Vehicle forecabin air guiding device, arrangement checking method and vehicle

Abstract

The invention relates to the technical field of vehicles, and particularly discloses a vehicle forecabin air guiding device, an arrangement checking method and a vehicle, the device is characterized in that at least part of the top surface of a forecabin cover assembly is provided with a sunken part, and the sunken part extends from a front wall of a vehicle head to a front windshield; the drainage decoration plate is connected with the front wall of the vehicle head and located between the two headlamps, the drainage decoration plate is provided with a first end and a second end which are oppositely arranged, the first end extends to be connected with part of the surface of the front hatch cover assembly in an attached mode, the top surface of the first end and the top surface of the concave part are arranged in a coplanar mode, and the second end extends to be connected with the front wall of the vehicle head in an attached mode; the two ends of the flow guide cover plate are connected with the two side ends, located on the concave portion, of the front cabin cover assembly respectively, the flow guide cover plate and the top surface of the concave portion are oppositely arranged in a spaced mode, and the flow guide cover plate and the concave portion define a flow guide air duct located on the top surface of the front cabin of the vehicle. Meanwhile, the storage space in the front cabin is increased.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle front compartment airflow deflector, an arrangement verification method, and a vehicle. Background Technology

[0002] In the field of automotive aerodynamics design, the front aerodynamic structure is used to optimize airflow in the front area of ​​the vehicle, balancing aerodynamic performance with the functional requirements of core vehicle components. Traditional gasoline-powered vehicles are highly dependent on the engine's cooling requirements. Since the engine, the core power source of a gasoline-powered vehicle, is integrated into the front compartment, it generates a significant amount of heat during operation. This heat needs to be introduced through the front aerodynamic structure to cool the engine, radiator, and other components. To meet this requirement, the front aerodynamic structure of traditional gasoline-powered vehicles typically features large-area air intake grilles, guide ducts, and other air intake components, with airflow guidance prioritizing the precise flow of cool air to cooling components. However, this design inevitably increases air resistance in the front area: on the one hand, the large air intake grille disrupts the streamlined profile of the front, causing airflow to form impact vortices at the grille; on the other hand, to guide airflow to cooling components, the duct design must sacrifice some streamlinedness, further increasing airflow resistance along the path, ultimately making it difficult to significantly reduce the drag coefficient (Cd value) of gasoline-powered vehicles. With the development of new energy vehicles, the vehicle power system and front compartment functions have undergone fundamental changes: the core power of new energy vehicles (motor, battery) does not rely on the front compartment for heat dissipation, and in order to improve the utilization rate of storage space, the front compartment is generally transformed into a storage compartment, i.e., the "front trunk". Therefore, the front compartment of new energy vehicles has no engine cooling requirements, and the air intake components of traditional air guiding structures (such as large-area grilles and cooling ducts) become redundant designs. They not only cannot play a role, but also continuously introduce useless airflow, exacerbating the airflow turbulence in the front area of ​​the vehicle. At the same time, the non-streamlined design of traditional air guiding structures (such as grille openings and air duct bends) loses its functional support in new energy vehicles, occupies a large amount of engine compartment space, and has a more complex structure and higher cost. Since the core requirement of new energy vehicles for driving range is more sensitive to the drag coefficient, the resulting air resistance becomes a pure performance loss. Summary of the Invention This application aims to propose a vehicle front cabin airflow guiding device, a layout verification method, and a vehicle, in order to at least solve the technical problems in the prior art where the front airflow guiding structure of new energy vehicles does not have an obvious effect on reducing wind resistance, occupies engine compartment space, and has a relatively complex structure, and cannot simultaneously meet the requirements of effectively reducing wind resistance, improving range, and freeing up more front cabin luggage space.

[0003] In a first aspect, embodiments of this application provide a vehicle front compartment airflow deflector, comprising: A hood assembly, wherein at least a portion of the top surface of the hood assembly is provided with a recess, the recess extending from the front bulkhead toward the windshield; A front fascia is attached to the front of the vehicle and located between two headlights. The front fascia has a first end and a second end that are disposed opposite to each other. The first end extends to be in contact with a portion of the surface of the hood assembly and the top surface of the first end is coplanar with the top surface of the recess. The second end extends to be in contact with the front of the vehicle. A flow guide cover, the two ends of which are respectively connected to the two sides of the front hood assembly located in the recessed portion, wherein the flow guide cover and the top surface of the recessed portion are spaced apart and opposite to each other, and the flow guide cover and the recessed portion enclose and form a flow guide duct on the top surface of the vehicle's front compartment.

[0004] In some embodiments, the air duct has an air inlet and an air outlet. The air inlet is formed by the air-guiding trim and the air-guiding cover, and the air inlet is located between the two headlights. The air outlet is formed by the hood assembly and the air-guiding cover. The air duct is inclined upward from the air inlet to the air outlet.

[0005] In some embodiments, at least two guide ribs are spaced apart on the bottom surface of the guide cover, each guide rib is arranged along the airflow direction of the guide duct, and a guide groove is formed between the two guide ribs.

[0006] In some embodiments, the bottom surface of the air deflector is provided with at least one support portion, which extends within the air deflector duct to connect with the front hood assembly.

[0007] In some embodiments, the guide cover has a trailing edge surface near the bottom of the air outlet, and the trailing edge surface extends from the bottom surface of the guide cover to the top surface of the guide cover.

[0008] In some embodiments, the air intake trim has a bend between the first end and the second end, the bend being configured to allow the air intake trim to be fitted and connected to portions of the hood assembly and the front bulkhead, respectively.

[0009] In some embodiments, the top surface of the hood assembly is provided with a transition groove within the coverage area of ​​the air duct, and the end of the first end is adapted to the transition groove so that the hood assembly and the air duct trim form a smooth transition connection at the connection point.

[0010] Secondly, this application provides a method for verifying the layout design of a vehicle front compartment airflow deflector as described in any of the first aspects above, comprising: Based on the 3D model of the vehicle after the air deflector is installed and the virtual driver set by human factors engineering is called, the driver's R point and the driver's eye ellipse are determined. Using the driver's R point as a reference point, a longitudinal section is drawn, and a line is drawn that is tangent to the lower contour of the driver's eye ellipse and the top surface of the hood assembly to obtain the boundary line of the driver's forward field of vision; and A tangent line is drawn from the upper edge of the windshield of the vehicle to the arc surface of the hood assembly near the front of the vehicle to obtain the drag coefficient line of the front shape of the vehicle. The area where the air deflector is arranged is formed in the area below the driver's forward field of vision boundary line and above the front styling drag coefficient line.

[0011] In some embodiments, the method further includes: A reference common tangent is drawn between the top surface of the air intake trim and the top surface of the front hood assembly, and an air inlet characteristic angle is formed by the intersection of the reference common tangent with the tangent of the surface near the first end of the bent portion of the air intake trim. The included angle of the air inlet characteristic angle ranges from 15° to 45°.

[0012] Thirdly, this application also provides a vehicle that includes a vehicle front compartment air deflector as described in any of the first aspects above.

[0013] Compared with the prior art, the technical solution provided in this application has at least the following beneficial effects: The vehicle front compartment airflow device provided in this application features a recessed portion in the hood assembly, extending from the front of the vehicle towards the windshield. A deflector panel is installed on the front of the vehicle between the two headlights, with one end extending to be coplanar with the top surface of the recessed portion. Both ends of the deflector panel are connected to the two sides of the hood assembly located in the recessed portion. The deflector panel and the recessed portion enclose a deflector air duct on the top surface of the vehicle's front compartment. This design allows the oncoming airflow to flow into the deflector air duct through the air inlet at the deflector panel during vehicle operation and exit from the outlet at the rear of the deflector panel, thereby reducing the air pressure difference at the front of the vehicle, reducing wind resistance and energy consumption, and increasing the vehicle's driving range. At the same time, the front compartment structure design is simpler, providing a larger front trunk storage space.

[0014] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a structural schematic diagram of the front section of a vehicle equipped with an air deflector according to an embodiment of this application; Figure 2 This is a partial cross-sectional view of an air guiding device provided according to an embodiment of this application; Figure 3 This is a partial cross-sectional view of an air guiding device provided according to an embodiment of this application; Figure 4 This is a top view of the airflow guiding device provided according to an embodiment of this application; Figure 5 It is based on Figure 4 A partial sectional view along the AA direction; Figure 6 It is based on Figure 4 A partial sectional view along the BB direction; Figure 7 It is based on Figure 4 A partial sectional view along the CC direction; Figure 8 This is a side view of the vehicle provided according to an embodiment of this application; Figure 9 This is a partial cross-sectional view of an air guiding device provided according to an embodiment of this application.

[0017] Figure label: 10. Air deflector; 20. Windshield; 21. Front fascia; 22. Headlights; 100. Front hood assembly; 110. Recessed portion; 200. Airflow deflector; 210. Bending portion; 220. First end; 230. Second end; 300. Airflow deflector; 310. Airflow deflector rib; 320. Airflow deflector groove; 330. Support portion; 340. Aft edge surface; 350. Connecting structure; 400. Airflow duct. Detailed Implementation

[0018] The embodiments of this application are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. It should be understood that the specific embodiments described herein are merely for explaining this application and are not intended to limit this application.

[0019] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0021] For new energy vehicles, the vehicle power system and front compartment functions have undergone fundamental changes. The core power of new energy vehicles (motor and battery) does not rely on the front compartment for heat dissipation. In order to improve the utilization of storage space, the front compartment is generally transformed into a storage compartment, i.e., the "front trunk". Therefore, there is no need for engine cooling in the front compartment of new energy vehicles. As a result, the airflow structure of traditional gasoline vehicles, such as air intake components (such as large-area grilles and cooling ducts), becomes a redundant design. Not only does it fail to play a role, but it also continuously introduces useless airflow, exacerbating the airflow turbulence in the front area. At the same time, the non-streamlined design of traditional airflow structures (such as grille openings and air duct bends) loses its functional support in new energy vehicles, occupies a large amount of engine compartment space, and has a more complex structure and higher cost. Since the core requirement of new energy vehicles for driving range is more sensitive to the drag coefficient, the resulting air resistance becomes a pure performance loss.

[0022] Based on this, the inventors propose a vehicle front compartment airflow guiding device, a layout verification method, and a vehicle to optimize the air resistance of new energy vehicles and expand the "front trunk" storage space in the front compartment.

[0023] Please see Figures 1 to 7This embodiment provides a vehicle front compartment airflow deflector 10, which includes a hood assembly 100, a deflector trim 200, and a deflector cover 300. The hood assembly 100 is mounted on the top of the vehicle's front compartment, and at least a portion of the top surface of the hood assembly 100 has a recess 110 extending from the front front bulkhead 21 towards the windshield 20. The deflector trim 200 is connected to the front front bulkhead 21 and located between two headlights 22, and has a first end 220 and a second end disposed opposite to each other. 230, the first end 220 extends to be in contact with a portion of the surface of the hood assembly 100, and the top surface of the first end 220 is coplanar with the top surface of the recess 110; the second end 230 extends to be in contact with the front bulkhead 21; the two ends of the air guide cover 300 are respectively connected to the two sides of the hood assembly 100 located in the recess 110, wherein the air guide cover 300 and the top surface of the recess 110 are spaced apart and opposite to each other, and the air guide cover 300 and the recess 110 enclose and form an air guide duct 400 located on the top surface of the vehicle's front compartment.

[0024] Specifically, the hood assembly 100 curves slightly downward near the headlight 22, and a recess 110 is located in the middle of the hood assembly 100. The two ends of the hood assembly 100 in the left-right direction are higher than the recess 110. Simultaneously, some flow profiles can be formed within the recess 110, which are in the same direction as the wind flow when the vehicle is moving. This design allows for a smaller area at the front of the vehicle 21, thereby reducing wind resistance during driving. As for the air deflector 20... 0. The first end 220 of the air deflector 200 extends along the direction of the hood assembly 100 and smoothly connects with the hood assembly 100. The second end 230 of the air deflector 200 extends downward along the position of the front bumper and fits and connects with the front hood 21. This arrangement improves the aesthetics while further reducing wind resistance. The air deflector 300 is directly installed on the top surface of the hood assembly 100, that is, the air deflector 300 moves synchronously when the hood assembly 100 is opened or closed.

[0025] It should be noted that the inner wall of the airflow trim 200 can be equipped with multiple clips, and multiple slots can be provided inside the vehicle's front compartment, allowing the airflow trim 200 to be installed on the front fascia 21 of the vehicle via clip connection. Of course, it can also be installed by bolts. The airflow trim 200 can also be integrated into the front bumper for installation. After installation, the edges of the airflow trim 200 at both ends are spliced ​​with the edges of the headlights 22 on both sides to form a smooth transition arc surface, thereby further reducing wind resistance. The airflow cover 300 extends to both ends to connect and fix to the left and right ends of the hood assembly 100, thereby increasing the air intake of the airflow duct 400. At the same time, the airflow cover 300 is tilted after installation, and the top surface of the airflow cover 300 is coplanar with the surface of the hood assembly 100 near the windshield 20, thereby further reducing wind resistance and making the front of the vehicle more aesthetically pleasing.

[0026] It should also be noted that, in order to reduce wind resistance, existing technologies design air curtains on both sides of the front bumper, but the effect of reducing the overall vehicle wind resistance is very limited. Alternatively, the air intake and exhaust ducts connected to the air intake grille are connected to the hood surface through the front engine compartment, which is a very complex structural design that increases investment and cost. At the same time, the air intake and exhaust ducts connected to the air intake grille are connected to the hood surface through the front engine compartment, which makes the design of front compartment components difficult and greatly reduces the space available for placement. In this embodiment, however, by using the air-guiding trim 200 and the air-guiding cover 300, wind resistance is further reduced, and the front compartment of the vehicle no longer needs the design of large-area air intake grilles, air-guiding ducts, and other air intake components, while increasing the storage space in the front compartment.

[0027] It should be explained that in this embodiment, the recessed portion 110 and the guide cover plate 300 enclose and form a guide air duct 400. At the same time, the guide trim plate 200 defines the entrance of the guide air duct 400 (located between the two headlights 22), which forces the airflow that would originally diffuse disorderly on the surface of the front hood 21 and the front hood into the guide air duct 400, preventing the airflow from leaking to the sides (headlight gap) and down (front hood gap) to form turbulence, thereby achieving airflow concentration and directionality, reducing the additional resistance caused by airflow diffusion. At the same time, the guide trim plate 200 is attached to the front hood and the front hood 21 respectively, and the front hood is provided with a transition groove to make the connection between the two smooth, avoiding the airflow separation caused by "steps / gaps at the component splicing points" in traditional designs (steps will cause the airflow to detach from the surface to form a low-pressure vortex area, increasing pressure difference resistance). At the same time, the first end 220 of the guide trim plate 200 is coplanar with the top surface of the recessed portion 110, further eliminating the sudden change in airflow at the entrance, allowing the airflow to enter the air duct smoothly.

[0028] In this embodiment, the vehicle front compartment airflow deflector 10 has a recessed portion 110 provided in the hood assembly 100. The recessed portion 110 extends from the front front bulkhead 21 towards the windshield 20. A deflector trim 200 is installed on the front front bulkhead 21 and located between the two headlights 22, with one end extending to be coplanar with the top surface of the recessed portion 110. The two ends of the deflector cover 300 are respectively connected to the two sides of the hood assembly 100 located in the recessed portion 110. The recessed portion 110 and the 300 form a guide air duct 400 on the top surface of the vehicle's front compartment. This arrangement allows the oncoming airflow to flow into the guide air duct 400 through the air inlet at the front air intake panel 200 and out from the outlet at the rear of the guide cover 300 during vehicle operation. This reduces the air pressure difference at the front of the vehicle, thereby reducing wind resistance and energy consumption and increasing the vehicle's driving range. At the same time, the front compartment structure is simpler and has a larger front trunk storage space.

[0029] See Figures 2 to 3 In some embodiments, the air duct 400 has an air inlet and an air outlet. The air inlet is formed by the air intake trim 200 and the air guide cover 300, and the air inlet is located between the two headlights 22. The air outlet is formed by the front hood assembly 100 and the air guide cover 300. The air duct 400 is inclined upward from the air inlet to the air outlet. When the vehicle is in motion, especially at high speed, the vehicle resistance mainly comes from air resistance. As the vehicle speed increases, the rolling resistance and air resistance of the vehicle are proportional to the square of the vehicle speed. For example, the air resistance at 60 km / h and 120 km / h differs by a factor of 4. In this embodiment, when the vehicle is moving, the airflow of the front hood 21 enters the air inlet from the air intake trim 200, is rectified by the air duct 400, and then flows out from the air outlet, thereby effectively reducing wind resistance.

[0030] Continue reading Figures 2 to 3 In some embodiments, at least two guide ribs 310 are spaced apart on the bottom surface of the guide cover 300. Each guide rib 310 is arranged along the airflow direction of the guide duct 400, and a guide channel 320 is formed between the two guide ribs 310. Specifically, multiple guide ribs 310 can be spaced apart at equal intervals on the bottom surface of the guide cover 300. The cross-sectional area of ​​the guide ribs 310 gradually increases from one end of the air inlet to one end of the air outlet. That is, the guide ribs 310 are set in a streamlined fish fin shape, so that the guide channel 320 is in the shape of a fish fin, thereby realizing the rectification of airflow, eliminating air turbulence, and reducing wind resistance.

[0031] In order to make the cross-sectional area of ​​the air duct 400 larger, a connecting structure 350 can be provided at the connection between the air duct cover 300 and the left and right ends of the front cover assembly 100. The connecting structure 350 can be welded to the bottom surface of the air duct cover 300 and then connected and fixed to the top surface of the front cover assembly 100 through the connecting structure 350.

[0032] Meanwhile, the guide ribs 310 on the bottom surface of the guide cover 300 are arranged along the airflow direction of the duct, and adjacent guide ribs 310 form a guide channel 320. On the one hand, the guide ribs 310 can block the airflow from spreading laterally in the duct (lateral spreading will cause the airflow to rub and collide with each other), dividing the airflow into multiple parallel small channels to achieve airflow sorting; on the other hand, the guide channel 320 limits the flow trajectory of the airflow, avoids the formation of vortices due to the airflow velocity difference in the width direction of the duct, and reduces the frictional resistance inside the duct.

[0033] Optionally, the air deflector 300 has a trailing edge surface 340 near the bottom of the air outlet. The trailing edge surface 340 extends from the bottom surface of the air deflector 300 to the top surface of the air deflector 300. Specifically, the trailing edge surface 340 forms an obtuse angle with the bottom surface of the air deflector 300, thereby allowing the airflow entering the air deflector duct 400 to flow out more quickly. The bottom surface of the air deflector 300 has at least one support portion 330. The support portion 330 extends within the air deflector duct 400 to connect with the front hood assembly 100. In this embodiment, two support portions 330 can be provided. The provision of support portions 330 increases the fixed connection points between the air deflector 300 and the front hood assembly 100, thereby making the structure of the air deflector 300 more stable after installation.

[0034] It should be noted that the air deflector 300 is connected to the front hood through the support part 330. When the vehicle is in motion, the airflow will exert downward pressure on the air deflector 300. If the air deflector 300 is deformed, it will cause the cross-section of the air duct to become irregular, such as local narrowing / protrusion, which will cause airflow separation. The support part 330 ensures the stability of the cross-sectional shape of the air duct, maintains the consistency of the airflow path, and avoids additional resistance caused by structural deformation.

[0035] Optionally, the bottom of the guide cover 300 near the air outlet is provided with a trailing edge surface 340, which extends from the bottom surface of the guide cover 300 to the top surface of the guide cover 300. Specifically, the bottom of the guide cover 300 near the air outlet is provided with a trailing edge surface 340 that extends from the bottom surface to the top surface. Since the air outlet of a traditional air duct is a vertical end face, the airflow is prone to forming a "tail vortex" (low-pressure area, which forms a pressure difference resistance with the high-pressure area in front) behind the end face when it flows out. The inclined trailing edge surface 340 allows the airflow to be discharged at a "gradual angle", avoiding the airflow from suddenly leaving the cover surface, reducing the generation of tail vortex at the air outlet, and reducing pressure difference resistance.

[0036] Continue reading Figures 2 to 3 In some embodiments, the air intake trim 200 is provided with a bent portion 210 between the first end 220 and the second end 230. The bent portion 210 is configured to allow the air intake trim 200 to fit and connect with portions of the hood assembly 100 and the front bulkhead 21, respectively. The top surface of the hood assembly 100 is provided with a transition groove within the coverage area of ​​the air duct 400. The end of the first end 220 is adapted to the transition groove so that the hood assembly 100 and the air intake trim 200 form a smooth connection. The transition connection should be understood as follows: the air intake trim 200 fits into the hood and the front bulkhead 21 of the vehicle respectively through the bending part 210, and the hood is provided with a transition groove to make the connection between the two smooth, avoiding the airflow separation caused by the steps / gaps at the splicing of components in the traditional design (steps will cause the airflow to detach from the surface to form a low-pressure vortex area, increasing pressure difference drag); at the same time, the first end 220 of the air intake trim 200 is coplanar with the top surface of the recessed part 110, further eliminating the airflow abrupt change at the inlet, allowing the airflow to enter the air duct smoothly.

[0037] Please see Figure 8 and Figure 9 This embodiment provides a method for verifying the layout design of the vehicle front compartment airflow deflector as described in any of the above embodiments, including: Step S100: Based on the three-dimensional model of the vehicle after the air deflector is installed and the virtual driver set by human factors engineering is called, determine the driver's R point and the driver's eye ellipse. In this step, it's important to explain that the 3D model of the vehicle after installing the air deflector can be created using 3D modeling software. The driver's R point (point A1 in the diagram) is the reference point for seat design, representing the theoretical hinge center between the driver's buttocks and the seat, and is the "origin" of the vehicle's ergonomics. Its coordinates (in the vehicle coordinate system) are directly related to driving posture, operational comfort, and field of vision—all driver-related spatial calculations (such as field of vision and control distance) are based on this, ensuring the design remains relevant to actual driving scenarios. The driver's eye ellipse (point A1 in the diagram) is based on statistical results of the eye positions of a large number of drivers (different heights and sitting postures), forming an elliptical area that likely covers the driver's eye position. The principle is that while individual drivers' eye positions vary, the group data exhibits an elliptical distribution. By using the eye ellipse instead of a single "eye point," it ensures that the design covers the vast majority of drivers (rather than just a specific individual), avoiding blind spots caused by individual differences. The virtual driver acts as a "bridge" linking human body parameters (height, sitting posture) with the vehicle structure, allowing the calculation of the R point and eye ellipse to fit the cockpit layout of the specific vehicle model.

[0038] Step S200: Take the driver's R point as the reference point to make a longitudinal section, and draw a line that is tangent to the lower contour of the driver's eye ellipse and the top surface of the front hood assembly to obtain the driver's forward field of vision boundary line. In this step, the longitudinal section (vehicle symmetry plane) with point R as the reference is the core area of ​​the driver's forward field of vision, covering the main observation direction when driving straight. Calculating the field of vision boundary within this section is most representative. The lower contour of the eye ellipse represents the lowest position where the driver's eyes may appear. If the hood obstructs the view at this position, shorter drivers or those driving with their heads down are more easily affected. The top surface of the hood is the near-field reference for the driver's forward field of vision. The line of sight must extend beyond the hood to observe the road surface. The driver's forward field of vision boundary line (i.e., A3 in the figure) is the visual boundary between the lowest position of the driver's eyes and the surface of the hood. The area below the tangent (the road surface below the hood) is the range that the driver must be able to see. If there are objects above the tangent (such as excessively high spoilers), they will obstruct the view.

[0039] Step S300: Draw a tangent from the upper edge of the windshield of the vehicle to the arc surface of the hood assembly near the front of the vehicle to obtain the drag coefficient line of the front shape of the vehicle. In this step, the upper edge of the windshield is the upstream endpoint of the airflow at the front of the vehicle (the airflow transitions to the roof via the hood and windshield), and the front curved surface of the hood is the downstream starting point of the airflow at the front of the vehicle (the airflow first contacts the front of the hood after entering from the front of the vehicle). The drag coefficient line of the front shape (i.e., A4 in the figure) simulates the ideal trajectory of "airflow without separation". When the airflow flows along this tangent, it can smoothly transition from the hood to the windshield, avoiding airflow separation caused by surface protrusions / concavities. Airflow separation will form a low-pressure vortex area, increasing pressure drag.

[0040] Step S400: The area where the air deflector is arranged is formed in the area where the driver’s forward field of vision boundary line intersects and overlaps with the front styling drag coefficient line.

[0041] In this step, in order to resolve the contradiction between vehicle visibility safety and aerodynamic performance, the abstract "contradiction" is transformed into a specific "spatial range" by quantitatively defining the geometric boundary between the lower part of the driver's forward visibility boundary line and the upper part of the front styling drag coefficient line. This provides clear parameter constraints for the subsequent structural design of the air deflector (such as the height and curvature of the deflector), and helps to find the optimal arrangement space for the air deflector that neither obstructs the driver's vision nor damages the vehicle's aerodynamic performance.

[0042] In some embodiments, the method further includes establishing a reference common tangent line between the top surface of the air intake trim and the top surface of the front hood assembly (i.e., A5 in the figure), and forming an air inlet characteristic angle based on the intersection of the reference common tangent line with the tangent line of the bend portion of the air intake trim near the first end (i.e., A6 in the figure). The included angle of the air inlet characteristic angle ranges from 15° to 45°. The common tangent line between the air intake trim and the front hood assembly forms the low-resistance air inlet characteristic angle with the air intake trim. The low-resistance air inlet characteristic angle is greater than zero degrees and is adjustable. The lower surface of the air guide cover (i.e., A7 in the figure) and the trailing edge surface of the air guide cover (i.e., A8 in the figure) are designed with a low-resistance air outlet characteristic angle. The low-resistance air outlet characteristic angle is greater than zero degrees and is adjustable.

[0043] In this embodiment, by precisely designing and optimizing the adjustable characteristic angles of the air inlet and outlet, the core function is to control the airflow state from the two key nodes of airflow inlet and outlet, thereby further improving the aerodynamic efficiency of the air guiding device and enhancing the adaptability and compatibility of the design.

[0044] In some embodiments, a vehicle is also provided, the vehicle including a vehicle front compartment air deflector as described in any of the above embodiments.

[0045] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the invention.

[0046] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0047] Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment can be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily indicate the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0048] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle front compartment airflow deflector, characterized in that, include: A hood assembly, wherein at least a portion of the top surface of the hood assembly is provided with a recess, the recess extending from the front bulkhead toward the windshield; A front fascia is attached to the front of the vehicle and located between two headlights. The front fascia has a first end and a second end that are disposed opposite to each other. The first end extends to be in contact with a portion of the surface of the hood assembly and the top surface of the first end is coplanar with the top surface of the recess. The second end extends to be in contact with the front of the vehicle. A flow guide cover, the two ends of which are respectively connected to the two sides of the front hood assembly located in the recessed portion, wherein the flow guide cover and the top surface of the recessed portion are spaced apart and opposite to each other, and the flow guide cover and the recessed portion enclose and form a flow guide duct on the top surface of the vehicle's front compartment.

2. The vehicle front compartment airflow deflector according to claim 1, characterized in that, The air duct has an air inlet and an air outlet. The air inlet is formed by the air-guiding trim and the air-guiding cover, and the air inlet is located between the two headlights. The air outlet is formed by the front hood assembly and the air-guiding cover. The air duct is inclined upward from the air inlet to the air outlet.

3. The vehicle front compartment airflow deflector according to claim 2, characterized in that, The bottom surface of the guide cover is provided with at least two guide ribs at intervals. Each guide rib is arranged along the airflow direction of the guide duct, and a guide groove is formed between the two guide ribs.

4. The vehicle front compartment airflow deflector according to claim 3, characterized in that, The bottom surface of the air guide cover is provided with at least one support portion, which extends within the air guide duct to connect with the front hatch assembly.

5. The vehicle front compartment airflow deflector according to claim 3, characterized in that, The guide cover has a rear edge surface near the bottom of the air outlet, and the rear edge surface extends from the bottom surface of the guide cover to the top surface of the guide cover.

6. The vehicle front compartment airflow deflector according to claim 1, characterized in that, The air intake trim has a bend between the first end and the second end, and the bend is configured to allow the air intake trim to be attached to a portion of the surface of the hood assembly and the front bulkhead.

7. The vehicle front compartment airflow deflector according to claim 6, characterized in that, The top surface of the front hood assembly is provided with a transition groove within the coverage area of ​​the air duct, and the end of the first end is adapted to the transition groove so that the front hood assembly and the air duct trim form a smooth transition connection at the connection point.

8. A method for verifying the layout design of a vehicle front compartment airflow deflector as described in any one of claims 1-7, characterized in that, include: Based on the 3D model of the vehicle after the air deflector is installed and the virtual driver set by human factors engineering is called, the driver's R point and the driver's eye ellipse are determined. Using the driver's R point as a reference point, a longitudinal section is drawn, and a line is drawn that is tangent to the lower contour of the driver's eye ellipse and the top surface of the front hood assembly to obtain the driver's forward field of vision boundary line. as well as A tangent line is drawn from the upper edge of the windshield of the vehicle to the arc surface of the hood assembly near the front of the vehicle to obtain the drag coefficient line of the front shape of the vehicle. The area where the air deflector is arranged is formed in the area below the driver's forward field of vision boundary line and above the front styling drag coefficient line.

9. The layout design verification method according to claim 8, characterized in that, The method further includes: A reference common tangent is drawn between the top surface of the air intake trim and the top surface of the front hood assembly, and an air inlet characteristic angle is formed by the intersection of the reference common tangent with the tangent of the surface near the first end of the bent portion of the air intake trim. The included angle of the air inlet characteristic angle ranges from 15° to 45°.

10. A vehicle, characterized in that, The vehicle includes a vehicle front compartment air deflector as described in any one of claims 1-8.

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