BACKGROUND OF THE INVENTION Conventional ships are equipped with engine driven propellers that work using the fuel being burnt in the engines. One or more propellers are located at the rear end of the ship and use the power generated by the engine to thrust the ship forward. The ships burn a large amount of fuel to run the engine during their journey.

A large amount of energy is generated due to the forward motion of the ship. This energy is in the form of the water flowing past the ship and contains energy equivalent to the forward motion of the ship. This waste energy can be utilized to generate electricity, other forms of energy or turn a propeller, which in turn can be used to thrust the water born vessel.

The patents listed below comprise the existing technologies relevant to the field of the invention.

United States Patent 6,408, 777 This invention has enhanced maneuverability wherein the hull is atleast partially submerged in fluid, which will ordinarily be water. The vehicle has a forward bow, a longitudinal axis extending rearward from said bow and opposed first and second sides. The first and second sides have respectively a first major opening and a first small opening and a second opening. A fluid-conducting tunnel extends generally transversely through the hull from the first major opening on the first side of the hull to the second major opening on the said side of the hull. There is a propeller for causing fluid to flow through the tunnel. In order to compensate for the detrimental effect on thrust (T) caused by increases in forward vehicle velocity (Vv), angular speed (N) of the propeller is increased proportionally to measured increases in axial fluid velocity (Vx).

United States Patent 6,309, 266 A propulsion and steering system for reducing water mounding along and under a bow and hull of a mono-hull ship thereby enhancing displacement of water by the hull and permitting increase of the beam to length ratio of the ship comprising two or more thrust chambers, each of the thrust chambers passing lengthwise through the hull below a waterline of the ship, each of the thrust chambers having an open bow end and an open stern end, and a bow of the ship configured to channel water into the bow ends of the thrust chambers. Preferred configurations of the bow are disclosed. A propeller or turbine thruster is preferably positioned in each of the thrust chambers for propelling water through the thrust chamber. Each of the thrust chambers preferably has one or

more outlet ports passing through an outer wall thereof, the outlet ports positioned aft and adjacent the propeller or turbine thruster, and a gate pivotally secured in the thrust chamber aft and adjacent the outlet ports such that the gate can be pivoted to permit selective channeling of propelled water through the outlet ports to thereby contribute to steering and maneuvering the ship. The gate may be sized and configured to substantially seal the thrust chamber.

United States Patent 5,289, 793 An improved thruster system is provided for maneuvering and/or propulsion of a marine vessel, through the use of directionally oriented water jets discharged tangentially from a helical-conical flow chamber. The thruster system includes a high capacity pump for pumping water through a hull intake to the flow chamber with a substantial helical or swirling action. The water exits the flow chamber through one or more of a plurality of tangentially oriented discharge conduits having discharge nozzles for passage of high velocity water jets through the hull, resulting in reaction forces used to maneuver or propel the vessel. Each discharge conduit includes a valve member movable between open and closed positions for respectively permitting or preventing water flow to the associated nozzle United States Patent 4,214, 544 An improved boat thruster including a diverter valve having an inlet connected to a water pump and a pair of outlets extending to either side of the boat. Each outlet includes a primary nozzle and a deflector movable to a first position wherein it allows water flow from the primary nozzle to be discharged to one side to thus thrust the boat to the opposite side. Each deflector is also movable to second and third positions for directing the primary nozzle water flow to respective secondary nozzles for discharging the water either forwardly or rearward to thus thrust the boat in the opposite direction. The secondary nozzles each have an exit area smaller than that of the primary nozzle.

In addition, various other devices have been designed to utilize the wake water energy to perform various functions on the ship besides providing additional thrust. For example, an apparatus exists that employs a small turbine propeller deployed from the stern of the boat on a length of cable. The propeller spins in the water causing this cable to rotate, turning a hydraulic pump and a generator.

The hydraulic pump, in turn, drives a ram connected to the quadrant of the rudder, which then steers the vessel.

SUMMARY OF THE INVENTION The invention comprises of positioning two freewheeling propellers specially designed with associated fittings on the Port and Starboard quarters of the vessel. An inlet conduit is provided to collect the fast moving water flowing past the hull of the water borne vessel. This conduit is fitted with gratings/meshing to prevent marine creatures from entering the conduits and thereby damaging the apparatus. The length of this inlet conduit is long enough to create a water-head that builds a

considerable amount of pressure in the inlet conduit. The inlet conduit is connected to a hollow shaft on which a propeller is mounted with bearings to facilitate freewheel rotation of the propeller. The propeller and the hollow shaft are enclosed within a shroud preferably a conical in structure. This conical shroud has the front as well as the rear face open to allow the free movement of water around the propeller. The outlet conduit of the conical shroud is of a smaller diameter than the diameter of the inlet conduit. The design and construction of the conical shroud aids in increasing the pressure with which the water is thrust out by the propeller The entire system comprising of the conical shroud, propeller and the hollow shaft are mounted at the same horizontal level as that of the conventional engine driven propeller so as to facilitate the working of the invention in unison with the conventional propeller. The material of the propeller will have the same properties as the main propeller or such that it should prevent any galvanic action/interference from the adjoining propeller, hull and associated fittings.

The hollow shaft has openings on the sidewall that is in contact with the propeller called as ports.

These ports are meshed with the opening of the tubes embedded on the propeller blades. The ports are made in such a manner that during the rotation of the propeller, each tube on the blades will receive water from the hollow shaft. The diameter of the tubes embedded in the blades is greater at the opening where it meshes with the opening port on the hollow shaft than at the edge of the blade where it terminates thus making it tapering in nature. This taper is designed to increase the pressure of the water that is ejected out of tube. The torque generated is sufficient to initiate and sustain the rotation of the propeller in the opposite direction.

In an alternate embodiment, the end of the shaft is fitted with a pressure release valve mechanism.

When pressure within the inlet conduit increases beyond a preset limit the propeller is subjected to high rotational speeds, which may lead to early deterioration of the bearings on which the propeller is mounted. To avoid this deterioration, a pressure release valve mechanism is connected at the end of the hollow shaft. The pressure release valve mechanism comprises of a plurality of pipes that decrease in diameter and spiral towards the outlet of the conical shroud. The opening of these pipes at the end of the shaft is designed to offer greater resistance to the flow of water under normal operating conditions than that offered by the opening of the tubes on the blades. This ensures that water is expelled out only through tubes embedded on the blades. It is only when the pressure in the shaft increases beyond a preset limit, that water is expelled out from these spiral tubes of the valve mechanism. The spiraling and decrease in diameter arrangement helps the water gain additional momentum as it is released from the outlet thus providing an additional thrust to the seafaring vessel.

While the ship is in motion, the water flowing past the hull is at the same speed as that of the ship but in the opposite direction. This water is collected by the inlet conduit and is directed towards the hollow shaft. The opening ports on the insides of the shaft enables the water to flow through the

tubes embedded on the propeller blades. The water directed through the embedded tubes is released at a high speed, which, according to Newton's 3rd Law of Motion, exerts a force that rotates the propeller. Once the rotation of the propeller is initiated, the force exerted by the release of the water through the embedded tubes is enough to sustain the rotation of the propeller at a speed so that an additional thrust is given to the water borne vessel. At normal working conditions, the propeller rotates at a high speed thus thrusting the water similar to the conventional propeller. The conical shroud enclosing the propeller further increases the pressure and hence the force with which the water is thrust out of the shroud. This increases the thrust imparted to the ship.

With the use of this invention, the need for any additional source of non-renewable energy is eliminated. The current invention makes use of the free flowing water energy along the hull to generate an additional thrust to the ship.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows the rear view of the seafaring vessel displaying an exemplary embodiment of the invention.

FIG. 1A shows the front view of the seafaring vessel displaying an alternate embodiment of the invention.

FIG. 2 displays the isometric view of the conical shroud enclosing propeller shaft along with the alternate embodiment comprising of the spiraling pipes with diminishing diameter.

FIG. 3 displays the perspective view of the invention apparatus along with the alternate embodiment comprising of the spiraling pipes with diminishing diameter.

FIG. 4 displays the isometric view of the propeller.

FIG. 5 displays the detailed design and working of one embodiment of the invention.

FIG. 6 displays the detailed design and working of the preferred embodiment of the invention with the pressure release valve mechanism attached to the hollow propeller shaft.

DETAILED DESCRIPTION OF THE DRAWINGS FIG. 1 displays the preferred embodiment of the location of the invention. The apparatus of the invention is located at the stern end of the ship. During the motion of the ship the open-end elbow inlet conduit 5 is slewed out just enough to be submerged on the water surface to collect the water

flowing past the ship. When the vessel is approaching congested waters or thick density fishing traffic or nearing a berth, the open end inlet conduit 5 could be slewed in within the hull to avoid fouling/damage.

FIG 1A displays an alternate embodiment, wherein the fast flowing water could also be collected by making a round opening on the hull of the port and starboard bow of the vessels. Through these round openings on port and starboard bow, inlet conduits laid longitudinally, could be used to collect the water flowing. The conduits extend till the rear end of the vessel on which the propeller is mounted with its associated fittings. The round opening on the hull of port and starboard bow has gratings/wire mesh to prevent any obstacles or marine animals from entering and is also fitted with a valve mechanism, such that when the system is not required to be operational the opening could be closed.

FIG. 2 illustrates one of the embodiments of the invention showing the hollow propeller shaft 35 with its associated fittings. The hollow propeller shaft 35 is located at the rear end of the seafaring vessel as described in FIG. 1. The shaft 35 of the propeller is connected to pipes 25 that reduce in diameter as they spiral towards the discharge end from where the water is thrust out. A conical shroud 10 encloses the propeller 40 as well as the spiraling tubes 25 of the pressure valve apparatus. The shroud 10 has the front as well as the rear end open, the front face, which is larger in diameter than the propeller 40, which aims in achieving the desired effects. The water entering through the hollow shaft 35 and thereafter ejected under pressure through the tubes 30 of the propeller blades, causes the torque in the opposite direction. The water flowing through the conical shroud 10 and the water ejected through the tubes 30 on the propeller blades 40 is then collectively thrust out through the outlet conduit 15.

FIG. 3 displays an exemplary layout of the complete apparatus of the invention. The open-end elbow inlet conduits 5 are used to collect the water during the motion of the seafaring vessel. The inlet conduit 5 is connected to the hollow shaft 35 of the propeller 40 to channel a part of the collected water through the tubes 30 embedded on the propeller 40 blades. The diagram also displays the spiraled tubes 25 of the pressure release valve apparatus all enclosed in the conical shroud 10. The water is finally ejected through the outlet conduit 15 of the conical shroud 10.

FIG. 4 displays the preferred embodiment of the propeller 40 designed for the invention with a plurality of blades along with the associated fittings. The propeller 40 is mounted on bearings 45 to reduce the friction so as to make it free wheeling. The propeller hollow shaft 35 is aligned coaxially with the inlet conduit 5 as displayed in FIG. 3. The propeller blades 40 have embedded tubes 30 with the openings meshed with the opening ports on the inside of the hollow shaft 35 for the intake of the water entering the hollow shaft 35. This water is then channeled through these tubes 30 to be

expelled from the tips of the propeller blades 40. The movement of the water through these tubes 30 causes rotation of the blades 40 in the opposite direction.

FIG. 5 illustrates the working of a preferred embodiment of the invention. The arrows depicted, represent the movement of the water 50 being channeled through the preferred arrangement of the apparatus.

Water flowing past the hull is at the same speed as the seafaring vessel. This water 50 is collected by the inlet conduit 5 and is directed towards the hollow shaft 35. The opening ports on the insides of the shaft enables the water 50 to flow through the tubes 30 embedded on the propeller blades 40.

The water directed through the embedded tubes 30 is released at a high speed, which, according to Newton's 3rd Law of Motion, exerts a force that rotates the propeller 40 in a direction opposite to the release of water. The force exerted by the release of the water through the embedded tubes 30 is enough to initiate as well as sustain the rotation of the propeller 40 at a speed to provide an additional thrust to the water borne vessel. At normal working conditions, the additional propeller 40 works in unison with the conventional propeller thus providing an additional thrust. The propeller 40 and the hollow shaft 35 are enclosed in a conical shroud 10. This conical shroud 10, due to its tapering nature further increases the pressure and hence the force with which the water 50 is thrust out of the outlet conduit 15.

FIG. 6 illustrates an exemplary working of an alternate embodiment of the invention wherein a pressure release valve mechanism is attached to the hollow shaft 35 of the preferred embodiment as explained in FIG 5.

As the pressure in the hollow shaft 35 increases the propeller 40 achieves higher revolutions per minute (RPM). When the RPM increases beyond a preset limit, the pressure of the water is reduced by channeling it through the pressure release valve apparatus connected at the end of the hollow shaft 35 after the propeller 40. This pressure release valve apparatus comprises of a spiraling tube 25 that reduces in diameter towards the outlet conduit 15 thus increasing the momentum of the flowing water. The consolidation of the enhancements and design of the invention helps to provide an additional thrust to the water borne vessel.

Although the present invention has been described in terms of specific embodiments, it is anticipated that alterations and modifications thereof will no doubt become apparent to those skilled in the art. It is therefore intended that the following claims be interpreted as covering all such alterations and modifications that fall within the true spirit and scope of the invention.