Drag reduction device for vehicle and vehicle

Abstract

The utility model provides a resistance reduction device for a vehicle and the vehicle. The resistance reduction device comprises an air pump, an airflow pipeline and an airflow guiding piece, and the two ends of the airflow pipeline are connected with the air pump and the airflow guiding piece correspondingly; wherein an air duct in the airflow guide part points to the rear side of the vehicle, and the air duct and the length direction of the vehicle form an included angle of 10-40 degrees. By arranging the resistance reducing device, airflow is actively blown through the airflow guiding piece in the resistance reducing device and is not limited by passive collision wind any more, and active blowing can be achieved to reduce wind resistance. Furthermore, the degree of freedom of arrangement of the airflow guiding pieces is high, the airflow guiding pieces can be additionally arranged at any position, and when the air channels in the airflow guiding pieces and the length direction of the vehicle form the included angle ranging from 10 degrees to 40 degrees, the drag reduction effect can be remarkably improved.

Description

Technical Field

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

[0002] When a vehicle is driving at high speed, wind resistance is the main source of driving resistance. By reducing wind resistance, the vehicle's energy consumption can be effectively reduced and the vehicle's cruising range can be extended. Therefore, low wind resistance design is an important trend in vehicle design.

[0003] In the field of heavy trucks, the front bumper airflow channels are usually arranged on both sides of the bumper to guide the air flow through the structure, which is usually integrated into the bumper structure. Although the above design reduces the wind impact area and reduces wind resistance, it is limited to being arranged on both sides of the front of the car, with less available air and a relatively limited overall drag reduction. There is almost no drag reduction effect on the wind resistance caused by the turbulence caused by the chassis parts on the side of the car and the rear wheels.

[0004] Therefore, it is necessary to design a drag reduction device that improves the drag reduction effect. Utility Model Content

[0005] The present application provides a drag reduction device and a vehicle, which can improve the drag reduction effect.

[0006] According to a first aspect of an embodiment of the present specification, there is provided a drag reduction device for a vehicle, comprising an air pump, an airflow duct and an airflow guide, wherein two ends of the airflow duct are respectively connected to the air pump and the airflow guide;

[0007] The air duct in the air flow guide is directed toward the rear side of the vehicle, and the air duct is arranged at an angle of 10° to 40° with the length direction of the vehicle.

[0008] Furthermore, the airflow duct includes an adapter and a branch pipe, one end of the adapter is connected to the air pump, and the other end of the adapter is connected to the branch pipe; the branch pipe is connected to the airflow guide.

[0009] Furthermore, the airflow duct also includes a main pipe, one end of which is connected to the adapter, and the other end of which is connected to the air pump.

[0010] Furthermore, the drag reduction device also includes a speed sensor, a central controller and a motor controller, the central controller is electrically connected to the speed sensor and the motor controller respectively; the air pump is electrically connected to the motor controller.

[0011] Furthermore, the drag reduction device is provided with at least two airflow guides, and the at least two airflow guides are arranged along the width direction of the automobile.

[0012] Furthermore, the drag reduction device is provided with at least two airflow guides, and the at least two airflow guides are arranged along the length direction of the automobile.

[0013] Furthermore, the airflow guide comprises at least a first airflow guide and a second airflow guide, wherein the first airflow guide is used to be arranged between the front wheel and the chassis; and the second airflow guide is used to be arranged between the chassis and the rear wheel.

[0014] Furthermore, the airflow guide also includes a third airflow guide, and the third airflow guide is used to be arranged in the wheel cavity.

[0015] Furthermore, the diameter of the airflow guide gradually increases in a direction away from the connection end of the airflow guide and the airflow duct; and a plurality of airflow openings are provided on the airflow guide.

[0016] According to a second aspect of an embodiment of the present specification, a vehicle is provided, comprising the drag reduction device described in the first aspect above; the drag reduction device is detachably connected to a body or frame of the vehicle.

[0017] The present application has the following beneficial effects: by setting up a drag reduction device, the airflow is actively blown through the airflow guide in the drag reduction device, and is no longer restricted by passive wind collision, so that active blowing can be achieved to reduce wind resistance. Furthermore, the airflow guide has a high degree of freedom in arrangement, and the airflow guide can be added at any position, wherein when the airway in the airflow guide is arranged at an angle of 10° to 40° with the length direction of the vehicle, the drag reduction effect can be significantly improved.

[0018] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and, together with the description, serve to explain the principles of the specification.

[0020] Figure 1 It is a partial structural schematic diagram of the drag reduction device of the present application;

[0021] Figure 2 yes Figure 1 Exploded diagram of

[0022] Figure 3 It is a left side view of the drag reduction device of the present application installed on a vehicle;

[0023] Figure 4 is a top view of the drag reduction device of the present application installed on a vehicle;

[0024] Figure 5It is a schematic diagram of the system operation in the drag reduction device of the present application.

[0025] Description of reference numerals:

[0026] 10-air pump; 20-air flow duct; 21-main pipe; 22-adapter; 23-branch pipe; 30-air flow guide; 31-first air flow guide; 32-second air flow guide; 40-speed sensor; 50-central controller; 60-motor controller; 71-front wheel; 72-chassis; 73-rear wheel. DETAILED DESCRIPTION

[0027] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this specification. Instead, they are merely examples of devices and methods consistent with some aspects of this specification as detailed in the appended claims.

[0028] The terms used in this specification are for the purpose of describing specific embodiments only and are not intended to limit this specification. The singular forms "a", "the" and "the" used in this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0029] It should be understood that although the terms first, second, third, etc. may be used in this specification to describe various information, this information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of this specification, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0030] Next, the embodiments of this specification are described in detail.

[0031] This embodiment discloses a drag reduction device for a vehicle, which includes an air pump 10, an airflow duct 20 and an airflow guide 30, and the two ends of the airflow duct 20 are respectively connected to the air pump 10 and the airflow guide 30. By arranging the drag reduction device on the vehicle, the airflow is actively blown through the airflow guide 30 in the drag reduction device, and is no longer restricted by passive collision wind, so that active blowing can be achieved to reduce wind resistance.

[0032] Furthermore, the airflow guide 30 has a high degree of freedom in arrangement, and the airflow guide 30 can be added at any position, that is, the airflow in a desired form can be output at any desired position, thereby optimizing the drag reduction effect.

[0033] In this embodiment, the air duct in the airflow guide 30 points to the rear side of the vehicle, and the air duct is arranged at an angle of 10° to 40° with the longitudinal direction of the vehicle. When the air duct in the airflow guide 30 is arranged at an angle of 10° to 40° with the longitudinal direction of the vehicle, the drag reduction effect can be significantly improved. Figure 4 As shown, the angles mentioned here refer to the acute angles a and b formed between the air passage in the airflow guide 30 and the length direction of the vehicle, that is, the angle formed by the outflow direction of the airflow and the length direction of the vehicle.

[0034] In this embodiment, the angle a at the first airflow guide 31 and the angle b at the second airflow guide 32 are different, but of course the two angles can be the same. Specifically, the angle a and the angle b can be adjusted in combination with factors such as the size and shape of the spoiler at each airflow guide 30. The angle formed between the airway in each airflow guide 30 and the length direction of the vehicle is not affected.

[0035] The airway and the length direction of the vehicle can be arranged at an angle of 10°, 15°, 20°, 30°, or 40°. Of course, what is described here is only one possible way, and the angle between the specific airway and the length direction of the vehicle is not limited here.

[0036] The airflow pipeline 20 includes an adapter 22 and a branch pipe 23, one end of the adapter 22 is connected to the air pump 10, and the other end of the adapter 22 is connected to the branch pipe 23. Specifically, in this embodiment, the airflow pipeline 20 also includes a main pipe 21, one end of the main pipe 21 is connected to the adapter 22, and the other end of the main pipe 21 is connected to the air pump 10; the branch pipe 23 is connected to the airflow guide 30.

[0037] In this embodiment, refer to Figure 1-2 As shown, the main pipe 21 is connected to the outlet valve of the air pump 10, and the air pump 10 realizes the on and off of the air flow by controlling the on and off of the outlet valve; the other end is connected to the three-way adapter 22. The other two ends of the three-way adapter 22 are respectively connected to two branch pipes 23, and the two branch pipes 23 are simultaneously connected to an air flow guide 30.

[0038] It should be noted that the adapter 22 can also be configured as a multi-way adapter such as a cross-way adapter to connect more branch pipes 23. In addition, in order to adapt to the surrounding automobile components during installation and reduce the space occupied by the drag reduction device, the main pipe 21 and the branch pipes 23 can be configured in a curved shape that adapts to the surrounding components.

[0039] In this embodiment, all interfaces can be connected by clamping to facilitate disassembly and installation. Of course, they can also be connected by suitable installation methods such as threaded tightening, which is not limited here.

[0040] Reference Figure 5 As shown, the drag reduction device further includes a speed sensor 40 , a central controller 50 and a motor controller 60 , and the central controller 50 is electrically connected to the speed sensor 40 and the motor controller 60 , respectively.

[0041] Specifically, the speed sensor 40 is arranged on the vehicle to detect the driving speed of the vehicle. When the driving speed of the vehicle is low and the wind resistance has little effect on the driving speed of the vehicle, the system in the corresponding drag reduction device stops running to reduce the overall energy consumption of the system in the drag reduction device. That is, according to the vehicle speed, the system in the drag reduction device is controlled to be running and the running power, so as to achieve a more optimized drag reduction effect and avoid energy waste when the vehicle is running at a low speed.

[0042] In this embodiment, when the vehicle speed is lower than 60km / h, the system in the corresponding drag reduction device will stop working to avoid energy waste when the vehicle is driving at low speed. It should be pointed out that the embodiment described here is only one possible way to implement heavy trucks, and the specific conditions for controlling the operation of the system in the drag reduction device need to be combined with multiple factors such as the vehicle model and the weight of the vehicle.

[0043] The central controller 50 stores a correspondence table between the vehicle speed and the required operating power of the air pump 10 in advance. The central controller 50 receives the vehicle speed signal collected by the speed sensor 40 in real time, calculates the appropriate motor speed of the air pump 10 in real time by reading the correspondence table, and outputs the corresponding control signal to the motor controller 60. After receiving the control signal, the motor controller 60 outputs a motor control signal to the air pump 10 to control the state of the motor of the air pump 10 to turn on and off and run at an appropriate speed; at the same time, the air pump 10 is electrically connected to the motor controller 60, and the air pump 10 also outputs a feedback signal to the motor controller 60 to achieve closed-loop control of the motor.

[0044] The air pump 10 delivers air into the airflow channel, and the air forms an airflow with specific flow direction, flow velocity and other properties after flowing through the airflow channel. The airflow can control the turbulence near the vehicle body and delay the separation of the airflow, thereby reducing the wind resistance. Since it is no longer restricted by passive wind collision, the airflow guide 30 can be arranged at a relatively free position, and the desired form of airflow can be output at any desired position to optimize the drag reduction effect.

[0045] The direction, shape and aerodynamic structure design of the airflow channel, such as spoilers, can make the air be discharged from the appropriate position in an appropriate form (such as direction, flow rate, vortex rotation direction, etc.). The airflow discharged from the airflow channel can control the turbulence near the vehicle body and delay the separation of the airflow, thereby reducing the wind resistance.

[0046] Furthermore, during the operation of the air pump 10, the system receives a real-time vehicle speed signal, and by searching a preset corresponding relationship table between the vehicle speed and the motor speed of the air pump 10, real-time control of whether the air pump 10 is running and the operating speed can be achieved; or when the vehicle speed signal is lower than the set value, the air pump 10 stops working.

[0047] In this embodiment, two airflow guides 30 are provided on the drag reduction device, and the two airflow guides 30 are arranged along the width direction of the car. Preferably, the two airflow guides 30 are symmetrically arranged along the width direction of the car. The advantage of such an arrangement is that the vehicle can generate a stable airflow in the left and right directions, and the airflows on both sides in the left and right directions can evenly counteract the wind resistance. Of course, multiple airflow outlets can also be provided on each drag reduction device, such as three, four, etc.

[0048] In addition, by arranging the drag reduction device symmetrically along the width direction of the vehicle, the air pump 10 is arranged at the bottom of the vehicle. Compared with arranging the air pump 10 on the side of the vehicle, this embodiment can make the air pump 10 easier to install and the overall structure more compact.

[0049] Of course, at least two airflow guides 30 may also be arranged along the length direction of the vehicle, so that the vehicle can generate a stable airflow in the length direction, and the airflow in the length direction can evenly counteract the wind resistance.

[0050] Reference Figure 3-4 As shown, the airflow guide 30 includes at least a first airflow guide 31 and a second airflow guide 32, and the vehicle includes front wheels 71, a chassis 72 and rear wheels 73; the first airflow guide 31 is arranged between the front wheels 71 and the chassis 72; the second airflow guide 32 is arranged between the chassis 72 and the rear wheels 73.

[0051] In addition, the airflow guide 30 further includes a third airflow guide (not shown in the figure), the vehicle includes a wheel cavity for arranging the front wheels 71, and the third airflow guide is arranged in the wheel cavity.

[0052] The first airflow guide 31, the second airflow guide 32 and the third airflow guide are used to reduce the wind resistance caused by the turbulence caused by the front wheel 71, the chassis 72 and the rear wheel 73. Of course, the drag reduction device can include more and be arranged at other suitable positions of the vehicle. This embodiment only lists some of the possible implementation methods.

[0053] Compared with the related art, only one air pump 10 is provided, and multiple branch pipes 23 are connected through one air pump 10. However, in this embodiment, considering that the body of a heavy truck is long, the corresponding branch pipe 23 becomes longer, the airflow circulates over a long distance, and the corresponding output power of the air pump 10 becomes larger. Moreover, the numerous pipelines make the overall structure of the vehicle complex and occupy a large space. In this embodiment, each drag reduction device is arranged separately; and the arrangement is symmetrical about the width direction of the car, so that the vehicle can output a stable airflow in the left and right directions.

[0054] In this embodiment, the diameter of the airflow guide 30 gradually increases in the direction away from the connection end of the airflow guide 30 and the airflow duct 20; for example, the airflow guide 30 can be fan-shaped, trapezoidal, etc. The advantage of such a design is that the area of ​​airflow ejection can be increased, thereby improving the drag reduction effect. Of course, the shape of the airflow guide 30 includes but is not limited to the above-mentioned shapes.

[0055] In addition, in this embodiment, a plurality of airflow openings are provided on the airflow guide 30 to make the ejected airflow more uniform.

[0056] This embodiment also discloses a vehicle, including the above-mentioned drag reduction device. By setting the drag reduction device, the airflow is actively blown through the airflow guide 30 in the drag reduction device, and is no longer restricted by passive impact wind, so that active blowing can be achieved to reduce wind resistance. Furthermore, the airflow guide 30 has a high degree of freedom in arrangement, and the airflow guide 30 can be added at any position, wherein when the airway in the airflow guide 30 is arranged at an angle of 10° to 40° with the length direction of the vehicle, the drag reduction effect can be significantly improved.

[0057] The drag reduction device is detachably connected to the vehicle body or frame. For example, it is fixed to the vehicle body or frame by threaded fasteners, so that the position of the drag reduction device can be adjusted according to different vehicle models. Of course, the drag reduction device can also be fixed by any other suitable fixing method. For example, the drag reduction device can also be integrally formed with the vehicle body or frame to improve the stability of the overall structure of the drag reduction device and the vehicle body or frame.

[0058] Those skilled in the art will readily appreciate other embodiments of the specification after considering the specification and practicing the utility model claimed herein. The specification is intended to cover any variations, uses or adaptations of the specification that follow the general principles of the specification and include common knowledge or customary techniques in the art that are not claimed in the specification. The specification and examples are to be considered exemplary only, and the true scope and spirit of the specification are indicated by the following claims.

[0059] It should be understood that the present description is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present description is limited only by the appended claims.

[0060] The above description is only a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this specification should be included in the scope of protection of this specification.

Claims

1. A drag reduction device for a vehicle, characterized in that: It comprises an air pump, an airflow pipeline and an airflow guide, wherein two ends of the airflow pipeline are respectively connected to the air pump and the airflow guide; The air duct in the air flow guide is directed toward the rear side of the vehicle, and the air duct is arranged at an angle of 10° to 40° with the length direction of the vehicle.

2. The drag reduction device according to claim 1, characterized in that: The airflow duct comprises an adapter and a branch pipe, one end of the adapter is connected to the air pump, and the other end of the adapter is connected to the branch pipe; the branch pipe is connected to the airflow guide.

3. The drag reduction device according to claim 2, characterized in that: The airflow pipeline also includes a main pipe, one end of which is connected to the adapter, and the other end of which is connected to the air pump.

4. The drag reduction device according to claim 1, characterized in that: The drag reduction device also includes a speed sensor, a central controller and a motor controller. The central controller is electrically connected to the speed sensor and the motor controller respectively; the air pump is electrically connected to the motor controller.

5. The drag reduction device according to claim 1, characterized in that: The drag reduction device is provided with at least two airflow guides, and the at least two airflow guides are arranged along the width direction of the automobile.

6. The drag reduction device according to claim 1, characterized in that: The drag reduction device is provided with at least two airflow guides, and the at least two airflow guides are arranged along the length direction of the automobile.

7. The drag reduction device according to claim 5 or 6, characterized in that: The airflow guide comprises at least a first airflow guide and a second airflow guide. The first airflow guide is used to be arranged between the front wheel and the chassis; the second airflow guide is used to be arranged between the chassis and the rear wheel.

8. The drag reduction device according to claim 5 or 6, characterized in that: The airflow guide further includes a third airflow guide, and the third airflow guide is used to be arranged in the wheel cavity.

9. The drag reduction device according to claim 1, characterized in that: The diameter of the airflow guide gradually increases in a direction away from the connection end of the airflow guide and the airflow duct; and a plurality of airflow openings are arranged on the airflow guide.

10. A vehicle, characterized in that: It comprises the drag reduction device described in any one of claims 1 to 9 above; the drag reduction device is detachably connected to the body or frame of the vehicle.

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