Vehicle comprising aerodynamic drag reduction tunnel

Abstract

The present invention is directed to a novel vehicle configuration with at least one tunnel (2) enclosed inside the vehicle body, wherein the tunnel (2) comprises an inlet (9), an outlet (10) and a middle section forming a neck (14) of the tunnel (2), wherein the tunnel (2) is narrower at the neck (14) than at the inlet (9) and outlet (10) to achieve Venturi effect The tunnel (2) is applicable to any vehicle type, with all propulsion systems, and especially to electric sports cars. The vehicle configuration with the at least one enclosed tunnel (2) has the following main advantages: reduced drag coefficient, increased downforce, increased vehicle structural rigidity, and better stability of the vehicle travelling at high speeds.

Description

[0001] VEHICLE COMPRISING AERODYNAMIC DRAG REDUCTION TUNNEL

[0002] TECHNICAL FIELD OF THE INVENTION

[0003] The present invention generally relates to automotive engineering, specifically focusing on vehicle design for reducing vehicle's aerodynamic drag. More particularly, the present invention introduces a novel vehicle configuration, more specifically, car configuration comprising a Venturi effect tunnel crossing through the car body with the achievement of efficient reduction of an aerodynamic drag of the car.

[0004] BACKGROUND OF THE INVENTION

[0005] Two of the most important forces in car aerodynamics are an aerodynamic resistance (also known as drag) and a downforce.

[0006] A car experiences drag as it moves through the air. An aerodynamic drag coefficient Cd quantifies an aerodynamic resistance an object encounters while moving through a fluid medium (such as air or water). It accounts for both skin friction and form drag effects. Mathematically, it relates a drag force to fluid properties and the object’s characteristics: wherein Fd is the drag force (that is parallel to the flow velocity), p is a fluid mass density, u is a flow speed relative to the object, A is a reference area associated with the specific drag coefficient. Lower drag coefficients indicate better aerodynamic performance, while unstreamlined objects may have drag coefficients greater than 1. The most aerodynamically efficient shape is, in theory, a teardrop. This streamlined form minimizes drag, and when correctly configured, it keeps airflow attached to the surface rather than causing turbulence. Cd of a teardrop shape is astonishingly low and has a value of 0.04. However, practical and legal requirements for road-legal cars rarely allow designers to achieve such an extreme figure. Some car manufacturers have made significant strides in car aerodynamics. For example, Cd of a sports car McLaren Speedtail (registered trademark) (production years: 2020-present) equals 0.278. McLaren (registered trademark) designed this model to be their fastest road-going car, relying on hybrid power and a super-slippery shape. The elongated tail, lack of traditional side mirrors, and aero front wheel covers contribute to its impressive performance. Vauxhall Calibra (registered trademark), a car produced by Opel (registered trademark) between 1989 and 1997, has Cd equal to 0.26. Surprisingly, the humble Vauxhall Calibra coupe held the title of the most aerodynamic production car when it went on sale in 1989. Its tight panel gaps, flush door handles, and obsessive attention to detail made it a champ in aerodynamics. Tesla Model 3 (registered trademark) (production years: 2017-present), a battery electric sedan manufactured by Tesla (registered trademark), has Cd of 0.23. Tesla' s success in electric vehicle (EV) performance and range owes much to the low-drag design of their cars. The Tesla Model 3, which is the Tesla' s best-seller, achieves an impressive 374-mile range thanks to its ultra-low drag coefficient. Cd of Porsche Taycan (registered trademark) (production years: 2019-present), an electric sports sedan produced by Porsche (registered trademark), is 0.22. This car combines performance with aerodynamic efficiency. Its sleek design contributes to both speed and range. The above-mentioned cars demonstrate how aerodynamics play a crucial role in achieving efficiency and performance on the road.

[0007] Downforce is the force that pushes a car’s tires onto the track, enhancing grip and stability during high-speed maneuvers, while drag, on the other hand, opposes forward motion. Too much downforce can create more drag, especially during straightaways. When a racing car generates substantial downforce, it also encounters increased aerodynamic drag. This drag force acts against the car’s direction of travel, effectively wanting to pull the car backward.

[0008] In attempts to find balance between downforce and drag, a Venturi effect has been involved in numerous designs of racing cars, which is a specific example of Bernoulli' s principle stating that in inviscid fluid dynamics, an incompressible fluid' s velocity must increase as it passes through a constriction in accord with the principle of mass continuity, while its static pressure must decrease in accord with the principle of conservation of mechanical energy. Thus, any gain in kinetic energy a fluid may attain by its increased velocity through a constriction is balanced by a drop in pressure. By measuring pressure, the flow rate can be determined, as in various flow measurement devices such as Venturi meters, Venturi nozzles and orifice plates. Using Bernoulli' s equation in the special case of steady, incompressible, inviscid flows (such as the flow of water or other liquid, or low-speed flow of gas) along a streamline in a Venturi tube, a tapered pipe having a variable cross-sectional area with a constriction (a narrow throat section), the theoretical pressure drop (px— p2)atthe constriction of the pipe is given by wherein p is a fluid mass density, Vi is the (slower) fluid velocity where the pipe is wider, and V2 is the (faster) fluid velocity where the pipe is narrower. The Venturi tube is known to be a heart of a Venturi vacuum pump, also known as a Bernoulli vacuum pump, which operates by ingeniously harnessing fluid dynamics to create a vacuum. When a fluid (usually air or water) flows through the Venturi tube, its velocity increases as it passes through the narrow throat section, and as the fluid speeds up, its pressure decreases, and the reduced pressure in the throat region creates a partial vacuum. Venturi vacuum pumps are used in industrial vacuum systems fortasks like material handling, pick-and-place operations, and packaging. They are also handy in aquariums for water changers and protein skimmers. By adjusting the flow rate and Venturi nozzle size, precise control over suction levels can be achieved.

[0009] In Formula 1 (registered trademark) cars, the primary mechanism for downforce is ground effect. The underbody of the car behaves like a convergent-divergent duct, creating a low- pressure area beneath the car. The Venturi effect, which results from this low pressure, sucks the car down toward the track (increasing downforce). However, this ground effect also contributes to the aerodynamic drag. Formula 1 cars feature both front wings and rear wings that contribute to downforce. The front wing directs airflow around the car, optimizing aerodynamic performance. The rear wing, with adjustable elements, allows fine-tuning of downforce levels. Teams manipulate the angle and depth of these wings to tailor downforce for specific track conditions. Beyond wings, various components contribute to downforce, which include diffusers (located at the rear of the car, they accelerate airflow and create a low- pressure zone), canards (small winglets near the front wheels aid in generating front downforce), vortex generators (tiny devices strategically placed to control airflow), and undertray with front diffuser (these elements work together to optimize downforce). Formula 1 teams constantly strive to strike the right balance between downforce and drag. While downforce improves cornering performance, excessive drag can slow the car down on straight sections. In summary, downforce keeps Formula 1 cars glued to the asphalt, allowing them to tackle hairpin turns and high-speed corners with precision. However, finding the sweet spot between downforce and drag is crucial for optimal performance on both straights and curves.

[0010] The origins of the rear diffuser can be traced back to the 1977 Lotus Type 78 Formula 1 car. The designers of the mentioned car particularly applied the well known “airplane in ground effect” principle (reduced drag) and found a significant increase in downforce with minimal increase in drag as a result. By incorporating inverted (compared to an aircraft) airfoil sections into the sidepods of their car, the era of ground effects in Formula 1 was ushered in. A side skirt was connected to the edge of the sidepods and extended down to the road surface. This skirt helped maintain 2D flow characteristics that provide increased downforce and reduced drag compared to a typical 3D wing.

[0011] Side skirts are used to induce downforce by sculpting the underbody of a car into two tunnels either side of the engine-gearbox assembly. The tunnels ideally start close to the middle of the car, where the maximum downforce will be generated, and then gradually rake upwards (between 4-14 degrees) towards the rear of the car. The overall effect is similar to the Venturi effect in that the air is first accelerated by gradually decreasing the cross-sectional area and then decelerated back to its original speed and pressure by gradually increasing the cross- sectional area. At the highest velocity (smallest cross-section) the lowest pressure is produced according to Bernoulli’s principle. The effect of such a tunnel on the air is similar to a diffuser. The air enters the diffuser in a low-pressure, high-velocity state after accelerating under the car. By gradually increasing the cross-sectional area of the diffuser, the air gradually slows down and returns to its original free-stream speed and pressure. The diffuser' s aim is to decelerate the air without it separating from the tunnel walls, which would cause a stall, reducing the downforce and inducing a large drag force. By installing an inverted wing close to the diffuser exit it is possible to create a low-pressure area, which essentially sucks the air from the diffuser. The diffuser and wing combination permits a higher air-mass-flow rate through the diffuser, thus resulting in higher downforce. Sharp edges on the vertical tunnel walls generate vortices from entrained air and help confine the air through the diffuser and reduce the chance it will separate. Fully optimized tunnels are found on many closed-wheel racing cars such as those used in the American Le-Mans Series (registered trademark).

[0012] In most race cars, a tunnel is formed by an upper wall, a left wall and a right wall, which are part of the vehicle, while a lower wall is formed by the ground (road). Hence the vehicle tunnel consists of three wall sections with the ground (road) forming the fourth wall (ground effect). The tunnel is open from the bottom, and the air can enter and exit the tunnel from the sides. The disadvantage of the open tunnel is that it creates variations between the air pressure when the vehicle travels up and down on the suspension. Therefore, there is a variable downforce due to changes in the tunnel inlet / outlet cross sectional area and the gap between the vehicle floor and the road. The varied gaps create differences in suction, the larger the gap, the more air can enter the low-pressure area under the car, and this increases the pressure and lowers the vacuum underneath the car. Therefore, when the vehicle travels on uneven surface, it moves up and down on the suspension which generates the rising and falling downforce. This rising and falling downforce cause variations in the tires grip, and that is dangerous when travelling at high speeds. Therefore, the Venturi effect generated by the open tunnel (ground effect) is very unstable and dangerous in racing.

[0013] In light of the foregoing, there still exists a need for creating an improved vehicle configuration having an increased aerodynamic efficiency. Particularly, there is a need to develop a car with an improved drag coefficient and an increased downforce so as to achieve higher speeds with lower energy requirements compared to the known cars. Also, there is a need to provide such a vehicle configuration which could be applicable to any vehicle type, with all propulsion systems, especially the electric sports cars.

[0014] SUMMARY OF THE INVENTION

[0015] In order to effectively solve the above-mentioned tasks existing in the state of the art, a vehicle configuration has been developed according to the present invention, which comprises an enclosed tunnel having an inlet, an outlet and a narrowed central portion (neck) to achieve Venturi effect. The present invention is primarily aimed at electric sports cars but also can be effectively applicable to any vehicle type, with all propulsion systems.

[0016] Particularly, according to one aspect of the invention, a vehicle is provided, which comprises at least one tunnel enclosed inside the vehicle body, wherein the tunnel comprises an inlet, an outlet and a neck, which is narrower than the inlet and the outlet, wherein the at least one tunnel has at least one additional inlet configured to suck the air inside the tunnel.

[0017] In one of preferable embodiments, the neck is between the inlet and the outlet, the neck preferably being a central portion of the at least one tunnel.

[0018] In one of preferable embodiments, the at least one additional inlet is located close to the neck such that the distance between the at least one additional inlet and the neck is less than the distance between the inlet and the at least one additional inlet and between the outlet and the at least one additional inlet. In one of preferable embodiments, the vehicle comprises at least one suction tube or channel each connected with a corresponding one of the at least one additional inlet of the at least one tunnel, wherein preferably the at least one suction tube or channel is arranged at an angle to a horizontal plane of the vehicle.

[0019] In one of preferable embodiments, the at least one suction tube or channel is arranged to connect the corresponding one of the at least one additional inlet of the at least one tunnel with the bottom of the vehicle.

[0020] In one of preferable embodiments, the at least one suction tube or channel is configured to suck the air from brakes, electronic components, battery, heating, ventilation, and air conditioning (HVAC), or a cooling system of the vehicle.

[0021] In one of preferable embodiments, the at least one suction tube or channel is configured to suck dirty turbulent air created by the wheels inside the wheel arches.

[0022] In one of preferable embodiments, the size of the area of the at least one suction tube or channel is adjustable, preferably pneumatically, hydraulically or electrically adjustable, wherein more preferably the vehicle is configured to allow the adjustment of the size of the area of the at least one suction tube or channel while driving the vehicle.

[0023] In one of preferable embodiments, a total length of the at least one tunnel is at least 3 / 4 of a total length of the vehicle.

[0024] In one of preferable embodiments, the inlet is located at the vehicle front or at one of the sides of the vehicle, between the front and rear wheels.

[0025] In another preferable embodiment, the outlet is located at the vehicle rear, at the vehicle roof, at one of the vehicle sides between the front and rear wheels, or at a tail part of one of the vehicle sides behind the rear wheel.

[0026] In another preferable embodiment, the at least one tunnel gradually narrows in direction from the inlet to the neck and gradually expands in direction from the neck to the outlet. In another preferable embodiment, the size of at least one of the cross-sectional areas of the inlet, outlet and neck is adjustable. The size of at least one of the cross-sectional areas of the inlet, outlet and neck can be pneumatically, hydraulically or electrically adjustable. Preferably, the vehicle is configured to allow the adjustment while driving the vehicle.

[0027] In another preferable embodiment, the at least one tunnel further comprises at least one control element adapted to reduce the size of the neck and / or fully close the tunnel to restrict airflow inside the tunnel.

[0028] In another preferable embodiment, the tunnel comprises an upper wall, a lower wall, a right wall, and a left wall, and the upper wall of the tunnel gradually inclines towards the rear of the vehicle at an angle between about 1 degree to about 30 degrees, preferably between about 4- 15 degrees, relative to a horizontal plane of the vehicle.

[0029] In another preferable embodiment, the lower wall of the tunnel gradually inclines towards the rear of the vehicle at an angle between about 1 degree to about 30 degrees, preferably between about 4-15 degrees, relative to a horizontal plane of the vehicle.

[0030] In another preferable embodiment, the vehicle comprises two tunnels symmetrically positioned relative to a central longitudinal axis of the vehicle. In this embodiment, there can be the following alternative configurations: each tunnel of the two tunnels has an inlet at the front of the vehicle and an outlet at the rear of the vehicle; or each tunnel of the two tunnels has an inlet at the front of the vehicle and an outlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle; or each tunnel of the two tunnels has an inlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle, and an outlet at the rear of the vehicle; or each tunnel of the two tunnels has an outlet at the rear of the vehicle, and inlets of the two tunnels gradually join to form one inlet at the front of the vehicle; or each tunnel of the two tunnels has an inlet at the front of the vehicle, and outlets of the two tunnels gradually join to form one outlet at the rear of the vehicle; or each tunnel of the two tunnels has an outlet at the rear of the vehicle, and an inlet at the front of the vehicle, wherein the two tunnels join in a central portion of the vehicle to form one neck common to both tunnels; or each tunnel of the two tunnels has an outlet at the rear of the vehicle, and an inlet at the front of the vehicle, wherein the two tunnels split in a central portion of the vehicle to form three parallel necks common to both tunnels, wherein a central longitudinal axis of the central neck substantially coincides with the central longitudinal axis of the vehicle, and the other two necks are symmetrically positioned relative to a central longitudinal axis of the vehicle, at a distance from the central neck.

[0031] In an alternative embodiment, the vehicle comprises four tunnels, with the first pair of tunnels arranged above the second pair of tunnels. Preferably, the tunnels of the first pair are symmetrically positioned relative to a central longitudinal axis of the vehicle, and each tunnel of the first pair has one inlet at the front of the vehicle and one outlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle, and the tunnels of the second pair are symmetrically positioned relative to a central longitudinal axis of the vehicle, and each tunnel of the second pair has one inlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle, and one outlet at the rear of the vehicle, wherein the outlets of the first pair of tunnels are above the corresponding inlets of the second pair of tunnels or vice versa.

[0032] In another embodiment, the tunnel is provided in a top part of the rear wheel arch of the vehicle, wherein the inlet of the tunnel is located on the top of the rear quarter belt area of the vehicle and the outlet of the tunnel is located at the rear of the vehicle, preferably behind the vehicle rear wheels.

[0033] In an alternative embodiment, the vehicle comprises an additional tunnel enclosed in a top part of the rear wheel arch of the vehicle, the additional tunnel comprises an inlet, an outlet and a neck that is a central portion of the additional tunnel, which is narrower than the inlet of the additional tunnel and the outlet of the additional tunnel, wherein the inlet of the additional tunnel is located on the top of the rear quarter belt area of the vehicle and the outlet of the additional tunnel is located at the rear of the vehicle, preferably behind the vehicle rear wheels.

[0034] Optionally, the vehicle can further comprise a rear diffuser.

[0035] In another preferable embodiment, the vehicle is wider than 1 meter, the vehicle preferably being a car, more preferably being a high-performance sports car.

[0036] In another preferable embodiment, the at least one tunnel has at least two electric Hub motors at the two front wheels, two rear wheels, or all four wheels. According to another aspect, the present invention is directed to a vehicle comprising at least one tunnel enclosed inside the vehicle body for reducing vehicle' s aerodynamic drag, wherein the at least one tunnel comprises an inlet, an outlet and a neck which is narrower than the inlet and the outlet, wherein the at least one tunnel has at least two electric Hub motors at the two front wheels, two rear wheels, or all four wheels.

[0037] The present invention represents a significant advancement in car aerodynamics, addressing the drawbacks of existing vehicle configurations. The main technical advantages of the present invention are as follows.

[0038] 1) Reduced drag coefficient. Improved vehicle performance, and ability to achieve higher speeds than ordinary cars. The primary benefit of the invention for the EVs is the improved efficiency and the battery range. Less drag means less power is required to move the vehicle forwards.

[0039] 2) The vehicle is more stable travelling at high speeds. The air flow is mostly laminar, not turbulent. Most cars experience the turbulent air flow. Due to the air viscosity, the tunnel creates more stable ride, as the air is attached to the vehicle when travelling at high speeds.

[0040] 3) Increased downforce. Thanks to the Venturi effect, the vehicle has higher downforce, which improves the handling, and the vehicle can turn the corners at higher speeds. Hence less braking force is required, and the vehicle is more efficient on the race track.

[0041] 4) Increased vehicle structural rigidity. The closed Venturi tunnel improves the vehicle torsional stiffness because the load paths distributions follow the walls of the tunnels.

[0042] BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The present invention will be described more fully hereinafter with reference to the accompanying drawings, in which prominent aspects and features of the present invention are illustrated, showcasing its potential variations to suit different vehicle and user needs. Each figure provides insight into the configuration, operation and advantages of the present invention to allow a comprehensive understanding thereof. Figure 1 shows a perspective front view of a vehicle, particularly an electric sports car, comprising a Venturi tunnel crossing through the vehicle to connect the front of the vehicle with the rear of the vehicle, in accordance with one embodiment of the present invention.

[0044] Figure 2 shows a perspective rear view of the vehicle shown in Figure 1.

[0045] Figure 3 shows a front view of the vehicle shown in Figure 1.

[0046] Figure 4 shows a rear view of the vehicle shown in Figure 1.

[0047] Figure 5 shows a top view of the vehicle shown in Figure 1.

[0048] Figure 6 is a vertical section view taken along the line A-A of Figure 5, which shows the shape of the Venturi tunnel in accordance with an embodiment of the present invention.

[0049] Figure 7 shows a left side view of the vehicle shown in Figure 1.

[0050] Figure 8 is a horizontal section view taken along the line B-B of Figure 7, which shows the shape of the Venturi tunnel in accordance with an embodiment of the present invention.

[0051] Figure 9 shows a schematic horizontal section view of a vehicle comprising two parallel Venturi tunnels symmetrically positioned relative to a central longitudinal axis of the vehicle and each crossing through the vehicle to connect the front of the vehicle with the rear of the vehicle, in accordance with another embodiment of the present invention.

[0052] Figure 10 shows a schematic horizontal section view of a vehicle comprising a Venturi tunnel having one inlet at the front of the vehicle and two outlets at the rear of the vehicle, in accordance with another embodiment of the present invention.

[0053] Figure 11 shows a schematic horizontal section view of a vehicle comprising two Venturi tunnels symmetrically positioned relative to a central longitudinal axis of the vehicle, each having an inlet at a corresponding side of the vehicle and an outlet at the rear of the vehicle, in accordance with another embodiment of the present invention. Figure 12 shows a schematic horizontal section view of a vehicle comprising two Venturi tunnels symmetrically positioned relative to a central longitudinal axis of the vehicle, each tunnel having an inlet at the front of the vehicle and an outlet at a corresponding side of the vehicle, in accordance with another embodiment of the present invention.

[0054] Figure 13 shows a schematic horizontal section view of a vehicle comprising a Venturi tunnel split at the rear and front parts of the vehicle into two tunnels symmetrically positioned relative to a central longitudinal axis of the vehicle, in accordance with another embodiment of the present invention.

[0055] Figure 14 shows a schematic horizontal section view of a vehicle comprising a Venturi tunnel composed by two tunnels symmetrically positioned relative to a central longitudinal axis of the vehicle and split in the central part to form three parallel necks, in accordance with another embodiment of the present invention.

[0056] Figure 15 shows a schematic right side view of a vehicle with a Venturi tunnel (schematically defined by dashed lines), in accordance with another embodiment of the present invention, which is enclosed in a top part of the rear wheel arch of the vehicle with the inlet of the tunnel located on the top of the rear quarter belt area of the vehicle and the outlet located at the rear of the vehicle.

[0057] Figure 16 shows a partial perspective right side view of the vehicle shown in Figure 15, which illustrates the inlet of the Venturi tunnel.

[0058] The present figures relate to schematic drawings so that any dimension of the elements shown in the drawings may deviate from a specifically implemented setup.

[0059] DETAILED DESCRIPTION OF THE INVENTION

[0060] The present invention is now described in more details with reference to non-limiting examples. For example, modifications of specific elements of the preferred embodiments described hereafter may be combined with other modifications so as to provide further embodiments of the present invention. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items. As used herein, the singular forms “a”, “an”, and “the” are intended to include respective singular and plural forms, unless the context clearly indicates otherwise. It will be further understood that the terms “comprise(s)” and “contain(s)”, when used in this specification, specify the presence of stated features, elements and / or components, but do not preclude the presence or addition of one or more other features, elements, and / or components. The term “substantially” as used herein means a possible deviation margin of ±5%. The term “about” as used herein means a possible deviation margin of ±5%.

[0061] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one having ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and the present disclosure and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0062] The present invention introduces a novel vehicle configuration with at least one enclosed tunnel (hereinafter referred to as a “Venturi tunnel”) that is a part of the vehicle body, which aims to reduce the vehicle’s aerodynamic drag and increase downforce. The Venturi tunnel(s) according to the present invention can be applied to any vehicle type, with any propulsion system.

[0063] In a preferable embodiment, the invention applies to all vehicle classes and types that are wider than 1 m. That is the invention doesn’t apply to vehicles narrower than 1 m, which in some cases can be classified as motorcycles, such as two-wheel motorcycles, but the invention applies to three-wheelers and quadricycles wider than 1 m. For example, the vehicle can be selected from a drone, three-wheeler, quadricycle, VTOL, aircraft, or any other vehicle wider than 1 m. It will however be apparent to the skilled person that these details and principles can likewise be applied to any of the following (not an exhaustive list): truck, vessel, train and bus. In another preferable embodiment, the vehicle is a land vehicle wider than 1 m, more preferably a car, and most preferably a high-performance sports car. Preferably, the invention is particularly applicable to vehicles configured to reach a speed higher than 100 km / h, preferably higher than 150 km / h, more preferably higher than 200 km / h, and most preferably higher than 300 km / h.

[0064] The main differentiation between the “ground effect” configurations found in the known vehicles (most race cars) is that they use an open tunnel (located underneath the vehicle, or elsewhere), and the present invention uses a closed tunnel inside the vehicle. The tunnel according to the present invention has an inlet, an outlet and a neck which is narrower than the inlet and the outlet. The neck is between the inlet and the outlet, and preferably is a central portion of the tunnel. The tunnel is sealed from the outside atmospheric air. Hence when the vehicle moves forwards, the air pressure inside the tunnel is different than the atmospheric pressure. The walls of the tunnel can have various shapes and forms. The cross-sectional areas through the Venturi tunnel according to the present invention can differ through the tunnel. For example, the shape of the inlet cross-sectional area can be different from the one of the neck or the outlet. For example, the inlet and / or the outlet and / or the neck of the tunnel can represent substantially rectangular, square, round, oval, triangular, or any arbitrary geometry formed by curved lines. However, the most common shape is the substantially rectangular with rounded corners.

[0065] In one of possible embodiments, the tunnel has at least two electric Hub motors at the two front wheels, two rear wheels, or all four wheels.

[0066] The total inlet and outlet cross-sectional area of all tunnels provided in the vehicle may be in the range of 4-140% of the vehicle’s frontal area. The definition “total inlet and outlet cross- sectional area of all tunnels” means a summarized cross-sectional area of all inlets and all outlets provided by all tunnels provided in the vehicle. The vehicle' s frontal area is used to determine the total aerodynamic drag on the vehicle. The vehicle' s frontal area is the true area of the vehicle's silhouette or projection, which can be approximated by measuring the width and height of the vehicle and multiplying them to get the total area. For example, the tunnel in a sport utility vehicle (SUV) having a frontal area of about 3 m2should be larger than 30cm x 50cm at each of the outlet and inlet.

[0067] The total inlet cross-sectional area of all the tunnels provided in the vehicle can be equal to, smaller or larger than the total outlet cross-sectional area of all the tunnels provided in the vehicle. The definition “total inlet cross-sectional area of all tunnels” means a summarized cross-sectional area of all inlets provided by all tunnels provided in the vehicle. The definition “total outlet cross-sectional area of all tunnels” means a summarized cross-sectional area of all outlets provided by all tunnels provided in the vehicle. Preferably, there shouldn’t be more than 30% of the difference between the size of the total inlet cross-sectional area and the total outlet cross-sectional area. For example, if the size of the tunnel inlet area is 1 m2, the outlet area should be in the range of 0.7-1.3 m2.

[0068] The total neck cross-sectional area of all tunnels provided in the vehicle is 2-40% of the total inlet and outlet cross-sectional area of all the tunnels provided in the vehicle. The definition “total neck cross-sectional area of all tunnels” means a summarized cross-sectional area of all necks provided by all tunnels provided in the vehicle.

[0069] The cross-sectional areas of the inlet, outlet and / or neck of the tunnel can be fixed or adjustable depending on driving conditions, packaging space, type of vehicle etc. Accordingly, the Venturi tunnel in a vehicle according to the present invention can be a fixed tunnel in embodiments where the inlet, outlet and neck of the tunnel have a fixed cross-sectional area, or an active aerodynamic tunnel in embodiments where the adjustment of the cross-sectional area of the inlet, outlet and / or neck of the tunnel is provided.

[0070] The active aerodynamic tunnel can be actuated by adjusting the cross-sectional areas of the inlet, outlet and / or neck of the tunnel, for example via at least one control element selected from servo systems, hydraulics, pneumatics, and / or other devices. The configuration with adjustable size of the neck inside the Venturi tunnel achieves the precise control over suction levels. For example, if it is necessary to reduce the drag, the size of the neck should be increased. If more downforce is needed, the size of the neck should be decreased. The cross- sectional areas of the inlet, outlet and / or neck of the tunnel can be adjustable while driving. Hence the aperture (the cross-sectional area of the inlet and / or outlet of the tunnel) and / or the cross-sectional area of the neck can be increase or decrease during movement of the car. In one preferable embodiment, the at least one control element can be adapted to reduce the size of the neck until the tunnel is fully closed to restrict the airflow inside the tunnel.

[0071] In the vehicle comprising at least one Venturi tunnel according to the present invention, one of the following variations of each Venturi tunnel can be provided:

[0072] - the tunnel comprises one inlet and one outlet; - the tunnel comprises one inlet and two or more outlets;

[0073] - the tunnel comprises two or more inlets and one inlet; or

[0074] - the tunnel comprises two or more inlets and two or more outlets.

[0075] According to the present invention, each inlet of the Venturi tunnel can be located anywhere at the vehicle front, or anywhere at one of the sides of the vehicle, between the front and rear wheels. According to the present invention, each outlet of the Venturi tunnel can be located at the vehicle rear, at the vehicle roof, at one of the vehicle sides, between the front and rear wheels, or at a tail part of one of the sides of the vehicle (behind the rear wheel).

[0076] In accordance with the present invention, there can be two variants of the Venturi tunnel according to working principle, which are a plain tunnel and a tunnel with the suction feature. The first variant (plain tunnel) allows the air flow through the tunnel only. The second variant (with the suction feature) has at least one additional inlet that sucks the air and creates the vacuum. Preferably, the at least one additional inlet is closer to the neck than it is to the inlet or the outlet. Hence the distance between the at least one additional inlet and the neck is less than the distance between the inlet / outlet and the at least one additional inlet.

[0077] In one of embodiments of a vehicle with the tunnel having the suction feature, the vehicle can further comprise at least one suction tube or channel. In one of preferable embodiments, the use of the suction tube or channel is the downforce, and in this case the suction tube or channel can be arranged to connect the corresponding additional inlet of the Venturi tunnel with the bottom of the vehicle. However, in other possible embodiments, the suction tube or channel can be connected with the corresponding additional inlet of the tunnel to channel the air flow elsewhere on the vehicle. For example, the suction tube or channel can be configured to suck the air from brakes to improve the cooling, or can connect to other vehicle components that can utilize the vacuum suction. In one more example, the suction tube or channel can be configured to suck dirty turbulent air created by the wheels inside the wheel arches.

[0078] In one of the embodiments, a vehicle with the tunnel has at least one of a cooling radiator, the suction tube, and any other secondary suction inlet used to provide airflow for heating, ventilation and air conditioning (HVAC), cooling, downforce, or other purpose. In one of preferable embodiments, the minimum length of at least one tunnel is at least 3 / 4 of the total vehicle length. In an alternative embodiment, at least one shorter tunnel of the total length being less than 3 / 4 of the total vehicle length can be provided. However, for the shorter tunnel, a secondary suction inlet (such as the suction channel or tube) is preferably provided to suck the air to increase the downforce, or for the cooling any components, preferably for drive units, brakes, electrical components, or batteries.

[0079] In one of preferable embodiments, the tunnel includes at least one of the following elements - a cooling radiator, a fan, air pressure, speed or temperature measuring device.

[0080] The suction tube or channel is closer to the neck than it is to the inlet or the outlet of the tunnel. Hence the distance between the suction tube or channel and the neck of the tunnel is less than the distance between the inlet / outlet of the tunnel and the suction tube or channel. The suction tube or channel can be arranged at an angle (inclined). The area of the suction tube or channel can be adjustable to regulate the airflow. The adjustment of the area of the suction tube or channel can be electrically, pneumatically, or hydraulically actuated, or via any other suitable devices.

[0081] In possible embodiments, the vehicle can comprise a rear diffuser to further add to the vehicle performance. The rear diffuser can have any suitable configuration known in the art.

[0082] In setups designed for a race car, the upper wall of the tunnel can be provided to gradually incline towards the rear of the vehicle. However, for a road car, there can be another embodiment where the lower wall of the tunnel also inclines towards the rear of the vehicle. The tunnel inclination vertically can be positive or negative, and the inclination horizontally is positive. What is important is the change of the size of the area - it decreases from inlet to neck and increases from neck to outlet. The inclination angles depend on the vehicle type, shape and other engineering / design constrains.

[0083] In some preferable embodiments, the upper wall inclination angles are selected from the range of from about 1 degree to about 30 degrees, more preferably between about 4-15 degrees. In other preferable embodiments, the lower wall of the tunnel can have an inclination angle towards the rear of the vehicle selected from the range of from about 1 degree to about 30 degrees, more preferably between about 4-15 degrees.

[0084] The present invention will now be described by referencing to the appended figures representing some particular embodiments of the present invention.

[0085] Figure 1 shows a perspective front view of a vehicle 1, particularly an electric sports car, comprising a single Venturi tunnel 2, in accordance with one embodiment of the present invention. A perspective rear view of the vehicle 1 shown in Figure 1 can be seen in Figure 2. Figures 3 and 4 illustrate respective front and rear views of the vehicle 1 shown in Figure 1. The top view of the vehicle 1 shown in Figure 1 is depicted in Figure 5. Figure 7 shows a left side view of the vehicle 1 shown in Figure 1. The Venturi tunnel 2 is a closed tunnel that crosses through the vehicle 1 and connects the front of the vehicle 1 (see Figures 1 and 3) with the rear of the vehicle 1 (see Figures 2 and 4). In this embodiment, a central longitudinal axis of the tunnel 2 substantially corresponds to a central longitudinal axis of the vehicle 1.

[0086] As can be seen in section views A-A and B-B in Figures 6 and 8, the front end of the vehicle 1 creates an inlet 9 of the tunnel 2, a middle section of the tunnel 2 is located in a central portion of the vehicle 1 and forms a neck 14 in the center of the tunnel 2, and an outlet 10 of the tunnel 2 is located at the rear end of the vehicle 1. The shape of the Venturi tunnel 2 is narrower at the neck 14 than at the inlet 9 and outlet 10.

[0087] As shown in Figures 3 and 4, each of the inlet 9 and the outlet 10 of the Venturi tunnel 2 has a substantially rectangular shape with rounded corners, wherein the longer sides of the rectangle are substantially parallel to a horizontal plane of the vehicle 1 and the shorter sides of the rectangle are substantially parallel to a vertical plane of the vehicle 1. In this embodiment, the Venturi tunnel 2 comprises four wall sections, an upper wall 3, a lower wall 4, a left wall 5 and a right wall 6.

[0088] In this embodiment, the shape of the Venturi tunnel 2 gradually narrows in direction from the inlet 9 to the neck 14 and gradually expands again in direction from the neck 14 to the outlet 10, as better seen in section views A-A and B-B in Figures 6 and 8, respectively. Particularly, the distance between the left wall 5 and the right wall 6 of the tunnel 2 gradually decreases in direction from the inlet 9 to the center 14 and then gradually increases again in direction from the center 14 to the outlet 10. As can be seen in figure 8, in this particular embodiment, the distance between the left wall 5 and the right wall 6 of the tunnel 2 at the inlet 9 substantially equals the distance between the left wall 5 and the right wall 6 of the tunnel 2 at the outlet 10.

[0089] In this embodiment, the distance between the upper wall 3 and the lower wall 4 of the tunnel 2 also gradually decreases in direction from the inlet 9 to the neck 14 and then gradually increases again in direction from the neck 14 to the outlet 10.

[0090] As can be seen in Figure 6, the upper wall 3 of the tunnel 2 gradually rakes upwards towards the rear of the vehicle 1.

[0091] Referring to section view A-A in Figure 6, the vehicle 1 comprises one suction tube (or channel) 8 connecting the lower wall 4 of the Venturi tunnel 2 with the bottom 13 of the vehicle 1. The suction tube (or channel) 8 is arranged at an angle (inclined) so that as the vehicle 1 travels forwards the air passing underneath the vehicle 1 can be sucked via the suction tube (or channel) 8 inside the tunnel 2 to create vacuum between the vehicle 1 and the ground (road). Also, in this embodiment, the vehicle 1 comprises a rear diffuser 7.

[0092] When the vehicle 1 travels forwards (in a travelling direction 11 shown in Figures 6 and 8), the tunnel 2 channels the air through the vehicle 1 (the direction 12 of the airflow through the tunnel 2, which is opposite to the travelling direction 11 of the vehicle 1, is shown in Figures 6 and 8), and it reduces the vehicle’s aerodynamic drag. The vehicle 1 with the at least one Venturi tunnel 2 crossing therethrough benefit from increased aerodynamic efficiency and improved drag coefficient, and hence can achieve higher speeds with lower energy requirements than ordinary cars.

[0093] The secondary benefit of the vehicle 1 configuration with the at least one Venturi tunnel 2 is the increased downforce. Since the shape of the tunnel 2 is narrower at the center (neck) 14, at this narrowed middle section the air speed increases. According to Bernoulli principle, with the increased fluid speed, the pressure decreases. Therefore, at the center of the tunnel (neck 14) the air pressure is lower than the atmospheric pressure. In other words, the pressure in the center 14 of the tunnel is lower than the pressure at the inlet 9 or outlet 10. This pressure drop creates the vacuum. Hence the passing air generates the suction effect (the Venturi effect). The suction effect is than directed towards the bottom of the vehicle 1 via one or more suction tube or channel 8 located at the bottom, or the sides of the tunnel 2, or elsewhere near the narrower section (neck 14). As the vehicle 1 travels forwards, the air passing underneath the vehicle 1 is sucked via the suction tube or channel 8 inside the tunnel 2 and the vacuum is created between the vehicle 1 and the ground (road). The faster the vehicle 1 moves, the more vacuum it generates and more downforce acting on the vehicle 1. Unlike wings used in Formula 1 cars, the downforce generated by the Venturi effect for the vehicle 1 comprising the Venturi tunnel 2 has lower drag, hence the downforce is more efficient, and the vehicle 1 is capable achieving higher speeds, because there is less air resistance acting against the vehicle 1.

[0094] Since the Venturi tunnel 2 is enclosed within the vehicle 1 (all the walls of the Venturi tunnel 2 are part of the vehicle body), it is sealed from the rest of the atmospheric air. The air cannot enter, nor exit the tunnel 2 from the sides. The air can enter or exits the tunnel 2 only via three openings: the inlet 9, the outlet 10 and the at least one additional opening to the corresponding suction tube or channel 8. When the vehicle travels forwards, the pressure within the tunnel 2 is different than the atmospheric pressure. It can be assumed that the pressure within the tunnel drops with the increasing vehicle speed. The pressure depends on the tunnel shape, size, the sea level elevation, ambient temperature and other parameters. The known vehicles have open tunnel (which lacks a lower wall that instead is formed by the ground (road)), so the air can enter from any direction at any rate. Due to that the Venturi tunnel 2 of the present invention is completely sealed, the atmospheric air can’t enter the Venturi tunnel 2 like in the known open tunnels. Therefore, the novel configuration according to the present invention generates more uniform vacuum which is more predictable than with the open tunnels, and benefits from more controlled air flow. Therefore, the novel configuration according to the present invention generates more downforce than the open tunnels.

[0095] Figures 9-12 show alternative vehicle configurations covered by possible embodiments of the present invention, wherein the vehicle comprises more than one Venturi tunnel.

[0096] One of twin tunnel configuration embodiments is exemplified in a schematic horizontal section view of a vehicle as shown in Figure 9 (wherein the four wheels of the vehicle are shown by position 16). In such twin tunnel configuration, one Venturi tunnel 2-1 is positioned on the right-hand side of a centrally located cockpit 15 of the vehicle 1 and another Venturi tunnel 2- 2 is positioned on the left-hand side of the cockpit 15. The tunnel 2-1 has one inlet 9-1 at the front of the vehicle 1 and one outlet 10-1 at the rear of the vehicle 1 so that the tunnel 2-1 crosses the vehicle 1 to connect the front end and the rear end of the vehicle 1. The tunnel 2-2 has one inlet 9-2 at the front of the vehicle 1 and one outlet 10-2 at the rear of the vehicle 1 so that the tunnel 2-2 crosses the vehicle 1 to connect the front end and the rear end of the vehicle 1. In this particular embodiment, the tunnels 2-1 and 2-2 are symmetrically positioned relative to a central longitudinal axis of the vehicle 1 and have substantially equal shape.

[0097] Figure 10 shows a schematic horizontal section view of another embodiment of a vehicle 1 that comprises a Venturi tunnel having one inlet 9 at the front of the vehicle 1 and two outlets 10-1 and 10-2 at the rear of the vehicle 1. Particularly, in this embodiment, the Venturi tunnel is composed by two tunnels 2-1 and 2-2 symmetrically positioned relative to a central longitudinal axis of the vehicle 1 and having substantially equal shape, each of which is provided with an outlet 10-1, 10-2 at the rear of the vehicle 1, and the inlets of which gradually join to form one inlet 9 at the front of the vehicle 1. In an alternative embodiment (not shown in the figures), a configuration reverse to the one shown in Figure 10 can be provided, wherein each tunnel of the two tunnels has an inlet at the front of the vehicle, and outlets of the two tunnels gradually join to form one outlet at the rear of the vehicle.

[0098] Figure 11 shows a schematic horizontal section view of another embodiment of a vehicle 1, wherein the vehicle 1 comprises two substantially equal Venturi tunnels 2-1 and 2-2 symmetrically positioned relative to a central longitudinal axis of the vehicle 1. In this embodiment, one of the tunnels (tunnel 2-1) has an inlet 9-1 at a right-hand side of the vehicle 1, between the front and rear wheels, and an outlet 10-1 at the rear of the vehicle 1, and another tunnel (tunnel 2-2) has an inlet 9-2 at a left-hand side of the vehicle 1, between the front and rear wheels, and an outlet 10-2 at the rear of the vehicle 1. In this embodiment, due to the specific locations of the inlets and outlets, each of the tunnels 9-1 and 9-2 has a curved longitudinal axis.

[0099] Figure 12 shows a schematic horizontal section view of another embodiment of a vehicle 1, wherein the vehicle 1 comprises two substantially equal Venturi tunnels 2-1 and 2-2 symmetrically positioned relative to a central longitudinal axis of the vehicle 1. In this embodiment, one of the tunnels (tunnel 2-1) has an inlet 9-1 at the front of the vehicle 1 and an outlet 10-1 at a right-hand side of the vehicle 1, between the front and rear wheels, and another tunnel (tunnel 2-2) has an inlet 9-2 at the front of the vehicle 1 and an outlet 10-2 at a left-hand side of the vehicle 1, between the front and rear wheels. In this embodiment, due to the specific locations of the inlets and outlets, each of the tunnels 9-1 and 9-2 has a curved longitudinal axis.

[0100] In another particular embodiment, four smaller tunnels sitting on the top of each other can be provided in the vehicle. This embodiment can be implemented, for example, as a combination of the embodiments shown in Figures 11 and 12, where the outlets of the tunnels from the embodiment of Figure 11 are above the corresponding inlets of the tunnels from the embodiment of Figure 12, or vice versa.

[0101] In other possible embodiments, a Venturi tunnel can be provided, which can split into two or more tunnels in the sections between the central part and inlet / outlet and / or in the central section, thereby creating interconnected multiple tunnels. For example, single, twin or multiple tunnels channel the airflow at the inlet, split the flow into two or more tunnels and divert the air around the front motor and the gearbox. Then the tunnels, when passing through the vehicle cockpit join into a single tunnel and the air flows through the centre of the vehicle (the same tunnel used for the exhaust and the driveshaft). Afterwards, the flow split again into two or more tunnels to divert the air around the rear transaxle before exiting via a single, twin or multiple tunnels at the outlet. Furthermore there can be provided a combination of multiple tunnels, for instance two channels could be created inside the lower rocker vehicle structure.

[0102] Figure 13 shows a schematic horizontal section view of a vehicle 1 according to one of particular embodiments, wherein the vehicle comprises a Venturi tunnel that splits at the rear and front parts of the vehicle into two tunnels 2-1 and 2-2 symmetrically positioned relative to a central longitudinal axis of the vehicle 1. In this embodiment, the air flows at the vehicle' s front end through the inlets 9-1 and 9-2 of two tunnels 2-1 and 2-2 which join at the central portion to form a single neck 14 which central longitudinal axis substantially coincides with the central longitudinal axis of the vehicle 1, and at the end of the neck 14 the tunnel splits again into two tunnels 2-1 and 2-2 and the airflow exits through the corresponding two outlets 10-1 and 10-2 at the vehicle' s rear end. Figure 14 shows a schematic horizontal section view of a vehicle 1 according to another particular embodiment, wherein the vehicle 1 comprises a Venturi tunnel composed of two venturi tunnels 2-1 and 2-2 symmetrically positioned relative to a central longitudinal axis of the vehicle 1, and which are split in the central portion to form three parallel necks 14-1, 14-2 and 14-3. In this embodiment, the air flows at the vehicle' s front end through the inlets 9-1 and 9-2 of the two tunnels 2-1 and 2-2 which are split at the central portion to form the three necks 14-1, 14-2 and 14-3, which are joined again into two tunnels 2-1 and 2-2 at the ends of the necks, and the airflow exits through the corresponding two outlets 10-1 and 10-2 at the vehicle' s rear end. The central longitudinal axis of the central neck 14-2 substantially coincides with the central longitudinal axis of the vehicle 1, and the other two necks 14-1 and 14-3 are symmetrically positioned relative to a central longitudinal axis of the vehicle 1, at a distance from the central neck 14-2.

[0103] In other possible embodiments, the vehicle 1 can comprise a tunnel 2 enclosed in a top part of the rear wheel arch of the vehicle 1, wherein the inlet 9 of the tunnel 2 is located on the top of the rear quarter belt area of the vehicle 1 and the outlet 10 of the tunnel is located at the rear of the vehicle 1, particularly behind the vehicle rear wheels, as shown in Figures 15 and 16. The tunnel can be provided as a single tunnel in the vehicle or it can be part of any of the described multiple tunnel setup. For example, there can be another large tunnel in the centre, or smaller tunnels elsewhere.

[0104] Although the present invention has been illustrated and described herein with reference to preferred embodiments and specific examples thereof, the above disclosed subject-matter is to be considered not restrictive and serves to provide a better understanding of the present invention. It will be readily apparent to those of ordinary skill in the art that other embodiments and examples may perform similar functions and / or achieve like results. All such equivalent embodiments and examples are within the spirit and scope of the present invention.

Claims

AMENDED CLAIMS received by the International Bureau on 03 January 2026 (03.01.2026)1. An electric vehicle comprising at least one tunnel enclosed inside the vehicle body and configured to reduce vehicle' s aerodynamic drag and increase vehicle' s downforce, wherein the at least one tunnel comprises an inlet, an outlet and a neck which is narrower than the inlet and the outlet, wherein the at least one tunnel has at least one additional inlet provided between the inlet and the outlet and configured to suck the air into the tunnel through the at least one additional inlet.

2. The vehicle according to claim 1, wherein the neck is between the inlet and the outlet, the neck preferably being a central portion of the at least one tunnel.

3. The vehicle according to claim 1 or 2, wherein the at least one additional inlet is located close to the neck such that the distance between the at least one additional inlet and the neck is less than the distance between the inlet and the at least one additional inlet and between the outlet and the at least one additional inlet.

4. The vehicle according to any one of claims 1-3, wherein the vehicle comprises at least one suction tube or channel each connected with a corresponding one of the at least one additional inlet of the at least one tunnel, wherein preferably the at least one suction tube or channel is arranged at an angle to a horizontal plane of the vehicle.

5. The vehicle according to claim 4, wherein the at least one suction tube or channel is arranged to connect the corresponding one of the at least one additional inlet of the at least one tunnel with the bottom of the vehicle.

6. The vehicle according to claim 4, wherein the at least one suction tube or channel is configured to suck the air from brakes, electronic components, battery, HVAC, or a cooling system of the vehicle.

7. The vehicle according to claim 4, wherein the at least one suction tube or channel is configured to suck dirty turbulent air created by the wheels inside the wheel arches.

8. The vehicle according to any one of claims 4-7, wherein the size of the area of the at least one suction tube or channel is adjustable, preferably pneumatically, hydraulically or electrically adjustable, wherein more preferably the vehicle is configured to allow the adjustment of the size of the area of the at least one suction tube or channel while driving the vehicle.

9. The vehicle according to any one of claims 1-8, wherein a total length of the at least one tunnel is at least 3 / 4 of a total length of the vehicle.

10. The vehicle according to any one of claims 1-8, wherein a total length of the at least one tunnel is less than 3 / 4 of a total length of the vehicle.

11. The vehicle according to any one of claims 1-8, wherein the inlet is located at the vehicle front or at one of the sides of the vehicle, between the front and rear wheels.

12. The vehicle according to any one of claims 1-8 and 11, wherein the outlet is located at the vehicle rear, at the vehicle roof, at one of the vehicle sides between the front and rear wheels, or at a tail part of one of the vehicle sides behind the rear wheel.

13. The vehicle according to any one of the preceding claims, wherein the at least one tunnel gradually narrows in direction from the inlet to the neck and gradually expands in direction from the neck to the outlet.

14. The vehicle according to any one of the preceding claims, wherein the size of at least one of the cross-sectional areas of the inlet, outlet and neck is adjustable, preferably pneumatically, hydraulically or electrically adjustable, wherein more preferably the vehicle is configured to allow the adjustment while driving the vehicle.

15. The vehicle according to claim 14, wherein the at least one tunnel further comprises at least one control element adapted to reduce the size of the neck and / or fully close the tunnel to restrict airflow inside the tunnel.

16. The vehicle according to any one of the preceding claims, wherein the tunnel comprises an upper wall, a lower wall, a right wall, and a left wall, and the upper wall of the tunnel graduallyinclines towards the rear of the vehicle at an angle between about 1 degree to about 30 degrees, preferably between about 4-15 degrees, relative to a horizontal plane of the vehicle.

17. The vehicle according to claim 16, wherein the lower wall of the tunnel gradually inclines towards the rear of the vehicle at an angle between about 1 degree to about 30 degrees, preferably between about 4-15 degrees, relative to a horizontal plane of the vehicle.

18. The vehicle according to any one of the preceding claims, wherein the vehicle comprises two tunnels symmetrically positioned relative to a central longitudinal axis of the vehicle.

19. The vehicle according to claim 18, wherein: each tunnel of the two tunnels has an inlet at the front of the vehicle and an outlet at the rear of the vehicle; or each tunnel of the two tunnels has an inlet at the front of the vehicle and an outlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle; or each tunnel of the two tunnels has an inlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle, and an outlet at the rear of the vehicle; or each tunnel of the two tunnels has an outlet at the rear of the vehicle, and inlets of the two tunnels gradually join to form one inlet at the front of the vehicle; or each tunnel of the two tunnels has an inlet at the front of the vehicle, and outlets of the two tunnels gradually join to form one outlet at the rear of the vehicle; or each tunnel of the two tunnels has an outlet at the rear of the vehicle, and an inlet at the front of the vehicle, wherein the two tunnels join in a central portion of the vehicle to form one neck common to both tunnels; or each tunnel of the two tunnels has an outlet at the rear of the vehicle, and an inlet at the front of the vehicle, wherein the two tunnels split in a central portion of the vehicle to form three parallel necks common to both tunnels, wherein a central longitudinal axis of the central neck substantially coincides with the central longitudinal axis of the vehicle, and the other two necks are symmetrically positioned relative to a central longitudinal axis of the vehicle, at a distance from the central neck.

20. The vehicle according to any one of claims 1-17, wherein the vehicle comprises four tunnels, with the first pair of tunnels arranged above the second pair of tunnels.

21. The vehicle according to claim 20, wherein the tunnels of the first pair are symmetrically positioned relative to a central longitudinal axis of the vehicle, and each tunnel of the first pair has one inlet at the front of the vehicle and one outlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle, and the tunnels of the second pair are symmetrically positioned relative to a central longitudinal axis of the vehicle, and each tunnel of the second pair has one inlet at a corresponding one side of the vehicle between front and rear wheels of the vehicle, and one outlet at the rear of the vehicle, wherein the outlets of the first pair of tunnels are above the corresponding inlets of the second pair of tunnels or vice versa.

22. The vehicle according to any one of claims 1-17, wherein the tunnel is provided in a top part of the rear wheel arch of the vehicle, wherein the inlet of the tunnel is located on the top of the rear quarter belt area of the vehicle and the outlet of the tunnel is located at the rear of the vehicle, preferably behind the vehicle rear wheels.

23. The vehicle according to any one of claims 1-21, wherein the vehicle comprises an additional tunnel enclosed in a top part of the rear wheel arch of the vehicle, the additional tunnel comprises an inlet, an outlet and a neck that is a central portion of the additional tunnel, which is narrower than the inlet of the additional tunnel and the outlet of the additional tunnel, wherein the inlet of the additional tunnel is located on the top of the rear quarter belt area of the vehicle and the outlet of the additional tunnel is located at the rear of the vehicle, preferably behind the vehicle rear wheels.

24. The vehicle according to any one of the preceding claims, wherein the vehicle comprises a rear diffuser.

25. The vehicle according to any one of the preceding claims, wherein the vehicle is wider than 1 meter, the vehicle preferably being a car, more preferably being a high-performance sports car.

26. The vehicle according to any one of claims 1-17, wherein the at least one tunnel has at least two electric Hub motors at the two front wheels, two rear wheels, or all four wheels.

27. An electric vehicle comprising at least one tunnel enclosed inside the vehicle body and configured to reduce vehicle' s aerodynamic drag and increase vehicle' s downforce, wherein the at least one tunnel comprises an inlet, an outlet and a neck which is narrower than the inlet and the outlet, wherein the at least one tunnel has at least two electric Hub motors at the two front wheels, two rear wheels, or all four wheels, wherein the at least one tunnel has at least one additional inlet provided between the inlet and the outlet and configured to suck the air into the tunnel through the at least one additional inlet.

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