively 23, preferably at the openings 15 and 25, respectively, of the ducts 14, 23, but can also be arranged further into the air ducts 14, 23. The device is based on a valve principle which opens and closes for the air which is let out of the air ducts 14, 23 and therethrough provides a pulsation which provides increased effect for the propulsion.
According to the first embodiment, the device includes a first plate 40 (shown in detail in FIG. 4B), which is fixed in the air duct 14, 23 and is provided with a number of holes 41 for letting air through. The first plate 40 is arranged close to the opening 15, 25 of the air ducts 14, 23. The first plate 40 further includes an opening and closing device 42 (shown in detail in FIG. 4C) arranged inside the first plate 40 (seen from the opening 15, 25 of the air duct 14, 23). The opening and closing device 42 is arranged with the same axis 43 as the first plate 40, and is provided with arms 44 and plates 45 adapted to holes 41, so that by rotation of the opening and closing device 42 it will open and close all the holes 41, alternating. The device further includes a second plate 46 arranged inside the opening and closing device 42, as shown in FIG. 4D. The second plate 46 can have any shape so that it does not close the air passage out of the air duct 14, 23. The second plate 46 is preferably fixed to the air duct 14, 23 or the first plate 40 and is preferably shaped as a hemisphere, and provided with openings 47 around the periphery which allow air to flow through. The second plate 46 will contribute to improved pulsation force and will ensure effective blowout due to the air on the way out being pushed by a hard base.
Accordingly, the rotation of the opening and closing device 42 will open and close the air passage through the air duct 14, 23 and provide pressure increase at the backside of the device when the opening and closing device 42 is closing the holes 41 and a following expelling air pulse and jet-like force which provides improved effect of the propulsion of the vessel 100 in the sea when the opening and closing device 42 opens for the holes 41.
Rotation of the opening and closing device 42 can be performed by means of a motor 50 arranged for controlling the pulsation frequency, as shown in FIG. 4E, alternatively as shown in FIGS. 4F-G. In FIGS. 4F-G the opening and closing device 42 is driven by means of the air in the air duct 14, 23. In FIG. 4F a curved duct 51 is arranged between two circular plates, which by means of air supply from the inside of the air outlet 52 in FIG. 4G, can rotate and at the same time rotate the opening and closing device 42 with it, which in turn opens and closes the holes 41 resulting in a pressurized air pulsation. A controllable closing valve 53 is preferably arranged for adjusting the air amount and pulsation frequency, as shown in FIG. 4G.
As shown in FIG. 4C the opening and closing device 42 preferably includes a ring 48 provided with small balls 49, see FIG. 5B, working as a ball-bearing arranged under the ring 48, resulting in the opening and closing device rotating or pivoting steadily with minimal distance from the base, so that the disc 45 of the opening and closing device 42 entirely or partly can close the air passage through the holes 41 of the first plate 40.
Reference is now made to FIGS. 5A-B, which show a second embodiment of a device for enhancing efficiency of the propulsion of the vessel 100. According to the second embodiment a cylindrical body 70 is provided with holes 71 which can be arranged in the air ducts 14, 23. A rotating opening and closing device 72 provided with arms 73 and plates 74 adapted to the holes 71 is arranged inside the cylindrical body 70. Opening and closing device 72 is arranged for rotating in relation to the cylindrical body 70, and the plates 74 will alternatingly open and close the holes 71 and the above mentioned pulsating air force is achieved. The opening and closing device 72 can be driven in the same way as described for the opening and closing device 42. This alternative can also be modified so that the opening and closing device 72 is arranged on the outside of the cylindrical body 70 and is closing the holes 71 from the outside.
One can also arrange one or more ducts 60 with valves which extend into the air space 24 as depicted in FIG. 1, so that one can empty the air space 24 in desired cases.
Above is described how one can move the vessel forwards by means of pressurized air at the front of the vessel, and capture air rising up again from the sea to form an air cushion under the vessel.
It is further described that the captured air can be utilized for providing further propulsion at the rear end of the vessel to achieve higher propulsion force.
The disclosed embodiments are suited for a multi-hull vessel, such as a catamaran, trimaran or similar, seen from behind, i.e. the hull exhibits several hull parts 101 having side walls 111, 112 which are in the sea and the vessel is supported on.
Below will be described how one can reduce friction between the hull parts 101 which are in contact with the sea.
Reference is now made to FIGS. 6A-F showing principle drawings of a hull of a vessel 100 according to the disclosure. The figures show how one utilizes air rising up under the hull of the vessel to provide an air cushion between the hull of the vessel and sea, and similarly in the outer 111 and inner 112 walls of the hull parts 101, as shown in FIGS. 6C-F.
As mentioned and described above, air which is used for propulsion of the vessel will rise up again from the sea under the vessel and be captured under the hull due to the hull construction 20. According to the disclosure, this air is utilized to reduce friction between the hull and the sea by providing an air cushion between the hull parts 101 and the sea and between the bow and sea. For achieving this the walls 111, 112 of the hull parts 101 are provided with air openings 113 which will convey compressed air from the air space 24 under the vessel into a limited part 114 of the hull parts 101 over the open channel 102, between the walls 111, 112, as shown in FIG. 6C. The air will further be conveyed out in the open channels 102 of the hull parts against the sea through openings 115 arranged between the limited parts 114 of the open channel 102 of the hull parts 101, as shown in FIG. 6D.
In the open channels 102 is further arranged covers 116, as shown in FIG. 6D, arranged to the openings 115 for guiding air which is conveyed through the openings 115 backwards along the entire vessel, as shown in FIG. 6D.
In other words, when the air space 24 under the hull is filled with air as a result of the propulsion means described in FIGS. 1-5 and is rising again from the sea and captured by the hull construction 20, air will flow from the air space 24 and into the limited parts 114 of the hull parts 101 and filling them as a consequence of pressure from the vessel against the sea. This results in the air filling the open channels 102 by means of the openings 115 and covers 116 and the excess air will flow out from the sides as shown in FIGS. 6A, 6C, 6D and 6E. This provides an air cushion between the hull parts 101 and sea. FIG. 6D is a transparent illustration so that the open channels 102 and covers 116 in the practical design are not visible from the outside.
The open channels 102 of the hull parts 101 extend preferably the entire length along the lower part of the hull, preferably around the entire vessel and ensure that the vessel is encircled by an air cushion reducing the friction between the hull and sea water when the vessel is sailing and moving.
The open channels 102 can be closed at the rear end of the vessel, i.e. at the very rear end of the vessel.
As regards the bow of the vessel which first is in contact with the sea, a mainly vertically extending air channel 117, which extends from below and up along the bow and follows the bow a distance under the water surface as shown in FIGS. 6A and 6B, so that air is blown vertically down or up for providing an air cushion between the sea and the bow for reducing the resistance from the sea water.
In this case one can arrange air valves 118 on the bow which can be closed if necessary.
In other words, the figures show how air flows into the limited parts 114 of the hull parts 101 through openings 115 along the entire hull, at both sides, and which is conveyed out in the open channels 102 of the hull parts through the openings 115 and covers 116. This air flow is further forced out from the open channels 102 and rises along the sides 120A-B of the walls 111, 112, inside and outside, to provide an air cushion between the sea and the hull of the vessel.
A closing device 130 may control this function, as shown in FIG. 6F, in the form of a closing disc provided with openings 131 which is arranged over the openings 115, i.e. in the limited parts 114 of the hull parts 101. In this way one can adjust the air flow to the open channels 102 between entirely open, entire closed, or a position between by adjusting the closing device 130.
Reference is now made to FIG. 7, which utilize springs 140, 141 attached to one or more closing valves 142 arranged in a mounting point 143, by use of one or both of the springs 140, 141 as an alternative to the prior shown embodiments for controlling the outlet of air from the open channels 102 and possibly the vertical air channel 117. When one shall supply air for providing the air cushion around side walls positioned in the sea, the pressurized air from the motors, air compressors, or fans 13 will move the closing valve 142 to an open position 143 by means of the air pressure and thus let air out. When the pressure is removed the spring 140, 141 will move the closing valve 142 to closed position again. The pressure from the sea water itself will also contribute to moving the closing valve 142 to the closed position again.
In another embodiment, the closing valve 142 is arranged to open and close the open channels 102 and the vertical air channel 117. If necessary separate springs may be used for opening and closing the air channel 117.
In a further embodiment the springs 140, 141 are arranged so that it is only the pressure from the sea water which moves the closing valve 142 back to closed position.
Reference is now made to FIGS. 8A-8B, which show principle drawings of alternative embodiments for opening and closing of air openings 113 in the open air channels 102. According to this embodiment means 150 for opening and closing the openings 113 which lead into the open air channels 102 are formed by a closing disc 151 provided with openings 152. Closing disc 151 extends in the longitudinal direction of the hull parts 101 and is movably attached to the hull parts 101 by suitable fastening means 153, such as angle sections, for movement over the openings 113. The closing disc 151 is further provided with power means 160 which are arranged for moving the closing disc 151 forwards and backwards to move the openings 152 over the openings 113 for opening and closing the openings 113 by moving the closing disc 151 so that the openings 152 do not cover the openings 113. E.g. the power means 160 can be a motor (not shown) provided with a shaft 161 having toothed wheels 162 cooperating with an area 163 provided with teeth on the closing disc 151. In this way one can open and close the air supply from the air space under the vessel to the air openings 113.
In connection with long vessels it can preferably be arranged several re-use blow-outs in the longitudinal direction of the vessel. E.g. it can be arranged several hull constructions 20 capturing air at several places and blowing the air out again through opening 25.
The air-driven vessel can include several air inlets and several motors, pressure pumps, or fans for providing a sufficient amount of air for propulsion.
The air-driven vessel can further include separate air inlets, motors, pressure pumps, or fans for providing an air cushion around the hull of the vessel.
Patent Application
20150183500
