A kind of hoofs-shaped front wheel 3D spoiler and front wheel spoiler structure

Abstract

The utility model relates to the technical field of automobile, specifically disclose a kind of 3D wind baffle of hoof shape front wheel, including fixedly connected flow guide portion and wind baffle portion, flow guide portion and wind baffle portion are along the junction extension direction of bottom plate and front wheel cavity arrangement, flow guide portion and wind baffle portion are all projected downward relative to vehicle bottom plate, the length of flow guide portion along vehicle length direction is greater than the length of wind baffle portion, transition connection between flow guide portion and wind baffle portion by arc curved surface, flow guide portion is close to tire outside, flow guide portion extends to the direction of vehicle advancement and forms V-shaped flow guide structure. Front wheel wind baffle structure, including bottom plate, front wheel cover, front wheel cover forms front wheel cavity, further include hoof shape front wheel 3D wind baffle, the total width of hoof shape front wheel 3D wind baffle is 70%-95% of tire width. The present scheme is used to solve the problem of the current flat wind baffle excessive airflow separation brings big energy loss and the problem of the existing three-dimensional wind baffle, and the airflow is insufficient to the inside of tire and the problem of the impact of suspension is big.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, specifically to a hoof-shaped front wheel 3D wind deflector and front wheel wind deflector structure. Background Technology

[0002] With the rapid development of new energy vehicles, market competition has become more intense, and the overall driving range has become the most important performance indicator for users. The overall vehicle drag performance is the key to improving this core performance indicator.

[0003] Overall vehicle drag performance is studied on a vehicle-wide basis. Optimizing the body shape makes the airflow field more stable, thereby reducing drag. However, in order to achieve differentiation and personalization in styling design, the requirements for body shape of new energy vehicles are becoming increasingly stringent. Furthermore, with the in-depth research on automotive aerodynamics, the phenomenon of styling "homogenization" is becoming more and more serious, making it difficult to advance the optimization process of overall vehicle drag performance.

[0004] Wind deflectors can reduce wind resistance to some extent by guiding airflow from the bottom without altering the overall vehicle design. However, due to the complex flow field at the bottom and wheel wells, as well as performance limitations such as ground clearance, it has always been difficult to achieve optimal drag reduction in wind deflector design.

[0005] There are two common types of conventional wind deflector structures: flat and 3D curved. Flat wind deflectors, such as the one described in patent publication CN222933983U, "A Wind Deflector Structure for Automobile Front Wheels and Vehicle," use an L-shaped structure with reinforcing ribs to improve structural strength and guide airflow to reduce wind resistance and protect the suspension. In actual verification, it was found that the flat wind deflector structure is simpler, has lower manufacturing costs, and provides good airflow protection for the vehicle suspension. However, flat wind deflectors have two drawbacks: firstly, they obstruct airflow excessively, resulting in high pressure on the deflector and requiring higher strength from the deflector and its connecting parts; secondly, flat wind deflectors cause excessive airflow separation upon impact, which can easily lead to unnecessary wake expansion and energy loss.

[0006] Three-dimensional wind deflectors, such as those described in patent publications CN216102462U ("A Front Wheel Wind Deflector, Front Wheel Wind Deflector Structure and Automobile") and CN221068258U ("A Three-Dimensional Wind Deflector for Vehicles"), utilize a V-shaped structure to distribute airflow, thereby reducing the airflow into the tire area and minimizing energy loss. Compared to flat wind deflectors, three-dimensional wind deflectors significantly improve energy loss reduction on the outer side of the tire. However, they lack sufficient protection for the suspension on the inner side of the tire, making it difficult to prevent airflow from impacting the suspension. Once the airflow impacts the suspension, it easily creates turbulence in the wheel cavity, thus failing to achieve a good drag reduction effect. Utility Model Content

[0007] This utility model aims to provide a hoof-shaped 3D wind deflector for the front wheel. This solution is used to solve the problem of excessive airflow separation and large energy loss caused by the existing flat wind deflector, as well as the problem of insufficient airflow guidance to the inner side of the tire and large impact on the suspension caused by the existing three-dimensional wind deflector.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: A type of horseshoe-shaped front wheel 3D wind deflector includes a guide section and a wind deflector fixedly connected. The guide section and the wind deflector are arranged along the extension direction of the junction between the bottom plate and the front wheel cavity. Both the guide section and the wind deflector protrude downward relative to the vehicle bottom plate. The length of the guide section along the length direction of the vehicle is greater than the length of the wind deflector. The guide section and the wind deflector are connected by an arc-shaped curved surface. The guide section is close to the outer side of the tire and extends in the forward direction of the vehicle to form a V-shaped guide structure.

[0009] The principle and advantages of this solution are as follows: This solution creates a 3D wind deflector with two protruding guide sections and a blocking section forming a horseshoe-shaped structure. The longer and protruding guide section ensures that after the airflow impacts the V-shaped guide structure at the front end of the guide section, the airflow will not directly hit the tire. Instead, a portion of the airflow is guided to flow along the outer side of the tire. This avoids the problem of excessive energy loss caused by excessive separation of airflow by a flat wind deflector. It also allows the airflow to be buffered at the curved surface after being split in the guide section. Furthermore, by setting guide sections and wind deflectors of different lengths, the wind deflector obstructs the airflow that is only hitting the tire, forcing the airflow to be guided by the guide section and then blocked by the wind deflector. This prevents the airflow from directly impacting the suspension, thereby reducing the impact of the airflow on the tire's windward surface and suspension components, reducing the dissipation of turbulent kinetic energy at the wheel cavity, and improving the flow field distribution.

[0010] Preferably, as an improvement, the length of the guide section is not less than 1.5 times the length of the wind-blocking section.

[0011] Preferably, as an improvement, the protrusions of the guide section and the wind-blocking section are both arc-shaped protrusions.

[0012] Preferably, as an improvement, it also includes a windbreak eave fixed to the windbreak part. The windbreak eave is located at the junction of the bottom plate and the front wheel cavity and extends along the junction. The windbreak eave extends outward from the windbreak part so as to block the airflow again through the outward-extending windbreak eave, thereby further reducing the probability of airflow impacting the suspension.

[0013] Preferably, as an improvement, the width of the windbreak extending beyond the windbreak part along the intersection extension direction is 10-30mm, and the height of the windbreak extending beyond the windbreak part in the height direction is 5-10mm, so that the windbreak is not too long and causes excessive airflow separation, and also avoids the problem of insufficient airflow guidance caused by being too short.

[0014] Preferably, as an improvement, the projected length of the wind-blocking part on the bottom plate is longer the closer it is to the air guide, and the width of the air guide is greater than the width of the wind-blocking part, so that the wind-blocking part forms a short and steep arc surface to force the airflow to not be drawn into the wheel cavity.

[0015] Preferably, as an improvement, the height of the air guide and wind dam protruding below the bottom plate is 30%-40% of the vehicle's ground clearance, to ensure that the presence of the horseshoe-shaped front wheel 3D wind dam does not affect the vehicle's driving.

[0016] Preferably, as an improvement, the length of the guide portion is 30%-50% of the tire width.

[0017] Preferably, as an improvement, the outer side of the guide portion in the width direction is 10%-30% of the tire width away from the outer side of the tire, so as to ensure that the 3D wind deflector of the shaped front wheel is less likely to collide with the curb after it is installed on the bottom plate.

[0018] This utility model also provides a front wheel wind-blocking structure, including a base plate and a front wheel cover, the front wheel cover forming a front wheel cavity, and also including the aforementioned hoof-shaped front wheel 3D wind-blocking plate, the hoof-shaped front wheel 3D wind-blocking plate being fixedly installed at the junction of the base plate and the front wheel cavity, the total width of the hoof-shaped front wheel 3D wind-blocking plate being 70%-95% of the tire width. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural diagram of an embodiment of the present utility model.

[0020] Figure 2 This is a bottom-view diagram showing the vehicle installed in this embodiment.

[0021] Figure 3 For this embodiment in Figure 2A cross-sectional schematic diagram of the V-shaped flow guide structure in the middle of the flow guide section (the lower left corner of the figure indicates the cross-sectional view).

[0022] Figure 4 For this embodiment in Figure 2 A cross-sectional schematic diagram of the wind-blocking section (the lower left corner of the diagram indicates the sectional view position).

[0023] Figure 5 This is a horizontal sectional view of this embodiment near the base plate (the lower left corner of the figure indicates the sectional view position).

[0024] Figure 6 The isosurface and turbulent kinetic energy cloud diagram (bottom view) are for the case of zero total pressure in Comparative Example 1 (without wind baffle).

[0025] Figure 7 The isosurface and turbulent kinetic energy contour map (side view) are for the case of zero total pressure in Comparative Example 1 (without wind baffle).

[0026] Figure 8a This is a schematic diagram of the flat windbreak plate in Comparative Example 2.

[0027] Figure 8b This is a schematic diagram showing the tire area viewed from a certain angle after the flat windbreak plate of Comparative Example 2 is installed on the base plate.

[0028] Figure 9 The isosurface and turbulent kinetic energy cloud diagram (bottom view) are for the case of zero total pressure in Comparative Example 2 (flat windbreak).

[0029] Figure 10 The isosurface and turbulent kinetic energy contour map (side view) for the case of zero total pressure in Comparative Example 2 (flat windbreak).

[0030] Figure 11a This is a schematic diagram of the 3D arc-shaped windbreak plate in Comparative Example 3.

[0031] Figure 11b This is a schematic diagram of the tire area viewed from a certain angle after the 3D arc-shaped windbreak plate of Comparative Example 3 is installed on the base plate.

[0032] Figure 12 The image shows the isosurface and turbulent kinetic energy cloud diagram (bottom view) of the 3D arc-shaped windbreak plate in Comparative Example 3, where the total pressure is zero.

[0033] Figure 13 The isosurface and turbulent kinetic energy cloud map (side view) of the 3D arc-shaped windbreak plate in Comparative Example 3, where the total pressure is zero.

[0034] Figure 14 This is a schematic diagram of the structure of a 3D arc-shaped windbreak plate with a 6mm windbreak eave, as shown in Comparative Example 4.

[0035] Figure 15 For comparison example 4, the total pressure is zero isosurface and turbulent kinetic energy cloud map (bottom view) is shown when a 3D arc-shaped windbreak with a 6mm windbreak is used.

[0036] Figure 16 For Comparative Example 4, the total pressure is zero isosurface and turbulent kinetic energy cloud map (side view) is shown for a 3D arc-shaped windbreak with a 6mm windbreak.

[0037] Figure 17a This is a schematic diagram of the structure of the 3D wind deflector for the horseshoe-shaped front wheel according to an embodiment of the present invention.

[0038] Figure 17b This is a schematic diagram of the tire section viewed from a certain angle from behind the base plate, showing the hoof-shaped front wheel wind deflector of this utility model embodiment.

[0039] Figure 18 The image shows the isosurface and turbulent kinetic energy cloud diagram (bottom view) of the total pressure when the total pressure is zero under the condition of the 3D wind deflector of the horseshoe-shaped front wheel in this embodiment of the present invention.

[0040] Figure 19 for Figure 18 A magnified view of a portion of the image.

[0041] Figure 20 The image shows the isosurface and turbulent kinetic energy cloud diagram (side view) of the hoof-shaped front wheel 3D wind deflector in this embodiment of the present invention, with the total pressure at zero.

[0042] Figure 21 This is a schematic diagram of the windbreak plate in Comparative Example 5.

[0043] The reference numerals in the accompanying drawings include: 1. 3D wind deflector for front wheels in the shape of a horseshoe; 2. Front lip of the vehicle; 3. Floor plate; 4. Tire; 5. Front wheel cover; 6. Front suspension control arm; 11. Air guide; 12. Wind deflector; 13. Transition arc surface; 14. Wind deflector. Detailed Implementation

[0044] The following detailed description illustrates the specific implementation method: The basic implementation examples are as follows: Figures 1 to 5 As shown.

[0045] A front wheel wind-blocking structure includes a base plate 3 and a front wheel cover 5, the front wheel cover 5 forming a front wheel cavity. It also includes a hoof-shaped front wheel 3D wind-blocking plate 1, which is fixedly installed at the junction of the base plate 3 and the front wheel cavity. The total width of the hoof-shaped front wheel 3D wind-blocking plate 1 is 70%-95% of the width of the tire 4. There is a distance of 10%-30% of the tire width between the outer side of the hoof-shaped front wheel 3D wind-blocking plate 1 in the width direction and the outer side of the tire 4, so as to ensure that the hoof-shaped front wheel 3D wind-blocking plate 1 is not likely to collide with the curb after being installed on the base plate. The horseshoe-shaped front wheel 3D wind deflector 1 includes an integrally formed guide section 11 and a wind deflector section 12, which are arranged along the boundary between the base plate 3 and the front wheel cavity. Both the guide section 11 and the wind deflector section 12 protrude downward relative to the vehicle base plate 3, and the protrusions are all arc-shaped. The length of the guide section 11 along the length of the vehicle is greater than the length of the wind deflector section 12, and the length of the guide section 11 is not less than 1.5 times the length of the wind deflector section 12. At the same time, the maximum length of the guide section 11, which is also the maximum length of the horseshoe-shaped front wheel 3D wind deflector 1, is 30%-50% of the tire width. The airflow guide 11 and the wind dam 12 are connected by a curved surface 13. The airflow guide 11 is located near the outer side of the tire and extends in the direction of vehicle movement to form a V-shaped airflow guide structure. The closer the wind dam 12 is to the airflow guide 11, the longer its projected length on the base plate. The width of the airflow guide 11 is greater than the width of the wind dam 12, so that the wind dam 12 forms a short and steep arc-shaped surface to forcefully guide the airflow and prevent it from being drawn into the wheel cavity. The maximum length of the airflow guide 11 is greater than twice its height, so that the outer surface of the airflow guide 11 forms a long and gentle arc. The maximum height of the wind dam 12 is 0.7-1.1 times its maximum length, and the maximum height of the wind dam 12 is located at the junction of the base plate 3 and the front wheel cavity, so that the wind dam 12 forms a short and steep arc-shaped surface to forcefully guide the airflow and prevent it from being drawn into the wheel cavity.

[0046] The type of horseshoe-shaped front wheel 3D wind deflector 1 also includes a wind deflector 14 connected integrally and located on the edge of the wind deflector 12. The wind deflector 14 is located at the junction of the base plate 3 and the front wheel cavity and extends along the junction. The wind deflector 14 extends outward along the width direction of the wind deflector 12 to further block the airflow and reduce the probability of airflow impacting the suspension. The wind deflector 14 extends outward from the wind deflector 12 by 5-30mm. Specifically, the width of the wind deflector 14 extending outward from the wind deflector 12 along the junction extension direction is 10-30mm, and the height of the wind deflector 14 extending outward from the wind deflector 12 in the height direction is 5-10mm. This ensures that the wind deflector 14 is not too long, which would cause excessive airflow separation, and also avoids the problem of insufficient airflow guidance caused by being too short. The hoof-shaped 3D wind deflector protrudes downwards from the bottom plate to a height of 30%-40% of the vehicle's ground clearance, ensuring that the presence of the hoof-shaped 3D wind deflector does not affect the vehicle's driving.

[0047] To verify the effectiveness of the wind deflector in this embodiment, the specific parameters of the horseshoe-shaped front wheel 3D wind deflector are as follows: The 3D wind deflector 1, shaped like a horseshoe, is installed close to the junction of the front underbody 3 and the front wheel arch 5. Its outer top edge in the width direction is about 88mm from the outer side of the tire 4, and its width is about 203.859mm. The width of the guide section 11 is about 103.919mm. The width of the wind deflector 12 and the wind deflector 14 as a whole is 99.94mm. The maximum height of the wind deflector 12 is about 45mm. The wind deflector 14 extends along the junction and extends outward from the outside of the wind deflector 12 by about 25mm. The wind deflector 14 extends downward from the bottom of the wind deflector 12 in the height direction by about 6mm, so that the overall height of the wind deflector 12 and the wind deflector 14 is about 61mm. The presence of the wind deflector 14 is equivalent to the wind deflector 12 being extended outward by a flange, and together with the wind deflector 12, it forms a flow obstruction and guidance for the airflow near the inner side of the tire 4. The maximum length of the guide section 11 is about 109mm, and the maximum height of the guide section 11 is about 45mm.

[0048] To further verify the effectiveness of the horseshoe-shaped front wheel 3D wind deflector in this embodiment, the inventors used the same design method to perform flow field analysis on the same vehicle for the following comparative examples. The analysis results are shown below. Figures 6 to 20 .

[0049] Comparative Example 1: The vehicle was not equipped with front wheel chocks.

[0050] Comparative Example 2: A flat-plate wind deflector is installed, with the wind deflector extending 36mm above the base plate at its maximum height. The overall arc length is approximately 339mm, and the distance between the outermost end of the wind deflector and the outermost edge of the tire is approximately 49mm. The installation position is at the junction of the front base plate and the wheel arch.

[0051] Comparative Example 3: A 3D arc-shaped wind deflector is used, also installed at the junction of the front underbody and wheel arch. The distance between the outermost end of the 3D arc-shaped wind deflector and the outermost edge of the tire is approximately 71mm. The height of the 3D arc-shaped wind deflector is 45mm, the arc length along the junction is approximately 198mm, and the maximum length perpendicular to the junction is approximately 45mm.

[0052] Comparative Example 4: The length-to-height ratio of the 3D arc-shaped windbreak plate of Comparative Example 3 is increased, and the length of its vertical intersection is increased to 60mm. At the same time, a 6mm windbreak edging (i.e. a 6mm flange) is fixed on the height edge of the arc-shaped 3D windbreak plate at the intersection.

[0053] Comparative Example 5: The difference from this embodiment is that the construction of the windbreak is different. The windbreak of Comparative Example 5 is the same as that of Comparative Example 4, with a 6mm flange structure that extends outward from the edge of the guide section and the windbreak section at the junction of the base plate and the wheel cover.

[0054] Table 1 below shows the drag reduction of Comparative Examples 1-5 under the same test conditions as this embodiment.

[0055]

[0056] Combination Figures 6-7 As can be seen from Comparative Example 1, in the absence of a wind deflector, the turbulent kinetic energy of the wheel cavity and the area around the wheel is extremely high. The airflow accumulates and becomes turbulent in the wheel cavity, resulting in severe airflow separation. The airflow near the wheel impacts and disturbs violently, and the entire wheel cavity is in a state of high turbulent kinetic energy.

[0057] Combination Figures 9-10 As can be seen from the case of the flat baffle in Comparative Example 2, there is still an obvious turbulence zone in the wheel cavity under this condition. The airflow separation is somewhat alleviated but not completely resolved. There is still a lot of disordered disturbance near the wheel, and a small-scale airflow separation is also increased.

[0058] Combination Figures 12-13 As can be seen from the case of the 3D arc-shaped wind baffle in Comparative Example 3, under this condition, the turbulent kinetic energy of the wheel cavity is reduced, the red and yellow area with large turbulent kinetic energy on the outside of the wheel arch is significantly reduced, and the degree of airflow separation is reduced compared with Comparative Example 1 and Comparative Example 2.

[0059] Combination Figures 15-16 As can be seen from the case of the 3D arc-shaped wind deflector with wind deflector in Comparative Example 4, the turbulent kinetic energy behind the front wheel is significantly reduced compared to Comparative Example 1. The red and yellow areas with high turbulent kinetic energy on the outer side of the wheel arch are further weakened. It can be seen that the presence of the wind deflector can have a stronger guiding effect on the airflow, making the turbulent area more focused inside the wheel cavity, reducing interference to the area around the wheel, and the airflow separation is better than that in Comparative Example 1. The airflow near the wheel is also more orderly.

[0060] Combination Figures 18-20 Compared to Comparative Example 4, the 3D wind deflector of the horseshoe-shaped front wheel in this embodiment further reduces the turbulent kinetic energy in the wheel cavity and around the wheel, limits the turbulent area to a very small range, and allows the airflow to pass smoothly along the 3D wind deflector of the horseshoe-shaped front wheel, resulting in orderly airflow and extremely low disturbance near the wheel.

[0061] As can be seen from the comparison examples 1-4, the horseshoe-shaped front wheel 3D wind deflector in this embodiment significantly suppresses airflow separation in the wheel cavity, making the airflow around the wheel extremely smooth; the high turbulent kinetic energy zone is almost eliminated, thereby ensuring that the airflow does not strongly impact the suspension, and also ensuring that the airflow does not excessively separate on the outside of the tire.

[0062] Wind tunnel testing has verified that installing a horseshoe-shaped 3D wind deflector on the front wheel of a certain new energy pure electric sedan can reduce the overall drag coefficient by 15cts, corresponding to an increase of approximately 12km in WLTP combined driving range.

[0063] To further verify the effect of the 3D wind deflector of the front wheel in this embodiment, a comparative example 5 was added. As shown in Table 1, the drag reduction in comparative example 5 is 0.006 less than that in this invention. Moreover, the drag reduction in comparative example 5 is not as good as that in comparative example 4. It can be seen that the saddle-shaped structure formed by the guide section 11 and the wind deflector 12 in this embodiment, together with the wind deflector 14 which exists only in the wind deflector section, can achieve an effect far exceeding that of the prior art.

[0064] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A type of horseshoe-shaped front wheel 3D wind deflector, characterized in that: It includes a fixedly connected air guide and a wind dam. The air guide and the wind dam are arranged along the boundary between the bottom plate and the front wheel cavity. Both the air guide and the wind dam protrude downward relative to the vehicle bottom plate. The length of the air guide along the length of the vehicle is greater than the length of the wind dam. The air guide and the wind dam are connected by an arc-shaped curved surface. The air guide is close to the outer side of the tire and extends in the direction of vehicle movement to form a V-shaped air guide structure.

2. The 3D wind deflector for a horseshoe-shaped front wheel according to claim 1, characterized in that: The length of the guide section is not less than 1.5 times the length of the wind-blocking section.

3. The 3D wind deflector for a horseshoe-shaped front wheel according to claim 1, characterized in that: The protrusions in both the air guide and the air dam are arc-shaped protrusions.

4. The 3D wind deflector for a horseshoe-shaped front wheel according to claim 1, characterized in that: It also includes a windbreak eaves fixed to the windbreak section, which is located at the junction of the bottom plate and the front wheel cavity and extends along the junction, with the windbreak eaves extending outward from the windbreak section.

5. The 3D wind deflector for a horseshoe-shaped front wheel according to claim 4, characterized in that: The width of the windbreak extending beyond the windbreak part along the intersection extension direction is 10-30mm, and the height of the windbreak extending beyond the windbreak part in the height direction is 5-10mm.

6. The 3D wind deflector for a horseshoe-shaped front wheel according to claim 5, characterized in that: The closer the air dam is to the guide section, the longer its projected length on the base plate, and the wider the guide section is than the width of the air dam.

7. The 3D wind deflector for a horseshoe-shaped front wheel according to claim 1, characterized in that: The height at which the air guide and wind dam protrude below the bottom plate is 30%-40% of the vehicle's ground clearance.

8. The 3D wind deflector for a horseshoe-shaped front wheel according to claim 1, characterized in that: The length of the guide section is 30%-50% of the tire width.

9. A 3D wind deflector for a horseshoe-shaped front wheel according to claim 1, characterized in that: The outer side of the guide section in the width direction is 10%-30% of the tire width away from the outer side of the tire.

10. A front wheel wind-blocking structure, comprising a base plate and a front wheel cover, the front wheel cover forming a front wheel cavity, characterized in that: It also includes the hoof-shaped front wheel 3D wind deflector as described in any one of claims 1-9, wherein the hoof-shaped front wheel 3D wind deflector is fixedly installed at the junction of the base plate and the front wheel cavity, and the total width of the hoof-shaped front wheel 3D wind deflector is 70%-95% of the tire width.

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