A type of wind-resistant carriage

Abstract

This utility model relates to a wind-resistant vehicle body, comprising a main body consisting of a front fascia, side fascias, a roof, a floor, and a tailgate. The three sides of the roof facing away from the tail are curved beams with a smoothly transitioning curved surface structure. One side of the tail is a non-curved beam with a tail fin installed. Multiple teardrop-shaped air guides arranged in a predetermined direction are integrally formed on its corrugated plate. Curved columns are installed on both sides with extended end faces. After installation, these extended end faces overlap and connect with corresponding parts of the front and side fascias, forming a curved surface structure at the transition between the front and side fascias. An arc-shaped cover is installed at the junction of the curved columns and the roof, completely enclosing the junction to form a curved surface structure. This utility model, through the curved beams, curved columns, and arc-shaped cover forming multiple smoothly transitioning curved surface structures, effectively reduces airflow impact and eddies caused by traditional right-angle or acute-angle connections. The teardrop-shaped air guides guide the orderly flow of air from the roof, reducing turbulence interference.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transportation equipment technology, and in particular to a wind-resistant carriage. Background Technology

[0002] Traditional steel flatbed vans are widely used in freight transport vehicles. Their basic structure is usually a rectangular box made of straight steel plates welded together. The top, side walls, front and rear walls and the bottom of the van are all connected by right-angle turns. The advantages of this type of van are that the manufacturing process is mature, the assembly is simple, and the cost is low. It can meet the carrying and transportation requirements of most ordinary goods.

[0003] In practice, some problems still exist:

[0004] However, traditional flatbed vans focus more on strength and load-bearing capacity in their structural design, and give less consideration to aerodynamic factors. Since the top and side walls of the van are mostly flat panels, and the front, rear and corners are all right angles or acute angles, when the vehicle is traveling at high speed, the oncoming airflow impacts the van and generates obvious vortices and stripping phenomena. A large negative pressure zone is also formed at the rear of the van, which leads to an increase in the overall drag coefficient.

[0005] In addition, traditional carriages typically lack dedicated airflow deflectors and curved transition structures at the top and rear, resulting in an unsmooth airflow path that generates significant turbulence and noise. For long-haul transport vehicles, this aerodynamic disadvantage significantly increases operating costs during daily operation, making it difficult to meet the demands for energy conservation, noise reduction, and high-efficiency transportation. Utility Model Content

[0006] (a) Technical problems to be solved

[0007] In order to solve the above-mentioned problems of the prior art, this utility model provides a wind-resistant carriage, which solves the problem that traditional flatbed carriages do not have a wind-resistant structure.

[0008] (II) Technical Solution

[0009] To achieve the above objectives, the main technical solution adopted by this utility model is as follows:

[0010] A wind-resistant vehicle body includes a main body consisting of a front panel, side panels, a roof, a floor, and a tail door. The roof is located on the top of the main body, and its three sides away from the tail are all arc-shaped beams with a smooth transition curved surface structure. One side of its tail is a non-arc beam and is equipped with a tail fin. Multiple teardrop-shaped air guide strips are integrally formed on its corrugated plate and arranged in a preset direction.

[0011] The arc-shaped column is installed in the gap between the front and side panels, and has extended end faces on both sides. After installation, the extended end faces overlap and connect with the corresponding parts of the front and side panels, so that the transition between the front and side panels forms a curved surface structure to reduce air resistance.

[0012] An arc-shaped cover is installed at the junction of the arc-shaped column and the ceiling, and after installation, it completely covers the junction to form a curved structure.

[0013] Preferably, the teardrop-shaped air guide strip, tail fin, arc-shaped beam, arc-shaped column, and arc-shaped cover are configured to synergistically reduce the air resistance of the main body of the carriage.

[0014] Preferably, the edges of the corrugated panels of the ceiling are smoothly connected to the curved beams to form a flat surface.

[0015] Preferably, the teardrop-shaped air guide strips are arranged integrally at equal intervals along the length of the ceiling, and their cross-section is teardrop-shaped with an arc-shaped convex surface at the front edge and a tapered curved surface at the rear edge.

[0016] Preferably, the tail fin is fixed to a non-arc-shaped beam at the rear of the roof, and the tail fin forms an elevation angle of 15°-30° with the upper surface of the roof.

[0017] Preferably, the rear of the main body of the carriage is connected to a tailgate via a hinge, the side panels are connected to side doors via hinges, and a floor plate is fixedly installed at the bottom of the main body of the carriage.

[0018] Preferably, the side door panel is provided with a shallow rib structure to reduce local eddies caused by airflow turbulence, thereby reducing air resistance.

[0019] (III) Beneficial Effects

[0020] The beneficial effects of this utility model are:

[0021] This utility model uses curved beams, curved columns, and circular covers to form a curved surface structure with multiple smooth transitions, effectively reducing the airflow impact and eddies caused by traditional right-angle or acute-angle connections. The teardrop-shaped air guide strips can guide the orderly flow of air in the ceiling and reduce turbulence interference. The tail wing optimizes the airflow at the rear through a 15°-30° elevation angle design, reducing the impact of the negative pressure zone. The above structures work together to significantly reduce the overall drag coefficient of the carriage and reduce air resistance when the vehicle is traveling at high speed, thereby reducing power consumption. It is especially suitable for long-distance transportation scenarios and significantly saves operating costs.

[0022] The various wind resistance reduction components in this practical system optimize aerodynamic performance without sacrificing the load-bearing capacity and structural strength of the carriage. The curved beams and smoothly connected corrugated plates ensure the stability of the roof structure; the curved columns are connected to the front and side walls through extended end faces, enhancing the connection strength; and the integrated teardrop-shaped air guide strips further strengthen the roof rigidity. This achieves a balance between the dual functions of "drag reduction" and "load bearing".

[0023] This utility model optimizes the structure of a traditional van body, with a simple modification process. It can be adapted to various types of freight vehicles. Its features of reduced wind resistance and low energy consumption meet the current development needs of energy conservation, emission reduction, green and efficient transportation industry, and help to enhance the market competitiveness of vehicles. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of this utility model;

[0025] Figure 2 This is a disassembled diagram of the tail section of this utility model;

[0026] Figure 3 For the present utility model Figure 2 Enlarged view of point A in the middle;

[0027] Figure 4 This is a magnified view of a portion of the area near the circular arc cover of this utility model;

[0028] [Explanation of Labels in the Attached Image]

[0029] Front enclosure 1, side enclosure 2, side door 201, shallow ribbed structure 202, roof 3, arc beam 301, tail wing 302, teardrop-shaped air guide strip 303, bottom plate 4, tail door 5, arc column 6, round arc cover 7. Detailed Implementation

[0030] To better explain and facilitate understanding of this utility model, the present utility model will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0031] Please refer to Figures 1 to 3As shown, this utility model discloses a wind-resistant vehicle body comprising a front fascia 1, side fascias 2, roof 3, floor 4, and tailgate 5. The roof 3 is located on top of the vehicle body, and its three sides away from the rear are all curved beams 301 with a smooth transition curved surface structure. The rear side is a non-curved beam and is equipped with a tail fin 302. Multiple teardrop-shaped air guide strips 303 arranged in a preset direction are integrally formed on its corrugated plate. Curved columns 6 are installed in the gap between the front fascia 1 and the side fascias 2. The vehicle has extended end faces on both sides. After installation, the extended end faces overlap and connect with the corresponding parts of the front enclosure 1 and the side enclosure 2, so that the transition between the front enclosure 1 and the side enclosure 2 forms a curved structure to reduce air resistance. The arc cover 7 is installed at the junction of the arc-shaped column 6 and the roof 3. After installation, it completely covers the junction to form a curved structure. The teardrop-shaped air guide strip 303, the tail wing 302, the arc beam 301, the arc column 6 and the arc cover 7 are configured to work together to reduce the air resistance of the main body of the carriage.

[0032] It should be noted that the corrugated plate edge of the roof 3 is smoothly connected to the arc beam 301 to form a flat surface; the teardrop-shaped air guide strips 303 are arranged at equal intervals along the length of the roof 3, and their cross-section is teardrop-shaped, with an arc-shaped convex surface at the front edge and a tapered curved surface at the rear edge; the tail fin 302 is fixed to the non-arc beam at the rear of the roof 3 by bolts, and the tail fin 302 forms an elevation angle of 15°-30° with the upper surface of the roof 3.

[0033] The rear of the main body of the carriage is connected to the tail door 5 by a hinge, and the side panel 2 is connected to the side door 201 by a hinge. The bottom of the main body of the carriage is fixedly installed with a bottom plate 4. The door panel of the side door 201 is provided with a shallow pressure rib structure 202 to reduce the local vortex generated by airflow turbulence, thereby reducing air resistance.

[0034] The left and right side beams and the front beam of the canopy 3 are all curved beams 301, and curved columns 6 are installed on both sides of the front enclosure 1.

[0035] When the practical lightweight van is traveling at high speed, the airflow at the front of the roof 3 first comes into contact with the teardrop-shaped air guide 303 and is guided, reducing turbulence. Then, when it flows through the rear wing 302 area, it smoothly transitions to the rear of the van, avoiding the formation of strong wake vortices. This structure significantly reduces air resistance and energy consumption, enabling the vehicle to have a higher driving speed under the same power, while improving the aerodynamic stability of the top and rear of the van.

[0036] Optionally, the rear of the main body of the carriage is hinged to a tailgate 5, and the side is hinged to a side door 201. A floor plate 4 is fixedly connected to the bottom of the main body of the carriage. In actual implementation, the rear of the main body of the carriage is hinged to the tailgate 5. During installation, the hinge seat is first welded to the upright plate of the carriage, and then the side of the tailgate 5 is aligned with the hinge shaft and fixed, so that the tailgate 5 can open and close smoothly around the hinge. When in use, the staff can flip the tailgate 5 outward to open when loading and unloading goods, forming a wide front loading opening; when the vehicle is moving, the tailgate 5 is closed and locked, forming a closed state that smoothly transitions to the rear of the main body of the carriage. This design not only ensures the convenience of loading and unloading operations, but also forms a flat surface when the door is closed, avoiding airflow turbulence at the front due to structural abruptness, and helps to further reduce driving resistance and noise.

[0037] Optionally, the front enclosure 1 of the main body of the carriage includes a corrugated plate and a connecting plate connecting both sides of the corrugated plate. The connecting plate is overlapped with the arc-shaped column 6 and then riveted. In actual implementation, the side enclosure 2 of the main body of the carriage is connected to the side door 201 by a hinge. Specifically, a hinge structure is installed in the middle of the side plate of the main body of the carriage, and the edge of the side door 201 is connected to the hinge shaft, so that it can rotate outward. During operation, the staff can open the side door 201 when loading and unloading goods from the side, reducing the distance of goods handling and operation time. When the vehicle is traveling at high speed, the side door 201 is in the closed state and is fixed by a lock, so that the side of the main body of the carriage remains flat and continuous. Through this setting, while meeting the needs of multi-directional loading and unloading, the smoothness and strength of the side wall of the main body of the carriage are still guaranteed after the door is closed. This avoids the gaps or protrusions produced by the traditional side-opening structure, reduces the energy consumption caused by the impact of lateral airflow, and improves the aerodynamic performance during driving.

[0038] Optionally, both the roof 3 and the base plate 4 are fixedly connected to rectangular tubes for insertion and riveting to the arc-shaped columns 6. The upper end of the arc-shaped columns 6 is inserted into the roof 3, the lower end into the base plate 4, and both sides are riveted to the front and side panels. In actual implementation, an arc-shaped cover 7 is fixedly connected to the outer side of the main body of the vehicle. The arc-shaped cover 7 allows the airflow passing through the corners of the main body of the vehicle to form a smooth curved transition, avoiding airflow stripping and vortices caused by traditional right-angle edges, reducing lateral and top wind resistance. Through this structure, the vehicle can effectively optimize the airflow path while maintaining its load capacity, improving overall driving economy and stability.

[0039] Optionally, the arc-shaped cover 7 is riveted and fixedly connected to the side beams of the roof 3 to wrap around the joints of the arc-shaped column 6, the left and right side beams of the roof 3, and the front side beam, thereby allowing airflow to pass smoothly through the joints. In actual implementation, during vehicle operation, the oncoming airflow slides along the surface of the roof 3, and does not peel off at the edge, but continues to adhere to the frame along the arc curve, significantly reducing the vortex area at the junction of the top and sides. This design improves the overall integrity and aesthetics of the main body structure of the vehicle body, and reduces air resistance during vehicle operation, keeping the main body of the vehicle body stable at high speeds, and reducing noise and fuel consumption.

[0040] Working Principle: When the vehicle is traveling at medium to high speeds, the airflow at the front of the vehicle impacts the rear of the main body of the cargo box and is diverted upwards and to both sides. This typically creates significant turbulence and negative pressure areas at the top and rear of the main body of the cargo box. This is the main reason for the high wind resistance of the traditional flatbed cargo box structure. To address this issue, a canopy 3 is installed at the top of the main body of the cargo box, and a teardrop-shaped air guide strip 303 is installed longitudinally at the top of the canopy 3. The cross-section of the teardrop-shaped air guide strip 303 is approximately teardrop-shaped. When the airflow passes over the top of the main body of the cargo box, it first contacts the leading edge of the teardrop-shaped air guide strip 303. The airflow is smoothly guided along the teardrop contour, avoiding airflow stripping and vortices caused by right-angle edges. Because the teardrop-shaped structure effectively disperses airflow pressure... This creates a stable boundary layer flow, allowing for a smooth transition of airflow at the top of the vehicle body during driving. This significantly reduces airflow separation and turbulence at the top, thereby substantially reducing air resistance at the front and top. Simultaneously, a tail wing 302 is fixedly connected to the roof 3. The tail wing 302 is located at the rear edge of the vehicle body and is used to guide the airflow converging from the top and sides to smoothly transition to the rear of the vehicle body. Traditionally, a large area of ​​negative pressure is formed at the rear of the flatbed vehicle body, resulting in increased rear suction drag. However, the tail wing 302, by extending and changing the trailing edge angle, allows the flowing air to smoothly leave the rear of the vehicle body, reducing the scale of the wake vortex and the energy loss caused by the negative pressure at the rear, further improving the aerodynamic state of the rear of the vehicle body.

[0041] The above describes the basic principles, main features, and advantages of this utility model. All standard parts used in this utility model can be purchased from the market, and irregular parts can be customized according to the drawings in the specification. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts, and equipment all adopt conventional models in the prior art, and the circuit connection adopts conventional connection methods in the prior art, which will not be described in detail here.

[0042] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent modifications made based on the content of this utility model specification and drawings, or direct or indirect applications in related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. A wind-resistant vehicle body, comprising a main body consisting of a front fascia, side fascias, a roof, a floor, and a rear door, characterized in that: The canopy is located on the top of the main body of the carriage. The three sides away from the rear are all arc-shaped beams with a smooth transition curved surface structure. The rear side is a non-arc-shaped beam and is equipped with a tail fin. Multiple teardrop-shaped air guide strips are integrally formed on its corrugated plate and arranged in a preset direction. The arc-shaped column is installed in the gap between the front and side panels, and has extended end faces on both sides. After installation, the extended end faces overlap and connect with the corresponding parts of the front and side panels, so that the transition between the front and side panels forms a curved surface structure to reduce air resistance. An arc-shaped cover is installed at the junction of the arc-shaped column and the ceiling, and after installation, it completely covers the junction to form a curved structure. The teardrop-shaped air guide strip, tail fin, arc-shaped beam, arc-shaped column, and arc-shaped cover are configured to synergistically reduce the air resistance of the main body of the carriage.

2. The wind resistance reduction carriage according to claim 1, characterized in that, The edges of the corrugated panels of the ceiling are smoothly connected to the curved beams to form a flat surface.

3. The wind resistance reduction carriage according to claim 2, characterized in that, The teardrop-shaped air guide strips are arranged at equal intervals along the length of the ceiling, and their cross-section is teardrop-shaped with an arc-shaped convex surface at the front edge and a tapered curved surface at the rear edge.

4. The wind resistance reduction carriage according to claim 1, characterized in that, The tail fin is fixed to the non-arc beam at the rear of the roof, and the tail fin forms an elevation angle of 15°-30° with the upper surface of the roof.

5. A wind-resistant carriage according to claim 1, characterized in that, The rear of the main body of the carriage is connected to a tailgate via a hinge, the side panels are connected to side doors via hinges, and a floor plate is fixedly installed at the bottom of the main body of the carriage.

6. A wind-resistant carriage according to claim 5, characterized in that, The side door panel is equipped with a shallow rib structure to reduce local eddies caused by airflow turbulence, thereby reducing air resistance.

Images