Active Drag-Reduction System Using Variable Pressure Fluid Outlets
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Solution Overview
Problem
Vehicles experience significant drag due to turbulent and vortex flows, which lead to inefficiencies and safety hazards, particularly with wingtip vortices persisting for extended periods around airfields, necessitating a reduction in all forms of trailing vortices and vortex drag.
Innovation Solution
An active drag-reduction system is implemented, featuring fluid outlets that inject air at varying pressures and velocities into turbulent and low-pressure regions adjacent to the vehicle, promoting laminar flow and reducing drag by filling and modifying these regions, with the system comprising multiple fluid outlets and a vortex tube to supply high and low-temperature gases for optimal drag reduction.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If fluid is injected into turbulent regions to reduce drag, then drag reduction is achieved, but device complexity increases due to multiple fluid outlets and pressure systems
Solution Approach 1:
The system divides the fluid injection function into multiple separate outlets (first fluid outlets and second fluid outlets) positioned at different locations around the vehicle. Each outlet targets specific turbulent regions independently, allowing precise control of flow injection at different pressures and velocities to address different aspects of drag reduction
Solution Approach 2:
The system applies different fluid injection characteristics (pressure, velocity, temperature) to different locations around the vehicle based on local flow conditions. High-pressure injection is applied where needed most, while lower-pressure injection is used in other regions, optimizing drag reduction while managing system complexity
2Stability of the object's composition
If high pressure fluid is injected into low pressure regions to reduce turbulence, then turbulent flow is reduced, but energy consumption increases
Solution Approach 1:
The system applies high-pressure fluid injection only at specific locations where low-pressure turbulent regions are most problematic, rather than uniformly across the entire vehicle. The first and second fluid outlets are strategically positioned to target the most critical areas, minimizing overall energy consumption while achieving flow stabilization
Solution Approach 2:
The system varies fluid injection parameters (pressure, velocity, temperature) based on local conditions. The vortex tube generates both high-temperature and low-temperature fluids, and the system selects appropriate injection parameters for different regions to reduce turbulence with minimum energy expenditure
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 minimizes drag by converting turbulent and low-pressure regions into laminar flow, reducing vortex persistence and enhancing vehicle efficiency and safety by dissipating vortices quickly, thereby improving aerodynamic performance and safety around airfields.
Implementation Method 1
a fluid supply system configured to: provide fluid at a first pressure and/or first ejection velocity to the at least one first fluid outlet; and provide fluid at a second pressure and/or second ejection velocity to the at least one second fluid outlet, wherein the second pressure and/or second ejection velocity is greater than the first pressure and/or first ejection velocity, respectively
Implementation Method 2
the fluid ejected into the at least one region may act to draw adjacent laminar flow toward it (e.g. in accordance to Bernoulli's principle)
Implementation Method 3
with the system comprising multiple fluid outlets and a vortex tube to supply high and low-temperature gases for optimal drag reduction
Implementation Method 4
promoting laminar flow and reducing drag by filling and modifying these regions
Data Source
AI summary
There is provided an active drag-reduction system having 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 may inject 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.