JP2009154750A - Vehicular drag reducing device and truck equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular drag reducing device which reduces drag working on a vehicle at drive time. <P>SOLUTION: The vehicular drag reducing device 20 is equipped with the cargo box front (forward surface) 13 facing the front of a vehicle which is mounted on the outside of the forwardly movable vehicle and with the movable plate top surface (vestibular surface) 31a extending in the longitudinal direction D1 of the vehicle toward the front from the base end of the cargo box front 13. The cargo box front 13 is the vehicular drag reducing device 20 arranged so as to be orthogonal to the movable plate top surface 31a and to the longitudinal direction D1 of the vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a structure of a vehicle that can move forward, such as an automobile such as a truck or a train, and more particularly to a drag reduction device for a vehicle that reduces drag such as air resistance acting on a running vehicle.

  When moving forward, vehicles such as automobiles and trains receive headwind (hereinafter referred to as travel wind) generated from traveling. This traveling wind acts on the vehicle as a drag such as air resistance that prevents the vehicle from moving forward. Therefore, various ideas for reducing the drag force have been applied to the shape of the vehicle.

  For example, in trucks such as trailer trucks and container trucks that are a type of vehicle, a wind direction plate (drag foiler) that guides the flow of traveling wind toward the packing box behind the truck may be installed on the roof of the driving cabin. (See Patent Document 1).

This wind direction plate is intended to smoothly guide the main stream of traveling wind passing above the operating cabin to the upper side of the cargo box. If the traveling wind passing over the driving cabin can be smoothly guided to the upper side of the cargo box, the magnitude of the drag such as air resistance can be reduced compared with the case where the traveling wind hits the front of the cargo box. In addition, energy use efficiency such as fuel consumption can be improved.
JP-A-8-230726

  By the way, in the said truck, in order to flow a driving | running | working wind smoothly in a predetermined direction, the member called a wind direction board is used. Therefore, the drag such as air resistance may be reduced as compared with before using the wind direction plate, but the drag generated between the traveling wind and the wind direction plate cannot be eliminated.

  The present invention can reduce drag, such as air resistance, by smoothly flowing the traveling wind generated during traveling of the vehicle without using a wind direction plate, and can reduce the drag in the vehicle traveling direction generated using the traveling wind. It is an object of the present invention to provide a drag reduction device for a vehicle that can substantially reduce the drag by applying a force to the vehicle, and thus can improve the energy utilization efficiency such as fuel consumption. .

The above problems can be solved by the following invention described in each claim of the present application.
That is, the invention described in claim 1 is a front-facing surface that faces the front of the vehicle that is installed outside the vehicle that can move forward, and extends in the vehicle front-rear direction from the base end of the front-facing surface toward the front. And a vestibular surface, wherein the front-facing surface is arranged in a state of being orthogonal to the vestibule surface and orthogonal to the vehicle front-rear direction.

  Since the drag reducing device for a vehicle according to the first aspect of the present invention is configured as described above, when the vehicle in which the drag reducing device is installed receives a traveling wind from the front, Primary separation occurs at the front edge of the surface, and when the traveling air that has been primarily separated flows away from the vestibular surface and flows so as to contact the upper end of the front surface, secondary separation occurs near the upper end of the front surface, and the primary separation occurs. A vortex is generated in a region of a substantially triangular shape in a side view surrounded by the separated traveling wind, the vestibular surface, and the front-facing surface. This eddy current acts to stabilize the flow of the primary separated traveling wind that flows outside the eddy current, so even if the wind direction plate described as the background art is not used, the traveling wind that has primarily separated at the front edge of the vestibular surface is smooth. It is possible to flow backward, and drag such as air resistance can be reduced. Further, unlike the wind direction plate used in the background art, the vortex flow has very few resistance elements, and the drag reduction effect is great in this respect as well. Furthermore, when eddy current is generated, the area where the vortex flow is generated, i.e., the area surrounded by the primary separation traveling wind, the vestibular surface and the frontal surface becomes negative pressure, and therefore, on the frontal surface and the front court surface facing the area, A pulling force toward the negative pressure region acts. Among these, in particular, the pulling force acting on the forward-facing surface is a force opposite to the drag force, so that the drag force is offset and the drag force can be substantially reduced. In particular, when the frontal surface is orthogonal to the vestibular surface and is orthogonal to the traveling direction, the direction of the pulling force acting on the frontal surface is the same direction as the extending direction of the vestibular surface, that is, Match the vehicle longitudinal direction. As described above, when the direction of the pulling force coincides with the vehicle longitudinal direction, all of the pulling force can be used as a force to cancel the drag, so that a larger drag reduction effect can be obtained. As described above, when the drag reducing device of the present invention is installed in a vehicle, the traveling wind primarily peeled off at the front edge of the vestibule surface can be smoothly flowed backward, and the drag is exerted by the pulling force acting on the front surface. Since it can cancel, drags, such as air resistance, can be reduced remarkably.

  The invention described in claim 2 is the drag reduction device for a vehicle according to claim 1, wherein the upper edge of the front facing surface and the front edge of the vestibular surface are orthogonal to the vehicle longitudinal direction. It is characterized by.

  Since the invention described in claim 2 is configured as described above, the tensile force acts evenly over the entire width of the front-facing surface of the drag reducing device. As a result, the drag can be evenly canceled over the entire width of the vehicle, and the drag such as air resistance can be significantly reduced.

  A third aspect of the present invention is the drag reducing device for a vehicle according to any one of the first and second aspects, wherein the vehicle is traveling in a space in front of the front facing surface and above the front court surface. A partition body that prevents air from flowing into the negative pressure region to be formed from the side of the vehicle is provided at both ends of the vestibule surface in the vehicle width direction.

  Since the invention described in claim 3 is configured as described above, the partition member can prevent air from flowing into the negative pressure region from the side of the vehicle. When air flows into the negative pressure region, the pressure in the negative pressure region increases accordingly, and the magnitude of the tensile force acting on the forward facing surface is reduced. In this regard, if the partition plate is provided, the inflow of air from the side of the vehicle is prevented, so that an increase in the pressure in the negative pressure region is prevented, and a tensile force acting on the front surface can be obtained with certainty.

  The invention described in claim 4 is the drag reduction device for a vehicle according to any one of claims 1 to 3, wherein the height of the front facing surface is greater than the length of the vestibular surface in the vehicle front-rear direction. It is characterized by being short.

  Since the invention described in claim 4 is configured as described above, the traveling wind that has been primarily peeled off at the primary peeling position that is the front edge of the vestibular surface is applied to the upper edge of the forward facing surface that is the secondary peeling position. It will be in a state where it is easy to flow toward. When the first-peeled running wind is made to flow to the upper edge of the forward facing surface, secondary peeling occurs at the upper edge of the front-facing surface. Generation of vortex flow such as Karman vortex behind the surface can be prevented, and generated drag can be reduced. In addition, when the flow is such that secondary separation occurs at the upper edge of the forward surface, a higher-speed vortex flow is generated in the space in front of the forward surface and above the vestibular surface, thereby further reducing the pressure in the negative pressure region. Can be reduced. As a result, a larger tensile force can be applied to the forward-facing surface, and a greater drag reduction effect can be obtained substantially.

  According to a fifth aspect of the present invention, there is provided a driving cabin disposed in front of the vehicle and a cargo box disposed in the rear of the driving cabin, wherein the height of the cargo box is higher than the roof of the driving cabin. 5. The drag reduction for a vehicle according to claim 1, wherein the vehicle has a front-facing surface formed by using a front surface of the packing box and a vestibule surface formed on a driving cabin. It is a truck provided with a device.

  Since the invention described in claim 5 is configured as described above and includes the drag reduction device as described above, it is possible to significantly reduce drag such as air resistance during truck running.

  The invention described in claim 6 is the truck described in claim, characterized in that the length of the vestibular surface in the vehicle front-rear direction is shorter than the height dimension of the driving cabin.

  Since the invention described in claim 6 is configured as described above, the traveling wind that has been primarily peeled off at the primary peeling position, which is the front edge of the vestibular surface, is subjected to secondary peeling in the vicinity of the position of the upper edge of the front surface. It comes to occur. If it becomes such a flow, the flow of the driving | running | working wind after primary peeling becomes smooth, generation | occurrence | production of eddy currents, such as a Karman vortex in the back of a front facing surface, can be prevented, and the produced drag can be reduced. In addition, when the flow is such that secondary separation occurs at the upper edge of the forward surface, a higher-speed vortex flow is generated in the space in front of the forward surface and above the vestibular surface, thereby further reducing the pressure in the negative pressure region. Can be reduced. As a result, a larger tensile force can be applied to the forward-facing surface, and a greater drag reduction effect can be obtained substantially.

  The invention described in claim 7 is the truck according to claim 5 or claim 6, wherein the vestibule surface is an upper surface of a movable member installed on the driving cabin so as to be movable up and down. The height of the forward surface from the upper surface of the movable member can be adjusted by the vertical movement of the movable member.

  Since the invention described in claim 7 is configured as described above, the height of the forward facing surface from the upper surface of the movable member can be adjusted. If the height of the front facing surface can be adjusted, it can be adjusted so that the traveling wind primarily peeled off at the front edge of the vestibular surface flows toward the upper edge of the front facing surface. Secondary peeling can be performed. Since the traveling wind that has been secondarily peeled off at the upper edge of the forward surface flows smoothly behind the upper edge, the generation of vortex currents such as Karman vortices behind the forward surface is prevented, and drag generated during truck traveling is reduced. be able to. In addition, when the flow is such that secondary separation occurs at the upper edge of the forward surface, a higher-speed vortex flow is generated in the space in front of the forward surface and above the vestibular surface, thereby further reducing the pressure in the negative pressure region. Can be reduced. As a result, a larger tensile force can be applied to the forward-facing surface, and a greater drag reduction effect can be obtained substantially.

  As described above, when the drag reducing device for a vehicle according to the present invention is used, when the vehicle receives a traveling wind from the front, such as when the vehicle travels, primary peeling occurs at the front edge of the vestibular surface, and the primary peeling travels. When the wind flows backward away from the vestibule surface and flows so as to contact the upper end of the front surface, secondary separation occurs near the upper end of the front surface, and it is surrounded by the primary separation running wind, the front garden surface, and the front surface. A eddy current is generated in a substantially triangular region. This eddy current acts to stabilize the flow of the primary separated traveling wind that flows outside the eddy current, so even if the wind direction plate described as the background art is not used, the traveling wind that has primarily separated at the front edge of the vestibular surface is smooth. It is possible to flow backward, and drag such as air resistance can be reduced. Further, unlike the wind direction plate used in the background art, the vortex flow has very few resistance elements, and the drag reduction effect is great in this respect as well. Furthermore, when eddy current is generated, the area where the vortex flow is generated, i.e., the area surrounded by the primary separation traveling wind, the vestibular surface and the frontal surface becomes negative pressure, and therefore, on the frontal surface and the front court surface facing the area, A pulling force toward the negative pressure region acts. Among these, in particular, the pulling force acting on the forward-facing surface is a force opposite to the drag force, so that the drag force is offset and the drag force can be substantially reduced. In particular, when the frontal surface is orthogonal to the vestibular surface and is orthogonal to the traveling direction, the direction of the pulling force acting on the frontal surface is the same direction as the extending direction of the vestibular surface, that is, Match the vehicle longitudinal direction. As described above, when the direction of the pulling force coincides with the vehicle longitudinal direction, all of the pulling force can be used as a force to cancel the drag, so that a larger drag reduction effect can be obtained. As described above, when the drag reducing device of the present invention is installed in a vehicle, the traveling wind primarily peeled off at the front edge of the vestibule surface can be smoothly flowed backward, and the drag is exerted by the pulling force acting on the front surface. Since it can cancel, drags, such as air resistance, can be reduced remarkably.

  The drag reduction device for a vehicle according to the invention of the present application is a front-facing surface that faces the front of the vehicle, which is installed outside the vehicle that can move forward, and a vestibule that extends in the front-and-rear direction of the vehicle from the base end of the front-facing surface. It is assumed that the forward facing surface is arranged in a state orthogonal to the vestibular surface and orthogonal to the vehicle longitudinal direction. The upper edge of the front-facing surface and the front edge of the vestibular surface are orthogonal to the vehicle longitudinal direction.

  In addition, a partition that prevents air from flowing from the side of the vehicle into the negative pressure area formed when the vehicle travels in the space in front of the front surface and above the front yard surface is provided at both ends in the vehicle width direction of the front yard surface. It shall be. In addition, the height of the front facing surface is shorter than the length of the front yard surface in the vehicle front-rear direction.

  Furthermore, the invention of the present application is a truck comprising a driving cabin disposed in front of the vehicle and a cargo box disposed behind the driving cabin, the height of the cargo box being higher than the roof of the driving cabin, A drag reducing device for a vehicle having a forward facing surface formed by using a front surface of a cargo box and a vestibular surface formed on a driving cabin is provided.

  The vehicle front-rear direction length of the vestibule surface is shorter than the height dimension of the driving cabin. The vestibule surface is the upper surface of a movable member installed on the operating cabin so as to be movable up and down, and the height of the front surface from the upper surface of the movable member can be adjusted by the vertical movement of the movable member. Suppose that

  Embodiments of a vehicle according to the present invention will be described below in detail with reference to the drawings.

  As shown in FIG. 1, a truck 10, which is a type of vehicle, includes a driving cabin 11 that surrounds a driver's seat in front of a body frame, and a cargo box in which luggage or the like is stored behind the driving cabin 11. 12 is installed.

  A front surface (forward-facing surface) 13 of the cargo box 12 constitutes a part of a drag reduction device 20 described later, and is flat and arranged in a state orthogonal to the vehicle longitudinal direction D1 of the truck 10. Has been. The upper end edge 13e of the front surface 13 of the cargo box extends in a direction perpendicular to the vehicle longitudinal direction D1 and parallel to the vehicle width direction D2.

  On the driving cabin 11, there is installed a movable unit 30 that constitutes a part of a drag reducing device 20 that reduces the drag received by the truck 10 by controlling the flow of the running wind W generated during running. The movable unit 30 is disposed on both sides of the movable plate 31, a movable plate 31 that can be moved up and down in the vertical direction D 3 (see FIG. 2), a lifter 35 that moves the movable plate 31 up and down. A partition 36 and a hanging plate 37 disposed on the front side of the movable plate 31 are provided. Since the lifter 35 is a well-known electric lifter, detailed description thereof is omitted here.

  The movable plate 31 includes an upper surface (a vestibule surface) 31a that is a flat surface extending horizontally. The upper surface 31a of the movable plate 31 has a quadrangular shape in a plan view, and a linear rear end edge 31b positioned on the cargo box 12 side of the truck 10 and a linear front end edge 31f positioned in front of the truck 10. And both straight side edges 31 s located on the left and right sides in the vehicle width direction of the truck 10. The rear end edge 31b and the front end edge 31f are both orthogonal to the vehicle front-rear direction D1 and extend in a direction parallel to the vehicle width direction D2. Further, the side edge 31s extends in a direction parallel to the vehicle longitudinal direction D1.

  The movable plate 31 is in contact with the front surface 13 of the packing box 12 in a state in which the movable plate 31 can move up and down. That is, the upper surface 31a of the movable plate 31 is in contact with the rear edge 31b in a state orthogonal to the front surface 13 of the packing box 12 (see FIG. 2). When the movable plate 31 is moved up and down, the height dimension H of the packing box front surface 13 located above the upper surface 31a of the movable plate 31 can be expanded and contracted.

  The partition body 36 is a substantially right triangle plate-like member, and is provided at both ends of the movable plate (vestibular surface) 31 in the vehicle width direction. And the partition 36 is arrange | positioned in the state orientated in the direction orthogonal to the vestibule surface and extending in the vehicle front-back direction D1. Moreover, the partition 36 is arrange | positioned in the state orthogonal to the packing box front surface 13. As shown in FIG. More specifically, the partition 36 is in a state where one side (long side in this embodiment) of the two sides which are not the oblique sides becomes a lower end edge 36a extending horizontally, and the lower end edge 36a It is fixed to the side end of the movable plate 31. And the partition 36 is arrange | positioned in the state from which the hypotenuse 36b becomes an upward slope toward the back from the front. The remaining one side (short side in the embodiment) is arranged at the rear end position in the vehicle front-rear direction so as to extend vertically as the rear end edge 36c. The rear end edge 36 c of the partition 36 is in contact with the front surface 13 of the packing box 12. By this partition 36, air can be prevented from flowing from the lateral direction of the vehicle into the space S in front of the front surface 13 of the cargo box and above the upper surface 31a of the movable plate. In this way, the partition plate 36 is installed at both end positions of the space S where the inflow of air is prevented, and at both end positions of the portion (forward-facing surface) between the partition plates 36 in the front surface 13 of the packing box 12. It can be said that it is installed. As shown in FIG. 2, the drooping plate 37 is fixed to the front end surface of the movable plate 31 at its upper end and extends downward. The lower end of the hanging plate 37 extends to the upper portion of the operation cabin 11 when the movable plate 31 is positioned at the lower limit position, and extends to the length applied to the lifter 35 when the movable plate 31 is positioned at the upper limit position. Since there is such a hanging plate 37, even when the movable plate 31 is moved upward, the traveling wind W blown from the front during traveling is prevented from flowing into the lower side of the movable plate 31.

  When such a drag reduction device 20 is provided in the truck 10, the drag received by the truck 10 when the traveling wind W is received can be reduced, and energy utilization efficiency such as fuel consumption can be improved.

  Then, next, the state at the time of driving | running | working of the truck 10 provided with the drag reduction apparatus 20 is demonstrated.

  As shown in FIG. 3, the traveling truck 10 receives a traveling wind W from the front of the truck 10. In the truck 10 according to the embodiment, the primary separation of the traveling wind W occurs at the front end edge (primary separation position) 31f of the movable plate 31 installed above the operation cabin 11.

  The traveling wind W primarily peeled off at the front end edge 31f of the movable plate 31 flows in an obliquely upward direction (a direction toward the vicinity of the upper end edge 13e of the front surface 13 of the cargo box) D4 so as to be separated from the front end edge 31f of the movable plate 31. In addition, the position of the movable plate 31 in the vertical direction D3 is adjusted in advance according to the height of the packing box so that the primary separation traveling wind W flows toward the vicinity of the upper end edge 13e of the packing box front surface 13. Is preferred.

  Most of the traveling wind W that has been primarily separated flows backward beyond the upper end edge 13e of the front surface 13 of the cargo box, and secondary separation occurs at the position of the upper edge 13e of the front surface 13 of the cargo box. As shown in the drawing, a high-speed vortex T is generated in a region S below the traveling wind W and in front of the packing box front surface 13a and above the upper surface 31a of the movable plate 31. Will occur.

  This vortex T flows in the same direction as the primary separation traveling wind W at a position adjacent to the primary separation traveling wind W flowing outside the vortex, and acts to stabilize the flow of the primary separation traveling wind W. . Therefore, if the drag reducing device 10 of the present embodiment is used, the traveling wind W primarily peeled off at the front edge 31f of the movable plate 31 can flow smoothly backward without using the wind direction plate described in the background art. Drag, such as air resistance, can be reduced. And the traveling wind W which carried out secondary peeling flows smoothly back behind the upper end edge 13e of the packing box front surface 13 which is a secondary peeling position.

  As shown in FIG. 6A, when traveling wind is applied from the front side of the rectangular object P, a so-called Karman vortex K is generated behind the object, but as shown in FIG. 6B, the object P When the vertical plate Q is installed at a predetermined position on the upper surface of the, the flow of the traveling wind W behind the vertical plate Q becomes smooth, and the generation of Karman vortex is suppressed. Similarly, also in the truck 10 of the present embodiment, the flow of the traveling wind W at a position behind the front surface 13 of the packing box becomes smooth, the occurrence of turbulence such as Karman vortex is suppressed, and the drag acting on the truck is reduced. The size is reduced.

  Further, as described above, since the vortex generated in the region S is high-speed, the region S has a negative pressure as is clear from Bernoulli's theorem. In particular, in this embodiment, the partition plates 36 are installed at both end positions of the movable plate 31, and air is prevented from flowing into the negative pressure region S from the side of the vehicle. Thereby, the negative pressure state of the said area | region is maintained more reliably. And the force F of the direction pulled to the negative pressure area | region S acts on the packing box front surface 13a which faces the said negative pressure area | region S (refer FIG. 3). This force F is opposite to the direction of the drag acting on the track 10 (corresponding to the traveling direction of the track 10), acts as a force that counteracts the drag, and substantially reduces the drag.

  Thus, in the truck 10 in which the drag reducing device 20 of the present embodiment is installed, the traveling wind W primarily peeled off at the front edge 31f of the upper surface 31a of the movable plate 31 can be smoothly flowed backward, and the load Since the drag can be offset by the pulling force acting on the box front surface 13, the drag such as air resistance can be remarkably reduced.

  The height H of the forward-facing surface (the surface from the position of the movable plate upper surface 31a to the position of the upper edge 13e of the cargo box front surface 13) formed from the front surface 13 of the packing box is greater than the length L of the movable plate 31 in the front-rear direction D1. A shorter length is preferable, but a length satisfying the following relationship is more preferable. That is, an inclined straight line (two-dot chain line, see FIG. 4) formed by connecting the front end edge (primary separation position) 31f of the movable plate 31 and the upper end edge (secondary separation position) 13e of the front surface 13 of the cargo box, and the movable plate The height at which the angle θ (the side view state) formed by the upper surface 31a of 31 is from 20 ° to 35 ° is preferable, and the height from 25 ° to 30 ° is more preferable. In this way, a higher drag reduction effect can be obtained.

  The position of the front surface 13 of the cargo box 13 from the front edge 31f of the movable plate, in other words, the length of the movable plate 31 in the front-rear direction is 0 of the height from the lower end of the operation cabin 11 to the upper surface 31a of the movable plate 31. It is preferably 3 times or more and 0.8 or less. If comprised in this way, the subsequent flow of the traveling wind W which primarily peeled at the primary peeling position which is the front edge of the upper surface (vestibule surface) 31a of the movable plate 31 will be smooth, and the generated drag will be reduced. Can do. For example, the primary separation of the traveling wind W can more reliably cause the secondary separation in the vicinity of the upper end edge position of the forward facing surface, thereby reducing the generated drag. In addition, when the flow is such that secondary separation occurs at the upper edge of the forward surface, a higher-speed vortex flow is generated in the space in front of the forward surface and above the vestibular surface, thereby further reducing the pressure in the negative pressure region. Can be reduced. As a result, a larger tensile force can be applied to the forward-facing surface, and a greater drag reduction effect can be obtained substantially.

  The invention of the present application is not limited to the above embodiments, and various modifications can be made without departing from the scope of the invention.

  For example, in the above embodiment, the drag reduction device for a vehicle is installed on a truck such as a trailer truck or a container truck. However, the vehicle is not limited to a truck, and other vehicles and trains move forward. It can be installed in various vehicles.

  Further, the movable unit 30 shown in FIG. 4 may be one that can adjust the length L of the movable plate 31 in the vehicle front-rear direction D1 so as to be extendable and contractible. With such a structure, the movable plate 31 optimizes the relationship between the height H of the forward facing surface composed of the front surface 13 of the packing box and the length L in the front-rear direction D1 of the vestibular surface composed of the upper surface 31a of the movable plate 31. This can be performed not only by the vertical movement of the movable plate 31 but also by expansion and contraction of the movable plate 31, and optimization becomes easier.

  Further, in the present embodiment, the partition body 36 is a right triangle, but is not limited to this shape, and may be, for example, a quadrangle. Moreover, although the partition body 36 of the present embodiment is shorter than the movable plate 31 and has a lower height than the forward-facing surface formed by the front surface 13 of the cargo box, it may be longer than the movable plate 31, It may be higher than the forward facing surface formed by the front surface 13.

  Moreover, the position which provides a front yard surface and a front facing surface is not restricted on the driving | running | working cabin 11, Various positions can be considered. That is, any position such as an upper part or a side part of the vehicle may be used as long as it is outside the vehicle such as a truck and can receive the traveling wind W from the front during traveling. A partition plate may be provided at both end positions of the vestibular surface installed at a predetermined position, both end positions of the front facing surface, or both end positions of both the front court surface and the front facing surface. For example, as shown in FIG. 5, a vertical plate 40 is installed on the upper surface of the packing box, and the upper surface 14 of the packing box existing in front of the vertical plate 40 is used as a vestibular surface, and the front surface 41 of the vertical plate 40 is directed forward. You may make it be a surface. In this case, the upper edge 13e of the front surface 13 of the packing box is the primary peeling position, and the upper edge 41e of the front face 41 of the vertical plate 40 is the secondary peeling position. Thus, the installation position of the drag reducing device 20 is not limited to the upper surface of the vehicle such as a truck, and may be any position as long as it receives a traveling wind, such as a side surface of the vehicle.

It is a perspective view which shows the principal part of the track | truck of the Example which concerns on this invention. It is a side view which shows the front part of the track | truck shown by FIG. FIG. 3 is an explanatory diagram showing a state in which the truck shown in FIG. 2 receives a traveling wind. It is explanatory drawing for demonstrating the shape etc. of the track | truck shown by FIG. It is a perspective view which shows the other Example which concerns on this invention. (A) is a schematic diagram which shows the flow of the wind in a state without a vertical board, (b) is a schematic diagram which shows the flow of the wind in the state which installed the vertical board.

Explanation of symbols

10 ... truck, 11 ... cabin, 12 ... packing box,
13 ... Front of packing box (forward-facing surface), 13e ... Upper edge, 14 ... Upper surface of packing box,
20 ... Drag reduction device, 30 ... Movable unit, 31 ... Movable plate,
31a ... Upper surface (front yard surface), 31b ... Rear edge, 31f ... Front edge, 31s ... Side edge,
35 ... Lifter, 36 ... Partition, 36a ... Lower edge, 36b ... Oblique side, 36c ... Rear edge,
37 ... Drooping plate, 40 ... Vertical plate, 41 ... Front, 41e ... Upper edge,
D1 ... vehicle longitudinal direction, D2 ... vehicle width direction, D3 ... vertical direction, D4 ... diagonally upward direction,
K ... Karman vortex, S ... Negative pressure region, T ... Eddy current, P ... Object, Q ... Vertical plate, W ... Running wind

Claims (7)

A forward-facing surface facing the front of the vehicle installed on the outside of the vehicle capable of moving forward, and a vestibule surface extending in the vehicle front-rear direction from the base end of the front-facing surface,
The drag reducing device for a vehicle, wherein the forward facing surface is arranged in a state perpendicular to the vestibule surface and perpendicular to the vehicle front-rear direction.   The drag reducing device for a vehicle according to claim 1, wherein an upper edge of the front facing surface and a front edge of the vestibular surface are orthogonal to the vehicle longitudinal direction.   A partition that prevents air from flowing into the negative pressure area formed when the vehicle travels in a space in front of the front facing surface and above the front court surface from the side of the vehicle at both ends in the vehicle width direction of the front court surface. The drag reduction device for vehicles according to claim 1 or 2 provided.   The drag reduction device for a vehicle according to any one of claims 1 to 3, wherein a height of the front facing surface is shorter than a length of the vestibular surface in the vehicle front-rear direction. A driving cabin disposed in front of the vehicle and a cargo box disposed at the rear of the driving cabin, wherein the height of the cargo box is higher than the roof of the driving cabin,
The drag for a vehicle according to any one of claims 1 to 4, comprising the forward facing surface formed by using a front surface of the cargo box and the vestibular surface formed on the driving cabin. Truck with a reduction device.   The truck according to claim 5, wherein a length of the vestibule surface in the vehicle front-rear direction is shorter than a height dimension of the driving cabin.   The vestibule surface is an upper surface of a movable member installed on the operating cabin so as to be movable up and down, and the height of the front surface from the upper surface of the movable member can be adjusted by the vertical movement of the movable member. The truck according to claim 5 or 6, wherein

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