AN APPARATUS AND METHOD FOR REDUCING DRAG ON MOVING VEHICLES

Abstract

An apparatus for reducing drag and wake formation behind moving vehicles such as road transport vehicles, motor cycles and bicycles including electric bicycles comprising one or more vents, each of those vents having a proximal end and a distal end, both ends being open and positioned and aligned longitudinally in the direction of travel in such a way as to addressing wake and boundary layer formation of a moving vehicle, said vents, positioned spaced from turbulent rear surfaces of the vehicle and affixed to the main body of the vehicle by one or more connecting members.

Claims

1. An apparatus for reducing overall drag, especially wake formation, of moving vehicles such as road transport vehicles, motorcycles, e scooters and bicycles including electric bicycles, comprising one or more vents, each of those vents having a proximal end and a distal end, both ends being open and positioned and aligned longitudinally in the direction of travel in such a way as to address wake and boundary layer formation of a moving vehicle, said vents, positioned spaced from rear facing external surface of the vehicle and affixed to the main body of the vehicle by one or more connecting members.

2. An apparatus as claimed in claim 1 wherein the air contained in the vent is expelled opposite to the vehicle's direction of travel, beginning with the vehicle's first movement, and with continued movement of the vehicle the air flowing by the rear surface of the said vehicle is drawn at the proximal end and then expelled through the distal end.

3. An apparatus as defined in claim 2 where the cross-sectional area of the said vent or vents is in longitudinal alignment with a significant part of the rear surfaces of the vehicle.

4. An apparatus as defined in claim 3 wherein the vent is fully integrated to the frame of the vehicle.

5. An apparatus as defined in claim 4 where the vent is moulded in one piece using a light thermoplastic material, carbon fibre reinforced polymer or light metal.

6. An apparatus as defined in claim 5 wherein a propellor or a fan attachment is located within the vent where the rotation of the fan or the propellor is induced by the downstream airflow.

7. An apparatus as defined in claim 6 where the propellor or the fan attachment is powered by an external power source such as a rechargeable battery.

8. An apparatus as defined in claim 3 where the vent is removable.

9. An apparatus as defined in claim 3 wherein the vent is moulded in several sections.

10. An apparatus as defined in claim 5 wherein the dimensions of the said vent, when used with a bicycle is approximately 60 CM high, about 30 CM wide in the middle, about 30 CM long at top and about 60 CM long in full.

11. An apparatus as defined in claim 5 wherein the dimensions of the vent when attached to a passenger car are about 150 CM width, 130 CM height and 80 CM length.

12. An apparatus as defined in claim 5 wherein the vent when attached to a motorcycle is approximately 175 CM high, 60 CM long and 50 CM wide at the middle.

13. An apparatus as defined in claim 5 wherein the vent when attached to a bicycle is approximately 175 CM high, 60 CM long and 50 CM wide at the middle.

14. An apparatus as defined in claim 5 where the thickness of the vent is about 1 to 20 MM.

15. A method of reducing aerodynamic forces and drag on a moving vehicle by attaching to the vehicle permanently one or more vents as defined in claim 1.

16. A method of reducing aerodynamic forces and drag on a moving vehicle by attaching to the vehicle temporarily one or more vents as defined in claim 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0016] The preferred embodiments of the invention are now illustrated with reference to FIGS. 1 to 32.

[0017] The embodiments illustrated in FIGS. 1 to 14 are of an open-air vehicle such as a bicycle, where a rider forms an aerodynamic surface, from which turbulent flow and wake formation occur.

[0018] FIGS. 1, 3, 6, 8, 12 and 14 concern the regions of stagnation found usually after rear-facing surfaces of the rider, especially after the lower back and legs, and the development of laminar flow in these regions using the vent of the present invention.

[0019] FIG. 1 illustrates the use of this invention attached to a bicycle. A vent of the present invention assists in continuing the flow of air after rear-facing surfaces of a rider-bicycle system, particularly surfaces of the lower back and legs, thereby lessening formation of a wake region, and developing thrust. The vent can be attached to the bicycle by any suitable means, such as using fasteners or screws.

[0020] FIG. 2 shows rear view of the vent of the present invention. It illustrates the open-ended design of the vent and throughput of air through the vent.

[0021] FIG. 3 is an overhead view of the vent of the present invention showing air distribution when riding.

[0022] FIG. 4 is an isometric view of the vent prior to connecting to the vehicle.

[0023] FIG. 5 is a side view of the vent that can be attached to a bicycle.

[0024] FIG. 6 shows a different embodiment of the vent of this invention. It shows continuing flow of air after rear-facing surfaces of a bicycle rider, the rider being in upright posture. The figure further shows the promotion of laminar flow instead of a turbulent wake region and developing thrust by use of the vent of this embodiment. The vent shown in this embodiment is much taller than the embodiment shown in FIGS. 1-5.

[0025] FIG. 7 is a rear view of the vent shown in FIG. 6, showing the open-ended design, which provides for throughput of air.

[0026] FIG. 8 is an overhead view of the vent shown in FIG. 6 showing the airflow distribution around the cyclist.

[0027] FIG. 9 is a side view of the bicycle vent (as shown in FIGS. 1, 4 and 5), showing suitable dimensions.

[0028] FIG. 10 is a rear view of the bicycle vent (as shown in FIGS. 1, 4 and 5), showing suitable dimensions.

[0029] FIG. 11 is a rear view of the bicycle vent (shown in FIG. 6) displaying upright body of cyclist, minimum and maximum width (15 cm and 25 cm), and height (110 cm).

[0030] FIG. 12 is an illustration of the rear-top-left perspective of bicycle vent (shown in FIG. 6) showing upright body of cyclist, with finer arrowed lines indicating flow through of air, and bold arrowed lines marking minimum and maximum length (25 cm and 60 cm), and height (110 cm).

[0031] FIG. 13 is a rear view of vent (as shown in FIG. 1) for rider-bicycle system, addressing flow at lower back and thighs, marked for height (50 cm) and for minimum and maximum width (15 cm and 30 cm).

[0032] FIG. 14 is a rear-top-left perspective view of vent (as shown in FIG. 1) for rider-bicycle system, addressing flow at lower back and thighs, marked for height (60 cm), and for length at top and in full (30 cm and 60 cm).

[0033] The embodiments illustrated in FIGS. 15 to 20 show the invention used in relation an enclosed motor vehicle such as a motor car.

[0034] FIG. 15 is an illustration of rear-top-left perspective of a vent used in an enclosed motor vehicle. The vent can be attached to the rear of the car by any suitable means such as connectors and screws.

[0035] FIG. 16 is an illustration of rear view of a vent used in an enclosed motor vehicle.

[0036] FIG. 17 is a side view of a vent for an enclosed motor vehicle.

[0037] FIG. 18 is a rear-top-left perspective of a vent for enclosed vehicle, showing suitable dimensions.

[0038] FIG. 19 is a rear view of a vent for an enclosed vehicle, showing suitable dimensions.

[0039] FIG. 20 is a side view of a vent for an enclosed vehicle, showing suitable dimensions.

[0040] FIGS. 21 to 26 illustrate the use of this invention in a motorised open air vehicle such as a motorcycle.

[0041] FIG. 21 is a rear-top-left perspective view of the vent of the present invention attached to a motorcycle showing the vent extending above plane of the rider.

[0042] FIG. 22 is the rear view of the vent of the present invention attached to a motorcycle showing vent extending above the plane of the rider.

[0043] FIG. 23 is a side view of the vent of the present invention attached to a motorcycle showing vent extending above the plane of the rider.

[0044] FIG. 24 is a rear-top-left perspective of vent for a motorcycle, with vent extended above plane of rider, showing suitable dimensions.

[0045] FIG. 25 is a rear view of the vent for a motorcycle, with vent extended above plane of rider, showing suitable dimensions.

[0046] FIG. 26 is a side view of the vent for a motorcycle, with vent extended above plane of rider, showing suitable dimensions.

[0047] FIGS. 27 to 29 illustrate the use of the present invention in relation to an e-scooter.

[0048] FIG. 27 is a rear-top-left perspective view of the vent of the present invention attached to an e-scooter.

[0049] FIG. 28 is the rear view of the vent of the present invention attached to an e-scooter.

[0050] FIG. 29 is an overhead view of the vent of the present invention attached to an e-scooter.

[0051] FIGS. 30 to 32 illustrate the use of a fan propeller along with the present invention.

[0052] FIG. 30 is a front-top-left perspective view of the vent of the present invention attached to a bicycle, with a fan or propellor placed within.

[0053] FIG. 31 is a rear view of the vent of the present invention attached to a bicycle, with a fan or propellor placed within.

[0054] FIG. 32 is an overhead view of the vent of the present invention attached to a bicycle, with a fan or propellor placed within.

[0055] It should be noted that the shape of the vent is not limited to the embodiments shown in these figures. What are shown in the diagrams are a set of examples only. The cross section and the shape of the vent can be greatly varied, providing that the vent is capable of drawing air at the end closest to the main body of the vehicle (proximal end) and expelling air at the other end (distal end). Ideally, the vent should cover a significant portion of the rear surfaces, and address the main areas of turbulence and potential wake formation. In some embodiments the vent could extend beyond the plane of the vehicle. For example, in the embodiments shown in FIGS. 21 to 26, the vent is extended above the vertical plane of the rider, allowing air to be drawn through above the rider, promoting laminar flow instead of turbulence in this region.

[0056] In each of the embodiments described above, the vent is positioned spaced from rear facing external surface of the vehicle and affixed to the main body of the vehicle by one or more connecting members. The space between the vent and the vehicle is determined in such a way as to address wake and boundary layer formation of a moving vehicle.

[0057] The air contained in the vent is expelled opposite to the vehicle's direction of travel, beginning with the vehicle's first movement, and with continued movement of the vehicle the air flowing by the rear surface of the said vehicle is drawn at the proximal end and then expelled through the distal end.

[0058] The embodiments shown in the drawings demonstrate a single vent. However it is possible to have multiple vents broken into segments to achieve the same results. Making them in multiple sections may allow for easier transport and assembly. In addition such a construction would provide additional strength and rigidity to the vent.

[0059] It should be noted that the cross sectional area of the vents described above are in longitudinal alignment with a significant part of the rear surfaces of the vehicle.

[0060] The vent can be fully integrated to the frame of the vehicle permanently or detachable when required. If required, more than one vent can be attached to the vehicle.

[0061] The material of construction can be any light material such as thermoplastic, carbon fibre reinforced polymers, aluminum, or other materials robust to conditions produced or encountered by the vehicle during travel. The thickness of the material can range from very thin (for instance 3 mm) to several centimetres or more, depending on the strength of the material, and the level of air resistance to be encountered.

[0062] The vent can be moulded in one piece using a light thermoplastic material, carbon fibre reinforced polymer or light metal or it can be made in sections.

[0063] As indicated earlier, the dimensions and the shape of the vent can be varied to optimise passage of air through the vent. In the example shown in FIG. 1, the height of the vent is about 60 CM while the width at the top and bottom is about 30 CM. The widest area at the middle has a width of about 60 CM. These dimensions allow for smooth passage of air from the proximal end to the distal end.

[0064] In the embodiment shown in FIG. 6, the height of the vent is approximately 110 CM. The width at the widest area is about 60 CM. The top of the vent has a width of about 15 CM.

[0065] On the other hand, in the embodiment shown in FIG. 26, the height of the vent is approximately 175 CM, rising above the height of the seated rider.

[0066] In the embodiment shown in FIGS. 15 to 20, applicable to a motor vehicle, the width of the vent is around 150 CM while the height is about 130 CM. It has a length of about 80 CM.

[0067] In the embodiment shown in FIGS. 27, 28, and 29, the width of the vent is around 30 CM, while the height is about 160 CM. It has a length of about 30 CM.

[0068] In the embodiment shown in FIGS. 30, 31 and 32, the height of the vent is approximately 110 CM. The width at the widest area is about 60 CM. The top of the vent has a width of about 15 CM.

[0069] The mechanism for attaching any of the above described vents to a vehicle can vary and will be apparent to a person skilled in the relevant art.

[0070] While various embodiments of the present invention have been described above, it should be understood that they have been presented by way of example only, and not by way of limitation. It will be apparent to a person skilled in the relevant art that various changes in form and details including the dimensions can be made therein to suit different vehicles without departing from the spirit and scope of the present invention. Thus, the present invention should not be limited by any of the above described exemplary embodiments.