CN220134063U - Vehicle with a wheel - Google Patents

Abstract

The utility model discloses a vehicle, which is provided with an air inlet and an air outlet, wherein the air outlet is arranged at the tail of the vehicle, and the air inlet is connected to the air outlet through a pipeline. In the utility model, the front side and/or the two sides of the vehicle are/is induced to blow, the resistance of the vehicle head is reduced, the vacuum area of the vehicle tail is compensated by air, the wind resistance of the whole vehicle is reduced, and the dynamic performance is obviously improved.

Description

Vehicle with a wheel

Technical Field

The utility model belongs to the field of vehicles, and particularly relates to a pneumatic layout for remarkably 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.

Therefore, there is a need for a vehicle that effectively reduces the vacuum area and turbulence behind the vehicle.

Disclosure of Invention

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

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

the vehicle is characterized by comprising an air inlet and an air outlet, wherein two sides of the vehicle body are provided with an air inlet, and/or a front air inlet is arranged on the vehicle head, an air outlet is arranged on the vehicle tail, and the front air inlet and the air inlet are connected to the air outlet through pipelines.

Further, the pipes are arranged along the vehicle bottom and/or the vehicle roof.

Further, the vehicle is provided with a gas turbine, the front air inlet and/or the side air inlet are/is respectively communicated with an air inlet end of the gas turbine through a pipeline, and an air outlet end of the gas turbine is communicated with an air outlet through an air outlet pipeline.

Further, the gas turbine is a front-mounted type. The gas turbine has an inlet end disposed adjacent the front inlet and an exhaust end in communication with the outlet through an exhaust conduit extending within the vehicle. The gas can conveniently enter the gas turbine, and the gas inlet efficiency is improved.

Further, the gas turbine is a rear-mounted gas turbine. An exhaust end of the gas turbine is disposed adjacent the air outlet and an intake end of the gas turbine communicates with the front air inlet and/or the side air inlet through a conduit extending within the vehicle. The energy recovery of the exhaust gas of the gas turbine can be facilitated, the heat loss is reduced, and the energy recovery efficiency is improved.

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 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 front air inlet and/or the side air inlet are/is communicated with the air inlet of the air compressor, the air outlet of the air compressor is communicated with the inlet of the combustion chamber, the outlet of the combustion chamber is communicated with the air inlet of the turbine, and the air outlet of the turbine is communicated with the air outlet of the vehicle.

Further, a bottom air outlet is arranged on the vehicle chassis, the exhaust end of the gas turbine is communicated with the bottom air outlet through a branch, and the branch is connected with an exhaust pipeline and is provided with a reversing valve at the joint.

Further, a turbofan is arranged between the bottom air outlet and the branch, a motor is arranged at the tail end of the turbofan, and the motor is a generator, a motor or a heuristic integrated motor.

Further, an ejector port is arranged at the top of the vehicle, the exhaust end of the gas turbine is communicated with the ejector port through a branch, and the branch is connected with an exhaust pipeline and is provided with a reversing valve at the joint.

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

Further, a turbofan device is arranged at the gas outlet end of the gas turbine, 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.

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

the vehicle body is provided with the side air inlet on two sides and/or the vehicle head is provided with the front air inlet, the vehicle tail is provided with the air outlet, the front air inlet and the side air inlet are connected to the air outlet through pipelines, the front side of the vehicle is induced draft, and the rear side air blowing can realize the effects that the vehicle head resistance is reduced, the vacuum area of the vehicle tail is compensated by air, the windage resistance of the whole vehicle is reduced, and the dynamic performance is obviously improved. The air inlet and the air outlet are reasonably arranged on the vehicle body, the wind resistance flow model of the traditional vehicle type is converted into a water drop-shaped air inlet unit, and particularly when the front air inlet and the air inlets on the two sides exist, the wind resistance flow model is converted into four water drop-shaped wind resistance flow models which obviously reduce the wind resistance coefficient, so that the wind resistance can be effectively reduced.

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;

FIGS. 5-1, 5-3, 5-4, and 5-5 are schematic views of the flow of wind resistance in a vehicle structure according to the present utility model;

FIG. 5-2 is a schematic view of the flow direction of the windage experienced by the vehicle of the present utility model;

FIG. 6 is a schematic view of a gas turbine and turbofan power generation configuration of the present utility model;

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 the exhaust structure of the roof 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 when the exhaust pipe is provided with a double pipe and is driven by suction.

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: 11-front air inlet, 12-side air inlet, 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-gas turbine, 20-top air outlet, 21-spindle, 22-compressor, 23-combustion chamber, 24-turbine, 25-motor one, 30-turbofan device, 31-turbofan, 32-motor, 33-spindle, 4-duck wing kinetic assembly.

Detailed Description

The main reason for the appearance resistance is that when the vehicle runs at a high speed, air at the front part of the vehicle body is extruded, so that the air pressure at the vehicle head is increased, and a vacuum area is formed at the tail part. The pressure difference between the front and rear of the vehicle body is a part of the form resistance. Another part of the profile resistance is caused by tail turbulence. When the air around the vehicle body fills the vacuum area at the tail of the vehicle, turbulence is formed, and the air behind the vehicle is unstable. The larger the turbulence mass formed, the greater the profile resistance of the vehicle. As shown in fig. 1, because the vehicle has a large angular shape change at the tail, the airflow flows to the tail along the bottom and the roof of the vehicle, so that a large turbulence mass is easy to appear, especially at the bottom of the tail, and the bottom of the tail has a shape change almost at right angles due to the shape and bearing function requirements of the vehicle, so that the shape resistance brought by the shape change is large. As shown in fig. 2, due to the requirements of the appearance and the bearing function of the vehicle, the tail of the vehicle is approximately square in a plan view, and the airflow flows to the tail along two sides of the vehicle, so that larger turbulent flow clusters are easy to occur, and the appearance resistance brought by the turbulent flow clusters is large.

In theory, the most ideal shape for reducing the wind resistance coefficient and reducing the turbulence is a drop shape, as shown in fig. 3 (the front is located above and the tail is located below). The air on both sides gradually merges together along the tail end of the water drop, and finally becomes air flow with the same direction and flow rate. This profile minimizes turbulence and avoids energy losses.

In reality, it is not realistic to cause the vehicle to have a drop shape. The vehicle with the lowest wind resistance coefficient in the existing vehicle is a Benz IAA concept vehicle, as shown in fig. 4, (in the figure, the vehicle head is positioned on the left side, the vehicle 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 high speed, a circle of duck wing type dynamic components can extend out of the tail of the vehicle to drain surrounding air, so that the turbulence of the gas at the tail of the vehicle is reduced. The drawbacks of this approach are also apparent: firstly, a pointed duck wing type assembly is arranged at the tail part, so that the requirements of vehicle safety regulations are not met; in addition, the telescopic duck wing type structure of the tail of the vehicle is complex and high in cost, and occupies a large amount of space in the vehicle when the telescopic duck wing type structure is retracted.

The gas turbine is a rotary power machine which uses continuously flowing gas as working medium and converts heat energy into mechanical work. When the gas turbine is applied to the vehicle, the wake flow exhausted from the exhaust end of the gas turbine can guide the airflow at the tail of the vehicle, so that the vacuum area of the tail of the vehicle is reduced, and the turbulence of the tail gas of the vehicle is reduced.

Examples

Referring to fig. 5-1, a vehicle body is provided with an air inlet 12 on both sides thereof, a vehicle tail 16 is provided with an air outlet 13, and the air inlet 12 is connected to the air outlet 13 through a pipe 14. The vehicle body which is basically square in top view is subjected to hydrodynamic division through the side air inlet 12 and the pipeline 14 which is communicated with the side air inlet 12 and the air outlet 13, and is specifically divided into three water-drop-like gas flow units, see fig. 5-2, namely, the air inlet and the air outlet are formed in the vehicle body, and the air around the vehicle is guided to flow in a pipeline communicated mode, so that the wind resistance is reduced.

Preferably, the side air inlet 12 is symmetrically arranged to improve air inlet uniformity and equalize side stress.

The reduction of wind resistance can effectively reduce the power output consumed by overcoming the wind resistance, the average wind resistance coefficient of common vehicles is between 0.28 and 0.4, and when the wind resistance is reduced by 10 percent, the oil consumption can be saved by about 7 percent, so that the wind resistance of the vehicles is reduced by arranging an air inlet and an air outlet on the vehicle body and communicating the air inlet and the air outlet through pipelines, the fuel economy of the vehicles can be obviously improved, the noise caused by the wind resistance can be reduced, and the acceleration performance and the control performance can be improved, thereby obviously improving the overall performance of the vehicles.

In some alternative embodiments, see also fig. 5-3, the head 15 is provided with a front air inlet 11 and the tail 16 is provided with an air outlet 13, said front air inlet 11 being connected to the air outlet 13 by a duct 14. The pipes 14 may be disposed along the vehicle bottom and/or roof, the example of fig. 5-3 being shown as being disposed along the vehicle bottom. This arrangement can prevent the riding space in the vehicle from being affected as much as possible. The duct 14 has a curvilinear transition in its direction of extension to facilitate reducing the resistance to flow of air therethrough. Preferably, the bending angles of the pipeline 14 between the air inlet 11 and the air outlet 13 are obtuse angles, and the three water-drop-like air flow units are formed together with the air flow around the vehicle, so that the wind resistance of the vehicle is reduced as much as possible.

Specifically, the cross-sectional shape of the tube 14 may be circular, oval, etc., and the material of the tube 14 is selected from corrosion resistant materials such as stainless steel or other alloy materials. The connection of the pipe 14 to the air inlet 11 and the air outlet 13 may be by conventional means, such as welding, mechanical fastening by fasteners, etc. When the pipeline 14 is arranged along the vehicle bottom, the air circulation form at the bottom of the vehicle tail is greatly improved, and turbulence clusters at the position are weakened and reduced, so that the wind resistance is reduced.

In another embodiment, see fig. 5-4, the front air inlet 11 is provided on the front 15, the side air inlet 12 is provided on both sides of the vehicle body, the air outlet 13 is provided on the rear 16, and both the front air inlet 11 and the side air inlet 12 are connected to the air outlet 13 through the pipe 14. Through locomotive and automobile body both sides all set up the air inlet, but increase air input to turn into four water droplet shape windage flow model with windage flow model, especially can effectively reduce the windage of vehicle head when the automobile body is wider like this.

In some alternative embodiments, the vehicle is provided with a gas turbine 2, the gas turbine 2 being arranged at a duct 14 between the air inlet 11 and the air outlet 13. In the running process of the gas turbine, the gas inlet end has a strong gas suction effect, and the gas outlet end has a strong gas discharge effect, so that the gas turbine is arranged between the gas inlet and the gas outlet of the vehicle, the gas flow guiding effect of the gas inlet and the gas outlet of the vehicle and the pipeline between the gas inlet and the gas outlet of the vehicle can be obviously enhanced, and the wind resistance reducing effect is enhanced. Moreover, the gas turbine 2 can also be used as a power device or an energy supply device to drive the vehicle or charge an energy storage device (such as a battery) in the vehicle.

In particular, the gas turbine 2 may be disposed on a vehicle chassis. In some embodiments, the gas turbine 2 inlet end may be disposed toward the head 15 and the outlet end may be disposed toward the tail 16, which may facilitate connection with the duct 14, and may not be susceptible to bending to avoid impeding gas flow, although such an arrangement is preferred and other arrangements may be employed. The front air inlet 11 and the side air inlet 12 are respectively communicated with the air inlet end of the gas turbine 2 through a pipeline 14, and the air outlet 13 is communicated with the air outlet end of the gas turbine 2 through an air outlet pipeline 17. The gas turbine 2 may be a micro gas turbine.

Compared with the Benz IAA concept vehicle, the vehicle body surrounding air is guided by high-pressure, high-speed and high-temperature air flow sprayed out from the tail part, and the vehicle body surrounding air guiding device is simple in structure and excellent in effect. The exhaust flow and temperature of the miniature gas turbine are greatly increased (not less than 100g/s and 270 ℃ C.) compared with those of a common piston engine, the exhaust flow of a vehicle adopting the miniature gas turbine is greatly increased compared with that of a common vehicle, the front and/or the side of the vehicle are provided with air inlets, air is introduced into the air inlets and sprayed out from the air outlets, the flow is increased, the temperature of the tail gas is reduced, and a part of energy is converted into flow velocity or flow. The pneumatic layout of the design can spray high-temperature and high-speed tail gas to the tail of the vehicle, as shown in fig. 5-1, not only can fill a vacuum area of the tail of a common vehicle during high-speed running, but also can form a high-speed air column at the tail, drain surrounding air, weaken and reduce turbulent flow groups around the vehicle body, and remarkably reduce air resistance during running.

In some alternative embodiments, referring to fig. 5-1, 5-3 and 5-4, the gas turbine 2 is aft, i.e., the exhaust end of the gas turbine is positioned adjacent the air outlet, and the air intake end of the gas turbine communicates with the front air inlet and/or the side air inlet via a conduit extending within the vehicle. Specifically, the gas turbine 2 is disposed near the chassis at the tail of the vehicle to reduce turbulence clusters at the bottom of the tail of the vehicle, thereby reducing wind resistance.

In other alternative embodiments, referring to fig. 5-5, the gas turbine 2 is forward, i.e., the gas turbine inlet end is positioned adjacent the forward inlet port, and the gas turbine exhaust end communicates with the gas outlet port via an exhaust duct extending within the vehicle. The front air inlet 11 is arranged on the head 15, and the air outlet 13 is arranged on the tail 16. The gas turbine 2 has an inlet end arranged towards the head 15 and an outlet end arranged towards the tail 16. The gas outlet end of the gas turbine 2 is connected to the gas outlet 13 by a pipe 14.

In some alternative embodiments, referring to fig. 6, the gas turbine 2 includes a rotating shaft 21, a 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 compressor 22 and the turbine 24, and the 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 front air inlet 11 and/or the side air inlet 12 are/is communicated with an air inlet of the air compressor, an air outlet of the air compressor is communicated with an inlet of a combustion chamber 23, an outlet of the combustion chamber 23 is communicated with an air inlet of a turbine 24, and an air outlet of the turbine 24 is communicated with an air outlet 13 of the vehicle.

In some alternative embodiments, the 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 a heuristic motor, and the first motor 25 may be used as a motor to drive the compressor 22 to rotate, and is used as a generator to generate electricity after the gas turbine is accelerated to operate independently.

In some alternative embodiments, referring to fig. 7, a bottom air outlet 18 is provided on the vehicle chassis, the air discharge end of the gas turbine 2 communicates with the bottom air outlet 18 through a branch 19, and the branch 19 is connected with the air discharge pipe 17 and a reversing valve 171 is provided 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.

By arranging the branch 19 and the reversing valve 171, the outflow direction of the air flow can be reasonably adjusted, the advantages of high-pressure, high-speed and high-temperature exhaust of the gas turbine are fully utilized, and the influence of the exhaust on safety is avoided.

In some alternative embodiments, see fig. 8, the top of the vehicle is provided with an ejector port 20, the exhaust end of the gas turbine 2 communicates with the ejector port 20 via a branch 19, and the branch 19 is connected with the exhaust pipe 17 and a reversing valve 171 is provided 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 air outlet 20 so as to avoid burning or directly spraying on the person at the tail 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. In the scheme that the top of the vehicle is provided with the ejection port 20, the reversing valve 171 is opened, exhaust gas is discharged from the ejection port 20, and downward pressure can be provided for the tail of the vehicle during braking of the vehicle, so that the tilting degree of the tail of the vehicle is reduced, the friction between the wheels of the vehicle and a running road surface is increased, and the grip of the rear wheels of the vehicle is improved, so that the braking effect is enhanced.

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.

Among them, whether to open the change valve 171 may be determined based on the braking 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. By reasonably calling the reversing valve, the exhaust characteristic of the gas turbine can be fully utilized, the driving force is changed into braking force, and the energy utilization rate is improved.

In some alternative embodiments, as shown in fig. 6, a turbofan 31 is disposed at the air outlet end of the gas turbine 2, a motor 32 is disposed at the tail end of the turbofan 31, the turbofan 31 and the motor 32 are connected through a shaft 33, and a housing of the motor 32 is fixed on the 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 gas turbine is arranged in the vehicle, and the air inlet efficiency of the front side air compressor is improved, the air exhaust efficiency of the rear side turbine is improved, and the power generation efficiency of the whole vehicle is greatly improved. Preferably, in both the forward and aft embodiments of the gas turbine 2, a turbofan 31 and an electric motor 32 may be provided. The motor 32 may be a generator, and the gas emitted from the gas outlet end of the gas turbine 2 can drive the turbofan 31 to rotate, so as to drive the motor 32 to generate electricity, and the electricity generated by the motor 32 can be delivered to an energy storage device in the vehicle, such as a battery, or can be directly delivered to power consumption equipment in the vehicle, such as an air conditioner, a car lamp, and the like. The motor 32 may be a heuristic-integrated motor, and when the motor 32 is acting as a motor, the motor 32 may be connected to an in-vehicle energy storage device. 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 gas turbine 2 has a certain speed and heat, the energy of the part can be recovered and utilized by the turbofan 31 and the motor 32, so that the energy utilization rate of the vehicle is improved.

Preferably, the diameter of the turbofan 31 is larger than that of the turbine 24, and the turbofan 31 may be a ducted fan, and when the turbine 24 blows the turbofan 31 to rotate, external low-temperature air (gas is emitted relative to the turbine 24) can be ejected from the air outlet 13 through the turbofan 31, so as to increase the flow rate of the gas discharged from the air outlet 13, thereby better filling the tail vacuum area and scattering turbulent flow, so as to reduce wind resistance. 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, the embodiment having the branch 19 further includes the turbofan 31 and the motor 32 of the above embodiments, with 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 may be a generator for storing energy or may be a motor for increasing the air extraction power of the turbofan 31, and the turbofan 31 extracts air at the bottom of the vehicle via 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, a 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, in embodiments where branch 19 connects with an ejector port 20, branch 19 may preferably be located between turbine 24 and turbofan 31. During braking of the vehicle, the reversing valve 171 is opened and the motor 32 may be a motor to increase the exhaust power of the turbo fan 31, i.e., to increase the exhaust amount of the exhaust outlet 20, to enhance the braking effect.

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 pipeline 17 is provided with a double pipe, the turbofan device 30 is located on the first exhaust pipe 173, the valve 174 is opened during normal running, the gas turbine exhaust port is communicated with the first exhaust pipeline 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 pipeline 172 (as shown in fig. 10), the first exhaust pipeline 173 is communicated with the branch 19, and the motor 32 in the turbofan device 30 drives the turbofan 31 to rotate, so that the gas at the bottom of the vehicle is extracted and discharged to the tail.

The turbofan device 30 is located between the fuel turbine 2 and the branch 19, as shown in fig. 11, and when the vehicle is running normally, the exhaust duct 17 is opened; 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 some alternative embodiments, as shown in fig. 13 and 14, the branch 19 is located between the 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 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 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 by comprising an air inlet and an air outlet, wherein two sides of the vehicle body are provided with an air inlet, and/or a front air inlet is arranged on the vehicle head, an air outlet is arranged on the vehicle tail, and the front air inlet and the air inlet are connected to the air outlet through pipelines.

2. A vehicle according to claim 1, characterized in that the pipes are arranged along the vehicle bottom and/or the vehicle roof.

3. A vehicle according to claim 1, characterized in that the vehicle is provided with a gas turbine, the front inlet and/or the side inlet being connected to the gas turbine inlet end via a duct, respectively, and the gas turbine outlet end being connected to the outlet via an exhaust duct.

4. A vehicle according to claim 3, wherein the gas turbine is forward, the gas turbine inlet end is disposed adjacent the front inlet and the gas turbine exhaust end communicates with the gas outlet through an exhaust duct extending within the vehicle.

5. A vehicle according to claim 3, wherein the gas turbine is rear-mounted, the exhaust end of the gas turbine being disposed adjacent the air outlet, and the air inlet end of the gas turbine being in communication with the front air inlet and/or the side air inlet via a conduit extending within the vehicle.

6. The vehicle according to claim 3, 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 front air inlet and/or the side air inlet are/is communicated with the air inlet of the air compressor, the air outlet of the air compressor is communicated with the inlet of the combustion chamber, the outlet of the combustion chamber is communicated with the air inlet of the turbine, and the air outlet of the turbine is communicated with the air outlet of the vehicle.

7. A vehicle according to claim 3, wherein 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, and the branch is connected with an exhaust pipeline and is provided with a reversing valve at the connection position.

8. A vehicle according to claim 3, wherein the top of the vehicle is provided with an ejector port, the exhaust end of the gas turbine communicates with the ejector port via a branch, and the branch is connected to the exhaust duct and provided with a reversing valve at the junction.

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

10. A vehicle according to claim 3, wherein the gas turbine outlet end is provided with a turbofan device comprising a turbofan and an electric motor connected.