TECHNICAL FIELD

The present disclosure generally relates to a multi-contour duct. More particularly, the present disclosure relates to the multi-contour duct that is adapted to increase the exit velocity of the air entering into the multi-contour duct.

BACKGROUND

This section is intended only to provide background information pertaining to the similar field of the present invention, and may be used only to enhance the understanding of the present invention and not as admissions of prior art.

Particularly, in vehicles and more particularly in heavy vehicles there is a large scope for advancement in developing energy harnessing systems and units to enhance the conservation of energy and minimise the cost related therewith.

Over the years, advancements have been done in the aircrafts that causes reduction in fuel consumptions and various modifications have been made such as regenerative braking in vehicles to increase the efficiency of the vehicles and so forth.

Prior art nozzles employed in rockets deals with pushing out high pressured combustion gases at high velocity in the required direction. They are also designed for only exiting supersonic speed from subsonic speeds. The nozzles exhibit bell nozzle design, which is adapted to provide concentrated flow of high velocity gases downwards after combustion. The nozzles of the aircraft engine work along-with the engine turbine to direct the flow of gases out from the engine to achieve necessary thrust for the aircraft. This adds on complexity in the structure of the aircraft engine and eventually makes the manufacturing of the aircraft engine costly.

Particularly, one of the exceptional points that needs to be highlighted is the pressure drag that is experienced by the vehicle when in motion. In conventional pressure drag management systems, vehicles are provided with aerodynamic shape. The aerodynamic shape or additional aerodynamic elements are added on the chassis of the vehicle to compensate with the pressure exerted on the vehicle in motion. The aerodynamic shape of the vehicle needs more attention while manufacturing the shape as their various changes in the profile of the aerodynamic required to solve the purpose of managing pressure drag. This arises a need for another pressure drag management systems that are capable to reduce the pressure drag exerted on the vehicle and consequently decreasing the fuel consumption of the vehicle.

SUMMARY OF INVENTION:

In view of the foregoing, a multi-contour duct including a front part configured to entrain ambient air striking at the front part of the multi-contour duct, an intermediate part configured to convert the pressure head into the velocity head of the entrained air; and a rear part configured to egress the entrained air with converted velocity head; wherein the velocity of the air egressing from the rear part is greater than the velocity of the air entraining from the front part of the multicontour duct.

In an embodiment, the front part, the intermediate part and the rear part are integral to each other.

In an embodiment, the front part protrudes from the intermediate part diverging at the either of the ends of the front part.

In an embodiment, the material for the multi-contour duct comprises but not limited to aluminium and carbon fibre.

In an embodiment, the diameter of the front part from where the ambient air entrained is 0.6 m and the diameter of the rear part from where the entrained air is egressed is 0.4 m. In an aspect, an aircraft with an aircraft engine including, an engine housing in the shape of a multi-contour duct, an inlet of the engine housing configured to entrain ambient air striking at the inlet, an intermediate part of the multi-contour duct configured to convert the pressure head into the velocity head of the entrained air; and a rear part of the multi-contour duct configured to egress the entrained air with converted velocity head.

In an embodiment, a propeller configured at the inlet of the engine housing that facilitates receiving of the ambient air striking at the inlet of the engine housing.

In an aspect, a wind turbine with an outer casing including the outer casing exhibiting the shape of a multi-contour duct, a front part of the multi-contour duct configured to entrain ambient air into the outer casing of the wind turbine, an intermediate part of the multi-contour duct configured to convert the pressure head into the velocity head of the entrained air; and a rear part of the multi-contour duct configured to egress the entrained air with converted velocity head.

In an embodiment, a wind-turbine blade is positioned at the rear part of the multicontour duct.

BRIEF DESCRIPTION OF THE DRAWINGS

Other objects, features, and advantages of the embodiment will be apparent from the following description when read with reference to the accompanying drawings. In the drawings, wherein like reference numerals denote corresponding parts throughout the several views:

FIG. 1 illustrates an isometric view of a multi-contour duct (100) for increasing the velocity of air, in accordance with an embodiment of the present disclosure;

FIG. 2A illustrates an aircraft (200) incorporating the multi-contour duct (100) for increasing the velocity of air, in accordance with an embodiment of the present disclosure; FIG. 2B illustrates an aircraft engine (202) of the aircraft (200), in accordance with another embodiment of the present disclosure; and

FIG. 3 illustrates a wind turbine (300) incorporating the multi-contour duct (100), in accordance with another embodiment of the present disclosure.

DETAILED DESCRPTION OF THE PREFERRED EMBODIMENTS

The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

As there exists a need to overcome the limitations related to conventional pressure drag management systems. The problem is solved by the present disclosure by providing multi-contour duct (100).

Referring to FIG. 1 illustrates an isometric view of a multi-contour duct (100) for increasing the air pressure, in accordance with an embodiment of the present disclosure. The multi-contour duct (100) includes a front part (102), an intermediate part (104) and a rear part (106). The front part (102), the intermediate part (104) and the rear part (106) are integral with each other and thus exhibiting an integral structure for the multi-contour duct (100).

The front part (102) of the multi-contour duct (100) protrudes from the intermediate part (104) and diverges at the either of the ends. The front part (102) exhibits a dome- shaped cylinder with increasing diameters at either of the far ends. The intermediate part (104) exhibits a bellow shaped structure. The intermediate part (104) forms stem of the multi-contour duct (100) with larger diameter connecting to the front part (102) and smaller diameter at the opposite side to the end with larger diameter. The rear part (106) including larger diameter at one end and smaller diameter at the other end and sloping throughout the length.

In an embodiment, the diameter of the front part (102) from where the ambient air is entrained is 0.6 m and the diameter of the rear part (106) from where the entrained air is egressed is 0.4 m.

Referring to FIG. 2A illustrating an aircraft (200). The aircraft (200) includes an aircraft engine (202) and an engine housing (204) as shown in FIG. 2B. The engine housing (204) exhibits the shape of the multi-contour duct (100) of the present disclosure.

The engine housing (204) includes a propeller (206) and an inlet (208). The propeller (206) is configured at the inlet (208) of the engine housing (204) or at the front part (102) of the multi-contour duct (100).

The inlet (208) of the engine housing (204) is configured to receive/direct/entrain the ambient air striking at the inlet (208) of the engine housing (204) or at the front part (102) of the multi-contour duct (100). The entrainment of the ambient air is facilitated by the propeller (206) of the engine housing (204). The multi-contour duct (100) deployed as a shape of the aircraft engine (202) is configured to increase the velocity of air entering inside the aircraft engine (202) such that the exit velocity at the rear part (106) of the multi-contour duct (100) of the aircraft engine (202) is increased by 1.8 to 2.5 times than the air velocity of the air entering the aircraft engine (202). The intermediate part (104) of the multi-contour duct (100) is configured to convert the pressure head into the velocity head for the air entering into the aircraft engine (202) of the aircraft (200) and eventually resulting into an increased velocity of the air passing through the multi-contour duct (100) of the aircraft engine (202). The air with converted velocity head is enabled to egress from the rear part (106) of the multi-contour duct (100) of the aircraft engine (202). By implementing the multi-contour duct (100) as the shape of the engine housing (204), the efficiency of the aircraft (200) can be increased substantially, as the multi-contour duct (100) of the aircraft engine (202) allows the air to exit from the aircraft engine (202) at greater velocity values. The multi-contour duct (100) is configured to increase the propulsive efficiency of the aircraft (200). Since, the exit velocity of the air from the aircraft engine (202) is considerably larger than the velocity of the air entering in the aircraft engine (202), therefore the thrust exerted on the aircraft (200) considerably supersede the drag forces experienced by the aircraft (200) during flight. This considerable superseding effect of the thrust forces over the drag forces exerted on the aircraft (200) consequently increases the efficiency of the aircraft (200). The multi-contour duct (100) of the aircraft engine (200) is energy efficient because there is only the need of providing the needed energy at the inlet to obtain the required velocity at the exit.

The multi-contour duct (100), when used as the engine housing (204) there is no need for adding on mechanical components such as compressor or combustion chamber for directing the gases into the required direction for generating thrust for the aircraft (200). The employment of the multi-contour duct (100) as the engine housing (204) minimizes the complexity involved in manufacturing the aircraft engine by eliminating the compressor and nozzles.

The multi-contour duct (100) is thus able to increase the exit velocity as 1.8 to 2.5 times the inlet air velocity without any additional mechanical part for compression and combustion.

In an embodiment, the multi-contour duct (100) can be used in the applications dealing with the sub- sonic speeds of the air.

In an embodiment, the aircraft (200) is electrically powered aircraft and the multicontour duct (100) of the aircraft engine (202) thus make the aircraft (200) more efficient by saving the electric power. In another embodiment, material of the multi-contour duct (100) includes but not limited to aluminium and carbon fibre.

Fig. 3 illustrates a wind turbine (300) incorporating the multi-contour duct (100) of the present disclosure. The wind turbine (300) includes an outer casing (302), a wind-turbine blade (304) and a generator (306). The outer casing (302) exhibits the shape of the multi-contour duct (100) of the present disclosure.

The front part (102) of the multi-contour duct (100) of the wind turbine (300) is configured to receive/direct/entrain the ambient air. The multi-contour duct (100) deployed as a shape of the outer casing (302) of the wind turbine (300) is configured to increase the velocity of the air entering inside the outer casing (302) such that the exit velocity at the rear part (106) of the multi-contour duct (100) of the wind turbine (300) is increased by 1.8 to 2.5 times than the air velocity of the air entering the outer casing (302). The intermediate part (104) of the multi-contour duct (100) is configured to convert the pressure head into the velocity head for the air entering into the front part (102) of the multi-contour duct (100) of the wind turbine (300) and eventually resulting into an increased velocity of the air passing through the multi-contour duct (100) of the wind turbine (300). The air with converted velocity head is enabled to egress from the rear part (106) of the multi-contour duct (100) of the wind turbine (300). The multi-contour duct (100) of the wind turbine (300) thus allows the air to exit at greater velocities from the outer casing (302) of the wind turbine (300). The multi-contour duct (100) of the wind turbine (300) thus allows the ambient air to entrain at lower velocities into front part (102) of the multicontour duct (100) of the wind turbine (300) and exiting the air with greater velocity from the wind rear part (106) of the multi-contour duct (100) of the turbine (300) thus giving out the air velocity of 1.8 to 2.5 times that of velocity of the air entering into the wind turbine (300). The air with increased velocity is made to strike at the wind turbine blade (304) positioned at the rear part (106) of the multi-contour duct (100) of the wind turbine (300) and thereby rotating the wind turbine blade (304). The generator (306) of the wind turbine (300) is eventually configured to generate electricity by converting the mechanical energy associated with the rotation of the wind turbine blade (304) into the electrical energy. The multi-contour duct (100) of the wind turbine (300) thus allows the wind turbine (300) to exhibit greater efficiencies even at the air entering the wind turbine (300) at lower air velocities.

In another embodiment, the multi-contour duct (100) is used in the applications where there is need for a high velocity by using small energy as input without the support of any additional components.

In another embodiment, the multi-contour duct (100) is used in the heating ventilation and air conditioning (HVAC) system and to reduce the drag of heavy vehicles.

Experiments for the multi-contour duct (100) were conducted and steps of the experiment are iterated herein below: -

Scaled down model was tested in a blower wind tunnel at an inlet velocity of 6.38 m/s. The exit velocity for the specified inlet velocity was obtained as 11.10 m/s, which is 1.74 times the inlet velocity.

Scaled up model was tested at an inlet velocity of 6.3 m/s. The exit velocity for the specified inlet velocity was obtained as 12.5 m/s, which is 1.98 times the inlet velocity.

In another embodiment, by using the materials like aluminum and carbon fiber, the exit velocity values were brought near to the theoretical and analysis value.

The conclusion for the experiment conducted for the multi-contour duct (100) was that the exit velocity is 1.8 to 2.5 times the inlet velocity, when the air is passed through the multi-contour duct (100).

The acceleration of airflow is achieved by Bernoulli’s principle of incompressible gasses where an acceleration of airflow must occur through a constriction to satisfy the equation of continuity. From this we can derive,

And, Where:

A = area,

V = velocity, ρ = density of fluid, g = acceleration constant, h = height,

Pa = fluid pressure.

So, by simple area-velocity relation equation, the increase in velocity across inlet and outlet is given by: -

The mass flow rate must be the same at the inlet and outlet. If it is flow of incompressible fluid without reaction, discharge (vol/time) at the inlet and outlet must also be the same. Mass flow rate is given by,

Where,

Q = Volume flow rate, ρ = mass density of the fluid, v = Flow velocity of the mass elements,

A = cross-sectional vector area/surface

SAMPLE DESIGN CALCULATION

Taking for stream air velocity as 7.1 m/s.

1. Diameter of venturi at 0.30236m (rl)

2. The throat section where the increase in velocity is expected (r2) = 0.190m

3. Continuity equation Discharge at Al = Discharge at A2

4.

V2 = 17.98 m/s 5. At initial stage we have taken velocity 7.1m/s i.e Vl=7.1m/s So velocity ratio

17.98/7.1 = 2.53 m/s

Since this is theoretical step-up ratio, Actual ratio would be less considering losses

6. Calculation for power available at throat inlet section

7.

Pl = 62.930 watts

8. Power available at inlet of throat section

P2 = 403.56 watts

7. Considering the actual losses and coefficient of performance of turbine as %)

P2 = 0.15*403.56

P2 = 60.534 watts

8. The kinetic energy of the air stream of mass m

K.E = 1/2 * m * V2 * V2 m = pAx = 1.225 * 0.113354 * 0.10 = 0.0138858

(x is the thickness the area A and is estimated as 10cm) K.E = 2.2445 Joules.

As will be readily apparent to a person skilled in the art, the present invention may easily be produced in other specific forms without departing from its essential composition and properties. The present embodiments should be construed as merely illustrative and non-restrictive and the scope of the present invention being indicated by the claims rather than the foregoing description, and all changes which come within therefore intended to be embraced therein.