Vehicle surface drag reduction device and vehicle

Abstract

The invention relates to the technical field of vehicle resistance reduction, in particular to a vehicle surface resistance reduction device and a vehicle. Comprising a body; the first grooves extend in the first direction, the number of the first grooves is multiple, and the multiple first grooves are arranged in the second direction at intervals; an included angle is formed between the first direction and the second direction; the second grooves are formed between the adjacent first grooves, the two ends of each second groove communicate with the corresponding first groove, and the multiple second grooves are formed in the first direction at intervals; the third grooves are formed between the adjacent first grooves, the two ends of each third groove communicate with the corresponding first groove, and the multiple third grooves are formed in the first direction at intervals; the second grooves and the third grooves are arranged in a staggered mode in the second direction. The first groove, the second groove and the third groove jointly change the flow field structure of the surface of the vehicle, the friction resistance between the vehicle and air in the running process is reduced, and resistance reduction of the commercial vehicle in the running process is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle drag reduction, and in particular to a vehicle surface drag reduction device and a vehicle. Background Art

[0002] With the development of vehicle technology, vehicle drag reduction technology has emerged. The resistance caused by wake, airflow and vortex near the vehicle has a significant impact on the efficiency of vehicle movement and the energy use of the vehicle, resulting in reduced fuel efficiency. It is necessary to reduce the drag of the air near the vehicle.

[0003] In the related technology, CN202211667694.5 proposes a vehicle buoyancy and drag reduction inflatable membrane material and its manufacturing method, which solves the technical problem of structural failure under high-speed sea conditions by improving the burst strength of the membrane material. For example, patent CN202180072146.5 proposes a new commercial vehicle drag reduction system, which achieves drag reduction effect by controlling the surface.

[0004] However, improving the burst strength of the membrane material does not show good drag reduction performance and is not suitable for commercial vehicles on the road. The system structure of drag reduction through the control surface is complex, has high system requirements, and is prone to failure during use. Summary of the invention

[0005] Based on this, it is necessary to provide a vehicle surface drag reduction device to address the problems of poor vehicle drag reduction performance and complex structure in traditional technologies.

[0006] An embodiment of the present application provides a vehicle surface drag reduction device, the vehicle surface drag reduction device comprising:

[0007] A body, wherein the body is provided with a first groove, a second groove and a third groove;

[0008] The first groove is extended in the first direction, a plurality of the first grooves are provided, and the plurality of the first grooves are spaced apart in the second direction; wherein the first direction and the second direction are arranged at an angle;

[0009] The second groove is arranged between adjacent first grooves, both ends of the second groove are respectively connected to the first groove, a plurality of second grooves are provided, the plurality of second grooves are arranged at intervals in the first direction, and an extension direction of the second groove is arranged obliquely relative to the first direction;

[0010] The third groove is arranged between adjacent first grooves, and both ends of the third groove are respectively connected to the first grooves. There are multiple third grooves, and the multiple third grooves are arranged at intervals in the first direction. The extension direction of the third groove is inclined relative to the first direction; the second groove and the third groove are staggered in the second direction.

[0011] In one of the embodiments, a bionic hole is further provided. The bionic hole is provided between the second grooves and / or the third grooves adjacent to each other along the first direction. A noise reduction structure is embedded in the bionic hole.

[0012] In one embodiment, the noise reduction structure is an elastic member, a receiving cavity is provided in the middle of the noise reduction structure, and a sponge structure is provided in the receiving cavity;

[0013] A plurality of through holes are provided on two opposite bottom surfaces of the noise reduction structure, the other ends of the through holes extend into the accommodating cavity, and the plurality of through holes are evenly distributed along the diameter direction and the circumference direction of the bottom surface of the noise reduction structure.

[0014] In one embodiment, the second groove and the third groove are mirror images of a first symmetry plane of the first groove and a mirror image plane; wherein the first symmetry plane is perpendicular to the second direction.

[0015] In one embodiment, the cross-section of the first groove is triangular.

[0016] In one embodiment, the cross-sectional shape of the second groove and / or the third groove is triangular.

[0017] In one embodiment, the material of the noise reduction structure is glass wool.

[0018] In one embodiment, a plurality of the second grooves are arranged in parallel, and / or a plurality of the third grooves are arranged in parallel.

[0019] In one embodiment, the first direction is the vehicle travel direction, and the second direction is perpendicular to the first direction.

[0020] An embodiment of the present application further provides a vehicle, the surface of which is connected to the vehicle surface drag reduction device described above.

[0021] In the above-mentioned vehicle surface drag reduction device, during the driving process of the vehicle, the air near the vehicle first flows along the first groove, and then flows along the second groove and the third groove. The first groove, the second groove and the third groove together form a nested guide groove, thereby guiding the air on the vehicle surface and being able to change the flow field structure on the vehicle surface, increase the turning point of the air near the vehicle wall, and thus reduce the friction resistance between the vehicle and the air during driving, thereby achieving drag reduction of commercial vehicles during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the overall structure of a vehicle surface drag reduction device in one embodiment of the present application.

[0023] Figure 2 It is a schematic top view of a vehicle surface drag reduction device in one embodiment of the present application.

[0024] Figure 3 Schematic diagram of the overall structure of the noise reduction structure in one embodiment of the present application.

[0025] Figure 4 Schematic cross-sectional view of a noise reduction structure in one embodiment of the present application.

[0026] Description of reference numerals:

[0027] 10. body; 20. first groove; 30. second groove; 40. third groove; 50. bionic hole;

[0028] 60. Noise reduction structure; 61. Sponge structure; 62. Through hole. DETAILED DESCRIPTION

[0029] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0030] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0031] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0032] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0033] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0034] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0035] See also Figure 1 , Figure 1 The overall structural diagram of a vehicle surface drag reduction device in an embodiment of the present application is shown. A vehicle surface drag reduction device provided in an embodiment of the present application includes:

[0036] A body 10, wherein a first groove 20, a second groove 30 and a third groove 40 are formed on the body 10;

[0037] The first groove 20 is extended in the first direction, and a plurality of first grooves 20 are provided, and the plurality of first grooves 20 are arranged at intervals in the second direction; wherein the first direction and the second direction are arranged at an angle;

[0038] The second groove 30 is arranged between adjacent first grooves 20, and both ends of the second groove 30 are respectively connected to the first groove 20. There are a plurality of second grooves 30, and the plurality of second grooves 30 are arranged at intervals in the first direction. The extension direction of the second groove 30 is inclined relative to the first direction.

[0039] The third groove 40 is arranged between adjacent first grooves 20, and both ends of the third groove 40 are respectively connected to the first groove 20. A plurality of third grooves 40 are provided, and the plurality of third grooves 40 are arranged at intervals in the first direction, and the extension direction of the third groove 40 is inclined relative to the first direction; the second grooves 30 and the third grooves 40 are staggered in the second direction.

[0040] like Figure 1As shown, an embodiment of the present application provides a vehicle surface drag reduction device for solving the resistance to vehicle movement caused by wake, airflow and vortex near the vehicle. The drag reduction device includes a body 10, and the body 10 is bonded to the surface of the vehicle by pasting or the like. A first groove 20, a second groove 30 and a third groove 40 are arranged on the body 10. The first groove 20 is extended in the first direction, and a plurality of first grooves 20 are provided, and a plurality of first grooves 20 are arranged at intervals in the second direction. And the first direction and the second direction are arranged at an angle. A second groove 30 is provided between adjacent first grooves 20, and the second groove 30 is connected to adjacent first grooves 20, and a plurality of second grooves 30 are also provided, and the second groove 30 is arranged obliquely to the first direction, and the second grooves 30 are arranged at intervals in the first direction. A third groove 40 is also provided between adjacent first grooves 20. The third grooves 40 and the second grooves 30 are alternately arranged in the second direction. The third grooves 40 are also used to conduct the adjacent first grooves 20. There are multiple third grooves 40, each of which is arranged obliquely to the first direction, and the third grooves 40 are arranged at intervals in the first direction.

[0041] During the driving process of the vehicle, the air near the vehicle first flows along the first groove 20, and then flows along the second groove 30 and the third groove 40. The first groove 20, the second groove 30 and the third groove 40 together form a nested guide groove, which can guide the air on the surface of the vehicle, thereby changing the flow field structure on the surface of the vehicle, and increasing the transition point of the air near the wall of the vehicle (the point where the fluid flow state changes from laminar flow to turbulent flow (or turbulent flow)), thereby reducing the friction resistance between the vehicle and the air during driving, thereby achieving drag reduction of commercial vehicles during driving.

[0042] Furthermore, combined with Figure 2 As shown, Figure 2 A schematic top view of a vehicle drag reduction device in an embodiment of the present application is shown. In some embodiments, a bionic hole 50 is further provided. The bionic hole 50 is arranged between the second grooves 30 and / or the third grooves 40 adjacent to each other along the first direction, and a noise reduction structure 60 is embedded in the bionic hole 50. In order to achieve the functions of shock absorption and noise reduction during vehicle driving, a bionic hole 50 is further provided on the body 10 in an embodiment of the present application. The bionic hole 50 is arranged between the first grooves 20 and / or the second grooves 30 adjacent to each other along the first direction, and a noise reduction structure 60 is embedded in the bionic hole 50. During the driving of the vehicle, part of the noise generated during the driving process enters the noise reduction structure 60 embedded in the bionic hole 50, thereby absorbing the noise generated on the surface of the vehicle, realizing the function of anti-wind noise of the vehicle, and improving the driving experience of the driver.

[0043] Specifically regarding the connection between the bionic hole 50 and the noise reduction structure 60 , a sticky glue is coated on the inner wall of the bionic hole 50 , and the outer wall of the noise reduction structure 60 is bonded to the inner wall of the bionic hole 50 , thereby achieving a stable connection between the noise reduction structure 60 and the bionic hole 50 .

[0044] The bionic hole 50 is called the bionic hole 50 because it is a nano-scale hole that mimics the nanopores of shark skin. The flexible mucus in the mucus holes on the surface of shark skin can play a role in shock absorption and noise reduction during the shark's movement, thereby improving the speed and concealment of the shark during the movement. Therefore, the bionic hole 50 and the noise reduction structure 60 embedded in the bionic hole 50 in an embodiment of the present application can achieve the effect of noise reduction by mimicking the mucus holes and mucus of the shark's epidermis.

[0045] In some embodiments, in combination Figure 4 As shown, Figure 3 The cross-sectional schematic diagram of the noise reduction structure in an embodiment of the present application is shown. Specifically, the noise reduction structure 60 is an elastic member, and a receiving cavity is provided in the middle of the noise reduction structure 60, and a sponge structure 61 is provided in the receiving cavity. A plurality of through holes 62 are provided on two opposite bottom surfaces of the noise reduction structure 60, and the other end of the through hole 62 extends into the receiving cavity, and the plurality of through holes 62 are evenly distributed along the diameter direction and the circumference direction of the bottom surface of the noise reduction structure 60. The noise reduction structure 60 in an embodiment of the present application is an elastic member, which is embedded in the bionic hole 50. A receiving cavity is provided in the middle of the noise reduction structure 60, and a sponge structure 61 is provided in the receiving cavity, and through holes 62 are provided on the two bottom surfaces of the noise reduction structure 60, and the other end of the through hole 62 is connected to the receiving cavity. During the driving process of the vehicle, part of the noise generated by the vehicle can reach the receiving cavity through the through hole 62 and enter the sponge structure 61, and the sponge structure 61 will have a sound-absorbing effect, and the noise generated on the surface of the vehicle will be absorbed by the sponge structure 61, so as to realize the function of the vehicle to resist wind noise. Of course, many materials have sound-absorbing functions, such as porous materials such as foam or fiber. When used, they can be selected according to actual conditions to meet actual needs.

[0046] The noise reduction structure 60 in the above embodiment is a cylindrical structure, or may be a rectangular parallelepiped structure or a prism structure.

[0047] In addition, combined Figure 3 As shown, Figure 3 The overall structural schematic diagram of the noise reduction structure in an embodiment of the present application is shown. If the noise reduction structure 60 is a cylindrical structure, a plurality of through holes 62 are provided, and the multiple through holes 62 on each bottom surface are evenly distributed along the diameter direction and the circumference direction of the bottom surface. The noise generated during the driving of the vehicle can reach the sponge structure 61 at the bottom through the multiple through holes 62 to achieve noise absorption.

[0048] When the noise reduction structure 60 is a rectangular parallelepiped or prism structure, the plurality of through holes 62 may be evenly distributed along the length direction and the width direction of the bottom surface.

[0049] In one embodiment, the second groove 30 and the third groove 40 are mirror structures with the first symmetry plane of the first groove 20 as the mirror plane; wherein the first symmetry plane is perpendicular to the second direction. Specifically, the first symmetry plane is a rectangular plane arranged in the middle of the first groove 20, the first symmetry plane is perpendicular to the second direction, and the first symmetry plane is parallel to the first direction. The second groove 30 and the third groove 40 are mirror symmetrical with the first symmetry plane as the mirror plane. Through the above arrangement, the first groove 20, the second groove 30 and the third groove 40 will imitate the vein shape of leaves, which can increase the flow speed of airflow or vortex near the vehicle, so that the gas flows through the drag reduction device on the surface of the vehicle faster, and then quickly passes through the surface of the vehicle, quickly guides the air on the surface of the vehicle, and realizes drag reduction of the vehicle during driving.

[0050] Specifically, the cross-sectional shape of the first groove 20 is a triangle. In one embodiment, the cross-sectional shape of the first groove 20 is preferably a triangle, and of course, it can also be set to a trapezoid or an arc, which can be specifically selected according to different actual conditions.

[0051] Specifically, the cross-sectional shape of the second groove 30 and / or the third groove 40 is a triangle. In one embodiment, the cross-sectional shape of the second groove 30 and / or the third groove 40 is preferably a triangle. Of course, the cross-sectional shape of the second groove 30 and / or the third groove 40 can also be set to a trapezoid or an arc, which can be specifically selected according to different actual conditions.

[0052] In one embodiment, the material of the noise reduction structure 60 is glass wool. Glass wool has good sound absorption and noise reduction performance and can effectively absorb noise. In addition, glass wool is easy to construct and can be pasted in the bionic hole 50. Therefore, setting the noise reduction structure 60 as glass wool material can meet the sound absorption requirements of the noise reduction structure and is more convenient to process.

[0053] Moreover, a plurality of second grooves 30 are arranged in parallel, and / or a plurality of third grooves 40 are arranged in parallel. Through the parallel arrangement of the second grooves 30 and the parallel arrangement of the third grooves 40, the first grooves 20, the second grooves 30 and the third grooves 40 together form a bionic leaf vein structure.

[0054] In this embodiment, the first direction is the vehicle driving direction, and the second direction is perpendicular to the first direction. Specifically, the vehicle surface drag reduction device is placed along the vehicle driving direction, and the second direction is perpendicular to the first direction. During the vehicle driving process, the air on the vehicle surface will first pass through the first groove 20 parallel to the driving direction, and then pass through the second groove 30 and the third groove 40 set at an angle to the driving direction. Thus, two-level nesting is achieved, and the drag of the air on the vehicle surface is effectively reduced.

[0055] The present application also discloses a vehicle, wherein the surface of the vehicle is connected to the vehicle surface drag reducing device. Specifically, the bottom of the vehicle surface drag reducing device is connected to the vehicle surface by adhesive. The vehicle using the vehicle surface drag reducing device can effectively achieve drag reduction and noise reduction during vehicle driving.

[0056] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0057] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A vehicle surface drag reduction device, characterized in that: The vehicle surface drag reduction device comprises: A body (10), wherein the body (10) is provided with a first groove (20), a second groove (30) and a third groove (40); The first groove (20) is extended in a first direction, a plurality of the first grooves (20) are provided, and the plurality of first grooves (20) are arranged at intervals in a second direction; wherein the first direction and the second direction are arranged at an angle; The second groove (30) is arranged between adjacent first grooves (20), both ends of the second groove (30) are respectively connected to the first groove (20), a plurality of second grooves (30) are provided, the plurality of second grooves (30) are arranged at intervals in the first direction, and the extension direction of the second groove (30) is arranged obliquely with respect to the first direction; The third groove (40) is arranged between adjacent first grooves (20), and both ends of the third groove (40) are respectively connected to the first groove (20), a plurality of the third grooves (40) are provided, the plurality of the third grooves (40) are arranged at intervals in a first direction, and the extension direction of the third grooves (40) is arranged obliquely with respect to the first direction; the second grooves (30) and the third grooves (40) are arranged alternately in the second direction.

2. The vehicle surface drag reduction device according to claim 1, characterized in that: A bionic hole (50) is also provided, the bionic hole (50) being provided between the second grooves (30) and / or the third grooves (40) adjacent to each other along the first direction, and a noise reduction structure (60) being embedded in the bionic hole (50).

3. The vehicle surface drag reduction device according to claim 2, characterized in that: The noise reduction structure (60) is an elastic member, a receiving cavity is provided in the middle of the noise reduction structure (60), and a sponge structure (61) is provided in the receiving cavity; A plurality of through holes (62) are provided on two opposite bottom surfaces of the noise reduction structure (60), the other ends of the through holes (62) extend into the accommodating cavity, and the plurality of through holes (62) are evenly distributed along the diameter direction and the circumference direction of the bottom surface of the noise reduction structure (60).

4. The vehicle surface drag reduction device according to claim 1, characterized in that: The second groove (30) and the third groove (40) are mirror images of the first groove (20) and the mirror image of the first symmetry plane; wherein the first symmetry plane is perpendicular to the second direction.

5. The vehicle surface drag reduction device according to claim 1, characterized in that: The cross-sectional shape of the first groove (20) is a triangle.

6. The vehicle surface drag reduction device according to claim 1, characterized in that: The cross-sectional shape of the second groove (30) and / or the third groove (40) is triangular.

7. The vehicle surface drag reduction device according to claim 3, characterized in that: The material of the noise reduction structure (60) is glass wool.

8. The vehicle surface drag reduction device according to claim 1, characterized in that: A plurality of the second grooves (30) are arranged in parallel, and / or a plurality of the third grooves (40) are arranged in parallel.

9. The vehicle surface drag reduction device according to any one of claims 1 to 8, characterized in that: The first direction is the driving direction of the vehicle, and the second direction is perpendicular to the first direction.

10. A vehicle, characterized in that: The surface of the vehicle is connected to the vehicle surface drag reducing device according to any one of claims 1 to 9.

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