Front wheel choke plate and vehicle
By creating vortices by setting protrusions on the lower rear surface of the front wheel chute, the problem of increased airflow inside the front wheel cavity is solved, resulting in further reduction of wind resistance and energy consumption.
Patent Information
- Application Number
- CN202520615087.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-31
- Publication Date
- 2026-02-06
- Estimated Expiration
- 2035-03-31
AI Technical Summary
Increased airflow within the front wheel wells prevents further reduction in wind resistance, thus affecting vehicle energy consumption.
A protrusion is set on the lower surface of the rear part of the front wheel choke to form a vortex to enhance airflow energy, resist airflow separation, and reduce airflow entrainment into the wheel cavity.
It effectively reduces vehicle wind resistance, lowers overall vehicle energy consumption, and increases driving range.
Smart Images
Figure CN223878108U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present disclosure relates to the technical field of vehicles, in particular to a front wheel wind deflector and a vehicle. BACKGROUND
[0002] Wind resistance is an important component of vehicle driving resistance, and reducing wind resistance is one of the means to reduce energy consumption and increase driving range of vehicles. In order to reduce the wind resistance during vehicle driving, a wind deflector is generally arranged in front of the front wheel. In the related art, when the airflow flows along the wind deflector to the rear end of the wind deflector, it is easy to be drawn into the wheel cavity by the rotating front wheel, resulting in an increase in airflow in the wheel cavity of the front wheel, so that the wind resistance during vehicle driving cannot be further reduced. SUMMARY
[0003] The purpose of the present disclosure is to provide a front wheel wind deflector and a vehicle to solve the technical problems existing in the related art.
[0004] In order to achieve the above-mentioned purpose, according to a first aspect of the present disclosure, a front wheel wind deflector is provided, comprising:
[0005] a wind deflector body, arranged on a lower vehicle body and located in front of a front wheel;
[0006] a protrusion, arranged on a lower surface of the wind deflector body and protruding downward, the protrusion being located at a rear portion of the wind deflector body near the front wheel, and the protrusion being configured to enable the airflow flowing through the protrusion to form a vortex.
[0007] Optionally, a leeward portion is formed at a rear end of the protrusion near the front wheel, and an upwind portion is formed at a front end of the protrusion away from the front wheel, the upwind portion and the leeward portion being included, the upwind portion having a first flow guide curve with a width gradually increasing in a left-right direction, and the leeward portion having a second flow guide curve with a width gradually decreasing in the left-right direction, wherein the left-right direction is parallel to a width direction of the front wheel.
[0008] Optionally, the first flow guide curve and the second flow guide curve form a water droplet-shaped curve structure.
[0009] Optionally, an apex of the protrusion is formed at a connection between the upwind portion and the leeward portion, a first end point of the protrusion is formed on a side of the leeward portion away from the upwind portion, and a second end point of the protrusion is formed on a side of the upwind portion away from the leeward portion, the first end point and the second end point being both higher than the apex in a direction parallel to a height direction of the front wheel, wherein the first flow guide curve extends from the second end point to the apex, and the second flow guide curve extends from the first end point to the apex.
[0010] Optionally, the spoiler body comprises an end edge located on the side of the spoiler body close to the front wheel, and the protrusions are a plurality of protrusions arranged along the length direction of the end edge.
[0011] Optionally, the distance D between the center points of each two adjacent protrusions is set as D≥4W, wherein W is the maximum width of the protrusion.
[0012] Optionally, the maximum width W of the protrusion is 4mm-20mm.
[0013] Optionally, the size L of the protrusion in the front-rear direction is less than or equal to 20mm.
[0014] Optionally, in the front-rear direction of the lower vehicle body, the lower surface of the spoiler body extends obliquely downward towards the side close to the front wheel.
[0015] According to a second aspect of the present disclosure, a vehicle is provided, comprising a lower vehicle body, a front wheel and the above-mentioned front wheel spoiler, wherein the spoiler body of the front wheel spoiler is mounted on the lower vehicle body and located in front of the front wheel.
[0016] By the above technical solution, since the protrusions are arranged on the lower surface of the rear part of the front wheel spoiler, the air flow passing through the protrusions can form vortex flow, and the vortex flow can provide additional energy to the separated air flow. That is, the protrusions arranged on the lower surface of the rear part of the front wheel spoiler can strengthen the energy of the air flow passing through the protrusions, and can resist the separation of the air flow, so that the air flow passing through the rear part of the front wheel spoiler and close to the front wheel is not easy to be diverted by the suction force of the negative pressure in the wheel cavity, thereby facilitating the reduction of the air flow into the wheel cavity of the front wheel, achieving the purpose of further reducing the wind resistance of the whole vehicle and reducing the energy consumption of the whole vehicle.
[0017] Other features and advantages of the present disclosure will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS
[0018] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and are used together with the following specific embodiments to explain the present disclosure, but do not constitute a limitation on the present disclosure. In the drawings:
[0019] Figure 1 is a rear view of the front wheel spoiler provided by an embodiment of the present disclosure;
[0020] Figure 2 is a front view of the front wheel spoiler provided by an embodiment of the present disclosure;
[0021] Figure 3is a side view of the front wheel deflector plate provided by an embodiment of the present disclosure;
[0022] Figure 4 is a bottom view of the front wheel deflector plate provided by an embodiment of the present disclosure;
[0023] Figure 5 is Figure 4 is a sectional view of B-B in FIG. 1;
[0024] Figure 6 is Figure 4 is a sectional view of A-A in FIG. 1;
[0025] Figure 7 is Figure 6 is an enlarged view of part C in FIG. 1;
[0026] Figure 8 is a schematic view of part structure of airflow direction provided by an embodiment of the present disclosure, wherein arrows show airflow direction of the front wheel deflector plate, and curves show vortexes;
[0027] Figure 9 is a top view of part structure of the front wheel deflector plate provided by an embodiment of the present disclosure, wherein curves show vortexes;
[0028] Figure 10 is a schematic view of part structure of a vehicle provided by an embodiment of the present disclosure;
[0029] Figure 11 is a top schematic view of part structure of a vehicle provided by an embodiment of the present disclosure.
[0030] Explanation of reference signs
[0031] 100, vehicle, 10, lower vehicle body, 11, front wheel, 12, fender, 13, front lower guard, 14, front lower body, 2, front wheel deflector plate, 20, deflector plate body, 21, turned edge, 22, end edge, 30, protrusion, 31, windward part, 311, first flow guide curved surface, 32, leeward part, 321, second flow guide curved surface, 33, apex, 34, first end point, 35, second end point. DETAILED DESCRIPTION
[0032] The specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present disclosure, and are not intended to limit the present disclosure.
[0033] In this disclosure, unless otherwise stated, directional terms such as "upper," "lower," "left," "right," "top," and "bottom" are defined in the context of a vehicle in normal driving conditions. They are used solely for the convenience of describing this disclosure and for simplification, and do not indicate or imply that the device or component referred to must have a specific orientation, or a specific orientation structure and operation. Therefore, they should not be construed as limitations on this disclosure. "Inner" and "outer" refer to the inner and outer contours of the corresponding components. Furthermore, the terms "first," "second," etc., are used to distinguish one element from another and do not have sequential or importance implications.
[0034] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "connect," "link," and "install" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.
[0035] According to a first aspect of this disclosure, a front wheel dam 2 is provided, such as... Figures 1 to 11 As shown, it includes a wind deflector body 20 and a protrusion 30. The wind deflector body 20 is used to install on the lower body 10 and is located in front of the front wheel 11. The protrusion 30 is provided on the lower surface of the wind deflector body 20 and protrudes downward. The protrusion 30 is located at the rear part of the wind deflector body 20 on the side close to the front wheel 11. The protrusion 30 is constructed to enable the airflow flowing through the protrusion 30 to form a vortex.
[0036] Through the above technical solution, since a protrusion 30 is provided on the lower surface of the rear part of the front wheel dam 2, the protrusion 30 can cause the airflow passing through the protrusion 30 to form a vortex (such as...). Figure 8 and Figure 9 As shown), the vortex gives the separated airflow additional energy. In other words, the protrusion 30 provided on the lower surface of the rear part of the front wheel choke 2 can enhance the energy of the airflow flowing through it and resist the separation of the airflow. This makes the airflow that flows through the front wheel choke 2 and is close to the front wheel 11 less likely to be turned by the suction force of the negative pressure in the wheel cavity. This helps to reduce the airflow drawn into the wheel cavity of the front wheel 11, thereby further reducing the overall vehicle drag and reducing the overall vehicle energy consumption.
[0037] like Figure 4 and Figure 7As shown, the protrusion 30 can include a windward portion 31 and a leeward portion 32 located behind the windward portion 31, the protrusion 30 forms the leeward portion 32 at the rear end of the protrusion 30 close to the front wheel 11, and the protrusion 30 forms the windward portion 31 at the front end of the protrusion 30 away from the front wheel 11. The protrusion 30 includes the windward portion 31 and the leeward portion 32 located behind the windward portion 31, and along the direction from the front end of the protrusion 30 to the rear end of the protrusion 30, the windward portion 31 has a first flow guide curved surface 311 gradually increasing in width in the left-right direction, and the leeward portion 32 has a second flow guide curved surface 321 gradually decreasing in width in the left-right direction, wherein the left-right direction is parallel to the width direction of the front wheel 11. The first flow guide curved surface 311 of the windward portion 31 gradually increases in width, so that the air flow can be smoothly guided to form a vortex, and the second flow guide curved surface 321 of the leeward portion 32 gradually decreases in width, so that the width of the wake region of the vortex can be reduced, so that the air flow can be restored to the original flow path more quickly, the difficulty of the air flow being drawn into the wheel cavity is increased, so that the resistance of the vehicle 100 is reduced, and the energy consumption is reduced. It can be understood that the direction from the front end of the protrusion 30 to the rear end of the protrusion 30 in the present disclosure refers to the longitudinal direction of the vehicle 100 (i.e. the front-to-back direction of the vehicle 100).
[0038] In an embodiment provided by the present disclosure, as shown in Figure 4 The first flow guide curved surface 311 and the second flow guide curved surface 321 form a water droplet-shaped curved surface structure, that is, the protrusion 30 can be formed in a water droplet shape. Here, the protrusion 30 formed in a water droplet shape means that the protrusion 30 is a water droplet-shaped structure with an arc-shaped outer surface, and when the front wheel spoiler 2 is viewed from a top view perspective, as shown in Figure 4 The protrusion 30 is also in a water droplet shape.
[0039] The protrusion 30 formed in a water droplet shape can make the front end of the windward portion 31 substantially arc-shaped, so as to better distribute the pressure of the air flow and avoid local abrupt separation of the air flow at the windward portion 31, while forming a vortex, the stability of the air flow in this part can be maintained.
[0040] The protrusion 30 formed in a water droplet shape can make the leeward portion 32 substantially conical, so as to avoid gradual separation of the air flow when flowing through the leeward portion 32, and further avoid the disturbance of the laminar flow and the loss of air flow caused by the gradual separation.
[0041] In addition, when the protrusion 30 is provided in the shape of a water droplet, because the front end of the windward part 31 is arc-shaped, the separation point of the airflow can be delayed, and before the airflow reaches the separation point, the airflow remains in a laminar flow state, the laminar flow state of the airflow has a small friction force with the lower surface of the underbody panel body 20 and the lower surface of the protrusion 30, and the resistance is small, that is, when the airflow does not need to have anti-separation capability, the airflow is kept in a laminar flow state as much as possible to reduce the resistance of the front wheel underbody panel 2 to the airflow as much as possible. After the airflow reaches the separation point, a vortex flow is formed, and the layers of the airflow of the vortex flow exchange momentum between layers and drag each other to increase the anti-separation capability of the airflow, so that the airflow energy of this part is strong, and the airflow is not easily rolled into the wheel cavity.
[0042] As shown in Figure 7 , the outer surface of the protrusion 30 is a water droplet-shaped curved surface structure, which can improve the stability of the airflow field. The arc surface can make the curvature of the entire protrusion 30 continuous, avoid sharp changes in the flow direction of the airflow, so that the airflow can flow along the curved surface with smooth changes, and the flow of the airflow on the outer surface of the protrusion 30 is smoother, which helps to maintain the stability of the boundary layer.
[0043] In addition, because the arc surface can better distribute the pressure of the airflow, and can control the separation point of the airflow to a specific position, so that the separated airflow is more likely to form a stable structured vortex flow, and unnecessary vortex generation can be reduced, thereby reducing wind resistance.
[0044] Optionally, the vertex 33 of the protrusion 30 is formed at the connection between the leeward part 32 and the windward part 31, the first end point 34 of the protrusion 30 is formed on the side of the leeward part 32 away from the windward part 31, and the second end point 35 of the protrusion 30 is formed on the side of the windward part 31 away from the leeward part 32. In the direction parallel to the height direction of the front wheel 11, the first end point 34 and the second end point 35 are both higher than the vertex 33. The first flow guide curved surface 311 extends from the second end point 35 to the vertex 33, and the second flow guide curved surface 321 extends from the first end point 34 to the vertex 33. In this way, when the airflow flows to the windward part 31, the first end point 34 to the vertex 33 extends downward in the up-down direction, and the height change of this section can form a vortex flow barrier to the airflow, and the vertex 33 to the second end point 35 extends upward in the up-down direction, which provides a flow space for the wake area of the vortex flow, reduces the obstruction to the airflow, so that the airflow can recover to the original flow path more quickly, thereby reducing the resistance of the vehicle 100 and reducing energy consumption.
[0045] In one embodiment provided in the present disclosure, as Figure 9As shown, the spoiler body 20 includes an end edge 22 located on the side of the spoiler body 20 close to the front wheel 11, and the plurality of protrusions 30 are arranged along the length direction of the end edge 22. Then, the vortex can be generated at multiple positions at the same time, and such a multi-point generation manner makes the vortex generation more uniform and dense, and the superposition of multiple vortexes can enhance the overall vortex intensity. Here, the end edge 22 is an end edge of the rear end of the spoiler body 20 as shown in Figure 6
[0046] It can be understood that the left-right direction mentioned above refers to the left-right direction of the vehicle 100.
[0047] Optionally, the plurality of protrusions 30 can be uniformly spaced, and the uniformly spaced protrusions 30 can better control the separation point of the airflow, reduce unnecessary turbulence generation, and make the generated vortex more stable.
[0048] As shown in Figure 8 and Figure 9 As shown in an embodiment provided by the present disclosure, due to the presence of the plurality of water-drop-shaped protrusions 30, a series of vortexes are generated at the ends of the protrusions 30 when the airflow passes through the protrusions 30, and the airflow is less likely to be rolled into the cavity of the front wheel 11 compared to the laminar airflow, thereby achieving the purpose of further reducing the wind resistance. It has been verified through experiments that the plurality of water-drop-shaped protrusions 30 arranged at the rear part of the spoiler body 20 can reduce the wind resistance by 1-2 count and increase the cruising range by 1-2 km.
[0049] In order to prevent the airflow between adjacent protrusions 30 from interfering with each other and increasing the fluctuation of the airflow, causing the airflow to be turbulent and other problems, as shown in Figures 4 to 7 The distance D between the center points of every two adjacent protrusions 30 can be set as D≥4W, wherein W is the maximum width of the protrusion 30. In this way, the airflow interference between adjacent protrusions 30 can be avoided to form excessive vortexes.
[0050] Since the airflow passing through the protrusion 30 with excessively wide width will increase the front-rear pressure difference of the airflow, thereby causing the pressure difference resistance to increase, or causing the airflow to suddenly change, making the airflow turbulent and increasing the resistance. Therefore, as shown in Figure 5 In the present disclosure, the maximum width W of the protrusion 30 can be set as 4mm-20mm. By reasonably setting the width of the protrusion 30, it is ensured that the vortex is formed while reducing the instability of the resistance and the vortex, thereby reducing the energy consumption.
[0051] In an embodiment provided by the present disclosure, as shown in Figure 7 As shown, the size L of the protrusion 30 in the front-rear direction is less than or equal to 20 mm. Controlling the length of the entire protrusion 30 within this reasonable range can avoid the length of the protrusion 30 being too long, thereby reducing the length of the vortex wake portion, so as to facilitate reducing the momentum loss of the entire vortex wake portion, achieving the effect of reducing the resistance and energy consumption.
[0052] Optionally, as shown in Figure 6 and Figure 7 As shown, the rear end of the front wheel air baffle 2 can have a folded edge 21 folded upward. As shown in Figure 6 The horizontal distance between the rear end of the protrusion 30 and the lower front end of the folded edge 21 can be set to a small size, for example, the horizontal distance can be set to less than 20 m, so that the protrusion 30 is as close as possible to the rear end of the front wheel air baffle 2 and the position close to the wheel cavity of the front wheel 11, so that the vortex is close to the front wheel 11, that is, the part of the vortex with strong energy is located at the position close to the wheel cavity of the front wheel 11, thereby making it difficult for the wheel cavity to draw this part of the airflow into the wheel cavity.
[0053] Optionally, in the front-rear direction of the lower vehicle body (i.e. in the direction from the front end of the air baffle body 20 to the rear end of the air baffle body 20), the lower surface of the air baffle body 20 extends downwardly toward the direction close to the front wheel. In this way, the lower surface of the air baffle body 20 can guide the airflow to flow downward, reducing the airflow drawn into the wheel cavity of the front wheel 11. And the change in the flow direction of the airflow guided by the downward extension is relatively slow, which can reduce the turbulence of the airflow below the front wheel air baffle 2, thereby reducing the wind resistance and facilitating reducing the energy consumption of the vehicle 100.
[0054] The direction from the front end of the air baffle body 20 to the rear end of the air baffle body 20 in the present disclosure refers to the longitudinal direction of the vehicle 100 (i.e. the driving direction of the vehicle 100 from front to back).
[0055] According to a second aspect of the present disclosure, a vehicle 100 is provided, comprising a lower vehicle body 10, a front wheel 11, and the above-mentioned front wheel air baffle 2, the air baffle body 20 of the front wheel air baffle 2 being mounted on the lower vehicle body 10 and located in front of the front wheel 11.
[0056] In some embodiments of the present disclosure, as shown in Figure 10 and Figure 11 As shown, the lower vehicle body 10 can include a front lower guard 13, a front lower body 14, and a fender 12, and the air baffle body 20 can include a plurality of mounting portions connected to the above-mentioned front lower guard 13, front lower body 14, and fender 12 to mount the air baffle body 20 on the lower vehicle body 10, and the above-mentioned connection can be provided in the form of screwing or riveting.
[0057] The preferred embodiments of the present disclosure are described in detail above with reference to the drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Various simple modifications can be made to the technical solutions of the present disclosure within the technical concept of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
[0058] In addition, it should be noted that each specific technical feature described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, various possible combinations are not described again in the present disclosure.
[0059] In addition, various different embodiments of the present disclosure can also be combined in any appropriate manner, as long as they do not deviate from the idea of the present disclosure, and they should also be considered as disclosed in the present disclosure.
Claims
1. A front wheel deflector panel characterised in that, The application relates to a front wheel air baffle plate. The protrusion is provided on the lower surface of the air baffle plate body and protrudes downward, the rear end of the protrusion near the front wheel is formed as a leeward part, and the front end of the protrusion away from the front wheel is formed as a windward part. The first flow guide curve of the windward part gradually increases in width in the left-right direction from the front end to the rear end, and the second flow guide curve of the leeward part gradually decreases in width in the left-right direction.
2. The front wheel deflector as defined in claim 1, wherein The first flow guide curve and the second flow guide curve form a water-drop-shaped curve structure.
3. The front wheel deflector as defined in claim 2, wherein, The connecting part of the leeward part and the windward part is formed as the vertex of the protrusion, the first end point of the protrusion is formed on the side of the leeward part away from the windward part, and the second end point of the protrusion is formed on the side of the windward part away from the leeward part, the first end point and the second end point are both higher than the vertex in the direction parallel to the height direction of the front wheel, the first flow guide curve extends from the second end point to the vertex, and the second flow guide curve extends from the first end point to the vertex.
4. The front wheel deflector as defined in claim 2 wherein, The air baffle plate body comprises an end edge on the side near the front wheel, and a plurality of protrusions are arranged along the length direction of the end edge.
5. The front wheel undercover according to any one of claims 1-4, characterized in that, The distance D between the center points of every two adjacent protrusions is greater than or equal to 4W, wherein W is the maximum width of the protrusion.
6. A front wheel deflector as claimed in claim 5, wherein, The maximum width W of the protrusion is 4mm-20mm.
7. A front wheel deflector as claimed in claim 6, wherein The size L of the protrusion in the front-rear direction is less than or equal to 20mm.
8. The front wheel undercover of any one of claims 1-3, wherein, The lower surface of the air baffle plate body extends obliquely downward in the front-rear direction of the lower vehicle body.
9. The front wheel deflector as defined in claim 1 wherein, The air baffle plate body of the front wheel air baffle plate is installed on the lower vehicle body and located in front of the front wheel.
10. A vehicle characterized by comprising: