43results about "Influencers using Magnus effect" patented technology

A heat dissipating module includes a rotational member, a stationary member and a driving member. The rotational member meshes with the driving member and has an uneven surface at a side thereof to space to the stationary member. The stationary member has plural flow passages and each flow passage has an air inlet at an end thereof and an air outlet at another end thereof. When the driving member actuates the rotational member to rotate with the fluid, the fluid enters the stationary member via the inlet and gathers at the outlet before being guided outward for concentrating the air and cooling the heat dissipated object.

The present invention concerns a Magnus rotor comprising a guide roller which is arranged at the lower outer periphery of the Magnus rotor and which bears against the Magnus rotor in play-free relationship, a walkway surface arranged beneath the guide roller, and a cover which covers the guide roller and the walkway surface. In an opened condition the cover exposes the guide roller and the walkway surface so that a person on the walkway surface can perform working operations at the guide roller.

The efficiency of compressed air vehicle is enhanced by adapting the compressed air storage tank with a Magnus rotor that creates lift so as to reduce the effective weight of the tank during operation. A compressed air tank has an outlet in fluid communication with the inlet of a compressed air motor. Air leaving the compressed air motor is caused to flow across the Magnus rotor whereby lift is generated to counter gravitational force thereby reducing the effective weight of the system. A battery powered electric fan has an inlet disposed to draw air across the Magnus rotor thereby increasing the velocity of the air so as to maximize the Magnus effect. A thermoelectric cooler transfers heat across the compressed air motor, i.e. from air exiting the compressed air motor outlet, to the air entering the compressed air motor inlet, whereby the temperature of the air entering the compressed air motor is increased resulting in increased pressure. Conversely, transferring heat from the air exiting the compressed air motor and prior to flowing across the Magnus rotor, increases the density of the air flowing across the Magnus rotor so as to maximize the efficiency of the Magnus effect. Finally, the fan has an output in fluid communication with the input of a compressor, which re-compresses the air and delivers the re-compressed air to the storage tank.

A heat dissipating module includes a rotational member, a stationary member and a driving member. The rotational member meshes with the driving member and has an uneven surface at a side thereof to space to the stationary member. The stationary member has plural flow passages and each flow passage has an air inlet at an end thereof and an air outlet at another end thereof. When the driving member actuates the rotational member to rotate with the fluid, the fluid enters the stationary member via the inlet and gathers at the outlet before being guided outward for concentrating the air and cooling the heat dissipated object.

Thrust vector control for a vehicle having a fluid drive, vehicle having thrust vector control and method of controlling thrust vector. Thrust vector control includes a thrust current region for a thrust current of a propulsion stream having a flow direction; a steering mechanism for the thrust current including at least one steering device arranged at least in a peripheral region of the thrust current region, and the at least one steering device includes a rotational body with a lateral surface and a rotational axis arranged transverse to the flow direction, and the rotational body being rotatable so that a first part of the lateral surface exposed to the thrust current rotates in a first rotational direction, whereby a Magnus effect is produced to deflect the thrust current. The first rotational direction is in a direction of the thrust current.

The invention concerns a ship, in particular a cargo ship, comprising at least one Magnus rotor for driving the ship, which has a stationary carrier. The invention concerns in particular a ship in which arranged on the carrier is a measuring device for determining a flexural loading on the carrier.The invention further concerns a method of determining the thrust of a Magnus rotor, a Magnus rotor and a carrier for mounting a Magnus rotor.

A method for controlling a flying projectile which rotates during flight, comprising: determining an angle of rotation of an inertial mass spinning about an axis during flight; and controlling at least one actuator for altering at least a portion of an aerodynamic structure, selectively in dependence on the determined angle of rotation and a control input, to control aerodynamic forces during flight. An aerodynamic surface may rotate and interact with surrounding air during flight, to produce aerodynamic forces. A sensor determines an angular rotation of the spin during flight. A control system, responsive to the sensor, produces a control signal in dependence on the determined angular rotation. An actuator selectively alters an aerodynamic characteristic of the aerodynamic surface in response to the control signal.

The present invention concerns a Magnus rotor comprising a guide roller which is arranged at the lower outer periphery of the Magnus rotor and which bears against the Magnus rotor in play-free relationship, a walkway surface arranged beneath the guide roller, and a cover which covers the guide roller and the walkway surface. In an opened condition the cover exposes the guide roller and the walkway surface so that a person on the walkway surface can perform working operations at the guide roller.

The invention relates to a Magnus rotor having a cylindrical body of revolution for converting wind power into a feed force using the Magnus effect. The Magnus rotor having: a rotational shaft about which the body of revolution rotates; a support member on which the body of revolution is mounted; and a body of revolution which has stiffening ribs for the reinforcement thereof. The body of revolution is primed in at least two planes arranged at a mutual spacing in the axial direction perpendicular to the rotational shaft of the body of revolution in order to accommodate balancing weights. The invention further relates to a method for balancing a body of revolution according to the invention.

A lift control device actively controls the lift force on a lifting surface. The device has a protuberance near a trailing edge of its lifting surface, which causes flow to separate from the lifting surface, generating regions of low pressure and high pressure which combine to increase the lift force on the lifting surface. The device further includes a means to keep the flow attached around the protuberance or to modify the position of the protuberance in response to a command from a central controller, so as to provide an active control of the lift between a maximum value and a minimum value.

The invention relates to a rotor blade (20, 108, 200) of a wind turbine (100), comprising an inner segment (25, 250), in which the rotor blade (20, 108, 200) is fastened to a rotor hub, and an outer segment (24, 240), which is connected to the rotor blade (20, 108, 200) and has a rotor blade tip (21). The rotor blade (20, 108, 200) in the inner segment (25, 250) has, at least partially, a flatback profile (26, 66, 46, 460) having a truncated rear edge (23, 63, 630), and at least one control unit (33, 53, 54, 79, 81) for controlling the trailing flow at the rotor blade (20, 108, 200) is provided on the flatback profile (26, 66, 46, 460).

A watercraft includes a deck and no more than two flettner rotors having a height to diameter ratio of less than five. At least one of the flettner rotors is elevated above the deck such that individuals on the deck can walk underneath the flettner rotor. A portion of a footprint of at least one of the flettner rotors is suspended over an edge of the deck.