Rescue diesel engine and inflatable vessels for ship flooding prevention

Abstract

The system consists of a diesel engine (Figure 1, Item 1) coupled with an electrical generator (Figure 1, Item 2), an air compressor (Item 26), and hydraulic pumps (Item 5). The generator, compressor, and pumps are powered by the engine's rotational movement. The engine can operate at any angle by assembling it with the frame (Figure 2) and the frame (Figure 3), allowing the engine to move during the ship's transverse tilt. When the system is assembled with the support bases (Figure 4), the engine can move during the ship's longitudinal tilt, with the addition of metal cylinders (Figures 17 and 18) and tensioners (Figure 10) to maintain the engine's stability and balance during operation. The engine's air output from the attached compressor (Figure 1, Item 26) and available air sources on the ship can be used to charge the inflatable vessels (Figure 15, Item 13), which are installed inside tanks and spaces. When charged with compressed air, these vessels act as pumps to expel water leakage from the ship and fill the spaces where water has entered, as well as the surrounding areas. The system operates manually or automatically via valves (Figure 13, Items 14 and 15), using compressed air to control the flow.

Description

[0001] Rescue diesel engine and inflatable vessels for ship flooding prevention

[0002] Technical field:

[0003] The field of marine engineering and shipwreck treatment Background Art:

[0004] Since humans first encountered the sea, they have developed appropriate methods for navigation. However, they have always faced significant challenges in maintaining safe navigation. They also face tough challenges in ensuring personal safety and the safety of the goods being transported by these means. Over time, with technological advancements, humans have been able to innovate transportation methods equipped with numerous safety features, such as alarms, firefighting systems, personal protective equipment, and communication devices, all aimed at protecting those aboard the vessel and maintaining the vessel and its cargo.

[0005] One of these essential safety devices is the emergency generator. In the new system, we aim to expand its very limited role from being an emergency power

[0006] source to a means of emergency and rescue, particularly to ensure the survival of the ship in the event of capsizing or even complete sinking. The emergency generator installed on ships is designed based on the type and capacity of the vessel. The generator is equipped with adequate power capacity to supply some essential loads and navigation and communication systems for a limited period in case of a main power failure on the ship. The generator automatically operates for a specified time period to maintain power to critical loads until the fault is repaired and the main power supply is restored to its normal state. It also has other uses, such as providing electrical power to operate the emergency fire pump to control a fire in the engine room, should the fire suppression system in the engine room fail.

[0007] The generator is typically located on the main deck or upper deck, with easy access from the crew's living quarters, and is equipped withnecessary safety and protection features. Despite all these advancements, there is still significant inefficiency in utilizing it, whether in fire suppression or in cases of flooding on the ship. This issue will be further discussed, focusing on the limitations of the prior art and the specific problem this invention seeks to address.

[0008] The Problem and deficiencies in the previous Art

[0009] The Problem:

[0010] Why do ships sink when water enters, despite the presence of some equipment designed to pump and expel water, and despite the existence of an emergency generator positioned above the flooding level, with electrical power available from it? If the ship tilts under stable conditions at any angle from upright to 15 degrees, or tilts in dynamic conditions (rolling) at any angle from upright to 22.5 degrees, and at the same time, the midship rises and falls due to the bow or stem of the ship at an angle of 7.5 degrees, this represents the beginning of a real danger. If this condition exceeds these limits, it leads to the capsizing or sinking of the ship.

[0011] Ships are designed to handle situations where water enters the vessel and attempt to expel the water by using pumps that remove the water or by a valve known as the "flood valve." Water is drawn from the engine room area and pumped into the engine cooling system, then discharged outside the ship, while the valve supplying the ship with cooling water is closed. Additionally, the part of the ship that has been flooded can be isolated by closing bulkheads to prevent further water leakage. However, when large quantities of water enter, especially into the engine room, and the water level rises to the level of the engines that operate the pumps, this causes the engines to stop working due to their operation on electrical power. The electrical protection circuits then automatically cut off the power to prevent electrical leakage.

[0012] If these protections fail, it leads to the leakage of electricity into the water. If water enters the electrical circuits, it causes them to be damaged, and eventually results in a complete loss of electrical power. This leads to the destruction of the main generator windings and renders them out of service. While it remains possible to obtain power from the emergencygenerator, in the event of flooding, this power becomes useless in combating the water flooding the ship.

[0013] Another issue arises in the case of the ship tilting due to instability, whether caused by flooding or by shifting loads, or even when the ship is subjected to sea conditions that cause it to tilt or capsize. The emergency generator may operate at a significant tilt, but it cannot continue to function. This is because the large tilt causes an imbalance in the diesel engine's lubrication circuits and the moving parts inside it. The oil in the sump, which is located at the lower part of the engine, shifts towards the direction of the tilt and enters the cylinders of the pistons, making them prone to burning. This, in turn, leads to an increase in the engine's temperature, loss of lubrication, and an increase in friction, ultimately causing damage to the moving parts or even a fire.

[0014] A large tilt of the ship also disrupts the engine's cooling circuits, which rely on cooling the engine with water and air. This results in the water escaping from the expansion tank and exiting the system, causing a rapid increase in the engine's temperature and leading to its complete failure. These conditions pose significant risks that threaten the safety of the ship and could lead to fires if the protection circuits fail.

[0015] The emergency generator is typically located above the engine room or even in a position higher than the main deck, making it vulnerable to becoming inoperative in the event of a fire below it. This is because heat spreads upwards, along with gases and smoke, making access to the generator difficult for firefighting purposes. In the event of flooding on the ship and the failure of the main power supply and electrical engines, the power available from the emergency systems becomes useless in attempting to save the ship. Furthermore, the crew must be evacuated from the ship, if present, using the available means on board.

[0016] In the event of flooding caused by a breach in the hull of the ship or the movement of cargo leading to large amounts of water entering the vessel, it becomes impossible to rescue the situation due to the limited capacity of the water pumping systems. If the amount of water exceeds the capacity of these pumps, or if there is a loss of power to the motors driving the pumps, the normal methods of dealing with water leakage inside the ship become ineffective. These methods are only effective inthe case of small leaks or when the flooded area can be isolated using water-tight doors. All of these solutions are simple and have limited effectiveness.

[0017] From the observation of past incidents, it is clear that sinking or capsizing and sinking of all types of ships, without exception, has occurred due to the limited capacities of the existing systems. This is further compounded by the reliance on human operation for some systems. Due to shock and fear among the crew members, the idea of combating flooding becomes unfeasible, and it is often recommended to abandon the ship and evacuate immediately.

[0018] The New in the subject

[0019] This is an integrated system consisting of an engine called a Rescue Engine, inflatable vessels, and several components, all aimed at combating flooding in the event of water ingress into the ship. The system is designed to keep the ship afloat either manually or automatically. We will discuss each component individually. The system consists of

[0020] Rescue Diesel Engine:

[0021] The rescue diesel engine functions as an emergency generator in case of power loss from the main generators. In the event of flooding, the electrical power generated by this engine is used to operate oxygen generators and provide the necessary power for the crew's survival, ensuring that the ship does not have to be abandoned. The engine serves as a rescue engine for the following reasons: The mechanical design of this engine allows it to operate even in the event of the ship tilting or capsizing, maintaining the same efficiency whether in its normal position or the new position resulting from the tilt. Additionally, the engine is capable of operating underwater while continuing to function and produce:

[0022] 1. Electrical Power and Its Uses.

[0023] 2. Hydraulic Power and Its Uses in Flood Resistance and Problem Resolution.

[0024] 3. Air Power and Its Uses in Flood Resistance and Problem Resolution.The design and placement of the system ensure maximum safety, allowing secure access and effective handling of the water ingress into the ship. It prevents the ship from sinking below the waterline and ensures it can rise to the surface in the event of flooding, without requiring the ship to be abandoned, whether in the case of a tilt or complete flooding.

[0025] The system is not placed at the highest point or at the uppermost part of the engine room. Instead, it is located centrally at the lowest possible point on the ship. This strategic positioning allows it to be used efficiently for firefighting, regardless of its location on the ship.

[0026] The system utilizes hydraulic and pneumatic power, which is derived mechanically (not electrically), to address and resolve the issue of flooding. This approach ensures more reliability, especially in emergency situations where electrical power may be compromised.

[0027] The second part of the system uses pneumatic power for self-buoyancy, allowing the ship to float manually or automatically and rise to the water surface in the event of flooding.

[0028] Additionally, two rooms are added to the engine compartment: one to provide essential provisions for the crew, and another as a preparation room for individuals before entering the provisions room. This is particularly crucial in cases of rapid flooding, ensuring the crew can safely enter the provisions room and survive.

[0029] The design of the engine includes two exhaust stacks, The first exhaust stack operates under normal conditions, i.e., when there is no water leakage inside the ship. The second exhaust stack is activated in the event of the ship tilting or flooding.

[0030] The engine is cooled with water, unlike the standard emergency generator, which is cooled by air. All service tanks, including those for diesel and cooling, are equipped with a suction system that allows them to draw fuel and coolant even in the event of the ship tilting, regardless of its position, ensuring continuous operation.

[0031] The ventilation system is supplied with air from multiple sources, strategically distributed to provide airflow from the bow, port side,starboard side, and stem. This system ensures that air can enter the engine compartment while preventing water from entering.

[0032] In the event of the ship flooding and submerging below the waterline, the ventilation system is designed to supply oxygen to the engine room and the attached survival compartment at depths of up to 1000 meters below the surface.

[0033] Another source of ventilation is the oxygen generators powered by electricity from the rescue engine. Additionally, there are chemical oxygen generators that provide backup in case all other methods fail. Exhaust System:

[0034] The exhaust is normally expelled through the standard exhaust stack. However, in the event of flooding, the exhaust flow is redirected either manually or automatically to an exhaust collection tank. The tank then sends the exhaust to a dedicated compressor, which expels it outside the engine room or directs it to the anti-flooding cylinder.

[0035] The rescue engine operates automatically in the event of a power failure or when the ship tilts at an abnormal angle and does not return to its normal position, posing a risk of capsizing or flooding.

[0036] DISCLOSURE OF INVENTION

[0037] We begin with the modifications and how to utilize the rescue engine, followed by the equipment that operates alongside it, and then discuss how to adjust the engine's position in the event of ship tilting, utilizing the available capabilities on the ship to address flooding.

[0038] Rescue Engine and Inflatable Vessels for Flooding Prevention:

[0039] We begin with the modifications made to the standard diesel engine, whether in the cooling system, lubrication system, or ventilation circuits. Then, we discuss the additional mechanical components integrated into the engine, ultimately explaining how, in the event of the ship capsizing at any angle from (0) to (270) degrees, the engine continues to operate without damage, producing the necessary electricalpower to provide oxygen, lighting, and the required air power used to address the causes of flooding.

[0040] The rescue engine is a diesel engine, regardless of its type, as shown in Figure 1, number 1. It is equipped with a generator to produce electrical power, as shown in Figure 1, number 2. Additionally, it is equipped with a gearbox to transfer motion, which is powered by the diesel engine, as shown in Figure 1, number 4. From this gearbox, a series of outputs are connected to pumps that operate with hydraulic oil pressure, as well as compressors to produce the necessary air, which has various applications. Thus, Power Sources Are Provided - Both electrical and hydraulic power sources are available to operate all hydraulic engines. Additionally, the required pneumatic power is provided to operate all types of air-driven engines and machinery, as well as inflatable vessels used to address flooding issues on the ship. These aspects will be discussed in detail later. The diesel engine is equipped with pressure measurement outlets, each fitted with manual valves, which can be operated either electrically or pneumatically. These outlets are utilized in the context of our research, as shown in Figure 1, number 19. The mounting brackets for the diesel engine are shown in Figure 1, number 6, and they are connected and assembled with the bases shown in Figure 2, number 3.

[0041] The cooling of the freshwater circuit and the oil circuits is achieved using the seawater that is used for cooling the main engines and main generators. This is because the system is located at the lowest possible point in the ship and is designed to operate even in the event of the ship flooding. The cooler used in the cooling circuit is of the plate type, whether for cooling the freshwater, as shown in Figure 9, number 1, or for cooling the oil, as shown in Figure 9, number 8. The cooler is mounted outside the rescue engine room to allow heat dissipation outside the room. In the event of flooding, the system will be submerged in water with a temperature lower than that of the coolers, thus benefiting from this situation.

[0042] The cooling water inlet and outlet connections to the engine body consist of flexible hydraulic hoses capable of withstanding high-pressure and high-temperature conditions. These hoses are equipped with 360-degree swivel connectors and are of sufficient length to ensure that they remain intact and functional in the event of the ship's tilting, preventingdisconnection or rupture. The water supply to the engine is connected to the ship's water supply system and the ballast tanks. Additionally, there is a backup valve located in areas that are expected to be flooded. This valve is positioned above the floor level of that space, so when water reaches it, the valve will signal this condition. This valve can be connected to the engine's water supply line to ensure water supply in case the previous backup systems fail. In the event of the ship capsizing or flooding, there are backup exhaust connections, as shown in Figure 8, which are activated by moving valve number 12. This can be done manually using the manual lever number 25, shown in Figure 8, to switch from the normal exhaust stack position to the closed position, redirecting the exhaust flow to a tank designed to remove impurities from the exhaust using the liquids inside tank number 14. The exhaust is then expelled outside the ship via valve 17 or through valve 21 to the main antiflooding cylinder, as shown in Figure 13, via control valves 11 shown in the same figure. The process of utilizing this system will be explained in detail in relation to the water flooding control system on the ship.

[0043] Ventilation and Oxygen Supply for the Rescue Engine: The rescue engine room is equipped with multiple oxygen supply methods from various sources. The oxygen supply system relies on an air suction method, rather than forcing air into the room from the outside. The air is drawn into the room via a fan inside the engine room, which is mechanically powered, along with electric fans that are also powered by the rescue engine, as shown in Figure 7. These fans are designed to draw air from the outside through openings at the bow, stem, and both port and starboard sides of the ship, as shown in Figure 7, numbers 1, 2, 3, and 4. The ends of these air intake lines are equipped with mechanisms that allow air to pass through into the engine room. In the event of flooding, these intake openings are sealed by a ball valve, as shown in Figure 7, number 14, which is activated by water, For instance, if the ship capsizes with the starboard side submerged, the air intake on the starboard side, number 4, will be closed due to the water flooding the air intake opening on that side. Meanwhile, the port side intake, as well as the bow and stem intakes, will remain open. Similarly, in other scenarios, only the flooded side’s air intake will be closed.The remaining air supply continues to feed the rescue engine room. In the event of flooding, if all the air intakes distributed around the ship are blocked, the water will float the buoy, as shown in Figure 6, number 1, which is designed and positioned in the highest possible location to allow free flotation. This buoy is equipped with a system that allows air to pass through and into the rescue engine room via the connection shown in Figure 6, number 6, which is linked to Figure 5, number 6. The air drawn through the hose Figure 5, number 5 passes through the outlet Figure 5, number 5 and reaches the air extraction fan Figure 7, which then supplies the air to the rescue engine room. The air supply hose, shown in Figure 5, has a length of up to 1000 meters and is reinforced with cables, as shown in Figure 6, number 7, to withstand high stress and prevent compression or blockage. This system ensures the continuous air supply to the ship even when submerged beneath the waterline. In the event that all previous backup methods fail, electrical power from the rescue engine room will be utilized to supply oxygen for the crew's survival and to operate the rescue engine. This is achieved using oxygen generators powered by electrolysis, which are powered by the rescue engine itself.

[0044] The air used in the flooding control process is supplied by the compressor shown in Figure 1, number 26, which derives its rotational motion from the rescue engine's diesel engine. Additionally, the exhaust from this engine, as shown in Figure 8, is directed through valve Figure 8, number 12 and into the anti- flooding cylinder Figure 13, number 1, via line number 11. Moreover, air is drawn from the main engine's exhaust system and diesel engines via pressure measurement or venting points. At this stage, part of the internal combustion energy is converted into air compressors, which are used to generate large quantities of air required for flooding control. The main compressors for the main engines are also utilized at the initial tilt and during the tilt to provide as much air as possible for inflating the inflatable vessels to assist in counteracting flooding. Regarding the supply tanks, whether for fuel, cooling water, or water for oxygen generation in case of flooding, all tanks associated with the rescue engine are equipped with a suction system that remains unaffected by the tilt of the ship. The suction pump for each tank is designed in such a way that it operates regardless of the tank's position, as shown in Figure 11, numbers 5, 55, 555, and 5555. The first position of the tank number 5 is shown where the arrows indicate that the tank is inthe normal vertical position relative to the waterline. In this state, the suction pump number 2 is connected to the suction line number 3, and the flexible hose allows movement, with a check valve number 7 at the end to prevent backflow when the pump is off. If the ship tilts to the starboard side, for example, the suction line number 3 moves below the liquid, as shown in Figure 11, number 55. If the ship capsizes to a 180-degree angle, the suction line number 3 continues to move below the liquid, as shown in Figure 11, number 555. If the ship tilts to 270 degrees, the suction line moves to the lowest level of the liquid in the tank, as shown in Figure 11, number 5555. This ensures the suction system continues to function in any position of the ship.

[0045] To maintain the stability of the rescue engine after it assumes an abnormal position due to tilting or capsizing, regardless of the tilt angle, the engine is equipped with a stabilization system that prevents movement once it has settled into its new position. This system also ensures that the engine is unaffected by the natural tilting of the ship, whether lateral or longitudinal. As shown in Figure 10, the stabilization system consists of a curved metallic element (1), to which is attached a hollow cylinder (2) that allows for the movement of a grooved shaft (4) inside it. The metallic cover (3) is held in place by a spring (3), and at the opposite end of the spring, there is a metallic container (5) to secure the spring. Beneath this container, there is a locking nut (6). When the nut is tightened upward, it compresses the spring, which in turn compresses the curved metallic cover. This pressure holds the base under the support (7), as shown in Figure 2.

[0046] The lower part of this tightening system is designed in a way that allows it to move in a circular motion while preventing it from exiting the circular path. With four of these tightening systems placed beneath the support, the engine's movement is restricted in the lateral direction, unless the ship tilts beyond a certain angle and remains tilted for a certain period.

[0047] In the case of a longitudinal tilt, the tightening systems shown in Figure 3, number 6 operate using the same principle. The engine can be manually secured in its final position after tilting or capsizing, and the system can be adjusted manually to accommodate the ship’s position. Thesystem can also be operated manually in case of failure to rotate the engine.

[0048] The moving engine mount can rotate left and right, with the tightening systems at the front moving in the front circular path, while the tightening systems at the rear move in the rear circular path. These tightening systems are positioned between the frame (2) and the cylinder (17), numbers (1) and (3). In the case of a forward tilt, Figure 3 rotates around axis (5), supported by the tightening systems (7), which rotate within the right and left circular paths shown in Figure 18, numbers (1) and (3). These tightening systems are fixed and positioned between the support bases in the frame (3), number (8) and the inner cavity of the cylinders shown in Figure 18.

[0049] These cylinders are fixed to the ship’s structure to maintain the stability of the engine, preventing any movement to the right, left, forward, or backward due to the forces applied on the engine. The system allows the engine to rotate while ensuring it remains stable during normal tilting. However, in the case of a tilt that exceeds a certain angle due to the engine's weight and the large angle of the tilt, the engine will move. This movement is caused by the large tilt angle and the weight of the engine itself. The tightening system can be adjusted so that the engine will only move if the ship reaches a certain tilt angle.

[0050] To ensure that the rescue engine remains in a position that allows it to function in the event of a ship capsizing, this can be explained by the following example, as shown in Figure 12, which depicts the four positions (1), (5), (9), and (13). These positions represent the surface with a holder, which is fixed with a movable weight that rotates around the axes (3), (7), (11), and (15) freely and easily. These positions represent a full rotation. In the event of moving the entire body from one position to another by an angle of 90 degrees, Figures 4, 8, 12, and 16 move into a vertical position, perpendicular to the water surface (or the ground), regardless of the position of the holder, whether vertical or parallel to the surface.

[0051] The body representing the weight remains in a vertical position because the axis of rotation is at the center of the body or weight, ensuring that most of the weight is below the center of rotation. When the holdermoves by a certain angle, the body and weight move with it, taking a vertical position towards the ground, with the weight pulling the body downward according to the tilt angle of the holder. This allows the rescue engine to adjust its position in the event of the ship tilting or capsizing. Additionally, all engine attachments, such as the cooling pumps and exhaust connections, are designed to derive their movement from the diesel engine itself. These attachments are equipped with 360-degree swivel connectors, allowing for both horizontal and vertical movement. This flexibility prevents damage during engine movement with its attachments. The hoses used for these connections are hydraulic or similar flexible hoses, capable of withstanding high pressure and ensuring they remain functional during the engine's movement.

[0052] Second Step:

[0053] The diesel engine, shown in Figure 1, number 1, is installed into the frame shown in Figure 2, number 1 by connecting the engine mounting bases Figure 1, number 6 to the mounting bases in the frame Figure 2, number 3. The frame containing the engine is then placed onto the support shown in Figure 3, number 4. After completing the installation and securing the connections, the frame with the diesel engine inside is ready for operation.

[0054] If the engine is tilted to the right or left, the frame containing the engine will rotate around its longitudinal axis, moving easily to the left or right through the grooved shaft inside its corresponding nut. The rotation is smooth and stable, and the frame and engine will not rotate easily after this, as it requires a certain amount of torque due to the thread pitch of the grooved shaft.

[0055] The stabilizing tightening systems, shown in Figure 2, number 6, are located between the body of the frame and the rotating ring in the lateral direction, as shown in Figure 17, number 1, in the direction of the stem number 2, and in the direction of the bow number 1. Each of these tightening systems is fixed into the frame as shown in Figure 3, number 6 through the mounting legs (4.2) and secured by tightening bolts.

[0056] These tightening systems are adjustable to maintain the stability of the engine after it has rotated and while it is operating. The adjustment ismade through the nut shown in Figure 10, number 6. Once adjusted, the engine is positioned in such a way that its position can be modified in the event of a tilt, whether to the starboard (right) or port (left) side, depending on the tilt angle.

[0057] Positioning the Engine in the Event of Forward Tilt or Rotation Around the Transverse Axis:

[0058] To position the engine in the event of forward tilt or rotation around the transverse axis, the following steps are taken:

[0059] The frame, shown in Figure 3, is fixed onto the supports (1) and (2), as shown in Figure 4. These supports (1) and (2) are installed in such a way that they are parallel to the ship's starboard and port sides. The axis of rotation of the frame (3), (5) is fixed in its mounting point, as shown in Figure 4, number 7. Since the axis of rotation of the frame (3) and its mounting point consist of a grooved shaft that can move inside a fixed nut or a grooved bushing with an internal thread, the shaft is capable of rotating within it. After rotation, the shaft requires force or torque to make it swing due to the thread pitch.

[0060] Stabilizing tightening systems are used to enhance stability after the frame containing the engine has moved. As mentioned earlier, these tightening systems can be adjusted to increase the engine's stability when it is stationary, after rotation, or during operation.

[0061] In the case of a large forward tilt, when the system is activated, the frame supporting the engine will take a perpendicular position to the water surface, regardless of the forward or aft tilt of the ship. This ensures that the cooling, lubrication, and essential supplies for the engine are maintained, and the engine continues to perform its required functions without being affected by the tilt or rotation of the ship.

[0062] The engine will continue to produce the required electrical, hydraulic, and pneumatic power needed for the operation of the ship, even with the ship tilting or rotating. Additionally, the system will be utilized to address the tilt, combat flooding, and ensure the flotation of the ship after it descends below the waterline. All these processes will be explained in detail in the operating procedure.METHOD OF OPERATION OF SYSTEM

[0063] The system has two modes of operation:

[0064] 1. Manual Mode

[0065] 2. Automatic Mode

[0066] Manual Operation Mode:

[0067] In the manual operation mode, the diesel engine can be started and stopped using the standard control panel. The engine's rotation is controlled to ensure it takes a vertical position on the water's surface when the ship is in a static condition or during a test. In the case of an actual tilt, the position of the engine can be adjusted manually by disengaging the stabilization lock mechanism attached to the rescue engine, either manually or electrically, as shown in Figure 1, numbers 27 and 28.

[0068] The entire engine unit can be moved easily by using the stabilizing systems attached to it, whether the tilt is lateral (to the right or left side) or longitudinal (forward or aft). This allows for the utilization of the power produced by the diesel engine. As shown in the diagrams, all control valves for air or hydraulic systems are manually operated in case of failure of the automatic electrical control system.

[0069] To answer how this system can be used to combat flooding or sinking, and how it can help in the flotation of the ship, even if it descends below the waterline, the process begins by utilizing the pneumatic energy produced by the rescue engine. The available sources on board, including the energy stored in the anti- flooding cylinder Figure 13, are used to combat the incoming water and expel it from inside the ship. This action helps to restore the ship's balance and stability.

[0070] First:

[0071] The rescue engine is connected to an air compressor (Figure 1, number 26) with high capacity to produce large volumes of air. The pressure is adjustable to be suitable for the water expulsion process inside the ship. This air is supplemented by the air provided by the ship'soperating air compressors, as well as the exhaust air from the exhaust inlets.

[0072] Additionally, the following equipment, as shown in Figure 14, consists of an external frame that contains an inflatable container, which can be either cubic or cylindrical. This container is designed in a way that allows it to be used effectively in normal operations, and it can be moved and reinstalled at any location on the ship. The external frame is made in such a way that it can be mounted either on the deck, bottom, or side of the ship, or in empty spaces such as the tanks, living quarters, corridors, storage areas, or the engine room. The installation is done in such a way that, when activated, it should cover at least 80% of the volume of the space it occupies.

[0073] The inflatable container is secured inside the tanks in a manner that fits the shape and size of the tank, regardless of the type of tank or the liquid inside it. The installation can be done at the top, bottom, or side of the tank, and the system is designed to be mounted on the main surfaces of the ship that may be submerged in water in the event of a tilt or flooding. This is one of the key components of the inflatable system, with an outer body that protects the internal components and can be fixed and unfastened as shown in Figures 14 (4) and 15.

[0074] The inflatable container is equipped with two inlets: one for compressed air (Figure 15, number 7) and another for compressed water (Figure 15, number 8). The charging and discharging of air or water can be controlled manually or by air-operated valves. The inflatable containers are fitted with metal rings that serve as supports when charging air, making it easier to fold and discharge the container during storage, as shown in Figure 15, number 16.

[0075] The compressed water circuit (Figure 14), which is part of this internal container, serves to spray water on the external surface of the container for cooling, especially in high-temperature areas or in cases where there is a sudden increase in ambient temperature.

[0076] The concept of flooding in a ship is based on the loss of stability, regardless of the cause — whether it is due to cargo movement or tilting. When the buoyancy of the ship is reduced relative to the weight acting on that area, and this weight increases with water ingress, it accelerates theship's descent or sinking. This can occur through holes or openings in the hull or by discharging side tanks, which leads to tilting or instability of the ship. Additionally, external factors such as sea conditions, wind force, and direction can contribute to the final result of flooding or water ingress into the voids in the engine room and other areas at that level. This ultimately leads to sinking.

[0077] Manual Operation in the Event of Tilting or Flooding, Referring to the previous idea of manual operation, there are two cases:

[0078] 1. Ship Tilting:

[0079] 2. Flooding:

[0080] In the case of abnormal tilting, whether lateral or longitudinal, if the ship does not return to its normal position, and if the engine room fails to produce electricity, the following steps are taken manually:

[0081] For example, if the ship tilts to the starboard side, since all tanks are equipped with inflatable containers, as shown in Figure 15, and the distribution of these containers within the tanks provides a volume that covers at least 80% of the tank's internal volume, the operator can manually disengage the stabilization lock on the rescue engine. The engine is then positioned vertically on the water's surface and securely fastened. Once the engine is started, the attached air compressor is activated to generate air, which is directed to the anti-flooding cylinder (Figure 13, number 1). This cylinder is pre-charged for immediate use. The valve supplying the inflatable containers on the starboard side of the ship is opened, allowing air to inflate the containers inside the tanks. As the internal pressure of these inflatable containers increases, it displaces the water inside the tanks through ventilation openings, expelling the water without the need for electric pumps in the engine room.

[0082] It is important to note that as the pressure inside the anti-flooding cylinder increases, the water expulsion process becomes faster than the mechanical pumps on deck. This is because the air pressure can reach over 25 bar, allowing for more rapid removal of water from the tanks. Once the ship begins to regain its balance, the discharge process is controlled. The exhaust gases from the main engines, in the event of a power loss from the main generators, are directed to the exhaust treatmenttank (Figure 8, number 14), and the compressor (Figure 8, number 15) is activated. The exhaust gases, after impurities are removed and compressed, are then directed to all the voids on the side of the tilt.

[0083] The air is charged into the inflatable containers located in all the voids near the tilted side as a precaution. Additionally, inflatable containers in voids that may be flooded are pre-charged. If possible, the air compressors from the engine room can also be used to enhance this process.

[0084] In the Event of Water Ingress in a Specific Area: To quickly overcome flooding and prevent water from spreading inside the ship, the preinstalled inflatable containers are immediately charged, either manually or automatically. When the inflatable containers are charged, they fill the void space, preventing water from entering that area. This means that the water in that space is displaced by the volume of the inflated container. For every inflatable container that is filled, an equal volume of the incoming water is expelled from the ship. By closing the water-tight doors, water can be expelled until the space is completely emptied. Even if there is a hole or crack allowing water ingress, once the space is filled with inflatable containers, the area remains free of water, despite the presence of the opening or crack.

[0085] The oxygen supply system is designed to provide oxygen in the event of flooding to a depth of 1000 meters below the waterline, as shown in Figures 5 and 6. In the case of flooding, Figure 6 illustrates the buoyancy system, while Figure 5 shows the process of oxygen being supplied to the rescue engine room. The oxygen is drawn into the engine room through suction fans, as shown in Figure 7, number 7.

[0086] In the event of a failure of this system, and if the water level reaches depths beyond 100 meters, the oxygen generation system is activated. This system is powered by the electrical energy produced by the generator (number 2, Figure 1), which is attached to the rescue engine. The generated electricity feeds the oxygen generators, producing sufficient oxygen to operate the rescue engine and support the crew's survival.

[0087] Additionally, chemical oxygen generators are used to supply oxygen to the rescue engine room, ensuring that there is enough oxygen to allow theengine to continue operating. This, in turn, powers the attached air compressor, enabling the continued expulsion of water and the inflation of the inflatable containers to help keep the ship afloat.

[0088] Automatic System Operation:

[0089] The operation commands for the rescue engine are triggered by the following: tilt sensors for both the lateral (transverse) and longitudinal tilts of the ship, as well as floats located in spaces and voids where water should not be present, or at levels where the water level exceeds the permissible limit. These sensors or floats will send a signal to the control unit, indicating that there is an abnormal tilt or the presence of water. The control unit then activates both visual and auditory alarms to alert the ship's crew of the potential danger.

[0090] After a brief period, the system will be automatically activated, and it will initiate the necessary actions to address the situation.

[0091] Tilt Sensors for Transverse and Longitudinal Tilts (Figure 16)

[0092] The tilt sensors for both transverse and longitudinal tilts, as shown in Figure 16, consist of a glass container filled with mercury, which is capable of moving to the right in the case of a rightward tilt and to the left in the case of a leftward tilt. When these sensors are installed to detect the ship's tilt, they can be positioned to detect both transverse and longitudinal tilts.

[0093] - Transverse Tilt: If the ship tilts to the right, the mercury inside the sensor moves to the right. Similarly, if the ship tilts to the left, the mercury moves left.

[0094] - Longitudinal Tilt: If the ship tilts forward, the mercury moves forward, and if it tilts backward, the mercury moves backward.

[0095] Since mercury is a good conductor of electricity, when the tilt exceeds a normal threshold, the contacts at the ends of the container will switch from a NC (Normally Closed) position to a NO (Normally Open) position, triggering an alarm. After a brief delay, which is controlled electrically, the system will be activated automatically.In Figure 16, Position 1 shows the mercury in a stable state, where the contacts (5) and (6) are in the OFF position, and the mercury remains stationary in the container. In the case of a normal tilt (within acceptable limits), the mercury will not leave its designated area. However, if the tilt exceeds the allowed angle, the mercury will move in the direction of the tilt, causing the contacts to switch from OFF to ON (as shown in Position 10). This will activate the audible and visual alarms.

[0096] After a short delay to confirm that the ship cannot return to its upright position and is in an abnormal tilt, the system will automatically activate. This includes sending a signal to the electrical control valves to begin the following process:

[0097] 1. Release Air from the Anti-Flooding Cylinder (Figure 13, number 1): The system will first release air from the anti-flooding cylinder to begin the process of water removal.

[0098] 2. Activate Inflatable Containers: The system will then open the valves in the direction of the tilt and inflate the inflatable containers installed inside the tanks to expel any water present. These containers will help push the water out through the ventilation openings or the locations where water is entering the ship due to the tilt.

[0099] 3. Exhaust Gas Redirection: Simultaneously, the exhaust from the main engines will be redirected from the chimneys to the Exhaust Treatment Tank (Figure 8, number 14) and from there to the compressor (Figure 8, number 15), which will direct the exhaust gases to the inflatable containers in the areas of the ship affected by the tilt. This will help ensure that the voids in the tilted areas are filled with air, which acts as a precaution to prevent further water ingress.

[0100] 4. Continuous Air Supply to Inflatable Containers: After all the containers in the tilted area are inflated, the system will continue to supply air from the exhaust gases (after filtration) via the compressor (15) into the main anti-flooding cylinder (Figure 13, number 1). If the ship's main compressors are still operational, they will also supply air to the inflatable containers, helping to keep the ship afloat.

[0101] Once the tilt stabilizes and the angle of tilt does not increase, the system will monitor the stabilization angle until the ship returns to an uprightposition. Throughout this process, the rescue engine will maintain its position relative to the tilt, ensuring that it continues to generate the necessary power to keep the ship operational.

[0102] Second Step: Operating the Diesel Engine and Maintaining Functionality During Ship Tilt, The second step is to activate the diesel engine itself. After the ship tilts, the diesel engine continues to operate under load, even with changes in the ship's tilt angle. It remains operational, generating electrical power and driving the attached compressor. All systems that function electrically, by air pressure, or by hydraulic pressure are activated. Once the inflatable containers are successfully inflated and filled with compressed air, and all the surrounding voids in the areas where water is entering the ship are sealed, the flow of water into the ship is effectively stopped. This acts as a closure to the water entry points, preventing further ingress.

[0103] As the inflatable containers, positioned at the water entry points, are inflated, they exert pressure on the water, pushing it out of the ship. This process is similar to the action of pumps, expelling the water from the ship. In the worst- case scenario, after the inflatable containers are filled and the ship stabilizes on the water surface, if the main engines are unable to operate, the ship will effectively become a lifeboat. It will be equipped with all necessary provisions for the crew's survival, while preserving the integrity of the ship's hull and preventing it from sinking to the bottom. BRIEF DISCRIPTION OF GRAPHIEC

[0104] The system consists of drawing boards from (1) to (18) boards

[0105] Board No. (1)

[0106] It contains a diesel engine to produce mechanical movement, along with an attached electricity generation generator (No. 2) and a control panel (No. 3) to distribute the electricity generated by the generator. The control panel receives the start and stop signals, either manually or automatically, and sends audio and visual alarms. It also activates the operation of the other equipment, whether powered by electricity, air pressure, or oil pressure. All of this is connected to the engine via a gearbox (No. 4) to operate hydraulic pumps (No. 5), which providehydraulic power to operate equipment that works with oil pressure. Mechanically connected to this gearbox is a compressor, which takes its motion from the gearbox to produce air power (No. 26) to operate tools and equipment that work with compressed air, as well as to charge the anti-sinking inflatable tanks. The engine base is equipped with a manual and electrical coupling system (No. 27, No. 28) to fix the engine system after completing its task. The engine is equipped with valves that open and close manually and electrically on the pressure release ports on the cylinder heads, to be utilized in anti-sinking operations (No. 19, No. 20). The rescue engine has mounting bases (No. 6) inside the frame (No. 1) shown in (Figure 2) through mounting brackets (No. 1, Figure 1) and mounting brackets (No. 3, Figure 2), fixed with bolts and nuts.

[0107] Board No. (2)

[0108] It is a metal frame that holds the rescue engine and includes mounting brackets (number 3) and pivot points (number 7), which have a sliding shape suitable for the upper surface of the stabilizing springs. This frame has a threaded rod (number 2) at both the front and rear, and the frame is secured with bolts (number 8). This threaded rod acts as the axis of rotation for the frame and the engine mounted on it, allowing the frame to move laterally to the right and left around the threaded axis.

[0109] Board No. (3)

[0110] It is a metal frame (number 3) in which frame (number 1) shown in (figure 2), containing the rescue engine, is mounted. This frame (number 2) is installed inside frame (number 1) shown in (figure 3) at the pivot point (number 4) shown in (figure 3). Thus, frame (number 1) shown in (figure 2), which contains the engine, becomes fully movable to the right and left around the pivot point (number 4) shown in (figure 3), meaning that both the engine and its frame are capable of moving right and left. Board No. (4)

[0111] Figure number (4) shows two supports, numbered (1) and (2), which are mounted through the base mounting holes (number 3) using bolts or welding on the ship's floor. The frame (figure 3) is fixed through the dovetail columns (figure 3, number 5) on the pivot axis (figure 4, number 7) in both supports. Through the dovetails (number 7), the upperpiece (number 5) is connected with bolts (number 4). Thus, the frame (figure 3, number 1), containing the frame (figure 2, number 1), which holds the rescue engine (figure 1, number 1), is ready for movement around the pivot axis (figure 4, number 7) through the dovetail column (figure 3, number 5) in the event of the ship tilting forward or backward. The pivot support (figure 4) is parallel to the starboard and port sides of the ship.

[0112] Board No. (5)

[0113] Figure number (5) consists of a support (number 1), on which a pulley is mounted. The pulley is connected to a flexible hose capable of withstanding the tensile force and non-compressibility resulting from the extraction of oxygen to the rescue engine room. The system begins with a connector (figure 5, number 3), which is connected to a flexible intake line that draws air into the engine room (figure 7, number 7). The other end of the hose (figure 5, number 5) connects to the float (figure 6) via connector (figure 6, number 6), allowing for easy assembly and disassembly. At the end of the float assembly (numbers 2, 3, 4, and 5), this assembly is responsible, in the event of the floatation of the buoy, for allowing oxygen to pass through without allowing water to mix with the oxygen during immersion. The system automatically seals itself due to the buoyancy of the ball (number 5, figure 6), which closes the inlet opening (number 2, figure 6). The length of the hose is approximately 1000 meters or suitable for the sailing area.

[0114] Board No. (6)

[0115] It is a buoy that is fixed at the highest point on the ship and is capable of floating when water reaches it. Upon floating, it assumes a position such that the air intake assembly becomes vertical on the water's surface. This buoy is equipped with a means to withstand the tensile force applied to it during flotation without affecting the components, as shown in (figure 6, number 7). The lower connector on this buoy (figure 6) connects with connector (number 6, figure 5), and connector (number 3, figure 5) connects to the air intake line of the ventilation fan located in the rescue engine room (figure 7, number 7).

[0116] Board No. (7)Figure (7) represents part of the ventilation and air supply system to the rescue engine room. It consists of parts (1), (2), (3), and (4), which are outlets through which air enters in the normal condition. In the case of tilting one side of the ship and flooding, these outlets automatically close due to the internal ball inside them. These outlets cover the ship's bow, stem, and both the starboard and port sides. This network is connected to line (5), which is connected to the air intake fan (7). The fan distributes air through the outlets (8) to the rescue engine room and the attached survival room. Figure (7), number (12) represents an adjustment added to the ventilation outlets of all tanks to suit the anti-sinking system. A device with a manual valve (13) is added, which also works automatically to pressurize air through (14), connected to the pipe (9) fixed on the tank surface. Number (20) is used in the case of emptying the tank of the liquid to be disposed of. It is a connection equipped with a threaded end to allow it to be connected to an external suction line when there is liquid in the tank that needs to be emptied, without releasing it into the sea. Figure (7), number (15) represents the liquid level measurement pipe inside the tank, with an added pipe (17) at the end, which includes a flexible stopper (19) that is fixed by pressure, not by fastening. When the tank is emptied, the internal pressure of the liquid will press on the stopper, providing an additional opening for the emptying process (18), with a chain to retain the cover.

[0117] Board No. (8)

[0118] Figure (8) represents the modifications added to the exhaust connection to suit the operation of the rescue engine, its movement, and the adjustment of its position. It also explains how the exhaust is managed and disposed of in the case of the ship being fully submerged. The diagram consists of the following components:

[0119] - Exhaust connection (1), which is equipped with a 360-degree rotating joint to allow the connection to rotate around both its horizontal and vertical axes. This allows the exhaust line to be protected when adjusting the position of the rescue engine during lateral or longitudinal tilting. - Exhaust flexible connection (10), which is of sufficient length to allow the rescue engine to move during position adjustment without causing any damage or harm to the connection.- Manual and electric operation units (12), (13), (25), which enable the transfer of exhaust gases from the regular exhaust pipe to the exhaust cleaning tank (14), then to the compressor (15), and from there to the air pressure control unit shown in Figure (13) through valve (18) in Figure (8). Alternatively, the exhaust gases can be disposed of through valve (17) in Figure (8) in the event of the ship being fully submerged below the waterline, expelling the exhaust gases to the outside of the rescue engine room.

[0120] Board No. (9)

[0121] Figure (9): Represents the water cooler and the oil cooler for the rescue engine. These are plate-type coolers installed outside the rescue engine room to take advantage of their cooling effect in case of the ship being submerged. The coolers are positioned in a water environment, allowing them to improve cooling efficiency and dissipate heat outside the rescue engine room in the event of full submersion of the ship.

[0122] 1. Water cooler: The inlet connections (3) and (6) are used for the intake and outflow of cooling water, which is supplied from multiple sources, including the main seawater supply, the ballast tanks, or an emergency supply line located in areas likely to be flooded in case of sinking. This ensures a continuous supply of cooling water to the rescue engine regardless of the ship's orientation. The opening (5) and (6) are the inlet and outlet for the cooling water, which needs to be cooled.

[0123] 2. Oil cooler: The same method applies to the oil cooler, numbered (8) in Figure (9). All connections from these coolers to the rescue engine are fitted with 360-degree rotating joints to ensure that they do not bend or get damaged when the position of the rescue engine is adjusted to accommodate the ship's tilt.

[0124] Board No. (10)

[0125] Figure (10): Represents the model of the tensioner used to secure the frame that holds the rescue engine, whether the frame moves laterally or longitudinally along the ship. It consists of the following components: - (1), (7): Mounting bases, located between the moving frame (1) (Figure 2), which touches the pivot point (5) (Figure 2). The lower part of themounting bases makes contact and moves within the circular area (1), (3) (Figure 17) in the lateral direction.

[0126] - In the longitudinal direction, the tensioners are supported between the frame (3) (Figure 8) and make contact and move within the circular area (1), (3) (Figure 18).

[0127] The tensioners consist of:

[0128] - Sprmg (4).

[0129] - Hollow connector (2), which allows the threaded rod (4) to move within it.

[0130] - Spring holder (5), which holds the spring from below.

[0131] - Threaded nut (6), which controls the spring pressure, allowing adjustment of the pressure force between the pivot axis of the moving frames and the fixed stabilizing circles.

[0132] Board No. (11)

[0133] Figure (11): Represents the modification in the method of fluid extraction from the supply tanks for the rescue engine, whether water or fuel. A flexible hose of sufficient length is added so that in the event of the ship capsizing, the flexible hose moves to settle at the bottom, always at the lowest point where the liquid stabilizes, while the position of the suction pump changes. The end of the suction line is equipped with a non-retum valve to prevent air from entering the suction line.

[0134] In the case of a ship's capsizing, a self-priming suction pump is selected, as shown in Figure (11) Number (2), and the end is marked as Number (7). We observe the expansion of the suction line in the event of the tank’s inversion up to an angle of 270 degrees. The positions (5), (55), (555), (5555) represent the changes in the tank's position and the suction pump's position (2) in Figure (11), with the suction line remaining at the bottom of the tank and always positioned below the liquid level, regardless of its orientation relative to the water surface.

[0135] Board No. (12)Figure (12) represents the mechanical basis for the concept of adjusting the position of the rescue engine, ensuring it remains vertically aligned with the water's surface, regardless of the surface on which the engine is mounted or its tilt angle. With the previous modifications, we are able to adjust the position of the rescue engine and ensure its continuous operation.

[0136] Looking at Figure (12), the support (2) fixed to the surface (1), if we rotate the surface by 90 degrees, the weight (4), which rotates around the pin (3), will cause the weight to rotate around the axis of rotation (3). As a result, the weight will stabilize in a vertical position, no matter the surface's rotation angle. The weight's stability and rotation ensure that the engine always aligns vertically with the water's surface. The remaining shapes in the diagram show that Figure (4), (8), (12), and (16) stay in a vertical position relative to the water's surface, even though the surface on which they are mounted, represented by Figures (1), (5), (9), and (13), rotates by 270 degrees. At 360 degrees, the system reaches its natural equilibrium, where the weight and the surface on which it is mounted are vertically aligned with the water's surface.

[0137] Board No. (13)

[0138] Figure (13) represents a schematic of a set of control valves that operate manually and also by air pressure in the automatic mode, along with a compressed air storage and collection cylinder, which is labeled as (1). It also includes an exhaust gas extraction compressor and direction control unit (15), and a vacuum pump (27) to evacuate the air from the system components after the rescue operation. Additionally, Line (30) supplies the system with the necessary water for cooling the inflatable devices used in flood mitigation, as shown in Figure (15), through Connector (8) in Figure (15).

[0139] The air supply lines added to the flood mitigation cylinder (1) are connected via Connectors (7) and (8), which are sourced from the exhaust stacks, and (9) and (10), which are sourced from the air taken from the main engines and power generators through openings in the cylinder heads, as exemplified in Figure (1), (19). Line (11) is the supply line from the compressor attached to the rescue engine (1), (26). (5) in Figure (15) represents the pressure gauge, (4) is the overpressure protection valve,and (32) is the pressure cutoff switch, which activates once the required pressure is reached.

[0140] The remaining valves in the circuit operate both manually and by compressed air. These are directional valves that direct the airflow to the inflatable devices installed inside the tanks and distributed across various compartments. These devices are used in any compartment, whether it has been flooded with water or in areas surrounding the point of water entry into the ship. The inflatable devices act like pumps, pushing the water out of the ship, either from the openings that caused the water ingress or through the ventilation openings in the tanks or liquid measurement ports in the tanks.

[0141] Board No. (14)

[0142] Figure (14): This figure represents an external box (1), which contains the inflatable devices used to displace water from inside the ship to the outside, as well as from the tanks and living areas to the exterior. These inflatable devices fill the voids and function as pumps to expel water from the ship. The box has a cover (2), which forms its top surface. When air is pumped into the inflatable devices, it presses against the cover and opens the box. The inflatable devices are fixed to the bottom surface of the box. The base of the box is mounted according to its placement, allowing it to be fixed to the floor of the tanks, ceilings, walls, living areas, storage spaces, etc., using mounting brackets (4).

[0143] The system is equipped with an air supply line (7) and a water supply line (8) if the inflatable devices are located in areas with high temperatures or potential fire hazards. In the tanks, only one air supply line is needed, which is the compressed air line. The inflatables can be charged manually or automatically via air pressure controlled by valves (9, 10, or 11, 12). Board No. (15)

[0144] Figure (15): This figure represents a storage box for inflatable devices when the system is activated either manually or automatically using air pressure. (1) represents the storage box for the inflatable devices, and valves (7, 8) are used to supply air and water to the inflatable devices. Figure (15) Number (6) shows the shape of the inflatable devices, which are flexible cylindrical shapes made from materials thatare expandable and capable of withstanding air pressures up to more than 15 bar, while maintaining their strength and resistance to high temperatures. The inflatable devices are equipped with mounting mechanisms (17, 18) for fixing the devices inside the storage box. Additionally, brackets (4) are used to secure the storage box to the ship's structure.

[0145] The inflatable devices are supported by metal rings (16) at equal intervals to reinforce them when inflated and to facilitate their folding after use inside the storage box. There is a water spray network (14) on the external surface of the inflatable devices, connected to line (8), which sprays water on the surface to cool it in areas with high temperatures or where there is a risk of fire. (3) represents the cover of the storage box, and (19) represents a chain for securing the door to prevent it from being lost during use.

[0146] Board No. (16)

[0147] Figure (16): This figure represents a glass ampoule with a cavity in the center, (4), which contains mercury. The amount of mercury inside the cavity is such that it does not overflow in the case of a slight or normal tilt of the ship. However, in the case of a larger tilt, the mercury moves from the cavity to the ends of the ampoule, depending on the direction of the tilt. The mercury reaches the connection points, either (5) or (6), and when the mercury connects these points, it triggers both an auditory and visual alarm indicating a danger, which signifies the beginning of the capsizing process. After a predetermined delay period, the system automatically activates the flooding control system, opening the valves in the direction of the tilt and pumping compressed air directly into the tanks on that side. Additionally, the exhaust gases are redirected to the inflatable devices in the voids around the area of water ingress or towards the side of the ship that is tilting, filling those voids with air instead of water. The rest of the system is then activated as previously described.

[0148] The model in Figure (16), numbers (1), (10), and (100), illustrates the movement of mercury within the ampoule at different tilt angles.

[0149] Board No. (17)Figure (17): This figure represents a circular cylinder that allows the frame (2) to rotate freely within it, completing a full rotation. It consists of two rings, one at the front and the other at the rear, which are fixed by the mounting bases (5, 6) with the mounting bases on the frame (1), as shown in Figure (3), at the mounting points (6). The stabilizing elements shown in Figure (10) are positioned between the frame (1), (2) and the circular cylinder (17), (1), (3), to provide balance in the movement of the rescue engine and increase its stability during operation.

[0150] Board No. (18)

[0151] The same use of the circular cylinders mentioned in the previous diagram, but their installation location is within the ship's structure, parallel to the frame (3) from both sides. These cylinders allow the frame (1), (3) to rotate during the ship's pitching (forward and backward tilting). The stabilizing elements, which are positioned between the frame and the cylinders on both the right and left sides, ensure the stability of the movement and operation of the rescue engine

[0152] Names and Components of the System According to the drawing boards:

[0153] Board No. (1)

[0154] 1. Diesel Engine, 2. Electric Generator, 3. Electrical Control Unit, 4. Power Transmission Box, 5. Hydraulic Pumps, 6. Engine Mounting Base, 7. Generator Mounting Base, 8. Rotary Connectors (360°), 9. Rotary Connectors (360°), 19. Air Pressure Measurement Ports in Internal Combustion Cylinders, 20. Air Pressure Valve, 26. Main Air Compressor, 27. Manual Mounting Lever, 28. Air Pressure Valve Board No. (2)

[0155] 1. Metallic Body, 2. Spline Shaft, 3. Mounting Bases, 4. Tensioner, 5. Lower Tensioner Base, 6. Upper Tensioner Base, 7. Support Base for the Frame, 8. Fastening Bolts.

[0156] Board No. (3)1. Metallic Body for the Frame, 2. Lower Support, 3. Upper Cover, 4. Spline Bushing, 5. Spline Shaft, 6. Mounting Base, 7. Tensioners, 8.

[0157] 980 Support Base

[0158] Board No. (4)

[0159] 1, 2 Metal holder, 3. Mounting Bases, 4. Fastening Bolts, 5. Upper Cover, 6. Lower Support for the Bushing, 7. Spline Bushing

[0160] Board No. (5)

[0161] 985 1. Pulley Support, 2. Mounting Base, 3. Hose End with Fitting, 4.

[0162] Rotary Fitting, 5. Hose, 6. Hose End with Fitting

[0163] Board No. (6)

[0164] 1. Buoy, 2. Air Suction Pipe, 3. Air Inlet Opening, 4. Water Collection Compartment, 5. Moving Ball, 6. Hose Fitting Connector, 7.

[0165] 990 Steel Wire

[0166] Board No. (7)

[0167] 1,2, 3, 4. Air Inlet Openings, 5. Air Transfer Line, 6. Air Transfer Line , 7. Air Suction Fan , 8. Air Distribution Lines and Outlets , 9. Vent Line Above Tank, 10. Tank Vent, 11. Mesh, 12. Discharge Outlet, 13.

[0168] 995 Manual Valve, 14. Pneumatic Valve Operating by Air Pressure, 15.

[0169] Liquid Level Measuring Pipe in the Tank, 16. Upper Cover for the Pipe, 17. Discharge Pipe, 18. Rubber Plug, 19. Binding Chain, 20. Iron Plug with Internal Thread

[0170] Board No. (8)

[0171] 1000 1. Exhaust Pipe, 8, 9. Rotary Connection (360 Degrees), 10.

[0172] Flexible Connection, 12. Gate Valve (Open / Close), 13. Pneumatic Valve (Operating by Air Pressure), 14. Exhaust Collection Tank, 15. Air Compressor, 17. Valve, 18. Air Transfer Line, 22. Exhaust Cleaning Fluid Inlet, 23. Drain Pipe, 24. Exhaust Cleaning Fluid.

[0173] 1005 Board No. (9)

[0174] 1. Plate-Type Cooler, 2. Cooling Plates, 3, 4. Inlet and Outlet Openings for Cooling Water, 5, 6. Inlet and Outlet Openings for theMaterial to Be Cooled, 7. Fastening Bolts, 8. Plate-Type Oil Cooler, 9. Cooling Plates, 10, 11. Inlet Openings for Cooling Water, 12, 13. Inlet 1010 and Outlet Openings for Oil, 14. Fastening Bolts

[0175] Board No. (10)

[0176] 1. Upper Base of the Tensioner, 2. Hollow Tube, 3. Spring, 4. Threaded Shaft, 5. Spring Holder, 6. Nut, 7. Lower Base of the Tensioner Board No. (11)

[0177] 1015 1. Motor, 2. Self-priming Pump, 3. Suction Line, 4. Discharge Line, 5. Tank Containing Liquid, 6. Mark Indicating the Tank's Position Relative to the Water Surface, 7. Check Valve

[0178] Board No. (12)

[0179] 1. Deck (Ship's Surface), 2. Mount Fixed on the Deck, 3. Pivot 1020 Axis, 4. Weight (Load)

[0180] Board No. (13)

[0181] 1. Air Collection and Storage Cylinder, 2. Drain Valve, 3. Support Base, 4. Air Pressure Leak Protection, 5. Pressure Gauge, 6. Open / Close Valve, 7, 8. Exhaust Air Ducts, 9, 10. Air Ducts from Main Engines and 1025 Diesel Engines, 11. Line from the Rescue Engine Compressor, 13. Three- Way Valve, 14. Air Pressure Valve, 15. Manual Valve, 27. Vacuum Pump, 30. Compressed Water Line, 33. Exhaust Cleaning Tank, 34. Exhaust Air Compressor

[0182] And the rest of the valves shown in the diagram:

[0183] 1030 - Valves operated manually and by compressed air,

[0184] - Control of compressed air flow

[0185] - Air discharge process control.

[0186] Board No. (14)

[0187] 1. Inflatable Vessel Storage Box, 2. Box Cover, 3. Fixing Fingers, 1035 4. Fixing Bases, 5. Upper Fixing Opening, 6. Inflatable Vessels, 7. Air Line, 8. Water Line, 9. Air Valve, 10. Manual Valve, 13. Fixing Connector.Board No. (15)

[0188] 1. Inflatable Vessel Storage Box, 2. Upper Cover, 3. Fixing 1040 Fingers, 4. Fixing Bases, 5. Fixing Openings, 6. Inflatable Vessels, 7. Air Inlet, 8. Water Inlet, 9, 10. Control Valves, 11, 12. Control Valves, 14. Water Spray Openings, 15. Drain Connector, 16. Metal Rings, 17. Fixing Chain, 18. Wire Chain for Fixing.

[0189] Board No. (16)

[0190] 1045 1. Cylindrical Glass Ampoule, 2. Fixing Base, 3. Inflation for Containing Mercury Liquid, 4. Mercury Liquid, 5, 6. Electric Current Connection Points

[0191] Board No. (17)

[0192] 1. Metal Cylinder, 2. Base for Fixing the Metal Cylinder, 4. Fixing 1050 Base, 5. Fixing Base, 6. Fixing Base.

[0193] Board No. (18)

[0194] 1. Metal Cylinder, 2. Fixing Base, 3. Metal Cylinder, 4. Fixing Base

[0195] METHOD OF EXPLOITATION

[0196] 1055 The rescue engine is capable of providing a massive amount of air in large quantities when in operation, achieved through the attached compressor (as shown in Figure 1, Number 26). Additionally, air produced by the ship's own air compressors, the diesel engines of the generators in case of electrical failure, and the main engines in the 1060 absence of propulsion use, can also be utilized. By using the diesel engines of the main generators, we can extract a substantial amount of compressed air from the cylinder heads through the pressure measurement ports, as shown in Figure 1, Number 19.

[0197] This air can be used for various operations, such as maintaining internal 1065 combustion and continuing operation. Furthermore, exhaust gases from the internal combustion process are also harnessed for use, as previously discussed, by utilizing the available air on board the ship. This is essential in addressing any tilting situation, whether normal or abnormal, and fordealing with any water ingress caused by tilting, cargo shifting, or 1070 breaches in the ship's hull.

[0198] Moreover, the ability to remove all liquids from the tanks and convert them into voids is critical. If the ship is fully loaded and afloat, all the voids within the ship can be utilized, transforming the tanks into voids, making it impossible for the ship to sink. This process would effectively 1075 turn the ship into a lifeboat for both the crew and cargo, preserving the integrity of the hull in the worst-case scenario.

[0199] The inflatable containers are positioned within the voids and surfaces that are likely to come into contact with water. These containers are strategically placed in areas such as the crew's living spaces. When 1080 activated, they occupy the maximum possible volume of the voids, while the rescue engine can be adjusted to suit the ship's tilt angle.

[0200] In the event of a failure of one of the air sources, the remaining sources can continue to function, allowing the system to transition from a rapid tilt or immediate sinking into a resistance phase that may last for several 1085 days. This time gain is crucial for rescue operations, as it provides an opportunity for external assistance. With the electrical power generated by the rescue engine, any necessary pumps or compressors can be operated.

[0201] In cases of water ingress or severe tilting, hydraulic power can be 1090 generated through the hydraulic pumps attached to the rescue engine (as shown in Figure 1, Number 5). These pumps can operate without the need for electrical power, providing energy for pumps and equipment to manage the water ingress. Additionally, compressed air can be used for the same purpose.

[0202] 1095 Therefore, the availability of airborne energy and hydraulic power is vital, effective, and safe in addressing water ingress issues and solving the problem, regardless of the cause. The provision of sufficient oxygen for life support, along with the necessary electrical energy for maintenance and other operations, is crucial for the survival of the crew 1100 and the safe operation of the ship. This system ensures that electrical power remains isolated from the water, safeguarding against electrical hazards in the presence of water ingress.INDUSTIAL OF APPLICATIONS

[0203] Best Implementation Method for the Invention:

[0204] 1105 Rescue Engine and Inflatable Containers for Flood Prevention

[0205] This system is suitable for all types of ships, especially the inflatable containers installed inside tanks and on surfaces. It can be used even on very small fishing boats, launches of all kinds, and extending to 1110 the largest oil tankers and cargo ships, regardless of their size. It is also applicable to all marine installations that are at risk of sinking due to water ingress or environmental sea conditions.

[0206] The system, or parts of it, can be employed based on the ship's size and requirements. Modifications can be made to the emergency engine to 1115 convert it into a rescue engine.

[0207] As for the inflatable containers, these are flexible vessels designed to withstand pressure, and they do not react with the medium in which they are placed. There are two types of inflatable containers:

[0208] 1. For tanks: These are equipped with an air intake port.

[0209] 1120 2. For external surfaces: These contain both an air charging port and a water discharge port. The water discharge system is connected to a network on the outer surface of the container, allowing water to be sprayed on it for cooling. This is particularly useful in high-heat environments or areas where temperatures may rise.

[0210] 1125 The inflatable containers are primarily designed for use in voids and other spaces where they are placed, with water sourced from the ballast tanks (not from the sea) to prevent introducing external water into the ship. - Compressed air inlet: As shown in Figure 15, Number (7).

[0211] - Compressed water inlet: As shown in Figure 15, Number (8).

[0212] 1130 Functionality and Components of the Rescue Engine and Inflatable Containers for Flood Prevention

[0213] 1. Rescue Engine:- The rescue engine is specifically designed to operate under adverse conditions, including the tilting or sinking of the ship. It ensures 1135 continuous production of electrical and mechanical power, which is essential for operating the pumps, compressors, and other systems required for managing water ingress.

[0214] - The engine is connected to a compressor that provides a substantial volume of air, which can be directed into the inflatable containers for 1140 flood prevention. This is done through a system of air and water lines that allow for the rapid inflation of the containers and the expulsion of water from the ship.

[0215] 2. Inflatable Containers:

[0216] - These containers are flexible and durable, designed to fit into ballast 1145 tanks and other critical spaces within the ship. They are engineered to handle high-pressure conditions and can be inflated rapidly to displace water and prevent further flooding.

[0217] - The containers are designed for easy installation and removal, providing flexibility in their application across different types of vessels, 1150 from small boats to large cargo ships.

[0218] - Cooling system: For areas exposed to high heat, the containers are equipped with a cooling system that sprays water onto their surfaces. This helps maintain the integrity of the containers and prevent them from overheating.

[0219] 1155 - Water discharge system: The containers feature a water discharge port that is used to expel water from the ship, effectively reducing the risk of flooding. The system allows for the controlled expulsion of water, preventing further ingress into the ship.

[0220] Conclusion:

[0221] 1160 This system provides an efficient and flexible solution for flood prevention on ships of all sizes. By integrating the rescue engine with inflatable containers, it is possible to manage water ingress effectively and ensure the ship's stability even under challenging conditions. The system can be adapted to meet the specific needs of different vessels,1165 making it a valuable tool for enhancing the safety and survivability of ships in case of flooding or other emergency situations.

[0222] EXPLANATION OF GRAPHIECS

[0223] The system consists of drawing boards from (1) to (18) boards

[0224] 1170 Board No. (1)

[0225] It contains a diesel engine to produce mechanical movement, along with an attached electricity generation generator (No. 2) and a control panel (No. 3) to distribute the electricity generated by the generator. The control panel receives the start and stop signals, either manually or 1175 automatically, and sends audio and visual alarms. It also activates the operation of the other equipment, whether powered by electricity, air pressure, or oil pressure. All of this is connected to the engine via a gearbox (No. 4) to operate hydraulic pumps (No. 5), which provide hydraulic power to operate equipment that works with oil pressure.

[0226] 1180 Mechanically connected to this gearbox is a compressor, which takes its motion from the gearbox to produce air power (No. 26) to operate tools and equipment that work with compressed air, as well as to charge the anti-sinking inflatable tanks. The engine base is equipped with a manual and electrical coupling system (No. 27, No. 28) to fix the engine system 1185 after completing its task. The engine is equipped with valves that open and close manually and electrically on the pressure release ports on the cylinder heads, to be utilized in anti-sinking operations (No. 19, No. 20). The rescue engine has mounting bases (No. 6) inside the frame (No. 1) shown in (Figure 2) through mounting brackets (No. 1, Figure 1) and 1190 mounting brackets (No. 3, Figure 2), fixed with bolts and nuts.

[0227] Board No. (2)

[0228] It is a metal frame that holds the rescue engine and includes mounting brackets (number 3) and pivot points (number 7), which have a sliding shape suitable for the upper surface of the stabilizing springs. This 1195 frame has a threaded rod (number 2) at both the front and rear, and the frame is secured with bolts (number 8). This threaded rod acts as the axisof rotation for the frame and the engine mounted on it, allowing the frame to move laterally to the right and left around the threaded axis.

[0229] Board No. (3)

[0230] 1200 It is a metal frame (number 3) in which frame (number 1) shown in (figure 2), containing the rescue engine, is mounted. This frame (number 2) is installed inside frame (number 1) shown in (figure 3) at the pivot point (number 4) shown in (figure 3). Thus, frame (number 1) shown in (figure 2), which contains the engine, becomes fully movable to the right 1205 and left around the pivot point (number 4) shown in (figure 3), meaning that both the engine and its frame are capable of moving right and left. Board No. (4)

[0231] Figure number (4) shows two supports, numbered (1) and (2), which are mounted through the base mounting holes (number 3) using 1210 bolts or welding on the ship's floor. The frame (figure 3) is fixed through the dovetail columns (figure 3, number 5) on the pivot axis (figure 4, number 7) in both supports. Through the dovetails (number 7), the upper piece (number 5) is connected with bolts (number 4). Thus, the frame (figure 3, number 1), containing the frame (figure 2, number 1), which 1215 holds the rescue engine (figure 1, number 1), is ready for movement around the pivot axis (figure 4, number 7) through the dovetail column (figure 3, number 5) in the event of the ship tilting forward or backward. The pivot support (figure 4) is parallel to the starboard and port sides of the ship.

[0232] 1220 Board No. (5)

[0233] Figure number (5) consists of a support (number 1), on which a pulley is mounted. The pulley is connected to a flexible hose capable of withstanding the tensile force and non-compressibility resulting from the extraction of oxygen to the rescue engine room. The system begins with a 1225 connector (figure 5, number 3), which is connected to a flexible intake line that draws air into the engine room (figure 7, number 7). The other end of the hose (figure 5, number 5) connects to the float (figure 6) via connector (figure 6, number 6), allowing for easy assembly and disassembly. At the end of the float assembly (numbers 2, 3, 4, and 5), 1230 this assembly is responsible, in the event of the floatation of the buoy, forallowing oxygen to pass through without allowing water to mix with the oxygen during immersion. The system automatically seals itself due to the buoyancy of the ball (number 5, figure 6), which closes the inlet opening (number 2, figure 6). The length of the hose is approximately 1235 1000 meters or suitable for the sailing area.

[0234] Board No. (6)

[0235] It is a buoy that is fixed at the highest point on the ship and is capable of floating when water reaches it. Upon floating, it assumes a position such that the air intake assembly becomes vertical on the water's 1240 surface. This buoy is equipped with a means to withstand the tensile force applied to it during flotation without affecting the components, as shown in (figure 6, number 7). The lower connector on this buoy (figure 6) connects with connector (number 6, figure 5), and connector (number 3, figure 5) connects to the air intake line of the ventilation fan located in 1245 the rescue engine room (figure 7, number 7).

[0236] Board No. (7)

[0237] Figure (7) represents part of the ventilation and air supply system to the rescue engine room. It consists of parts (1), (2), (3), and (4), which are outlets through which air enters in the normal condition. In the case of 1250 tilting one side of the ship and flooding, these outlets automatically close due to the internal ball inside them. These outlets cover the ship's bow, stem, and both the starboard and port sides. This network is connected to line (5), which is connected to the air intake fan (7). The fan distributes air through the outlets (8) to the rescue engine room and the attached 1255 survival room. Figure (7), number (12) represents an adjustment added to the ventilation outlets of all tanks to suit the anti-sinking system. A device with a manual valve (13) is added, which also works automatically to pressurize air through (14), connected to the pipe (9) fixed on the tank surface. Number (20) is used in the case of emptying the tank of the 1260 liquid to be disposed of. It is a connection equipped with a threaded end to allow it to be connected to an external suction line when there is liquid in the tank that needs to be emptied, without releasing it into the sea. Figure (7), number (15) represents the liquid level measurement pipe inside the tank, with an added pipe (17) at the end, which includes a 1265 flexible stopper (19) that is fixed by pressure, not by fastening. When thetank is emptied, the internal pressure of the liquid will press on the stopper, providing an additional opening for the emptying process (18), with a chain to retain the cover.

[0238] Board No. (8)

[0239] 1270 Figure (8) represents the modifications added to the exhaust connection to suit the operation of the rescue engine, its movement, and the adjustment of its position. It also explains how the exhaust is managed and disposed of in the case of the ship being fully submerged. The diagram consists of the following components:

[0240] 1275 - Exhaust connection (1), which is equipped with a 360-degree rotating joint to allow the connection to rotate around both its horizontal and vertical axes. This allows the exhaust line to be protected when adjusting the position of the rescue engine during lateral or longitudinal tilting. - Exhaust flexible connection (10), which is of sufficient length to allow 1280 the rescue engine to move during position adjustment without causing any damage or harm to the connection.

[0241] - Manual and electric operation units (12), (13), (25), which enable the transfer of exhaust gases from the regular exhaust pipe to the exhaust cleaning tank (14), then to the compressor (15), and from there to the air 1285 pressure control unit shown in Figure (13) through valve (18) in Figure (8). Alternatively, the exhaust gases can be disposed of through valve (17) in Figure (8) in the event of the ship being fully submerged below the waterline, expelling the exhaust gases to the outside of the rescue engine room.

[0242] 1290 Board No. (9)

[0243] Figure (9): Represents the water cooler and the oil cooler for the rescue engine. These are plate-type coolers installed outside the rescue engine room to take advantage of their cooling effect in case of the ship being submerged. The coolers are positioned in a water environment, 1295 allowing them to improve cooling efficiency and dissipate heat outside the rescue engine room in the event of full submersion of the ship.

[0244] 1. Water cooler: The inlet connections (3) and (6) are used for the intake and outflow of cooling water, which is supplied from multiple sources,including the main seawater supply, the ballast tanks, or an emergency 1300 supply line located in areas likely to be flooded in case of sinking. This ensures a continuous supply of cooling water to the rescue engine regardless of the ship's orientation. The opening (5) and (6) are the inlet and outlet for the cooling water, which needs to be cooled.

[0245] 2. Oil cooler: The same method applies to the oil cooler, numbered (8) in 1305 Figure (9). All connections from these coolers to the rescue engine are fitted with 360-degree rotating joints to ensure that they do not bend or get damaged when the position of the rescue engine is adjusted to accommodate the ship's tilt.

[0246] Board No. (10)

[0247] 1310 Figure (10): Represents the model of the tensioner used to secure the frame that holds the rescue engine, whether the frame moves laterally or longitudinally along the ship. It consists of the following components: - (1), (7): Mounting bases, located between the moving frame (1) (Figure 2), which touches the pivot point (5) (Figure 2). The lower part of the 1315 mounting bases makes contact and moves within the circular area (1), (3)

[0248] (Figure 17) in the lateral direction.

[0249] - In the longitudinal direction, the tensioners are supported between the frame (3) (Figure 8) and make contact and move within the circular area (1), (3) (Figure 18).

[0250] 1320 The tensioners consist of:

[0251] - Sprmg (4).

[0252] - Hollow connector (2), which allows the threaded rod (4) to move within it.

[0253] - Spring holder (5), which holds the spring from below.

[0254] 1325 - Threaded nut (6), which controls the spring pressure, allowing adjustment of the pressure force between the pivot axis of the moving frames and the fixed stabilizing circles.

[0255] Board No. (11)Figure (11): Represents the modification in the method of fluid 1330 extraction from the supply tanks for the rescue engine, whether water or fuel. A flexible hose of sufficient length is added so that in the event of the ship capsizing, the flexible hose moves to settle at the bottom, always at the lowest point where the liquid stabilizes, while the position of the suction pump changes. The end of the suction line is equipped with a 1335 non-retum valve to prevent air from entering the suction line.

[0256] In the case of a ship's capsizing, a self-priming suction pump is selected, as shown in Figure (11) Number (2), and the end is marked as Number (7). We observe the expansion of the suction line in the event of the tank’s inversion up to an angle of 270 degrees. The positions (5), (55), 1340 (555), (5555) represent the changes in the tank's position and the suction pump's position (2) in Figure (11), with the suction line remaining at the bottom of the tank and always positioned below the liquid level, regardless of its orientation relative to the water surface.

[0257] Board No. (12)

[0258] 1345 Figure (12) represents the mechanical basis for the concept of adjusting the position of the rescue engine, ensuring it remains vertically aligned with the water's surface, regardless of the surface on which the engine is mounted or its tilt angle. With the previous modifications, we are able to adjust the position of the rescue engine and ensure its 1350 continuous operation.

[0259] Looking at Figure (12), the support (2) fixed to the surface (1), if we rotate the surface by 90 degrees, the weight (4), which rotates around the pin (3), will cause the weight to rotate around the axis of rotation (3). As a result, the weight will stabilize in a vertical position, no matter the 1355 surface's rotation angle. The weight's stability and rotation ensure that the engine always aligns vertically with the water's surface. The remaining shapes in the diagram show that Figure (4), (8), (12), and (16) stay in a vertical position relative to the water's surface, even though the surface on which they are mounted, represented by Figures (1), (5), (9), and (13), 1360 rotates by 270 degrees. At 360 degrees, the system reaches its natural equilibrium, where the weight and the surface on which it is mounted are vertically aligned with the water's surface.Board No. (13)

[0260] Figure (13) represents a schematic of a set of control valves that 1365 operate manually and also by air pressure in the automatic mode, along with a compressed air storage and collection cylinder, which is labeled as (1). It also includes an exhaust gas extraction compressor and direction control unit (15), and a vacuum pump (27) to evacuate the air from the system components after the rescue operation. Additionally, Line (30) 1370 supplies the system with the necessary water for cooling the inflatable devices used in flood mitigation, as shown in Figure (15), through Connector (8) in Figure (15).

[0261] The air supply lines added to the flood mitigation cylinder (1) are connected via Connectors (7) and (8), which are sourced from the exhaust 1375 stacks, and (9) and (10), which are sourced from the air taken from the main engines and power generators through openings in the cylinder heads, as exemplified in Figure (1), (19). Line (11) is the supply line from the compressor attached to the rescue engine (1), (26). (5) in Figure (15) represents the pressure gauge, (4) is the overpressure protection valve, 1380 and (32) is the pressure cutoff switch, which activates once the required pressure is reached.

[0262] The remaining valves in the circuit operate both manually and by compressed air. These are directional valves that direct the airflow to the inflatable devices installed inside the tanks and distributed across various 1385 compartments. These devices are used in any compartment, whether it has been flooded with water or in areas surrounding the point of water entry into the ship. The inflatable devices act like pumps, pushing the water out of the ship, either from the openings that caused the water ingress or through the ventilation openings in the tanks or liquid 1390 measurement ports in the tanks.

[0263] Board No. (14)

[0264] Figure (14): This figure represents an external box (1), which contains the inflatable devices used to displace water from inside the ship to the outside, as well as from the tanks and living areas to the exterior.

[0265] 1395 These inflatable devices fill the voids and function as pumps to expel water from the ship. The box has a cover (2), which forms its top surface.When air is pumped into the inflatable devices, it presses against the cover and opens the box. The inflatable devices are fixed to the bottom surface of the box. The base of the box is mounted according to its 1400 placement, allowing it to be fixed to the floor of the tanks, ceilings, walls, living areas, storage spaces, etc., using mounting brackets (4).

[0266] The system is equipped with an air supply line (7) and a water supply line (8) if the inflatable devices are located in areas with high temperatures or potential fire hazards. In the tanks, only one air supply line is needed, 1405 which is the compressed air line. The inflatables can be charged manually or automatically via air pressure controlled by valves (9, 10, or 11, 12). Board No. (15)

[0267] Figure (15): This figure represents a storage box for inflatable devices when the system is activated either manually or automatically 1410 using air pressure. (1) represents the storage box for the inflatable devices, and valves (7, 8) are used to supply air and water to the inflatable devices. Figure (15) Number (6) shows the shape of the inflatable devices, which are flexible cylindrical shapes made from materials that are expandable and capable of withstanding air pressures up to more than 1415 15 bar, while maintaining their strength and resistance to high temperatures. The inflatable devices are equipped with mounting mechanisms (17, 18) for fixing the devices inside the storage box. Additionally, brackets (4) are used to secure the storage box to the ship's structure.

[0268] 1420 The inflatable devices are supported by metal rings (16) at equal intervals to reinforce them when inflated and to facilitate their folding after use inside the storage box. There is a water spray network (14) on the external surface of the inflatable devices, connected to line (8), which sprays water on the surface to cool it in areas with high temperatures or 1425 where there is a risk of fire. (3) represents the cover of the storage box, and (19) represents a chain for securing the door to prevent it from being lost during use.

[0269] Board No. (16)

[0270] Figure (16): This figure represents a glass ampoule with a cavity in 1430 the center, (4), which contains mercury. The amount of mercury insidethe cavity is such that it does not overflow in the case of a slight or normal tilt of the ship. However, in the case of a larger tilt, the mercury moves from the cavity to the ends of the ampoule, depending on the direction of the tilt. The mercury reaches the connection points, either (5) 1435 or (6), and when the mercury connects these points, it triggers both an auditory and visual alarm indicating a danger, which signifies the beginning of the capsizing process. After a predetermined delay period, the system automatically activates the flooding control system, opening the valves in the direction of the tilt and pumping compressed air directly 1440 into the tanks on that side. Additionally, the exhaust gases are redirected to the inflatable devices in the voids around the area of water ingress or towards the side of the ship that is tilting, filling those voids with air instead of water. The rest of the system is then activated as previously described.

[0271] 1445 The model in Figure (16), numbers (1), (10), and (100), illustrates the movement of mercury within the ampoule at different tilt angles.

[0272] Board No. (17)

[0273] Figure (17): This figure represents a circular cylinder that allows the frame (2) to rotate freely within it, completing a full rotation. It 1450 consists of two rings, one at the front and the other at the rear, which are fixed by the mounting bases (5, 6) with the mounting bases on the frame (1), as shown in Figure (3), at the mounting points (6). The stabilizing elements shown in Figure (10) are positioned between the frame (1), (2) and the circular cylinder (17), (1), (3), to provide balance in the 1455 movement of the rescue engine and increase its stability during operation.

[0274] Board No. (18)

[0275] The same use of the circular cylinders mentioned in the previous diagram, but their installation location is within the ship's structure, parallel to the frame (3) from both sides. These cylinders allow the frame 1460 (1), (3) to rotate during the ship's pitching (forward and backward tilting).

[0276] The stabilizing elements, which are positioned between the frame and the cylinders on both the right and left sides, ensure the stability of the movement and operation of the rescue engine.

Claims

CLAIMSThe new protection elements are the following eleven elements Element 1: The Rescue Diesel Engine and Inflatable Vessels for Ship Flooding Prevention.The system is characterized byA diesel engine (Figure 1) equipped with an electric generator (Item 2), a power transmission box (Item 4), hydraulic pumps (Item 5), and an air compressor (Item 26). All components are driven by direct connection to the engine. The engine and these components are mounted on a frame (Item 1, Figure 2), and the frame (Item 1, Figure 3) allows the engine to rotate around pivot axis (Item 2, Figure 2) in the event of tilting or capsizing of the ship to the right or left.The previous components, with pivot axis (Item 1, 2, Figure 4), enable the entire system to rotate around its axis (Item 5, Figure 3) in the case of longitudinal tilting or capsizing of the ship. The engine's frame (Item 2, Figure 1) fits inside metallic cylinders (Items 1, 3, Figure 17) during transverse tilting or capsizing of the ship. Similarly, the engine frame (Item 3, Figure 1) fits inside the cylinders (Items 1, 3, Figure 18) during longitudinal tilting or flooding of the ship.With the presence of tensioners (Figure 10), which maintain the stability of the engine and frame's movement, the system is capable of providing electrical, air, and hydraulic power unaffected by the ship's tilt, capsizing, or flooding. The system has multiple sources for generating substantial air power, either through pressure measurement openings in the main engines and diesel engines, exhaust gases, or via air compressor (Item 26, Figure 1) attached to the lifeboat engine.The system is designed to allow the charging of large volumes of air into inflatable vessels (Figure 15), which are installed in tanks and voids in the ship. These inflatable vessels act as pumps when charged with air to expel flood water or empty tanks at high capacity. They are charged in areas at risk of flooding, thus occupying the space and preventing further water ingress. All of this is controlled via valves, which can be operated manually or by air pressure.The lifeboat engine also provides the necessary oxygen for the survival of the crew and the operation of the lifeboat engine for flood prevention at depths of up to 1000 meters. It is capable of operating under any tilt or capsizing conditions and supports both manual and automatic operation. The engine prevents the ship from listing, regardless of the cause, without the need to seal the openings causing the water ingress or conducting welding operations to prevent further spread of water inside the ship. The inflatable vessels are charged in areas surrounding the flood source, and in the case of complete failure of the air system, the ship sinks below the waterline. The pre-installed inflatable vessels in tanks and voids throughout the ship and on the surfaces around the sides can still be charged using an external air supply. These inflatable vessels act as pumps to expel water from the tanks or voids, creating a safe space for the crew and providing controlled oxygen supply from the lifeboat engine in case of flooding, thanks to the available electrical power to run the oxygen generators.Element 2:ACCORDING TO THE FIRST ELEMENTThe system is characterized by a diesel engine that generates electrical, pneumatic, and hydraulic power. It is designed to operate under any conditions of ship tilting, capsizing, or full rotation, while maintaining its ability to function without causing damage to any of its components (Figure 1).Element 3:ACCORDING TO THE FIRST ELEMENTThe system is characterized by the ability to utilize the available pneumatic energy in abundance, under any conditions, to charge the inflatable vessels, which act as pumps to expel water from the tanks through ventilation openings and water level measuring pipes or the openings that cause water ingress into the ship.Element 4:ACCORDING TO THE FIRST ELEMENTThe system is characterized by allows for the automatic activation of flood, tilt, or capsizing prevention through the use of sensors (Figure 16) or alarm buoys. This directs the airflow to the areas of the ship where the inflatable vessels are located, allowing for the activation of the system either manually or automatically. This is all controlled via the valves (Figure 15), which can be operated manually or by air pressure.Element 5:ACCORDING TO THE FIRST ELEMENTThe system is characterized by capable of providing the necessary oxygen for survival through multiple means, even in the event of the ship sinking completely below the waterline. This is possible due to the rescue engine's ability to generate electrical power (Figure 1) from the generator (Number 2), which continues to produce electricity despite the ship's tilt or capsizing, enabling the supply of power to the oxygen generators in case of flooding.Element 6:ACCORDING TO THE FIRST ELEMENTThe system is characterized by the ability to use inflatable vessels in all available spaces to fill those voids, even in open areas on the surfaces, inside tanks, and living quarters.Element 7:ACCORDING TO THE FIRST ELEMENTThe system is characterized by designed to use inflatable vessels in areas with high temperatures or where fire hazards are present, as they are equipped with a cooling system via spraying (Figure 15, Number 14). Element 8:ACCORDING TO THE FIRST ELEMENTThe system is characterized by effective in combating flooding and preventing the spread of water into the ship by filling the inflatable vessels in the spaces surrounding the water ingress area, thus sealingthese voids and preventing further water entry. It also allows for the ship to remain afloat if it sinks below the waterline.Element 9:ACCORDING TO THE FIRST ELEMENTThe system is characterized by capable of flotation in case of system failure, due to the inflatable vessels installed inside the tanks, spaces, and surfaces, which are equipped with connector (35) (Figure 13) for charging the inflatable vessels with an external air source.Element 10:ACCORDING TO THE FIRST ELEMENTThe system is characterized by provides a space within the ship that is capable of supporting the crew's survival and control, even in the event of the ship sinking, until the issue is resolved or external help is provided. In the worst-case scenario, the ship will act as a lifeboat.Element 11:ACCORDING TO THE FIRST ELEMENTThe system is characterized by in the event of holes or cracks in the ship's hull, after charging the inflatable vessels and expelling the leaking water from inside the ship, the ship is still able to continue its journey to the nearest port for repairs, despite the presence of these holes or cracks.

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