CN219910960U - Vehicle with a wheel - Google Patents

Abstract

The utility model discloses a vehicle, wherein a miniature gas turbine is arranged on a chassis of the vehicle, an air inlet end of the gas turbine is arranged towards a vehicle head, an air outlet end of the gas turbine is arranged towards a vehicle tail, and exhaust gas of the gas turbine is sprayed out from the vehicle tail. The utility model conducts drainage to the air around the vehicle body through the high-pressure, high-speed and high-temperature air flow sprayed out from the tail part of the vehicle, and has simple structure and excellent effect.

Description

Vehicle with a wheel

Technical Field

The utility model belongs to the field of vehicles, and particularly relates to a pneumatic layout for reducing the wind resistance coefficient of a vehicle through active drainage.

Background

When the vehicle is running, the resistance to be overcome is the loss resistance of the machine parts, the rolling resistance generated by the tires and the air resistance.

Windage, as the name implies, is the resistance from the air when the vehicle is traveling. In general, form drag is the most dominant source of air drag when a vehicle is traveling at high speeds. The drag caused by the shape comes from a vacuum area at the rear of the vehicle and tail turbulence (the vehicle runs forwards as shown in fig. 1, the vehicle head is positioned at the left side and the vehicle tail is positioned at the right side as shown in fig. 2, which is a top view of fig. 1, the vehicle head is positioned above and the vehicle tail is positioned below), and the larger the vacuum area is, the larger the drag is; the larger the turbulence mass, the greater the profile resistance of the vehicle.

There is a need for a pneumatic arrangement that is simple in construction and that effectively reduces vacuum areas and turbulence behind the vehicle.

Disclosure of Invention

The utility model aims to provide a low-wind-resistance vehicle aiming at the problems of air resistance caused by a vacuum area behind a vehicle and turbulence when the vehicle runs.

In order to achieve the above object, the present utility model adopts the following scheme:

a gas turbine is arranged on the vehicle, an air inlet end of the gas turbine is arranged towards a vehicle head, an air outlet end of the gas turbine is arranged towards a vehicle tail, and exhaust gas of the gas turbine is sprayed out of an exhaust pipeline of the vehicle tail. The gas turbine air outlet end is provided with a turbofan device, and the turbofan device comprises a turbofan and a motor which are connected.

Further, the gas turbine is a micro gas turbine.

Further, the diameter of the turbofan is larger than that of the turbine, and the turbofan is a ducted fan;

and/or the motor is electrically connected with an energy storage device and/or an electric power consumption device in the vehicle.

The diameter of the turbofan is larger than that of the turbine, and the external low-temperature gas can be injected, so that the temperature of the exhaust gas of the gas turbine can be reduced, the supplementary quantity of tail gas can be increased, and the vacuum area can be further reduced. Further, the gas turbine comprises a rotating shaft, a gas compressor, a combustion chamber and a turbine, wherein the gas compressor and the turbine are respectively sleeved at the gas inlet end and the gas outlet end of the rotating shaft, and the gas compressor and the turbine are fixedly connected with the rotating shaft; the combustion chamber is arranged around the periphery of the gas compressor and the turbine; the gas outlet of the gas compressor is communicated with the inlet of the combustion chamber, the outlet of the combustion chamber is communicated with the gas inlet of the turbine, and the gas outlet of the turbine is communicated with the gas inlet of the turbofan.

Further, a motor is arranged at the tail end of the turbofan, and the turbofan is connected with the motor through a shaft; the turbofan and the motor are positioned in an air duct between the air outlet end of the gas turbine and the air outlet of the vehicle.

Further, the motor is electrically connected with an energy storage device and/or a power consumption device in the vehicle, the energy storage device can be a battery, and the power consumption device can be an air conditioner, a car lamp, a car machine system and the like. The vehicle may include a plurality of energy storage devices and power consuming equipment, and the electric machine may be electrically connected to portions thereof.

The motor is connected with the energy storage device, so that the recovered energy can be stored, and the energy can be used as the cruising supplement of a hybrid vehicle; the motor is connected with the power consumption equipment to directly utilize the recovered energy, so that the unavoidable loss during energy storage is reduced, and the energy utilization efficiency is improved.

Still further, the motor is a heuristic integrated motor, the vehicle further comprises a motor controller, and the working mode of the motor controller comprises:

the motor controller controls the motor to be a generator, and exhaust gas of the gas turbine drives the turbofan to rotate so as to drive the motor to generate electricity;

the motor controller controls the motor to be a motor, and the motor drives the turbofan to rotate in a first rotation direction;

the motor controller controls the motor to be a motor, and the motor drives the turbofan to rotate in a second rotation direction opposite to the first rotation direction.

The vehicle chassis is provided with a bottom air outlet, the exhaust end of the gas turbine is communicated with the bottom air outlet through a branch, the branch is connected with an exhaust pipeline, and the branch and the exhaust pipeline are selectively opened and closed. The branch is a lower branch.

Still further, the branch is located between the gas turbine and the turbofan, the exhaust duct corresponding to the turbofan is provided with a double pipe at least at the junction with the branch, the turbofan is located in one of the double pipes, a reversing valve is arranged between the exhaust duct corresponding to the gas turbine and the double pipe, and the branch is provided with a valve.

Through the arrangement of the bottom air outlet, the branch and the turbofan device, the gas at the bottom of the vehicle is extracted and discharged from the tail of the vehicle, so that the pressure of the gas at the bottom of the vehicle is reduced, the technical effect of the lower pressure at the top of the vehicle is increased, the supplementary quantity of the tail gas is further increased, and the vacuum area is reduced; the double-pipeline arrangement of the exhaust pipeline can more efficiently utilize the turbofan device, the exhaust gas discharge direction can be changed through the adjustment of the valve during normal running, and the turbofan device in the exhaust pipeline can be used for extracting the gas at the bottom of the vehicle under the condition that the bypass is not provided with the turbofan device.

Further, the motor is a heuristic integrated motor; the top of the vehicle is provided with an ejection port, the exhaust end of the gas turbine is communicated with the ejection port through a branch, the branch is connected with an exhaust pipeline, and the branch and the exhaust pipeline can be selectively opened and closed. The branch is an upper branch.

Further, the ejection port is inclined toward the head direction.

Further, the turbofan device is positioned between the gas turbine and a branch, and a reversing valve is arranged between the branch and an exhaust pipeline;

or the branch is positioned between the gas turbine and the turbofan device, the branch is at least provided with a double pipe at the joint of the branch and the exhaust pipeline, and reversing valves are respectively arranged between each pipe of the double pipe and the exhaust pipeline.

Further, the vehicle further comprises a brake controller, and the brake controller judges whether to open the branch and whether to open the motor to drive the turbofan to rotate according to the braking depth of a brake pedal of the vehicle so as to enhance exhaust.

Through the arrangement of the ejection air port, the branch and the turbofan device, the effects of improving friction force and braking capability when the exhaust gas of the gas turbine is applied to the pressed vehicle body are achieved.

Compared with the prior art, the utility model has the advantages that:

the high-pressure, high-speed and high-temperature air sprayed out from the tail part is used for guiding the air around the vehicle body, so that the structure is simple and the effect is excellent. The turbofan device is arranged at the gas outlet end of the gas turbine, so that redundant energy can be recovered, the energy utilization rate is improved, the turbofan device is preferably a turbofan with a motor, and the energy of high-pressure high-speed high-temperature gas can be driven to rotate by the rotation of the turbofan to generate electric energy and be utilized.

Drawings

FIG. 1 is a schematic diagram of the flow direction of wind resistance experienced by a conventional vehicle;

FIG. 2 is a top view of FIG. 1;

FIG. 3 is a schematic view of the flow direction of wind resistance experienced by a drop-shaped vehicle model;

FIG. 4 is a schematic diagram of the flow of wind resistance experienced by a Benz IAA concept vehicle;

FIG. 5 is a schematic view of a gas turbine and turbofan power generation configuration of the present utility model;

FIG. 6 is a schematic structural view of the present utility model and a flow direction of wind resistance;

FIG. 7 is a schematic view of the exhaust structure of the underbody of the present utility model;

FIG. 8 is a schematic view of a roof exhaust structure of the present utility model;

fig. 9 is a schematic view of the structure of the exhaust pipe of the present utility model in a double pipe arrangement for normal driving;

FIG. 10 is a schematic view of the structure of the exhaust pipe of the present utility model in a double pipe configuration for air extraction driving;

FIG. 11 is a schematic view of the structure of the upper arm of the present utility model;

FIG. 12 is a schematic view of the structure of the upper arm of the present utility model;

FIG. 13 is a schematic view of the structure of the present utility model with the upper arm being a double tube arrangement;

fig. 14 is a schematic view of the structure of the upper arm of the present utility model configured for a double pipe.

Reference numerals: 13-air outlet, 14-pipeline, 15-locomotive, 16-tail, 17-exhaust pipeline, 171-reversing valve, 171 a-reversing valve, 171 b-reversing valve, 172-second exhaust pipeline, 173-first exhaust pipeline, 174-valve, 18-bottom air outlet, 19-branch, 2-micro gas turbine, 20-top air outlet; 21-rotating shaft, 22-compressor, 23-combustion chamber, 24-turbine, 25-motor one, 30-turbofan device, 31-turbofan, 32-motor, 33-shaft, 4-duck wing type dynamic component.

Detailed Description

Theoretically, the most ideal shape of the vehicle is a drop shape, as shown in fig. 3 (the front is located above and the rear is located below). The air at two sides gradually merges together along the tail end of the water drop, and finally air flows with the same direction and flow speed are formed.

In reality, it is not realistic to manufacture the vehicle exterior into a drop shape. The vehicle with the shape closest to the water drop shape in the existing vehicle is a Benz IAA concept vehicle, as shown in fig. 4, (in the figure, the head is positioned on the left side, the tail is positioned on the right side, and the hatched area at the tail is a duck wing type dynamic component).

When the vehicle runs at a higher speed, a group of duck wing type dynamic components can be extended out of the tail part, surrounding air is guided, and turbulence at the rear of the vehicle is reduced. The disadvantages of this approach are also apparent: firstly, the tail part protrudes out of a pointed duck wing type assembly, which does not meet the requirements of vehicle safety regulations; second, the telescopic duck wing structure at the tail of the vehicle is complex, has high cost, and occupies a large amount of space in the vehicle when retracted.

The micro gas turbine exhaust pressure is large (0.2 MPa) and the temperature is greatly increased (270 degrees celsius) compared to a common piston engine, which provides the possibility for an active jet design.

The utility model mainly discharges high-temperature, high-pressure and high-speed gas to the tail of the vehicle through the gas turbine so as to reduce the pneumatic layout of a vacuum area and turbulent flow of the tail of the vehicle, and meanwhile, the arrangement of the turbofan device can recycle the energy of the gas discharged by the gas turbine and improve the energy utilization rate.

Examples

A micro gas turbine 2 is arranged on a vehicle chassis, an air inlet end of the micro gas turbine 2 is arranged towards a vehicle head 15, an air outlet end of the micro gas turbine 2 is arranged towards a vehicle tail 16, and exhaust gas of the micro gas turbine 2 is sprayed out from an exhaust pipeline 17 of the vehicle tail. As shown in fig. 6, a pipe 14 is provided from the head 15 to the micro gas turbine 2 for gas to enter the micro gas turbine 2 from the head 15, and gas discharged from the micro gas turbine 2 is discharged from the gas outlet 13 of the exhaust pipe 17 at the tail of the vehicle through the pipe 14. Referring to fig. 5, the outlet end of the micro gas turbine 2 is provided with a turbofan device 30, which comprises a turbofan 31, the tail end of the turbofan 31 is provided with a motor 32, the turbofan 31 and the motor 32 are connected through a shaft 33, and preferably, a housing of the motor 32 is fixed on a chassis; the turbofan 31 and the motor 32 are positioned in the air duct between the air outlet end of the gas turbine 2 and the air outlet 13 of the vehicle.

The high-temperature and high-pressure tail gas of the gas turbine is actively discharged outside the vehicle, a high-temperature, high-pressure and high-speed gas column is formed behind the vehicle, a vacuum area behind the vehicle when the vehicle runs is actively filled, and the pressure difference between the front and the rear of the vehicle body is reduced. In addition, the high-temperature high-pressure air column behind the vehicle can drain the air around the vehicle body, so that the air flows at two sides of the vehicle body are stably transited behind the vehicle, the generation of turbulence is reduced, and the windage coefficient of the vehicle is actively reduced.

In some alternative embodiments, referring to fig. 5, the micro gas turbine 2 includes a rotating shaft 21, a gas compressor 22, a combustion chamber 23 and a turbine 24, wherein an air inlet end and an air outlet end on the rotating shaft 21 are respectively sleeved with the gas compressor 22 and the turbine 24, and the gas compressor 22 and the turbine 24 are fixedly connected with the rotating shaft 21; the combustion chamber 23 is arranged around the periphery of the compressor 22 and the turbine 24; the air outlet of the air compressor 22 is communicated with the inlet of the combustion chamber 23, and the outlet of the combustion chamber 23 is communicated with the air inlet of the turbine 24; the gas is compressed by the compressor 22 and then enters the combustion chamber 23 for combustion, then the turbine 24 is pushed to rotate for doing work, and the gas discharged by the turbine 24 is communicated with the air inlet of the turbofan 31.

In some alternative embodiments, the motor 32 may be a generator, and the gas emitted from the gas outlet end of the micro gas turbine 2 may drive the turbofan 31 to rotate, so as to drive the motor 32 to generate electricity, and the electricity generated by the motor 32 may be delivered to an energy storage device in the vehicle, such as a battery, or may be directly delivered to power consumption equipment in the vehicle, such as an air conditioner, a car light, and the like.

In some alternative embodiments, the motor 32 may be a heuristic-integrated motor, and the motor 32 may be coupled to an in-vehicle energy storage device when the motor 32 is acting as a motor. The motor 32 rotates the turbo fan 31 and sprays gas toward the rear of the vehicle via the air outlet 13 to push the vehicle forward. The motor 32, which is a motor, may supplement the vehicle with power during the running of the vehicle, or may increase the vehicle start speed during the vehicle start phase. The vehicle further includes a motor controller, the operating modes of the motor controller including:

the motor controller controls the motor to be a generator, and exhaust gas of the gas turbine drives the turbofan to rotate so as to drive the motor to generate electricity;

the motor controller controls the motor to be a motor, and the motor drives the turbofan to rotate in a first rotation direction;

the motor controller controls the motor to be a motor, and the motor drives the turbofan to rotate in a second rotation direction opposite to the first rotation direction.

Since the gas emitted from the gas outlet end of the micro gas turbine 2 has a certain speed and heat, the energy of the part can be recovered and utilized through the turbofan 31 and the motor 32, so that the energy utilization rate of the vehicle is improved.

In some alternative embodiments, a first motor 25 is further disposed on the rotating shaft 21 at the front end of the compressor 22, where the first motor 25 is an integrally heuristic motor, and the integrally heuristic motor is used as a motor to drive the compressor to rotate first, and is used as a generator to generate electricity after the gas turbine is accelerated to operate independently.

In some alternative embodiments, where the diameter of the turbofan 31 is greater than the diameter of the turbine 24, the turbofan 31 may be a ducted fan capable of directing external low temperature (relative to the gases emitted by the turbine 24) air out of the air outlet 13 via the turbofan 31 as the turbine 24 blows the turbofan 31 in rotation to increase the flow of the air exiting the air outlet 13 to better fill the tailstock vacuum and break up turbulence clusters to reduce windage. Meanwhile, the temperature of the gas emitted by the turbine 24 can be reduced, and the influence of hot gas flow on the environment outside the vehicle, other vehicles, people and the like can be weakened while energy is recovered.

In some alternative embodiments, referring to fig. 7, a bottom air outlet 18 is provided on the vehicle chassis, the exhaust end of the gas turbine 2 is connected to the bottom air outlet 18 through a branch 19, and the branch 19 is a lower branch, which is connected to the exhaust pipe 17 and is provided with a reversing valve 171 at the connection. When the vehicle is running normally, the exhaust duct 17 is opened; when the vehicle stops, when a person goes to the tail of the vehicle, the reversing valve 171 is opened, the exhaust pipeline 17 is closed, the branch 19 is opened, and the exhaust gas is discharged from the bottom air outlet 18 so as to avoid burning or directly spraying on the person at the tail of the vehicle.

In some alternative embodiments, a turbofan 31 and a motor 32 are disposed between the bottom outlet 18 and the branch 19, the branch 19 being located between the turbine 24 and the turbofan 31. During running of the vehicle, the reversing valve 171 is opened, the motor 32 can be a generator for storing energy or can be a motor for increasing the air extraction power of the turbofan 31, and under the condition of high-stability requirement of the vehicle body, the turbofan 31 extracts air at the bottom of the vehicle through the branch 19, so that the pressure at the bottom of the vehicle is further reduced, the pressure difference between the top and the bottom of the vehicle is increased, and further, higher downward pressure is provided for the vehicle, so that the friction between the wheels of the vehicle and the running road surface is increased, the running of the vehicle is more stable, the braking distance is shortened, and the over-bending stability of the vehicle can be greatly improved when the vehicle is particularly applied to a sport car or a sports car. Meanwhile, as the air at the bottom of the vehicle is pumped away, the air resistance of the air at the bottom of the vehicle to the vehicle is reduced, so that the wind resistance of the vehicle is reduced.

In some alternative embodiments, the branch 19 is located between the gas turbine 2 and the turbofan device 30, see fig. 9 and 10, the exhaust duct 17 being provided for a double duct at least at the junction with said branch 19, said turbofan device 30 being located in one of said double ducts, there being a reversing valve 171 between the exhaust duct 17 corresponding to the gas turbine and said double duct, said branch having a valve 174. The turbofan device 30 is located in the first exhaust pipe 173, the valve 174 is opened during normal running, the gas turbine exhaust port is communicated with the first exhaust pipe 173 (as shown in fig. 9), the valve 174 is closed during pumping running, the gas turbine exhaust port is communicated with the second exhaust pipe 172 (as shown in fig. 10), the first exhaust pipe 173 is communicated with the branch 19, and the motor 32 in the energy recovery device 30 drives the turbofan 31 to rotate, so that the extraction of the gas at the bottom of the vehicle is realized and the gas is discharged to the tail of the vehicle.

In some alternative embodiments, referring to fig. 8, the top of the vehicle is provided with an ejector port 20, the exhaust end of the gas turbine 2 is communicated with the ejector port 20 through a branch 19, the branch 19 is an upper branch, and the branch 19 is connected with the exhaust pipeline 17 and is provided with a reversing valve 171 at the connection position. The energy recovery device 30 is located between the fuel turbine 2 and the branch 19, and as shown in fig. 11, the exhaust duct 17 is opened when the vehicle is running normally; as shown in fig. 12, when the vehicle is stopped, when a person goes to the rear of the vehicle, the reversing valve 171 is opened, the exhaust pipe 17 is closed, the branch 19 is opened, and the exhaust gas is discharged from the exhaust outlet 20 so as not to burn or directly spray on the person at the rear of the vehicle.

In addition, the vehicle head is pressed downwards and the vehicle tail is slightly tilted in the braking process of the vehicle, so that the braking effect of the rear wheels of the vehicle can be affected. The reversing valve 171 is opened, exhaust gas is discharged from the exhaust outlet 20, and a downward pressure can be provided to the rear of the vehicle during braking of the vehicle to reduce the degree of tilting of the rear of the vehicle, so that the friction between the wheels of the vehicle and the running road surface is increased, and the grip of the rear wheel of the vehicle is improved to enhance the braking effect.

In some alternative embodiments, as shown in fig. 13 and 14, the branch 19 is located between the micro gas turbine 2 and the turbofan device 30, which comprises a turbofan 31, the turbofan 31 being aft-mounted with a motor 32, the turbofan 31 and the motor 32 being connected by a shaft 33. The branch 19 is provided with a double pipe at least at the junction with the exhaust duct 17, and a reversing valve is provided between each pipe of the double pipe and the exhaust duct, and the reversing valves are 171a and 171b, respectively. When both the reversing valves 171a and 171b are closed, the exhaust gas is discharged from the vehicle tail after passing through the turbofan device 30; during braking of the vehicle, both reversing valves 171a and 171b are opened, exhaust gas from the micro gas turbine 2 is discharged from the roof through the branch 19, and the motor 32 may be a motor to pump the turbofan 31 from the rear and out from the roof through the branch 19 to increase the amount of exhaust gas from the exhaust outlet 20 to enhance the braking effect.

In some alternative embodiments, the ejection port 20 of the branch 19 is inclined toward the head direction. Thus, the exhaust gas is sprayed forward to provide braking force while being sprayed upward to provide downward pressure, so that the braking effect of the vehicle during braking is enhanced.

In some alternative embodiments, the vehicle further includes a brake controller that determines whether to open the reversing valve 171 based on a brake depth of the brake pedal. For example, when the braking depth reaches a threshold value (e.g., 50%), the reversing valve 171 is opened to enhance the braking effect. And judging whether the motor is started to drive the fan to enhance the exhaust according to the further braking depth, and further enhancing the braking.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

In the description of the present utility model, a description of the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. The vehicle is characterized in that the vehicle is provided with a gas turbine, exhaust gas of the gas turbine is sprayed out from an exhaust pipeline at the tail of the vehicle, a turbofan device is arranged at the air outlet end of the gas turbine, and the turbofan device comprises a turbofan and a motor which are connected.

2. A vehicle according to claim 1, wherein the turbofan has a diameter greater than the diameter of the turbine, the turbofan being a ducted fan;

and/or the motor is electrically connected with an energy storage device and/or an electric power consumption device in the vehicle.

3. The vehicle according to claim 1, wherein the gas turbine comprises a rotating shaft, a gas compressor, a combustion chamber and a turbine, wherein the gas compressor and the turbine are respectively sleeved at an air inlet end and an air outlet end of the rotating shaft, and the gas compressor and the turbine are fixedly connected with the rotating shaft; the combustion chamber is arranged around the periphery of the gas compressor and the turbine; the gas outlet of the gas compressor is communicated with the inlet of the combustion chamber, the outlet of the combustion chamber is communicated with the gas inlet of the turbine, and the gas outlet of the turbine is communicated with the gas inlet of the turbofan.

4. The vehicle of claim 1, wherein the motor is a heuristic-integrated motor, the vehicle further comprising a motor controller, the motor controller operating in a mode comprising:

the motor controller controls the motor to be a generator, and exhaust gas of the gas turbine drives the turbofan to rotate so as to drive the motor to generate electricity;

the motor controller controls the motor to be a motor, and the motor drives the turbofan to rotate in a first rotation direction;

the motor controller controls the motor to be a motor, and the motor drives the turbofan to rotate in a second rotation direction opposite to the first rotation direction.

5. The vehicle of claim 4, wherein the vehicle chassis is provided with a bottom air outlet, and the exhaust end of the gas turbine communicates with the bottom air outlet through a branch, the branch being connected to an exhaust duct and the branch being selectively openable and closable with the exhaust duct.

6. The vehicle of claim 5, wherein the branch is located between the gas turbine and the turbofan device, the exhaust duct corresponding to the turbofan device being provided as a double duct at least at the junction with the branch, the turbofan device being located within one of the double ducts, the exhaust duct corresponding to the gas turbine having a reversing valve between the double duct and the branch, the branch having a valve.

7. The vehicle of claim 4, wherein the vehicle roof is provided with an ejector port, and the exhaust end of the gas turbine communicates with the ejector port through a branch, the branch being connected to an exhaust duct and the branch being selectively openable and closable with the exhaust duct.

8. The vehicle of claim 7, wherein the ejector port is inclined toward the head.

9. The vehicle of claim 7, wherein the turbofan device is located between a gas turbine and a bypass, a reversing valve being disposed between the bypass and an exhaust duct;

or the branch is positioned between the gas turbine and the turbofan device, the branch is at least provided with a double pipe at the joint of the branch and the exhaust pipeline, and reversing valves are respectively arranged between each pipe of the double pipe and the exhaust pipeline.

10. The vehicle of claim 7, further comprising a brake controller that determines whether to turn on the bypass and whether to turn on the motor to turn the turbofan to enhance exhaust based on a brake depth of a brake pedal of the vehicle.