Ultra-efficient energy-saving method and device for automobiles, ships, trains, submarines, airplanes and like

Abstract

According to the ultra-efficient energy-saving method and device for automobiles, ships, trains, submarines and aircrafts, when the automobiles and the ships advance, the heads push air to scatter all around, and negative pressure areas are formed on the bodies and the tails of the automobiles and the ships to suck and pull the automobiles and the ships. A rear flow cover 2 is additionally arranged at the head of the vehicle and vessel, scattered air is forced to leave the rear flow cover in an accelerated mode in the direction opposite to the advancing direction of the vehicle and vessel and flow towards the side and the tail of the vehicle and vessel, power (reverse thrust) is provided for the vehicle and vessel, air in a negative pressure area of the side and the tail of the vehicle and vessel is supplemented, the speed of airflow leaving the rear flow cover relative to the ground is reduced, and energy loss is reduced. A water baffle 4 is arranged on the bow, and the bottom edge of the water baffle is connected with a water pressing plate 5, so that the water pressure of the raised water level pushes the boat to advance. The water pressing plate is located on a static horizontal plane, so that the ship does not easily shovel water when advancing. The two sides of the ship are respectively provided with a manger board 1, so that waves generated by the ship surge towards the tail of the ship to reversely push the ship to advance. The air bag is arranged at the tail of the vehicle, high-pressure air generated by the windward side of the head of the vehicle is conveyed to the air bag, the air bag is prone to deformation and automatically searches for a large-negative-pressure position to fill a negative-pressure area, resistance is reduced, and safety is achieved.

Description

Technical Field

[0001] The present invention relates to the field of absorbing or converting the energy obtained by the propulsion of air or water when vehicles such as automobiles, ships, trains, motorcycles, and airplanes are moving forward into power (thrust) provided to them or reducing the resistance they receive, thereby saving energy. Background Art

[0002] When waterborne vehicles such as ships move forward, the bow and the front end of the hull strike (propel) the water, which not only makes the water flow forward and away from the ship, but also forms a negative water pressure area at the rear end and the stern of the ship, and also causes the water level at the bow and the front end of the hull, especially at the bow, to rise, forming waves (bow waves).

[0003] When the part of the bow of a waterborne vehicle such as a ship that is above the water surface strikes (propels) the air, like the heads of vehicles such as trains, automobiles, motorcycles, and airplanes when moving forward, it not only makes the air rush forward and away from the ship's hull, vehicle body, and fuselage in all directions, but also generates air waves and forms a negative air pressure area around the ship's hull, vehicle body, fuselage, stern, rear of the vehicle, and rear of the aircraft.

[0004] In the above two situations, vehicles such as ships, automobiles, trains, high-speed rails, motorcycles, and low-speed airplanes endow water and air with kinetic energy and potential energy, and form negative pressure areas around their bodies and tails, sucking and pulling them and hindering their forward movement, thus wasting energy in vain.

[0005] Factors for the formation of negative air pressure areas around the ship's hull, vehicle body, stern, and rear of the vehicle, etc., in addition to the above, are also: when the ship or vehicle moves forward, water and air move relative to the ship or vehicle backward due to inertia, forming a negative pressure area behind them.

[0006] The resistance suffered by vehicles such as automobiles and airplanes is mainly air resistance (wind resistance). Wind resistance accounts for about 75% of the fuel consumption of automobile engines. The resistance suffered by waterborne vehicles such as ships is mainly water resistance and wind resistance, and the combined water resistance and wind resistance account for more than 90% of the fuel consumption of ship engines.

[0007] Existing technologies, for example: making the heads of high-speed rails and the tails, and the heads of airplanes, etc. into a streamline shape similar to a bullet head; making the heads of speedboats and ships into a knife-edge shape, and some also adding a bulbous bow in front of the head; installing vortex generators on the wings of airplanes or the carriages of automobiles; the hydrofoils of hydrofoil ships, etc.

[0008] Not only can the above technology not convert or utilize the kinetic energy, potential energy, etc. given to the air and water by the above-mentioned cars, ships, trains, high-speed trains, motorcycles, airplanes, etc. when they move forward to provide them with power or reduce the resistance they encounter, it can only mainly reduce the resistance they encounter in other ways, and there are other very large defects or the resistance reduction is extremely limited. For example: the bulbous bow will also produce a bow wave, and dolphins especially like to gather in front of it to use its energy to move forward; the hydrofoil of the hydrofoil ship will produce bubbles (cavitation) at high speed, the pressure it withstands is too great and it is easy to break, the requirements for materials are too high, there is greater resistance at low speeds, and the energy consumption is higher; the tail of the high-speed rail cannot use the high air pressure generated by the windward surface of the high-speed rail head to fill the negative pressure area occupied by the tail of the bullet head, and the tail of the bullet head cannot deform itself to automatically find a place with high negative pressure to fill, and so on. Summary of the invention

[0009] The present invention aims to overcome the above-mentioned shortcomings, or to overcome the fact that people have accidentally "invented" for the sake of good appearance or to achieve the same purpose as the present invention, but do not know its true principle, etc., and do not know that it is an invention, which leads to partial or complete suspension of implementation, which is equivalent to a prejudice of prejudice, or to overcome other long-standing prejudices of people, and provide a method of absorbing or converting the energy obtained by the air and water being pushed forward by ships, cars, trains, motorcycles, airplanes, etc. into power (reverse thrust) or reducing the resistance they encounter, and to improve or overcome the invention in the prior art that cannot reduce or reduce the resistance they encounter due to the fragility of the structure and materials, that is, "super-efficient energy-saving method and device for cars, ships, trains, submarines, airplanes, and reciprocating workpieces, etc.":

[0010] On a speeding train, if you extend a water pipe out of the train window, no matter whether the pipe sprays water backwards or forwards and away from the train, the water will fly rapidly toward the rear of the train after leaving the pipe.

[0011] On the surface, there is almost no difference between the water sprayed by the above two methods and "flying rapidly towards the rear of the train", but the reaction thrust of the water in the former pushes the train forward, providing power to the train, and the water enters the "negative pressure zone" mentioned in the next paragraph, reducing the negative pressure suction on the train cars and reducing the resistance encountered by the train; the reaction thrust of the water in the latter pushes the train backward, hindering the train's progress, wasting energy, and strengthening the negative pressure of the "negative pressure zone" mentioned in the next paragraph, enhancing the negative pressure suction on the train cars and increasing the resistance encountered by the train.

[0012] If the windward surface at the front of a ship, car, train, etc. is a flat plane, when it moves forward, the windward surface at the front of the ship or vehicle hits the air forward. Since air has high fluidity, the air molecules that have obtained the kinetic energy of forward movement will not only carry the forward kinetic energy but also change the direction of movement along the front plane of the vehicle head, perpendicular to the forward direction of the ship or car, and leave the windward surface. (At this moment, relative to the ground, it moves away from the ship or car and is biased towards the forward direction of the ship or car), thus detaching from the ship or car and spreading out in all directions. In addition to forming a "negative pressure area" behind them, the spreading air molecules will - on the one hand, at the moment of detaching from the ship or car, due to losing power, hitting the stationary air molecules outside the ship or car, and being affected by the negative pressure suction behind, their speed will decrease rapidly and they will immediately be "surpassed" by the front of the ship or car and quickly move far behind the front of the ship or car. However, the original kinetic energy of the hitting and hit air molecules has not been completely lost. Therefore, relative to the ship or car, they are still moving perpendicular to the forward direction of the ship or car until the energy is exhausted and they tend to be stationary far away from the cabin or even the tail of the ship or car.

[0013] On the other hand, since the ship or car is always moving at a high speed, the air molecules that are successively dispersed will spread on both sides of the ship or car in a shape similar to the shape of water on both sides of a ship, in a herringbone shape (more precisely, in a radial cone shape along the forward direction of the ship or car), thus forming a "large" negative pressure area on the ship's hull or carriage and its tail.

[0014] In the above situation, the formation of vortices by the hit air during its movement process and their effects, etc. have not been studied. Mainly, the macroscopic movement has been studied.

[0015] In the present invention, when the ship is moving forward, the parts of the ship's hull and the bow exposed above the water surface, as well as the air currents and air waves that are hit (pushed) by the head of the car, etc. and rush out in all directions, are controlled to change their movement directions and "accelerate" away from the head of the ship or car in the opposite direction of the movement of the ship or car (flowing "decelerated" relative to the water surface or the ground), and then flow along the ship's hull and the vehicle body towards the tail of the ship or vehicle.

[0016] It is equivalent to changing the water spraying direction of the above water pipe from "spraying water towards the direction biased towards the train's travel direction", where the reaction force of the water pushes the train backward, increasing the negative pressure suction in the negative pressure area and hindering the train's forward movement, to "spraying water backward", where the reaction force of the water pushes the train forward, providing power for the train, reducing the negative pressure suction in the negative pressure area, and being beneficial to the train's forward movement.

[0017] When the ship is moving forward, the water above the still water level in the high water level that is hit (pushed) by the bow and the front end of the ship's hull is blocked, so that the pressure on the blocking object is converted into the power to push the ship forward.

[0018] The water that is not blocked by the blocking object and "leaks out" or originally exists at the high water level is pressed down so that it is below the still water level.

[0019] Block the waves on both sides of the ship, forcing them to surge towards the stern of the ship and move away from the stern, pushing the ship forward in the opposite direction.

[0020] Utilize the high-pressure water or gas generated by the impact (push) of the bow or the front end of the vehicle head when the ship or vehicle is moving forward. Transport the high-pressure water or gas to the water or gas negative pressure area at the stern of the ship or the rear of the vehicle respectively by virtue of its high pressure, so as to reduce the negative pressure received by the stern of the ship or the rear of the vehicle.

[0021] Install airbags at the stern of the ship or the rear of the vehicle. Input the high-pressure gas generated by the air pump or the impact (push) of the bow (or the front end of the vehicle head) into the airbags separately or jointly. Then, the airbags automatically deform using their own elasticity to find the area with a large negative air pressure at the stern of the ship or the rear of the vehicle for filling, thereby minimizing the negative air pressure.

[0022] Install a "control air backward flow cover" (abbreviation: backward flow cover) at the head of the part above the water surface of a vehicle such as a ship. This is to force the air flow that diverges in all directions (especially perpendicular to the ship's traveling direction) due to the impact of the bow to change its movement direction and move in the opposite direction of the ship's travel, "accelerating" away from the "bow and the backward flow cover" (relatively flowing towards the ship's traveling direction at a "decelerated" speed relative to the water surface, coming to a standstill when reduced to zero, and moving in the opposite direction of the ship when reduced to a negative speed), and then flowing along the ship's body towards the stern. Thus, it not only provides forward power (thrust) for the ship, but also supplements the air in the negative pressure areas of the ship's body and the stern, reduces the negative air pressure therein, greatly reduces the negative air pressure suction it receives, and also reduces the speed of the air flow leaving the bow and the backward flow cover relative to the ground, and (from this aspect, it can be considered that) reduces the energy loss of the ship (the energy of the air flow is provided by the ship).

[0023] Regarding the "acceleration" and "deceleration" that are not easily understood above, the air that has entered the backward flow cover can be imagined as "air and tiny people". Although the air and tiny people move rapidly backward from the cover opening inside the cover, they are "pushed" forward relative to the ground by the ship and the backward flow cover. Since the bow is pointed, after the backward flow cover is placed on the bow, the front end inside the cover is spacious and the outflow end is narrow. The air and tiny people move faster and faster relative to the ship inside the cover, but slower and slower relative to the water surface.

[0024] This is similar to a person running in the opposite direction of the boat's movement on the boat. When the person cannot run faster than the boat, the person is carried by the boat in the direction of the boat's movement. When the person and the boat have the same speed, the person is stationary relative to the water surface. When the person's speed continues to increase, the person's speed will be greater than the boat's speed, and the boat will be pushed forward in reverse. The so-called "person pushing the boat forward in reverse" only occurs in this situation in the person's perception. In fact, in the absence of external forces, two objects move in opposite directions when interacting with each other. At any time, they will be affected by, and only by, the action force and the reaction force. Whether it is the action force or the reaction force, they both push the other party to move in the opposite direction. A water pipe can be imagined as being composed of countless sections of water pipes connected together. When water flows at a high speed in the water pipe, a huge action force and reaction force will be generated between each section of the water pipe and the water flowing through the water pipe. The same huge action force and reaction force will also be generated between another section of the water pipe connected to it and the water flowing through the water pipe. It's just that any two sections of the water pipe are originally integrated, and there is a "connecting force" between them, which bears or cancels the reaction force of the water on the water pipe. Therefore, the action of the action force and the reaction force cannot be seen from the outside. However, once the water flows out of the water pipe outlet, it can no longer be affected by the "connecting force" of other sections of the water pipe. At the moment when the water flows out of the water pipe outlet, the pipe pushes the water, and the water pushes the pipe in the opposite direction, causing both to move in the opposite direction. The firefighter firmly holds the nozzle to overcome its huge reaction force in order to spray water to fight the fire, which is a typical case of this situation.

[0025] About forty or fifty years ago, when the inventor was still a teenager, he noticed that there were a large number of boats, especially tugboats, on the Zhangjiang River and the Gongjiang River in Ganzhou City, Jiangxi Province. Whenever they sailed on the river, especially when they just started moving, the water level in front of the bow and on both sides of the bow would rise rapidly, and there were waves surging outward on "both sides of the boat"; the huge waves generated by the boat slapped on the shore, washing the sediment on the shore into the water... He couldn't help but want to invent some method to suppress the raised water level and the waves, or convert the energy they contained into the driving force for the boat to move forward. After thinking hard for about 50 years, he finally came up with an idea. In order to reduce or absorb the energy consumed by the bow and the hull of the boat to push the water forward and move away from both sides of the boat, causing the water level at the bow and the hull to rise and generating waves, a water baffle can be set in front of the bow (the two sides and the rear flow cover of the water baffle are connected in a movable manner). The water baffle "inserts" into the water with the raised water level, and its bottom edge is at or above the still water level of the non-raised water level. A water pressure plate can also be connected in front of it. The water pressure plate is at the still water level, so that the high water level water that "leaks" from under the water baffle or originally exists is pressed by the water pressure plate. At this time, the water level on one side in front of the water baffle is low, and the water level on the side of the bow is high. The high water level water between the water baffle and the bow, and the water baffle can be regarded as a part of the boat. Therefore, the water baffle can be regarded as the "frontmost" part of the bow. At this time, the bow is no longer pushed or less pushed by the high water level water, thus eliminating or greatly reducing the resistance of the high water level water pushing against it that hinders its forward movement.

[0026] The high water level water or waves that are "reflected" between the water baffle and the bow, and those that "leak" through without being blocked, will reach both sides of the ship due to the continuous forward movement of the ship, and finally move away from both sides of the ship and towards the rear of the ship. For such waves, a wave baffle connected to the water baffle can be installed on each side of the ship to force the waves to surge towards the stern, leave the stern, and push the ship forward in reverse.

[0027] At the head of vehicles such as cars, trains, and airplanes, especially the bullet-shaped head, a rear fairing can also be installed like the head of the above-mentioned ship to force the air flow that diverges in all directions (especially perpendicular to the direction of the "vehicle") when hitting the head of the "vehicle" to change its direction of movement, move in the opposite direction of the vehicle's forward movement, leave the "head of the vehicle and the rear fairing", and then flow along the side of the vehicle to the tail of the vehicle. This not only provides forward power (thrust) for it, but also replenishes the air in the negative pressure areas on the side and tail of the "vehicle", reduces its negative air pressure (greatly reduces the negative air pressure suction it receives), and also reduces the relative ground speed of the air flow leaving the "head of the vehicle and the rear fairing", reducing the energy loss and saving energy.

[0028] The above-mentioned rear fairing can also be installed at the head of reciprocating workpieces, etc., and its tail can also be regarded as the head.

[0029] The above-mentioned rear fairing can be similarly understood as a short section of water pipe or oil pipeline. In this way, the function of the rear fairing is essentially similar to that of water pipes and oil pipelines using pressure to save energy in transporting water and oil. Although water and oil pipelines will waste a part of energy when transporting water and oil (especially when a large number of large rust lumps bulge after long-term use of water pipelines, and the "bulge" here can be regarded as the vehicle head in the rear fairing), overall, it can greatly save energy.

[0030] The positive air pressure generated on the windward side of the head of vehicles such as cars and ships is much greater than the negative air pressure generated at the tail of cars and ships. As long as a small part of the high-pressure air on the windward side of the head of cars and ships enters the tail of cars and ships, the negative air pressure (area) at its tail can be significantly reduced, thus saving energy.

[0031] On cars, trains, ships, airplanes, etc., a pipeline can be set up to send the high-pressure air on the windward side of their heads to their tails. An air pump can also be installed at the tail, and according to the shape of its tail, an airbag closely attached to its tail can be set up. The high-pressure air generated by the air pump or the windward side of its head is input into the airbag alone or jointly, and the airbag will fill the negative air pressure area at its tail, reducing the negative air pressure, thus saving energy.

[0032] It is also possible to choose an airbag with relatively large flexibility. After being inflated with high-pressure gas, it will automatically deform to "search" for the area with the largest negative air pressure for filling. Therefore, its filling effect is much better than that of the bullet-shaped "hard" locomotive. The gas leaking from the airbag will enter the negative air pressure area at the rear of vehicles such as cars and ships, thus saving energy.

[0033] In a broad sense, a submarine belongs to a ship. When a submarine is traveling on the water surface, it can be regarded as a ship. In the present invention, when a submarine dives into the water, water is regarded as air, and it can be regarded as a vehicle on land, such as a car.

[0034] Suppose the windward side of the locomotive is a plane with the same size as the front and rear of the carriage.

[0035] When the train is moving forward, the windward side of the locomotive hits the air forward, causing the air molecules to obtain the kinetic energy of forward movement. Also, because the (viscous) frictional force between air molecules is very small and has great fluidity, it not only carries the kinetic energy of forward movement but is also forced to change the direction of movement along the plane of the locomotive head and leave the windward side of the locomotive in a direction perpendicular to the train (at this moment, relative to the ground, it is flowing away from the train and deviating towards the direction of the train's forward movement at a speed V3), thus separating from the train and spreading out in all directions. The "spreading out" air molecules, in addition to forming a negative air pressure area behind them, will - on the one hand, at the moment of separating from the train, due to losing the power of the train pushing them, hitting the static air molecules outside the train, and being affected by the negative pressure suction, their speed will rapidly decrease, and they will immediately be overtaken by the locomotive and quickly move far behind the locomotive. However, the original kinetic energy of the colliding and collided air molecules has not been completely lost immediately, so they are still moving in a direction perpendicular to the train until the energy is exhausted and they tend to be stationary far away from the carriage or even the rear of the train (for the convenience of research, the effect of forming vortices, etc. is excluded here. But even if the effect of including vortices, etc. is considered, the overall movement situation of the collided air will still be as described above).

[0036] On the other hand, because the train is always traveling at a high speed, the successively spreading air molecules will spread on both sides of the train in a similar way to water on both sides of a ship, in a herringbone shape (more precisely, in a radial cone shape along the direction of the train's travel), thus forming a relatively large negative air pressure area at the carriage (rear of the train).

[0037] Due to the suction force of the negative air pressure area outside the carriage, air molecules inside and outside the negative pressure area will also flow back towards the carriage (especially the rear end of the carriage). Outside the carriage near the front of the train, although the air flowing outwards in all directions has the fastest flow rate, the lowest air pressure, and the greatest negative pressure suction force, due to the high speed of the train and the fact that it is "just starting to suck", less recirculated air is sucked in. Also, due to the long length of the train and the recirculation of air, the air density outside the train body gradually increases from near to far relative to the train head, and the suction force of the negative pressure will gradually decrease; outside the rear panel of the carriage at the end of the train, since the train as a whole is moving forward here, the air is displaced, forming a negative air pressure area, and the suction force of the negative air pressure will become relatively large.

[0038] Many people studying aerodynamics often overlook the fact that when studying air being impacted macroscopically, relative to stationary reference objects such as the ground, it will move or tend to move in a direction perpendicular to the impact surface (such as the direction of the positive pressure of the air by the outer shell of the bullet-shaped train head), at a long distance or a relatively long distance, and the action of the reaction force generated by it, etc. For example - the reason an airplane can fly is generally studied and explained by the "Bernoulli principle": the upper surface of the wing has a large curvature and a long path, so the air flow rate is fast and the pressure is low; the lower surface has a small curvature and a short path, the air flow rate is slow and the pressure is high. This makes the pressure exerted by the air on the upper surface of the wing (downward) smaller than the pressure exerted on the lower surface of the wing (upward), that is: the pressure difference is upward, thus enabling the airplane to take off.

[0039] According to the above explanation, when an airplane "flips over" and flies upside down, the airplane will actively rush towards the ground, but the upside-down flying airplane can still fly normally without rushing towards the ground. The reason is that when the airplane flies upside down, its nose is raised and the elevation angle is large - the upper surface of the wing that has now become the lower surface has a large curvature, but the area of air impact is large, which greatly increases the reaction force of the air on it, "exceeding" and offsetting the "pull" of the downward pressure difference. This is the reason why the airplane can fly upside down, and it also shows that the lift or large lift force of the airplane mainly comes not from the pressure difference explained by the "Bernoulli principle", but from the reaction force of the air.

[0040] The main resistance that the train encounters is the negative air pressure (force) generated when its entire "body" moves forward and displaces the air by colliding with the air. Because: (1) The locomotive "pushes" against the air, creating a "positive air pressure" that hinders the train's forward movement. (2) When a person stands beside the railway track, after the high-speed locomotive passes by, there will be a huge "suction" force in the carriage, pulling the person towards the train (that's why there is a yellow safety line on the platform, strictly prohibiting people from crossing the line and approaching the waiting train). Conversely, it can also be understood that the person (or the "negative air pressure" in the space beside the train) sucks and pulls the train, hindering the train's forward movement. (3) If a person falls from the sky onto the railway track just after the train's tail has passed, the train also has a suction force that pulls the person towards the train. Conversely, it can also be understood that the person (or the "negative air pressure" in the space at the train's tail) sucks and pulls the train, hindering the train's forward movement. (That is, one "positive air pressure" and two "negative air pressures" hinder the train's forward movement.) Also, although the positive pressure generated by the air on the front plane of the locomotive is one of the important resistances to the train, on the one hand, due to the very small friction (caused by the viscosity) of the air (operating below subsonic speed) and its extremely high fluidity, the air can very easily change its flow direction, thus flowing out from the front plane of the locomotive to the surroundings, making the positive pressure on the locomotive relatively small or very limited. On the other hand, since the train carriage has a total of 6 faces, and there are a very large number of carriages with a very large side area, and only one face in the front, and because the front of the train, car, etc. is the smallest at the very front and then gradually increases, and finally is almost the same size as the front shape of the carriage (the high-speed train making the locomotive head into a bullet-shaped streamline is the most typical example), the resistance of the positive air pressure on the windward surface of the locomotive is very small compared to the resistance of the negative air pressure generated by adding up the other 5 or more faces.

[0041] When the high-speed train's bullet-shaped streamline locomotive head moves forward, the air is obliquely impacted on the surface of the bullet head and then quickly flows along the surface of the bullet head towards the tail of the bullet head, and then leaves the high-speed train along the original direction (only referring to an instant). The air leaving the high-speed train also flows relative to the ground in the direction of leaving the train and towards the direction of the train's forward movement, with a speed of Vc.

[0042] Figure 2 In the middle - on the left is the orthogonal decomposition diagram of the speed of the air leaving the plane instantaneously when the windward surface of the locomotive is a plane; the dotted line is the rear fairing 2, and the speed diagram of the air leaving the rear fairing 2 after adding the rear fairing 2.

[0043] On the right is the orthogonal decomposition diagram of the speed of the air leaving the "bullet head" instantaneously when the windward surface of the locomotive is bullet-shaped; the dotted line is the rear fairing 2 and the speed diagram of the air leaving the rear fairing 2 after adding the rear fairing 2.

[0044] Among them, V3 is much greater than Vc; V3 is the resultant velocity of V1 and V2, V1 and Va are in the same direction as the train's forward movement; Vc is the resultant velocity of Va and Vb, and V2 and Vb are perpendicular to the train's forward movement.

[0045] V3 and Vc are the instantaneous speeds relative to the ground, and V4 and Vd are the instantaneous speeds relative to the train after adding the rear fairing. The magnitudes of the latter are respectively greater than those of the former.

[0046] Therefore, when the train is moving forward, the main resistance it encounters is the negative air pressure on its entire "body" (especially the tail).

[0047] Install a rear fairing 2 at the train head to force the air flow that is impacted or pushed by the train head and diverges in all directions (away from the train head and body) to change its direction and speed. Relative to the train, it flows out of the rear fairing 2 and the train in the opposite direction of the train's movement at an increased speed, and then flows close to the carriage towards the tail; relative to the ground, it flows out of the rear fairing 2 and the train in the direction of the train's movement at a reduced speed (in the same direction as the train, but slower than the train), and flows close to the carriage towards the tail.

[0048] This not only increases the speed of the gas flowing out of the "rear fairing 2 and the train", thereby (from this aspect) increasing the power (thrust) provided by the air flow for the train to move forward; but also reduces the flow rate relative to the ground when flowing out of the "rear fairing 2 and the train", (from this aspect, it can be considered) reducing the energy loss of the train (because the speed energy of the gas comes from the train); it also replenishes the air in the negative air pressure (area) of the "body and the tail", reducing the suction of the negative air pressure, thereby greatly reducing the air resistance it encounters.

[0049] Therefore, after the train installs the rear fairing, it can save a large amount of energy.

[0050] The difference between the area of the rear fairing 2's opening and the windward area of the train head is equivalent to the "extra" increased windward area. However, the main component in this area is "air", and the additional air resistance it causes to the train is extremely limited. There are two reasons: (1) The air entering the fairing is compressed when it encounters a flat head or a bullet-shaped head of the train, and the generated pressure will be conducted in the reverse direction to the front opening of the "rear fairing 2", causing only the collision of the "compressed gas" to the front opening of the fairing and the air originally at rest on the opening plane.

[0051] The "absolute majority" of the collided gas will merge or join the "compressed gas", and thus flow out from the rear opening of the rear fairing 2; the remaining "extremely small number" not only has a relatively small forward kinetic energy but also changes its movement direction and leaves the opening along the opening plane in a direction perpendicular to the train's movement (at the moment of leaving the opening, relative to the ground, it is like a "flat head" train without the rear fairing 2, flowing in the direction biased towards the train's forward movement, with the same direction as V3 but with an absolute value much smaller than V3); (2) The air has high fluidity and is extremely easy to be compressed. The hardness and frictional force of the compressed gas are much smaller than those of the front hard shell of the vehicle. Therefore, when the air reaches the hood opening, on the one hand, the vast majority of it enters the hood and is compressed after encountering the flat front or the bullet-shaped front, and then quickly flows out backward from the rear flow hood 2; On the other hand, very little air that does not enter the rear flow hood 2 flows out of the front hood opening, and its flow velocity relative to the ground is much smaller than the velocities V3 and Vc flowing out from the front of the vehicle without the rear flow hood.

[0052] Therefore, the "extra" air-facing area added at the hood opening of the rear flow hood 2 has extremely limited additional air resistance to the train.

[0053] The essence of Bernoulli's principle is the conservation of mechanical energy of an ideal fluid. Under ideal conditions, at any cross-section of the same flow tube, the sum of the kinetic energy, potential energy, and pressure potential energy per unit volume of the fluid is a constant. In Bernoulli's equation, P is the pressure at a certain point in the fluid, V is the flow velocity of the fluid at that point, ρ is the fluid density, g is the acceleration due to gravity, h is the height where the point is located, and C is a constant. Its equation can be expressed as: P1 + 1 / 2ρV1 2 + ρgh1 = P2 + 1 / 2ρV2 2 + ρgh2 = C The rear flow hood 2 can be understood or tendentially understood as a small section of water pipe or oil pipeline.

[0054] When the train runs forward at high speed on a flat road, the air impacted at the front of the vehicle will generate fluid kinetic energy and pressure potential energy (since the height remains unchanged, the potential energy remains unchanged and is not considered). After adding the rear flow hood 2, the air inside the hood is squeezed by the inner wall of the hood and the outer shell of the train head, and accelerates backward (this acceleration backward is a deceleration forward relative to the ground), and leaves the rear flow hood and the train at high speed (supplemented to the area between the vehicle body and the vehicle tail, reducing the negative air pressure at the "vehicle body and vehicle tail" area).

[0055] According to the above equation, etc., it can be known that: The mechanical energy of the air at the front end and the rear end of the rear flow hood 2 is conserved, so that the rear flow hood 2 theoretically has no energy loss, but speeds up the air leaving the rear flow hood and the train.

[0056] In essence, the present invention is consistent or tendentially consistent with the use of pressure by water pipes and oil pipelines to save energy in transporting water and oil. Although water and oil pipelines will waste a part of energy (especially when a large amount of large rust lumps bulge after long-term use of water pipelines, more energy is wasted), generally speaking, overall energy can be greatly saved.

[0057] If the gas with kinetic energy and pressure potential energy after being hit by the locomotive is not controlled by the "rear fairing 2", it will only seem to flow rapidly towards the body and the rear of the train. However, in fact, this gas not only jets outwards at high speed in all directions around the train (which is essentially the same as when a speedboat speeds on water and splashes water everywhere), but also "increases" the negative air pressure area at the "body and the rear", thus wasting energy in these two ways in vain.

[0058] Therefore, the rear fairing 2 has a significant energy-saving effect!

[0059] The windward side of the rear fairing 2 installed on the train can be only the hood opening, and neither the inner nor the outer side is the windward side, that is, both the inner and outer sides are parallel to the direction of vehicle travel, and the central axis is parallel or coincident with the direction of vehicle travel.

[0060] The shape of the rear fairing 2 can be made into a cylindrical shape or a rectangular (upright) parallelepiped shape, or it can also be made into the same shape as the body of the vehicle. For land vehicles such as trains, the parts in contact with the ground and the chassis do not need to be made, while for ships or airplanes, it can be made to the bottom of the ship or the bottom of the aircraft.

[0061] The heads of trains, cars, etc. can be made smaller so that the rear fairing 2 can be made into a smaller rear fairing 2-1 and installed at the rear end of the head. In this way, the overall volume of the rear fairing can be made smaller, and the front part can be shorter, which is convenient for the vehicle to obtain a smaller turning radius and also increase safety.

[0062] In front of each carriage of large trucks and freight trains far from the head of the carriage, a relatively narrow and short rear fairing 2 can be installed.

[0063] The rear fairing 2 or the rear fairing 2-1 can be integral or composed of several parts. For the latter, a mechanism similar to that of a sports car extending and retracting the car door can be used, so that several parts can not only fit the head of the train, etc., but also gradually expand into rear fairings 2 of different sizes.

[0064] The parts connecting the rear fairing 2 and the head of the train, etc. should be made into "rhombic thin slices with obtuse angles cut off" as much as possible, and the angular bisector of the acute angle of the rhombus is consistent with the direction of travel of the vehicle or ship.

[0065] To ensure that all the air flowing out from the air outlet end of the rear fairing 2 flows towards the body direction, the rear hood opening of the rear fairing 2 can extend beyond the tail end of the train head and cover a part of the carriage.

[0066] The rear fairing 2 should be made as thin and light as possible while ensuring strength.

[0067] At the rear of the train (especially the car), etc., an inflatable airbag 7 can also be installed close to the rear according to the shape of the rear to fill the negative air pressure area at the rear, so as to reduce the suction force of the negative air pressure area and save energy.

[0068] Because the positive air pressure on the windward side of the vehicle head is much greater than the negative air pressure at its tail, which is similar to the fact that the wind on the front side of an electric fan is much stronger than that on the back side (only the air on one windward side of the vehicle head generates positive air pressure, while the air that reduces the negative air pressure at the tail comes from numerous other surfaces or directions except the tail surface of the vehicle - they can all enter the negative air pressure area. Therefore, the positive air pressure on the windward side of the vehicle head is much greater than the negative air pressure on the leeward side of the tail).

[0069] So, as long as a small part of the high-pressure air on the windward side of the head of vehicles such as cars and ships enters their tails, the negative air pressure (area) at the tails can be significantly reduced (the greater the air pressure at the tail, the better. Once it exceeds the air pressure of nature, it can push the vehicle forward in reverse), thus saving energy.

[0070] An air pump can be installed at the tails of trains, cars, etc., or a pipeline that can send high-pressure air to the tails can be set on the windward surfaces of the heads of trains, etc. The opening of the pipeline on the windward surface can be larger than the diameter of the pipeline, forming a flared opening to collect more air and send it to the tails. Two outlets can be set at the tail of the pipeline. One outlet directly enters the negative air pressure area at the tail, and the other outlet, like the air outlet of the air pump, enters the airbag 7. Valves are installed at both outlets to control the air volume entering the airbag 7 and directly entering the negative air pressure area at the tail. When the high-pressure air does not enter the airbag 7, the "remaining" high-pressure air at the vehicle head can be controlled to all enter the negative air pressure area at the tail to minimize the negative air pressure.

[0071] The original shape of the airbag 7 can be made similar to the bullet shape of the high-speed train head, and the tail of the bullet is connected to the end of the carriage.

[0072] Since the positive air pressure generated on the windward surface of the heads of trains, cars, etc. is much greater than the negative air pressure generated at their tails, and as they keep moving forward, positive air pressure can be continuously generated, the airbag can be continuously inflated. Therefore, it is sufficient to make the airbag expand and fill the vacuum (or negative air pressure) area at the tail, reducing the negative air pressure and thus saving energy.

[0073] The elasticity and stretchability of the airbag 7 enable it to automatically deform after being filled with high-pressure air to "find" areas with greater negative air pressure for filling. Therefore, the filling effect is much better than that of the "rigid" train head in the shape of a bullet, thus saving energy.

[0074] The gas leaked from the airbag 7 will enter or stay in the vacuum or negative air pressure area at the tails of vehicles such as cars and ships, thus saving energy.

[0075] A relatively large door opening can be made at the tails of vehicles such as cars and ships. A small hole through which a metal wire or rope can pass can be opened in the gap between the door and the door frame. The metal wire or rope passing through the small hole is connected to the tail of the airbag 7. Pulling the metal wire or rope inside the vehicle can make the airbag 7 contract and stick to the rear of the vehicle or ship. The door can also be opened to pull the airbag into the trunk through the door opening.

[0076] An air extraction and inflation dual-purpose pump can also be installed inside and outside vehicles such as trains, etc., so that it is connected to the airbag 7 through a pipeline, and the airbag 7 can be quickly contracted or expanded.

[0077] A layer of (elastic and stretchable) film can be covered on the airbag 7 except at its tail, so that the gas leaked from the airbag 7 can flow out from the tail of the airbag 7, thereby pushing vehicles, ships, etc. forward in the reverse direction.

[0078] The airbag 7 can be divided into upper and lower halves. One half is connected to the trunk, and the other half is connected to the rear panel of the vehicle body under the trunk. The two upper and lower half airbags can be connected by a zipper.

[0079] The airbag 7 is preferably made of a transparent material. The license plate number, etc. can also be placed on the airbag 7.

[0080] The elasticity and stretchability of the airbag 7 can greatly improve the safety of vehicles such as cars, etc., as well as the safety of the person being hit.

[0081] The present invention is far higher than a combined invention. If the present invention is considered a combined invention - combined inventions are divided into types such as new technologies and new technologies combined into (more) new technologies, existing technologies and new technologies combined into new technologies, etc. The "airbag" technology in the present invention belongs to the former. It is both an independent new technology "invention" and a part of the overall technology of the main invention of the present invention. The "bullet head" technology is also a part of this overall technology, but it is not an independent new technology "invention", but belongs to the former (existing technology).

[0082] In order to reduce the energy wasted by the bow and the hull pushing water forward and to the two sides of the ship, causing the water level outside the bow and the hull to rise, a water baffle 4 can be provided in front of the bow. The two sides of the water baffle 4 are connected to the rear flow cover 2 (loosely connected). The bottom edge of the water baffle is at or above the still water level where the water level has not been pushed up, so that the water 3 with the raised water level ( Figure 1 as indicated by the left arrow in front of the bow in the figure) is blocked by the water baffle 4. A water pressing plate 5 can also be connected in front of the water baffle 5. The water pressing plate 5 is at the still water level (in order to avoid too much natural wave being shoveled into the water pressing plate, it can also be slightly higher than the still water level). At this time, on one side in front of the water baffle is a low water level, and on the side of the bow is a high water level. Although the high water level will also push against the bow and hinder the ship's progress, the high water level water between the bow, the water baffle and the bow, and the water baffle can be regarded as a whole and regarded as a part of the ship. It is equivalent to using the water baffle to replace the very front end of the bow. In this way, the water baffle can avoid being "pressed" by the high water level water like the bow and hindering its forward movement.

[0083] It can also be understood that: the pressure difference between the front and rear sides of the water baffle will have a tendency to push the water baffle forward, and since the water baffle is connected to the ship, the ship will have a tendency to be "pulled" forward by the water baffle.

[0084] The waves caused or formed by the high-pressure water that is not blocked by the water retaining plate and "leaks" or is pressed by the water retaining plate, or the high water level water between the bow and the water retaining plate, will come to the sides of the ship because the ship is always moving forward, and merge with the waves generated on the sides of the ship, and spread away from the sides of the ship and the rear of the ship in a herringbone shape (radiating cone along the direction of the ship's movement). Therefore, a wave breakers 1 connected (flexibly connected) to the water retaining plate 4 can be provided on both sides of the ship, which can force the waves to change direction and surge toward the stern without the wave breakers, etc., leave the stern and push the ship forward in the opposite direction, saving energy, and prevent them from surging outward to the sides of the ship, wasting energy and becoming destructive waves.

[0085] As the ship moves forward, the bow will be tilted up and the stern will be pressed down, resulting in stern trim. The stern trim angle will change with the speed of the ship, so that the bottom line of the water retaining plate 4 or the water pressure plate 5 is not on or above the still water level.

[0086] A polygonal foot fork, such as a quadrilateral four-legged fork 6 (the number 6 here can also represent a polygonal foot fork) can be arranged in front of the water retaining plate 4 or the water pressure plate 5 or in other places around the ship.

[0087] Any two pairs of feet in the four-legged fork 6 can have one foot in front and one foot in the back along the direction of the ship, and the other two feet can have one foot on the left and one foot on the right, and all the toes must be on the same plane. Two cross or vertical cross level meters connected together can be set on the bow or above the water retaining plate 4 or the water pressure plate 5, one of which is in the same direction as the direction of the ship. The plane where the level meter is located is parallel to the plane where the toes of the four-legged fork 6 are located, and the level meter and the four-legged fork 6 are connected together with a hard object such as steel bars so that the above parallel planes can always remain parallel.

[0088] The toes of the four-legged fork 6 can detect the static water surface around the ship, especially in front of the water retaining plate or the water pressure plate. The "static water surface" information or signal obtained by the four-legged fork and the two vertically crossed level gauges can control the bottom edge of the water retaining plate 4 and the water pressure plate 5 to be on or above the static water surface, so as to reduce the water-facing surface of the water retaining plate 4 and avoid natural waves from being shoveled into the water pressure plate 5 as much as possible, thereby reducing resistance.

[0089] If the wave-breaking board 1 is made to "enclose" the bottom of the ship, its upper side should be controlled to be parallel to the static horizontal plane, and the "central axis" should be parallel to the direction of travel of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0090] Figure 1 : The rear flow cover, water deflector, water pressure plate, wave breakers, vertical cross level and four-legged fork diagram installed on the ship.

[0091] Figure 2 : Cross sections of two types of locomotives, plane and bullet nose, and the rear flow shield, as well as the speed diagram.

[0092] Figure 3 : The car head is made small and the rear air hood is small.

[0093] Figure 4 : Diagram of the airbag in the negative pressure area filled at the rear of the sedan.

Claims

1. When a ship or other water transportation vehicle (hereinafter referred to as "ship") moves forward, the bow and the front end of the hull hit (push) the water, causing the water level at the bow and the front end of the hull to rise, generating pressure and waves that hinder the ship's progress, and also forming a negative water pressure area and waves at the rear end and stern of the hull; when the ship moves forward, the part of the bow exposed above the water hits (pushes) the air like the head of a moving car, train, high-speed rail, motorcycle, airplane and other transportation vehicles, as well as a reciprocating motion workpiece (hereinafter referred to as "car"), generating airflow and air waves rushing in all directions, and forming a negative pressure area and air waves around the hull, body, stern, and stern, hindering the ship or car from moving forward. Existing technologies such as bulbous bows, hydrofoil ships, and bullet-shaped streamlined high-speed rail bows and sterns cannot or can only solve the above problems to a low degree and very partially. An invention of "super-efficient energy-saving method for ships and cars" is characterized by: Control the part of the hull and bow that is exposed above the water, as well as the airflow and air waves that are rushed to the surroundings when the head of the car hits (pushes) the water or air, so that it decelerates relative to the water surface or the ground and leaves the bow or the front of the car, and flows to the negative air pressure area of ​​the hull or body or the stern of the ship or the stern of the car. or When the ship moves forward, the high water level that is hit (pushed) by the bow or the front of the hull is blocked, so that the pressure on the obstruction is converted into the power to push the ship forward. or Press down the high water level water that is "leaked" or already exists due to the obstacles. or Block the waves on both sides of the ship, forcing them to surge toward the stern and leave the stern, pushing the ship forward in the opposite direction. or When a boat or a car moves forward, the high-pressure water or air generated by the collision (pushing) of the bow or the front of the car is transported to the water or air negative pressure area at the stern or the stern of the car by using its high pressure. or An air bag 7 is arranged at the stern of a ship or a car, and the high pressure is generated by the impact (pushing) of the air by an air pump or the front end of the ship or the car, and the high pressure gas is input into the air bag 7 alone or together.

2. The "super-efficient energy-saving device for ships and vehicles" manufactured according to the "super-efficient energy-saving method for ships and vehicles" of claim 1 is characterized by: The bow or the front of the vehicle is equipped with a rear flow cover 2. or A water baffle 4 is arranged in front of the bow. or A water pressure plate 5 is connected to the front of the water baffle plate 4, and the bottom edge of the water baffle plate 4 is connected to the water pressure plate 5. or A wave-breaking board 1 is installed on each side of the ship to force the waves to change direction and surge towards the stern. or A pipeline leading to the stern or the rear of the vehicle is arranged at the bow or the front of the vehicle, so that the high-pressure water or high-pressure gas at the front end of the bow or the front of the vehicle is respectively sent to the water or gas negative pressure area at the stern or the rear of the vehicle.

3. The ship or vehicle according to claim 1 or 2, wherein the rear flow cover 2 according to claim 2 is characterized in that: The head of the ship or vehicle is made smaller, and the rear flow cover 2 is made into a smaller rear flow cover 2-1.

4. The rear flow cover 2 according to claim 2 or 3, the rear flow cover 2-1 according to claim 3, characterized in that: The rear flow cover 2 or rear flow cover 2-1 is composed of a plurality of blocks, and a mechanism is used to make the plurality of blocks fit with the head of a vehicle or a ship and gradually unfold into rear flow covers 2 or rear flow covers 2-1 of different sizes.

5. The water retaining plate 4 and the water pressure plate 5 according to claim 2 are characterized in that: The bottom edge of the water retaining plate 4 and the water pressing plate 5 are located on or above the static water level.

6. The water retaining plate 4 and the water pressure plate 5 according to claim 2 or 5 are characterized in that: A polygonal foot fork 6 with all toes on the same plane is arranged in front of the water retaining plate 4 or the water pressure plate 5 or in other places around the ship, and the toes are used to detect "static water plane" information or signals.

7. The water retaining plate 4, the water pressure plate 5 and the multi-leg fork 6 according to claim 6 are characterized in that: Two crossed spirit levels are arranged on the bow or above the water retaining plate 4 or the water pressure plate 5 or other places on the ship and its surroundings. The plane where the spirit levels are located is parallel to the plane where the multi-leg fork is located, and the spirit levels and the multi-leg fork are connected together with a hard object.

8. The pipe leading to the stern of the ship or vehicle is arranged at the bow of the ship or vehicle according to claim 2, characterized in that: The pipeline is communicated with the air bag 7 arranged at the stern of a ship or a car.

9. The vehicle tail or boat tail according to claim 1 or 8, the airbag 7 according to claim 8, characterized in that: A larger door opening is provided at the rear of the vehicle or the stern of the boat, and a small hole through which a metal wire or a rope can pass is provided in the gap corresponding to the door and the door frame, and the metal wire or the rope passing through the small hole is connected to the rear of the airbag 7.

10. The airbag 7 according to claim 1 or 8, characterized in that: The air bag 7 is communicated with a pump for exhausting and inflating air arranged inside or outside the vehicle or the boat.

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