WO2022243825A1

WO2022243825A1 - A system and method for creating vehicular downforce

Info

Publication number: WO2022243825A1
Application number: PCT/IB2022/054488
Authority: WO
Inventors: Osama Elogab; Zachary Elogab
Original assignee: Ogab Ltd
Priority date: 2021-05-17
Filing date: 2022-05-13
Publication date: 2022-11-24
Also published as: GB2606718A; GB202106994D0; GB2606718B

Abstract

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.

Description

A SYSTEM AND METHOD FOR CREATING VEHICULAR DOWNFORCE

The present invention relates generally to a system and method for creating vehicular downforce and finds particular, although not exclusive, utility in the field of motor racing.

Aerodynamic features of vehicles are routinely designed to create downforce in order to allow such vehicles to travel faster by increasing a vertical force on the tires, thus creating more grip.

The overall shapes of many cars resemble that of an aircraft wing, and most cars experience aerodynamic lift as a result of this shape. There are many techniques used to mitigate this effect. For example, the front bumper of some cars has the lowest ground clearance, followed by the section between the front and rear tires, and followed again by a rear bumper (usually with the highest clearance); this creates a downward force. Other aerodynamic components that can be found on the underside of a vehicle to improve downforce include rear diffusers, splitters and vortex generators.

However, the most notable method of producing downforce is to include an aerofoil, wing or spoiler. The magnitude of the downforce created by the such components is dependent primarily on three things: the shape (for example, surface area, aspect ratio and cross-section of the component), the component's orientation (e.g. angle of attack), and the speed of the vehicle.

According to a first aspect of the present invention, there is provided a system for creating vehicular downforce, the system comprising: an air intake on an underside of a vehicle; an air outlet on another side of the vehicle other than the underside of the vehicle; an airflow passage between the air intake and the air outlet; and an air multiplier located along the passage and arranged to induce airflow through the passage from the air intake to the air outlet.

In this way, air can be drawn out from beneath a vehicle and expelled on another side of the vehicle in order create downforce. As the air multiplier is an active component, rather than a passive component like conventional aerofoils, wings and spoilers, the downforce produced is independent of the speed of the vehicle, and is also independent of the direction the vehicle is travelling, so that downforce may be maintained when manoeuvring, and in particular when cornering.

In addition, passive components such as such as conventional aerofoils, wings and spoilers create downforce by inducing drag, whereas the present invention does not.

The system may be integral to the vehicle, or may be retrofitted subsequent to manufacture. The vehicle may comprise a car, for instance a racing car; however, other applications are also envisaged such as vans, lorries, trains, and all other land vehicles.

The air intake may be an opening and/or aperture, and may be provided with a grille and/or screen to prevent debris entering the passage; however, as there are no moving parts, such a screen is unnecessary for small objects. Accordingly, the air intake may be a substantially unimpeded hole. Alternatively, the screen may permit passage of objects therethrough of a size no larger than 5cm, in particular no larger than 3cm, more particularly no larger than 1cm.

The underside of the vehicle may be defined as the side of the vehicle that is adjacent to a surface upon which the vehicle is intended to travel.

The air outlet may be an opening and/or aperture, and may be provided with a grille and/or screen to prevent debris entering the passage; however, as there are no moving parts, such a screen is unnecessary for small objects. Accordingly, the air intake may be a substantially unimpeded hole. Alternatively, the screen may permit passage of objects therethrough of a size no larger than 5cm, in particular no larger than 3cm, more particularly no larger than 1cm.

The another side of the vehicle may comprise a top of the vehicle; that is a side opposite the underside of the vehicle. Alternatively or additionally, the another side of the vehicle may comprise a rear of the vehicle; that is, a side adjacent to the underside, and facing away from the vehicle's intended direction of travel. In this way, air used in the system may be supplied into a turbulent and/or low-pressure region adjacent to the vehicle (when moving) to reduce drag. As a further alternative (or addition), the another side of the vehicle may comprise a side and/or a front of the vehicle.

The airflow passage may be a pipe and/or tube for conveying air therethrough substantially unimpeded.

The airflow passage may have a uniform cross section, or may have a cross section that varies along its length. In particular, the airflow passage may have a uniform cross-sectional area and/or shape, or may have a cross-sectional area and/or shape that varies along its length.

The airflow passage may comprise the air intake at a first end thereof, and the air outlet at a second opposing end thereof.

The air intake and the air outlet may be in fluid communication with one another via the airflow passage.

The air multiplier may be located at the air intake, at the air outlet and/or at any location therebetween, for instance spaced from the air intake and/or the air outlet.

The air multiplier may comprise an air amplifier. The air multiplier may comprise a device which use a first amount of compressed air to generate a second flow of air larger than the first amount.

The air multiplier may operate by taking advantage of an aerodynamic effect known as “the Coandă effect”. The air multiplier may increase airflow by a factor of between 5 and 18 times.

The air multiplier may comprise a plurality of air multipliers. For example, a first air multiplier may be located at a first location along the passage, and a second air multiplier may be located at a second location along the passage.

The system may further comprise a compressed air stream in communication with the air multiplier.

The air multiplier may take the compressed air stream (at a pressure above ambient) and eject it though a compressed air outlet adjacent to a “Coandă” surface, thereby entraining surrounding air. In particular, the compressed air outlet may be configured to eject the compressed air substantially over the Coandă surface.

The Coandă surface may be located around an internal perimeter of the passage. In particular, the Coandă surface may form a closed loop around the internal perimeter of the passage. Similarly, the compressed air outlet may be located around an internal perimeter of the passage. In particular, the compressed air outlet may form a closed loop around the internal perimeter of the passage. The compressed air outlet may comprise a ring nozzle.

The compressed air stream may have a pressure of between 1bar and 4bar, in particular between 2bar and 3bar, more particularly approximately 2.5bar.

The compressed air stream may be conveyed to the air multiplier via a feed line.

The compressed air stream may have a temperature below ambient. In this way, air being supplied to the air multiplier may be more dense than ambient air. However, in alternative arrangements the compressed air stream may have a temperature above ambient, or a temperature that is substantially equal to ambient.

The system may further comprise a vortex tube configured to supply the compressed air stream. The vortex tube may be, for example, a Ranque-Hilsch vortex tube.

The system may further comprise an air compressor for providing the compressed air stream.

The system may further comprise a turbine driven by exhaust gasses of the vehicle, and the turbine may be configured to power the compressor. In this way, waste energy from an engine may be used to power the system. The turbine may form part of a conventional turbocharger. Accordingly, waste energy from the turbo may be used to power the system.

The turbine may be configured to mechanically drive the compressor, or may drive the compressor via alternative means, such as via an alternator and/or other electrical components.

Alternatively or additionally, the compressor may be driven by an electrical motor powered by an engine of the vehicle, or by a drive shaft of the engine.

According to a second aspect of the invention, there is provided a vehicle for creating vehicular downforce, the vehicle comprising the system of the first aspect.

According to a third aspect of the present invention, there is provided a method of creating vehicular downforce, the method comprising the steps of: providing the vehicle of the second aspect; and activating the air multiplier to induce airflow through the passage from the air intake to the air outlet.

The above and other characteristics, features and advantages of the present invention will become apparent from the following detailed description, taken in conjunction with the accompanying drawings, which illustrate, by way of example, the principles of the invention. This description is given for the sake of example only, without limiting the scope of the invention. The reference figures quoted below refer to the attached drawings.

is schematic representation of a car including a system for creating vehicular downforce.

is a perspective view of a possible air multiplier for use in the system of .

shows plan views of the air multiplier of .

shows a cross-sectional view of the air multiplier of figures 2 and 3, taken along the line A-A in .

The present invention will be described with respect to certain drawings but the invention is not limited thereto but only by the claims. The drawings described are only schematic and are non-limiting. Each drawing may not include all of the features of the invention and therefore should not necessarily be considered to be an embodiment of the invention. In the drawings, the size of some of the elements may be exaggerated and not drawn to scale for illustrative purposes. The dimensions and the relative dimensions do not correspond to actual reductions to practice of the invention.

Furthermore, the terms first, second, third and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a sequence, either temporally, spatially, in ranking or in any other manner. It is to be understood that the terms so used are interchangeable under appropriate circumstances and that operation is capable in other sequences than described or illustrated herein. Likewise, method steps described or claimed in a particular sequence may be understood to operate in a different sequence.

Moreover, the terms top, bottom, over, under and the like in the description and the claims are used for descriptive purposes and not necessarily for describing relative positions. It is to be understood that the terms so used are interchangeable under appropriate circumstances and that operation is capable in other orientations than described or illustrated herein.

It is to be noticed that the term “comprising”, used in the claims, should not be interpreted as being restricted to the means listed thereafter; it does not exclude other elements or steps. It is thus to be interpreted as specifying the presence of the stated features, integers, steps or components as referred to, but does not preclude the presence or addition of one or more other features, integers, steps or components, or groups thereof. Thus, the scope of the expression “a device comprising means A and B” should not be limited to devices consisting only of components A and B. It means that with respect to the present invention, the only relevant components of the device are A and B.

Similarly, it is to be noticed that the term “connected”, used in the description, should not be interpreted as being restricted to direct connections only. Thus, the scope of the expression “a device A connected to a device B” should not be limited to devices or systems wherein an output of device A is directly connected to an input of device B. It means that there exists a path between an output of A and an input of B which may be a path including other devices or means. “Connected” may mean that two or more elements are either in direct physical or electrical contact, or that two or more elements are not in direct contact with each other but yet still co-operate or interact with each other. For instance, wireless connectivity is contemplated.

Reference throughout this specification to “an embodiment” or “an aspect” means that a particular feature, structure or characteristic described in connection with the embodiment or aspect is included in at least one embodiment or aspect of the present invention. Thus, appearances of the phrases “in one embodiment”, “in an embodiment”, or “in an aspect” in various places throughout this specification are not necessarily all referring to the same embodiment or aspect, but may refer to different embodiments or aspects. Furthermore, the particular features, structures or characteristics of any one embodiment or aspect of the invention may be combined in any suitable manner with any other particular feature, structure or characteristic of another embodiment or aspect of the invention, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments or aspects.

Similarly, it should be appreciated that in the description various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Moreover, the description of any individual drawing or aspect should not necessarily be considered to be an embodiment of the invention. Rather, as the following claims reflect, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.

Furthermore, while some embodiments described herein include some features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form yet further embodiments, as will be understood by those skilled in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practised without these specific details. In other instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

In the discussion of the invention, unless stated to the contrary, the disclosure of alternative values for the upper or lower limit of the permitted range of a parameter, coupled with an indication that one of said values is more highly preferred than the other, is to be construed as an implied statement that each intermediate value of said parameter, lying between the more preferred and the less preferred of said alternatives, is itself preferred to said less preferred value and also to each value lying between said less preferred value and said intermediate value.

The use of the term “at least one” may mean only one in certain circumstances. The use of the term “any” may mean “all” and/or “each” in certain circumstances.

The principles of the invention will now be described by a detailed description of at least one drawing relating to exemplary features. It is clear that other arrangements can be configured according to the knowledge of persons skilled in the art without departing from the underlying concept or technical teaching, the invention being limited only by the terms of the appended claims.

is schematic representation of a car 1 located on a road surface 3. A passage 5 extends between an air intake 7 on the underside of the car, and an air outlet 9 located on a rear of the car 1. An air multiplier is located at the air outlet 9, and arranged to draw air in through the air intake 7, along the passage 5 and toward the rear of the car 1.

is a perspective view of a possible air multiplier for use in the system of . The air multiplier comprises a closed loop 11. In particular the closed loop 11 is substantially prismatic in form, having an axial cross section that is substantially lozenge-shape; that is, having two opposing ends that are semi-circular connected by substantially flat and parallel upper and lower walls.

On an interior surface of the closed loop 11 is provided a Coandă surface 13 that extends around an entire internal periphery of the interior surface. At one axial end of the interior surface, adjacent to the Coandă surface 13 is a compressed air outlet 15. The compressed air outlet 15 is arranged in the form of a ring that extends around an entire internal periphery of the interior surface, and is configured to eject air over the Coandă surface 13.

(a) shows a front axial plan view of the air multiplier of . (b) shows a bottom-up plan view of the air multiplier of . A compressed air inlet 17 is shown on the right-hand side thereof, for supplying a compressed air stream into an interior of the closed loop 11. Typical measurements are shown in millimetres, but any or all of these could vary by up to an order of magnitude from those shown and still be effective.

shows a cross-sectional view of the air multiplier of figures 2 and 3, taken along the line A-A in . The interior volume 19 is shown hollow, as this can be supplied by the compressed air inlet 17 with compressed air; however, other internal arrangements are also possible, in which compressed air is fed directly to the compressed air outlet 15.

Inside the compressed air outlet 15 is a guiding vane for ensuring directional flow of compressed air out of the compressed air outlet 15, such that it flows over the surface 13.

Claims

A system for creating vehicular downforce, the system comprising:
an air intake on an underside of a vehicle;
an air outlet on another side of the vehicle other than the underside of the vehicle;
an airflow passage between the air intake and the air outlet; and
an air multiplier located along the passage and arranged to induce airflow through the passage from the air intake to the air outlet.
The system of claim 1, further comprising a compressed air stream in communication with the air multiplier.
The system of claim 2, wherein the compressed air stream has a temperature below ambient.
The system of claim 3, further comprising a vortex tube configured to supply the compressed air stream.
The system of any one of claims 2 to 4, further comprising an air compressor for providing the compressed air stream.
The system of claim 5, further comprising a turbine driven by exhaust gasses of the vehicle, the turbine configured to power the compressor.
A vehicle for creating vehicular downforce, the vehicle comprising the system of any preceding claim.
A method of creating vehicular downforce, the method comprising the steps of:
providing the vehicle of claim 7; and
activating the air multiplier to induce airflow through the passage from the air intake to the air outlet.