U.S. patent application number 10/598157 was filed with the patent office on 2007-07-12 for additional drive system by diverting a fluid flow.
Invention is credited to Wolfgang Jobmann, Peter Stamme.
Application Number | 20070160472 10/598157 |
Document ID | / |
Family ID | 34745874 |
Filed Date | 2007-07-12 |
United States Patent
Application |
20070160472 |
Kind Code |
A1 |
Jobmann; Wolfgang ; et
al. |
July 12, 2007 |
Additional drive system by diverting a fluid flow
Abstract
The invention relates to the use of a drive system worlding on
the basis of the Magnus Effect which is used to provide a drive
mechanism in addition to an existing drive device. The aim of the
invention is to produce a drive directly in front of the front
impacting fluid flow. The invention also relates to the use of a
drive system for a relatively fast moving vehicle by means of a
first drive system, said drive system comprising a rotating,
horizontally arranged cylinder (20) provided with end disks (70) as
an additional drive. A fluid flow (F), which is produced by the
first drive system, enters into a channel (10) and is diverted
(10'') in the direction thereof in said channel whereupon it
impinges upon the rotating cylinder (20). The complimentary drive
is produced in a desired direction based on the Magnus Effect.
Inventors: |
Jobmann; Wolfgang; (Hamburg,
DE) ; Stamme; Peter; (Hamburg, DE) |
Correspondence
Address: |
DUANE MORRIS, LLP;IP DEPARTMENT
30 SOUTH 17TH STREET
PHILADELPHIA
PA
19103-4196
US
|
Family ID: |
34745874 |
Appl. No.: |
10/598157 |
Filed: |
February 23, 2005 |
PCT Filed: |
February 23, 2005 |
PCT NO: |
PCT/EP05/50775 |
371 Date: |
August 18, 2006 |
Current U.S.
Class: |
416/4 |
Current CPC
Class: |
B63H 9/02 20130101; Y02T
70/5236 20130101; Y02T 70/58 20130101 |
Class at
Publication: |
416/004 |
International
Class: |
B63H 9/02 20060101
B63H009/02 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 24, 2004 |
EP |
04004172.5 |
Claims
1. Use of a propulsion system for a vehicle which is moved
relatively quickly with a first propulsion system, which comprises
a rotating, horizontally disposed cylinder (20), preferably with
end plates (70), as an additional propulsion, a fluid flow (F)
generated by the first propulsion system entering a channel (10)
and being diverted in the channel in its direction (10'') and
impinging on the rotating cylinder (20), whereby the supplementary
propulsion is generated on the basis of the Magnus effect in a
desired direction.
2. The use of a propulsion system on the basis of the Magnus effect
with a rotating, vertically disposed cylinder (20), preferably with
end plates, in addition to an existing propulsion system, wherein a
fluid flow (F) in a channel (10), which is diverted in its
direction, impinges onto the rotating cylinder (20) and generates a
supplementary propulsion in a desired direction.
3. The use according to claim 1, wherein the diversion (10'') takes
place upwards.
4. The use according to claim 1, wherein the diversion takes place
downwards.
5. The use according to claim 2, wherein the diversion takes place
laterally.
6. The use according to claim 2, wherein the diversion by
90.degree. takes place.
7. The use according to claim 1 or 2, wherein the diversion by an
angle deviating from 90.degree. takes place.
8. The use according to claim 1 or 2, wherein the rotating cylinder
is mounted in the center of the channel (10) behind the diversion
point (10'').
9. The use according to claim 1 or 2, wherein the rotating cylinder
(20) is asymmetrically mounted in the channel, in particular closer
to the side of the travel direction.
10. The use according to claim 1 or 2, wherein the channel (10) is
covered by a baffle plate (80) to reduce a fluid resistance formed
during the propulsion before the diversion section, in particular
above and spatially above or before the bend point (10'') of the
channel (10, 10*).
11. The use according to claim 1 or 2 with only a single channel
(10) with a rectangular cross-section.
12. The use according to claim 1 or 2 with several channels (10*)
which have rectangular, elliptic or circular cross-sections.
13. The use according to claim 1 or 2, wherein the vehicle is a
road or land vehicle, in particular a truck or an automobile.
14. The use according to claims 1 or 2, wherein the relatively
rapid movement is less than 150 km/h, in particular describes the
speed of the vehicle above the ground.
15. The use according to claims 1 or 2, wherein the relatively
rapid movement is more than 10 km/h, in particular more than
substantially 50 km/h, preferably in the range of between 60 km/h
and 100 km/h.
16. The use according to claim 1 or 2, wherein the relatively rapid
movement is a movement of more than 10 km/h, in a naval craft.
17. The use according to claim 1 or 2, wherein the vehicle is no
aircraft.
18. A process according to any of claims 1 or 2, for the additional
driving, in particular the driving of a vehicle, on which an
additional drive system is mounted in addition to an independent
main propulsion that is spaced from the additional drive.
19. The process according to claim 18, wherein a regular speed of
the vehicle is between 50 km/h and 100 km/h, measured above
ground.
20. The process according to claim 18, wherein the fluid flow is
air and flows substantially from the front as a relative wind.
21. Additional drive system on the basis of the Magnus effect
comprising a rotating, horizontally disposed cylinder (20) with end
plates (17), characterized in that a fluid flow in a channel
(10,10*), which is diverted in its direction, impinges on the rotor
(20) in order to generate an additional propulsion (60) in a
desired direction.
22. Additional drive system on the basis of the Magnus effect
comprising a rotating, vertically disposed cylinder (20) with end
plates (17), characterized in that a fluid flow in a channel, which
is diverted in its direction, impinges on the rotor (20) in order
to generate the propulsion (60) formed (in addition to a main
propulsion) in a desired direction.
23. The use according to claim 13, wherein the relatively rapid
movement is less than 150 km/h, in particular describes the speed
of the vehicle above the ground.
24. The use according to claim 14, wherein the relatively rapid
movement is more than 10 km/h, in particular more than
substantially 50 km/h, preferably in the range of between 60 km/h
and 100 km/h.
Description
[0001] The invention relates to a new use of a drive system working
on the basis of the Magnus effect for the purpose of an additional
drive for an existing propulsion system.
[0002] Additional wind drive systems are known which are based on
the Magnus effect (Magnus, 1852), which make use of further
physical bases (Prantl, 1904) for this and were implemented for the
first time in the development of the Flettner rotor (Flettner,
1922), cf. also GB-A 2 102 755 (Blohm & Voss) with a "Flettner
rotor" for ship propulsions.
[0003] The Flettner rotor was put into practice on the basis of
tests of AVA, Gottingen (1922-1924) by Germania-Werft with the
rebuilding of the "Buckau" sailing ship (1924) and the RMS
"Barbara" (1926).
[0004] With these additional wind drive systems wind and relative
wind flows directly against a driven rotating circular cylinder
(rotor); quite a considerable propulsion is generated by the Magnus
effect.
[0005] A disadvantage of these additional drive systems is that
they can only generate a propulsion in the case of specific
directions of the wind (up to 2 points in the direction of
motion).
[0006] For this reason, these known additional drive systems cannot
be used for vehicles which are moving relatively quickly, since,
due to the strong relative wind, the entire wind flow takes place
substantially from the front and is thus outside the range of
action.
[0007] The object of the invention is an additional drive system
which can generate a propulsion even in the case of a fluid flow
that impacts directly from the front.
[0008] Here, the fluid may consist both of air, gases or liquids.
Although the examples are directed to an air flow, the invention
nevertheless comprises all types of fluid flows (claims 1, 2,17,
20).
[0009] The idea covered by the invention is the diverting of fluid
generated by the travel speed that impinges on a rotating cylinder
from the front to generate a propulsion on the basis of the Magnus
effect. For this purpose, the additional drive system is connected
with a vehicle which itself and independently has a further drive
which can be called the main drive. The additional drive system
which utilizes the fluid flow caused by the motion is used in
addition to this main drive (in the direction of a forwardly
directed driving power). It is in particular advantageous to
additionally drive such vehicles and to thus reduce driving energy
in the sense of fuels, which have a normal speed range between 50
km/h and 100 km/h, in particular in the range of more or less 80
km/h. Land craft such as trucks or automobiles which are mentioned
here with preference, but not exclusively, are moved relatively
quickly (measured above the ground) and, nevertheless, they can
utilize the additional effects of the rotating cylinder at speeds
which are far below of those of aircraft, against which fluid
generated by the travel speed flows, namely after a diverting. The
supplementary propulsion is caused by the Magnus effect in such a
way that the craft is additionally driven in the propulsion
direction saving a noticeable amount of its own fuel or resources
that are required by the main drive.
[0010] The use covers the influence of the fluid entering the
channel from the front with its diverting so that it is passed onto
the Magnus rotor which is vertically or horizontally disposed
(claim 1, claim 2).
[0011] Special designs of the shape of the channel (claims 10 to
12) and the orientation of the diversion (claims 3 to 7) enable
adaptations to the use, e.g. in the case of land craft (claim 13)
which are vehicles that are moved relatively quickly and in which
the relative wind (as a fluid) flows substantially from the front.
The relative wind itself is (primarily) generated by the regular
drive (propulsion) of the vehicle and enables thus the utilization
of this flowing fluid with and by the additional drive system that
is provided with the diversion. A displacement of the rotating
cylinder from the center of the channel (claim 8, claim 9) enables
an increase in this effect.
[0012] Claims 14 to 16 cover the vehicles that are moved relatively
quickly and move above the respective ground, i.e. have a speed of
more than about 10 km/h in the case of ships and naval craft, and
clearly more than this speed, more than substantially 50 km/h to
100 km/h in the case of land craft, but clearly less than the speed
of aircraft, the speed of which is too high since in these speed
ranges the effectiveness of the additional drive system by the
Magnus effect is no longer advantageously created as in the speed
ranges indicated above.
[0013] It is understood that the use inherently also covers a
process as a driving process (claim 18) and that, since an
additional drive system is covered, the device as such includes its
inherent function as the use in additional to an existing drive
system (claims 21, 22).
[0014] GB-A 371,691 (Medvedeff) describes an airship with an
angularly designed channel in which three Magnus rotors are
inserted, which are electrically driven. These rotors are located
horizontally to the plane of the main ship and together are of a
U-shape, only the central rotor providing for the propulsion in the
longitudinal direction of the airship. Several turbines suck in air
through laterally existing openings to a channel, which is supplied
to the rotors for the generation of a propulsion force from the one
rotor and for generating a lifting power as regards the two other
rotors. An additional drive system is not described here. GB-A 2
256 410 (MacDuff) shows a watercraft according to FIGS. 4 to 6
thereof, which can also be used in a floating platform according to
FIG. 11 thereof or a submarine according to FIG. 12 thereof, a
water flow in a water channel being utilized, which is generated by
a pump in the channel. This drive system provides for the
propulsion of the "naval craft" (as a summary term for the
mentioned individual objects), but it is not designed in addition
to another existing system, but is the only main drive system for
the propulsion of the naval craft. In GB-A 494,093 (Gavrilov)
individual rotors working in accordance with the Magnus principle
are shown in FIG. 12 thereof, which are described as "finger-like"
elements. These finger-like elements can be disposed on a plurality
of points of a ship or a submarine, cf. in this connection FIGS. 4
to 12 thereof, said points being not explained in detail here, but
are used in addition to a presumably existing main drive system of
the ship. However, no fluid flow in a channel is utilized in the
arrangement of these finger-like elements, but the fluid flow
laterally flowing past the ship, which, however, is not
diverted.
[0015] Examples explain and supplement the invention.
[0016] FIG. 1 shows a possible design, in which the relative wind F
enters a channel 10 and is upwardly diverted.
[0017] FIG. 2 is a front view of the air inlet of the channel 10 in
two variants as FIGS. 2a, 2b.
[0018] FIG. 3,
[0019] FIG. 3a is a variant with changed diversion.
[0020] FIG. 4,
[0021] FIG. 4a is a further variant with a changed position of the
rotating cylinder.
[0022] FIG. 5 is a variant with a baffle plate in front of the
diversion section.
[0023] FIG. 6 is a variant with a diversion of the fluid generated
by the travel speed towards below.
[0024] A first variant is shown in FIG. 1. In this variant, the
relative wind F enters the channel 10 and is upwardly diverted
before it impinges on the horizontally disposed, rotating cylinder
20. The first force 30 and the second force 40 result which act on
the channel 10. The drive or transverse drive 50 that is generated
by the rotating cylinder is, however, several times higher, and the
"resultant force" 60 results as a propulsion. This force is
transmitted to the vehicle Z (not shown) (in FIG. 2 outlined below
the channel 10). Here, the main propulsion system, e.g. an engine,
that is not represented in greater detail, is disposed, which
drives wheels through a transmission.
[0025] The relative wind entering the channel 10 is drawn entering
an inlet opening 10' as indicated in FIG. 1, it is then guided
along a section of the channel and upwardly diverted by a diversion
point 10'', in order to be guided to the rotating cylinder 20 which
is disposed in a higher section. The rotational speed and/or
direction .omega. of the cylinder is drawn so that the
corresponding air flow on one side of the cylinder is added to the
speed and is subtracted from it on the other side of the cylinder.
The drive or transverse drive 50 and the force 30 that is vertical
to it results from this. The resultant force 60 is transmitted to
the channel 10 and from there to the craft which is represented in
two variants in FIG. 2, on the one hand, with a completely open air
inlet 10 as in FIG. 1 and, on the other hand, with several channels
10*, which are adjacent in order to guide the direction of flow of
the fluid F, to divert it and to then guide it onto the rotating
cylinder 20 which is driven by an engine M (not shown) and held by
bearings 18, 19, which are shown in greater detail in FIG. 2.
[0026] The representation that two different types of the guiding
of the flow are represented in one picture one above the other is
not to obscure the fact that the left-hand and right-hand sides of
FIG. 2, i.e. FIG. 2a and FIG. 2b, are in each case intended with
reference to an entire vehicle Z and/or an entire vehicle
width.
[0027] As shown in FIG. 2 the rotating cylinder 20 is disposed
transversely to the direction of travel in this variant and, in a
further variant, it is preferably provided with end plates 70 in
order to further increase the effect of the Magnus effect. This
FIG. shows a front view of two types of the air entry and/or the
channel guiding 10' or 10+ with divided air inlets F'.
[0028] The guiding of the fluid is positively covered with a
channel which guides the fluid, but on the other hand, is also
described as such with "air inlet", "passing on of air" and
"diversion". This is to be complimentarily understood, on the one
hand, the guided fluid, and, on the other hand, the object guiding
it. The latter is coupled to the vehicle at a connection surface
10a.
[0029] The speed of the cylinder 20, that is driven by the engine,
is preferably in the order of between twice to four times the air
speed in the channel 10 which can also be coordinated with the
regular locomotion speed of the respective vehicle and also be
changed by means of a control means. The main speed is meant by
regular driving speed which a vehicle has, e.g. trucks which are
preferably operated in a range of more or less 80 km/h in the
forward direction in the long run or automobiles which, if there is
a speed restricted, are operated at a speed of 50 km/h to 100 km/h.
In the case of craft on the water the speed is reduced, always in
relation to the medium on which the craft is moved "relatively
quickly", here, at more than 10 km/h.
[0030] In further variants, the diversion 10'' of the air flow F
that impacts from the front (and enters the channel 10) can be
implemented by an angle deviating from 90.degree. as shown in FIGS.
3, 3a; due to this, a changed direction of the resultant force 60'
is achieved.
[0031] As is shown in FIGS. 4, 4a, the transverse drive 50
generated by the rotating cylinder 20 can be increased in a further
variant by the fact that this cylinder is not disposed in the
center of the fluid channel 10, but asymmetrically to it. The
differences in the masses b, c show this, the diameter d of the
rotating cylinder 20 being the same.
[0032] Due to this asymmetric arrangement, the speed of the air on
the side of the cylinder which is in the direction of travel is
additionally accelerated and the generated vacuum is increased to
bring about the transverse drive 50.
[0033] As is represented in FIG. 5, the fluid channel may be
covered by a baffle plate 80 in front of its diversion 10'' in
order to reduce the aerodynamic drag of the fluid generated by the
travel speed.
[0034] The diverting of the relative wind (as an example of the
fluid) can both be implemented upwards and downwards. The direction
of the resultant force 60 is shifted by this as is shown in FIG. 6.
However, a propulsion is generated in both variants.
[0035] A further variant (not shown) comprises one or several
rotating cylinders 20 that are vertically disposed (as in the
Flettner rotor). A diversion of the air flow in the fluid channel
10 takes place towards the side in order to generate the desired
propulsion.
[0036] The channel 10 may be designed in a rectangular fashion as
shown in FIGS. 1, 2 (variant 1). Alternatively, the channel 10 may
be divided; here, these (several) channels 10* may in each case be
of a rectangular, elliptical or circular design. as is shown in
FIG. 2b.
* * * * *