A device cooling system, comprising: a device to be cooled; a first compressor configured to produce a first stream of gas; and a first air amplifier (11) arranged to receive the first stream of gas and eject the first stream of gas over a Coanda surface (13), the first air amplifier (11) configured to entrain ambient air from an inlet with the ejected first stream of gas to produce a second stream of gas, wherein the inlet of the first air amplifier is disposed adjacent to the device to be cooled and the first air amplifier is arranged to draw air into the inlet from around the device to be cooled.
F16D 65/807 - Caractéristiques relatives au refroidissement pour freins à action extérieure avec système de refroidissement ouvert, p. ex. refroidis par air
F16D 65/827 - Caractéristiques relatives au refroidissement pour freins à action intérieure avec système de refroidissement ouvert, p. ex. refroidis par air
F16D 65/847 - Caractéristiques relatives au refroidissement pour freins à disques avec système de refroidissement ouvert, p. ex. refroidis par air
In vehicles moving at relatively high speed, air movement around a brake assembly makes it very difficult to collect particulate matter created during braking. To surround such disc brake assemblies with a vessel to prevent the particulates from being lost would risk overheating of the disc brakes, by virtue of their primary means of cooling being prevented; namely the passage of air thereover. A first fan 11 introduces air into the vessel 7 and a second fan 15 draws air out of the vessel 7. In this way, a first fan 11 may actively introduce air into a vessel 7 surrounding the disc brake assembly 1,5 to replace that air that would otherwise by naturally incident, thereby simultaneously preventing loss of particulates to the surrounding environment before they have the chance to be vacuumed-up by the second fan 15 and enabling adequate cooling of the disc brake assembly 1,5.
Various types of forced induction systems are known for various types of internal combustions engines, including turbochargers and superchargers typically used in cars. The present system includes a first compressor 2 configured to produce a first stream of gas 3, an air multiplier 4 arranged to receive the first stream of gas 3 and eject the first stream of gas 3 over a Coandă surface, the air multiplier 4 configured to entrain ambient air 5 with the ejected first stream of gas to produce a second stream of gas 8, and a second compressor 9 arranged to receive the second stream of gas 8, and configured to compress the second stream of gas 8 for supply to an internal combustion engine. In this way, a mass of air being introduced into an internal combustion engine can be increased, by virtue of the air multiplier 4 upstream of the second compressor 9.
F02B 37/007 - Moteurs caractérisés par l'utilisation de pompes entraînées au moins temporairement par les gaz d'échappement les pompes entraînées par les gaz d'échappement étant disposées en parallèle
F02B 29/02 - Autres caractéristiques de la dynamique des fluides propres aux systèmes d'admission pour améliorer le volume de la charge
F02B 33/00 - Moteurs caractérisés par l'utilisation de pompes d'alimentation ou de balayage
F02B 33/32 - Moteurs avec pompes autres que celles du type à piston alternatif
F02B 37/013 - Moteurs caractérisés par l'utilisation de pompes entraînées au moins temporairement par les gaz d'échappement les pompes entraînées par les gaz d'échappement étant disposées en série
F02B 37/04 - Moteurs avec entraînement des pompes par les gaz d'échappement et par d'autres moyens, p. ex. avec une pompe entraînée par les gaz d'échappement et une seconde pompe entraînée mécaniquement
F02M 35/024 - Épurateurs d'air faisant usage de filtres, p. ex. humides
4.
ACTIVE DRAG-REDUCTION SYSTEM AND A METHOD OF REDUCING DRAG EXPERIENCED BY A VEHICLE
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.
The present invention provides a vortex tube (3) for supplying a cooled stream of air (5) and a heated stream of air (7) at a temperature substantially different from ambient temperature toward a vehicle personnel compartment (17) to regulate its temperature. Outlets (13) and (15) and control valves (23,25) are provided.
F25B 9/04 - Machines, installations ou systèmes à compression dans lesquels le fluide frigorigène est l'air ou un autre gaz à point d'ébullition peu élevé utilisant l'effet Joule-ThompsonMachines, installations ou systèmes à compression dans lesquels le fluide frigorigène est l'air ou un autre gaz à point d'ébullition peu élevé utilisant l'effet vortex utilisant l'effet vortex
F25B 9/00 - Machines, installations ou systèmes à compression dans lesquels le fluide frigorigène est l'air ou un autre gaz à point d'ébullition peu élevé
B60H 1/00 - Dispositifs de chauffage, de refroidissement ou de ventilation
Although gearboxes are designed to operate over a wide range of temperatures, problems can still occur if a gearbox is too cold, or if a gearbox overheats. Conventional approaches to cooling gearboxes involve the supply of a suitable amount of lubricant to act as a heat sink or coolant; if overheating is still a problem, using a greater quantity of lubricant and moving it toward and away from the gearbox more quickly is often tried. To mitigate the effects of a cold gearbox, often merely an alternative lubricant is chosen to be more effective at lower temperatures. The present invention provides a vortex tube 3 for supplying a stream of air 5 at a temperature substantially different from ambient temperature toward a gearbox to regulate its temperature.
F25B 9/04 - Machines, installations ou systèmes à compression dans lesquels le fluide frigorigène est l'air ou un autre gaz à point d'ébullition peu élevé utilisant l'effet Joule-ThompsonMachines, installations ou systèmes à compression dans lesquels le fluide frigorigène est l'air ou un autre gaz à point d'ébullition peu élevé utilisant l'effet vortex utilisant l'effet vortex
F16H 57/04 - Caractéristiques relatives à la lubrification ou au refroidissement
7.
A FORCED INDUCTION SYSTEM AND METHOD OF FORCED INDUCTION FOR AN INTERNAL COMBUSTION ENGINE
Various types of forced induction systems are known for various types of internal combustions engines, including turbochargers and superchargers typically used in cars. The present system includes a first compressor (2) configured to produce a first stream of gas (3), an air multiplier (4) arranged to receive the first stream of gas (3) and eject the first stream of gas (3) over a Coanda surface, the air multiplier (4) configured to entrain ambient air (5) with the ejected first stream of gas to produce a second stream of gas (8), and a second compressor (9) arranged to receive the second stream of gas (8), and configured to compress the second stream of gas (8) for supply to an internal combustion engine. In this way, a mass of air being introduced into an internal combustion engine can be increased, by virtue of the air multiplier upstream of the second compressor.
F02B 33/32 - Moteurs avec pompes autres que celles du type à piston alternatif
F02B 37/013 - Moteurs caractérisés par l'utilisation de pompes entraînées au moins temporairement par les gaz d'échappement les pompes entraînées par les gaz d'échappement étant disposées en série
F02B 37/04 - Moteurs avec entraînement des pompes par les gaz d'échappement et par d'autres moyens, p. ex. avec une pompe entraînée par les gaz d'échappement et une seconde pompe entraînée mécaniquement
F02B 33/00 - Moteurs caractérisés par l'utilisation de pompes d'alimentation ou de balayage
F02M 35/10 - Tubulures d'admission de l'airSystèmes d'introduction
F02B 29/02 - Autres caractéristiques de la dynamique des fluides propres aux systèmes d'admission pour améliorer le volume de la charge
F04F 5/16 - Pompes à jet, p. ex. dispositifs dans lesquels le flux est produit par la chute de pression causée par la vitesse d'un autre fluide le fluide inducteur étant un fluide compressible déplaçant des fluides compressibles
F04F 5/18 - Pompes à jet, p. ex. dispositifs dans lesquels le flux est produit par la chute de pression causée par la vitesse d'un autre fluide le fluide inducteur étant un fluide compressible déplaçant des fluides compressibles pour les comprimer
The most notable method of producing downforce in a vehicle 1 is to include an aerofoil, wing or spoiler. The present invention provides an alternative in which an air multiplier 11 induces airflow from an air intake 7 on an underside of the vehicle 1. In this way, air can be drawn out from beneath a vehicle 1 in order create downforce. In this way, downforce may be maintained when manoeuvring, and in particular when cornering.
Wind turbines are often located in extreme conditions where temperatures can vary widely beyond those encountered in everyday life. High and low temperatures can affect the performance of wind turbine blades, for example by expansion or contraction of the materials from which they are constructed, build-up of ice on external surfaces thereof, and/or changes to flexibility or resilience of components. The present invention provides a wind turbine in which temperature-controlled pressurised air may be conveyed to air outlets 21 on the blades 1. In this way, air of a chosen temperature may be conveyed to the outlets so as to prevent undesirable temperature effects on the turbine blades.
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.
The action of braking generates massive amounts of heat. It is known to install brake ducts 9, which channel air from the front of the vehicle to the brake discs 17. The air introduced by the brake ducts 9 is at an ambient temperature, much cooler than the brakes, and the airflow is closer to laminar (rather than turbulent) and continuously moves the hotter air away. This allows the brakes to shed heat at a faster rate and dramatically lowers the average operating temperature. The present invention provides a vortex tube 3 for supplying a stream of air 5 at a temperature substantially different from ambient temperature into brake ducts 9 to improve efficiency of the brake ducts 9.
F16D 65/847 - Caractéristiques relatives au refroidissement pour freins à disques avec système de refroidissement ouvert, p. ex. refroidis par air
B60T 17/00 - Éléments, parties constitutives ou accessoires des systèmes de freins non couverts par les groupes , ou , ou présentant d'autres caractéristiques intéressantes
F16D 65/78 - Caractéristiques relatives au refroidissement
12.
Active drag-reduction system and a method of reducing drag experienced by a vehicle
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.
The action of braking generates massive amounts of heat. It is known to install brake ducts (9), which channel air from the front of the vehicle to the brake discs (17). The air introduced by the brake ducts (9) is at an ambient temperature, much cooler than the brakes, and the airflow is closer to laminar (rather than turbulent) and continuously moves the hotter air away. This allows the brakes to shed heat at a faster rate and dramatically lowers the average operating temperature. The present invention provides a vortex tube (3) for supplying a stream of air (5) at a temperature substantially different from ambient temperature into brake ducts (9) to improve efficiency of the brake ducts (9).
It is desirable to minimise all forms of trailing vortices from a moving vehicle, whether they are from turbulent form drag of a vehicle or from vortex drag. Wingtip vortices on aircraft can persist for relatively long times (of the order of several minutes after the passage of an aircraft) which can cause danger to other aircraft, in particular around airfields where time must be left between subsequent take-offs and/or landings on a given runway for such vortices to dissipate. According to a first aspect of the present invention, 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. In this way, therefore, the present invention allows the system of the present invention to 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.
The action of braking generates massive amounts of heat. It is known to install brake ducts (9), which channel air from the front of the vehicle to the brake discs (17). The air introduced by the brake ducts (9) is at an ambient temperature, much cooler than the brakes, and the airflow is closer to laminar (rather than turbulent) and continuously moves the hotter air away. This allows the brakes to shed heat at a faster rate and dramatically lowers the average operating temperature. The present invention provides a vortex tube (3) for supplying a stream of air (5) at a temperature substantially different from ambient temperature into brake ducts (9) to improve efficiency of the brake ducts (9).
The blades of conventional wind turbines almost always have adjustable pitch; that is, they can be pivoted about their length in order to change the angle of attack of the blades to the wind. This is necessary, because the effective angle of attack varies with both wind speed and rotational speed. In particular, in extremely high wind speeds, the blades can be 'feathered' to reduce the amount of torque being imparted to the turbine. The present invention provides a wind turbine in which pressurised air may be conveyed to air outlets 21 on the blades 1. In this way, the aerodynamic behaviour of the blade 1 may be controlled, effectively feathering the blade without needing a robust mechanical system for pivoting the blade.
One of the major causes of drag in vehicles is due to the low pressure and/or turbulent vortex region behind the vehicle. In some vehicles multiple smaller vortices may form around the vehicle, and elimination of these through shaping of bodywork of vehicles is common practice to increase efficiency of the vehicle. According to the invention, there is provided a vehicle configured such that, when moving at a speed above a predetermined threshold speed, at least one turbulent and/or low pressure region 190 is formed adjacent to the vehicle, the vehicle comprising: at least one propelling nozzle 200 located adjacent to the at least one region; and a system for providing gas to the at least one nozzle 200 for expulsion into the at least one region 190.
One of the major causes of drag in vehicles is due to the low pressure and/or turbulent vortex region behind the vehicle. In some vehicles multiple smaller vortices may form around the vehicle, and elimination of these through shaping of bodywork of vehicles is common practice to increase efficiency of the vehicle. According to the invention, there is provided a vehicle configured such that, when moving at a speed above a predetermined threshold speed, at least one turbulent and/or low pressure region 190 is formed adjacent to the vehicle, the vehicle comprising: at least one propelling nozzle 200 located adjacent to the at least one region; and a system for providing gas to the at least one nozzle 200 for expulsion into the at least one region 190.
B62D 35/00 - Caisses de véhicule caractérisées par leur aérodynamisme
B62D 37/00 - Stabilisation des caisses de véhicules sans agir sur les dispositifs de suspension
B62D 37/02 - Stabilisation des caisses de véhicules sans agir sur les dispositifs de suspension par moyens aérodynamiques
F01D 15/10 - Adaptations pour la commande des générateurs électriques ou combinaisons avec ceux-ci
F01N 5/04 - Silencieux ou dispositifs d'échappement combinés ou associés à des dispositifs bénéficiant de l'énergie des gaz évacués les dispositifs utilisant l'énergie cinétique
F01N 13/08 - Autres aménagements ou adaptations des tubulures d'échappement
F02B 37/00 - Moteurs caractérisés par l'utilisation de pompes entraînées au moins temporairement par les gaz d'échappement
F02B 67/08 - Moteurs caractérisés par l'agencement d'appareils auxiliaires non prévu ailleurs, p. ex. un appareil ayant des fonctions différentesEntraînement non prévu ailleurs de ces appareils auxiliaires par les moteurs à entraînement non mécanique des appareils auxiliaires
19.
A FORCED INDUCTION SYSTEM AND METHOD OF FORCED INDUCTION FOR AN INTERNAL COMBUSTION ENGINE
Various types of forced induction systems are known for various types of internal combustions engines, including turbochargers and superchargers typically used in cars. The present system includes a first compressor (2) configured to produce a first stream of gas (3), an air multiplier (4) arranged to receive the first stream of gas (3) and eject the first stream of gas (3) over a Coanda surface, the air multiplier (4) configured to entrain ambient air (5) with the ejected first stream of gas to produce a second stream of gas (8), and a second compressor (9) arranged to receive the second stream of gas (8), and configured to compress the second stream of gas (8) for supply to an internal combustion engine. In this way, a mass of air being introduced into an internal combustion engine can be increased, by virtue of the air multiplier upstream of the second compressor.
F02B 29/02 - Autres caractéristiques de la dynamique des fluides propres aux systèmes d'admission pour améliorer le volume de la charge
F02B 33/32 - Moteurs avec pompes autres que celles du type à piston alternatif
F04F 5/16 - Pompes à jet, p. ex. dispositifs dans lesquels le flux est produit par la chute de pression causée par la vitesse d'un autre fluide le fluide inducteur étant un fluide compressible déplaçant des fluides compressibles
F04F 5/18 - Pompes à jet, p. ex. dispositifs dans lesquels le flux est produit par la chute de pression causée par la vitesse d'un autre fluide le fluide inducteur étant un fluide compressible déplaçant des fluides compressibles pour les comprimer
It is desirable to minimise all forms of trailing vortices from a moving vehicle. The present invention provides an active drag-reduction system having first (22) and second (24) fluid outlets located on a vehicle (10) adjacent to a low pressure 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. The present invention allows higher pressure/speed air to be injected into lower pressure / more turbulent parts, and lower pressure/speed air to be injected into higher pressure / less turbulent parts.
One of the major causes of drag in vehicles is due to the low pressure and/or turbulent vortex region behind the vehicle. In some vehicles multiple smaller vortices may form around the vehicle, and elimination of these through shaping of bodywork of vehicles is common practice to increase efficiency of the vehicle. According to the invention, there is provided a vehicle configured such that, when moving at a speed above a predetermined threshold speed, at least one turbulent and/or low pressure region 190 is formed adjacent to the vehicle, the vehicle comprising: at least one propelling nozzle 200 located adjacent to the at least one region; and a system for providing gas to the at least one nozzle 200 for expulsion into the at least one region 190.
One of the major causes of drag in vehicles is due to the low pressure and/or turbulent vortex region behind the vehicle. In some vehicles multiple smaller vortices may form around the vehicle, and elimination of these through shaping of bodywork of vehicles is common practice to increase efficiency of the vehicle. According to the invention, there is provided a vehicle configured such that, when moving at a speed above a predetermined threshold speed, at least one turbulent and/or low pressure region 190 is formed adjacent to the vehicle, the vehicle comprising: at least one propelling nozzle 200 located adjacent to the at least one region; and a system for providing gas to the at least one nozzle 200 for expulsion into the at least one region 190.
One of the major causes of drag in vehicles is due to the low pressure and/or turbulent vortex region behind the vehicle. In some vehicles multiple smaller vortices may form around the vehicle, and elimination of these through shaping of bodywork of vehicles is common practice to increase efficiency of the vehicle. According to the invention, there is provided a vehicle configured such that, when moving at a speed above a predetermined threshold speed, at least one turbulent and/or low pressure region 190 is formed adjacent to the vehicle, the vehicle comprising: at least one propelling nozzle 200 located adjacent to the at least one region; and a system for providing gas to the at least one nozzle 200 for expulsion into the at least one region 190.
brevets
