A commercial vehicle chassis airflow optimization and testing device

Abstract

The present application relates to the technical field of commercial vehicle, especially to a commercial vehicle chassis airflow optimization and test device, comprising a chassis drag reduction accessory and a position adjusting device, the longitudinal upper deflector and the longitudinal lower deflector in the chassis drag reduction accessory are rotationally connected, the transverse deflector is arranged on the connecting part of the longitudinal upper deflector and the longitudinal lower deflector, used for hindering airflow rising and avoiding forming disordered vortex flow, meanwhile, the transverse position and the angle of the longitudinal deflector are adjusted through the two side linear guides and the servo motor in the position adjusting device, the longitudinal upper deflector guides part of the forward airflow to the two sides of the chassis, preventing part of the airflow from rising after passing under the carriage, the longitudinal lower deflector guides the airflow at the bottom to the ground as much as possible, reducing the effect of rising and rolling to generate a larger range of vortex area. Finally, the upper vortex moves to the tail of the carriage, the lower vortex moves towards the ground, the overall area of the negative pressure zone becomes smaller, and the aerodynamic performance of the whole vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of commercial vehicle, in particular to a commercial vehicle chassis airflow optimization and test device. BACKGROUND

[0002] In order to improve the fuel economy of light trucks, aerodynamic research has received more and more attention in recent years. For commercial vehicles traveling on higher level highways, if the air resistance coefficient is reduced by 30%, the fuel consumption can be reduced by more than 10%. In order to optimize the aerodynamic performance of the whole vehicle, people design different parts of the vehicle with drag reduction accessories to optimize the external flow field of the whole vehicle, which has obvious effect on optimizing the fuel economy of the whole vehicle.

[0003] At present, most of the design schemes of the drag reduction accessories on the market do not have good constraint and guidance effect on the low-speed airflow passing through the chassis. According to Bernoulli's principle, the positive airflow passing through the upper part of the vehicle forms a fast airflow, which forms a large pressure difference resistance with the low-speed airflow at the bottom of the vehicle. After passing through the chassis, the bottom airflow will be lifted and rolled back at the tail of the vehicle, forming a large range of vortex area and causing a large negative pressure area at the tail of the vehicle. SUMMARY

[0004] The purpose of the present application is to provide a commercial vehicle chassis airflow optimization and test device, which aims to solve the imperfect and incomplete technical problems of the existing aerodynamic drag optimization accessories.

[0005] In order to achieve the above purpose, the present application provides a commercial vehicle chassis airflow optimization and test device, which comprises a chassis drag reduction accessory and a position adjusting device, the chassis drag reduction accessory comprises a longitudinal upper guide plate, a longitudinal lower guide plate and a transverse guide plate, the longitudinal upper guide plate and the longitudinal lower guide plate are rotationally connected, the transverse guide plate penetrates the connecting part of the longitudinal upper guide plate and the longitudinal lower guide plate, and is fixed on the frame of the vehicle chassis.

[0006] The position adjusting device comprises a left straight guide rail, a right straight guide rail, a guide rail sliding block and a servo motor, the left straight guide rail and the right straight guide rail are arranged in parallel on the two sides of the transverse guide plate and are fixedly connected with the frame, two guide rail sliding blocks are respectively slidably connected with the left straight guide rail and the right straight guide rail and are sleeved on the corresponding straight guide rails, one servo motor is arranged above each guide rail sliding block, the output end of the servo motor on the left side is rotationally connected with the longitudinal upper guide plate, and the output end of the servo motor on the right side is rotationally connected with the longitudinal lower guide plate.

[0007] Among them, a plurality of discontinuous shaft sleeves are arranged on the longitudinal upper guide plate, guide plate shafts are arranged at the corresponding positions on the longitudinal lower guide plate, and the shaft sleeves and the guide plate shafts are matched with each other.

[0008] Among them, the outermost bushing and the guide plate shaft extend outward by a fixed length, the head of the guide plate shaft on the left is set as a regular hexagon, and the end of the bushing on the right is set as an internal hexagon bushing sleeve.

[0009] The servo motor on the left has an internal hexagonal sleeve attached to its output shaft, while the servo motor on the right has a regular hexagonal shaft. The internal hexagonal sleeve is adapted to the shaft head on the left, and the bushing sleeve is adapted to the regular hexagonal shaft at the output end of the servo motor on the right.

[0010] The connection between the upper longitudinal guide plate and the lower longitudinal guide plate has sufficient height to allow the lateral guide plate to pass through without interfering with the movement of the upper longitudinal guide plate and the lower longitudinal guide plate.

[0011] The lower part of the longitudinal lower guide plate has an arc shape and curves backward.

[0012] This invention provides a commercial vehicle chassis airflow optimization and testing device, including a chassis drag reduction accessory and a position adjustment device. The chassis drag reduction accessory has a longitudinal upper guide plate and a longitudinal lower guide plate rotatably connected, with a transverse guide plate passing through the connection between the longitudinal upper and lower guide plates. This serves to impede the upward flow of air, preventing the formation of large, irregular, low-speed vortex regions between chassis components and reducing the vehicle's vertical pressure drag. Simultaneously, the position adjustment device uses linear guides on both sides and a servo motor to adjust the transverse position and angle of the longitudinal guide plates. The longitudinal upper guide plate directs some of the positive incoming airflow to both sides of the chassis, preventing some airflow from rising after passing through the gap above the transverse guide plate under the vehicle body. The longitudinal lower guide plate directs the bottom airflow as far as possible towards the ground, reducing its upward and recirculation effects and minimizing the generation of larger vortex regions. Ultimately, the upper vortex contracts and moves towards the rear of the vehicle body, while the lower vortex moves towards the ground, reducing the overall area of ​​the negative pressure zone and improving the overall aerodynamic performance of the vehicle. Furthermore, after manufacturing the drag-reducing accessory involved in this invention, the longitudinal angle and lateral position of the longitudinal guide vane can be arbitrarily adjusted to correspond to different positions and angles of the longitudinal guide vane in the optimized scheme, without the need for repeated disassembly and assembly, thus reducing the workload during actual vehicle testing. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Fig. 1 This is a schematic diagram of the overall assembly structure of a commercial vehicle chassis airflow optimization and testing device according to the present invention.

[0015] Fig. 2 This is a schematic diagram of the left-side component structure of a commercial vehicle chassis airflow optimization and testing device according to the present invention.

[0016] Fig. 3 This is a schematic diagram of the right-side component structure of a commercial vehicle chassis airflow optimization and testing device according to the present invention.

[0017] 1-Upper longitudinal guide plate, 2-Lower longitudinal guide plate, 3-Transverse guide plate, 4-Left linear guide rail, 5-Right linear guide rail, 6-Guide rail slider, 7-Servo motor, 8-Shaft sleeve, 9-Guide plate shaft, 10-Hexagon socket sleeve, 11-Regular hexagon shaft. Detailed Implementation

[0018] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0019] Please see Figs. 1 to 3 This invention proposes a commercial vehicle chassis airflow optimization and testing device, including a chassis drag reduction accessory and a position adjustment device. The chassis drag reduction accessory includes a longitudinal upper guide plate 1, a longitudinal lower guide plate 2, and a transverse guide plate 3. The longitudinal upper guide plate 1 and the longitudinal lower guide plate 2 are rotatably connected. The transverse guide plate 3 passes through the connection between the longitudinal upper guide plate 1 and the longitudinal lower guide plate 2 and is fixed to the vehicle chassis frame.

[0020] The incoming airflow undergoes airflow separation as it passes the longitudinal lower deflector 2. Some of the airflow flows upward and enters the area above the chassis. The transverse deflector 3 is used to impede the upward flow of airflow, preventing the formation of large, irregular, low-speed vortex areas between chassis components and reducing the drag caused by the pressure difference between the upper and lower parts of the vehicle. The longitudinal upper deflector 1 guides some of the incoming airflow to the sides of the chassis, preventing some airflow from rising after passing under the vehicle body. The longitudinal lower deflector 2 guides the bottom airflow as far as possible towards the ground, reducing its upward and rewinding effects and minimizing the generation of larger vortex areas.

[0021] The transverse chassis deflectors, located on the vehicle frame, primarily function to reduce turbulent vortices in the vehicle's chassis. By optimizing the design and placement of these deflectors, the airflow dynamics generated during vehicle operation can be effectively improved, reducing the formation and impact of vortices, thereby enhancing vehicle stability and driving efficiency.

[0022] The position adjustment device includes a left linear guide rail 4, a right linear guide rail 5, guide rail sliders 6, and a servo motor 7. The left linear guide rail 4 and the right linear guide rail 5 are arranged parallel to each other on both sides of the transverse guide plate 3 and are fixedly connected to the frame. The two guide rail sliders 6 are slidably connected to the left linear guide rail 4 and the right linear guide rail 5 respectively and are sleeved on the corresponding linear guide rails. Each guide rail slider 6 is equipped with a servo motor 7. The output end of the servo motor 7 on the left side is rotatably connected to the longitudinal upper guide plate 1, and the output end of the servo motor 7 on the right side is rotatably connected to the longitudinal lower guide plate 2.

[0023] The upper longitudinal guide plate 1 is provided with multiple discontinuous bushings 8, which are used to fix the lower guide plate. The lower longitudinal guide plate 2 is provided with a guide plate shaft 9 at a corresponding position, and the bushings 8 and the guide plate shaft 9 are mutually adapted.

[0024] The outermost bushing 8 and the guide plate shaft 9 extend outward by a fixed length. The shaft head of the guide plate shaft 9 on the left is set as a regular hexagon, and the end of the bushing 8 on the right is set as an internal hexagonal bushing sleeve.

[0025] The output shaft of the servo motor 7 on the left is equipped with an internal hexagonal sleeve 10, and the output shaft of the servo motor on the right is set as a regular hexagonal shaft 11. The internal hexagonal sleeve 10 is adapted to the shaft head on the left, and the sleeve is adapted to the regular hexagonal shaft 11 at the output shaft of the servo motor on the right.

[0026] When the left servo motor 7 rotates, it drives the lower longitudinal guide plate 2 to rotate around its axis via the hexagonal socket 10 on the shaft; when the right servo motor 7 rotates, it drives the upper longitudinal guide plate 1 to rotate around its axis via the shaft.

[0027] The connection between the upper longitudinal guide plate 1 and the lower longitudinal guide plate 2 has sufficient height to allow the lateral guide plate 3 to pass through without interfering with the movement of the upper longitudinal guide plate 1 and the lower longitudinal guide plate 2.

[0028] The lower part of the longitudinal lower guide plate 2 has an arc shape and bends backward.

[0029] In this embodiment, when the forward flow passes through the longitudinal upper guide vane 1 and the longitudinal lower guide vane 2, airflow separation occurs along the guide vanes. The transverse guide vane 3 obstructs the upward flow of air, preventing mixing with the upper flow and thus reducing the aggravation of the chassis vortex area. The linear guide rails on both sides are fixed to the sides of the vehicle frame with the vehicle chassis drive shaft as the center. The longitudinal upper guide vane 1 is located above the transverse guide vane 3 and is used to guide part of the forward flow to the sides of the vehicle chassis, reducing the upward movement of some airflow after passing under the vehicle body. The longitudinal lower guide vane 2 has a streamlined structure, used to improve the guiding effect on the chassis airflow and reduce the increase in wind resistance caused by adding more guide vanes.

[0030] Typically, in the process of optimizing vehicle body drag reduction accessories, it is necessary to first conduct simulation optimization design on the relevant accessories, determine the feasibility of the solution, and then manufacture relevant prototypes, install them on the vehicle, and conduct real vehicle tests to verify the rationality and effectiveness of the optimization.

[0031] When testing the position and angle of the longitudinal deflector on the vehicle chassis and its control over the vortex area of ​​the chassis, as well as the effect of the differential pressure resistance caused by the negative pressure area at the rear of the vehicle on the overall fuel economy, the position and angle of the deflector can be adjusted in a timely manner according to the test requirements, eliminating the tedious steps of repeatedly disassembling and assembling the deflector.

[0032] The above description discloses only one preferred embodiment of the present invention, and should not be construed as limiting the scope of the present invention. Those skilled in the art will understand that all or part of the processes of the above embodiments can be implemented, and equivalent changes made in accordance with the claims of the present invention are still within the scope of the invention.

Claims

1. A commercial vehicle chassis airflow optimization and testing device, comprising chassis drag reduction accessories and a position adjustment device, characterized in that, The chassis drag reduction accessory includes a longitudinal upper guide plate, a longitudinal lower guide plate, and a transverse guide plate. The longitudinal upper guide plate and the longitudinal lower guide plate are rotatably connected. The transverse guide plate passes through the connection between the longitudinal upper guide plate and the longitudinal lower guide plate and is fixed to the vehicle chassis frame. The position adjustment device includes a left linear guide rail, a right linear guide rail, guide rail sliders, and servo motors. The left and right linear guide rails are arranged parallel to each other on both sides of the transverse guide plate and are fixedly connected to the vehicle frame. The two guide rail sliders are slidably connected to the left and right linear guide rails respectively and are sleeved on the corresponding linear guide rails. A servo motor is provided above each guide rail slider. The output end of the servo motor on the left is rotatably connected to the upper longitudinal guide plate, and the output end of the servo motor on the right is rotatably connected to the lower longitudinal guide plate.

2. The commercial vehicle chassis airflow optimization and testing device as described in claim 1, characterized in that, The upper longitudinal guide plate is provided with multiple discontinuous bushings, and the lower longitudinal guide plate is provided with a guide plate shaft at a corresponding position. The bushings and the guide plate shaft are mutually adapted.

3. The commercial vehicle chassis airflow optimization and testing device as described in claim 2, characterized in that, The outermost bushing and the guide plate shaft extend outward by a fixed length. The head of the guide plate shaft on the left is set as a regular hexagon, and the end of the bushing on the right is set as an internal hexagonal bushing sleeve.

4. The commercial vehicle chassis airflow optimization and testing device as described in claim 3, characterized in that, The output shaft of the servo motor on the left is equipped with an internal hexagonal sleeve, and the output shaft of the servo motor on the right is set as a regular hexagonal shaft. The internal hexagonal sleeve is adapted to the shaft head on the left, and the bushing sleeve is adapted to the regular hexagonal shaft at the output end of the servo motor on the right.

5. The commercial vehicle chassis airflow optimization and testing device as described in claim 4, characterized in that, The connection between the upper longitudinal guide plate and the lower longitudinal guide plate has sufficient height to allow the lateral guide plate to pass through without interfering with the movement of the upper longitudinal guide plate and the lower longitudinal guide plate.

6. The commercial vehicle chassis airflow optimization and testing device as described in claim 5, characterized in that, The lower part of the longitudinal lower guide plate has an arc shape and curves backward.

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