JP2019034624A - Movable body - Google Patents

Abstract

To lower an air density of main flow around a movable body to reduce air resistance of the movable body.SOLUTION: A discharge port 12 is provided at a top plate 11 of a vehicle 10 and a fluid having a gas density lower than outer air is discharged from the discharge port 12 to the outside of the vehicle. As the fluid having the gas density lower than outer air, for example, a fluid having a temperature higher than outer air or a fluid having a molecular mass lower than outer air is discharged. Since the gas density of main flow around the top plate 11 is lowered, air resistance can be reduced when the vehicle travels. Thus, electric power consumption of the vehicle 10 can be improved.SELECTED DRAWING: Figure 1A

Description

  The present invention relates to a moving body including means for discharging a fluid toward the outside.

  Conventionally, a cooling device such as an engine that cools a vehicle engine and an engine rule with air when necessary is known (Patent Document 1). When the inside of the engine rule reaches a certain temperature or more, the air from the engine room flows out of the vehicle through the gap above the engine compartment side end.

Japanese Utility Model Publication No.57-48123 Microfilm

  On the other hand, the inventors of the present invention reduce the air density in the region (mainstream) outside the region (boundary layer) where the flow velocity of the air in the vicinity of the moving body becomes slow in order to reduce the air resistance of the moving body. The knowledge that is effective is obtained.

  However, in Patent Document 1, since air in the engine room is released from the gap above the end of the engine compartment side, the air density of the mainstream in a limited narrow range is reduced in the mainstream around the moving body. I can only do it.

  This invention is made | formed in view of such a conventional subject, The objective is to reduce the air resistance of a moving body by reducing the air density of the mainstream around a moving body.

  The moving body according to one embodiment of the present invention discharges a fluid having a lower gas density than the outside air from the fluid discharge position determined on the top plate of the moving body.

  According to one embodiment of the present invention, the air resistance of a moving body can be reduced by reducing the air density of the mainstream around the top plate of the moving body.

FIG. 1A is a side view of a moving body according to the first embodiment of the present invention. FIG. 1B is a plan view of the moving body according to the first embodiment of the present invention. FIG. 1C is an enlarged view of the “Xe” portion shown in FIG. 1A. FIG. 2 is a perspective view showing a configuration of a discharge port mounted on the vehicle. FIG. 3 is an explanatory view showing a state where the exhaust part of the engine is connected to the discharge port. FIG. 4 is an explanatory diagram illustrating an example of supplying high-temperature air that has passed through the heat-generating component to the discharge port. FIG. 5A is an explanatory diagram showing an example of supplying a gas having a molecular weight smaller than that of the outside air to the discharge port. FIG. 5B is a graph showing the relationship between the molecular weight of gas and the air density. FIG. 6 is a schematic diagram illustrating an example of a device that generates a fluid having a higher partial pressure of water vapor than the outside air. FIG. 7 is a block diagram showing an example of an apparatus for controlling the exhaust gas discharge flow rate according to the vehicle speed. FIG. 8 is a graph showing an example of a map showing the relationship between the vehicle speed and the fluid flow rate to be discharged. FIG. 9 is a flowchart showing a process of discharging a fluid according to the vehicle speed. FIG. 10A is a timing chart showing ON / OFF times of the flow rate adjusting valve when the fluid flow rate is decreased. FIG. 10B is a timing chart showing ON / OFF times of the flow rate adjusting valve when the fluid flow rate is increased. FIG. 11 is a block diagram illustrating an example of an apparatus for controlling the exhaust gas discharge flow rate in accordance with the temperature of the exhaust gas. FIG. 12 is a graph showing an example of a map showing the relationship between the temperature of the exhaust gas (fluid) and the fluid flow rate to be released. FIG. 13 is a flowchart showing a process of discharging a fluid according to the fluid temperature.

  Embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same parts are denoted by the same reference numerals and description thereof is omitted. Below, the case where a mobile body is a vehicle is mentioned and demonstrated.

[Description of First Embodiment]
1A is a side view schematically showing a configuration of a vehicle (moving body) according to a first embodiment of the present invention, FIG. 1B is a plan view thereof, and FIG. 1C is an enlarged view of a “Xe” portion shown in FIG. 1A. is there.
As shown in FIGS. 1A and 1B, a discharge port 12 (fluid discharge device) for discharging exhaust gas of the engine 13 is provided at a fluid discharge position determined at the front end portion 11 a of the top plate 11 of the vehicle 10. . FIG. 2 is an explanatory view showing a detailed configuration of the discharge port 12, and includes a discharge duct 18 and a plurality of louvers 16 provided inside the discharge duct 18. Then, it is connected to the pipe 15. The louver 16 can be electrically changed in angle, and by changing the angle, the emission direction of the exhaust gas can be changed as appropriate.

  FIG. 3 is an explanatory view showing a state where the exhaust part 13 a of the engine 13 is connected to the discharge port 12. As shown in FIG. 3, the exhaust part 13a of the engine 13 provided in the engine room of the vehicle 10 is connected to the discharge port 12 via a pipe 15 provided in the front pillar (also referred to as A pillar). ing. Therefore, the exhaust gas discharged from the engine 13 (fluid having a lower gas density than the outside air) is discharged to the outside from the discharge port 12 via the pipe 15.

  Next, the flow of air around the vehicle 10 will be described. As shown in FIG. 1A, when viewed in a stationary system of the vehicle 10, an air flow along the surface of the vehicle 10 is generated around the traveling vehicle 10. As shown in the enlarged view of FIG. 1C. In the vicinity of the surface 20F of the vehicle body 20, the flow of air is slowed by viscous friction generated between the air and the surface 20F of the vehicle body 20, and a boundary layer 41 is formed. In the boundary layer 41, the air velocity increases as the distance from the surface 20F of the vehicle body 20 increases, and the air velocity approaches the relative velocity of the vehicle 10 with respect to the air.

  In the external region 43 away from the surface 20F of the vehicle body 20 and outside the boundary 42, there is no longer any influence of viscous friction generated between the air and the surface 20F of the vehicle body 20, and the velocity of the air depends on the vehicle 10 with respect to the air. Is almost equal to the relative speed of. The air flow in the external region 43 is referred to as main flow 2.

  As shown in FIG. 1A, when the exhaust gas is discharged from the discharge port 12 when the vehicle 10 is traveling, the discharged exhaust gas is mixed into the main flow 2 around the top plate 11, and the vehicle 10 Flows backward. Since the exhaust gas discharged from the engine 13 contains more water vapor than the atmosphere and has a high temperature, the air density of the main flow 2 around the top plate 11 is lowered. For this reason, the air resistance at the time of driving | running | working of the vehicle 10 can be reduced.

  Next, a mechanism for reducing the air resistance of the vehicle 10 by reducing the air density of the mainstream 2 will be described.

In general, the force that the traveling vehicle 10 receives from the air is represented by the forces in the front and rear, left and right, and upper and lower axial directions of the vehicle 10 and the moments around the respective axes, and is collectively referred to as aerodynamic six component force. Usually, the force that the traveling vehicle 10 receives from the air is expressed in a dimensionless manner, and in particular, the air resistance F that is the force in the front-rear direction is expressed by an air resistance coefficient Cd expressed by the following equation (1). . Here, ρ is the density of air in the external region 43, A is the front projected area with respect to the traveling direction of the vehicle 10, and V is the relative speed of the vehicle 10 with respect to the mainstream.

Drag coefficient Cd is the product of the air dynamic pressure "pV ^2/2" and front projection area A, a value obtained by dividing the air resistance F. The air resistance coefficient Cd is an amount determined depending on the shape of the vehicle 10, and affects the fuel consumption, the maximum speed, the acceleration performance, and the like during travel. The air resistance F of an object such as the vehicle 10 has a dominant pressure resistance when viewed as a whole of the vehicle 10, and the frictional resistance that is a problem in an aircraft is small in the vehicle 10. Therefore, in order to reduce the air resistance F in the vehicle 10, it is effective to pay attention to reducing the pressure resistance.

  If the formula (1) is reviewed based on the above-mentioned attention, the front projection area A is regarded as a parameter that can be dealt with in the vehicle design in order to reduce the pressure resistance in the normal vehicle design. On the other hand, the mainstream air density ρ and the speed V can be changed according to the traveling environment of the vehicle, and thus are not regarded as parameters that can be dealt with in the design of the vehicle.

  However, without being bound by the frame of the above existing concept, the inventor of the present invention thought that the mainstream air density ρ can be a parameter that can be dealt with in the design of the vehicle 10 in order to reduce the pressure resistance. Then, focusing on the fact that the pressure resistance occupying most of the air resistance F is proportional to the mainstream air density ρ, it is possible to reduce the air resistance F by lowering the air density ρ of the mainstream 2. Obtained knowledge.

  As shown in FIG. 1C, the mainstream 2 air cannot be directly heated because it is located away from the surface 20F of the vehicle body 20. However, the fluid discharge device discharges a fluid having a lower air density than the outside air toward the outside of the vehicle 10 from a fluid discharge position (discharge port 12) determined on the surface of the top plate 11 of the vehicle 10. The discharged fluid forms a main flow 2 located rearward in the traveling direction from the fluid discharge position. Thereby, since the air density ρ of the main stream 2 can be lowered, the air resistance F of the vehicle 10 can be reduced.

  In this embodiment, exhaust gas discharged from the engine 13 is discharged from the discharge port 12. The exhaust gas discharged from the engine 13 contains more water vapor than the atmosphere and is hotter than the atmosphere. For this reason, the molecular weight of the air of the main flow 2 decreases, and the temperature of the main flow 2 increases. Therefore, since the air density of the main stream 2 is lowered, the air resistance of the vehicle 10 can be reduced.

  The drive source of the vehicle 10 includes not only the engine 13 but also a fuel cell and a motor. That is, the vehicle 10 includes a fuel cell vehicle (FCV), an electric vehicle (EV), and a hybrid car (HV, PHV) having two or more drive sources. The fuel cell includes at least a solid oxide fuel cell (SOFC) and a polymer electrolyte fuel cell (PEFC). The engine 13, the fuel cell, and the motor are also heat generating components, and the surrounding air is hotter than the atmosphere. Further, the gas discharged from the fuel cell contains a lot of water vapor. Therefore, the high-temperature gas around the drive source or the gas discharged from the drive source is collected and discharged from the discharge port 12, thereby reducing the air density of the main flow 2.

[Description of various fluids discharged from the outlet]
The fluid discharged from the discharge port 12 may be air heated by passing through a radiator, a brake, and a shock absorber (hereinafter collectively referred to as “heat generating component”). Heated air is introduced into the outlet 12. As shown in FIG. 4, the high-temperature air output from the blower 21 and passed through the heat generating component 22 is supplied to the pipe 15 shown in FIG. 1 and discharged from the discharge port 12. A fluid having a higher temperature than the outside air has a lower gas density than the outside air. Therefore, the air density of the main flow 2 around the top plate 11 can be reduced.

The fluid discharged from the discharge port 12 is discharged from the discharge port 12 as air containing a gas having a molecular weight lower than that of the outside air. For example, H2, He, Ne, Ar, etc. (hereinafter collectively referred to as “low molecular weight gas”) have a lower molecular weight than air. Therefore, as shown in FIG. 5A, a cylinder 27 filled with a low molecular weight gas is provided at the protruding port of the blower 21 that discharges air. Then, the supply amount of the low molecular weight gas mixed in the air is adjusted by adjusting the output valve 26 of the cylinder 27. The air containing the low molecular weight gas is discharged to the outside from the discharge port 12 shown in FIG.
FIG. 5B is a graph showing the relationship between the molecular weight and the air density, and it can be seen that the lower the molecular weight, the lower the air density.

  In this way, by discharging a fluid having a molecular weight smaller than that of air (fluid having a lower gas density than the outside air) from the discharge port 12 provided at the fluid discharge position of the top plate 11, The mainstream air density can be reduced.

Water vapor (H ₂ O) can be used as a fluid having a lower molecular weight than air. The molecular weight of water vapor is 18.01528 [g / mol], while the molecular weight of air is 28.966 [g / mol], so water vapor has a lower molecular weight than air. In other words, the fluid having a higher partial pressure of water vapor than the outside air is discharged from the discharge port 12.

  FIG. 6 is an explanatory view schematically showing a water vapor supply device. As shown in FIG. 6, a water storage tank 23 that accumulates the condensed water of the air conditioner is installed, and the water storage tank 23 has an inlet connected to the blower 21 and an outlet connected to the pipe 15. Further, an ultrasonic transducer 24 is installed inside the water storage tank 23. By driving the ultrasonic vibrator 24, water vapor is generated, and the generated water vapor is mixed into the air output from the blower 21 and is sent to the pipe 15 and discharged to the outside through the discharge port 12 (see FIG. 1). . Accordingly, the mainstream air density around the top plate 11 can be reduced.

  In addition to providing the ultrasonic vibrator 24 in the water storage tank 23, it is also possible to install a heat generator in the water storage tank 23 and evaporate water with the heat generator to release water vapor.

As described above, according to the first embodiment, the following operational effects can be obtained.
The vehicle 10 includes a discharge port 12 (fluid discharge device) that discharges a fluid having a lower gas density than the outside air from a fluid discharge position determined on the top plate 11 of the vehicle 10 toward the outside of the vehicle 10. Thereby, since the air density of the main flow 2 of the wide range among the main flows 2 around the top plate 11 falls, the air resistance of the vehicle 10 can be reduced.

  The fluid discharge position is the front end portion 11 a of the top plate 11, and a fluid having a lower gas density than the outside air is discharged from the front end portion 11 a toward the outside of the vehicle 10. Thereby, since the air density of the main flow 2 in a wider range among the main flows around the top plate 11 is lowered, the air resistance of the vehicle 10 can be reduced.

  The fluid discharged from the fluid discharge position is a fluid having a temperature higher than the outside air temperature. If the fluid is hotter than the outside air temperature, the temperature of the main stream 2 can be increased. Since the air density of the main flow 2 decreases due to the temperature increase of the main flow 2, the air resistance of the vehicle 10 can be reduced.

  The fluid discharged from the fluid discharge position is a fluid having a smaller molecular weight than the outside air. Since the molecular weight of the fluid is smaller than the outside air, the molecular weight of the air in the main flow 2 is lowered. Therefore, since the air density of the main stream 2 is lowered, the air resistance of the vehicle 10 can be reduced.

  The fluid discharged from the fluid discharge position is a fluid having a higher partial pressure of water vapor than the outside air. Since the molecular weight of water is smaller than that of air, if the partial pressure of water vapor is made higher than that of the outside air, the air density of the main flow 2 is lowered. Therefore, the air resistance of the vehicle 10 can be reduced.

  The fluid discharged from the fluid discharge position is gas discharged from a drive system such as the engine 13 provided in the vehicle 10. The gas discharged from the drive system such as the engine 13 contains more water vapor than the atmosphere and has a high temperature. For this reason, the molecular weight of the air of the main flow 2 decreases, and the temperature of the main flow 2 increases. Therefore, since the air density of the main stream 2 is lowered, the air resistance of the vehicle 10 can be reduced.

[Description of Second Embodiment]
Next, a second embodiment of the present invention will be described. In the second embodiment, the flow rate of the fluid discharged from the discharge port 12 is controlled according to the traveling speed of the vehicle 10. In the second embodiment, an example in which the exhaust gas of the engine 13 shown in the first embodiment is used as the fluid discharged from the discharge port 12 will be described. Note that another fluid having a lower gas density than the outside air may be used.

  FIG. 7 is an explanatory diagram showing the configuration of the fluid discharge device according to the second embodiment. As shown in FIG. 7, the exhaust part 13 a of the engine 13 mounted on the vehicle 10 is branched into two systems, and one branch path is connected to the discharge port 12 via a flow rate adjusting valve 17 and a pipe 15. . The other branch path is connected to an exhaust line and exhausted outside the vehicle. The flow rate adjusting valve 17 adjusts the ratio of the flow rate sent to each system out of the total flow rate of the exhaust gas discharged from the engine 13. Increasing the opening degree of the flow rate adjusting valve increases the ratio of the flow rate discharged from the pipe 15, and increasing the opening degree of the flow rate adjusting valve decreases the ratio of the flow rate discharged from the pipe 15.

The flow rate adjusting valve 17 is connected to an opening degree control circuit 31 that controls the opening degree. The opening degree control circuit 31 is connected to an ECU (not shown) mounted on the vehicle 10 and acquires vehicle speed data from the ECU.
Further, the opening degree control circuit 31 has a memory 32 for storing various data. The memory 32 stores a map showing the relationship between the vehicle speed and the exhaust gas flow rate.

  FIG. 8 is an explanatory diagram showing an example of a map. The relationship between the vehicle speed and the flow rate at which the air resistance is the lowest when the vehicle is traveling at the vehicle speed is measured in advance, and the measurement result is stored in the memory 32 as a map. In FIG. 8, a plurality of maps q1, q2, and q3 are stored. Depending on the vehicle, one of the maps q1, q2, q3 is set.

When the vehicle speed data is acquired, the opening degree control circuit 31 refers to a map stored in the memory 32 and obtains an exhaust gas flow rate corresponding to the vehicle speed (hereinafter referred to as “reference value”). Then, the opening and closing of the flow rate adjusting valve 17 is controlled according to the difference between the current flow rate and the reference value, and the exhaust gas flow rate discharged from the discharge port 12 is adjusted to become the reference value.
The opening degree control circuit 31 can be configured as an integrated computer including a central processing unit (CPU) and storage means such as a RAM, a ROM, and a hard disk.

Next, the operation of the fluid discharge device according to the second embodiment will be described with reference to the flowchart shown in FIG. This process is executed by the opening degree control circuit 31 shown in FIG.
First, in step S11, the opening degree control circuit 31 acquires vehicle speed data from an ECU (not shown). Furthermore, in step S12, it is determined whether or not the current vehicle speed is below a preset lower limit value. The lower limit is, for example, 10 km / h.

  If the vehicle speed is less than the lower limit (YES in step S12), the opening degree control circuit 31 closes the flow rate adjustment valve 17 in step S16. That is, when the vehicle speed is low, there is almost no influence of air resistance when the vehicle is traveling, so it is not necessary to discharge the exhaust gas at a high temperature from the discharge port 12, and the flow rate adjustment valve 17 is closed.

  If the vehicle speed is equal to or higher than the lower limit (NO in step S12), in step S13, the opening degree control circuit 31 refers to the map stored in the memory 32 and acquires the exhaust gas flow rate corresponding to the current vehicle speed. To do. For example, the map q2 is selected from the map shown in FIG. 8, and the exhaust gas flow rate is acquired by applying the vehicle speed to the map q2.

  In step S14, the opening degree control circuit 31 determines the exhaust gas flow rate (reference value) according to the exhaust gas flow rate defined by the current opening degree of the flow rate adjustment valve 17 and the current vehicle speed acquired with reference to the map. If the current exhaust gas flow rate is smaller than the reference value, the process proceeds to step S18. If not, the process proceeds to step S15.

  In step S <b> 18, the opening degree control circuit 31 increases the opening degree of the flow rate adjustment valve 17. That is, if the current exhaust gas flow rate is smaller than the reference value, it can be considered that the exhaust gas flow rate discharged from the discharge port 12 is insufficient. The flow rate of exhaust gas discharged from 12 is increased.

  In step S15, the opening degree control circuit 31 determines the exhaust gas flow rate (reference value) according to the exhaust gas flow rate defined by the current opening degree of the flow rate adjustment valve 17 and the current vehicle speed acquired with reference to the map. If the current exhaust gas flow rate is larger than the reference value, the process proceeds to step S17. If not, the process ends.

  In step S <b> 17, the opening degree control circuit 31 decreases the opening degree of the flow rate adjustment valve 17. That is, if the current exhaust gas flow rate is larger than the reference value, it can be considered that the exhaust gas flow rate discharged from the discharge port 12 is excessive. Therefore, by reducing the opening degree of the flow rate adjustment valve 17, the discharge port 12 is reduced. The exhaust gas flow rate to be released is reduced.

  On the other hand, if it is determined in step S15 that the current exhaust gas flow rate is not larger than the reference value (NO in step S15), the current exhaust gas flow rate can be regarded as an appropriate flow rate, so the flow rate adjustment valve The opening degree of 17 is not changed. Thus, the exhaust gas flow rate is controlled according to the vehicle speed.

  Thus, in the fluid discharge device according to the second embodiment, the current vehicle speed is acquired, and the exhaust gas flow rate (reference value) corresponding to the vehicle speed stored in the map is acquired. Then, the opening degree of the flow rate adjusting valve 17 is controlled according to the current exhaust gas flow rate (fluid flow rate) discharged from the discharge port 12 and the reference value stored in the map. Therefore, exhaust gas having a flow rate suitable for the vehicle speed can be discharged from the discharge port 12, and resistance during vehicle travel can be reduced. For this reason, it becomes possible to improve the fuel consumption and power consumption of the vehicle.

Further, since it is possible to prevent the exhaust gas flow rate from becoming excessive, it is possible to avoid the problem that the vehicle body is overheated.
[Description of Modification of Second Embodiment]

  In 2nd Embodiment mentioned above, the example which controls the opening degree of the flow regulating valve 17 and adjusted the fluid flow rate was demonstrated. In the modified example, the exhaust gas of the engine 13 is controlled by periodically turning on and off the flow rate adjusting valve 17 and further controlling the on time (which is referred to as “duty ratio”) of the flow rate adjusting valve 17 during one cycle. Is adjusted to the flow rate (discharge amount) sent to the discharge port 12.

  That is, in the modification, the process of “S17” in the flowchart of FIG. 9 is a decrease in duty ratio, and the process of “S18” is an increase in duty ratio. Since other processing procedures are the same as those in FIG.

  FIG. 10A is a timing chart showing the on / off timing of the flow rate adjustment valve 17. As shown in FIG. 10A, the flow rate of the exhaust gas supplied to the discharge port 12 can be adjusted by switching the flow rate adjustment valve 17 on and off at a predetermined cycle.

  FIG. 10B is a timing chart showing the on / off timing of the flow rate adjustment valve 17 when the exhaust gas flow rate is relatively increased. In FIG. 10B, the on-time during one cycle is longer than that in FIG. 10A. That is, the duty ratio is high. As described above, by controlling the length of the ON time in one cycle, the increase / decrease in the exhaust gas flow rate can be controlled.

  Accordingly, similarly to the second embodiment described above, an exhaust gas flow rate suitable for the vehicle speed can be discharged from the discharge port 12, and resistance during vehicle travel can be reduced. For this reason, the fuel consumption and power consumption of the vehicle 10 can be improved. Further, it is possible to prevent the exhaust gas flow rate from becoming excessive, and it is possible to prevent the vehicle body from overheating.

[Description of Third Embodiment]
Next, a third embodiment of the present invention will be described. In the third embodiment, the flow rate of the fluid is controlled according to the temperature of the fluid discharged from the discharge port 12. In the third embodiment, an example in which the exhaust gas of the engine 13 is used as the fluid discharged from the discharge port 12 will be described.

  FIG. 11 is an explanatory diagram showing the configuration of the fluid discharge device according to the third embodiment. As shown in FIG. 11, the exhaust part 13 a of the engine 13 mounted on the vehicle 10 is branched into two systems, and one branch path is connected to the discharge port 12 via a flow rate adjusting valve 17 and a pipe 15. . The other branch path is connected to the exhaust line and discharged outside the vehicle.

  The flow rate adjustment valve 17 is connected to an opening degree control circuit 31 that controls the opening degree of the flow rate adjustment valve 17. The exhaust unit 13 a is connected to a temperature sensor 25 that measures the exhaust gas temperature, and acquires temperature data of the exhaust gas from the temperature sensor 25. Moreover, it connects with ECU not shown and acquires vehicle speed data.

Further, the opening degree control circuit 31 has a memory 32 for storing various data. The memory 32 stores a map showing the relationship between the exhaust gas temperature and the exhaust gas flow rate.
FIG. 12 is a graph showing an example of a map. The relationship between the exhaust gas temperature and the flow rate at which the air resistance is the lowest when the exhaust gas at this temperature is released is measured in advance, and the measurement result is stored in the memory 32 as a map. In FIG. 12, a plurality of maps (q11, q12, q13) are stored. One of the maps q11, q12, q13 is set according to the vehicle.

  When the exhaust gas temperature data is acquired, the opening degree control circuit 31 obtains a reference value of the exhaust gas flow rate corresponding to the exhaust gas temperature with reference to the map. Then, the opening and closing of the flow rate adjusting valve 17 is controlled according to the difference between the current temperature and the reference value, and the exhaust gas flow rate discharged from the discharge port 12 is adjusted to become the reference value.

Next, the operation of the fluid discharge device according to the third embodiment will be described with reference to the flowchart shown in FIG. This process is executed by the opening degree control circuit 31 shown in FIG.
First, in step S31, the opening degree control circuit 31 acquires vehicle speed data from an ECU (not shown). Further, in step S32, it is determined whether or not the current vehicle speed is below a preset lower limit value. The lower limit is, for example, 10 km / h.

  If the vehicle speed is less than the lower limit (YES in step S32), the opening degree control circuit 31 closes the flow rate adjustment valve 17 in step S37. That is, when the vehicle speed is low, there is almost no influence of air resistance when the vehicle is traveling, so it is not necessary to discharge the exhaust gas at a high temperature from the discharge port 12, and the flow rate adjustment valve 17 is closed.

  If the vehicle speed is equal to or higher than the lower limit (NO in step S32), the opening degree control circuit 31 acquires the temperature of the exhaust gas from the temperature sensor 25 in step S33.

  In step S <b> 34, the opening degree control circuit 31 refers to the map stored in the memory 32 and acquires the exhaust gas flow rate corresponding to the current exhaust gas temperature. For example, the map q12 is selected from the map shown in FIG. 12, and the exhaust gas flow rate is acquired by applying the exhaust gas temperature to the map q12.

  In step S35, the opening degree control circuit 31 compares the exhaust gas flow rate defined by the current opening degree of the flow rate adjustment valve 17 with the exhaust gas flow rate according to the current exhaust gas temperature acquired with reference to the map. If the current exhaust gas flow rate is smaller than the reference value, the process proceeds to step S36. If not, the process proceeds to step S39.

  In step S39, the opening degree control circuit 31 increases the opening degree of the flow rate adjustment valve 17. That is, if the current exhaust gas flow rate is smaller than the reference value, it can be considered that the exhaust gas flow rate discharged from the discharge port 12 is insufficient. The flow rate of exhaust gas discharged from 12 is increased.

  In step S36, the opening degree control circuit 31 compares the exhaust gas flow rate defined by the current opening degree of the flow rate adjusting valve 17 with the exhaust gas flow rate according to the current exhaust gas temperature acquired with reference to the map. If the current exhaust gas flow rate is greater than the reference value, the process proceeds to step S38. If not, the process ends.

  In step S <b> 38, the opening degree control circuit 31 decreases the opening degree of the flow rate adjustment valve 17. That is, if the current exhaust gas flow rate is larger than the reference value, it can be considered that the exhaust gas flow rate discharged from the discharge port 12 is excessive. Therefore, by reducing the opening degree of the flow rate adjustment valve 17, the discharge port 12 is reduced. The exhaust gas flow rate to be released is reduced.

  On the other hand, if it is determined in step S36 that the current exhaust gas flow rate is not larger than the reference value (NO in step S36), the current exhaust gas flow rate can be regarded as an appropriate flow rate, so the flow rate adjustment valve The opening degree of 17 is not changed. Thus, the exhaust gas flow rate is controlled according to the exhaust gas temperature.

As described above, in the fluid discharge device according to the third embodiment, the current exhaust gas temperature is measured, and the exhaust gas flow rate corresponding to the exhaust gas temperature stored in the map is acquired. Then, the opening degree of the flow rate adjusting valve 17 is controlled according to the current fluid flow rate discharged from the current discharge port 12 and the reference value stored in the map. Accordingly, exhaust gas having a flow rate suitable for the exhaust gas temperature can be discharged from the discharge port 12, and resistance during vehicle travel can be reduced. As a result, fuel consumption and power consumption can be improved.
Further, since the fluid flow rate is prevented from being excessive, it is possible to avoid the problem that the vehicle body is overheated.

[Description of Modified Example of Third Embodiment]
In 3rd Embodiment mentioned above, the example which controls the opening degree of the flow regulating valve 17 and adjusts the fluid flow rate was demonstrated. In the modification, the exhaust gas flow rate (fluid flow rate) of the engine 13 is adjusted by periodically turning on and off the flow rate adjustment valve and further controlling the on time of the flow rate adjustment valve during one cycle.
That is, in the modified example, the process of “S38” in the flowchart of FIG. 13 is set to decrease the duty ratio, and the process of “S39” is set to increase the duty ratio. Other processing procedures are the same as those in FIG.

Then, as shown in FIGS. 10A and 10B described above, the increase / decrease in the exhaust gas flow rate can be controlled by controlling the duty ratio when the flow rate adjustment valve is switched on / off.
Therefore, similarly to the third embodiment described above, an exhaust gas flow rate suitable for the exhaust gas temperature can be discharged from the discharge port 12, and the resistance during vehicle travel can be reduced. Therefore, the fuel consumption and power consumption of the vehicle 10 can be improved. Moreover, it is possible to prevent the flow rate (fluid flow rate) of the exhaust gas to be released from becoming excessive, and it is possible to prevent the vehicle body from overheating.

  Although the contents of the present invention have been described according to the embodiments, the present invention is not limited to these descriptions, and it is obvious to those skilled in the art that various modifications and improvements can be made.

  In the above-described embodiment, the case where the moving body is a vehicle has been described, but the present invention can be applied to a moving body that moves in the air in addition to the vehicle. Examples of the moving body include a motorcycle, a railway, an aircraft, a rocket, and the like in addition to the vehicle.

  In the above-described embodiment, the case where the fluid discharged from the fluid discharge position satisfies any of the conditions of higher temperature, lower molecular weight, or higher partial pressure of water vapor than the outside air has been described. Is not limited to this. The fluid may simultaneously satisfy two or more conditions arbitrarily selected from the above.

  The fluid discharge device may control the discharge flow rate of the fluid based on a combination of the moving speed of the vehicle and the temperature of the fluid.

DESCRIPTION OF SYMBOLS 10 Vehicle 11 Top plate 11a Front end part 12 Outlet 13 Engine 14 Front pillar 15 Piping 16 Louver 17 Flow control valve 18 Release duct 20 Car body 21 Blower 27 Cylinder 23 Water storage tank 24 Ultrasonic vibrator 25 Temperature sensor 26 Output valve 31 Open Degree control circuit 32 memory

Claims (8)

A moving body comprising a fluid discharge device that discharges a fluid having a gas density lower than that of outside air from a fluid discharge position determined on a top plate of the moving body toward the outside of the moving body.   The moving body according to claim 1, wherein the fluid discharge device discharges the fluid from a front end portion of the top plate. The moving body according to claim 1, wherein the fluid is a fluid having a temperature higher than an outside air temperature. The moving body according to claim 1, wherein the fluid is a fluid having a molecular weight smaller than that of outside air. The moving body according to claim 4, wherein the fluid is a fluid having a higher partial pressure of water vapor than outside air. The moving body according to any one of claims 1 to 3, wherein the fluid is a fluid discharged from a driving source of the moving body. The moving body according to any one of claims 1 to 6, wherein a traveling speed of the moving body is acquired, and a discharge amount of the fluid is changed according to the traveling speed. The temperature of the fluid is acquired, and the discharge amount of the fluid is changed according to the temperature. The moving body according to any one of claims 1 to 6.

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