A wheel drag reduction device with active jet drag reduction and passive drag reduction

Abstract

The present invention discloses a wheel drag reduction device with active jet drag reduction and passive drag reduction, comprising: an active jet box having a jet cavity and a jet plate therein, the jet plate having a jet nozzle, the jet inlet on the active jet box being connected to a high-pressure gas source via an air pipe, the air pipe having a speed regulating valve thereon; a passive deflector fixed to the active jet box, having a cavity therein, the jet cavity extending into the cavity, the jet plate and the open bottom end of the passive deflector being hingedly connected by a first pin; a jet angle adjustment mechanism fixed to the active jet box and hingedly connected to the jet plate by a second pin; and an on-board controller. The device organically integrates passive and active jet drag reduction. At low vehicle speeds, passive drag reduction is employed, eliminating the need for active jet drag reduction, thereby reducing vehicle energy consumption. At higher speeds, active jet drag reduction participates in drag reduction, significantly reducing the vehicle's drag coefficient and improving vehicle energy efficiency and driving performance.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile drag reduction devices, and more particularly to a wheel drag reduction device with active jet drag reduction and passive drag reduction. Background Art

[0002] In recent years, the speed and impact of climate change have intensified, the contradiction between global energy supply and demand has continued to worsen, energy prices have soared, and energy shortages and crises have continued to this day. Under the dual pressures of climate change and energy issues, energy conservation and emission reduction are imminent.

[0003] In the automotive industry, reducing fuel consumption is an effective way to conserve energy and reduce carbon emissions. When a car is traveling on a highway, air resistance is the primary obstacle, with approximately 50% of the engine's power used to overcome it. For a car, air resistance rises rapidly when speeds exceed 20 km / h. At speeds around 80 km / h, the proportion of air resistance to the overall load begins to increase. Research shows that reducing aerodynamic drag by 10% can reduce fuel consumption by 2%-3%. Therefore, research and exploration into reducing air resistance is crucial for achieving energy conservation and emission reduction.

[0004] Active drag reduction has been one of the research hotspots in the field of automotive aerodynamics in recent years. This method is based on the actual state of the vehicle flow field and actively applies a certain degree of disturbance or excitation, such as stable blowing or suction, alternating blowing or suction, pulse or synthetic jets through slots in active flow control technology, so as to change the vehicle flow field structure, reduce or suppress two-dimensional and three-dimensional separation, and thus achieve the purpose of drag reduction. Among them, due to the wide range of applicability, strong controllability and high flexibility of active jet control drag reduction, it has attracted the attention of more and more researchers. With the increase in emission costs, the cost and benefit of aerodynamic devices have also changed, and active jet control devices may become more important. Therefore, it is worth considering exploring the application of active jet drag reduction methods in the vehicle wheel area, which has a certain positive effect on the development of the automotive industry.

[0005] Prior art, CN116374023 A - A jet system and automobile, discloses that the jet system uses a flow control valve to control the jet velocity of the jet outlet, and the guide fins at the jet outlet are used to adjust the direction of the airflow out of the jet outlet, that is, to provide the jet outlet with an airflow direction in a specified direction, so as to achieve an airflow direction that satisfies the need to reduce wind resistance. After the position of the jet outlet is determined, the guide fins are adjusted and then maintained in the adjusted position and locked to ensure that the flow direction of the gas remains unchanged. In specific settings, this direction is adjusted based on different vehicle models and different layout positions, but after a specific jet system is arranged at a specified position on the vehicle, the direction of the airflow outlet is fixed and not adjustable.

[0006] It can be seen that the jet velocity of the above-mentioned airflow outlet is adjustable, but the jet direction of the airflow outlet cannot be adjusted once it is fixed. In other words, the existing jet system adopts the same airflow outlet direction corresponding to different vehicle speeds. In fact, in active jet technology, the turbulence state in the front wheel cavity will be different at different vehicle speeds. In order to achieve different drag reduction effects, the required jet direction will be different, that is, different vehicle speeds require matching different jet directions and jet velocities, so as to achieve the purpose of better drag reduction effect at different vehicle speeds.

[0007] Therefore, how to provide a wheel drag reduction device with active jet drag reduction and passive drag reduction, whose jet direction and jet speed can be adapted and adjusted according to different vehicle speeds, thereby improving the wheel drag reduction effect and thereby improving the vehicle's energy efficiency and driving performance, is a problem that technical personnel in this field urgently need to solve. Summary of the Invention

[0008] In view of this, the present invention provides a wheel drag reduction device with active jet drag reduction and passive drag reduction, in which the jet direction and jet speed can be adapted and adjusted according to different vehicle speeds, thereby improving the wheel drag reduction effect and further improving the vehicle's energy efficiency and driving performance.

[0009] In order to achieve the above object, the present invention adopts the following technical solutions:

[0010] A wheel drag reduction device with active jet drag reduction and passive drag reduction, comprising:

[0011] An active jet box is mounted on the front end of the vehicle chassis. A jet chamber is provided inside the active jet box. A jet plate is fixed to the bottom of the jet chamber. A plurality of jet nozzles are evenly distributed on the jet plate. A jet inlet communicating with the jet chamber is provided on one side of the active jet box. The jet inlet is connected to the outlet of a high-pressure gas source on the vehicle body via an air pipe. A speed regulating valve for adjusting the air supply speed is connected to the air pipe, thereby adjusting the jet speed of the jet nozzles.

[0012] A passive deflector, wherein the top end of the passive deflector is fixedly connected to the bottom end of the active jet box, the passive deflector is located in front of the wheel, the bottom end of the passive deflector is open, the passive deflector has a cavity inside, the jet cavity extends into the cavity, and the two sides of the jet plate are hinged to the two inner side walls of the open bottom end of the passive deflector via a first pin;

[0013] a jet angle adjustment mechanism, the jet angle adjustment mechanism being fixed to the active jet box, extending into the cavity and being hinged to the jet plate via a second pin, and being used to drive the jet plate to rotate around the first pin, thereby adjusting the jet angle of the jet nozzle;

[0014] The on-board controller is electrically connected to the high-pressure gas source, the speed regulating valve, the injection angle adjustment mechanism, and the vehicle speed sensor on the vehicle body.

[0015] As can be seen from the above technical solution, compared with the prior art, the present invention provides a wheel drag reduction device with active jet drag reduction and passive drag reduction. When the vehicle speed does not exceed 80 km / h, the air flow is guided only by the passive deflector, reducing the vortex formed between the passive deflector and the wheel, thereby reducing the wheel wind resistance. When the vehicle speed exceeds 80 km / h and lasts for more than 30 seconds, the vehicle speed sensor transmits a signal to the on-board controller, which controls the operation of the jet angle adjustment mechanism, drives the jet plate to rotate about the first pin, and then adjusts the jet angle (i.e., jet direction) of the jet nozzle, and controls the speed regulator to adjust the jet velocity of the jet nozzle, thereby maximizing drag reduction. Therefore, the drag reduction device can not only reduce the aerodynamic drag of the vehicle by using the passive deflector alone according to the vehicle speed, but also dynamically and actively adjust the velocity and angle of the jet nozzle to achieve the maximum drag reduction effect. This dynamic adjustment capability enables the jet drag reduction to adapt to different driving conditions, improving the vehicle's energy efficiency and driving performance.

[0016] The device organically integrates passive drag reduction and active jet drag reduction. When the vehicle speed is not high, passive drag reduction is adopted without the participation of active jet drag reduction, thereby reducing vehicle energy consumption. When the vehicle speed is high, active jet drag reduction and passive drag reduction are used to reduce drag at the same time, greatly reducing the vehicle's drag coefficient and improving vehicle energy efficiency and driving performance.

[0017] Furthermore, the top and bottom ends of the active jet box are respectively provided with a first opening and a second opening, the top end of the passive deflector is open and the opening is fixed to and communicated with the second opening, a jet acceleration box is provided in the cavity, the internal space of the jet acceleration box is a jet acceleration contraction chamber, the bottom end opening of the jet acceleration box is fixedly connected to the top surface of the jet plate, so that the jet acceleration contraction chamber is communicated with the jet nozzle, one side of the top opening of the jet acceleration box is fixed to one side of the first opening by a first elastic sealing membrane, and the other side of the top opening of the jet acceleration box is fixed to one side of the second opening by a second elastic sealing membrane, an air intake chamber is enclosed by the first elastic sealing membrane, the second elastic sealing membrane and the inner box wall of the active jet box, the air intake chamber is communicated with the jet inlet and the jet acceleration contraction chamber, and the air intake chamber, the jet acceleration contraction chamber and the jet plate enclose the jet chamber;

[0018] Wherein, the injection angle adjustment mechanism extends into the active jet box through the first opening and is located on one side of the first elastic sealing membrane and the jet acceleration box.

[0019] The beneficial effects of the above technical solution are as follows: the provision of the first and second elastic sealing membranes prevents gas entering through the jet inlet from leaking out of the first and second openings, thus preventing gas loss and waste of resources. Furthermore, because both the first and second elastic sealing membranes are elastic, the top of the jet acceleration box is movable, enabling the jet acceleration box to follow the movement of the jet plate. Furthermore, because the jet acceleration contraction chamber is relatively small, the gas velocity increases after entering the smaller jet acceleration contraction chamber from the larger intake chamber, thereby achieving a higher jet velocity to accommodate the high jet flow requirements at high vehicle speeds.

[0020] Furthermore, the injection angle adjustment mechanism includes:

[0021] a driving portion, the driving portion being fixed on the active jet box;

[0022] a vertically movable reciprocating assembly, wherein the upper end of the vertically movable reciprocating assembly is connected to the driving portion, the lower end of the vertically movable reciprocating assembly extends into the active jet box through the first opening and is located on one side of the first elastic sealing membrane and the jet acceleration box, and the two sides of the lower end of the vertically movable reciprocating assembly are respectively hinged to the two sides of the jet plate through the second pin shaft;

[0023] The driving part is used to drive the up-and-down reciprocating assembly to move up and down, thereby driving the jet plate to rotate around the first pin shaft.

[0024] Furthermore, a support plate is fixed on one side of the top of the active jet box, a mounting plate is fixed on one side wall of the support plate, and the driving part includes:

[0025] A driving motor, wherein the driving motor is fixed to the top of the mounting plate;

[0026] A driving gear, the driving gear being fixedly connected to the output shaft of the driving motor;

[0027] The up and down reciprocating assembly comprises:

[0028] a driving connecting rod, one end of which is hinged to the driving gear, and the other end of which extends into the interior of the active jet box through the first opening and is located on one side of the first elastic sealing membrane;

[0029] An up-and-down reciprocating push rod is placed inside the active jet box and is hinged to the other end of the driving connecting rod;

[0030] There are two connecting side rods, one end of which is fixedly connected to both sides of the up and down reciprocating push rod, and the other end is hinged to both sides of the jet plate through the second pin shaft.

[0031] The beneficial effect of the above technical solution is that the drive motor drives the drive gear to rotate, and the drive connecting rod rotates along with the drive gear, thereby causing the vertical reciprocating push rod to move up and down. This, in turn, drives the jet plate to rotate about the first pin via the connecting side rod, thereby adjusting the jet angle of the jet nozzle. Therefore, the drag reduction device can achieve the adjustment of the jet angle of the jet nozzle through the coordinated cooperation of simple structures such as the motor, gears, and connecting rod.

[0032] Furthermore, the driving part also includes a driven gear rotatably mounted on the support plate, the driven gear is meshedly connected to the driving gear, and the up and down reciprocating assembly also includes: a driven connecting rod, one end of the driven connecting rod is hinged to the driven gear, and the other end of the driven connecting rod extends into the interior of the active jet box through the first opening, and is hinged to the up and down reciprocating push rod.

[0033] The beneficial effect of the above technical solution is that the driving gear drives the driven gear to rotate, causing the driven connecting rod to rotate along with the driven gear, and then cooperates with the driving connecting rod to drive the vertical reciprocating push rod to move up and down. Therefore, the cooperation between the driven connecting rod and the driving connecting rod can improve the stability of the vertical reciprocating push rod during its up and down movement, thereby ensuring the stability of the jet plate's rotation.

[0034] Furthermore, the diameter of the jet nozzle ranges from 1.5 mm to 3 mm.

[0035] The beneficial effect of adopting the above technical solution is: the gas is better compressed, thereby increasing the jet velocity of the gas, and being able to meet the high jet requirements at high vehicle speeds.

[0036] Furthermore, the spray angle of the jet nozzle ranges from 45° to 160°.

[0037] Furthermore, the high-pressure air source is a compression blower.

[0038] Furthermore, the outlet pressure of the high-pressure gas source is not less than 500 kPa.

[0039] The beneficial effect of adopting the above technical solution is: making the jet velocity range more variable and improving the matching ability with the vehicle speed.

[0040] Furthermore, mounting seats are fixed on both sides of the active jet box, and the mounting seats are mounted on the vehicle chassis by bolts.

[0041] The beneficial effect of adopting the above technical solution is that the active jet box is easy to disassemble and assemble with the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0043] Figure 1 This is a structural schematic diagram of a wheel drag reduction device with active jet drag reduction and passive drag reduction provided by the present invention installed on a vehicle chassis.

[0044] Figure 2 A schematic diagram of the three-dimensional structure of a wheel drag reduction device with active jet drag reduction and passive drag reduction provided by the present invention.

[0045] Figure 3 A side structural schematic diagram of a wheel drag reduction device with active jet drag reduction and passive drag reduction provided by the present invention.

[0046] Figure 4 This is a schematic diagram of the bottom structure of a wheel drag reduction device with active jet drag reduction and passive drag reduction provided by the present invention.

[0047] Figure 5 for Figure 4 Schematic cross-section of the middle section AA.

[0048] Figure 6 for Figure 4 Schematic cross-section of the middle section BB.

[0049] Figure 7 for Figure 4 Schematic cross-section of the center section CC.

[0050] Figure 8 This is a schematic diagram of the internal structure of the wheel drag reduction device.

[0051] Figure 9 Schematic diagram of the injection plate when it is rotated at a certain angle. DETAILED DESCRIPTION

[0052] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0053] like Figures 1-9 As shown, an embodiment of the present invention discloses a wheel drag reduction device with active jet drag reduction and passive drag reduction, comprising:

[0054] An active jet box 1 is mounted on the front side of the vehicle chassis 100, i.e., at the front end of the front wheel housing. The active jet box 1 has a jet chamber 101 within it. A jet plate 2 is fixed to the bottom of the jet chamber 101. The jet plate 2 is evenly distributed with multiple jet nozzles 201. A jet inlet 102 communicating with the jet chamber 101 is provided on one side of the active jet box 1. The jet inlet 102 is connected to the outlet of a high-pressure gas source 4 on the vehicle body via an air pipe 3. A speed regulating valve 5 for adjusting the air supply speed is connected to the air pipe 3, thereby adjusting the jet speed of the jet nozzles 201.

[0055] A passive deflector 6, the top of which is fixedly connected to the bottom of the active jet box 1. The passive deflector 6 is located in front of the wheel, and the bottom of the passive deflector 6 is open. The passive deflector 6 has a cavity 601 therein, and the jet cavity 101 extends into the cavity 601. The two sides of the jet plate 2 are hinged to the two inner side walls of the open bottom of the passive deflector 6 via a first pin 7.

[0056] The jet angle adjustment mechanism 8 is fixed to the active jet box 1. The jet angle adjustment mechanism 8 extends into the cavity 601 and is hinged to the jet plate 2 via the second pin 9. It is used to drive the jet plate 2 to rotate around the first pin 7, thereby adjusting the jet angle of the jet nozzle 201.

[0057] The onboard controller 10 is electrically connected to the high-pressure gas source 4, the speed regulating valve 5, the injection angle adjustment mechanism 8, and the vehicle speed sensor 11 on the vehicle body.

[0058] In a specific embodiment, the top and bottom of the active jet box 1 are respectively provided with a first opening 103 and a second opening 104, the top of the passive guide plate 6 is open and the opening is fixed and connected to the second opening 104, a jet acceleration box 12 is provided in the cavity 601, the internal space of the jet acceleration box 12 is a jet acceleration contraction chamber 1201, the bottom opening of the jet acceleration box 12 is fixedly connected to the top surface of the jet plate 2, so that the jet acceleration contraction chamber 1201 is connected to the jet nozzle 201, and the top opening of the jet acceleration box 12 is fixedly connected to the top surface of the jet plate 2, so that the jet acceleration contraction chamber 1201 is connected to the jet nozzle 201. The first side of the jet acceleration box 12 is fixed to one side of the first opening 103 by a first elastic sealing membrane 13, and the other side of the top opening of the jet acceleration box 12 is fixed to one side of the second opening 104 by a second elastic sealing membrane 14. The first elastic sealing membrane 13, the second elastic sealing membrane 14, and the inner box wall of the active jet box 1 form an air intake cavity 105, and the air intake cavity 105 is connected to the jet inlet 102 and the jet acceleration contraction cavity 1201. The air intake cavity 105, the jet acceleration contraction cavity 1201, and the jet plate 2 form a jet cavity 101.

[0059] The injection angle adjustment mechanism 8 extends into the active jet box 1 through the first opening 103 and is located on one side of the first elastic sealing membrane 13 and the jet acceleration box 12 .

[0060] The injection angle adjustment mechanism 8 includes:

[0061] The driving part 81 is fixed on the active jet box 1;

[0062] The upper end of the up-and-down reciprocating assembly 82 is connected to the driving unit 81, and the lower end of the up-and-down reciprocating assembly 82 extends into the active jet box 1 through the first opening 103 and is located on one side of the first elastic sealing membrane 13 and the jet acceleration box 12. The two sides of the lower end of the up-and-down reciprocating assembly 82 are respectively hinged to the two sides of the jet plate 2 through the second pin 9;

[0063] The driving portion 81 is used to drive the up-and-down reciprocating assembly 82 to move up and down, thereby driving the jet plate 2 to rotate around the first pin shaft 7 .

[0064] A support plate 15 is fixed to one side of the top of the active jet box 1, and a mounting plate 16 is fixed to one side wall of the support plate 15. The driving part 81 includes:

[0065] The driving motor 811 is fixed to the top of the mounting plate 16;

[0066] A driving gear 812, which is fixedly connected to the output shaft of the driving motor 811;

[0067] The up and down reciprocating assembly 82 includes:

[0068] A driving connecting rod 821, one end of which is hinged to the driving gear 812, and the other end of which extends into the interior of the active jet box 1 through the first opening 103 and is located on one side of the first elastic sealing membrane 13;

[0069] The up-and-down reciprocating push rod 822 is placed inside the active jet box 1 and is hinged to the other end of the driving connecting rod 821;

[0070] The connecting side rods 823 are two, one end of which is fixedly connected to both sides of the up and down reciprocating push rod 822, and the other end is hinged to both sides of the jet plate 2 through the second pin shaft 9.

[0071] The driving part 81 also includes a driven gear 813 rotatably mounted on the support plate 15, and the driven gear 813 is meshedly connected to the driving gear 812. The up and down reciprocating assembly 82 also includes: a driven connecting rod 824, one end of the driven connecting rod 824 is hinged to the driven gear 813, and the other end of the driven connecting rod 824 extends into the interior of the active jet box 1 through the first opening 103, and is hinged to the up and down reciprocating push rod 822.

[0072] The diameter of the jet nozzle 201 ranges from 1.5 mm to 3 mm.

[0073] The spray angle of the jet nozzle 201 ranges from 45° to 160°.

[0074] The high-pressure gas source 4 is a compression blower.

[0075] The outlet pressure of the high-pressure gas source 4 is not less than 500 kPa.

[0076] Mounting seats 17 are fixed on both sides of the active jet box 1 , and the mounting seats 17 are mounted on the vehicle chassis 100 by bolts.

[0077] In the above embodiment, the angle of the jet nozzle 201 changes in accordance with vehicle speed. When the vehicle speed exceeds 80 km / h for more than 30 seconds, the speed sensor transmits a signal to the drive motor and speed control valve to adjust the appropriate jet angle (i.e., jet direction) and speed at different speeds to maximize drag reduction. This dynamic adjustment capability enables the jet drag reduction system to adapt to varying driving conditions, improving the vehicle's energy efficiency and driving performance.

[0078] Compared with the existing technology, the beneficial effect of the present invention is: it combines active flow control with passive flow control technology, combining the advantages of both. The present invention can not only use passive deflectors alone to reduce the aerodynamic resistance of the car, but also combine active control with passive control to further reduce the car's drag coefficient and improve the car's fuel consumption rate without affecting the car's passability.

[0079] Specifically, a speed sensor is installed on the car. When the vehicle speed does not exceed 80km / h, the airflow at the front wheels of the car is integrated only through the action of the passive deflector, thereby reducing the aerodynamic resistance of the car; when the vehicle speed exceeds 80km / h and the duration exceeds 30s, the speed sensor transmits the signal to the on-board controller, and the on-board controller controls the drive motor to drive the drive gear to rotate, and the drive gear drives the driven gear to rotate, so that the drive connecting rod and the driven connecting rod cooperate to drive the up and down reciprocating push rod to perform up and down reciprocating motion, and drive the jet plate to rotate around the first pin shaft through the connecting side rod, thereby adjusting the jet angle of the jet nozzle. At the same time, the on-board controller controls the speed regulating valve to adjust the gas flow rate entering the jet inlet, and then adjusts the jet velocity of the jet nozzle. The jet reduces the impact of the airflow on the front wheels of the car when the car is driving, reduces the degree of airflow turbulence, and thus reduces the aerodynamic resistance of the car. According to CFD simulation verification, when the car is traveling at a speed of 120km / h, the jet angle is 112°-113°, and the jet velocity is 60m / s, the drag of the whole vehicle is reduced by 11.5%, and the drag at the front wheels of the car is reduced by 76.9%, thereby maximizing the drag reduction.

[0080] Therefore, the drag reduction device can not only use passive deflectors to reduce the aerodynamic resistance of the vehicle according to the vehicle speed, but also dynamically and actively adjust the speed and angle of the jet nozzle to obtain the maximum drag reduction effect. This dynamic adjustment capability enables the jet drag reduction to adapt to different driving conditions and improve the vehicle's energy efficiency and driving performance.

[0081] This device organically integrates passive drag reduction and active jet drag reduction. At low speeds, passive drag reduction is used, eliminating the need for active jet drag reduction, thus reducing vehicle energy consumption. At higher speeds, active and passive drag reduction work together, significantly reducing the vehicle's drag coefficient and improving its energy efficiency and driving performance. Furthermore, the jet direction and speed of the active jet drag reduction can be dynamically adjusted based on vehicle speed, achieving optimal drag reduction based on changes in speed, thereby improving the vehicle's energy efficiency and driving performance.

[0082] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Reference can be made to the common and similar parts between the various embodiments. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and the relevant parts can be referred to the method description.

[0083] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A wheel drag reduction device with active jet drag reduction and passive drag reduction, characterized in that: include: An active jet box (1), the active jet box (1) is mounted on the front end side of a vehicle chassis (100), the active jet box (1) has a jet cavity (101) inside, a jet plate (2) is fixed to the bottom of the jet cavity (101), a plurality of jet nozzles (201) are evenly distributed on the jet plate (2), a jet inlet (102) in communication with the jet cavity (101) is provided on one side of the active jet box (1), the jet inlet (102) is connected to the outlet of a high-pressure gas source (4) on the vehicle body through an air supply pipe (3), and a speed regulating valve (5) for adjusting the air supply speed is connected to the air supply pipe (3), thereby adjusting the jet speed of the jet nozzle (201); A passive deflector (6), wherein the top end of the passive deflector (6) is fixedly connected to the bottom end of the active jet box (1), the passive deflector (6) is located on the front side of the wheel, the bottom end of the passive deflector (6) is open, the interior of the passive deflector (6) comprises a cavity (601), the jet cavity (101) extends into the interior of the cavity (601), and both sides of the jet plate (2) are hinged to the two inner side walls of the open bottom end of the passive deflector (6) via a first pin shaft (7); a jet angle adjustment mechanism (8), the jet angle adjustment mechanism (8) being fixed to the active jet box (1), the jet angle adjustment mechanism (8) extending into the cavity (601), and being hinged to the jet plate (2) via a second pin (9), for driving the jet plate (2) to rotate around the first pin (7), thereby adjusting the jet angle of the jet nozzle (201); An onboard controller (10), the onboard controller (10) being electrically connected to the high-pressure gas source (4), the speed regulating valve (5), the injection angle adjustment mechanism (8), and a vehicle speed sensor (11) on the vehicle body; The active jet box (1) is provided with a first opening (103) and a second opening (104) at the top and bottom, respectively. The passive guide plate (6) is open at the top and the opening is fixed and communicated with the second opening (104). A jet acceleration box (12) is provided in the cavity (601). The internal space of the jet acceleration box (12) is a jet acceleration contraction chamber (1201). The bottom opening of the jet acceleration box (12) is fixedly connected to the top surface of the jet plate (2) so that the jet acceleration contraction chamber (1201) is communicated with the jet nozzle (201). One side of the top opening of the jet acceleration box (12) is sealed by a first elastic seal. The membrane (13) is fixed to one side of the first opening (103), and the other side of the top opening of the jet acceleration box (12) is fixed to one side of the second opening (104) through a second elastic sealing membrane (14). The first elastic sealing membrane (13), the second elastic sealing membrane (14), and the inner box wall of the active jet box (1) form an air intake cavity (105). The air intake cavity (105) is connected to the jet inlet (102) and the jet acceleration contraction cavity (1201), and the air intake cavity (105), the jet acceleration contraction cavity (1201), and the jet plate (2) form the jet cavity (101). The injection angle adjustment mechanism (8) extends into the active jet box (1) through the first opening (103) and is located on one side of the first elastic sealing membrane (13) and the jet acceleration box (12).

2. The wheel drag reduction device with active jet drag reduction and passive drag reduction according to claim 1, characterized in that: The injection angle adjustment mechanism (8) comprises: A driving portion (81), wherein the driving portion (81) is fixed on the active jet box (1); An up-and-down reciprocating assembly (82), the upper end of which is connected to the driving portion (81), the lower end of which extends through the first opening (103) into the active jet box (1) and is located on one side of the first elastic sealing membrane (13) and the jet acceleration box (12), and the two sides of the lower end of the up-and-down reciprocating assembly (82) are respectively hinged to the two sides of the jet plate (2) via the second pin shaft (9); The driving portion (81) is used to drive the up-and-down reciprocating assembly (82) to move up and down, thereby driving the jet plate (2) to rotate around the first pin shaft (7).

3. The wheel drag reduction device with active jet drag reduction and passive drag reduction according to claim 2, characterized in that: A support plate (15) is fixed to one side of the top end of the active jet box (1), a mounting plate (16) is fixed to one side wall of the support plate (15), and the driving part (81) comprises: A drive motor (811), wherein the drive motor (811) is fixed to the top of the mounting plate (16); a driving gear (812), the driving gear (812) being fixedly connected to an output shaft of the driving motor (811); The up-and-down reciprocating assembly (82) comprises: a driving connecting rod (821), one end of the driving connecting rod (821) being hinged to the driving gear (812), and the other end of the driving connecting rod (821) extending into the interior of the active jet box (1) through the first opening (103) and being located on one side of the first elastic sealing membrane (13); An up-and-down reciprocating push rod (822), the up-and-down reciprocating push rod (822) being placed inside the active jet box (1), the up-and-down reciprocating push rod (822) being hinged to the other end of the driving connecting rod (821); There are two connecting side rods (823), one end of which is fixedly connected to both sides of the up-and-down reciprocating push rod (822), and the other end of which is hinged to both sides of the jet plate (2) through the second pin shaft (9).

4. The wheel drag reduction device with active jet drag reduction and passive drag reduction according to claim 3, characterized in that: The driving portion (81) further includes a driven gear (813) rotatably mounted on the support plate (15), the driven gear (813) being meshedly connected to the driving gear (812), and the up-and-down reciprocating assembly (82) further includes: a driven connecting rod (824), one end of the driven connecting rod (824) being hinged to the driven gear (813), and the other end of the driven connecting rod (824) extending into the interior of the active jet box (1) through the first opening (103), and being hinged to the up-and-down reciprocating push rod (822).

5. A wheel drag reduction device with active jet drag reduction and passive drag reduction according to any one of claims 1 to 4, characterized in that: The diameter of the jet nozzle (201) ranges from 1.5 mm to 3 mm.

6. A wheel drag reduction device with active jet drag reduction and passive drag reduction according to any one of claims 1 to 4, characterized in that: The jetting angle of the jet nozzle (201) ranges from 45° to 160°.

7. A wheel drag reduction device with active jet drag reduction and passive drag reduction according to any one of claims 1 to 4, characterized in that: The high-pressure gas source (4) is a compression fan.

8. A wheel drag reduction device with active jet drag reduction and passive drag reduction according to any one of claims 1 to 4, characterized in that: The outlet pressure of the high-pressure gas source (4) is not less than 500 kPa.

9. A wheel drag reduction device with active jet drag reduction and passive drag reduction according to any one of claims 1 to 4, characterized in that: Mounting seats (17) are fixed on both sides of the active jet box (1), and the mounting seats (17) are mounted on the vehicle chassis (100) via bolts.

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