Vehicle aerodynamic device

Abstract

There is provided a vehicle aerodynamic device including: an airflow adjusting unit provided so as to be able to appear or disappear at a rear portion of a vehicle, and configured to adjust an airflow flowing along a roof of the vehicle in a direction opposite to a forward traveling direction of the vehicle; the lamp unit is arranged on the airflow adjusting unit; and a driving unit configured to generate a driving force in such a manner that the airflow adjusting unit operates. According to the utility model, the first airflow adjusting unit is arranged in a manner that the first airflow adjusting unit can appear and disappear at the rear part of the vehicle, so that the airflow which flows from the forward driving direction of the vehicle to the direction opposite to the forward driving direction of the vehicle along the roof of the vehicle can be guided when the vehicle runs, and the airflow is not distributed to the roof side of the vehicle.

Description

Technical Field

[0001] Exemplary embodiments relate to vehicle aerodynamic devices, and more particularly, to vehicle aerodynamic devices capable of dissipating vortexes, improving aerodynamic performance, and providing visual information to a driver, nearby vehicles, and pedestrians. Background Art

[0002] Generally, when a vehicle travels at high speed, the vehicle experiences increased aerodynamic drag caused by a vortex phenomenon of airflow flowing along the roof in a direction opposite to the forward travel direction of the vehicle and a drag force generated behind the vehicle. This increased aerodynamic drag leads to a problem of reduced fuel efficiency (energy efficiency).

[0003] In order to solve this problem, in the prior art, aerodynamic performance improving devices for adjusting airflow (such as air spoilers, air skirts, and rear bumper spoilers) are installed on vehicles. However, these aerodynamic performance improving devices are always exposed to the outside, or are controlled only according to the driving speed of the vehicle without considering adjacent obstacles and weather changes.

[0004] Therefore, the aerodynamic performance improvement device may collide with an obstacle, thereby damaging it. When strong wind blows, the aerodynamic performance improvement device hinders the airflow, thereby causing a problem of reducing the driving stability of the vehicle. Therefore, it is necessary to solve these problems.

[0005] The related art of the present disclosure is disclosed in Korean Patent Application Publication No. 10-2023-0035848 (published on March 14, 2023, entitled “Communication spoiler system of vehicle and system control method thereof”). Utility Model Content

[0006] Various embodiments of the present disclosure are directed to solving the above-mentioned problems and relate to a vehicle aerodynamic device that can disperse vortices occurring behind an electric vehicle, improve the aerodynamic performance of the electric vehicle, and provide visual information to the driver of the electric vehicle, nearby vehicles, and pedestrians.

[0007] In one embodiment, according to one aspect of the present disclosure, a vehicle aerodynamic device is provided, comprising: an airflow adjustment unit, which is arranged in a manner to appear or disappear at the rear of a vehicle and is configured to adjust the airflow flowing along the roof of the vehicle in a direction opposite to the forward driving direction of the vehicle; a lamp unit, which is arranged on the airflow adjustment unit; and a drive unit, which is configured to generate a driving force in a manner in which the airflow adjustment unit works.

[0008] In one embodiment, in a vehicle aerodynamic device, an airflow adjustment unit may include: a first airflow adjustment unit, which includes a pair of wing parts respectively arranged on both sides of the rear; and a second airflow adjustment unit, which includes a plurality of blade parts located between the pair of wing parts, and the plurality of blade parts are arranged to be spaced apart from each other along the width direction of the vehicle.

[0009] In one embodiment, in a vehicle aerodynamic device, the rear portion may include: a first rear body having a first accommodating portion, in which the pair of wing portions are accommodated; and a second rear body having a second accommodating portion, in which the plurality of blade portions are accommodated.

[0010] In one embodiment, in a vehicle aerodynamic device, the driving unit may include: a first actuator unit, which is connected to the pair of wing parts and rotates the pair of wing parts in a manner that the pair of wing parts accommodated in the first accommodating part protrude upward from the first rear body; and a second actuator unit, which is connected to the multiple blade parts and rotates the multiple blade parts in a manner that the multiple blade parts accommodated in the second accommodating part protrude upward from the second rear body.

[0011] In one embodiment, in a vehicle aerodynamic device, the lamp unit may include: a first lamp unit, which is arranged on the outer surface of the wing portion and emits light; and a second lamp unit, which is arranged on the end of the blade portion and emits light in a direction opposite to the forward driving direction of the vehicle.

[0012] In an embodiment, the vehicle aerodynamic device may further include a control unit electrically connected to the drive unit and to the light unit to receive operation signals from the vehicle electrical components and thereby control the operation of the drive unit and the operation of the light unit.

[0013] In one embodiment, in the vehicle aerodynamic device, the control unit may control the driving unit according to the driving speed of the vehicle so that the airflow adjustment unit is exposed or not exposed in the rear.

[0014] In one embodiment, in the vehicle aerodynamic device, the control unit may control the driving unit according to a driving mode of the vehicle so that the airflow adjustment unit is exposed or not exposed in the rear.

[0015] According to the present invention, the first airflow adjustment unit provided in a manner that can appear and disappear at the rear of the vehicle can guide the airflow flowing along the roof of the vehicle from the forward driving direction of the vehicle toward the direction opposite to the forward driving direction of the vehicle when the vehicle is traveling, so as not to be distributed to the roof side of the vehicle. Therefore, the airflow flowing along the roof side can be redirected more rearward toward the direction opposite to the forward driving direction of the vehicle, thereby achieving the effect of reducing the drag force formed at the rear of the vehicle.

[0016] In addition, according to the present disclosure, the second airflow adjustment unit provided in a manner that can appear and disappear at the rear of the vehicle can reduce the vortex phenomenon that occurs due to the airflow flowing along the roof of the vehicle from the forward driving direction of the vehicle toward the direction opposite to the forward driving direction of the vehicle when the vehicle is traveling. Therefore, it is possible to achieve the effect of improving fuel efficiency (energy efficiency) by reducing the air resistance drag on the surface of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a perspective view showing a state in which an airflow adjustment unit of the vehicle aerodynamic device according to an embodiment of the present disclosure is not exposed in the rear.

[0018] Figure 2 is a perspective view showing a state in which an airflow adjustment unit of a vehicle aerodynamic device according to an embodiment of the present disclosure is exposed in a rear portion.

[0019] Figure 3 is a cross-sectional view of the first rear body, which shows a state in which the first airflow adjustment unit of the vehicle aerodynamic device according to the embodiment of the present disclosure is operating.

[0020] Figure 4 4 is a cross-sectional view of the second rear body, which shows a state in which the second airflow adjustment unit of the vehicle aerodynamic device according to the embodiment of the present disclosure is in operation.

[0021] Figure 5A , 5B 5C is a view of one side of the wing portion, which shows a state in which the first lamp unit of the vehicle aerodynamic device according to the embodiment of the present disclosure operates.

[0022] Figure 6 : is a block diagram showing a connection relationship between a control unit of a vehicle aerodynamic device according to an embodiment of the present disclosure and each constituent element thereof. DETAILED DESCRIPTION

[0023] The vehicle aerodynamic device according to an embodiment of the present disclosure will be described below with reference to the accompanying drawings. For the sake of clarity and convenience of description, the thickness of the wires, the size of the constituent elements, etc. may be shown in non-precise proportions in the accompanying drawings. In addition, the terms hereinafter referring to the constituent elements according to the present disclosure are defined by considering their respective functions and may be changed according to the intention of the user or manager or the practice in the art. Therefore, these terms should be defined by context according to this specification.

[0024] Figure 1 1 is a perspective view showing a state in which the airflow adjustment unit 100 of the vehicle aerodynamic device according to the embodiment of the present disclosure is not exposed in the rear portion 10 . Figure 2 is a perspective view showing a state in which the airflow adjustment unit 100 of the vehicle aerodynamic device according to the embodiment of the present disclosure is exposed in the rear portion 10 . Figure 3 2 is a cross-sectional view of the first rear body 11 , which shows a state in which the first airflow adjustment unit 110 of the vehicle aerodynamic device according to the embodiment of the present disclosure is operating. Figure 4 2 is a cross-sectional view of the second rear body 12 , which shows a state in which the second airflow adjustment unit 120 of the vehicle aerodynamic device according to the embodiment of the present disclosure is operating. Figure 5A , 5B 5C is a view of one side of the wing portion, which shows a state in which the first lamp unit 210 of the vehicle aerodynamic device according to the embodiment of the present disclosure operates. Figure 6 : is a block diagram showing a connection relationship between a control unit of a vehicle aerodynamic device according to an embodiment of the present disclosure and each constituent element thereof.

[0025] refer to Figures 1 to 6 , the vehicle aerodynamic device according to an embodiment of the present disclosure includes an airflow adjustment unit 100 , a lamp unit 200 , and a driving unit 300 , which are described in detail as follows.

[0026] The airflow adjustment unit 100 may be provided in the rear portion 10 of the vehicle 1 in a manner that it can appear and disappear. The rear portion 10 may refer to a rear roof, a rear pillar, and a rear door of the vehicle 1.

[0027] The airflow adjustment unit 100 may be used to adjust the airflow flowing along the roof of the vehicle 1 toward a direction opposite to the forward driving direction of the vehicle 1. In other words, when the vehicle 1 is traveling, the airflow adjustment unit 100 adjusts the airflow flowing along the roof of the vehicle 1 from the forward driving direction of the vehicle 1 toward a direction opposite to the forward driving direction of the vehicle 1.

[0028] The airflow adjustment unit 100 may include a first airflow adjustment unit 110 and a second airflow adjustment unit 120 .

[0029] The first airflow adjustment unit 110 may include a pair of wing portions 111. The pair of wing portions 111 may be arranged at both sides of the rear portion 10, respectively. In other words, the wing portions 111 may be located at both sides in the width direction of the vehicle 1, respectively, and may be arranged to be spaced apart from each other to face each other. The wing portions 111 may be formed in the shape of a flat plate, and may be formed in the shape of a triangle.

[0030] The rear portion 10 may include a first rear body 11. The first rear body 11 may have a first receiving portion 11a inside. The first receiving portion 11a is formed in the shape of a space inside the first rear body 11.

[0031] The wing portion 111 may be accommodated in the first accommodating portion 11a. The first rear body 11 facing upward from the vehicle 1 may have an opening in the outer surface. The opening is communicated with the first accommodating portion 11a. The wing portion 111 may be accommodated in the first accommodating portion 11a in an upright state. The wing portion 111 may not be exposed from behind the first rear body 11. The wing portion 111 may protrude through the opening in the first rear body 11 and may be exposed from behind the first rear body 11.

[0032] The second airflow adjustment unit 120 may include a blade portion 121. The blade portion 121 may be located between a pair of wing portions 111. A plurality of blade portions 121 may be provided. The plurality of blade portions 121 may be arranged to be spaced apart from each other along the width direction of the vehicle 1. The blade portion 121 may be formed in the shape of wings having a smaller size than the wing portion 111.

[0033] The rear portion 10 may include a second rear body 12. The second rear body 12 may have a second receiving portion 12a therein. The second receiving portion 12a is formed in the shape of a space inside the second rear body 12.

[0034] The blade portion 121 may be accommodated in the second accommodating portion 12a. The second rear body 12 facing upward from the vehicle 1 may have an opening in the outer surface. The opening is communicated with the second accommodating portion 12a. The blade portion 121 may be accommodated in the second accommodating portion 12a in an upright state. The blade portion 121 may not be exposed from the rear of the second rear body 12. The blade portion 121 may protrude through the opening in the second rear body 12 and may be exposed from the rear of the second rear body 12.

[0035] The lamp unit 200 is disposed on the airflow adjustment unit 100. The lamp unit 200 may include a first lamp unit 210 and a second lamp unit 220.

[0036] The first lamp unit 210 may be installed in the first airflow adjustment unit 110. In other words, the first lamp unit 210 may be disposed on the outer surface of the wing portion 111 and may emit light. The first lamp unit 210 may include a board unit 210a and a light source unit 210b. The board unit 210a may include a printed circuit board (PCB), and the light source unit 210b may include a light emitting diode (LED). The first lamp unit 210 is turned on together with a brake light, a tail light, etc. of the vehicle 1.

[0037] like Figure 5A As shown, the plate unit 210a of the first lamp unit 210 may be mounted on the first edge T1 and the second edge T2 of the wing portion 111, respectively, and the light source unit 210b may be arranged on one side of the first edge T1 and the second edge T2, respectively. The light source unit 210b may emit light in a line shape toward a point where the first edge T1 and the second edge T2 intersect. Figure 5A The arrow in indicates the direction of light emission. In this case, the wing portion 111 may also have an image pattern P on the outer surface. The image pattern P is formed on the outer surface of the wing portion 111 using a double injection or film insertion technique. The image pattern P is not affected by the light source unit 210b and is therefore not illuminated.

[0038] like Figure 5B As shown, the plate unit 210a of the first lamp unit 210 can be respectively mounted on the first edge T1 and the second edge T2 of the wing portion 111, and the plurality of light source units 210b can be arranged to be spaced apart from each other. Therefore, the plurality of light source units 210b can emit light in the shape of dots toward their vicinity. Figure 5B The arrow in indicates the direction of light emission. In this case, the wing portion 111 may also have an image pattern P on the outer surface. The image pattern P is formed on the outer surface of the wing portion 111 using a double injection or film insertion technique. The image pattern P is not affected by the light source unit 210b and is therefore not illuminated.

[0039] like Figure 5C As shown, the plate unit 210a of the first lamp unit 210 can be mounted on the third edge T3 of the wing portion 111, and a plurality of light source units 210b can be arranged along the third edge T3 in a manner that the plurality of light source units 210b are spaced apart from each other. Therefore, the plurality of light source units 210b can emit light toward the outer surface of the wing portion 111. Figure 5CThe arrow in indicates the direction of light emission. In this case, the wing portion 111 may further include an image pattern P on the outer surface. The image pattern P is formed on the outer surface of the wing portion 111 using a double injection or film insertion technique. The image pattern P is not affected by the light source unit 210b and is therefore not illuminated.

[0040] The second lamp unit 220 is disposed on the end of the blade portion 121 and may emit light in a direction opposite to the forward driving direction of the vehicle 1. The second lamp unit 220 may include a board unit (not shown) and a light source unit (not shown). The board unit may include a printed circuit board (PCB), and the light source unit may include a light emitting diode (LED).

[0041] The driving unit 300 generates a driving force to operate the airflow adjustment unit 100. The driving unit 300 may include a first actuator unit 310 and a second actuator unit 320.

[0042] The first actuator unit 310 may provide a driving force to the first airflow adjustment unit 110 to operate the first airflow adjustment unit 110. The first actuator unit 310 may be installed in the first rear body 11.

[0043] The first actuator unit 310 may be connected to the wing portion 111, and may rotate the wing portion 111 so that the wing portion 111 accommodated in the first accommodation portion 11a protrudes upward from the first rear body 11. In other words, the first actuator unit 310 may include a motor unit (not shown) and a shaft portion (not shown) axially connected to the motor unit to axially rotate it.

[0044] The wing portions 111 may be connected to the outer peripheral surfaces of both ends of the shaft portion, respectively. The wing portions 111 on the shaft portion may rotate forward and backward along the axial rotation direction of the shaft portion. When the shaft portion rotates in one direction by the driving force provided by the motor unit, the wing portions 111 accommodated in the first accommodation portion 11a may protrude upward from the first rear body 11 through the opening in the first rear body 11.

[0045] When the shaft portion is rotated in the reverse direction by the driving force provided by the motor unit, the fin portion 111 protruding upward from the first rear body 11 may be received in the first receiving portion 11 a through the opening in the first rear body 11 .

[0046] The second actuator unit 320 may provide a driving force to the second airflow adjustment unit 120 to operate the second airflow adjustment unit 120. The second actuator unit 320 may be installed in the second rear body 12.

[0047] The second actuator unit 320 is connected to the blade portion 121, and can rotate the blade portion 121 so that the blade portion 121 accommodated in the second accommodation portion 12a protrudes upward from the second rear body 12. In other words, the second actuator unit 320 may include a motor unit (not shown) and a shaft portion (not shown) coupled to the motor unit shaft for its axial rotation.

[0048] The blade portion 121 may be connected to the outer peripheral surface of the shaft portion along the length direction of the shaft portion. The blade portion 121 on the shaft portion may rotate forward and backward along the axial rotation direction of the shaft portion. When the shaft portion rotates in one direction by the driving force provided by the motor unit, the blade portion 121 accommodated in the second accommodation portion 12a may protrude upward from the second rear body 12 through the opening in the second rear body 12.

[0049] When the shaft portion is rotated in the reverse direction by the driving force provided by the motor unit, the blade portion 121 protruding upward from the second rear body 12 may be received in the second receiving portion 12 a through the opening in the second rear body 12 .

[0050] The vehicle aerodynamic device according to an embodiment of the present disclosure may further include a control unit 400 .

[0051] The control unit 400 may be electrically connected to the drive unit 300. The control unit 400 may be connected to the vehicle electrical component 20. The control unit 400 may receive an operation signal from the vehicle electrical component 20, thereby controlling the operation of the drive unit 300. In an embodiment of the present disclosure, the control unit 400 may control the drive unit 300 according to the driving speed of the vehicle 1 so that the airflow adjustment unit 100 is exposed or not exposed from behind the rear portion 10. Here, an example of the vehicle electrical component 20 may include a vehicle speed sensor.

[0052] When the driving speed of the vehicle 1 reaches or exceeds a preset speed, the control unit 400 can operate the first actuator unit 310 by receiving a signal generated in the vehicle speed sensor of the vehicle 1, so that the wing portion 111 accommodated in the first rear body 11 is exposed from the rear of the first rear body 11.

[0053] In the case where the first airflow adjustment unit 110 protrudes upward from the rear portion 10 of the vehicle 1, when the vehicle 1 is traveling, the airflow flowing along the roof of the vehicle 1 from the forward traveling direction of the vehicle 1 toward the direction opposite to the forward traveling direction of the vehicle 1 can be guided so as not to be distributed to the roof side of the vehicle 1. Therefore, the airflow flowing along the roof side can be redirected more rearward toward the direction opposite to the forward traveling direction of the vehicle 1, thereby reducing the drag force formed behind the vehicle 1.

[0054] In addition, when the travel speed of the vehicle 1 reaches or exceeds a preset speed, the control unit 400 may operate the second actuator unit 320 by receiving a signal generated in the vehicle speed sensor of the vehicle 1, so that the blade portion 121 accommodated in the second rear body 12 is exposed from behind the second rear body 12. In this regard, the control unit 400 may simultaneously control the operation of the first actuator unit 310 and the operation of the second actuator unit 320. In addition, the control unit 400 may individually control the operation of the first actuator unit 310 and the operation of the second actuator unit 320.

[0055] By having the second airflow adjustment unit 120 protrude upward from the rear portion 10 of the vehicle 1, it is possible to reduce a vortex phenomenon that occurs when the vehicle 1 is traveling due to airflow flowing along the roof of the vehicle 1 from the forward traveling direction of the vehicle 1 toward the direction opposite to the forward traveling direction of the vehicle 1. Therefore, it is possible to improve fuel efficiency (energy efficiency) by reducing air resistance acting on the surface of the vehicle 1.

[0056] As another implementation example of the present disclosure, the control unit 400 may control the driving unit 300 so that the airflow adjustment unit 100 is exposed or not exposed in the rear portion 10 according to the driving mode of the vehicle 1 .

[0057] Using a control signal generated in the electronic control unit (ECU) of the vehicle 1 according to the driving mode of the vehicle 1 selected by manual operation of the occupant, the control unit 400 can operate the first actuator unit 310 so that the wing portion 111 accommodated in the first rear body 11 is exposed from the rear of the first rear body 11.

[0058] Furthermore, using a control signal generated in the ECU of the vehicle 1 according to the driving mode of the vehicle 1 selected by the manual operation of the occupant, the control unit 400 may operate the second actuator unit 320 so that the blade portion 121 accommodated in the second rear body 12 is exposed from behind the second rear body 12. In this regard, the control unit 400 may simultaneously control the operation of the first actuator unit 310 and the operation of the second actuator unit 320. Furthermore, the control unit 400 may individually control the operation of the first actuator unit 310 and the operation of the second actuator unit 320.

[0059] The control unit 400 may be electrically connected to the lamp unit 200. The control unit 400 may be electrically connected to the vehicle electrical component 20. The control unit 400 may receive an operation signal from the vehicle electrical component 20, thereby controlling the operation of the lamp unit 200. In other words, using a control signal generated in the ECU of the vehicle 1 according to the driving mode of the vehicle 1 selected by the manual operation of the occupant, the control unit 400 may control the first lamp unit 210 in such a manner that the optical pattern of the first lamp unit 210 changes in various ways.

[0060] In the vehicle aerodynamic device according to the embodiment of the present disclosure, the first airflow adjustment unit 110, which is provided in a manner capable of appearing and disappearing in the rear portion 10 of the vehicle 1, can guide the airflow flowing along the roof from the forward driving direction of the vehicle 1 toward the direction opposite to the forward driving direction of the vehicle 1 when the vehicle 1 is traveling, so as not to be distributed to the roof side of the vehicle 1. Therefore, the airflow flowing along the roof side can be redirected more rearward toward the direction opposite to the forward driving direction of the vehicle 1, thereby reducing the drag force formed behind the vehicle 1.

[0061] In the vehicle aerodynamic device according to the embodiment of the present disclosure, the second airflow adjustment unit 120 provided in a manner capable of appearing and disappearing in the rear portion 10 of the vehicle 1 can reduce a vortex phenomenon that occurs when the vehicle 1 is traveling due to airflow flowing along the roof of the vehicle 1 from the forward traveling direction of the vehicle 1 toward the direction opposite to the forward traveling direction of the vehicle 1. Therefore, fuel efficiency (energy efficiency) can be improved by reducing air resistance drag on the surface of the vehicle.

[0062] The embodiments of the present disclosure are described in an exemplary manner with reference to the accompanying drawings only. It is obvious to those skilled in the art that various modifications may be made to the embodiments and various equivalent contents thereof may be implemented.

Claims

1. A vehicle aerodynamic device, characterized in that: include: an airflow adjustment unit, the airflow adjustment unit being provided in a manner capable of appearing or disappearing at the rear of the vehicle and configured to adjust an airflow flowing along a roof of the vehicle in a direction opposite to a forward traveling direction of the vehicle; a lamp unit, wherein the lamp unit is arranged on the airflow regulating unit; and A driving unit is configured to generate a driving force in a manner that the airflow adjustment unit works.

2. The vehicle aerodynamic device according to claim 1, characterized in that The airflow adjustment unit comprises: a first airflow adjustment unit including a pair of wing portions respectively arranged at both sides of the rear portion; and A second airflow adjustment unit includes a plurality of blade portions between the pair of wing portions, the plurality of blade portions being arranged to be spaced apart from each other in a width direction of the vehicle.

3. The vehicle aerodynamic device according to claim 2, characterized in that The rear portion comprises: a first rear body having a first accommodation portion in which the pair of wing portions are accommodated; and The second rear body has a second accommodation portion, and the plurality of blade portions are accommodated in the second accommodation portion.

4. The vehicle aerodynamic device according to claim 3, characterized in that The driving unit comprises: a first actuator unit connected to the pair of wing parts and rotating the pair of wing parts in such a manner that the pair of wing parts accommodated in the first accommodation part protrude upward from the first rear body; and A second actuator unit is connected to the plurality of blade parts and rotates the plurality of blade parts in such a manner that the plurality of blade parts accommodated in the second accommodation part protrude upward from the second rear body.

5. The vehicle aerodynamic device according to claim 2, characterized in that: The lamp unit comprises: A first lamp unit which is provided on an outer surface of the wing portion and emits light; and A second lamp unit is provided on an end portion of the blade portion and emits light toward a direction opposite to a forward traveling direction of the vehicle.

6. The vehicle aerodynamic device according to claim 1, characterized in that Also includes: A control unit is electrically connected to the drive unit and to the lamp unit to receive an operation signal from a vehicle electrical component and thereby control an operation of the drive unit and an operation of the lamp unit.

7. The vehicle aerodynamic device according to claim 6, characterized in that The control unit controls the driving unit so that the airflow adjustment unit is exposed or not exposed in the rear portion according to a travel speed of the vehicle.

8. The vehicle aerodynamic device according to claim 6, characterized in that The control unit controls the driving unit such that the airflow adjustment unit is exposed or not exposed in the rear portion according to a driving mode of the vehicle.

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