Device for actively influencing the airflow around land vehicles or watercraft

Abstract

Land vehicle or watercraft, characterized in that it has at least one device which draws in a fluid medium, for example air, and is positioned such that it draws in the boundary layer of the fluid medium, for example air, at the outer shell of the vehicle during the propulsion of the vehicle.

Description

[0001] All land vehicles or watercraft that are in full or partial contact with air during operation are confronted, as speed increases, with the disproportionately increasing importance of air resistance and airflow on and around the vehicle, which on the one hand hinders forward motion and on the other hand endangers stability and safety.

[0002] Other factors that can negatively affect air resistance or turbulence include living beings or objects and their clothing or containers transported by the respective land or watercraft, which contribute to the vehicle's external surface area, such as the drivers of two-wheelers or open vehicles like convertibles or boats. These living beings or objects not only increase air resistance on their side facing the direction of travel, but also create further turbulence on their side facing away from the direction of travel.

[0003] Since electromobility is currently still widely used on land and increasingly on water, any opportunity to increase efficiency, especially regarding range, makes sense to implement it in these applications. Furthermore, in order to reduce CO2 emissions, efficiency improvements are also beneficial for land vehicles and watercraft powered by fossil fuels.

[0004] For fully electric vehicles, the range issue plays a central role in public acceptance and significantly hinders the rate at which such vehicles can gain market share. To increase range, increasingly efficient motors, batteries, and improvements to the aerodynamics of fully electric vehicles are being implemented.

[0005] Especially on longer journeys, a fully electric land vehicle faces the additional problem that constant cruising speeds above 100 km / h drastically reduce its range, resulting in a very leisurely pace when traveling in a fully electric land vehicle. While this may have advantages in terms of road safety, it significantly increases travel time. In some cases, a journey in a fully electric land vehicle can take twice as long as one in a diesel-powered land vehicle.

[0006] Every opportunity to reduce the significant range disadvantage of a fully electric land vehicle, especially at comfortable cruising speeds of approximately 120-130 km / h, or of a fully electric watercraft, should be used to increase the acceptance of electromobility.

[0007] Furthermore, buoyancy plays a very important safety role in land vehicles or watercraft designed for very high speeds.

[0008] In particular, winds striking the side of trucks, buses, large container ships, or passenger ships can massively impair the stability of such vehicles.

[0009] This also applies to followers, who may be thrown off balance by such events.

[0010] Driving instabilities caused by differences in load can also lead to such undesirable events. State of the art

[0011] Numerous approaches are known to passively address this problem, such as optimizing the aerodynamics of the land vehicle or watercraft, or of clothing or vehicle accessories, through appropriate shaping.

[0012] There are also some adaptive approaches described as active, such as a retractable spoiler or extendable flaps, which are described as active but ultimately only adapt the passive conditions - mostly to speed levels.

[0013] In aviation, active approaches, meaning those involving the active intake or expulsion of air, are indeed used or tested. For example, active boundary layer control is used on aircraft wings, such as by drawing in and expelling air from the boundary layer, to prevent boundary layer separation. This active boundary layer control, achieved through suction and expulsion, takes place exclusively on the wings and not on the fuselage. Its purpose is not to facilitate thrust, but rather to prevent dangerous flow separation on the wings.

[0014] Another active approach in aviation involves using the boundary layer to make the propulsion of an aircraft more efficient and to save fuel, the so-called boundary layer suction.

[0015] Since the boundary layer is already accelerated in the direction of flight by the aircraft's outer surface, less energy is required when the aircraft pushes off against this already accelerated air. This can contribute to approximately 5% greater efficiency.

[0016] By actively influencing the airflow around a vehicle, comparable advantages could also be achieved for land vehicles or watercraft. Furthermore, for land vehicles or watercraft, the safety-related aspects of less-than-optimal boundary layer control would be irrelevant—unlike in aviation—since a land vehicle or watercraft cannot crash due to flow complications, such as wing stall, as is inherent to its operation.

[0017] The use of a rear-mounted air propeller as a propulsion device is state of the art for land and watercraft, and watercraft or amphibious vehicles, such as hovercraft, are also known that are propelled on water by means of a rear-mounted air propeller. However, in these vehicles, the rear propeller is positioned relative to the vehicle surface in such a way that the air drawn in by the propeller has minimal prior contact with the vehicle's surface, i.e., with the boundary layer.

[0018] One of the purposes of the invention is to provide an alternative or improvement to the prior art.

[0019] In particular, it is a land vehicle (for example, as in Fig. 1, Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9) or a watercraft (for example, as in Fig. 2) characterized in that it has at least one device which draws in a fluid medium, for example air, and is positioned such that it draws in the boundary layer of the fluid medium, for example air, at the outer shell of the vehicle during the propulsion of the vehicle.

[0020] For land vehicles, it is irrelevant how many wheels they have or how many wheels they are propelled by, for example, also for motorized or unmotorized two-wheelers, such as bicycles, e-bikes, motorcycles, motorized or unmotorized three- or four-wheelers, or whether they have an alternative propulsion device, such as magnetic levitation trains, or whether they are track-bound or track-free, or whether the track binding is under or above the vehicle, or how the contact with the ground is made, for example, alternatively to wheels via runners in sled vehicles.

[0021] In particular, the actual active use and optimization of the airflow around the land vehicle or watercraft in the sense of a suction and ejection of the air boundary layer in combination with other measures during propulsion could prove to be advantageous.

[0022] Further advantages, features, and details of the invention will become apparent from the following description, in which exemplary embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can each be essential to the invention individually or in any combination.

[0023] It should be noted that the arrow directions and sizes are intended to depict air movements relative to the still air (11), and not, as is usually the case, relative to the vehicle, since the boundary layer does not flow along the vehicle—or, more accurately, the vehicle does not flow along the still air—but is moved along with the vehicle due to adhesion to it. This is intended to make it clear that the boundary layer itself has a velocity in the direction of travel. This velocity is the same in the layer closest to the vehicle as it is for the vehicle itself and decreases towards the outside. By definition, the boundary layer is the region in which a fluid medium reaches up to 99% of the velocity of a fluid medium flowing unimpeded around an obstacle.In the case of a vehicle being propelled through air, this means that the boundary layer is the area where the air being drawn along by the vehicle has a speed between 100% and 1% of the vehicle's speed.

[0024] In front of the vehicle, there is still still air (11). In the front area of ​​the vehicle, the air (2) is moved by the vehicle at almost 100% of the vehicle's speed. During normal forward propulsion, near the device (3) that directs the boundary layer to the intake and discharge device (1), the air, particularly in the outer layers of the boundary layer, is slowed down relative to the vehicle by the intake and discharge device (1) (12) and may have a slightly higher speed (5) at the intake and discharge device (1) compared to the outside air, or may even have reached the same speed, or its flow direction may already be reversed (6). All three states of the boundary layer, relative to the still air on the one hand and to the vehicle on the other, could be advantageous for the vehicle's propulsion.

[0025] Without boundary layer suction, the boundary layer thickness typically increases at the vehicle in the opposite direction of travel, potentially leading to increasing turbulence and boundary layer separation. A flow that is initially laminar can become turbulent, increasing shear stress drag and thus overall drag. By actively influencing the boundary layer, unfavorable flows can be transformed into flows that are beneficial for the vehicle's propulsion and stability.

[0026] They show: Fig. 1: A land vehicle, for example an automobile, with a suction and discharge device (1) at the rear Fig. 2: A watercraft, for example a motorboat, with a suction and discharge device (1) at the stern Fig. 3: A land vehicle, for example a two-wheeler, with a suction and discharge device (1) at the rear and at the helmet (18) Fig. 4: A land vehicle, for example a truck (semi-trailer truck) with suction and discharge devices (1) Fig. 5: Rear view of a truck or trailer with suction and discharge devices (1) Fig. 6: Rear view of a truck or trailer with intake and discharge devices (1) which have partially reversed intake directions (16) Fig. 7: A land vehicle, for example an automobile, with a suction and discharge device integrated into the rear bumper (1) Fig. 8: A land vehicle, for example an automobile, with an intake and discharge device (1) integrated into the rear bumper, which draws in air (16) and discharges it (17) in the direction of travel Fig. 9: A land vehicle, for example an automobile, with an intake and discharge device (1) which discharges the air away from the ground

[0027] In the figures, identical reference numerals are used for the same technical features even for different embodiments. Reference symbol: 1 Air intake and discharge device 2. Air that is located near the outer shell of the vehicle in the forward direction during the vehicle's propulsion and is dragged along by the vehicle, the so-called boundary layer. The length of the arrows is intended to approximately illustrate the relative speed and thickness of the boundary layer in relation to the air (11) that is located in front of the vehicle in the forward direction and ideally does not move until the vehicle has affected this air. 3 Device suitable for directing or diverting air (2) flowing around the vehicle near the outer shell into at least one intake and discharge device (1). 4 Device that prevents contact with the suction and discharge device (1) 5 Air flowing through the device (3), which is suitable for directing or diverting air flowing around the vehicle near its outer shell into at least one intake and discharge device (1), and which is modified in its speed, flow and, if applicable, direction through the intake and duct. 6 Air originating from an intake and discharge device (1) and flowing away from the vehicle 7. Device that prevents the suction of unwanted objects, such as small stones 8 Air located behind a vehicle whose flow conditions are changed by the air flowing away from the vehicle (6) 9 Opening of the device (3) for the air (12) that flows around the vehicle near the outer shell, and located near the device (3) which is suitable for directing or diverting air into the at least one intake and discharge device (1). 10 Opening of the device (3) for the air (5) which flows through the device (3) into the at least one intake and discharge device (1). 11 Air that is in front of the vehicle in the direction of travel before the vehicle has affected that air 12. Air located near the vehicle's outer shell during propulsion and drawn along by the vehicle, the so-called boundary layer, and located in front of the device (3) during propulsion, which is suitable for directing or guiding air into the at least one intake and discharge device (1). The length of the arrows is intended to approximately illustrate the relative speed and thickness of the boundary layer in relation to the air (11) located in front of the vehicle in the direction of travel before the vehicle has influenced this air. Due to the influence of the devices 1, 3, 9, 10, and 13, the properties of the boundary layer in this area have changed compared to when these devices are not present. 13. Guiding device that influences the properties of the air flowing around the vehicle, such as direction and flow behavior. 14 trailers 15 Transition between a towing vehicle and a trailer 16 air drawn in towards the direction of travel 17 air ejected in the direction of travel 18 Intake and ejection device for the boundary layer on the helmet 19 Boundary layer that forms at the helmet during the feed

[0028] The invention relates to the arrangement of at least one active intake and discharge device (1) such that the air (2, 12) drawn in by the at least one intake and discharge device (1) has previously flowed as close as possible to the outer shell of the land vehicle or watercraft, i.e. containing as large a proportion as possible of the boundary layer.

[0029] The invention relates to at least one device of land vehicles that is active at least during the forward motion (for example, as in Fig. 1, Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9) or watercraft (for example, as in Fig. 2), which, through their activity, changes the flows of the air (2, 12) drawn along by the vehicles into other flows (6).

[0030] Air intake and discharge are preferably effected by the same at least one device (1) suitable for this purpose, such as at least one air propeller, at least one propeller, or at least one paddle wheel. The air drawn in by the at least one device (1) is preferably discharged again in the same quantity. The air is preferably accelerated positively or negatively by the at least one device (1) by passing through it, depending on the reference velocity being considered.

[0031] It is also conceivable that at least two devices are arranged such that the intake of air (2, 12), which has previously flowed around the vehicle near its outer shell, is carried out primarily by means of at least one device, and the discharge (6) of the intake air is carried out primarily by means of at least one further device. To increase efficiency, it could be advantageous in terms of energy saving to use one and the same device (1) for moving the air in the sense of intake and discharge.

[0032] Preferably, the final point at which the expelled air flows away from the vehicle is different from the location of the ejection device or the intake and ejection device. The expelled air is preferably guided from the at least one ejection device or intake and ejection device to the point where it flows away from the vehicle by means of at least one further device.

[0033] In particular, it is a task to create framework conditions using at least one intake and discharge device (1) in order to utilize the positive effects of boundary layer manipulation, especially boundary layer intake, laminar flow and, in addition to a main propulsion device, propulsion-enhancing effects, for example of an air propeller or screw, for land vehicles (for example in Fig. 1, Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9) or watercraft (for example in Fig. 2) to utilize. All three effects, considered individually or in combination, can be advantageous in increasing the speed and efficiency of a land vehicle or a watercraft in terms of energy-saving operation and contributing to better driving stability.

[0034] Air currents that are unfavorable for propulsion or driving stability, particularly at the surface and especially at the rear of the land or water vehicle, could be transformed into flows that are desirable for driving stability and more efficient for propulsion (6). Actively influencing the airflow, for example by means of intake at the hull and discharge at the rear, rather than passively by means of aerodynamic surface shapes or inlets and outlets, can be advantageous in terms of increased driving stability.

[0035] To reduce noise pollution, it can also be advantageous to influence the airflow and thus the sound around and behind a land or water vehicle. Both turbulence and the direction of airflow affect sound generation, sound intensity, and sound propagation.

[0036] Last but not least, it can be advantageous for more efficient propulsion to utilize, for example, the principle of boundary layer intake for land vehicles or watercraft. In typical applications, it could be beneficial to draw in air at consistently high speeds in the opposite direction of travel and expel it in the opposite direction to achieve a propulsive effect in the direction of travel (see...). Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 7, Fig. 9).

[0037] It may turn out that, by means of boundary layer suction, less propulsion energy is required overall for the same speed in land vehicles or watercraft. The energy expended for the at least one intake and discharge device (1) and the at least one device (3) that deflects the air (2, 12) flowing around the vehicle into air (5) flowing into the at least one intake and discharge device (1) could be more than compensated for by the energy savings achievable by these devices for the main propulsion of the land vehicle or watercraft.

[0038] The land or watercraft is preferably designed such that its shape and / or surface texture offers as little resistance to the air as possible. This can be achieved, for example, through an aerodynamically advantageous shape, such as a streamlined form, and smooth surfaces. Any other surface structure that could favorably influence the airflow in terms of propulsion is also conceivable, such as the surface structure of a golf ball.In combination with the at least one intake and discharge device (1), it may be advantageous to modify the shape with respect to different flow patterns than those previously known, so that the airflow with the at least one intake and discharge device (1) in combination with the at least one device (3) that deflects the air (2, 12) flowing around the vehicle into air (5) flowing into the at least one intake and discharge device (1) is optimized. For example, to improve the efficiency of the invention, it could be advantageous to create the widest possible boundary layer before intake by suitable measures, shapes, or additional devices.

[0039] It could also be advantageous to generate a laminar airflow over the surfaces of the land vehicle or watercraft. Therefore, the shape and surfaces of the land vehicle or watercraft can be designed to ensure this in the desired areas. For example, it is conceivable that the airflow characteristics are influenced by at least one additional device (13), such as louvers or turbulators attached to the hull of the land vehicle or watercraft and oriented in the direction of travel. Similarly, it is conceivable that objects or clothing worn by people who come into contact with the air are designed accordingly.

[0040] To preferably draw in the portion of the airflow (2, 12) that is located as close as possible to the outer shell of the land vehicle or watercraft, the land vehicle or watercraft can have at least one device (3), such as tunnels or louvers, that deflects this portion of the air (5) into the at least one intake and discharge device (1). This at least one device (3) is preferably adjustable in its opening size and other flow options.

[0041] It is also conceivable that objects or clothing belonging to people, which themselves come into contact with the air, such as roof or rear luggage boxes, other accessories, helmets, or motorcycle clothing, are designed in a corresponding manner to ensure optimized interaction with the intake and discharge device (1) of the respective vehicle. In addition to an optimized design, even additional boundary layer intake devices at the rear of roof boxes or at the "rear" of, for example, helmets (18) are conceivable and could be advantageous, for instance, in racing clothing.

[0042] Furthermore, it can be advantageous to adjust the respective intake and discharge conditions of the individual surfaces, such as the front, sides, roof, floor, or rear, to the specific land or watercraft. It is also conceivable that these conditions vary at different speeds. It is possible that these settings could be changed both manually and automatically.

[0043] The at least one intake and discharge device (1) is preferably designed as an air screw or a propeller. Designed in this way, the same device (1) could draw in air on one side and discharge it on the opposite side. Other embodiments that both draw in and discharge air are also conceivable. Preferably, such a device is driven by an electric motor. Preferably, the electric motor can be operated as a generator.

[0044] The air is preferably directed into the at least one intake and discharge device (1) by means of at least one device (3) suitable for this purpose, which, for example, has inlets, channels, skirts, or louvers. For this purpose, the at least one device (3), suitable for directing and / or directing the air into the at least one intake and discharge device (1), is preferably located as far as possible on the portion of the vehicle opposite the direction of travel, generally near the rear. It is also conceivable that it is located at any other point on the vehicle, for example, at the front. It can be advantageous to minimize the surface area of ​​the outer surfaces of the at least one device (3), suitable for directing and / or directing the air (2, 12) flowing around the vehicle into the at least one intake and discharge device (1).

[0045] It may be advantageous to be able to completely or partially close off the at least one device (3) that is suitable for directing and / or steering the air flowing around the vehicle (2, 12) into the at least one intake and discharge device (1) in order to vary the quantity, intensity, and direction of the air intake of the respective surfaces and the discharge of the intake air. It may be advantageous to be able to adjust these variations manually; preferably, they can be automatically adjusted to the respective situation by a chip control system.

[0046] For example, designed as a flat air propeller or as an air screw, such an intake and discharge device (1) can be integrated very well visually into the design of the respective land vehicles ( Fig. 1, Fig. 2, Fig. 3, Fig. 7, Fig. 8, Fig. 9) or watercraft ( Fig. 2) be integrated. Land vehicles often already have a similarly designed spare wheel housing at the rear. In most cases, it is possible and could be advantageous to integrate such a device (1) into the rear bumper of land vehicles ( Fig. 7, Fig. 8, Fig. 9) or watercraft, the discharge opening imitating, for example, an exhaust opening ( Fig. 7, Fig. 8), or to integrate it into the trunk lid. Land vehicles and watercraft, for example, offer many possibilities at the rear to integrate at least one discharge opening in a visually appealing way, for example as a slot.

[0047] Two-wheelers (for example, as in Fig. 3) have unused areas behind the driver that could be used to integrate the at least one intake and discharge device (1). It could prove advantageous, for example, to integrate the at least one intake and discharge device (1) into a luggage compartment.

[0048] The at least one intake and discharge device (1) preferably includes a device (4), for example designed as an air-permeable hood or metal or plastic grille, which prevents injury to people or larger animals during use or in the event of an accident. Preferably, such a hood restricts the intake and discharge of air in the desired direction as little as possible.

[0049] Furthermore, it can be advantageous for a device (7), for example designed as a sieve or filter, to prevent the intake of unwanted objects, such as small stones. Preferably, such a hood restricts the intake and discharge of air in the desired direction as little as possible.

[0050] Land vehicles with this at least one intake and discharge device (1) preferably have a further, preferably primary, drive for propulsion. In land vehicles, the power transmission for propulsion preferably occurs via at least one wheel. Other known power transmission devices, such as chains or magnetic fields, as in a magnetic levitation train, are also conceivable. In watercraft with this at least one intake and discharge device (1), the primary power transmission for propulsion preferably occurs via a water propeller, which is preferably located mostly or entirely below the water's surface.

[0051] Depending on the preferred use of the respective land or watercraft, a wide variety of intake and discharge directions, intake and discharge volumes, and intake and discharge intensities are conceivable. It can be advantageous to adapt the respective intake and discharge ratios of the airflow over the various surfaces of the land or watercraft, such as the front, sides, roof, or rear, to the specific vehicle, the direction of travel, the speed, and the prevailing external conditions.

[0052] While suction at the bottom of land vehicles could be conceivable and advantageous, it is generally not advisable due to the possibility of foreign objects, such as small stones or similar items, being sucked in, and for watercraft due to the water that would be sucked in.

[0053] If, for example, preferential air intake at one surface area would lead to more lift at the rear, which could be detrimental to the driving stability of land vehicles, this disadvantage could be mitigated by means of an exhaust outlet at the rear that is angled downwards and upwards (as exemplified in Fig. 9) must be corrected again, as this could exert pressure on the rear of the vehicle in the direction of the ground, which would counteract the lift.

[0054] In contrast, for watercraft that tend to have their bow lift at high speeds, resulting in reduced stability and potentially even capsizing due to excessive lift at the bow, the preferential intake of air at defined surface areas and the discharge of air towards the water at the stern could raise the stern and lower the bow.

[0055] Thus, it could be advantageous for tall land vehicles or watercraft, such as off-road vehicles or similar land vehicles, vans, box trucks, lorries and buses, to draw in and expel air preferably at the side surfaces or preferably at the roof area in order to improve the vehicle's driving stability (see Fig. 5) .

[0056] Asymmetrical intake of the side sections and asymmetrical discharge could be advantageous in cornering situations to optimize efficiency and stability, preferably in racing cars, trucks or trailers, or to compensate for driving instabilities caused by load differences.

[0057] Especially with trucks, buses, large container ships, cruise ships, and land or watercraft designed for very high speeds, air resistance and turbulence around the body, particularly at the rear, play a significant role. This also applies to trailers without their own propulsion system. It could be advantageous to stabilize these vehicles by means of asymmetrical intake and exhaust of the surrounding air if they begin to wobble or are caught by crosswinds. For example, it could be beneficial to reverse the intake and exhaust directions on one side (as exemplified in...). Fig. 6) It could also be advantageous to modify the airflow at the rear by ejecting the air from the back. This could not only stabilize and improve the vehicle's forward momentum, but also reduce the suction effect that a passing vehicle exerts on its surroundings.

[0058] In these and other situations, such as when the vehicle is braking, actively influencing the airflow around a vehicle could also be advantageous.

[0059] It is conceivable, therefore, to switch off the intake and discharge direction (1) in certain situations or to reverse the airflow within it or by means of at least one further intake and discharge device. It could also be advantageous to draw in air in the direction of travel (16) and discharge it in the direction of travel (17). This could, for example, result in an additional braking effect from the then increasing air resistance due to additional acceleration of the boundary layer in the direction of travel during the braking maneuver (see Figure 1). Fig. 8) The additional, albeit possibly slight, negative acceleration of the vehicle due to the increase in air resistance and the intake of the air (16) pressing against the vehicle at the rear during braking could be advantageous in terms of damage mitigation. Even the presence of the air openings (9) of the device (3), which is suitable for directing the air flowing around the vehicle (2, 12) into the at least one intake and discharge device (1), could be advantageous in terms of additional deceleration of the vehicle if the intake and discharge device (1) is not active in certain situations or switches to generator operation and the air openings exert additional air resistance. It is also conceivable that an additional acceleration of the boundary layer in the direction of travel could be advantageous for the efficiency or stability of the vehicle in other driving situations.It is also conceivable that a generator operation of the intake and discharge device is used for energy recovery.

[0060] Especially with land vehicles or watercraft with high air resistance, actively altering the airflow could not only be advantageous for the individual vehicle in terms of energy efficiency and driving stability, but, since these vehicles often travel in convoys, could also lead to additive benefits for all vehicles in the group by changing the flow conditions at the rear of each individual vehicle. In normal traffic, vehicles rarely travel so close together that the so-called slipstream could be advantageous for a following vehicle. Rather, following vehicles tend to enter the turbulence of a preceding vehicle. Thus, it can also prove advantageous for the following vehicle to alter the flow conditions (8) behind a vehicle, for example, a truck. (as exemplified in Fig. 4).

[0061] Since the individual wagons of a land vehicle, especially a freight train, also travel in a sort of column, it can be useful to draw in the boundary layer at transitions (15) between a tractor to a trailer (14) or two wagons and to eject it again in an aerodynamically favorable manner.

[0062] It may also be advantageous to equip the trailers (14) themselves with at least one intake and discharge device (1) in order to improve both the aerodynamic properties and the driving stability.

[0063] Even in a high-speed passenger train, it can be advantageous to optimize the intake and discharge of the boundary layer to improve efficiency. This can also be beneficial for a magnetic levitation train. Similarly, it can be advantageous to redirect the airflow at the rear of these vehicles by means of an intake and discharge device (1) into flows that are more favorable for propulsion (6), for example.

[0064] Electrically powered land vehicles or watercraft have the great advantage that the energy source for operating the intake and discharge device (1), for example a propeller or screw driven by an electric motor, is already available as an electric battery and the required electricity does not have to be generated by an additional generator or an additional battery is required.

[0065] Furthermore, for a purely land-based vehicle, it can be advantageous to use an air propeller at the rear as an additional propulsion device, alongside power transmission from an engine to the wheels or other devices such as tracks or legs, or via magnetic fields, as in a maglev train. Land vehicles used exclusively on land currently utilize either an air propeller or another propulsion device.

[0066] Similarly, for a vessel designed exclusively for water, it can be advantageous to use an air propeller in addition to a water propeller as a propulsion device. Vessels used exclusively on water currently utilize either a water propeller or another propulsion device.

[0067] In particular, the additional use of at least one air propeller at the rear, alongside a main propulsion device, can be advantageous for actively optimizing the airflow around a land vehicle or watercraft.

[0068] The preceding explanation of the embodiments describes the present invention solely by way of examples. Naturally, individual features of the embodiments can be freely combined with one another, provided this is technically feasible, without departing from the scope of the present invention.

Claims

[1] Land vehicle or watercraft, characterized by , that it has at least one device which draws in a fluid medium, for example air, and is positioned such that it draws in the boundary layer of the fluid medium, for example air, at the outer shell of the vehicle during the propulsion of the vehicle. [2] Vehicle accessories, characterized by , that in addition to at least one other function, such as luggage transport, it has at least one device that draws in a fluid medium, for example air, and is positioned in such a way that it draws in the boundary layer of the fluid medium, for example air, at the outer shell of the vehicle accessory during the advancement of the vehicle accessory. [3] Clothing worn while a vehicle is in motion and forms part of the outer surface of a vehicle in operation, such as a helmet, characterized bythat it has at least one device which draws in a fluid medium, for example air, and is positioned such that it draws in the boundary layer of the fluid medium, for example air, at the outer shell of the clothing during the propulsion of the vehicle. [4] Device according to any one of the preceding claims, characterized by , that the at least one device which draws in a fluid medium, for example air, draws in various boundary layers that arise during the propulsion of the vehicle, for example of the vehicle and the vehicle accessories or for example of the vehicle and the clothing or for example of the vehicle accessories and the clothing or for example of the clothing, the vehicle accessories and the vehicle. [5] Device according to any one of the preceding claims, characterized by that it has at least one device that ejects the fluid medium, for example air, that is drawn in. [6] Device according to any one of the preceding claims, characterized by , that...... the at least one device that draws in air and the at least one device that expels air are at least the same device. [7] Device according to any one of the preceding claims, characterized by that the ejected medium, for example air, flows away from the vehicle. [8] Device according to any one of the preceding claims, characterized by that it has at least one device which has at least one opening on at least sections of the outer shell of the vehicle or vehicle accessories or clothing into which the fluid medium, for example air, is drawn in by suction and at least one further opening from which the fluid medium, for example air, is drawn out. [9] Device according to any one of the preceding claims, characterized bythat it has at least one device that directs a fluid medium, for example air, from the at least one opening to the at least one further opening. [10] Device according to any one of the preceding claims, characterized by that it has at least one device which directs a fluid medium, for example air, from the device which ejects or draws in and ejects a fluid medium, for example air, to at least one opening from which the ejected medium, for example air, flows away from the vehicle. [11] Device according to any one of the preceding claims, characterized by , that it is designed in such a way that the respective intake and discharge conditions of the fluid medium, for example air, can be varied on the respective surfaces of the vehicle or vehicle accessories or clothing, for example front part, side parts, roof part, rear part, floor part. [12] Device according to any one of the preceding claims, characterized by , that it is designed in such a way that variations in the properties, such as quantity, flow rate and direction, of at least one proportion of the fluid medium, for example air, directed into the at least one device that draws in or draws in and ejects a fluid medium, for example air, are possible. [13] Device according to any one of the preceding claims, characterized by , that it is designed in such a way that variations in the quantity, speed and direction of the ejected fluid medium, for example air, are possible. [14] Device according to any one of the preceding claims, characterized by that the vehicle has at least one propulsion device which ensures the propulsion of the vehicle without the operation of the at least one device which draws in or discharges or draws in and discharges a fluid medium, for example air. [15] Device according to any one of the preceding claims, characterized by , that at least one of the devices of the preceding claims has a self-regulating feature. [16] Device according to any one of the preceding claims, characterized by that at least one intake device or at least one discharge device or at least one intake and discharge device has an electric motor drive, preferably with generator operation.

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