Devices for utilizing energy components during the relative motion of bodies in airy and liquid media during their displacement.

Abstract

Observing the ships on the Main-Danube Canal led to energy considerations and our own experiments. Their failures and the limited resources led to the development of a viable experimental setup and an evaluation strategy that enabled an evaluation of the experiments. These experiments demonstrated the possibility of energy generation through the utilization of displacement energy. These results are also applied to airy materials in the patent claims. Point 1 shows that a portion of the displacement energy can be captured by a bulkhead (bulkhead) on the ship, both above and below the waterline. Due to my limited experimental capabilities, this displacement energy could only be significantly demonstrated in airy media after an improved experimental suction setup. Point 3 demonstrated that at 1. Energy can be gained from different water speeds (close to the ship and further away). 2. Steering is more economical with attachments at the front than at the rear. 3. Energy can be gained from ships by adding structures in front of, beside, behind and below the water's surface. The author's own theoretical analysis (point 4) of the experiments, the experiences gained, the relevant literature and the use of the Internet ultimately led to the realization that a well-adapted ship propulsion system must be more economical from the front than from the rear. Today's technology makes such solutions possible. A solution using a screw and a special turbine was presented as a thought experiment. This solution would certainly also have a positive impact on the shaft losses, which have always been a focus of attention.

Description

[0001] In nature and technology, displacement occurs in various forms within media. In liquids, this occurs, among other things, through jellyfish, fish, ships, and valves.

[0002] Examples of objects mentioned in aerial media include butterflies, birds, airplanes, and windmills.

[0003] The relative movement of solid bodies in air and / or liquid materials results in losses due to heat, friction and displacement.

[0004] A detailed examination of energy distribution, e.g. in ships, airplanes, helicopters, wind turbines, etc., shows: 1. No energy gains can be achieved from the heat losses resulting from mutual movement within the normal range. 2. Friction, which depends on the shape, relative speed and surface properties of the body, as well as the density and viscosity of the medium, is also difficult to evaluate. 3. In many cases, therefore, part of the displacement energy expended can only be represented by the potential and kinetic losses or energy gains. In the Fig. Figure 1 shows the pressure and air displacement on the wing of an aircraft.

[0005] In both media, the viewing experience (through the yielding environment) is not easy to explain.

[0006] The simplest way to potentially extract something (in a visually clear way) from these energies is with liquids.

[0007] The patent search for "bow wave" yielded no relevant results.

[0008] To confirm the suspected energy generation possibilities with examples, experimental facilities were built.

[0009] This is intended to confirm the evidence for energy generation from body movements in liquid and airy media. 1. Fluid media

[0010] A trough was constructed for a longer measuring section ( Fig. 2) built. Using standardized weights, the tensile force could be measured, and the energy consumption could be measured by measuring the lowering height of the weights over a pulley. 1.1 Construction in front of a ship

[0011] The corresponding adjustable device shows Fig. 3. The test times were recorded with a camera mounted on the ceiling and later analyzed at 1 / 10th of the speed. At least four identical measurements were taken for each bulkhead setting and for each weight. The numerous measurement intervals (minutes, seconds, and 1 / 100ths of a second) between the start and end times of the test object in the water were converted and analyzed using a spreadsheet program.

[0012] With a weight of 100g and positioning the bulkhead downwards and 10 mm in front of the bow, significant differences in time measurement (with and without the device) were observed.

[0013] Fig. Figure 19 shows the selected measurement evaluation for a positive result. It yielded a maximum time saving of 0.45 seconds.

[0014] Fig. Figure 5 illustrates the time savings in relation to the measurements with 50g, 100g and 150g. It shows a weight difference of 24.7g. Therefore, an energy saving of 19.8% was determined with the front stem (Schott).

[0015] The lower initial velocity of the test object means that the energy balance would be even more favorable at a constant velocity. This result suggested that displacement energy could also be utilized when the object is completely submerged. 1.2 Construction in front of the ship below the water surface

[0016] This experiment aims to investigate whether energy efficiency improvements are possible here as well through appropriate cultivation.

[0017] For this experiment, the bulbous bow of a larger ship was recreated approximately to scale. Considering the Raynold's number and the Froude number, exact scale fidelity is not possible under my circumstances. For these experiments, the setup ( Fig. 2) of the previous attempt.

[0018] The Fig. Figure 6 shows the test specimen (bow bulb) and the corresponding mounting device. To achieve a good approximation of the bow bulb, it was created as a hollow body using a 3D printer. A large iron screw and the water inside served as ballast for immersion.

[0019] Here too, numerous measurements were required to obtain a result showing a shorter time for the test track with the attachment compared to without. The measurement results are presented in the Fig. Figure 7 shows a weight or energy gain of at least 12%. It must also be noted that the cultivation was not optimal and the effect of the cultivation did not occur over the entire distance because the initial speed was zero. 2. Airy media 2.1 Device in front of a test specimen in an airflow

[0020] Following the successful experiments in liquid media, it seemed logical to attempt to substantiate the results in air using simple means. The behavior of air up to a Reynolds number of < 2300 (turbulence) is similar to that of water. The body ( Fig. 4) used with a hairdryer. The corresponding attachment is in Fig. 4e can be seen. In order to measure the expected small energy difference, the pendulum deflections of the test object (measuring body with and without attachment) were used. The test object was suspended at a height of 110 cm at its center of gravity using a thread.

[0021] The deflections produced by a hairdryer, 1. without airflow, 2. with airflow and 3. with airflow and extension, were measured by a comparison using a measuring stick.

[0022] The test object was held in the direction of the foehn wind by a rear flag. Numerous modifications (adjusting the distance of the attachment, varying the distance from the foehn) yielded positive results. To be certain, the remaining oscillation of the test object was further restricted and prevented using threads. Unfortunately, no significant positive results regarding the potential use of this displacement energy could be obtained. The following reasons could be cited as explanations: 1. Insufficient number of experimental variants 2. The experimental setup using a hairdryer did not allow for sufficient air velocity. 3. The design (opening area, bevel and resistance area) of the extension would need to be varied. 2.2 Detailed setup of an experimental setup with an attachment in front of a wing cutout

[0023] The Fig. Figure 4a shows the experimental setup. Compared to the arrangement of the Fig. The following improvements were made in section 4. 1. The rocking of the measuring body was prevented by 2 copper rods which were adjustable and attached to the hairdryer holder. 2. The measurement was modified by using two inch pieces with the same adjustment and a straight vertical weight as a measuring thread. 3. The reading was taken using the camera lens of a movable mobile phone. This allowed the deflection to be determined with an accuracy of 0.. mm. Several measurements were taken with different bridge widths, bridge spacings, and elevation angles. With a bridge spacing of 1 cm, a bridge width of 5 mm, an angle of zero, and a hairdryer setting of 2, a reduction in bridge deflection of 0.4 mm was measured compared to the same measurement with the bridge cut out (33.6 mm deflection). This reduction of 1.1% is not the maximum, but merely a positive result from the primitive measuring setup and the small number of possible measurements.

[0024] In Fig. 4b is a device designed as a sail. Here, the device serves both for direct energy generation and for increasing the wind acceleration for the Flettner rotor.

[0025] In Fig. In section 4c, a device was designed that utilizes the energy in front of a rotor stand of a wind turbine. Fig. 4d. The corresponding invoices were attached.

[0026] This reduces the wind load on the stand while simultaneously generating large amounts of electrical energy. 3. Some uses of displacement energy for water

[0027] It should be noted here that displacement energies are also generated in stationary processes. Examples include the flowing fluids in hydroelectric power plants, pumped-storage power plants, wastewater treatment plants, etc. 3.1 Utilization of the additional propulsive forces

[0028] It is obvious that the reduction in displacement energy demonstrated in points 1.1 and 1.2 through the use of front attachments can be used to save fuel. The following optimization possibilities should be considered: Size, angle of inclination and distance of the extension(s), as well as its or their regulation depending on the speed. Perhaps the following observation is warranted. There are approximately 90,000 very large ships sailing the world's oceans. The cruise ship "AIDA" consumes 140 tons of heavy fuel oil daily. This means that, with the application of a cultivation method well adapted to the research, a daily profit of approximately €5,800 could be achieved. 3.2 Utilization of lateral and rear potential and kinetic energies

[0029] One can now easily imagine a ship with its forward bow wave and lateral displacement wave. The lateral wave, with its additional high potential energy, could be utilized, for example, by a propeller, screw, or various fixed or moving parts attached to the ship's hull. 1) From the in Fig. From the illustration shown in Figure 8, one could conclude that the bulkhead reduces some of the propulsive forces, since the water at the bulkhead also pushes the ship from the inside. 2) Fig. 9. These lateral forces have been sketched here. The useful force is greater than the required propulsive force. The relative motion is also higher. 3) Fig. Figure 10 shows more clearly that even with small speed differences between ship, flowing and still water, energy can be gained. 4) Fig. Figure 11 outlines the conditions for a rear-mounted ship propeller drive. The higher relative motion to the ship also suggests a possibility for energy generation here. 4. Theoretical processing 4.1 Ship control

[0030] In Fig. In step 12, an imaginary ship was sketched with corresponding boundary conditions and the direction of travel x.

[0031] The results show that 1. A bow steering system is more energy-efficient than a stern steering system. Additionally, the bow steering system shifts the center of gravity in the direction of steering. This finding can also be generalized to large ships with their steering motors. 2. A steering system with attachments for partial energy recovery from displacement energy is more economical than a stern steering system, as it gives the ship additional thrust. 4.2 Optimization of displacement energy for water

[0032] This study examines the behavior of water as it is displaced from a cylindrical body. Displacement energy: E=P*s=M*b*s=M*(v / t)*s E=Ks*M*r02 / t2 with P = force, s = distance, M = amount of water displaced, b = acceleration of the water volume, v = velocity, t = time, r0 = cylinder radius, KS = constant for Pi, etc. Water is displaced at a speed of v0.

[0033] The minimum of the displacement energy Evmin can only be determined by 1. Division(s) of mass (volume) and 2. The process f(t) slows down. This is made possible by the convex design of the front cylindrical surface. The volume per unit of time decreases because the path becomes longer. 4.2.1 Division of the flow rate into two or more parts

[0034] The Fig. Figure 13 shows that the displacement energy can be reduced by division. In the image shown, both the velocity and the volume are halved. The right part of the Fig. 13 was used in the experimental application in point 2.1.2 with the test specimen of the Fig. 6 proven. 4.2.2 Acceleration reduction through optimized bow bulge

[0035] The following serves as the basis and simplification for further theoretical considerations: Fig. 14. The formula r=SQRT(((r02)*(s0−s) / s0)) with r0 = maximum radius and s0 = maximum bow length, ensures minimal losses Emin in the displacement of water in the direction of travel s.

[0036] The reduction in acceleration is achieved by taking longer to displace the water (for example, a single canoe with a length of approximately 5m). 4.2.3 Front drive

[0037] In a conventional stern-mounted propulsion system, forward force is achieved by accelerating water masses backward (action = reaction). As a result, half of the energy expended is lost unused.

[0038] One way to minimize these losses is to repurpose the displacement energy, which is always needed at the front, simultaneously and in addition to forward motion. To illustrate this possibility, let's simplify a few things beforehand. 1. The bow of the ship is considered the bulbous bow. 2. At rest v=0, no energy is required. 3. A propeller or water turbine at the front accelerates the water, which would otherwise be displaced (with stern propulsion), laterally and to the rear at an additional speed. This more than compensates for the displacement loss typically experienced with a stern propeller.

[0039] As a basis for further considerations, some data are provided as an example: - Radius of the bow r0 = 2.5m - Ship speed = 8.33 m / s 5 Propulsion at the bow of a ship 5.1 Use of one or more propellers in front of the bow as a means of propulsion

[0040] The Fig. Figure 15 shows a possible screw drive as a basis for the following considerations.

[0041] To achieve optimal energy utilization, the results from point 4.2 should be taken into account when designing this screw version as a front drive.

[0042] The construction of this extension (considering the entire structure as an extension) depends on the following points. 1. Size of the ship 2. Rated speed 3. Whether additional propulsion power (sails, Flettner rotor) will be used. 4. Cost factor 5. Regulations etc.

[0043] The following additional things should be taken into account: 1. The size specifications are to be considered only as parameters for consideration. 2. Optimization is needed for: a) Shovel: Number (5 is common in this size), surface deformation, lateral distance to the trim plate extension; in total, the same volume should be moved per unit of time for each radius. b) Angle a to achieve a maximum forward force from the kinetic energy of the water. c) Control flaps: size, inner radius, mounting and control d) Energy recovery ring: movably connected to the gearbox, fixed to the wing ring or fixed to the trim plate extension; number, size and shape of the deflecting vanes e) Consideration of the reduction of wave losses 5.2 Use of a special turbine as a propulsion device

[0044] To achieve optimal energy utilization, the results from point 4.2 should be taken into account in the design of this special turbine as a front drive.

[0045] The Kaplan turbine uses water energy from the outside in. It can serve as a model for the reverse operation. However, in this case, the water is not only pumped outwards, but also, and more importantly, backwards.

[0046] The multi-circuit design (cylinder) of the drive allows for additional harmonization of the acceleration, thus opening up a further optimization possibility compared to the screw.

[0047] The same instructions, dimensions and assumptions should be used here as for the screw in point 5.1. Fig. Figure 16 shows a discussion image of a special turbine.

[0048] The design, especially of the turbine blade, requires special consideration. 1. From the dependencies listed in point 5.1. 2. The number of cylindrical circles (as many as possible from an energy perspective). 3. Large and long cylinders (low acceleration due to longer time). 4. Shape of the individual leaves (preferably even flow of water outwards and backwards). 5. Number of shovels. 6. Design, fastening and control of the trim plate for partial energy recovery. 7. Optimal design of the energy recovery ring for energy utilization. 8. Reduction of the usual wave losses to ships. 9. Design or inclusion of the ship's steering system.

[0049] For the reasons stated above, this is a very simplified and incomplete representation. 5.3 Front and side propulsion on boats and ships

[0050] Fig. Figure 17 shows possibilities for purely lateral displacement of water and its thrust utilization. The same principles apply here, adapted from those described in sections 5.1 and 5.2. Of course, it must be taken into account that this is not a spherical body.

[0051] Lateral deflection structures and energy recovery systems can be provided. 5.4 Use of multiple propulsion units in very large ships

[0052] Fig. Figure 18 shows the order of magnitude and a solution approach for its front-mounted drive.

[0053] The shortest path for the necessary water displacement is the same everywhere downwards. Calculations for Figure 18

[0054] Example values ​​of the “Even Given” (399*58.8)m*15.7m draft, 60MW power t0=1s v0=30k / h=8,33m / s Wegs0=8,33m F0=960m 2 V0=F0*s0 / m 3 1 8,333 8,333 960 7999,68 m 3 Rough calculation of required displacement energy Weg der Masse (27,6+13,6) / 2 = 20,6 m / s 2 Zeit t t=20,6 / 8,33 = 2,472098884 s Acceleration b = 2 * distance / t 2 = 2,72709144 m / s 2 Kraft P=m*b m=G / 9,81 = 2223838,824 kg*m / s 2 Energie E=P*s0 = 18531248,92 kg*m 2 / s 2 1 Ws=1 m 2 kg / s 2 = 18,53124892 MWs

[0055] The potential energy gain of 15.7 meters still needs to be subtracted. The existing engine power of 60 MW is only theoretically required by the ship's forward propulsion system at a rate of 30.88%.

[0056] Calculations for the first construction example Fig. 18 v1 / v0=s0 / s v1=8,33 / ((27,6+13,6) / 2) = 0,40436893 m / s v2=8,33 / (13,6 / 2) = 1,225 m / s

[0057] In the right-hand side image, the speeds were matched by reducing the area (volume) for v1 and increasing it for v2.

[0058] Tilting the entire propulsion system approximately 45° from bottom to front would also allow for optimal use of gravity in displacing the water masses backward and downward. The side propeller units should be angled slightly outwards to minimize the displacement. Further influencing factors, such as angle and propeller shrouding, would need to be considered in an economic analysis. 1. Number of pump levels for harmonizing water acceleration 2. Pump equipment (electric, regulated in power, direction of rotation, installation direction) 3. Length of the extension to the rear (energy gain, transport volume and construction costs) 4. Control via pumps (power and pump rotation direction) 5. Steering rudder installation at the front 6. Control by rotating the side pump system 7. Rear auxiliary control 5.5 Experimental proof

[0059] Because the patent application represents a development in its creation.

[0060] This section provides practical proof that, for example, a ship's propulsion system is more advantageous from the front than from the rear.

[0061] The experimental setup was re-established, and the Fig. 2 used.

[0062] Fig. Figure 20 shows a ship's hull with an electric propeller drive from the rear.

[0063] The motor's weight necessitated a lower attachment made of wood and iron to shift the center of gravity below the waterline. Numerous forward trials were filmed. The results of the analysis, filmed at 1 / 10 speed using the integrated stopwatch of a PC program, are presented in Fig. 22 represented by an Excel spreadsheet.

[0064] During forward movement, the test track ( Fig. 2) An average value of 7.47 seconds was determined. Reversing the direction of rotation of the motors in the same configuration did not confirm the above hypothesis (lower part of the Fig. 22). An average time of 9.76 seconds was determined for the same distance.

[0065] This confirms the prevailing way of thinking, shaped by the development from the steam engine to today's huge diesel engines with propeller drive.

[0066] In Fig. Figure 21 shows an identical hull with identical engines mounted in the front.

[0067] Here, my theoretical calculations, my experience, and my practical possibilities for building the test specimen were realized.

[0068] In the first test series, additional side plates were installed for water regulation. The result was 16.5 seconds ( Fig. 23) was depressing,

[0069] Then I built a water deflector plate that was open at the side and bottom. The result was also 9.03 seconds ( Fig. 24) not proving.

[0070] Convinced of the correctness of my reasoning, I omitted all the guide plates.

[0071] The measurements that were then taken ( Fig. 25) were now most convincing.

[0072] The advantage of front propulsion on ships was proven by this series of tests, with a time of 5.67 seconds compared to 7.47 seconds for rear propulsion.

[0073] The measurements of this experimental setup thus showed a 24.13% more cost-effective implementation of the bow drive compared to the commonly used stern drive.

[0074] This result is a lucky hit, but still significant and not the optimum.

[0075] The theoretical calculation in Fig. 18 show approximately 30%. Devices

[0076] Devices serve to reduce the energy required for active relative motion and / or to reduce losses during the relative motion of solid objects in air or liquid materials.

[0077] Devices are understood to include parts that change the flow and / or direction, Archimedes screws, impellers, propellers, motors, turbines, etc.

[0078] These are attached to bodies that move relative to compressive or fluid media in such a way that they provide energetic benefit.

[0079] These devices depend on - Benefit effect - Relative velocity - Density, viscosity and temperature of the medium - Shape and surface texture of the body

[0080] to design.

[0081] The optimal solution can probably be achieved through trials in channels, by dividing the system into possibly several controlled [F(speed, distance, etc.)] bodies, and through preliminary calculations.

[0082] They are available in various possible designs. - shared - regulated (analog or digital) - other form - other angles etc. can be projected.

[0083] Some examples of patent applications: Fig. 1, Schott in Fig. 3, Air divider bridge in Fig. 4a and Fig. 4b, Generators in Fig. 4c, Fig. 11, Fig. 15, Fig. 16, Fig. 17, Fig. 19, Fig. 20 and Fig. 21.

Claims

[1] Devices in front of ships that are required to reduce the potential and kinetic energy needed to displace the speed-dependent volume of water in front of them ( Fig. 8). characterized by , that the downward-facing sign in Fig.

3. It can be fixed, divided and / or regulated (in height and angle). [2] Bow devices on ships, which are required to reduce the potential and kinetic energy needed to displace the speed-dependent volume of water in front of it while underway. characterized by that the in Fig. The device shown in 18 as an example can also be carried out with turbines, Archimedes screws, side-mounted motors with adapted guide vanes and transmission gearboxes. [3] Devices on ships with stern propulsion accordingly Fig. 11, and in Fig. 9 and Fig. 10 reasons, characterized bythat, as described in the patent description, they create energy recovery possibilities through paddle wheels, turbines, and generators. [4] Devices on aircraft, wind turbine blades, helicopters, Flettner rotors ( Fig. 4a, Fig. 4b) for the recovery of potential and kinetic energy from the reduction or utilization of displacement energy, characterized by that they bring an additional force in different directions and favorably influence the flow conditions. [5] Upwind devices on wind turbine stands ( Fig. 4c and Fig. 4d), for additional energy generation and wind load reduction, characterized by that, through regulated wind deflectors, they also generate electricity during hurricanes.

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