A roof duct system and vehicle thereof

Abstract

The application discloses a roof duct system and a vehicle thereof, and the system comprises an airflow channel defined on a roof, which has a contraction section and a throat, and a permanent magnet synchronous motor arranged in the throat and capable of operating in a generator mode and a motor mode; a controller controls the motor to operate in the generator mode to recover wind energy in a driving state, and controls the motor to operate in the motor mode to drive airflow to be sprayed downward and backward to generate a propelling force to drive the vehicle to move; for a fuel vehicle and a hybrid vehicle, the system further comprises a spindle-shaped thermal expansion supercharging cavity, a high-temperature exhaust gas introduction branch and a reversing control device with mechanical repulsion dual states, and cooperates with a full-path heat preservation high-temperature resistant conveying pipeline to realize exhaust gas heat energy recovery and water wading anti-backflow; the roof integrated structure is used to adaptively realize high-speed wind energy and heat energy dual recovery and range extension, water wading active air supply or jet air anti-floating and loss of control in multiple working conditions, and daily energy saving and deep water safety self-rescue of the whole vehicle are considered.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering technology, and in particular to a roof duct system and a vehicle thereof. Background Technology

[0002] In the existing technology, as the automotive industry continues to raise its requirements for energy efficiency and driving safety, vehicle aerodynamic design, energy recovery and water safety have become key technology directions in the passenger vehicle field. However, most existing technical solutions are independent accessories or split systems developed for single functions. When facing variable driving conditions such as daily energy saving and emergency self-rescue, they have significant structural defects such as functional separation, structural redundancy and poor coordination, making it difficult to form an integrated solution.

[0003] Firstly, in terms of energy management, traditional gasoline and hybrid vehicles suffer from serious energy waste. On the one hand, the high-density oncoming airflow generated by the vehicle at high speeds is not only not effectively utilized, but also constitutes the main source of air resistance. Existing designs passively bear the wind resistance and cannot convert wind energy into usable electrical energy or propulsion. On the other hand, the high-temperature exhaust gas discharged from the engine, with a temperature of over 700°C, contains a large amount of heat and kinetic energy, which is lost in large quantities during long-distance transportation along the uninsulated exhaust pipes and is ultimately discharged into the atmosphere. At the same time, the continuous back pressure formed by this exhaust process increases the pumping loss of the engine and aggravates fuel consumption. Although there are some attempts at exhaust heat recovery or wind power generation in existing technologies, their devices are often independent and fail to organically integrate wind and heat energy recovery, resulting in extremely low overall energy utilization.

[0004] Secondly, in terms of driving safety, especially water safety, different types of vehicles face drastically different but equally fatal flaws. For gasoline and hybrid vehicles, the engine's air intake and exhaust pipe are usually located in the low position of the chassis. When the vehicle is wading through water, water can easily be sucked into the engine through the air intake, causing "cylinder knocking" and scrapping, or backflow into the engine through the exhaust pipe, causing instantaneous stalling and serious damage. Water wading modification solutions on the market are usually limited to raising the air intake, which cannot solve the problem of exhaust water backflow. Moreover, they lack auxiliary power when driving in deep water, resulting in extremely poor ability to get out of trouble. For pure electric vehicles with a fully enclosed chassis, the threat when wading through water is completely different: the bottom of the vehicle body is lifted by the huge buoyancy of the water, resulting in a sharp reduction in tire ground pressure and loss of grip. The vehicle is very likely to float, skid, or even lose control and become stuck. However, there is no integrated water wading safety device in the current technology that can simultaneously prevent gasoline vehicles from stalling due to water ingress and pure electric vehicles from floating and losing control.

[0005] More importantly, the few roof duct or exhaust modification structures that exist in the industry have extremely poor adaptability to operating conditions. These devices are mostly fixed passages. For example, a structure that simply introduces the exhaust pipe into the roof cavity will cause the continuously introduced high-temperature exhaust gas to severely bake the cavity components when the vehicle is at low speed or stationary and there is no oncoming cooling airflow, resulting in the risk of heat damage and unnecessary loss of heat energy. Such solutions lack an adaptive switching mechanism based on vehicle speed and water level operating condition signals, and cannot achieve intelligent mode switching of "low-speed silence, high-speed assistance, and wading self-rescue", which severely limits the application scenarios.

[0006] In addition, traditional solutions have obvious defects in fluid mixing and heat exchange design. When trying to mix high-temperature exhaust gas with low-temperature air to achieve heat recovery, disordered mixing is often used. The high-temperature airflow directly washes over the cavity wall, forcing the cavity to use expensive special high-temperature resistant materials, which is extremely costly. At the same time, conventional exhaust pipes lack effective insulation, and the exhaust gas temperature drops significantly before entering the mixing cavity, greatly reducing its thermal expansion and work-saving capacity.

[0007] In summary, how to provide a compact, efficient, and cost-controllable top-level vehicle system that integrates wind energy and exhaust heat recovery, water wading safety protection for various vehicle types, and adaptive control under multiple driving conditions has become an urgent technical bottleneck to be solved. Summary of the Invention

[0008] The purpose of this invention is to provide a roof duct system and a vehicle thereof.

[0009] To achieve the above objectives, the technical solution proposed by this invention is as follows: A roof duct system includes: an airflow channel defined in the roof of a vehicle, having a converging section and a throat located upstream of the converging section; an energy conversion device disposed within the throat of the airflow channel and configured to switch between generator mode and electric motor mode; and a controller configured to: control the energy conversion device to operate in generator mode to convert wind energy into electrical energy when the vehicle is in motion; and control the energy conversion device to operate in electric motor mode in response to a wading signal, driving airflow to be ejected rearward and downward through the airflow channel to generate thrust to propel the vehicle forward.

[0010] An airflow pretreatment unit is provided at the front entrance of the airflow channel. The airflow pretreatment unit includes a flow-rectifying cap with a sharp blade-shaped front end, which is used to cut and regulate the incoming airflow. The air inlet of the airflow channel is located in the roof area above the A-pillar of the vehicle and is equipped with a hydrophobic air filter to form a high-level waterproof air intake structure.

[0011] The constriction section of the airflow channel is a Venturi constriction duct, which is used to accelerate the airflow at the throat.

[0012] It also includes a fluid mixing and boosting unit, which is located in the airflow channel downstream of the energy conversion device. The fluid mixing and boosting unit has a high-temperature fluid inlet branch for receiving high-temperature exhaust gas from the vehicle.

[0013] The fluid mixing and pressurization unit has a spindle-shaped cavity with a coaxial layered jet structure inside. The coaxial layered jet structure includes a centrally located high-temperature fluid nozzle connected to the high-temperature fluid inlet branch, and an annular cold fluid channel formed around the high-temperature fluid nozzle, so that the low-temperature airflow accelerated through the throat forms a fluid insulation layer that wraps around the high-temperature exhaust gas.

[0014] A reversing control device is provided on the high-temperature fluid inlet branch, which has a first state and a second state that are mechanically mutually exclusive; in the first state, the high-temperature fluid inlet branch is used to connect to the exhaust port at the bottom of the vehicle; in the second state, the high-temperature fluid inlet branch is used to connect to the fluid mixing and pressurization unit; the controller is configured to control the reversing control device to switch between the first state and the second state, at least based on the vehicle speed signal.

[0015] The controller is configured to forcibly lock the reversing control device in the second state and forcibly disconnect the connection with the exhaust port at the bottom of the vehicle when in response to a wading signal.

[0016] The high-temperature fluid inlet branch is at least partially composed of an insulated and high-temperature resistant conveying pipeline; the conveying pipeline includes a high-temperature resistant alloy pipe and a composite thermal insulation layer that is entirely covered on the outer wall of the pipe.

[0017] The energy conversion device is a permanent magnet synchronous motor.

[0018] A vehicle including the aforementioned roof duct system.

[0019] The beneficial effects of this invention are: First, by integrating a structure into the roof of the vehicle, it simultaneously solves multiple cross-domain technical challenges such as dual recovery of wind energy and exhaust heat energy for range extension in fuel / hybrid vehicles, prevention of water intake and exhaust water return in wading, as well as wind energy recovery range extension and prevention of floating and loss of control in pure electric vehicles. It achieves compatibility with all types of passenger vehicles and fills the gap in integrated solutions in the industry.

[0020] Second, by using the controller to adaptively control the reversing control device and energy conversion device based on vehicle speed and water level signals, intelligent mode switching is achieved, which enables low-speed silent direct discharge, high-speed energy recovery, and forced safety in water wading, thus eliminating the defects of traditional devices such as single operating conditions and ineffective energy loss.

[0021] Third, adopting a coaxial layered jet structure, the outer layer of cold air forms a fluid self-insulating layer, which not only achieves efficient and progressive heat exchange and greatly improves heat recovery efficiency, but also fundamentally reduces the stringent requirements for the high temperature resistance of the cavity shell material, significantly reducing manufacturing costs.

[0022] Fourth, a multi-layered protection system is constructed, consisting of a high-mounted air intake on the A-pillar roof, a hydrophobic and waterproof filter, a permanent magnet synchronous motor for active forced air delivery or jet suppression of buoyancy, and a high-mounted exhaust on the roof, which addresses the pain points of vehicles wading in deep water from four dimensions: air intake, exhaust, power, and vehicle posture.

[0023] 5. The overall structure is an independent modular structure for the roof, without involving chassis modification, with clear ownership. The flat and streamlined shape fits the roof, and the A-pillar has concealed pipe routing without damaging the original vehicle body. It is compatible with all types of passenger vehicles, including hatchbacks, sedans, SUVs, and MPVs. It can be pre-installed at the factory or retrofitted later. It has a low failure rate and high value for mass production. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention; Figure 2 This is a cross-sectional view of the overall structure of Embodiment 1 of the present invention; Figure 3 This is a structural block diagram of the high-speed energy-saving range-extending operating condition of Embodiment 2 of the present invention; Figure 4 This is a structural block diagram of the deep-water wading self-rescue working condition in Embodiment 2 of the present invention.

[0025] In the diagram: 1. Airflow channel; 2. Energy conversion device; 3. Rectifier cap; 4. Air inlet; 5. Hydrophobic air filter; 6. High-temperature fluid inlet branch; 7. Spindle-shaped cavity; 8. High-temperature fluid jet; 9. Reversing control device; 10. Tail nozzle. Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the accompanying drawings. Example 1:

[0027] A roof duct system includes: an airflow channel 1 defined in the roof of a vehicle, having a converging section and a throat located upstream of the converging section; an energy conversion device 2 disposed within the throat of the airflow channel 1 and configured to switch between generator mode and electric motor mode; and a controller configured to: control the energy conversion device 2 to operate in generator mode to convert wind energy into electrical energy when the vehicle is in motion; and control the energy conversion device 2 to operate in electric motor mode in response to a wading signal, driving airflow to be ejected rearward and downward through the airflow channel 1 to generate thrust to propel the vehicle forward. A schematic diagram of the overall structure of the invention is shown below. Figure 1 As shown.

[0028] An airflow pretreatment unit is installed at the front inlet of airflow channel 1. The airflow pretreatment unit includes a front-end sharp-edged brim 3 to cut and regulate the incoming airflow. The air inlet 4 of airflow channel 1 is located in the roof area above the A-pillar of the vehicle and is equipped with a hydrophobic air filter 5 to form a high-level waterproof air intake structure. The front-end sharp-edged brim 3 is used to divide the oncoming high-pressure airflow, strip away the chaotic turbulence of the roof boundary layer, eliminate the wind resistance formed by the accumulation of airflow at the front, and regulate the disordered airflow into parallel laminar flow through the smooth slope, providing a stable and uniform basic flow field condition for the Venturi acceleration, heat exchange of hot and cold airflows, and thermal expansion work at the rear. The air inlet 4 is used to ensure that the air inlet 4 is above the water surface in deep water wading conditions. The hydrophobic air filter 5 is used to block water droplets, mud, sand, and debris that may splash or be submerged during wading from entering the air intake pipe, while allowing air to pass smoothly to ensure the cleanliness and safety of the engine or system. The overall structural cross-sectional view of embodiment one of the present invention is shown below. Figure 2 As shown.

[0029] The converging section of airflow channel 1 is a Venturi converging duct, which is used to accelerate the airflow at the throat. The converging section of the Venturi converging duct is used to utilize the Venturi fluid effect to gather and compress the dispersed oncoming airflow, so that the airflow velocity at the throat section is greatly increased and the dynamic pressure is sharply increased, thereby transforming the low-grade oncoming flow into a high-grade, high-energy-density driving air source.

[0030] It also includes a fluid mixing and supercharging unit, which is located in the airflow channel 1 downstream of the energy conversion device 2. The fluid mixing and supercharging unit has a high-temperature fluid inlet branch 6 for receiving high-temperature exhaust gas from the vehicle. The fluid mixing and supercharging unit is used to provide a closed mixing and heat exchange space for the ambient temperature air and the high-temperature exhaust gas, so that the two fluids can complete heat exchange and volume expansion in a controlled environment, converting the waste exhaust gas heat energy into the pressure energy and kinetic energy of the mixed airflow. The high-temperature fluid inlet branch 6 is used to construct an independent transport path from the exhaust end of the vehicle engine to the supercharging chamber on the roof, and to guide the high-temperature exhaust gas above 700°C, which should be directly discharged into the atmosphere, to the fluid mixing and supercharging unit to participate in thermal expansion and work.

[0031] The fluid mixing and pressurization unit has a spindle-shaped cavity 7, inside which a coaxial layered jet structure is arranged. The coaxial layered jet structure includes a centrally located high-temperature fluid nozzle 8 connected to the high-temperature fluid inlet branch 6, and an annular cold fluid channel formed around the high-temperature fluid nozzle 8. This allows the low-temperature airflow accelerated at the throat to form a fluid insulation layer that envelops the high-temperature exhaust gas. The spindle-shaped cavity 7 provides a streamlined mixing space that conforms to aerodynamic principles. Its gradually expanding-contracting geometry is conducive to the stable expansion and pressure recovery of the airflow, reducing flow separation. By reducing energy loss and enhancing the work capacity of the mixed airflow, the coaxial layered jet structure is used to construct an orderly flow field in which the outer layer of cold airflow wraps around the central high-temperature exhaust gas. The outer layer of low-temperature airflow naturally forms a highly efficient fluid insulation layer, preventing the high-temperature exhaust gas from directly contacting and scouring the inner wall of the cavity. This reduces the requirements for the high-temperature resistance of the cavity shell material, allowing the use of lower-cost conventional materials to manufacture the cavity, significantly reducing manufacturing costs. The layered, progressive shearing and mixing with heat exchange can maximize the transfer of waste heat energy from the exhaust gas to the cold air, improving the total kinetic energy and thermal expansion work efficiency of the mixed airflow.

[0032] A reversing control device 9 is installed on the high-temperature fluid inlet branch 6. This reversing control device 9 has two mutually exclusive states: a first state and a second state; in the first state, the high-temperature fluid inlet branch 6 connects to the exhaust port at the bottom of the vehicle; in the second state, the high-temperature fluid inlet branch 6 connects to the fluid mixing and boosting unit; the controller is configured to switch the reversing control device 9 between the first and second states, at least based on a vehicle speed signal. The reversing control device 9 provides a controllable branch node for the high-temperature exhaust gas emission path, enabling the system to control the on / off state of the high-temperature fluid inlet branch 6. Active selection and switching: The first state is used to maintain the original exhaust path of the vehicle, which is suitable for cold starts, low speeds or stationary conditions and other conditions without sufficient oncoming airflow. It allows the exhaust gas to be discharged from the bottom of the vehicle in the conventional way, avoiding the continuous flow of high-temperature exhaust gas into the roof cavity to bake the components without the cooling and mixing of cold airflow, which would cause the risk of heat damage and unnecessary loss of heat energy. The second state is used to switch all high-temperature exhaust gas to the roof heat recovery channel, which is suitable for high-speed driving or other conditions with sufficient oncoming airflow. It allows the exhaust gas to enter the spindle-shaped cavity 7 to participate in the hot and cold jet heat exchange and thermal expansion to do work, realizing the recovery and utilization of waste heat energy and aerodynamic propulsion.

[0033] The controller is configured to forcibly lock the reversing control device 9 to the second state and forcibly disconnect the connection with the exhaust port at the bottom of the vehicle when the vehicle is wading through water, regardless of the current vehicle speed or the original state of the reversing device, the exhaust path is forcibly locked to the roof exhaust, thus physically blocking the passage of water backflow into the engine cylinder through the chassis exhaust pipe.

[0034] The high-temperature fluid inlet branch 6 is at least partially composed of an insulated and high-temperature resistant conveying pipeline. The conveying pipeline includes a high-temperature resistant alloy pipe and a composite thermal insulation layer that is entirely covered on the outer wall of the pipe. The conveying pipeline made of the high-temperature resistant alloy pipe can withstand the continuous thermal shock of the exhaust gas with a temperature of over 700°C discharged from the engine cylinder head. It has good resistance to high-temperature creep and thermal deformation, ensuring the structural integrity and service life of the pipeline under extreme heat loads. The composite thermal insulation layer is used to isolate the heat exchange between the high-temperature exhaust gas and the external environment to the maximum extent, significantly reducing or even eliminating the heat loss of the exhaust gas during long-distance transportation. It locks the residual heat of the exhaust gas inside the pipeline and stably delivers it to the terminal cavity, avoiding a serious decrease in thermal expansion efficiency due to the temperature drop of the long pipeline.

[0035] The energy conversion device 2 is a permanent magnet synchronous motor. The permanent magnet synchronous motor is used to realize bidirectional reversible operation of both generator and motor functions. In generator mode, its impeller rotates under the impact of high-speed airflow, converting mechanical energy into electrical energy to realize wind energy recovery. In motor mode, its active rotation generates a strong negative pressure suction effect or drives airflow jet to realize active air delivery or propulsion.

[0036] The permanent magnet synchronous motor has a torch-shaped vertical axis impeller with four sets of blades arranged symmetrically at its output end. The blades have a sharp tip structure to reduce starting resistance. The torch-shaped vertical axis impeller is either a wind-gathering vertical axis wind turbine or a vertical axis four-blade wind turbine.

[0037] The permanent magnet synchronous motor integrates a power modulation and voltage stabilization module. The unstable AC power output by the permanent magnet synchronous motor is rectified and converted into DC power, which is then matched to the standard voltage of the vehicle electrical system by the voltage stabilization module.

[0038] System operating modes: Driving power generation mode: When the vehicle is moving, the relative airflow is guided by the rectifier cap 3, and the torch-shaped vertical shaft impeller rotates to generate electricity. The permanent magnet synchronous motor generates electricity, and the power modulation and voltage regulation module rectifies and regulates the current to supply power to the vehicle's electrical appliances or to replenish the battery.

[0039] Parking / Low-Speed ​​Sleep Mode: When the vehicle is stationary or the vehicle speed is too low, causing the wind pressure to be insufficient to overcome the generator resistance, the system automatically enters a sleep state, does not generate reverse drag resistance, and does not affect the normal driving of the vehicle.

[0040] Example 2:

[0041] A roof duct system for gasoline or hybrid vehicles, the system being an independent modular structure for the roof that can be installed on the vehicle roof without damage via brackets or adhesive bonding.

[0042] The main body of the system is an airflow channel 1 extending from front to back. At the front end of the channel is an integrally formed blade-shaped visor 3, which is pointed forward and gradually widens backward, forming a thin blade shape that fits the curved surface of the roof. Adjacent to it is an airflow inlet located above the A-pillar of the vehicle and directly above the headrests of the driver and passenger, forming a high-level air intake 4. The air intake 4 is equipped with a detachable high-efficiency hydrophobic air filter 5, which is made of a hydrophobic and breathable membrane or similar functional material. It is breathable but not water-permeable and can block the intake of rainwater and mud.

[0043] The airflow channel 1 is connected to a triangular Venturi constriction duct with a gradually narrowing cross section at the rear of the inlet. The throat is formed at the minimum cross section. A permanent magnet synchronous motor is precisely installed in the throat, and its impeller faces the high-speed airflow.

[0044] Downstream of the throat, the airflow channel 1 expands and connects to a fluid mixing and pressurizing unit. The main body of the unit is a spindle-shaped cavity 7. A high-temperature fluid inlet branch 6 is provided on the side wall or the center of the rear end of the cavity. The end of the branch extends into the cavity to form an axially adjustable exhaust gas nozzle. The nozzle is centrally located, and its surrounding space forms an annular cold fluid channel, thereby constructing the coaxial layered jet structure.

[0045] The high-temperature fluid inlet branch 6 is connected downstream to an intelligent exhaust reversing mechanism. This mechanism is located at the branch node of the vehicle engine exhaust pipe. One end of the mechanism is connected to the engine exhaust manifold, and the other two ends are connected to the original bottom exhaust port of the vehicle and the spindle-shaped cavity 7 of this system, respectively. In this embodiment, the mechanism adopts an integrated 90° bidirectional flap reversing component, which is driven by a motor. The flap only switches between two extreme positions, forming a mechanical interlock to ensure that the bottom straight exhaust passage and the roof booster cavity passage never open at the same time.

[0046] The entire pipeline from the engine exhaust manifold outlet to the aforementioned reversing mechanism, and from the reversing mechanism to the spindle-shaped cavity 7 on the roof, is a fully insulated and high-temperature resistant exhaust gas delivery pipeline. Its inner layer is a high-temperature resistant alloy pipe, and its outer layer is covered with multi-layer aerogel composite thermal insulation felt. The pipe section connections are also insulated and sealed.

[0047] The controller receives vehicle speed signals and water level sensor signals from the vehicle's CAN bus or individual sensors.

[0048] The working process of this embodiment is as follows: Operating Condition 1: High-speed driving energy-saving and range-extending operating condition.

[0049] When the vehicle accelerates to a preset speed threshold, such as 60 km / h, the controller determines that a sufficient and stable oncoming ram airflow has been formed.

[0050] Wind energy recovery: The high-speed airflow is cut and regulated into laminar flow by the blade rectifier cap 3, and then gathered and accelerated by the Venturi duct. At the throat, it impacts the impeller of the permanent magnet synchronous motor at an extremely high flow rate. The controller switches it to generator mode, and the motor rotates at high speed to generate electricity. The generated electricity is rectified and stored in the vehicle's power battery.

[0051] Heat recovery: Simultaneously, the controller sends a command to the exhaust reversing mechanism, causing the flap to move, closing the bottom exhaust passage and opening the passage to the roof. High-temperature exhaust gas exceeding 700°C is transported to the center of the spindle-shaped cavity 7 with minimal temperature drop via a fully insulated, high-temperature resistant pipeline, and ejected from the adjustable injection port. At the same time, room-temperature, high-speed cold air, accelerated by the venturi throat, forms an annular outer layer of airflow within the spindle-shaped cavity 7, completely enveloping the high-temperature exhaust gas. The hot and cold airflows gradually exchange heat as they travel coaxially in layers. The high-temperature exhaust gas rapidly heats the cold air, causing it to expand violently. The resulting high-pressure mixed air mass is then injected at high speed and directionally backward through the converging exhaust nozzle 10 at the end of the cavity. According to Newton's third law, this generates a continuous forward thrust on the vehicle, effectively offsetting some wind resistance and rolling resistance, reducing engine load and fuel consumption. The structural block diagram of the high-speed energy-saving range-extending working condition in Embodiment 2 of this invention is as follows: Figure 3 As shown.

[0052] Working Condition 2: Deep Water Wading Self-Rescue Working Condition.

[0053] When a vehicle enters a deep water section, the water level sensor is triggered, the controller receives the water wading signal, and the system instantly enters the water wading self-rescue mode, executing triple protection actions.

[0054] Exhaust protection: The controller sends a forced lock command to the exhaust reversing mechanism. Regardless of the current vehicle speed, the flap is forcibly locked in the position that connects to the roof passage, completely cutting off the connection with the exhaust port at the bottom of the chassis. All engine exhaust gas is sprayed out through the roof to prevent water from flowing back into the engine cylinder through the exhaust pipe.

[0055] Air intake protection and forced oxygen supply: Since the high-level air intake 4 above the A-pillar is higher than the water surface and the hydrophobic filter element blocks water vapor and mud, there is clean air in this area. The controller switches the permanent magnet synchronous motor to electric motor mode, causing it to rotate at high speed and generate strong negative pressure. Dry air is forcibly drawn from the high-level air intake 4 and then forcibly sent to the engine's air filter and intake manifold through the original air intake pipeline.

[0056] Assisted propulsion: At the same time, the exhaust gas discharged from the engine continues to enter the spindle-shaped cavity 7, mixes and expands with the cold air actively drawn by the electric motor. At this time, since the airflow is mainly driven by the electric motor, its thermodynamic process is different from that of the first working condition, but it can still generate pressure. It is then sprayed backward through the tail nozzle 10 to provide auxiliary aerodynamic thrust, helping the vehicle overcome resistance in deep water and get out of trouble autonomously.

[0057] When the water wading signal disappears, the controller can control the reversing device to resume normal switching function.

[0058] With the above triple protection, even if the vehicle's hood is completely submerged by water, the engine can still receive a stable air supply and continue running without stalling or cylinder damage. It also receives auxiliary power, achieving deep-water-resistant engine operation and autonomous self-rescue. The structural block diagram of the deep-water wading self-rescue working condition in Embodiment Two of this invention is as follows: Figure 4 As shown.

[0059] Operating Condition 3: Low-speed and stationary operating conditions.

[0060] When the vehicle is cold-started, at low speed, or waiting at a stop, if the vehicle speed is below the threshold and there is no water wading signal, the controller will keep the exhaust reversing mechanism in the first state of opening the bottom exhaust pipe. The exhaust gas will be quietly discharged from the chassis exhaust pipe outlet according to the original design path of the vehicle. At this time, there is no high-temperature airflow passing through the roof duct, the permanent magnet synchronous motor 3 is in standby or idling state, the whole system is in a low energy consumption mode, does not have a significant impact on the original NVH performance of the vehicle, and has no risk of heat damage.

[0061] Example 3:

[0062] A roof duct system for pure electric vehicles, compared to Embodiment 2, has a simplified structure due to the absence of an engine and exhaust system in pure electric vehicles, eliminating the exhaust gas inlet branch, insulated exhaust pipe, and intelligent exhaust reversing mechanism.

[0063] The system in this embodiment also includes an airflow channel 1 integrated into the roof of the vehicle, with a blade-shaped rectifier hood 3 at its front end. The air intake 4 is optionally arranged in the high area of ​​the A-pillar and equipped with a hydrophobic filter. The channel also has a Venturi constriction duct and a throat inside, and a permanent magnet synchronous motor is installed in the throat as an energy conversion device 2.

[0064] The controller also receives vehicle speed and water level signals and performs mode control on the permanent magnet synchronous motor.

[0065] The working process of this embodiment is as follows: Operating Condition 1: Conventional road pneumatic range extender operating condition.

[0066] When the vehicle is in normal operation, the controller controls the permanent magnet synchronous motor to operate in generator mode. The airflow is accelerated through the Venturi duct and then drives the motor to generate electricity. The generated electricity is returned to the power battery pack, directly increasing the vehicle's range. At the same time, the airflow is finally ejected at high speed from the convergent tail nozzle 10. The resulting thrust can offset the wind resistance when the vehicle is traveling at high speed to a certain extent, further reducing the power consumption of the drive motor and achieving a dual range-extending effect.

[0067] Operating Condition 2: Deep-water anti-floating and anti-loss-of-control stabilization operation.

[0068] When the vehicle is wading through water, the water level sensor triggers the wading signal. The controller instantly switches the permanent magnet synchronous motor to electric motor mode. The motor rotates at high speed and actively draws air from the high-mounted air intake 4 on the roof and sprays it at high speed downwards and backwards along the airflow channel 1. This powerful jet produces two beneficial effects at the same time: first, a rearward aerodynamic thrust to help the vehicle move forward in the water; and second, a crucial downward pressure component.

[0069] The downward pressure acts directly on the roof of the vehicle and is then transmitted to the entire vehicle body, effectively suppressing the huge buoyancy of the water on the chassis, increasing the contact pressure and friction between the tires and the ground or underwater surface, quickly restoring and maintaining the tires' grip, and thus solving the problems of pure electric vehicles drifting, tires slipping and spinning, loss of steering control, or even the entire vehicle skidding and breaking down when wading through water.

[0070] Example 4:

[0071] Based on embodiments one to three, the present invention allows for various local structural modifications and parameter optimizations to adapt to the needs of different vehicle models.

[0072] For example, in addition to using a permanent magnet synchronous motor, the energy conversion device 2 can also be composed of a generator and a motor set separately, and switch working modes with a clutch; in addition to using an integrated flap structure, the reversing control device 9 can also use two independent electromagnetic butterfly valves that are interlocked in control logic to achieve the same flow channel switching and mutual exclusion functions; the aerogel insulation layer of the heat insulation pipeline can be designed with different thicknesses and material composite layers according to different engine exhaust temperature levels; the axial position of the high-temperature fluid injection port 8 needs to be calibrated by computational fluid dynamics simulation and actual vehicle road test according to the displacement, exhaust flow rate and design parameters of the venturi duct of the specific vehicle model to obtain the optimal mixing and heat exchange efficiency.

[0073] Example 5:

[0074] A vehicle includes a body and any of the roof duct systems in embodiments one to four. The vehicle may be a newly manufactured original vehicle pre-installed with the system, or a modified vehicle with the system added to an existing vehicle. The vehicle includes, but is not limited to, hatchbacks, sedans, sports utility vehicles, multi-purpose vehicles, or other types of passenger vehicles.

[0075] Working principle: The system pre-cuts and laminarizes the incoming airflow through a sharp-edged rectifier cap 3, eliminating turbulent air resistance. The air intake 4 is located high above the A-pillar and equipped with a hydrophobic filter, forming a high-level waterproof air intake structure. Under normal driving conditions, the airflow is significantly accelerated at the throat through the Venturi constriction duct, driving the permanent magnet synchronous motor to operate in generator mode, converting wind energy into electrical energy and storing it to achieve wind energy recovery and range extension. For fuel and hybrid vehicles, when the vehicle speed reaches a preset threshold, the controller controls the reversing control device 9 to switch to the second state, so that the high-temperature exhaust gas of over 700°C that was originally directly discharged into the atmosphere is transported through a fully insulated pipeline composed of high-temperature alloy pipes and composite thermal insulation layers. The air is delivered to the spindle-shaped cavity 7 located downstream of the throat with minimal temperature drop. Inside the spindle-shaped cavity 7, through a coaxial layered jet structure, the low-temperature cold air accelerated by the Venturi jet forms an annular fluid channel on the outer layer, completely enveloping the high-temperature exhaust gas ejected from the central nozzle. The outer layer of cold airflow forms a fluid insulation layer, preventing the high temperature from directly eroding the cavity wall and reducing manufacturing costs. At the same time, the hot and cold airflows undergo progressive and efficient heat exchange while traveling in the same direction in layers. The high-temperature exhaust gas rapidly heats the cold air, causing it to expand violently and form a high-pressure air mass in the cavity. Finally, it is injected backward at high speed through the convergent tail nozzle 10, generating a continuous forward thrust to counteract driving resistance, achieve heat recovery propulsion, and reduce fuel consumption.

[0076] When the vehicle is wading through water, and the water level sensor triggers a wading signal, the controller immediately executes a wading safety strategy: on the one hand, it forcibly locks the reversing control device 9 to the second state, forcibly cutting off the connection with the exhaust port at the bottom of the vehicle to prevent water from flowing back into the exhaust pipe; on the other hand, it controls the permanent magnet synchronous motor to switch to electric motor mode, forcibly drawing in clean air from the high-mounted air intake 4 on the roof. For fuel / hybrid vehicles, this air is sent into the engine intake system to ensure a stable oxygen supply to the engine, achieving dual-path waterproof protection of "intake-exhaust"; for pure electric vehicles, the motor drives the airflow to spray downwards and rearwards at high speed, and the resulting downward pressure component effectively suppresses the buoyancy of the water, increases the tire ground pressure, restores grip, and prevents the vehicle from floating and losing control. The entire system achieves adaptive full-condition operation through the intelligent decision-making of the controller, including low-speed silent direct discharge, high-speed dual recovery of wind and heat energy, and forced safety during wading.

[0077] The beneficial effects of this invention are as follows: First, it solves multiple cross-domain technical challenges in fuel / hybrid vehicles by integrating a structure on the vehicle roof, including dual recovery of wind and exhaust heat for range extension, prevention of water intake and exhaust water return during wading, and wind recovery range extension and prevention of floating and loss of control during wading in pure electric vehicles. This achieves compatibility with all types of passenger vehicles and fills the gap in integrated industry solutions. Second, by using a controller to adaptively control the reversing control device and energy conversion device based on vehicle speed and water level signals, it achieves intelligent mode switching between low-speed silent direct discharge, high-speed energy recovery, and forced safety during wading, eliminating the shortcomings of traditional devices such as single operating conditions and ineffective energy loss. Third, by adopting a coaxial layered jet structure, it utilizes the outer layer of cold air to form a fluid self-insulating layer, not only achieving high... The system features: 1) Progressive heat exchange, significantly improving heat recovery efficiency and fundamentally reducing the stringent requirements for the high-temperature resistance of the cavity shell material, thus significantly reducing manufacturing costs; 2) A multi-layered protection system consisting of a high-mounted air intake on the A-pillar roof, a hydrophobic and waterproof filter, a permanent magnet synchronous motor for active forced airflow or jet suppression buoyancy, and a high-mounted exhaust on the roof, addressing the pain points of deep-water wading from four dimensions: air intake, exhaust, power, and vehicle posture; 3) An independent modular roof structure, requiring no chassis modification, with clear ownership, a flat and streamlined shape that fits the roof, and concealed piping on the A-pillar without damaging the original vehicle body. It is compatible with all types of passenger vehicles, including hatchbacks, sedans, SUVs, and MPVs, and can be pre-installed at the factory or retrofitted later. It has a low failure rate and high mass production value.

[0078] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A roof duct system, characterized in that, include: An airflow passage (1) is defined in the roof of a vehicle and has a constriction section and a throat located upstream of the constriction section; An energy conversion device (2) is disposed in the throat of the airflow channel (1) and is configured to switch between generator mode and motor mode. A controller is configured as follows: When the vehicle is in motion, the energy conversion device (2) is controlled to operate in generator mode to convert wind energy into electrical energy; In response to the wading signal, the energy conversion device (2) is controlled to operate in electric motor mode, driving the airflow to be sprayed backward and downward through the airflow channel (1) to generate thrust to propel the vehicle forward.

2. The roof duct system as described in claim 1, characterized in that, An airflow pretreatment unit is provided at the front entrance of the airflow channel (1). The airflow pretreatment unit includes a flow-rectifying cap (3) with a sharp blade at the front end, which is used to cut and regulate the incoming airflow. The air inlet (4) of the airflow channel (1) is arranged in the roof area above the A-pillar of the vehicle and is equipped with a hydrophobic air filter (5) to form a high-level waterproof air intake structure.

3. The roof duct system as described in claim 1, characterized in that, The constriction section of the airflow channel (1) is a Venturi constriction duct, which is used to accelerate the airflow at the throat.

4. A roof duct system as described in claim 1, characterized in that, It also includes a fluid mixing and boosting unit, which is located in the airflow channel (1) downstream of the energy conversion device (2). The fluid mixing and boosting unit has a high-temperature fluid inlet branch (6) for receiving high-temperature exhaust gas from the vehicle.

5. A roof duct system as described in claim 4, characterized in that, The fluid mixing and pressurizing unit has a spindle-shaped cavity (7) with a coaxial layered jet structure inside. The coaxial layered jet structure includes a centrally located high-temperature fluid jet port (8) that is connected to the high-temperature fluid inlet branch (6) and an annular cold fluid channel formed around the high-temperature fluid jet port (8), so that the low-temperature airflow accelerated through the throat forms a fluid insulation layer that wraps the high-temperature exhaust gas on the outer layer.

6. A roof duct system as described in claim 4, characterized in that, A reversing control device (9) is provided on the high-temperature fluid inlet branch (6). The reversing control device (9) has a first state and a second state that are mechanically mutually exclusive. In the first state, the high-temperature fluid inlet branch (6) is used to connect to the exhaust port at the bottom of the vehicle. In the second state, the high-temperature fluid inlet branch (6) is used to connect to the fluid mixing and pressurizing unit. The controller is configured to control the reversing control device (9) to switch between a first state and a second state, at least based on the vehicle speed signal.

7. A roof duct system as described in claim 6, characterized in that, The controller is configured to: when in response to a wading signal, force the reversing control device (9) to lock in the second state and force disconnect the connection with the exhaust port at the bottom of the vehicle.

8. A roof duct system as described in claim 6, characterized in that, The high-temperature fluid inlet branch (6) is at least partially composed of a heat-insulated and high-temperature resistant conveying pipeline; the conveying pipeline includes a high-temperature resistant alloy pipe and a composite heat insulation layer that is entirely covered on the outer wall of the pipe.

9. The roof duct system as described in any one of claims 1 to 8, characterized in that, The energy conversion device (2) is a permanent magnet synchronous motor.

10. A vehicle, characterized in that, Including the roof duct system as described in claim 9.

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