Active Drag-Reduction System Using Exhaust Gas Injection
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Solution Overview
Problem
Vehicles experience significant drag due to turbulent and low-pressure regions, particularly vortex drag, which can persist and pose safety risks and efficiency issues, and existing methods to reduce drag are limited in effectiveness and practicality.
Innovation Solution
An active drag-reduction system using convergent and divergent propelling nozzles to inject gas into turbulent and low-pressure regions, employing a tip ring or elliptic sharp tipped shallow lobed nozzle design to encourage laminar flow and reduce drag by modifying the size and shape of these regions, and utilizing exhaust gases to power the system, thereby eliminating vortices and improving aerodynamics.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If vehicles move at high speed, then propulsion power is improved, but drag force increases significantly due to turbulent and vortex regions
Solution Approach 1:
The patent utilizes the vehicle's own exhaust gases, which would otherwise be wasted energy, to actively reduce drag by injecting them into turbulent wake regions. This converts a harmful waste product into a beneficial flow control mechanism that reduces vortex intensity and drag force, allowing higher speeds with reduced net drag.
Solution Approach 2:
The system employs pneumatic injection of exhaust gases through nozzles positioned in the vehicle wake. By controlling the pressure and direction of gas injection, the system actively manipulates the turbulent flow structure, reducing vortex intensity and drag forces without mechanical contact with the wake region.
2Force
If conventional drag reduction methods are used, then some drag reduction is achieved, but effectiveness is limited and practicality is compromised
Solution Approach 1:
The exhaust system serves dual functions: traditional exhaust gas discharge and active drag reduction through wake injection. This multi-functionality eliminates the need for separate drag reduction equipment, reducing overall system complexity while maintaining effectiveness. The same exhaust gases and infrastructure are utilized for both purposes.
Solution Approach 2:
The system uses the vehicle's own exhaust gases and existing exhaust infrastructure to provide drag reduction, rather than requiring external power sources or additional complex equipment. The exhaust system serves itself by redirecting its own output for beneficial flow control purposes.
3Weight of moving object
If exhaust gases are used to power the alternator, then engine size and weight are reduced, but system integration complexity increases
Solution Approach 1:
The patent combines the exhaust energy recovery system (powering the alternator) with the drag reduction system (exhaust injection into wake). Both functions utilize the same exhaust gas flow and are integrated into a unified system architecture, reducing overall complexity compared to having separate systems for each function.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system effectively reduces drag by converting turbulent flow into laminar flow, minimizing vortex persistence, and enhancing aerodynamic efficiency while also providing a more compact and efficient engine configuration by utilizing exhaust gases to power the alternator, thus reducing engine size and weight.
Implementation Method 1
The system effectively reduces drag by converting turbulent flow into laminar flow
Implementation Method 2
at least one convergent propelling nozzle located adjacent to a boundary of the at least one region; at least one divergent propelling nozzle located adjacent to the at least one region
Data Source
AI summary
An active drag-reduction system has first 22 and second 24 fluid outlets located on a vehicle 10 adjacent to a low pressure (drag) region 12, wherein fluid ejected from the second fluid outlet 24 is at a higher pressure/ejection velocity than from the first fluid outlet 22. Turbulent and/or low pressure regions adjacent to vehicles are not uniform, but rather have a varying intensity. For instance, the centre of a region may have a lower pressure and/or more turbulent nature than the periphery of the region. The system injects relatively higher pressure air or relatively higher speed air into the relatively lower pressure/more turbulent part of the low pressure/turbulent region, and relatively lower pressure air or relatively lower speed air into the relatively higher pressure/less turbulent part of the low pressure/turbulent region, compared to each other.