Active drag reduction device and vehicle

Abstract

The utility model provides a kind of initiative wind resistance reduction device and vehicle, it is related to vehicle technical field.The device includes the ionization wind generating mechanism for being arranged in the airflow separation position of vehicle body;The ionization wind generating mechanism includes the insulating shell with opening, and first electrode and second electrode are arranged in the insulating shell, the first electrode and the second electrode are spaced apart in the insulating shell;The first electrode and the second electrode are used to generate electric field under the action of excitation voltage, air is ionized, and directional ionization airflow is formed by the opening.The initiative wind resistance reduction device of the utility model generates directional ionization airflow by ionization wind generating mechanism in the airflow separation position of vehicle, intervenes and optimizes vehicle body boundary layer airflow, under the premise of guaranteeing the safety of driver and passenger, further optimizes the aerodynamic performance of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to an active wind resistance reduction device and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry, vehicle aerodynamic design has gradually become one of the key technologies for improving energy efficiency and driving range. Reducing air resistance, especially wind resistance, can not only improve the fuel efficiency of gasoline vehicles, but also significantly enhance the driving range of electric vehicles, becoming an important factor in improving the overall performance of automobiles.

[0003] Currently, with the continuous development of relevant technologies, passive drag reduction methods, such as changing the vehicle's shape and adding aerodynamic accessories (e.g., spoilers, underbody skirts), are gradually approaching their technological limits. Therefore, further optimizing vehicle aerodynamic performance is one of the important research directions in the automotive industry. Utility Model Content

[0004] The problem this invention addresses is: how to further optimize the aerodynamic performance of vehicles.

[0005] To address the aforementioned problems, this utility model provides an active wind resistance reduction device and vehicle.

[0006] In a first aspect, this utility model provides an active wind resistance reduction device, including an ionization wind generating mechanism for being installed at an airflow separation position on the vehicle body; the ionization wind generating mechanism includes an insulating shell with an opening, and a first electrode and a second electrode disposed within the insulating shell, the first electrode and the second electrode being spaced apart within the insulating shell; the first electrode and the second electrode are used to generate an electric field under the action of an excitation voltage to ionize the air, and form a directional ionized airflow through the opening.

[0007] Optionally, multiple first electrodes and multiple second electrodes are provided, and the first electrodes and the second electrodes are arranged alternately and at intervals within the insulating housing; the opening is located on one side of the arrangement direction of the multiple first electrodes and multiple second electrodes.

[0008] Optionally, the active wind resistance reduction device further includes a posture adjustment mechanism, through which the insulating housing is connected to the vehicle body; the posture adjustment mechanism is used to adjust the posture of the insulating housing relative to the vehicle body.

[0009] Optionally, the active wind resistance reduction device further includes a drive circuit, the input terminal of which is electrically connected to a power supply, the first output terminal of which is electrically connected to the first electrode, and the second output terminal of which is electrically connected to the second electrode; the drive circuit is used to output the excitation voltage to form a high-voltage electric field between the first electrode and the second electrode, drive the air to ionize and form a directional ionized airflow through the opening.

[0010] Optionally, the driving circuit includes: An oscillating circuit, the input terminal of which is electrically connected to the output terminal of the power supply; the oscillating circuit is used to convert the direct current supplied by the power supply into alternating current. A boost circuit, the input of which is electrically connected to the output of the oscillation circuit; the boost circuit is used to increase the AC voltage to an initial target voltage. A voltage multiplier circuit, the input of which is connected to the output of the boost circuit; the voltage multiplier circuit is used to boost the AC voltage of the initial target voltage to the excitation voltage and output it to the first electrode and the second electrode.

[0011] Optionally, the driving circuit further includes a protection circuit, and the output terminal of the voltage multiplier circuit is electrically connected to the first electrode and the second electrode through the protection circuit.

[0012] Secondly, this utility model provides a vehicle, including a body and an active wind resistance reduction device as described in the first aspect.

[0013] Optionally, the airflow separation location of the vehicle body includes at least one of the rear of the vehicle body and the edge of the wheel arch.

[0014] Optionally, an ionization wind generating mechanism of the active wind resistance reduction device may be provided at any two airflow separation positions symmetrically distributed on the vehicle body, or the ionization wind generating mechanism may not be provided at either location.

[0015] Optionally, the first setting angle of the insulating housing of each ionized wind generating mechanism of the active wind resistance reduction device is smaller than the corresponding preset airflow separation angle; wherein, the first setting angle is the angle between the orientation of the opening of the insulating housing and the length direction of the vehicle body; the preset airflow separation angle is the deviation angle of the flow direction of the airflow flowing along the surface of the vehicle body relative to the length direction of the vehicle body when the airflow is separated at the corresponding airflow separation position under preset working conditions.

[0016] The beneficial effects of this active wind resistance reduction device and vehicle are as follows: This active wind resistance reduction device, by setting an ionization wind generating mechanism at the airflow separation position on the vehicle body, effectively streamlines the airflow, delays airflow separation, and reduces the airflow separation angle, thereby reducing vehicle wind resistance. Specifically, the ionization wind generating mechanism is set inside an insulating shell, with a first electrode and a second electrode spaced apart. Under the action of an excitation voltage, it forms a high-voltage electric field, causing the air inside the insulating shell to be ionized to generate charged particles. These particles are then ejected through the opening of the insulating shell to form a directional ionized airflow, which interferes with and regulates the boundary layer airflow on the vehicle body surface, thereby reducing vehicle wind resistance. Since both the first and second electrodes are located inside the insulating shell, the risk of electric shock caused by exposed electrodes is avoided, ensuring the safety of vehicle use. Furthermore, the insulating shell protects the electrodes from external impacts and maintains a stable electrode spacing, thus ensuring the discharge electric field strength and ionization efficiency. Thus, the active drag reduction device of this invention generates directional ionized airflow and actively regulates the airflow on the vehicle body surface. It can overcome the bottleneck of traditional passive drag reduction methods that rely on vehicle body styling optimization and aerodynamic accessory design, and achieve real-time intervention and optimization of the airflow at the vehicle body boundary layer. This not only significantly reduces the vehicle's air resistance and improves the vehicle's driving efficiency, fuel economy, or range, but also improves the airflow stability on the vehicle body surface and enhances the aerodynamic stability of the entire vehicle. This further optimizes the vehicle's aerodynamic performance while ensuring vehicle safety. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the ionization wind generating mechanism in an embodiment of this utility model; Figure 2 This is a schematic diagram of the structure of a vehicle in an embodiment of the present utility model; Figure 3 This is a schematic diagram of the structure of a vehicle in an embodiment of the present utility model; Figure 4 This is a schematic diagram of the structure of a vehicle in an embodiment of the present utility model; Figure 5 This is a schematic diagram of the structure of a vehicle in an embodiment of the present utility model; Figure 6 This is a schematic diagram showing the connection between the drive circuit, power supply, and ionization wind generating mechanism in an embodiment of this utility model.

[0018] Figure label: 1. Airflow separation position; 2. Ionizing wind generating mechanism; 21. Insulating shell; 21a. Opening; 22. First electrode; 23. Second electrode; 3. Drive circuit; 31. Oscillation circuit; 32. Boost circuit; 33. Voltage multiplier circuit; 34. Protection circuit; 4. Power supply. Detailed Implementation

[0019] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0020] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this utility model described herein can be implemented in sequences other than those illustrated or described herein.

[0021] Combination Figure 1 , Figure 2 As shown, this utility model embodiment provides an active wind resistance reduction device, including an ionization wind generating mechanism 2 for installation at an airflow separation position 1 on the vehicle body; the ionization wind generating mechanism 2 includes an insulating shell 21 with an opening 21a, and a first electrode 22 and a second electrode 23 disposed within the insulating shell 21, the first electrode 22 and the second electrode 23 being spaced apart within the insulating shell 21; the first electrode 22 and the second electrode 23 are used to generate an electric field under the action of an excitation voltage to ionize the air and form a directional ionized airflow through the opening 21a.

[0022] Considering that airflow separation is a significant cause of increased wind resistance when a vehicle is in motion, ideally, the airflow should adhere to the vehicle surface as closely as possible, flowing smoothly from the front to the rear. However, in areas with abrupt geometric changes such as the rear of the vehicle, wheel arches, and diffuser (i.e., airflow separation location 1), the airflow often separates at the boundary layer due to increased pressure and insufficient energy. This causes the airflow that was originally attached to the vehicle surface to detach prematurely, forming a low-pressure vortex region, thereby increasing the vehicle's forward drag. To address this, in this embodiment, an ionization wind generator 2 is installed at the airflow separation location 1 on the vehicle body. The ionization wind generator 2 generates a high-voltage electric field under the action of an excitation voltage, ionizing the air and forming a directional ionized airflow. This ionized airflow is ejected through the opening 21a of its insulating housing 21, guiding and replenishing energy along the vehicle surface, allowing the airflow that might have separated at the airflow separation location 1 to remain attached, thus serving to streamline the airflow, delay airflow separation, and reduce the airflow separation angle. In this way, the formation of low-pressure vortex regions at the airflow separation point 1 on the vehicle can be reduced or suppressed, effectively reducing vehicle wind resistance, improving vehicle driving efficiency, and improving the fuel economy of fuel vehicles or the range of electric vehicles. At the same time, it makes the flow state of the vehicle boundary layer airflow more stable, which helps to further improve the aerodynamic stability of the vehicle and reduce crosswind sensitivity.

[0023] The ionization wind generating mechanism 2 includes a first electrode 22 and a second electrode 23 spaced apart within an insulating housing 21. These electrodes, under an excitation voltage, form a high-voltage electric field, ionizing the air within the insulating housing 21 to generate charged particles. These charged particles move under the influence of the electric field and collide with neutral molecules, thus forming a directional ionized airflow (or ionized wind) ejected along the opening 21a (facing) of the insulating housing 21. This improves the boundary layer flow state on the vehicle surface, delays airflow separation, and reduces vehicle wind resistance. The first electrode 22 and the second electrode 23 are mounted on the vehicle body through the insulating housing 21, and both are located within the insulating housing 21. This effectively prevents direct exposure of the first electrode 22 and the second electrode 23, reducing the risk of electric shock during vehicle use and ensuring the safety of the driver and passengers. Furthermore, the insulating housing 21 protects the first electrode 22 and the second electrode 23 from collisions with external objects and helps maintain a stable relative distance between the electrodes, thereby maintaining the discharge electric field strength and ionization efficiency.

[0024] For example, the excitation voltage is AC high voltage, which can be provided by the vehicle's battery (such as a power battery) and the corresponding power conversion mechanism; under the action of AC high voltage, an arc discharge is generated between the first electrode 22 and the second electrode 23, forming a strong electric field in the insulating shell 21, causing air molecules to be ionized to generate charged particles. Under the action of the electric field, the charged particles are ejected directionally from the opening 21a of the insulating shell 21, forming a directional ionized airflow (or ionized wind).

[0025] In summary, the active wind resistance reduction device of this embodiment reduces vehicle wind resistance by setting an ionization wind generating mechanism 2 at the airflow separation position 1 of the vehicle body, thereby effectively streamlining the airflow, delaying airflow separation, and reducing the airflow separation angle. Specifically, the ionization wind generating mechanism 2 is set inside the insulating housing 21, spaced between the first electrode 22 and the second electrode 23. It is used to form a high-voltage electric field under the action of the excitation voltage, causing the air inside the insulating housing 21 to be ionized to generate charged particles. These particles are then ejected through the opening 21a of the insulating housing 21 to form a directional ionized airflow, which is used to interfere with and regulate the boundary layer airflow on the surface of the vehicle body, thereby reducing vehicle wind resistance. Since both the first electrode 22 and the second electrode 23 are set inside the insulating housing 21, the risk of electric shock caused by exposed electrodes can be avoided, ensuring the safety of vehicle use. Furthermore, the insulating housing 21 can also protect the electrodes from external impacts and maintain a stable electrode spacing, thereby ensuring the discharge electric field strength and ionization efficiency. Thus, the active drag reduction device in this embodiment generates directional ionized airflow and actively regulates the airflow on the vehicle body surface. This overcomes the bottleneck of traditional passive drag reduction methods that rely on vehicle body styling optimization and aerodynamic accessory design. It enables real-time intervention and optimization of the airflow at the vehicle body boundary layer, which can not only significantly reduce the vehicle's air resistance and improve its driving efficiency, fuel economy, or range, but also improve the airflow stability on the vehicle body surface and enhance the aerodynamic stability of the entire vehicle. This allows for further optimization of the vehicle's aerodynamic performance while ensuring vehicle safety.

[0026] Optionally, combined Figure 1 As shown, there are multiple first electrodes 22 and multiple second electrodes 23, and the first electrodes 22 and the second electrodes 23 are arranged alternately in the insulating housing 21; the opening 21a is located on one side of the arrangement direction of the multiple first electrodes 22 and the multiple second electrodes 23.

[0027] In this embodiment, multiple first electrodes 22 and second electrodes 23 are provided, and the first electrodes 22 and second electrodes 23 are arranged alternately within the insulating shell 21. That is, a second electrode 23 is provided between any two adjacent first electrodes 22, and a first electrode 22 is provided between any two adjacent second electrodes 23, thereby forming multiple alternating electrode pairs within the insulating shell 21 (i.e., each electrode pair includes an adjacent first electrode 22 and a second electrode 23). Under the action of the excitation voltage, a local electric field can be generated between the adjacent first electrodes 22 and second electrodes 23 of each electrode pair, causing the surrounding air molecules to be ionized, thereby forming multiple ionization regions distributed inside the shell. The opening 21a is located on one side of the arrangement direction of the multiple first electrodes 22 and multiple second electrodes 23, that is, the opening 21a is opposite to the multiple ionization regions. The charged particles formed in the multiple ionization regions can form a directional ionization airflow with higher intensity and wider coverage at the opening 21a of the insulating shell 21.

[0028] Thus, by arranging multiple electrodes alternately, the ionization efficiency and the total flow rate of the ionized air are improved. This allows for more thorough intervention in the boundary layer airflow on the vehicle surface, resulting in more uniform and stable airflow control. Consequently, the effects of delaying airflow separation and reducing the separation angle are further enhanced. Simultaneously, because multiple electrodes share the ionization load, the risk of electric field concentration during single-electrode operation is effectively reduced, improving the stability of the discharge process and the reliability of the device.

[0029] For example, both the first electrode 22 and the second electrode 23 are made of copper to quickly establish a stable electric field under the excitation voltage and ensure discharge efficiency. Both the first electrode 22 and the second electrode 23 are plate-shaped structures, which are arranged alternately in the insulating shell 21 to form a copper grid structure. This allows each electrode to have a large effective discharge area and ensures free airflow, thereby improving air ionization efficiency and ionization airflow.

[0030] Optionally, the active wind resistance reduction device also includes a position adjustment mechanism, through which the insulating housing 21 is connected to the vehicle; the position adjustment mechanism is used to adjust the position of the insulating housing 21 relative to the vehicle.

[0031] In this embodiment, to improve the flexibility of the active wind resistance reduction device in intervening in the boundary layer airflow on the vehicle surface under different vehicle operating conditions, the insulating housing 21 of the ionized wind generating mechanism 2 is connected to the vehicle through a position adjustment mechanism. The position adjustment mechanism is used to adjust the position and attitude of the insulating housing 21, such as driving the insulating housing 21 to translate relative to the vehicle and / or driving the insulating housing 21 to rotate, thereby changing the spatial position and / or orientation of the opening 21a of the insulating housing 21.

[0032] For example, the posture adjustment mechanism includes an actuator (such as an electronic, pneumatic or hydraulic drive circuit 3), which can drive the insulating housing 21 to rotate within a preset angle range through a corresponding mechanical transmission structure, or drive the corresponding mechanical transmission structure to translate within a preset space range through a corresponding mechanical transmission structure, or drive the corresponding mechanical transmission structure to change both position and angle simultaneously through a corresponding mechanical transmission structure.

[0033] In this way, by adjusting the position of the insulating shell 21 relative to the vehicle through the position adjustment mechanism, the first setting angle of the insulating shell 21 of each ionizing wind generating mechanism 2 can be made smaller than the preset airflow separation angle corresponding to the current vehicle operating condition at the corresponding airflow separation position 1. This ensures that the ionizing wind injection direction is closer to the vehicle body length direction than the separation airflow direction, so that the ionizing wind can not only better couple with the main airflow flowing along the vehicle body surface, but also replenish the boundary layer with energy in the critical airflow separation region, thereby delaying airflow separation and reducing the separation angle, significantly reducing vehicle air resistance, improving vehicle aerodynamic stability, and enhancing the safety and comfort of the entire vehicle.

[0034] Optionally, combined Figure 6 As shown, the active wind resistance reduction device also includes a drive circuit 3. The input terminal of the drive circuit 3 is used to be electrically connected to the power supply 4. The first output terminal of the drive circuit 3 is electrically connected to the first electrode 22, and the second output terminal of the drive circuit 3 is electrically connected to the second electrode 23. The drive circuit 3 is used to output an excitation voltage to form a high-voltage electric field between the first electrode 22 and the second electrode 23, drive the air to ionize, and form a directional ionized airflow through the opening 21a.

[0035] In this embodiment, the active wind resistance reduction device also includes a drive circuit 3. The input terminal of the drive circuit 3 can be electrically connected to a power source 4 installed on the vehicle (which can be the vehicle's power source or a power source installed on the vehicle specifically for powering the drive circuit 3), for example, to the power battery of an electric vehicle or the on-board power source of a fuel vehicle. The drive circuit 3 and the power source 4 can be electrically connected through a corresponding power conversion circuit to convert the electrical energy output from the vehicle's power source 4 into electrical energy suitable for input to the drive circuit 3. The drive circuit 3 is used to further convert the input electrical energy into an alternating excitation voltage and output it to the first electrode 22 and the second electrode 23 to form an alternating high-voltage electric field between them. Under the action of this electric field, an ionized gas flow is formed inside the insulating shell 21 and is directionally ejected through its opening 21a. Furthermore, the drive circuit 3 can adjust the excitation voltage to achieve dynamic control of the output effect of the ionization wind generating mechanism 2. For example, by adjusting the amplitude of the excitation voltage, the strength of the electric field between the first electrode 22 and the second electrode 23 can be changed, thereby controlling the degree of air ionization and the acceleration ability of charged particles, so that the ionized airflow formed can be controlled in terms of velocity and flow rate. By adjusting the frequency of the excitation voltage, the stability and ionization efficiency of the arc discharge can be optimized, so that the ionization wind can always maintain high consistency and reliability under different working conditions.

[0036] For example, the drive circuit 3 is communicatively connected to the vehicle ECU (vehicle control unit). Under the control of the vehicle ECU, the drive circuit 3 can automatically adjust the excitation voltage according to real-time operating conditions such as vehicle speed, crosswind interference, or vehicle attitude to ensure that the ionized airflow has appropriate directionality and energy level at airflow separation positions 1 such as the rear and wheel arches. For example, considering that the aerodynamic drag of wind resistance increases when the vehicle speed is above 60Kph, when the vehicle speed increases from 60Kph to above 80Kph, the ECU inputs a start signal to the drive circuit 3, and the drive circuit 3 and the corresponding ionized air generation mechanism 2 operate, adjusting the output excitation voltage to a preset value (such as 53.3V) to achieve the maximum drag reduction effect. When the vehicle speed decreases from high to low and does not exceed 60Kph, the corresponding ionized air generation mechanism 2 is turned off. Moreover, the excitation voltage can also be adaptively adjusted according to different vehicle speeds.

[0037] For example, the posture adjustment mechanism is connected to the vehicle ECU (vehicle control unit). Under the control of the vehicle ECU, the posture adjustment mechanism can automatically adjust the posture of the insulating shell 21 relative to the vehicle according to real-time operating conditions such as vehicle speed, crosswind interference or vehicle posture, so as to ensure that the ionized airflow has appropriate directionality and energy level at the airflow separation positions 1 such as the rear and wheel arches.

[0038] Optionally, combined Figure 6 As shown, the driving circuit 3 includes: The input terminal of the oscillation circuit 31 is electrically connected to the output terminal of the power supply 4; the oscillation circuit 31 is used to convert the DC power supplied by the power supply 4 into AC power. The input terminal of the boost circuit 32 is electrically connected to the output terminal of the oscillation circuit 31; the boost circuit 32 is used to increase the AC voltage to the initial target voltage. The voltage multiplier circuit 33 has its input terminal connected to the output terminal of the boost circuit 32. The voltage multiplier circuit 33 is used to increase the AC voltage of the initial target voltage to the excitation voltage and output it to the first electrode 22 and the second electrode 23.

[0039] In this embodiment, the drive circuit 3 includes an oscillation circuit 31, a boost circuit 32, and a voltage multiplier circuit 33, which are connected in sequence. The input terminal of the oscillation circuit 31 is electrically connected to the vehicle power supply 4, converting the DC power output from the power supply 4 into AC power, providing the basis for subsequent voltage boosting and multiplication. For example, when the vehicle is an electric vehicle, the input terminal of the oscillation circuit 31 is electrically connected to the DC power supply 4 output from the power battery; when the vehicle is a gasoline vehicle, the input terminal of the oscillation circuit 31 can be electrically connected to the vehicle's 12V / 48V DC power supply 4. The input terminal of the boost circuit 32 is electrically connected to the output terminal of the oscillation circuit 31. The boost circuit 32 can be a transformer or a boost module, which increases the AC voltage output by the oscillation circuit 31 to an initial target voltage, for example, boosting the AC voltage output by the oscillation circuit 31 to hundreds of volts. The input terminal of the voltage multiplier circuit 33 is electrically connected to the output terminal of the boost circuit 32. It can adopt a conventional capacitor-diode voltage multiplier structure to further boost the AC power output from the boost circuit 32 to the ionization target voltage (i.e., the excitation voltage), for example, to a voltage of thousands of volts, and output it to the first electrode 22 and the second electrode 23. Under the action of the drive circuit 3, a stable alternating high-voltage electric field is formed between the first electrode 22 and the second electrode 23, causing the air inside the insulating shell 21 to ionize and form a directional ionized airflow at the opening 21a of the insulating shell 21. This effectively intervenes in the boundary layer airflow state of the vehicle body surface, delays airflow separation, and reduces vehicle air resistance.

[0040] In this way, the drive circuit 3 converts the low-voltage DC power output from the vehicle power supply 4 into high-voltage AC power step by step, which not only ensures the normal operation of the ionization wind generating mechanism 2, but also allows for flexible adjustment of the voltage level as needed to adapt to the wind resistance reduction requirements under different working conditions, thereby improving the vehicle's aerodynamic performance.

[0041] Optionally, combined Figure 6 As shown, the driving circuit 3 also includes a protection circuit 34, and the output terminal of the voltage multiplier circuit 33 is electrically connected to the first electrode 22 and the second electrode 23 through the protection circuit 34.

[0042] In this embodiment, the drive circuit 3 in the active wind resistance reduction device also includes a protection circuit 34. The protection circuit 34 is located between the output terminal of the voltage multiplier circuit 33 and the first electrode 22 and the second electrode 23. That is, the output terminal of the voltage multiplier circuit 33 is electrically connected to the first electrode 22 and the second electrode 23 through the protection circuit 34. The protection circuit 34 is used to protect the voltage multiplier circuit 33 and the electrode port under abnormal conditions.

[0043] Exemplarily, the protection circuit 34 includes a circuit breaker CB1 and a discharge resistor (or current-limiting resistor) R2, used to cut off the output of the voltage multiplier circuit 33 to the first electrode 22 and the second electrode 23 under abnormal conditions, and to quickly release residual charge to ensure the safety of the active drag reduction device and the vehicle. The circuit breaker is used to quickly disconnect the electrical connection between the voltage multiplier circuit 33 and the first electrode 22 and the second electrode 23 when abnormal conditions such as overvoltage, overcurrent, or short circuit are detected, preventing damage to the voltage multiplier circuit 33 due to overload. The discharge resistor (or current-limiting resistor) is used to quickly release (or consume) residual charge in the electrode ports and the insulating housing 21 after the circuit breaker operates, avoiding the risk of electric shock during vehicle maintenance or personnel contact, while suppressing surge energy under abnormal conditions. In some embodiments, the protection circuit 34 also includes a transient voltage suppressor diode (TVS), a varistor, or a fuse for absorbing voltage spikes, suppressing electromagnetic interference, or providing secondary overcurrent protection, thereby further improving the safety and reliability of the active drag reduction device and the vehicle.

[0044] Optionally, the active wind resistance reduction device also includes a first wind speed monitoring mechanism that is communicatively connected to the drive circuit 3. The first wind speed monitoring mechanism is located at the opening 21a and can be used to monitor the wind speed of the ionized airflow ejected from the ionized wind generator 2 through the opening 21a in real time.

[0045] For example, based on the first wind speed monitoring mechanism, it is determined whether the ionized wind speed generated by the ionized wind generating mechanism 2 reaches the desired wind speed target. If there is a deviation, the excitation voltage output can be adjusted through the drive circuit 3, which is communicatively connected to the ionized wind generating mechanism 2, thereby achieving dynamic adjustment of the ionized wind speed. In some embodiments, the first wind speed monitoring mechanism and the drive circuit 3 are communicatively connected through the vehicle ECU. The vehicle ECU, based on the signal output by the first wind speed monitoring mechanism and combined with operating parameters such as the current vehicle speed, ambient wind speed, and vehicle attitude, comprehensively determines the target wind speed or target wind speed range of the ionized wind, and adjusts the current ionized wind speed towards the target wind speed or target wind speed range through the drive circuit 3.

[0046] Another embodiment of this utility model provides a vehicle, including a body and the above-described active wind resistance reduction device.

[0047] In this embodiment, the vehicle utilizes the aforementioned ionization wind generating mechanism 2 at the airflow separation position 1 on the vehicle body to effectively streamline airflow, delay airflow separation, and reduce the airflow separation angle, thereby lowering the vehicle's wind resistance. Specifically, the ionization wind generating mechanism 2 is positioned within the insulating housing 21, spaced between the first electrode 22 and the second electrode 23. Under the action of the excitation voltage, it forms a high-voltage electric field, ionizing the air within the insulating housing 21 to generate charged particles. These particles are then ejected through the opening 21a of the insulating housing 21 to form a directional ionized airflow. This airflow interferes with and regulates the boundary layer airflow on the vehicle body surface, thereby reducing the vehicle's wind resistance. Since both the first electrode 22 and the second electrode 23 are located within the insulating housing 21, the risk of electric shock from exposed electrodes is avoided, ensuring the safety of vehicle use. Furthermore, the insulating housing 21 protects the electrodes from external impacts and maintains a stable electrode spacing, thus ensuring the discharge electric field strength and ionization efficiency. Thus, the active drag reduction device in this embodiment generates directional ionized airflow and actively regulates the airflow on the vehicle body surface. This overcomes the bottleneck of traditional passive drag reduction methods that rely on vehicle body styling optimization and aerodynamic accessory design. It enables real-time intervention and optimization of the airflow at the vehicle body boundary layer, which can not only significantly reduce the vehicle's air resistance and improve its driving efficiency, fuel economy, or range, but also improve the airflow stability on the vehicle body surface and enhance the aerodynamic stability of the entire vehicle. This allows for further optimization of the vehicle's aerodynamic performance while ensuring vehicle safety.

[0048] Optionally, combined Figures 2-5 As shown, the airflow separation location 1 of the vehicle body includes at least one of the rear of the vehicle body and the edge of the wheel arch.

[0049] In this embodiment, during high-speed driving, the rear of the vehicle easily forms a large-scale low-pressure vortex region due to geometric contraction and pressure difference, resulting in a significant increase in air resistance. Simultaneously, the airflow at the wheel arch edge, as it passes around the tire, is also prone to boundary layer separation due to the combined effects of the rotating wheel and wheel cavity disturbances, generating irregular vortices and further deteriorating the vehicle's aerodynamic characteristics. Therefore, at least one location—the rear of the vehicle body or the wheel arch edge—is designated as the airflow separation location 1 for installing the ionization wind generator 2. For example, when the ionization wind generator 2 is located at the rear of the vehicle, combined with… Figure 5 As shown, the directional ionized airflow it generates can improve the flow field at the rear of the vehicle, delay airflow separation, push the vortex at the rear of the vehicle away from the vehicle body surface, increase the pressure recovery at the rear, and reduce the low-pressure area at the rear, thereby reducing rear drag; when the ionized air generating mechanism 2 is set at the edge of the wheel arch, combined with Figure 3 , Figure 4As shown, the directional ionized airflow generated can improve the flow field near the wheels, reduce the airflow separation angle, and allow the airflow to flow close to the vehicle body surface. This weakens the separation vortices caused by wheel disturbances, making the airflow near the wheel cavity smoother, thereby improving the airflow distribution on both sides of the vehicle body, further reducing aerodynamic drag and enhancing overall vehicle stability. Thus, by strategically arranging the ionized airflow generating mechanism 2 at different airflow separation locations 1, active control of the local or overall airflow state of the vehicle can be achieved. This not only significantly reduces overall vehicle air resistance, improving the fuel economy of gasoline vehicles or the range of electric vehicles, but also suppresses the vortex and negative pressure effects generated by airflow separation, improving the aerodynamic characteristics of the entire vehicle, thereby further enhancing the vehicle's driving stability and safety.

[0050] Optionally, combined Figure 3 As shown, at any two airflow separation positions 1 symmetrically distributed on the vehicle body, an ionization wind generating mechanism 2 with an active wind resistance reduction device is provided, or neither of them is provided with an ionization wind generating mechanism 2.

[0051] In this embodiment, given that vehicle body structures typically exhibit bilateral symmetry, to ensure the symmetry of aerodynamic characteristics on both sides of the vehicle, for any two airflow separation positions 1 symmetrically distributed on the vehicle body (such as the left front wheel arch edge, right front wheel arch edge, left rear wheel arch edge, and right rear wheel arch edge), it is preferable to install corresponding ionization wind generating mechanisms 2 at each of these two airflow separation positions 1, or to not install ionization wind generating mechanisms 2 at either of these two airflow separation positions 1. This avoids inconsistent airflow intervention on the left and right sides of the vehicle, thereby ensuring that the aerodynamic pressure field distribution on both sides of the vehicle remains symmetrical, preventing additional lateral or yaw moments due to differences in aerodynamic characteristics, and improving the vehicle's straight-line stability. In some embodiments, for the rear of the vehicle body (such as the rear spoiler position, the rear diffuser position), an axisymmetrically arranged ionization wind generating mechanism 2 (such as the ionization wind generating mechanism 2 being set on the longitudinal axis of the vehicle) can be used to act on the middle position of the wake region, or a pair of symmetrically arranged ionization wind generating mechanisms 2 can be used to act on the left and right wake regions simultaneously, so that the low pressure area at the rear of the vehicle is reduced evenly, the pressure field distribution at the rear of the vehicle is improved, and the wake structure is made more stable.

[0052] Thus, by symmetrically arranging the ionization wind generating mechanism 2, not only can the aerodynamic balance of the whole vehicle be maintained and new unstable factors be prevented from being introduced, but the effect of the active wind resistance reduction device on the aerodynamic performance of the vehicle can also be further enhanced, taking into account both the wind resistance reduction effect and the stability and safety of the vehicle driving.

[0053] Optionally, combined Figure 3 , Figure 4As shown, the first setting angle of the insulating housing 21 of each ionized wind generating mechanism 2 of the active wind resistance reduction device is smaller than the corresponding preset airflow separation angle; wherein, the first setting angle is the angle between the orientation of the opening 21a of the insulating housing 21 and the length direction of the vehicle body; the preset airflow separation angle is the deviation angle of the flow direction of the airflow flowing along the surface of the vehicle body under preset working conditions when the airflow is separated at the corresponding airflow separation position 1, relative to the length direction of the vehicle body.

[0054] In this embodiment, to ensure that the ionized airflow generated by the ionization wind generator 2 can effectively intervene in the boundary layer airflow state on the vehicle surface, and to allow the airflow that might have separated prematurely at the airflow separation position 1 to continue to adhere and flow, the orientation of the opening 21a of the insulating shell 21 needs to be designed accordingly. This ensures that the first setting angle of the insulating shell 21 of each ionization wind generator 2 (i.e., the angle between the orientation of the opening 21a of the insulating shell 21 and the length direction of the vehicle body, such as the angle between the axis of the opening 21a and the longitudinal axis of the vehicle body) is smaller than the corresponding preset airflow separation angle. This makes the ionization wind injection direction closer to the length direction of the vehicle body than the airflow separation direction, ensuring that the ionization wind can better couple with the airflow flowing along the vehicle surface and replenish the boundary layer with energy at the airflow separation position 1, thus delaying separation and reducing the separation angle. This reduces the range of the low-pressure vortex zone at the airflow separation position 1, such as the rear of the vehicle or the edge of the wheel arch. This significantly reduces vehicle air resistance, improves the fuel economy of gasoline vehicles or the range of electric vehicles, and also improves the aerodynamic stability of the entire vehicle. The preset airflow separation angle is the angle by which the flow direction of the airflow flowing along the vehicle surface deviates from the length direction of the vehicle body when the airflow separates at the corresponding airflow separation position 1 under preset operating conditions. In some embodiments, considering that the preset airflow separation angle may vary under different vehicle operating conditions, such as different vehicle speeds, different road environments, or vehicle postures (e.g., crosswinds, sloping road surfaces), the adhesion of the airflow to the vehicle body surface may change, resulting in different separation angles at the airflow separation position 1. Therefore, the first setting angle of the insulating housing 21 of the ionization wind generating mechanism 2 can be calibrated and set according to general preset operating conditions (e.g., typical vehicle speed range, wind tunnel test results, or numerical simulation data), or it can be dynamically adjusted in conjunction with the real-time detection data of the vehicle ECU, so that the angle between the housing opening 21a and the length direction of the vehicle body is always less than the corresponding real-time or calibrated airflow separation angle.

[0055] This ensures the effective intervention of ionized wind on the boundary layer, thereby effectively delaying airflow separation, reducing the separation angle, and achieving a stable and reliable wind resistance reduction effect under different environmental conditions.

[0056] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. An active wind resistance reduction device, characterized in that, The device includes an ionization wind generating mechanism (2) for use at an airflow separation position (1) on the vehicle body; the ionization wind generating mechanism (2) includes an insulating housing (21) with an opening (21a) and a first electrode (22) and a second electrode (23) disposed within the insulating housing (21), the first electrode (22) and the second electrode (23) being spaced apart within the insulating housing (21); the first electrode (22) and the second electrode (23) are used to generate an electric field under the action of an excitation voltage to ionize the air and form a directional ionized airflow through the opening (21a).

2. The active wind resistance reduction device as described in claim 1, characterized in that, The first electrode (22) and the second electrode (23) are provided in multiples, and the first electrode (22) and the second electrode (23) are arranged alternately in the insulating housing (21); the opening (21a) is located on one side of the arrangement direction of the multiple first electrodes (22) and the multiple second electrodes (23).

3. The active wind resistance reduction device as described in claim 1 or 2, characterized in that, It also includes a pose adjustment mechanism, through which the insulating housing (21) is connected to the vehicle body; the pose adjustment mechanism is used to adjust the pose of the insulating housing (21) relative to the vehicle body.

4. The active wind resistance reduction device as described in claim 1 or 2, characterized in that, It also includes a drive circuit (3), the input terminal of which is electrically connected to the power supply (4), the first output terminal of which is electrically connected to the first electrode (22), and the second output terminal of which is electrically connected to the second electrode (23); the drive circuit (3) is used to output the excitation voltage to form a high voltage electric field between the first electrode (22) and the second electrode (23), drive the air to ionize and form a directional ionized airflow through the opening (21a).

5. The active wind resistance reduction device as described in claim 4, characterized in that, The driving circuit (3) includes: An oscillating circuit (31) is provided, the input of which is electrically connected to the output of the power supply (4); the oscillating circuit (31) is used to convert the DC power supplied by the power supply (4) into AC power. A boost circuit (32) is provided, the input of which is electrically connected to the output of the oscillation circuit (31); the boost circuit (32) is used to increase the AC voltage to the initial target voltage. A voltage multiplier circuit (33) is connected to the output of the boost circuit (32). The voltage multiplier circuit (33) is used to increase the AC voltage of the initial target voltage to the excitation voltage and output it to the first electrode (22) and the second electrode (23).

6. The active wind resistance reduction device as described in claim 5, characterized in that, The driving circuit (3) further includes a protection circuit (34), and the output terminal of the voltage multiplier circuit (33) is electrically connected to the first electrode (22) and the second electrode (23) through the protection circuit (34).

7. A vehicle, characterized in that, Includes the vehicle body and the active drag reduction device as described in any one of claims 1-6.

8. The vehicle as described in claim 7, characterized in that, The airflow separation location (1) of the vehicle body includes at least one of the rear of the vehicle body and the edge of the wheel arch.

9. The vehicle as described in claim 7, characterized in that, At any two airflow separation positions (1) symmetrically distributed on the vehicle body, an ionization wind generating mechanism (2) of the active wind resistance reduction device is provided, or the ionization wind generating mechanism (2) is not provided at either location.

10. The vehicle as claimed in any one of claims 7-9, characterized in that, The first setting angle of the insulating shell (21) of each ionized wind generating mechanism (2) of the active wind resistance reduction device is less than the corresponding preset airflow separation angle; wherein, the first setting angle is the angle between the orientation of the opening (21a) of the insulating shell (21) and the length direction of the vehicle body; the preset airflow separation angle is the deviation angle of the flow direction of the airflow flowing along the surface of the vehicle body under preset working conditions when the airflow is separated at the corresponding airflow separation position (1) relative to the length direction of the vehicle body.

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