System for reducing aerodynamic drag and charging batteries of wheeled vehicles

Abstract

The present invention relates to a system for reducing aerodynamic drag and charging batteries of wheeled vehicles, which consists in using energy from the air to drive turbines that operate electrical generators which recharge the batteries; and in reducing aerodynamic drag, which makes the vehicle more aerodynamic, channelling the air through the inside of the vehicle from the front area to the rear area, partially eliminating turbulence caused by the wheels, implementing pads at the front and rear areas, which provides an aerodynamic profile, in addition to pad-filling devices, different types of air and water flow deflectors around the wheels, an emergency braking device and a microprocessor (or the processor of the vehicle) for controlling the operation of the system as a whole.

Description

[0001] DESCRIPTION

[0002] AERODYNAMIC DRAG REDUCTION SYSTEM AND BATTERY CHARGER FOR WHEELED VEHICLES.

[0003] TECHNICAL SECTOR In medium and high speed vehicles

[0004] BACKGROUND OF THE INVENTION.

[0005] Today's vehicles consume a lot of fuel, partly due to the forces or resistance they must overcome. This results in higher and more harmful emissions for vehicles using fossil fuels, and in electric vehicles, weight limitations due to the large number of batteries required for long distances. This invention can solve these problems in a simple and economical way.

[0006] EXPLANATION OF THE INVENTION

[0007] It features turbines that, driven by airflow, power generators that generate electrical energy to recharge the batteries. This reduces aerodynamic drag and fuel consumption, while also increasing range. This is achieved through useful, economical, simple, and safe methods.

[0008] Prevents or reduces rear turbulence caused by the vehicle.

[0009] The system is very environmentally friendly, protects the environment, and prevents climate change.

[0010] It primarily involves reducing the front and rear drag of vehicles. Aerodynamic drag is influenced by shape, friction, induced drag, and interference drag.

[0011] Some of the drag due to the wheels is also reduced.

[0012] Detectors mounted on the rear wheels of the cars prevent the formation of rainwater spray and obscure the vision of following vehicles. Other deflectors are used to increase ground effect or boost forward momentum.

[0013] Some systems are compatible with each other. Others are exclusively suitable for racing cars or for transporting personnel, goods, etc.

[0014] Reducing aerodynamic drag also reduces the power required and therefore fuel consumption. This, in turn, reduces vehicle weight, reduces the need for lower engine speed and fuel consumption, and / or increases range. Overall, fuel consumption can be reduced by between 20% and 40%.

[0015] The aerodynamic drag is D « % p A Cx V 2. Where (p) is the air density, (A) the frontal surface area of ​​the vehicle, (C<) the dimensionless coefficient of drag, and (V) the vehicle speed. Drag is a function of the square of the speed. Power is equal to drag (D) times speed (V). Resulting in:

[0016] P = 1 / 2 p A Cx V 3

[0017] Power is directly proportional to the vehicle's dimensions and the cube of its speed. That is, at double speed (for example, traveling at 120 km / h instead of 60 km / h), nine times more power and fuel consumption are required.

[0018] Internal combustion engines have losses of approximately 70%. Aerodynamic drag is the key to reducing drag. Rolling drag can also be partially reduced. The vehicle's other drags are considered immutable.

[0019] Problem to be solved: The battery's charge limitation and high rolling resistance, which therefore limits the power and fuel consumption required.

[0020] The aerodynamic drag reduction and battery charger system for wheeled vehicles consists of reducing aerodynamic drag by making the front and rear areas more aerodynamic by channeling air from the front to the rear area through the interior of the vehicle and partially eliminating wheel turbulence. A battery charger system is added and is characterized in that it comprises: a) Turbines placed inside the vehicle that take advantage of part of the air flow that passes through its interior and activate electrical generators, b) Turbines placed on the edges of the rear area, activated by the air flow that runs through the interior of the vehicle or in the area where direction changes or where vortices are formed, and activate electrical generators that recharge the batteries, c) Channels that run through the interior of the vehicle from the front to the rear area,which reduce frontal resistance and rear suction, d) Flexible and unreliable cushions, rafts © some hoods that give prismatic aerodynamic shape to the front area or nose and rear or tail of the vehicles, with which the vehicle adopts an aerodynamic profile, e) Some actuators or motors acoionadars of the splitters (flow dividers) and the spoilers (rear spoilers), f) Some filling and emptying systems of the cushions, the cap type can automatically fill with the air flow that passes through the vehicle or by the rear suction, g) Some air flow deflectors of the wheels, horizontal front ones that increase the downforce (ground hold) and some vertical ones in the upper area that produce a reaction force that benefits the advance of the vehicle, (All can be extensible or fixed) h) Some water deflectors that throw tes wheels,avoiding their pulverization. (They can be extensible. Their use is especially useful in racing cars), i) Casings that cover the upper 50 to 70% of the wheels, which avoid the resistance produced by the relative wind that circulates in the opposite direction, (especially in racing cars), j) An emergency braking device by means of suction from a nozzle that runs over the road and k) A microprocessor (or the vehicle's processor) that controls the operation of the systems related to the reduction of resistance, actuating the actuator motors of the splitters and spoilers, etc. and .the pumps that inflate the front and rear cushions especially in curves, with slippery or icy road and due to accelerations or changes of direction, and provides visual and audible warnings of operation.,

[0021] The air circulating inside the vehicle is simultaneously used to cool the engines or equipment.

[0022] Rear turbines are preferably placed in locations where the airflow changes direction or vortices or eddies occur. For example, in the rear area where a depression occurs as the vehicle moves forward. Radiant or tangential turbines are used with one half shielded to increase their performance. Air can be received from the interior or exterior of the vehicle.

[0023] Airbag cushions consist of bags that, when filled with air using pumps or compressors, take on a straight or curved prismatic aerodynamic shape. They give the vehicle's nose and tail the shape of an aerodynamic profile, reducing or avoiding the depression that occurs in the rear area and consequently reducing drag and fuel or electricity consumption if the vehicle is electric. The cushions can be extended, filling with pressurized air, and automatically used when speed increases, on slippery or icy runways, and in curves, even acting as spoilers, which they replace. The tail cushions can have two independent chambers: one creates a normal chamber and the other at a higher pressure, which makes it behave like a tail spoiler, helping the rear area of ​​the vehicle adhere to the ground, especially in curves and on contaminated runways. The same effect is achieved by raising the rear end of the cushion.The same rear suction can fill an open hood at the front, which can also be filled with air passing through the vehicle's interior. This is why the cushions, hoods, etc., adopt the shape or profile of the suction area at the rear of the vehicle shown in Figures 37 and 38. The front cushion acts as a very effective bumper.

[0024] In all cases, once the pressure cushion is inflated, its shape and pressure are maintained by means of solenoid valves that close the air passage. Discharge can also be achieved by reversing the pumps or compressors or by using springs that retract the cushions when there is no pressure or air suction. This system allows inflatable cushions to be used in all types of vehicles. They could even be strategically placed in certain points of the vehicle, similar to an airbag, for use in the event of an accident. The cushions and caps can be transparent. These cushions can be given a variable length or angle by varying the pressure or the amount of flow applied to them. The cushions can replace flow dividers (splitters) and rear deflectors (spoilers), and can be actuated manually.

[0025] Wheel deflectors can be extended, rotated, or tilted around an axis at one end, allowing for wheel changes. They can be fixed, curved, vertical, horizontal, or inclined relative to the wheels, and can extend at high speed.

[0026] There are several operating modes: a) The front airbag deflects air and produces downforce, and can serve as a bumper. The rear airbag gives the vehicle the aerodynamic shape of a wing's trailing edge. It can do this by providing variable camber and / or length. b) The rear airbag can have two independent chambers: one at low pressure, creating a normal airbag, and another at higher pressure, shaping and behaving like a spoiler (tail spoiler). This is done automatically, controlled by a microprocessor, in response to high speed, wind, curves, icy, or slippery roads. c) The airbags can be activated manually. d) The airbags can be filled or expanded automatically by airflow through the vehicle or by the suction created as it moves forward.

[0027] The cushions must be free and must not shield or cover vehicle lights. They can be housed in a recess in the vehicle and can be secured in various ways. A retaining tab or slot can be added to the vehicle as part of the trunk or tailgate. They can also be supplied in a kit. When vehicles are stationary or at low speeds, the cushions must always be retracted.

[0028] The vehicle can be shaped roughly like a half-drop of water, as the opposite is currently done. In the aircraft and vehicles shown in Figures 28c, 28d, and 28e, both the nose and tail generate downforce, a ground effect force that is very beneficial for vehicles. Although it is inappropriate for aircraft, see Figure 28f.

[0029] BRIEF DESCRIPTION OF THE DRAWINGS.

[0030] Figure 1 shows a schematic side view of a water droplet as it descends through the air. Figure 2 shows a schematic side view of half a water droplet as it descends, divided longitudinally.

[0031] Figure 3 shows a schematic side view of the "beetle" vehicle.

[0032] Figures 4 to 8, 18, 20-24, 28a to 28e, 29, 37 and 38 show schematic and side views of vehicle variants with the system of the invention. Figures 9-17, 19, 25 and 28 show schematic and plan views of vehicle variants.

[0033] Figure 26 shows a schematic plan view of the cleat cushion. Figure 27 shows a schematic side view of the cleat cushion.

[0034] Figures 30, 32, 33a, 33b, 33c, 33d show schematic and side views of wheels with detectors.

[0035] Figures 31 and 34 show schematic and plan views of a wheel with detectors.

[0036] Figures 35 and 36 show schematic and perspective views of two fireballs.

[0037] Figure 39 shows a block diagram of the operation of the actuation system of the cushions, the spoiler and the safety system of a vehicle,

[0038] PREFERRED EMBODIMENT OF THE INVENTION

[0039] Figure 1 shows the shape of a water droplet as it falls through the air. This is the result of the various forces acting on it, including density, surface tension, viscosity, fall velocity, pressure, temperature, etc., resulting in a shape that approximates that of a minimum-drag aerodynamic profile. If we varied the values ​​of the droplet's density, surface tension, viscosity, etc., so would its shape.

[0040] Figure 2 shows a half drop of water, which is usually partially applied to wheeled vehicles, since the lower half of the drop would not be practical.

[0041] Figure 3 shows a vehicle (1), a Beetle, which was built with the tendency to adopt the aerodynamic shape of a half water cat. In the front area there was a small difference, especially due to the windshield (10) which was too vertical to facilitate the driver's vision. The rear area (11) was closer to that of a teardrop, although it was not allowed to be very long since that area can interfere and come into contact with other vehicles.

[0042] Figure 4 shows a more modern vehicle (1), which has two rear areas, with great verticality: the upper one that carries the vehicle's rear window and the lower one that carries the trunk, both of which create two areas of high turbulence, vortices or whirlwinds during forward motion.

[0043] Figure 5 shows a vehicle (1) that is more modern and aerodynamic than the one in figure 4, which has the entire upper area and even the trunk (4) covered.

[0044] Figure 6 shows another vehicle (1) identical to that of figure 5, to which tangential turbines (2v) are added in the two rear side areas. These turbines are driven by the outside air of the march (3e) and in turn activate electric generators (5) that charge the batteries. It is used that at that point due to the creation of eddies by the rear suction force (Dt) part of the air energy that would be lost in said suction is used with the turbines. In the front area in front of the engine, the resistance or frontal (Df) acts. The surface formed by the upper area of ​​the engine and that of the windshield is very aerodynamic. The turbines have half embedded in the casing or fairing of the vehicle.Figure 7 shows another vehicle (1) identical to that of Figure 5, to which tangential turbines (2v) are added in the two rear side areas. These turbines are driven by air from the front area and the interior (3í) and activate electrical generators (5) that charge the batteries. It is used that at that point, due to the creation of eddies by the rear suction force (Dt), part of the energy of the air flow that would be lost in said suction is used by the turbines. In the front area in front of the engine, the frontal resistance or force (Df) acts. The surface formed by the upper area of ​​the engine and the windshield is very aerodynamic. The turbines usually have half embedded in the casing or fairing of the vehicle.

[0045] The white air channels or flows (3i) circulate through the interior of the vehicle, the black ones (3e) through the exterior. Figure 8 shows another vehicle (1) identical to that of Figure 5, to which tangential turbines (2v) are added in the two rear side areas and are driven by outside air from the march (3e). The horizontal turbine (2h) is driven by outside air from the upper area. All the turbines drive the electric generators (5) that charge the batteries. It is advantageous that at that point, due to the creation of eddies by the rear suction force (Dt), part of the air energy that would be lost in said suction is used by the turbines. In the front area in front of the engine, the frontal resistance or force (Df) acts. The surface formed by the upper area of ​​the engine and the windscreen is very aerodynamic. The turbines are usually half embedded in the casing or fairing of the vehicle.

[0046] Figure 9 shows another vehicle (1) to which tangential turbines (2v) are added in the two rear side areas. These turbines are driven by the outside air of the march (3e) and activate electrical generators (5) that charge the batteries. It is used that at that point, due to the creation of eddies by the rear suction force (Dt), part of the energy of the air flow that would be lost in said suction is used by the turbines. In the front area in front of the engine, the frontal resistance or force (Df) acts. The surface formed by the upper area of ​​the engine and that of the windshield is very aerodynamic. The turbines usually have one half embedded in the casing or fairing of the vehicle.

[0047] Figure 10 shows another vehicle (1) similar to the previous one to which tangential turbines (2v) are added in the two rear side areas. These turbines are driven with air from the front area and through the interior (3i) and activate electrical generators (5) that charge the batteries. It is used that at that point due to the creation of eddies by the rear suction force (Dt) part of the energy of the air flow that would be lost in said suction is used by the turbines. In the front area in front of the engine, the frontal resistance or force Df) acts. The surface formed by the upper area of ​​the engine and that of the windshield is very aerodynamic. The turbines usually have one half embedded or shielded in the casing or fairing of the vehicle.

[0048] Figure 11 shows another vehicle (1) similar to the previous one to which tangential turbines (2v) are added in the two rear side areas, which are driven by air from the front area and by the interior (31). With outside air from the front area of ​​the vehicle (3e), the air is applied to the horizontal axis turbine (2h) that activates electric generators (5) that charge the batteries. It is used that at that point due to the creation of eddies by the rear suction force (Dt) part of the energy of the air that would be lost in said suction is used by the turbines. In the front area in front of the engine, the resistance or frontal force (Df) acts. The surface formed by the upper area of ​​the engine and that of the windshield is very aerodynamic. The turbines usually have one half embedded or shielded in the casing or fairing of the vehicle.

[0049] Figure 12 shows a vehicle (1) with an internal duct, which sends the air (31) that it receives frontally at a low pressure (Df), generally from the engine area, and sends and discharges it in the rear area where a depression is produced due to the advance of the vehicle or rear suction force (Dt) of small value. Two improvements are obtained simultaneously, on the one hand, the relief of the pressure in the front area and on the other, reducing the suction of the rear area by filling it with the aforementioned air (3i).

[0050] Figure 13 shows a vehicle (1) with an internal duct, which sends the air (3i) that it receives frontally at pressure or frontal resistance (Df), generally from the engine area, and sends and discharges io in the rear area of ​​the vehicle where a depression is produced due to its advance and its suction resistance (Dt). Two improvements are obtained simultaneously, on the one hand, the relief of pressure in the front area and on the other by reducing the suction of the rear area that would be filled with the aforementioned air (3i). Optionally and if necessary, the air flow is increased by means of the electric motor (7) that drives the impeller of blades (6), which, although it involves an expense, it may be more profitable to reduce the rear suction than what the electric motor consumes.

[0051] Figure 14 shows a vehicle (1) with an internal duct, which sends the air (3I) that it receives frontally at pressure (Df), generally from the engine area, and sends and discharges it in the rear area where a depression is produced due to the advance of the vehicle and suction resistance (Dt), performing two tasks simultaneously, on the one hand the relief of pressure in the front area and on the other reducing the suction of the rear by filling it with the aforementioned air (3í). Optionally and if necessary, the air flow is increased by means of an electric motor that drives in this case a worm helical turbine (6a). Which, although it involves an expense, it may be more profitable to reduce the rear suction than the consumption of the electric motor. In this case the forces are reversed and favor the advance of the vehicle.

[0052] Figure 15 shows a vehicle (1), in which the pressures that can be aired in the front and rear areas of a normal vehicle are shown in an approximate manner, 1.2 bars in the front area and 0.8 bars in the rear.

[0053] Figure 16 shows a vehicle (1), with the possible pressures when using an internal pipeline (3i). 1 bar in the front area and 1 bar in the rear area. Figure 17 shows a vehicle (1) with the possible pressures when using an internal pipeline (3i), and the internal flow is increased by means of the electric motor (7), which drives the impeller of blades (6), 0.8 bars in the front area and 1.2 bars in the rear area. All of which favors the advance of the vehicle.

[0054] Figure 18 shows the vehicle (1) which sends the air through the interior (3i), discharging it onto the turbine (2v) which in turn drives the electric generator (5).

[0055] Figure 19 shows the vehicle (1) with the front splitters (17) extended and the rear cushion (15). The splitters can be replaced with cushions.

[0056] Figure 20 shows the vehicle (1) which adds in the rear area the inflatable cushion (15) similar to that used in the trailing edge of the wings of the planes, which in this case gives small values ​​of lift (Lt) in the tail and equally small values ​​of tail drag (Di). The inflatable cushion is held by means of peripheral clips (16). As an emergency brake it has the suction pump (35) that sucks through the nozzle (34) that is held and rotates at one end around the axis (36) with an actuator not shown in the figure.

[0057] Figure 21 shows the vehicle (1) which adds in the rear area the unreliable cushion (15) similar to that used in the trailing edge of the wings of the aircraft, which in this case is elevated and produces a negative downward force or lift (Lt) on the tail and the tail resistance (Dt). The unreliable cushion (15) is fastened by means of the peripheral clasps (16).

[0058] Figure 22 shows the vehicle (1) which adds in the rear area the unreliable cushion (15) similar to that used in the trailing edge of the wings of the planes, which in this case has a slightly curved end and produces a negative downward force or lift (Lt) on the tail and tail resistance (Dt). The inflatable cushion (15) is held by means of the peripheral clasps (16). The curved shape of the end of the cushion helps to achieve and maintain a higher pressure.

[0059] Figure 23 shows the vehicle (1) which adds in the rear area the inflatable cushion (15) similar to that used in the trailing edge of aircraft wings, which in this case is very curved and produces a negative downward or lift force (Lt) on the tail and tail drag (Dt). The inflatable cushion (15) is held in place by means of peripheral clips (16).

[0060] Figure 24 shows the vehicle (1), the inflatable cushion (15) and the clips (16). The dashed line means that the cushion can have variable volume or length.

[0061] Figure 25 shows the vehicle (1), the front splitters (17) extended, the inflatable cushion (15) and the clips (16). The splitters can be replaced with cushions.

[0062] Figure 26 shows the inflatable cushion (15) and inner side plates that rotate around its ends (26). These help keep the cushion extended in the proper shape.

[0063] Figure 27 shows the inflatable cushion (15) with a second chamber (15a) that when inflated to pressure replaces the spoilers (rear spoilers). This prevents its use. Figure 28 shows the vehicle (1) with the inflatable cap (15a) that receives the air (3i) through the interior duct. Retraction is carried out, when there is no air pressure, by means of the helical spring (15m) that runs along and is connected to the side surface.

[0064] Figure 28a shows a vehicle (1) that is approximately half a water drop in shape. It generates a lift force Lt in the rear region, which is contrary to the creation of ground effect. Dt is the drag force of the rear region. The front region shows a slight downward downforce and a drag force shown by the arrows,

[0065] Figure 28b is similar to 28a but has a horizontal tail and therefore the drag resistance Dt is minimal and there is no lift.

[0066] Figure 28c is similar to 28a but has the tail tilted upwards and therefore the drag resistance Dt is large and the lift resistance Lt is large and negative or downforce of favorable ground effect.

[0067] Figure 2Sd is similar to 28c with equal values ​​of Dt and Lt, but adds the front cushion (17a) which together with the frontal area of ​​the vehicle produces a large negative lift Lf in the front area or favorable downforce.

[0068] Figure 28e is similar to the previous figure 28d, but the tail is produced by the inflatable cushion (15), which provides the same parameters. The union is shown by the dashed line. Also in the front area it carries the cushion (17a), which can act as a bumper. Fig. 28f shows an aircraft whose fuselage has the same profile as the vehicles in figures 28d and 28e, generating downforce Df, which subtracts lift throughout the flight. This profile allows the frontal vision and the rotation of the aircraft without touching the runway.

[0069] Figure 29 shows the vehicle (1) with the air deflector (27f) in the front area of ​​the wheels (28). Which produces ground effect downforce. Figure 30 shows the air deflector (27f) in the front area of ​​the wheel (28). The force (Fd) or downforce of the wheel (or ground effect), is the reaction exerted by the air around the wheel (white arrow) on the deflector which is part of the structure of the vehicle.

[0070] Figure 31 shows the air deflector (27f) in the front area of ​​the wheel (28).

[0071] Figure 32 shows the vertical deflector (27v) over the wheel (28) which deflects the air backwards, thereby producing a positive reaction to the vehicle's forward movement. The mudguard is represented by (1 g),

[0072] Figure 33a shows the wheel (28) of a racing car with the water deflector (27rw) arranged horizontally in the rear area of ​​the wheel, which tries to send the water horizontally. Figure 33b shows the wheel / 28) of a racing car with the water deflector (27rw) arranged inclined in the rear area of ​​the wheel, which tries to send the water horizontally. Figure 33c shows the wheel 728) of a racing car with the water deflector (27rw) arranged horizontally in the rear area of ​​the wheel, which tries to send the water horizontally and to compensate for the loss of ground effect, the front deflector (27f).

[0073] Figure 33d shows the wheel (28) of a racing car with the water deflector (27rw) arranged curved and inclined downwards in the rear area of ​​the wheel, which tries to deflect the water horizontally.

[0074] Figure 34 shows the wheel (28) with two deflators, one in the front area (27F) rotating or tilting horizontally around the axis (9) and another in the rear area (27rw) rotating or tilting horizontally around the axis (9a). At low speed or when stopped, they are retracted to facilitate rapid wheel changing.

[0075] Figure 35 shows the racing car (1a) creating spray or cloud of pulverized water as it rolls down a track with a large amount of water, rolling at high speed.

[0076] Figure 38 shows the same racing car (1a) as in the previous figure using the water deflectors (27rw) on the wheels and also running at high speed. Figure 37 shows the pressures created around the vehicle (1) during its high speed advance.

[0077] Figure 38 shows the pressures created around the vehicle (1) which has a widening in its lower area (38) creating dawnforce or ground effect due to the depression created by the high speed due to the Venturi effect. Figure 39 shows the microprocessor (30) that receives signals from the control panel, speed, accelerometers, gyroscopes, weather, wind, type and condition of the road or roadway. It processes them and through the pumps or compressors (31) sends air to the cushion (15 and 17a) controlled by the regulating valves (32) actuated by the electromagnet (39), and some actuators (33w) actuate the water deflectors of the wheels of the racing cars. The compressor or suction pump (35) controlled by the valve (32) and the electromagnet (39) acts in case of emergency by sucking the air through the nozzle or suction nozzle, adheres to the road and brakes the vehicle,

[0078] The cushion can be housed in a recess in the vehicle and secured in various ways. A retaining tab or slot can be added to the vehicle. It can be attached to the trunk or tailgate. They can also be supplied as a kit. When the vehicle is stationary or at low speeds, the cushions are always retracted.

[0079] Current vehicles, such as those in Figures 5-8, 18, 20-24, 29, 37, and 38, have a completely inverted shape, which requires an aerodynamic profile (similar to that of a half teardrop). This is a consequence of the need to have the windshield and engine in the front (in combustion vehicles) and the luggage in the rear. This results in excessive drag and fuel consumption. All of this can be improved or solved by applying the present invention.

Claims

CLAIMS 1. Aerodynamic drag reduction system and battery charger for wheeled vehicles, which reduces aerodynamic drag by making the front and rear areas more aerodynamic, channeling air from the front to the rear areas through the interior of the vehicle, partially eliminating turbulence in the wheels and adding a battery charger system, characterized in that it comprises: a) Turbines placed inside the vehicle that take advantage of part of the air flow that passes through the interior of the vehicle and activate electrical generators, b) Turbines placed on the edges of the rear area, activated by the air flow that runs through the interior of the vehicle or in the area of ​​change of direction or where vortices are formed, and activate electrical generators that recharge the batteries, c) Channels that run through the interior of the vehicle from the front to the rear area,which reduce frontal resistance and rear suction, d) Cushions, flexible and inflatable bags or hoods that give a prismatic aerodynamic shape to the front and rear or tail areas of vehicles, whereby the vehicle adopts an aerodynamic profile, e) Actuators or motors for the splitters (flow dividers) and spoilers (rear spoilers), f) Filling and emptying systems for the cushions, the hoods are automatically filled with the air flow that passes through the vehicle or by the rear suction, g) Air flow deflectors around the wheels, horizontal ones at the front that increase the downforce (sole effect) and vertical ones in the upper area that produce a reaction force that benefits the vehicle's progress. h) Water deflectors that throw the wheels, preventing them from spraying, i) Casings that cover the upper 50 to 70% of the wheels,that avoid the resistance produced by the relative air flow that circulates in the opposite direction, j) An emergency braking device by means of suction from a nozzle that is applied to the road and k) A microprocessor (or the vehicle's processor) that controls the operation of the systems related to the reduction of resistance, actuating the drive motors of the splitters and spoilers and the pumps that inflate the front and rear cushions, especially in curves, with slippery or icy road surfaces and due to accelerations or changes in direction, providing visual and audible warnings of operation.

2. System according to claim 1, characterized in that the turbines are radial and are used with one half shielded to increase their performance, and the air is received from the inside or outside of the vehicle.

3. System according to claim 1, characterized in that the inflatable cushions consist of bags that, when filled with air using pumps or compressors, adopt a straight or curved prismatic aerodynamic shape, giving the nose and tail of the vehicle an aerodynamic profile shape. 4 System according to claim 3, characterized in that the tail or rear cushions carry two independent chambers, one of them creates a normal chamber and another at higher pressure, which raises the rear end of said cushion.

5. System according to claim 1, characterized in that the caps use rear suction for inflation or extension and use the fluid stream that passes through the interior of the vehicle.

6. System according to claim 3, characterized in that once the pressure cushions are inflated, the shape and pressure are maintained by means of the solenoid valves that close the passage of air.

7. System according to claim 3, characterized in that the discharge of the cushions is carried out by suction with the pumps or compressors.

8. System according to claim 1, characterized in that the cushions or caps are retracted by means of a helical spring that runs along its lateral periphery.

9. System according to claim 1, characterized in that the cushions are given a variable length by applying a variable pressure.

10. System according to claim 1, characterized in that the cushions are activated manually.

11. System according to claim 1, characterized in that the splitters are made up of flat cushions.

12. System according to claim 1, characterized in that the wheel deflectors are extendable, rotatable or incunable around an axis at one of its ends.

13. System according to claim 1, characterized in that the wheel deflectors are fixed.

14. System according to claim 1, characterized in that the wheel deflectors are vertical 15. System according to claim 1, characterized in that the wheel deflectors are horizontal.

16. System according to claim 1, characterized in that the wheel deflectors are inclined.

17. System according to claim 1, characterized in that the wheel deflectors are curved.

18. System according to claim 1, characterized in that the air circulating inside the vehicle is used for cooling.

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