Device as a flow divider for reducing energy components during the relative motion of bodies in liquid media and their displacement

Abstract

The submitted patent, "Devices for Utilizing Energy Components in the Relative Motion of Bodies in Liquid Media During Displacement by Flow Dividers," demonstrates significant, energy-efficient potential. Observations of ships on the Main-Danube Canal led to energy analyses and the applicant's own experiments. The failures of these experiments, coupled with limited resources, resulted in a feasible experimental setup and an evaluation strategy that enabled the analysis of the results. These experiments demonstrated the possibility of energy recovery through the utilization or reduction of displacement energy. The experiments described in Section 1 of the patent description show that a flow divider positioned in front of the ship, both above and below the waterline, can recover or reduce a portion of the displacement energy.The use of flow dividers can certainly also positively influence wave losses, which have always been a focus of attention. The following observation is perhaps warranted here. Approximately 90,000 very large ships are 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 well-adapted design (19.8%), a daily profit of approximately €5,800 could be achieved.

Description

[0001] In nature and in 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.

[0005] In the Fig. Figure 1 shows the pressure and air displacement on the wing of an aircraft.

[0006] In both media, the viewing experience (through the yielding environment) is not easy to explain.

[0007] The simplest way to potentially extract something (in a visually clear way) from these energies is with liquids.

[0008] The patent search for "bow wave" yielded no relevant results.

[0009] To confirm the suspected energy generation possibilities with examples, experimental facilities were built.

[0010] This is intended to confirm the evidence for energy generation from body movements in liquid and airy media. 1. Fluid media

[0011] A trough was constructed for a longer measuring section ( Fig. 01 and Fig. 2) built. The tensile force could be measured using standardized weights, and the energy consumption could be measured by measuring the lowering height of the weights over a roller. 1.1 Division attempt by planting in front of a ship

[0012] The corresponding adjustable device shows Fig. 3.

[0013] 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.

[0014] With a weight of 100g and the device positioned with the bulkhead facing downwards and 10 mm forward of the bow, significant differences in timing (with and without the device) were observed. Fig. Figure 4.0 illustrates a possible displacement process.

[0015] Fig. Figure 4 shows the selected measurement evaluation for a positive result. It yielded a maximum time saving of 0.45 seconds.

[0016] 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).

[0017] 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 Division attempt by attachment in front of the ship below the water surface

[0018] This experiment aims to investigate whether energy efficiency improvements are possible here as well through appropriate cultivation.

[0019] 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.

[0020] 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.

[0021] 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. Some possible uses of reducing the displacement energy for water

[0022] 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. 2.1 Utilizing the division of the displaced flowing water to reduce the propulsive forces on ships.

[0023] It is obvious that the reduction in displacement energy demonstrated in points 1.1 and 1.2 through extensions or propulsion modifications could be used to save fuel. Optimization options to consider include: the number of divisions of the water to be displaced,

[0024] Size, angle of inclination and distance of the partitioning front or attachment(s), as well as its or their regulation depending on the speed.

[0025] In Fig. In sections 8 to 10, it is also mathematically proven that by dividing a quantity of water m to be displaced, the subsets have less kinetic energy, or a ship needs less energy to displace them.

[0026] This study examines the behavior of water when its motion changes. Displacement energy: E=P*s=M*b*s=M*(v / t)*s

[0027] With P = force, s = distance, M = amount of water displaced, b = acceleration of the water, v = velocity, t = time, r0 = cylinder radius, KS = constant for Pi, etc. Water is displaced at the velocity v0.

[0028] The minimum of the displacement energy Evmin can only be determined by 1. constant (uniform) acceleration and speed 2. Slowing down the process f(t) can occur (e.g., by lengthening the path) 3. Division(s) of the mass (volume) take place.

[0029] The speed-dependent volume V0 (ship area in the direction of travel * speed * time) with the center of gravity Sk must be continuously shifted to the side and downwards.

[0030] Due to the intended division of mass, its centers of gravity also divide the skis and their speeds.

[0031] The ratio between ship width and draft is between 2.3m, 3.75m and 7.2m for boats, large container ships and river ships.

[0032] Fig. Figure 11 shows the front views of a riverboat, a container ship, and a boat as examples. A simple division is depicted. It is evident from this that, when a vessel is divided, the center of gravity must be shifted downwards.

[0033] Fig. Figure 12 shows a side view of a ship's bow with only one mass divider pointing downwards.

[0034] The distance k between the dividing device (mass divider) and the surface in space must be chosen such that it depends on the ship's speed v0. 1. The partial velocities v1 and v2 become approximately v0 / 2.

[0035] This measure ensures that the center of gravity shifts and reaches its final speed after the same distance.

[0036] The benefit of dividing the water to be displaced by a ship during its forward movement is, as proven above, beyond doubt.

[0037] In Fig. Figure 13 shows a bilateral triple displacement as calculated. An energy of 89% was calculated. 2.2 Optimization of displacement energy for water

[0038] This study examines the behavior of water when it is displaced by 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, v = velocity, t = time, r0 = cylinder radius, KS = constant for Pi, etc. Water is displaced at velocity v0.

[0039] 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. 2.3 Division of the flow rate into two or more parts

[0040] 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.

[0041] The right part of the Fig. 13 was used in the experimental application in point 2.1 with the test specimen of the Fig. 6 proven. 2.3.1 Acceleration reduction through optimized bow bulb

[0042] The following serves as the basis and simplification for further theoretical considerations: Fig. 13.

[0043] 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.

[0044] The reduction in acceleration is achieved by taking longer to displace the water (for example, a single canoe with a length of approximately 5m).

[0045] Perhaps the following remark is permissible here.

[0046] 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. With the application of a cultivation method well adapted to the research, this translates to a daily profit of approximately €5,800 (19.8%).

[0047] These devices serve to reduce the energy required for active relative motion and / or to reduce losses during the relative motion of solid objects in liquid materials. They are attached to bodies moving relative to fluid media in such a way as to provide an energy benefit.

[0048] These devices depend on - Benefit effect - Relative velocity - Density, viscosity and temperature of the medium - Shape and surface texture of the body to design.

[0049] 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.

[0050] They are available in various possible designs. - shared - regulated (analog or digital) - other form - other angles etc. can be projected.

[0051] Some examples of patent applications: Device in Fig. 3, Fig. 6, Fig. 13, Fig. 14 and in Fig. 15

Claims

[1] Lateral flow dividers (i for i=1,2,...) for a ship (100 in Fig. 14), which are held by one or more fixing columns or flat rails (Bi) at a distance (ki) such that the distance of its massive flow divider surface design Oi(xj,yj,zj) to the ship's bow surface o(xi,yi,zi) at the ship's speed v0 is maintained such that the flow components (masses) Mi in front of the ship's bow reach approximately equal speeds (vi) and the bow wave does not spill over the flow dividers, wherein the height h corresponds to the draft of the ship and the width b corresponds approximately to the ship's width at draft height. [2] Flow divider (i for i=1,2,...) for a ship (200 in Fig.15), which are held by one or more fixing columns (Bi) at a distance (ki) such that the distance of its massive flow divider surface design oi(xj,yj,zj) to the ship's bow surface o(xj,yj,zj) at the ship's speed v0 is maintained such that the flow components (masses) Mi in front of the ship's bow reach approximately equal speeds (vi) and the bow wave does not spill over the flow dividers, wherein the height h corresponds to the draft of the ship and the width b corresponds approximately to the ship's width at draft height.

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