Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
  • F03H—PRODUCING A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
  • F03H99/00—Subject matter not provided for in other groups of this subclass
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
  • F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
  • F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for
  • F03G7/10—Alleged perpetua mobilia
  • F03G7/125—Alleged perpetua mobilia creating a thrust by violating the principle of momentum conservation

Definitions

• This invention relates to the linear propulsion of vehicles in the air or in the water, introducing a novel method and novel propulsion apparatuses by means of which the heat energy of the fluid in which the apparatus is submerged is utilised to perform the propulsion work.
• the background art of the invention :
• fluids consist of molecules which possess kinetic energy by being in constant movement.
• the pressure of a fluid acting upon a solid area is caused by the molecules hitting the area and rebounding from it.
• this area is stationary, the mean velocity and the kinetic energy of the molecules which approach the area and those which have rebounded from it will be theoretically unchanged.
• This condition will change when the area is not stationary: When the area moves away from it approaching molecules, the mean velocity of the rebounded molecules will be smaller and when the area moves against it approaching molecules the mean velocity of the rebounded molecules will be higher than the mean original velocity of the approaching molecules. Similar, to some extent, phenomenon can be noticed when an elastic ball, like a rubber ball, reboundes from a solid wall.
• Kinetic energy of the ball can be increased or decreased depending in which direction the wall moves.
• the change of velocity changes only the kinetic energy of the ball and in the case of the molecules any change of kinetic energy of molecules is felt as the change of the temperature of the fluid. Consequently, when a solid area is moved in a fluid, the temperature of the fluid will decrease at the trailing side, which moves away from the approaching molecules, and will increase at the leading side, which moves toward approaching molecules.
• force, caused by the rebounding molecules, acting upon the trailing side performs work which is covered by the molecular energy, felt as heat axtracted at this side, and, at the same time, moving area acts against the similar force acting upon the leading side and returns here the work performed as heat. Because the opposing forces, caused by fluid pressure acting upon the leading and trailing sides, are equal, net gain in work or heat, when the losses are neglected, is zero.
• the object of this invention is to provide a propulsion apparatus by means of which such said special force is generated and employed to perform propulsion work drawing the energy, to cover this propulsion work, from the heat energy of the fluid which is in contact with the apparatus.
• the velocity of rebounding molecules from each part can be determined with the aid of the Third Law of Newton.
• the reactionless appearing force formed by the static pressure as a resultant force of the two reactionless appearing forces like the forces acting on the top and the bottom of the said body, will appear as a reactionless force without violating the Newtonian Law.
• Second property, b), of this reactionless appearing Archimedean force is its ability to convert the molecular energy of the fluid in which the body is submerged directly into work.
• the work performed by this reactionless appearing force by lifting the weight of the body is drawn from the molecular energy, commonly also known as heat energy, of the fluid in which it is submerged.
• fluid will be cooled by the amount of work, in heat equivalent, performed by the reactionless appearing Archimedean force, converting directly the heat of the environmental fluid, like air or water, into work.
• the proof that it must be so can be provided by the Law of Preservation of Energy which states that the energy can neither be created nor destroyed it can only be converted from one form into another.
• heat is extracted from the surrounding fluid, atmosphere or water, and is converted into useful work in a similar way as being done by nature when the Archimedean force lifts the body.
• the force which performs the work which will be employed in this invention, is defined and formed as follows: it is formed by the molecules of fluid rebounding from each other or from the solid walls in such a way that the reaction of the said force is not perceivable, noticeable or measurable, similarly as the reaction of the said Archimedean force.
• the existence of the reaction which must exist according to the law of Newton, can be proved mathematically in that the velocity of molecules rebounding from a solid area or from each other can be determined by the equation of Newton: action must be equal reaction.
• RAF is employed for the first time to perform the linear propulsion work, other than done by the said Archimedean force, with the object to achieve better utilisation of heat energy than can be achieved by the conventional methods.
• RAF is the distingtive, novel and characteristic feature of this invention.
• this invention introduces the new kind of linear propulsion apparatuses in which and by means of which RAF is generated and facilitated to perform propulsion work, utilising the special ability of RAF to extract heat from the employed fluid, atmosphere or water, and convert it into useful propulsion work, thus facilitating the utilisation of the vast energy stored as heat, being mainly of the solar origin, in the environmental fluids as an energy source.
• fluid passing through the specially shaped ducts of the propulsion apparatus forms RAP which when it drives the apparatus causes the reduction of fluid temperature in correspondence with the work performed by RAF.
• a weight is lifted by a balloon to which it is attached by a rope.
• Force acting on the rope is formed by the static pressure acting on the balloon and this force is formed so that the reaction of it is not perceivable, noticeable or detectable by any known instruments.
• Such force is herein defined as the Archimedean force and it is also RAF.
• RAF possesses the ability to extract heat from the surrounding fluid, air or water, and convert it into work and RAF performs this work so when the weight is being lifted.
• duct has here a broad meaning, being here identical with the meaning of the synonyms like channel, passage, conduit, nozzle.
• Fig.1 shows longitudinal section A-A
• Fig.2 shows view
• Fig.3 shows longitudinal section C-C and Fig.4 shows half of view D-D of a propulsion apparatus suitable for the supersonic speed.
• Fig.5 shows longitudinal section E-E and Fig.6 shows section H-H of a propulsion apparatus provided with the propeller for initiating the propulsion.
• Fig.7 shows longitudinal section G-G and Fig.8 shows view J-J of a propulsion apparatus arranged for the propulsion of an airliner.
• Fig.9 shows view L-L and Fig.10 shows section K-K of a ship provided with the propulsion apparatus at its front, bow, and at its rear, stern.
• Fig.11 shows view S-S and the part section N-N and Fig.12 shows view M-M of an aircraft provided with the propulsion apparatus attached ot its wings and also accommodated in the wings.
• Rear wall 4 is arranged between the side plates so that it can be moved around the pivot 7 and close totally or partially the outlet area 9 of the converging duct 2. This movement is effected by the hydraulic or pneumatic system 6. When the outlet 9 is completely closed, velocity head of rammed fluid builds up the pressure in the apparatus and the apparatus works as a brake. The pressure and the velocity of fluid in the entry 8 of the diverging duct 1 is controlled by the movement of wall 4 by the piston of the cylinder 6.
• Passing the diverging duct 1, rammed fluid, air or water, is subjected to a special process at which the pressure of fluid increases, due to the divergence of the duct, and the temperature decreases, due to the increase of absolute velocity of fluid in the duct.
• the absolute velocity of fluid which determines the energy contained by the fluid
• the reduction of relative velocity in diverging duct 1 means that the fluid acquires absolute velocity in forward direction.
• This increase of kinetic energy of fluid can, in this arrangement, only be covered by the molecular energy of the fluid itself. Since this absolute velocity is caused not directly by the rear wall 4 but by the fluid already present, and being under increased pressure, in the duct 1, molecules of fluid present in the duct colliding with the incoming molecules and imparting to them the velocity in forward direction lose the velocity themselves and, consequently, fluid is here correspondingly cooled so that the increased energy of fluid stream, formed in the diverging duct 1, is covered by the molecular energy of the fluid.
• Propulsion work performed by RAF which acts in the direction shown by the arrow 5, is extracted from the molecular energy of fluid, passing through the apparatus and surrounding the apparatus, and the fluid, air or water, issuing from the apparatus and surrounding the apparatus will be left behind the apparatus with correspondingly changed temperature, as according to the concept of this invention, molecules rebounding from the walls which move away from it approaching molecules lose their velocity and are cooled and molecules rebounding from the walls which move against it approaching molecules gain velocity and are heated. Total fluid will be left behind the apparatus cooled by the amount of propulsion work performed by RAF.
• the absolute velocity of fluid issuing from the apparatus can be nearly equal the absolute velocity of fluid it had prior to ramming. Practically, due to flow losses, like friction and turbulence, fluid issuing from the apparatus will acquire relatively small absolute velocity in forward direction and, because this kinetic energy will absorb portion of work performed by RAF, this energy may be considered as a loss.
• Rear walls 4 can be operated, by the cylinders 6, simultaneously, controlling the total magnitude of thrust, or they can be controlled independently so that the magnitude of thrust can be different at each converging duct, providing in this way an effective steering.
• Converging ducts 2 are the important elements in this propulsion apparatus, they enable the pressure to build up in the diverging duct 1 and also the angle of inclination has influence on the performance of the propulsion apparatus.
• This apparatus can propel in water or in air. When employed in air, then preferably at subsonic speed.
• the propulsion apparatus can be modified to suit particular requirement. If desired, it can be made with only one converging duct, like splitting the apparatus along the centre line. Also, if desired, the apparatus can have more than two converging ducts, arranged to connect with their wider ends into a common inlet.
• Deflectors 3, if desired, can be made adjustable so that fluid can be more or less deflected and the magnitude of thrust controlled. Also deflectors can be controlled independently, forming a steering effect.
• the rear walls 4 can be made rigidly and tightly connected to the side walls, in open position, and fluid flow can be controlled by the baffles arranged in converging or diverging ducts.
• this propulsion apparatus is designed for the supersonic speed. It consists of apparatus 10 which comprises diverging duct 11 and converging duct 12. Apparatus 10 is similar in design and function as the already described propulsion apparatus shown on Fig.1, except that here it has the circular shape. In order to adapt it to supersonic condition, inlet diffuser 13 and outlet diffuser 14 are added. In order to minimise the drag, the cowl 15 is also, preferably, added. Converging duct 12 has here a conical form, being formed between two conically shaped walls of which one forms the leading side 17 and the other the trailing side 18 of the converging duct 12.
• rammed air enters duct 13 in which the velocity of air, relative to duct, is reduced to reach in the inlet of diverging duct 11 sonic velocity and the air is here correspondingly compressed. Passing diverging duct 11, the relative velocity of air is further reduded, similarly as already described in duct 1, shown on Fig.1. From diverging duct 11 air enters the converging duct 12 increasing its velocity to reach the sonic velocity in its outlet, which has the narrowest cross section area, and after being diverted in the backward direction, air enters the exhaust diffuser 14 where it further expands and from where air is exhausted.
• Hydraulic or pneumatic cylinder 16 can move the rear wall 18, changing the size of the outlet area of converging duct 12. In this way the quantity of air passing through the apparatus and the magnitude of thrust, formed by the apparatus, can be controlled. Also at complete closing of the outlet area the apparatus will convert to an effective brake.
• the thrust of RAF quality is formed in a similar way as in the propulsion apparatus shown on Fig.1 and as already described, taking into account the forces formed by the air pressure acting upon the walls of the added inlet diffuser 13 and the outlet diffuser 14. Air will issue from the diffuser 14 with supersonic velocity, relative to diffuser, which, ideally when the losses are neglected, will be equal the ramming speed, that is its absolute velocity will be the same the air had prior to ramming.
• propulsion apparatus shown on Fig.3 can be made with more than one of the said conical converging ducts, arranged one behind the other and connecting with their wider ends to the common inlet.
• This propulsion apparatus is similar in its function as the already described propulsion apparatus shown on Fig.1 except that here the propeller 26 driven by motor 27 is added and the deflectors 22 are hinged.
• the arrangement of the propeller 26 driven by motor 27 has the object to facilitate the formation of thrust when the apparatus is stationary or when it moves at lower speed.
• propeller provides the initial thrust which sets the apparatus in motion and when the apparatus reaches the speed at which the thrust, RAF, formed when fluid is rammed, is high enough to take over the propulsion, propeller 26 can be stopped and, if desired, withdrawn to the rear wall.
• This propulsion apparatus works at high enough speed similarly as the already described apparatus shown on Fig.1.
• the magnitude of the formed thrust, being RAF, is here controlled by the sleeve 24 which can close, by the movement to the rear, partially or totally the entry of the converging duct 21.
• Deflectors 22 are hinged so that the thrust can also be in this way influenced. If desired, deflectors 22 can be operated indepedently so that a steering effect is formed.
• Propulsion apparatus shown on Fig.5 can work also without the diverging inlet duct 25. In this case, fluid entering the non diverging duct 20 increases its pressure rather suddenly and because, in this case, the force formed by the pressure of fluid acting upon the internal side of wall of diverging duct 25 will be not present, the formed thrust, RAF, will also be correspondingly reduced, when comparing with the diverging inlet.
• propulsion apparatus In spite of the reduced thrust, because without the diverging duct 25 the apparatus can be made relatively short, such propulsion apparatus may find its application in particular requirement.
• the thrust of RAF quality is formed which, when it performs work, draws the energy, to cover this work, from the employed fluid so that the fluid is left behind the apparatus with correspondingly reduced temperature.
• thrust of the propulsion apparatus can be increased, if desired, by the heating of air in the apparatus so that the exhaust velocity of air is increased.
• propulsion apparatuses are suitable for the propulsion of relatively fast moving vehicles in the air like aircrafts and trains or vehicles moving in or on water like submarines or surface ships. However, they can also be employed to provide the rotary propulsion like being attached to the tips of the helicopter rotor or to the tips of a rotor designed to generate power.
• Propulsion apparatus is formed by the circular, or if more suitable oval, shell 31 of which front part forms the diverging duct and its rear part forms with the front of the fuselage of the airliner the converging duct which could be, to suit the fuselage, of a circular or an oval shape.
• Hydraulic or pneumatic system 32 can move the shell 31 away or toward the fuselage, adjusting in this way the outlet from converging duct, formed between the fuselage and shell 31, and control the magnitude of the thrust.
• the outlet can also be totally closed, then the apparatus will act as a brake.
• Lateral stability of the arrangement can be provided by the multiple number, preferably four, of the hydraulic cylinders 32.
• the apparatus is suitable for the subsonic propulsion. It can also be employed for the propulsion of a submarine. In this case the front of fuselage will be substituted by the bow of the submarine.
• the propulsion apparatus is here employed for the propulsion of a ship.
• the apparatus can be attached to the ship at its bow or at its stern. Both arrangements are illustrated on Fig.9 and Fig.10.
• Propulsion apparatus is attached to the bow by the plates 40 which are rigidly connected to the hull at one end and form at their other end, front, the diverging duct 36. Between the plates 40 are arranged walls 37 which can be moved by the dydraulic system 39 around the pivot 38. Walls 37 form with the hull the converging ducts the outlet of which can be adjusted by the hydraulic system 39, controlling in this way the magnitude of thrust and also at complete closure of the outlet, the apparatus will act on the moving ship as a brake.
• Arraw 46 indicates the direction of ships movement.
• the propulsion apparatus is also rigidly attached to the hull by the plates 43. Between plates 43, at the front, are arranged adjustable walls 42 and at the rear the plates are part of the converging ducts 41. Plates 42 can be moved by the hydraulic system 44 around the pivot 48 adjusting in this way the entry area of the diverging duct formed between the plates 42 and the hull, controlling the amount of water passing through the apparatus. This, in turn, controls the magnitude of the thrust.
• propulsion apparatus Since the herein described propulsion apparatuses work only when the ship is in motion, the arrangement of the propeller 45 has the object to initiate the movement of the ship from standstill and at sufficiently high speed the propulsion apparatus takes over the propulsion and the propeller 45 can be stopped and if desired, to clear the passage, can be withdrawn from the passage and hidden in the hull.
• Propulsion apparatus at the bow or at the stern, can be used also for the steering of the ship by the suitable adjustment of the walls 37 or 42 at each side of the ship. Referring to Fig.11 and Fig.12, propulsion apparatus is arranged at each side of the fuselage 50.
• Converging duct 57 is accommodated in the wing of aircraft and arranged so that the rear wall 52 can be moved by the hydraulic or pneumatic system 53 around the pivot 56 opening or closing the outlet area of converging duct 57. This controls the magnitude of the thrust and also at complete closure of the outlet the apparatus is converted into a brake.
• the additional or alternative propulsion apparatuses 54 which have the form shown on Fig.3.
• conical tails 55 are added which connect to the rear wall 18, shown on Fig.3.
• apparatuses 54 can be attached to the fuselage 50 or to the hull of a ship or a submarine.
• the increased pressure of fluid, due to ramming, in the apparatus can also be utilised to provide the lateral jets of fluid the reaction of which will act on the propelled object and steer it.
• the thrust of RAF quality is formed which, when it performs work, draws the heat energy from the employed fluid, to cover work performed, so that the fluid is left behind the apparatus with the correspondingly reduced temperature.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)

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• 1985
  • 1985-02-14 AU AU39918/85A patent/AU593525B2/en not_active Ceased
  • 1985-02-14 JP JP60500799A patent/JPS61501219A/ja active Pending
  • 1985-02-14 WO PCT/AU1985/000025 patent/WO1985003743A1/en not_active Ceased
  • 1985-02-14 EP EP19850900952 patent/EP0205432A4/de not_active Ceased
  • 1985-02-14 BR BR8507125A patent/BR8507125A/pt not_active IP Right Cessation
  • 1985-10-16 NO NO854116A patent/NO854116L/no unknown

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