CN210000430U - front fairing cone, pilot and vehicle using same - Google Patents

Abstract

The utility model discloses an preceding fairing cones, barrier removing device and use its vehicle relates to the vehicle field, wherein, preceding fairing cones, include preceding fairing cone main part, preceding fairing cone main part is the cone structure, the upside in the cone structure outside is arcwall face, and/or the downside in the cone structure outside is the second arcwall face, wherein, arcwall face is used for leading-in or compress the air that gets into main culvert pipe (c1) to reduce the windage, wherein, the second arcwall face is used for reducing the amount of wind that gets into main culvert pipe (c1) in order to solve the too big problem in locomotive flow field, reduce the locomotive flow field.

Description

front fairing cone, pilot and vehicle using same

Technical Field

The utility model relates to a vehicle field, kinds of preceding fairing cones, pilot unit and use its vehicle specifically says so.

Background

Wind resistance refers to the resistance created by the exterior shell of an automobile acting with the air flow. When the vehicle is running at high speed, the appearance resistance is the most main source of air resistance. The resistance to be overcome is also the mechanical wear resistance and the rolling resistance (called road resistance) generated by the tyre. Along with the increase of the running speed of the vehicle, the air resistance gradually becomes the most main running resistance, and the air resistance accounts for almost 80 percent of the energy consumption of all the running resistance above the speed of 180km/h per hour. The drag force acting on a conventional automobile is composed of 5 parts.

1. Appearance resistance: the positive pressure wind resistance of the front head of the traditional automobile accounts for about 27% of the wind resistance of the whole automobile, the negative pressure resistance of the tail of the traditional automobile accounts for about 25% of the wind resistance of the whole automobile, and the front windshield and the rear windshield account for about 10% of the wind resistance of the whole automobile.

2. Interference resistance: the wheel wings on the two sides account for about 5 percent of the wind resistance of the whole automobile, and the parts protruding and sinking on the surface of the automobile, such as a bumper, a rearview mirror, a front license plate, a drainage channel and automobile body chassis equipment, can account for about 15 percent of the wind resistance of the whole automobile when the automobile runs at high speed.

3. Internal resistance: the resistance caused by ventilation airflow in the automobile, airflow for cooling an engine and the like accounts for about 12% of the wind resistance of the whole automobile.

4. Lift force and resistance force: the resistance caused by the lift force generated by high-speed running is mainly represented by the negative pressure from the rear windshield glass to the tail box cover, and accounts for about 5 percent of the wind resistance of the whole vehicle.

5. Frictional resistance: the friction force of air flowing relative to the car body is about 0.5% of the wind resistance of the whole car and can be ignored.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model provides an kinds of preceding fairing cones, troubleshooting ware and use its vehicle to solve the too big problem in locomotive flow field, reduce the locomotive flow field.

, the utility model provides a kinds of preceding fairing cones, include:

a front fairing cone body;

the main body of the front rectifier cone is a cone structure, the upper side of the outer side of the cone structure is an arc-shaped surface, and/or

The lower side of the outer side of the cone structure is a second arc-shaped surface;

wherein, the arc-shaped surface is used for leading or compressing the air entering the main culvert pipe so as to reduce the wind resistance;

wherein the second arc-shaped surface is used for reducing the air volume entering the main culvert pipe.

Preferably, the cone structure is provided with an equipment bin inside.

Preferably, the fluid entry angle of the arc is 30 °;

the upper elevation angle of the second arc-shaped surface is 20 degrees.

Preferably, the front fairing cone body has a front fairing cone connection;

and the front rectifying cone connecting piece is used for being connected with the flow guide grid.

Preferably, the side of the main culvert is a main culvert air inlet and the side of the main culvert is a main culvert air outlet;

the tail end of the front rectifier cone main body is communicated with the air inlet of the main culvert pipe.

In a second aspect, the present invention provides kinds of obstacle eliminators, which includes:

such as the forward fairing cones described above, an

Arranging a baffle plate;

any side or two sides of the front whole cone are respectively provided with the baffle plates;

and the obstacle deflector is used for pushing out the obstacles on the driving route.

Preferably, the angle formed by the front end of the baffle plate and the horizontal plane is an acute angle.

Preferably, the exhaust baffle is provided with an air inlet hole;

the air inlet hole is used for reducing resistance.

Preferably, the air inlet hole is communicated with an equipment bin inside the cone structure.

In a third aspect, the present invention provides kinds of vehicles, including:

such as forward cones as described above, or/and

the kinds of obstacle eliminators as above;

the front fairing cone or/and the obstacle deflector are arranged on the front side of the vehicle.

The utility model discloses following beneficial effect has at least:

the utility model provides a preceding fairing cone, pilot and use its vehicle to solve the too big problem in locomotive flow field, reduce the locomotive flow field.

Drawings

The above and other objects, features and advantages of the present invention will become more apparent from the following description of the embodiments of the present invention with reference to the accompanying drawings, in which:

FIG. 1 is a front side view of a vehicle according to an embodiment of the present invention;

fig. 2 is an overall schematic view of a vehicle rear lateral flow guide mechanism according to an embodiment of the present invention;

FIG. 3 is a front view of a vehicle according to an embodiment of the present invention;

FIG. 4 is a rear view of a vehicle in accordance with an embodiment of the present invention;

FIG. 5 is an assembled top view of the diversion mechanism, the front fairing, the pilot and the culvert of an embodiment of the present invention;

fig. 6 is a cross-sectional view along a-a of fig. 5 of an embodiment of the present invention;

fig. 7 is an assembled perspective view of the diversion mechanism, the front fairing cone, the pilot and the culvert pipe according to the embodiment of the present invention;

fig. 8 is a cross-sectional view of the embodiment of the present invention shown in fig. 7;

fig. 9 is a perspective view of the deflector mechanism and the front cover according to the embodiment of the present invention;

fig. 10 is a detailed assembly view of the deflector mechanism according to the embodiment of the present invention;

FIG. 11 is a cross-sectional view of a vehicle front side of an embodiment of the present invention after assembly;

fig. 12 is an exploded view of the embodiment of the present invention shown in fig. 11;

fig. 13 is a cross-sectional view of a second flow grid support of an embodiment of the present invention;

fig. 14 is a schematic view of a three-dimensional mechanism of a diversion flap according to an embodiment of the present invention;

fig. 15 is a sectional view of the deflector flap of the embodiment of the present invention along the direction a-a;

fig. 16 is a sectional view of the diversion turning plate along the direction B-B of the utility model.

Detailed Description

In the following detailed description of the present invention, specific details are described in detail.

Furthermore, those skilled in the art will appreciate that the drawings are provided for purposes of illustrating the objects, features, and advantages of the invention and are not necessarily drawn to scale.

Also, unless the context clearly requires otherwise, throughout the description and the claims, the words "comprise", "comprising", and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is, the meaning of "includes but is not limited to".

Fig. 1 is a schematic view of the whole vehicle front side according to an embodiment of the present invention, as shown in fig. 1, the lower side of the vehicle front side has a front fairing a1, both sides of the front fairing a1 are a2 obstacle eliminator respectively, the a2 obstacle eliminator has an air inlet hole a2-1, the upper side of the front fairing a1 is a flow guide mechanism, the flow guide mechanism comprises a plurality of front flow grilles b1 and a flow guide grille support, the flow guide grille support is a flow guide grille support b2 in fig. 1, 2 flow guide grille support b2 is positioned on the 2 side of the vehicle front side respectively, 2 flow guide grille support b2 is used for fixing a plurality of front flow guide grilles b1, the upper side of the flow guide mechanism is a front cover c1-1, the connection mode of the front cover c1-1 can be detailed as illustrated in fig. 11 and fig. 12, and the connection mode of the plurality of front flow guide grille b1 and the flow guide grille support can be detailed as illustrated in fig. 10 and fig.

Fig. 2 is an overall schematic view of a rear lateral air guide mechanism of a vehicle according to an embodiment of the present invention, as shown in fig. 2, the air guide mechanism includes a plurality of rear air guide grilles b5, a plurality of rear air guide grilles b5 supported by rear air guide grille supports b6, both ends of 2 rear air guide grille supports b6 are welded to a vehicle body at the rear side of the vehicle, both ends of a plurality of rear air guide grilles b5 are connected to the inner sides of 2 rear air guide grille supports b6 at the rear side of the vehicle body 2, and welding or bolting may be selected, and if a plurality of rear air guide grilles b5 are bolted to the inner sides of 2 rear air guide grille supports b6, a connection manner of a plurality of front air guide grilles b1 and air guide grille supports b2 in fig. 10 may be adopted.

Fig. 3 is a front view of a vehicle according to an embodiment of the present invention. As shown in FIG. 3, the lower side of the front side of the vehicle is provided with a front fairing a1, two sides of the front fairing a1 are respectively provided with a2 pilot, and the a2 pilot is provided with an air inlet hole a 2-1. The upper side of the front rectifying cone a1 is provided with a flow guide mechanism. The water conservancy diversion mechanism includes: a plurality of leading flow grills b1 and a flow grill support. The third guide grid support b4 and the third guide grid support b4 are connected in a detailed manner as described in fig. 11 and 12. The front fairing cone a1 can be seen in detail in the description of fig. 6 and 11.

Fig. 4 is a rear view of a vehicle according to an embodiment of the present invention. As shown in fig. 4, as can be understood in conjunction with fig. 2, the flow guide mechanism includes: a plurality of rear air guide grills b 5; a plurality of rear guide grills b5 are supported by the rear guide grill brackets b 6. Two ends of the 2 rear grille brackets b6 are respectively welded with the vehicle body at the rear side of the vehicle. The vehicle body rear side of the vehicle further includes: secondary bypass inlet c2-1 and secondary bypass inlet c2-1 are illustrated in greater detail in figure 6.

Fig. 5 is an assembly plan view of the deflector mechanism, the front fairing, the pilot and the culvert according to an embodiment of the present invention. Fig. 6 is a cross-sectional view along a-a of fig. 5 according to an embodiment of the present invention. Fig. 7 is an assembled perspective view of the diversion mechanism, the front fairing cone, the obstacle deflector and the culvert pipe according to the embodiment of the present invention. Fig. 8 is a cross-sectional view of the embodiment of the present invention shown in fig. 7.

In fig. 5-8, culvert pipes include a main culvert pipe c1, a main culvert pipe c1 includes a main culvert main body, a main culvert pipe air inlet is arranged at the side of the main culvert main body, a main culvert pipe air outlet is arranged at the side of the main culvert main body, wherein the main culvert main body penetrates through the vehicle body.

In fig. 5-8, the two sides of the main culvert pipe body are respectively provided with a bend towards the outside, 2 bends are respectively provided with an opening, and the 2 openings are a main culvert pipe air inlet and a main culvert pipe air outlet.

In fig. 5-8, the main culvert body has an opening on its underside, the opening being a drainage hole c 1-2; and a drainage hole c1-2 for discharging the water in the main culvert c1 to the outside of the main culvert c 1.

In the figures 5-8, an air conditioner exhaust hole c1-3 is arranged on the air outlet of the main culvert. The upper side of the main culvert air inlet has a front cover c 1-1.

In fig. 5-8, the front end of the main culvert inlet has a front fairing cone a 1; a front fairing cone a1 for channeling or compressing air entering the main culvert c1 to reduce windage. The front fairing cone a1 can be seen in detail in the description of fig. 6 and 11.

In fig. 5-8, a flow guiding turnover plate d is arranged between the air inlet of the main culvert and the air outlet of the main culvert; and the flow guide turning plate d is used for controlling the air output of the air outlet of the main culvert pipe. The flow-guiding flap d can be seen in detail in the description of fig. 14-16.

In fig. 5-8, main culvert c1 has auxiliary culvert c2 on side or both sides, end of auxiliary culvert c2 is connected with end of main culvert c1, and the other end of auxiliary culvert c2 has auxiliary culvert exhaust port c 2-2.

In fig. 5-8, end of secondary duct c2 has secondary duct inlet c2-1, and end of secondary duct c2 communicates with end of main duct c1 through secondary duct inlet c 2-1.

In fig. 5 to 8, air entering the vehicle body through gaps between the plurality of front guide grills b1 flows through the outer sides of the main culvert c1 and the sub culvert c2, and flows out through gaps between the plurality of rear guide grills b5 (3). Reference numerals not illustrated in fig. 5-8 may be understood with reference to other figures.

In fig. 7, in particular, the main culvert c1 comprises a main culvert body, wherein two sides of the main culvert body are respectively bent outwards, the bent part is provided with an opening and respectively serves as a main culvert air inlet and a main culvert air outlet, the upper side of the main culvert air inlet is provided with a front cover c1-1, the main culvert air outlet is provided with an air conditioner exhaust hole c1-3, the air conditioner exhaust hole c1-3 exhausts the air in the vehicle to the outside of the vehicle, two sides of a front fairing cone 1 are respectively welded with a -th flow guide grille support b2, three front flow guide grille supports b1 are arranged between 2- -th flow guide grille supports b2, the uppermost front flow guide grille b1 is provided with a third flow guide grille support b4, the third flow guide grille support b4 is welded on the uppermost front flow guide grille support b4, the third flow guide grille support b4 is connected with the front cover b4-1, the third flow guide grille support b4 is used for fixing the front flow guide grille support b4, the outer side of the main culvert 72 a is provided with a, and the air inlet of the main culvert 72 c is communicated with the auxiliary culvert 72 c, the main culvert 72 c is provided with the auxiliary air inlet of the auxiliary culvert 72 c, and the auxiliary air outlet of the main culvert 72 c 4 is communicated with the main culvert 72 c structure 4 c.

In fig. 8, specifically, a diversion flap d is provided inside the tail end of the main culvert c1, when braking, the diversion flap d closes the main culvert c1 to increase braking force, and during driving, the diversion flap d opens the main culvert c1, so that air entering the diversion flap d and the main culvert c1 can flow out from the tail end of the main culvert c 1. The tail end of the auxiliary culvert pipe c2 is provided with an auxiliary culvert pipe exhaust port c2-2, the auxiliary culvert pipe exhaust port c2-2 is used for exhausting gas of the auxiliary culvert pipe c2, the rear diversion grid bracket b6 is welded at the tail end of the main culvert pipe c1, and the three rear diversion grids b5 are arranged on the rear diversion grid bracket b6 (not shown in the figure, the installation mode of the rear diversion grid b5 is the same as that of the three front diversion grids b 1).

In fig. 8, specifically, the front end of the main culvert c1 has an auxiliary culvert air inlet c2-1, the auxiliary culvert air inlet c2-1 is connected with the auxiliary culvert c2 air inlet, the front upper side of the main culvert c1 has a front cover c1-1, the front cover c1-1 is bolted to the lower side of the front cover c1-1 through the end of the pneumatic link c1-1-1, the other end of the pneumatic link c1-1-1 is bolted to the outer wall of the main culvert c1, the lower side of the front cover c1-1 is further bolted to the end of the cover hinge 1-1-2, the other end of the cover hinge c1-1-2 is bolted to the outer wall of the main culvert c1, the cover lock ring c1-1-3 is connected with a lock button 4 b4-2 for locking the front cover c 1-1.

In fig. 8, specifically, the main culvert c1 has an opening at the lower side, the opening is a drain hole c1-2, and the drain hole c1-2 can drain the water in the main culvert c1 to the outside of the main culvert c 1.

Specifically, the front cover c1-1 is composed of an upper surface arc plate and a lower surface flat plate, high-pressure sponge is filled in the middle, the front cover c1-1 is connected with the side surface of a main culvert pipe c1 through a pneumatic connecting rod c1-1-1, the front cover c 352 is connected with the top surface of the main culvert pipe c1 through a cover hinge c1-1-2, and a cover locking ring c1-1-3 is connected with a cover lock in a third guide grid support b 4. The front cover c1-1 divides the air flow of the vehicle head and the air flow of the windshield glass, and the inner surface is a culvert pipe air inlet.

The flow field passing value of the flow field is close to 1-3 at the speed of 0-120 kilometers, the air compression for the first time is finished under the action of a front rectifier cone a1, the pressurized and accelerated air flow impacts the main culvert pipe c1 for the second time, the pressurized and accelerated air flow is compressed and accelerated again, the energy gradient of the flow field is maximized at the position of the flow field inlet (the pressure position of a diversion flap) of the main culvert pipe c1, the constant velocity of the flow field is limited relatively, the constant velocity of the air flow is changed to a constant velocity when the flow field reaches a low-speed flow field, and the high-speed flow velocity of the air flow field is reduced to a constant velocity when the tail flow field reaches a theoretical flow field, and the flow field reaches a high-speed flow field.

Specifically, the th compressed air finished under the action of the front fairing cone a1 directly enters an auxiliary culvert air inlet c2-1 of an auxiliary culvert c2 as a low-energy gradient fluid, the flow is reduced for the 2 nd compression of a main culvert c1, the synergistic effect is realized on the main culvert c1, the airflow discharged from an auxiliary culvert air outlet c2-1 of an auxiliary culvert c2 is merged with the airflow of a low-energy gradient area at the tail part of the main culvert and then is sprayed out of the system , the compression ratio of the main culvert c1 is a fixed ratio, the impact force of the low-speed airflow is small, the large-ratio compression cannot be finished, the airflow cannot smoothly pass, the flow splitting effect is realized, the total energy value of the split flow is equal to the ram pressure increased by the half of the main culvert , the vehicle can ensure that the air is partially passed by the auxiliary compression at low speed, the air equivalent efficiency at the speed of 0-120 km/hour is about 0-75%, and the air equivalent efficiency at the speed of 120 km/hour is about 75.5-83.5%

In fig. 6, front fairing cones comprise a front fairing cone main body, wherein the front fairing cone main body is of a cone structure, the upper side of the outer side of the cone structure is a -th arc-shaped surface, and/or the lower side of the outer side of the cone structure is a second arc-shaped surface, wherein the -th arc-shaped surface is used for introducing or compressing air entering a main culvert c1 to reduce a headstock flow field, and the second arc-shaped surface is used for reducing air volume entering the main culvert c 1.

In fig. 6, the inside of the cone structure is provided with an equipment bin, the th arc-shaped surface has a fluid cut-in angle of 30 degrees, and the second arc-shaped surface has an upper elevation angle of 20 degrees.

In FIG. 6, the front cone body has a front cone connector a 1-1; and the front fairing cone connecting piece a1 is used for being connected with the flow guide grid.

In fig. 6, the side of the main culvert c1 is a main culvert air inlet, the side of the main culvert c1 is a main culvert air outlet, and the end of the front fairing cone body is communicated with the main culvert air inlet.

Specifically, the front fairing cone a1 has a fluid entrance angle (normal included angle) of 30 degrees, and the front fairing cone a1 belongs to a triangular box steel beam and is the main body structure of the automobile. The front rectifying cone a1 impacts and compresses the primary air to reduce the flow field of the headstock. Meanwhile, an equipment bin is arranged on the inner side of the cone structure and provides space for equipment, the equipment bin is a main part of the engine protective cover, and the equipment bin is used for wrapping a steering engine, a gearbox, a transmission shaft and other functional parts. The upper elevation angle of 20 degrees is used for reducing the air intake of the main culvert c1 and reducing the wind resistance at low speed. The air passing rate is 0-50% when the vehicle speed is 0-88 km/h. The air passing rate at the vehicle speed of 88-180 km/h is 50-100%. The air passing rate at the vehicle speed of more than 180 km/hour is 100-100 percent.

In order to reduce airflow resistance caused by a chassis transmission mechanism and smooth the surface of a chassis, equipment is wrapped in an equipment bin, and functional pipelines penetrating through a vehicle head and a vehicle tail are loaded in a vehicle body through the equipment bin.

In fig. 5-8, kinds of obstacle eliminators comprise an obstacle expelling plate, wherein the obstacle expelling plate is arranged on any side or both sides of a front whole cone respectively, and the obstacle expelling plate is used for pushing out obstacles on a driving line.

In fig. 5-8, the front end of the baffle plate is at an acute angle to the horizontal. The baffle plate is provided with an air inlet hole a 2-1; and an air inlet hole a2-1 for reducing resistance.

In FIGS. 5-8, the air inlet opening a2-1 communicates with the equipment bin inside the cone structure.

Specifically, the obstacle deflector a2 and the front fairing cone a1 form a body structure, the outer edge of the obstacle deflector a2 and a vehicle chassis form the same plane, and the obstacle deflector a2 mainly has 3 functions of 1. the obstacle deflector a2 mainly has the function of pushing a relatively large obstacle on a road surface out of a driving route and increasing the driving safety performance of the vehicle.2. if people are on the driving route, the obstacle deflector a2 can be pushed out of the route when the vehicle cannot stop in emergency braking, so that larger damage is avoided.3. an air inlet grille a2-1 is arranged between the obstacle deflector a2 and the front fairing cone a1, is an air inlet outer port of an equipment bin engine of the front fairing cone a1 and is also a disc brake and other equipment refrigerating air inlet ports.

Fig. 9 is a perspective view of the air guide mechanism and the front cover according to the embodiment of the present invention. Fig. 10 is a detailed assembly view of the deflector mechanism according to the embodiment of the present invention. Fig. 11 is a cross-sectional view of a vehicle front side after assembly in accordance with an embodiment of the present invention. Fig. 12 is an exploded view of the embodiment of the present invention shown in fig. 11. Fig. 13 is a cross-sectional view of a second flow grid support according to an embodiment of the present invention.

In fig. 9-13, diversion mechanisms comprise a plurality of front diversion grilles b1, a plurality of front diversion grilles b1 with gaps between them, a plurality of front diversion grilles b1 supported by diversion grille brackets for fixing a plurality of front diversion grilles b1, and a plurality of front diversion grilles b1 for evenly entering the air of the main culvert c 1.

In fig. 9 to 13, the guide grid support has a coupling groove, and a plurality of front guide grids b1 are coupled to the guide grid support through the coupling groove. Wherein, the connecting groove is a V-shaped slot; a plurality of front guide flow grids b1 are connected with the guide flow grid bracket through V-shaped slots.

In fig. 9-13, a plurality of front guide flow grilles b1 are horizontal plates, and guide flow grille brackets are vertical plates; and/or the gaps between the several leading flow grills b1 are equidistant gaps.

In fig. 9-13, the guide grid support includes 2 th guide grid supports b2, a second guide grid support b3 and a third guide grid support b4, 2 th guide grid supports b2 are respectively located at both sides of the second guide grid support b3, and a third guide grid support b4 is located at an upper side of the second guide grid support b3 and the 2 th guide grid support b 2.

In fig. 9 to 13, the upper sides of the 2 th guide grid supports b2 are respectively bent outward, and the lower sides of the 2 th guide grid supports b2 are parallel to the second guide grid supports b 3.

In fig. 9-13, the number of the plurality of front guide grills b1 is 3, the two ends of the plurality of front guide grills b1 are respectively provided with front guide grille connectors b2-1, the two ends of the front guide grille b1 between the 2 groups of the th guide grille brackets b2 are respectively connected with the inner sides of the lower sides of the 2 th guide grille brackets b2 through the front guide grille connectors b2-1, the two ends of the front guide grille b1 between the inner side of the main duct air inlet extension wall of the main duct c1 and the outer side of the th guide grille brackets b2 are respectively connected with the outer sides of the main duct air inlet extension wall of the main duct 1 and any th guide grille brackets b2 through the front guide grille connectors b2-1, and the two ends of the other 1 group of the guide grille brackets b2 are respectively connected with the bent upper surfaces of the 2 th guide grille brackets b 2.

In fig. 9-13, the underside of several leading flow grilles b1 is a forward fairing cone a 1; a front fairing cone a1 for channeling or compressing air entering the main culvert c1 to reduce windage.

In fig. 9-13, several rear guide grills b 5; a plurality of rear guide grills b5 are supported by the rear guide grill brackets b 6.

Specifically, the flow guide mechanism is used for homogenizing the flow field entering the main culvert c1, and if the flow field entering the main culvert c1 is not uniform, a high-speed field and a low-speed field are formed in the main culvert c1, so that the performance of the vehicle is influenced.

In fig. 10, specifically, the second guide grid bracket b3 has a V-shaped slot b3-1, the leading flow grid b1 is inserted into the V-shaped slot b3-1, both ends of the leading flow grid b1 have leading flow grid connectors b2-1, the connectors b2-1 are plate-shaped structures, the connectors b2-1 are welded to the th guide grid bracket b2, the leading flow grid b1 has guide grid bolt holes, the connectors b2-1 have connector bolt holes, and the leading flow grid b1 is bolted to the th guide grid bracket.

In fig. 10, specifically, the end of the -th grille support b2 is welded to the front side of the vehicle, and the second grille support b3 and the third grille support b4 are bolted to the front end of the vehicle.

Specifically, three V-shaped guide grids b1 are composed of an upper surface arc plate and a lower surface flat plate, high-pressure sponge (i.e., sponge filler) is filled in the middle, the guide grids are connected with a b3 guide grid support through six V-shaped slots b3-1, bolts penetrate through holes of a front fairing cone connecting piece a1-1 to be connected with nuts welded in holes of a second guide grid support connecting piece b3-2 and fixed on a front fairing cone a1, the guide grids are connected with a guide grid support b2 through a guide grid support connecting piece b2-1 by bolts, a guide grid support b2 is welded on a front fairing cone a1, the guide grids are connected with a third guide grid support b4 by bolts through a third guide grid support connecting piece b4-1, a front cover lock is installed in a third guide grid support b4, and three rear guide grids b5 are connected with a rear guide grid support b6 by bolts (the same connecting method as a front guide grid 686b 8) at the tail end of the culvert.

The main functions of the flow guide mechanism are to assist the primary air impact compression, guide the flow to homogenize the flow field and make the air flow regular. Preventing birds and larger floating objects from entering the culvert pipe. The high-speed airflow generates downward pressure on the flow guide grid, so that the stability of the automobile is improved when the automobile runs at high speed.

In fig. 11 and 12, in particular, the unlocking button b4-2 is connected with the cover lock ring c1-1-3 through the cover lock (spring hook), the hand penetrates into the gap between the front grille b1 and the front cover c1-1, and is pulled backwards to the unlocking button b4-2, so that the cover lock ring c1-1-3 is separated from the cover lock inside the third grille support b4, the opening of the front cover c1-1 is completed, and the pneumatic connecting rod c1-1-1 pushes the cover lock ring c1-1-3 to bounce upwards. When the front cover c1-1 is closed, the front cover c1-1 is pressed with force so that the cover lock is connected with the cover lock ring c 1-1-3.

In fig. 11 and 12, specifically, the front cone 1 has a front cone connector a1-1 at its upper end, the front cone connector a1-1 is a lug with a bolt, and the second guide grid bracket b3 has a second guide grid bracket connector b3-2 at its both ends, the second guide grid bracket connector b3-2 (hole) at the second guide grid bracket b3 side is connected to the front cone connector a1-1 by a bolt, the second guide grid bracket connector b3-2 at the second guide grid bracket b3 side is connected to the third guide grid bracket connector b4-1 (lug with a bolt), the third guide grid bracket connector b4-1 is welded to the lower end of the third guide grid bracket b4, the -th guide grid bracket b2, the second guide grid bracket b3, and the third guide grid bracket b4 may have a plate-like structure.

In fig. 13, in particular, the second guide grid bracket b3, the second guide grid bracket b3 have a guide grid bracket sponge filler b3-3 inside it, the guide grid bracket sponge filler b3-3 serves to increase the structural strength of the second guide grid bracket b3 and reduce the weight of the second guide grid bracket b3, the insides of the guide grid bracket b2 and the third guide grid bracket b4 also have a guide grid bracket sponge filler, the both outer edges of the second guide grid bracket b3 have grooves, respectively, on the front cone connector a1-1, on the side of the second guide grid bracket b3, connected to the front cone connector a1-1 by the second guide grid bracket connector b3-2 (holes) and bolts, the third guide grid bracket connector b4-1 is inserted into another side groove of the second guide grid bracket b3, and connected to the second guide grid bracket b3 (holes) by the second guide grid bracket connector b3-2 (holes).

Fig. 14 is a schematic view of a three-dimensional mechanism of a diversion flap according to an embodiment of the present invention. Fig. 15 is a sectional view of the diversion flap along the direction a-a according to the embodiment of the present invention. Fig. 16 is a sectional view of the diversion turning plate along the direction B-B of the utility model.

In fig. 14-16, kinds of flow guiding turning plates comprise flow guiding turning plate bodies, wherein two sides of each flow guiding turning plate body are respectively bent upwards, 2 bending surfaces are respectively provided with connecting parts, the flow guiding turning plate bodies are arranged on the inner sides of main culvert pipes c1 and are connected with the inner walls of the main culvert pipes c1 through the connecting parts, the flow guiding turning plate bodies can rotate on the inner sides of the main culvert pipes c1, and the flow guiding turning plate bodies can rotate in the main culvert pipes c1 to control the air outlet amount of the main culvert pipes c 1.

In fig. 14-16, the deflector flap body is an S-shaped structure; the upper side of the diversion turning plate main body is an s-shaped top plate d-2, and the lower side of the diversion turning plate main body is an s-shaped bottom plate d-3.

In fig. 14-16, the opposing inner sides of the s-shaped top plate d-2 and the s-shaped bottom plate d-3 form a hollow structure.

In FIGS. 14-16, the hollow structure has a sponge filler d-5 therein; and the sponge filler d-5 is used for increasing the structural strength of the diversion turning plate main body and reducing the weight of the diversion turning plate main body.

In FIGS. 14-16, the coupling portion is an internally splined bore d-4; the diversion flap main body is connected with the inner wall of the main culvert pipe c1 through an internal spline hole d-4.

In fig. 14-16, the side of the main culvert c1 is the main culvert air inlet, the other side of the main culvert c1 is the main culvert air outlet, and the diversion flap body is on the main culvert air outlet side.

In fig. 14-16, two sides of the main culvert body are respectively provided with a bend towards the outside, 2 bends are respectively provided with an opening, and 2 openings are a main culvert air inlet and a main culvert air outlet; the diversion turnover plate main body is arranged at the bent part of the air outlet of the main culvert pipe.

In fig. 14-16, the shape of the bend of the deflector flap body and the air outlet of the main culvert are the same or similar.

In fig. 14-16, specifically, the diversion turning plate is an S-shaped structure, two sides of the S-shaped structure are respectively bent upward, an S-shaped top plate d-2 and an S-shaped bottom plate d-3 are arranged between u-shaped edges d-1 and d-1 at the side of the u-shaped edge d-1 and 2, a hollow structure is arranged between the S-shaped top plate d-2 and the S-shaped bottom plate d-3, a sponge filler d-5 is arranged in the hollow structure, and the sponge filler d-5 is used for increasing the structural strength of the diversion turning plate and reducing the weight of the diversion turning plate. And the u-shaped side d-1 at the side 2 is respectively provided with an internal spline hole d-4, and the internal spline hole d-4 is connected with the inner side of the main culvert pipe c 1.

Specifically speaking, water conservancy diversion turns on board d includes: the S-shaped top plate d-2 and the S-shaped bottom plate d-3 are welded by adopting hollow double-layer metal plates, the hollow is filled with sponge filler d-5, and the section is S-shaped. The inner spline holes d-4 are respectively arranged on the u-shaped edges d-1 at the two sides, penetrate through the hollow double-layer metal plate and are integrally coupled with the culvert pipe in a fan shape.

The flow guiding turning plate d is arranged at the bent pipe of the main culvert pipe, the th flow guiding turning plate d has the flow guiding function of homogenizing a flow field, the second flow guiding turning plate d has the important component of a wind resistance braking system, the brake pedal controls the flow guiding turning plate through a drum type hydraulic control system, the internally splined hole d-4 is in the stress center, the control torque is smaller, the internally splined hole d-4 is controlled to be inserted into a hydraulic cylinder arranged in the vehicle to turn over, the main culvert pipe c1 is closed from a stop point to a culvert pipe coupling point, the reduction offset performance of the main culvert pipe c1 is reduced, the wind resistance of the vehicle head is increased, the negative pressure of the tail of the vehicle is increased, the pressure surface moves backwards during braking to enable the front wheel to be stably braked.

The above-mentioned embodiments are merely embodiments for expressing the invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several changes, substitutions, modifications, etc. can be made without departing from the spirit of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims (10)

1, A front fairing cone, comprising:

a front fairing cone body;

the main body of the front rectifier cone is a cone structure, the upper side of the outer side of the cone structure is an arc-shaped surface, and/or

The lower side of the outer side of the cone structure is a second arc-shaped surface;

wherein, the arc-shaped surface is used for introducing or compressing air entering the main culvert pipe (c1) to reduce the flow field of the locomotive;

wherein the second arc-shaped face is used for reducing the air volume entering the main culvert (c 1).

2. The front fairing cone of claim 1, wherein:

the inner side of the cone structure is provided with an equipment bin.

3. front fairing cone as claimed in claim 1 or 2, wherein:

the fluid entry angle of the arc is 30 degrees;

the upper elevation angle of the second arc-shaped surface is 20 degrees.

4. front fairing cone as claimed in claim 1 or 2, wherein:

the front cone body having a front cone connection (a 1-1);

the front rectifying cone connecting piece (a1-1) is used for being connected with the flow guiding grid.

5. front fairing cone as claimed in claim 1 or 2, wherein:

the side of the main culvert (c1) is a main culvert air inlet, and the side of the main culvert (c1) is a main culvert air outlet;

the tail end of the front rectifier cone main body is communicated with the air inlet of the main culvert pipe.

A barrier removal device of the kind , comprising:

the forward fairing cone of any one of claims 1-4 or , and

arranging a baffle plate;

any side or two sides of the front whole cone are respectively provided with the baffle plates;

and the obstacle deflector is used for pushing out the obstacles on the driving route.

7. An type obstacle deflector as recited in claim 6, wherein:

the angle formed by the front end of the baffle plate and the horizontal plane is an acute angle.

8. An type obstacle deflector according to claim 6 or 7, wherein:

the baffle plate is provided with an air inlet hole (a 2-1);

the air inlet hole (a2-1) is used for reducing resistance.

9. An type obstacle deflector as recited in claim 8, wherein:

the air inlet hole (a2-1) is communicated with the equipment bin at the inner side of the cone structure.

10, A vehicle using a front fairing and/or a pilot, comprising:

the kinds of front fairing cone of any one of claims 1-5 and , and/or

The kind of pilot of any one of claim 6-9 or ;

the front fairing cone (a1) or/and the obstacle deflector (a2) are mounted on the front side of the vehicle.

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