JP6926811B2 - Mobile - Google Patents

Description

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

Conventionally, cooling devices such as a vehicle engine and an engine that cools the inside of an engine rule with air when necessary have been known (Patent Document 1). When the temperature inside the engine rule exceeds a certain level, air from the engine room flows out of the vehicle through a gap above the end of the engine on the passenger compartment side.

Jinkai Sho 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 air flow velocity in the vicinity of the moving body is slow in order to reduce the air resistance of the moving body. Was found to be effective.

However, in Patent Document 1, since the air in the engine room is discharged from the gap above the end on the vehicle interior side of the engine, the air density of the mainstream in a limited narrow range among the mainstreams around the moving body is lowered. I can only do that.

The present invention has been made in view of such conventional problems, and an object of the present invention is to reduce the air density of the mainstream around the moving body to reduce the air resistance of the moving body.

The moving body according to one aspect of the present invention includes a fluid discharge device that discharges a fluid having a gas density lower than that of the outside air toward the outside of the moving body from a fluid discharge position defined on the top plate of the moving body. The discharge device acquires the traveling speed of the moving body and changes the amount of fluid released according to the traveling speed.

According to one aspect of the present invention, it is possible to reduce the air density of the mainstream around the top plate of the moving body to reduce the air resistance of the moving body.

FIG. 1A is a side view of the 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 a vehicle. FIG. 3 is an explanatory view showing how the exhaust portion of the engine is connected to the discharge port. FIG. 4 is an explanatory diagram showing 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 the gas and the air density. FIG. 6 is a schematic view showing an example of an apparatus for generating a fluid having a higher partial pressure of water vapor than the outside air. FIG. 7 is a block diagram showing an example of a device that controls 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 flow rate of the discharged fluid. FIG. 9 is a flowchart showing a process of discharging a fluid according to the vehicle speed. FIG. 10A is a timing chart showing the on / off time of the flow rate adjusting valve when the fluid flow rate is reduced. FIG. 10B is a timing chart showing the on / off time of the flow rate adjusting valve when the fluid flow rate is increased. FIG. 11 is a block diagram showing an example of a device that controls the discharge flow rate of the exhaust gas according to 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 flow rate of the discharged fluid. 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 designated by the same reference numerals and the description thereof will be omitted. In the following, a case where the moving body is a vehicle will be described.

[Explanation of the first embodiment]
1A is a side view schematically showing the configuration of a vehicle (moving body) according to the first embodiment of the present invention, FIG. 1B is a plan view of the same, and FIG. 1C is an enlarged view of the “Xe” portion shown in FIG. 1A. be.
As shown in FIGS. 1A and 1B, a discharge port 12 (fluid discharge device) for discharging the exhaust gas of the engine 13 is provided at the fluid discharge position defined at the front end portion 11a 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 angle of the louver 16 can be changed electrically, and the exhaust gas discharge direction can be changed as appropriate by changing the angle.

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

Next, the air flow 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 running vehicle 10. As shown in the enlarged view of FIG. 1C. In the vicinity of the surface 20F of the vehicle body 20, the air flow is slowed by the viscous friction generated between the air and the surface 20F of the vehicle body 20, and the boundary layer 41 is formed. In the boundary layer 41, the speed of air increases as the distance from the surface 20F of the vehicle body 20 increases, and the speed of air approaches the relative speed of the vehicle 10 with respect to air.

In the outer region 43 outside the boundary 42 away from the surface 20F of the vehicle body 20, the effect of viscous friction between the air and the surface 20F of the vehicle body 20 is no longer present, and the velocity of the air is the vehicle 10 with respect to the air. Is almost equal to the relative velocity of. The air flow in the outer region 43 is called the mainstream 2.

As shown in FIG. 1A, when the exhaust gas is discharged from the discharge port 12 while the vehicle 10 is traveling, the released exhaust gas is mixed with the main stream 2 around the top plate 11, and as shown by reference numeral FA, the exhaust gas of the vehicle 10 It flows backward. Since the exhaust gas emitted from the engine 13 contains more water vapor than the atmosphere and has a high temperature, the air density of the mainstream 2 around the top plate 11 is lowered. Therefore, it is possible to reduce the air resistance of the vehicle 10 during traveling.

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

Generally, the force received from the air by the traveling vehicle 10 is represented by the force in each of the front-rear, left-right, and up-down axes of the vehicle 10 and the moment around each axis, and is collectively called an aerodynamic 6-component force. Normally, the force received by the traveling vehicle 10 from the air is expressed dimensionlessly, and in particular, the air resistance F, which is a force in the front-rear direction, is expressed by the air resistance coefficient Cd expressed by the following equation (1). .. Here, ρ is the density of air in the outer region 43, A is the front projected area of the vehicle 10 with respect to the traveling direction, 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 a quantity determined depending on the shape of the vehicle 10, and affects fuel efficiency, maximum speed, acceleration performance, and the like during traveling. The air resistance F of an object such as the vehicle 10 is dominated by the pressure resistance when viewed as a whole of the vehicle 10, and the frictional resistance which becomes a problem in the 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.

Reviewing Eq. (1) based on the above attention, in the normal vehicle design, the front projected area A is regarded as a parameter that can be dealt with in the vehicle design in order to reduce the pressure resistance. On the other hand, the mainstream air density ρ and the speed V are not regarded as parameters that can be dealt with in the design of the vehicle because they can fluctuate according to the traveling environment of the vehicle.

However, without being bound by the above-mentioned existing concept, the inventor of the present invention considered 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. Focusing on the fact that the pressure resistance that occupies 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. I got the knowledge.

As shown in FIG. 1C, the air in the mainstream 2 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) defined on the surface of the top plate 11 of the vehicle 10. The discharged fluid forms a mainstream 2 located behind the fluid discharge position in the traveling direction. As a result, the air density ρ of the mainstream 2 can be lowered, so that the air resistance F of the vehicle 10 can be reduced.

In the present embodiment, the 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. Therefore, the molecular weight of the air in the mainstream 2 decreases, and the temperature of the mainstream 2 rises. Therefore, since the air density of the mainstream 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 vehicle (HV, PHV) having two or more of these drive sources. The fuel cell includes at least a solid oxide fuel cell (SOFC) and a polymer electrolyte fuel cell (PEFC). Further, the engine 13, the fuel cell and the motor are also heat generating parts, and the air around them is hotter than the atmosphere. In addition, the gas discharged from the fuel cell contains a large amount of water vapor. Therefore, the air density of the mainstream 2 is reduced by recovering the high-temperature gas around the drive source or the gas discharged from the drive source and discharging the gas from the discharge port 12.

[Explanation of various fluids discharged from the discharge port]
The fluid discharged from the discharge port 12 can be heated air that has passed through a radiator, a brake, and a shock absorber (hereinafter, these are collectively referred to as "heat generating parts"). The heated air is introduced into the discharge port 12. As shown in FIG. 4, the high-temperature air output from the blower 21 and passing 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 temperature higher than that of the outside air has a lower gas density than that of the outside air. Therefore, the air density of the mainstream 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 and the like (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 protrusion of the blower 21 that discharges air. Then, by adjusting the output valve 26 of the cylinder 27, the supply amount of the low molecular weight gas mixed in the air is adjusted. The air containing the low molecular weight gas is discharged to the outside from the discharge port 12 shown in FIG. 1 via the pipe 15.
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 (a 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 surroundings of the top plate 11 are discharged. The mainstream air density can be reduced.

_{Water vapor (H 2} O) can be used as a fluid having a molecular weight lower than that of air. Since the molecular weight of water vapor is 18.01528 [g / mol], while the molecular weight of air is 28.966 [g / mol], water vapor has a smaller molecular weight than air. In other words, a 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 diagram schematically showing a steam supply device. As shown in FIG. 6, a water storage tank 23 for accumulating condensed water of the air conditioner is installed, the inlet of the water storage tank 23 is connected to the blower 21, and the outlet is connected to the pipe 15. Further, an ultrasonic vibrator 24 is installed inside the water storage tank 23. Water vapor is generated by driving the ultrasonic vibrator 24, and the generated water vapor is mixed with the air output from the blower 21 and sent out to the pipe 15 and discharged to the outside from the discharge port 12 (see FIG. 1). .. Therefore, the air density of the mainstream 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 so that the heat generator evaporates water and releases water vapor.

As described above, according to the first embodiment, the following effects can be obtained.
The vehicle 10 includes a discharge port 12 (fluid discharge device) that discharges a fluid having a gas density lower than that of the outside air toward the outside of the vehicle 10 from a fluid discharge position defined on the top plate 11 of the vehicle 10. As a result, the air density of the mainstream 2 in a wide range of the mainstream 2 around the top plate 11 is reduced, so that the air resistance of the vehicle 10 can be reduced.

The fluid discharge position is the front end portion 11a of the top plate 11, and the fluid having a lower gas density than the outside air is discharged from the front end portion 11a toward the outside of the vehicle 10. As a result, the air density of the mainstream 2 in a wider range among the mainstreams around the top plate 11 is reduced, so that the air resistance of the vehicle 10 can be reduced.

The fluid discharged from the fluid discharge position is a fluid whose temperature is higher than the outside air temperature. If the fluid is hotter than the outside air temperature, the temperature of the mainstream 2 can be raised. As the temperature of the mainstream 2 rises, the air density of the mainstream 2 decreases, so that the air resistance of the vehicle 10 can be reduced.

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

The fluid discharged from the fluid discharge position is a gas discharged from a drive system such as an engine 13 included in the vehicle 10. The gas discharged from the drive system of the engine 13 or the like contains more water vapor than the atmosphere and has a high temperature. Therefore, the molecular weight of the air in the mainstream 2 decreases, and the temperature of the mainstream 2 rises. Therefore, since the air density of the mainstream 2 is lowered, the air resistance of the vehicle 10 can be reduced.

[Explanation of the 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. In addition, another fluid having a gas density lower than that of 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 portion 13a 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 the flow rate adjusting valve 17 and the pipe 15. .. The other branch road is connected to the exhaust line and is exhausted to the outside of the vehicle. The flow rate adjusting valve 17 adjusts the ratio of the flow rate sent to each system to 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 proportion of the flow rate discharged from the pipe 15, and increasing the opening degree of the flow rate adjusting valve decreases the proportion 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 most reduced 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. One of the maps q1, q2, and q3 is set according to the vehicle.

When the vehicle speed data is acquired, the opening degree control circuit 31 obtains an exhaust gas flow rate corresponding to the vehicle speed (hereinafter, this is referred to as a “reference value”) with reference to the map stored in the memory 32. 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 flow rate of the exhaust gas discharged from the discharge port 12 is adjusted to be the reference value.
The opening degree control circuit 31 can be configured as, for example, 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. 7.
First, in step S11, the opening degree control circuit 31 acquires vehicle speed data from an ECU (not shown). Further, in step S12, it is determined whether or not the current vehicle speed is below the preset lower limit value. The lower limit is, for example, 10 km / h.

When the vehicle speed is less than the lower limit value (YES in step S12), in step S16, the opening degree control circuit 31 closes the flow rate adjusting valve 17. That is, when the vehicle speed is slow, it is hardly affected by the air resistance when the vehicle is running, so that it is not necessary to discharge the exhaust gas having a high temperature from the discharge port 12, and the flow rate adjusting valve 17 is closed.

When the vehicle speed is equal to or higher than the lower limit (NO in step S12), in step S13, the opening control circuit 31 acquires the exhaust gas flow rate according to the current vehicle speed by referring to the map stored in the memory 32. do. For example, the map q2 is selected from the map shown in FIG. 8, and the vehicle speed is further applied to the map q2 to acquire the exhaust gas flow rate.

In step S14, the opening degree control circuit 31 has an exhaust gas flow rate defined by the opening degree of the current flow rate adjusting valve 17 and an exhaust gas flow rate (reference value) according to 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, and if not, the process proceeds to step S15.

In step S18, the opening degree control circuit 31 increases the opening degree of the flow rate adjusting 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. Therefore, by increasing the opening degree of the flow rate adjusting valve 17, the discharge port is released. Increase the flow rate of exhaust gas emitted from 12.

In step S15, the opening degree control circuit 31 has an exhaust gas flow rate defined by the opening degree of the current flow rate adjusting valve 17 and an exhaust gas flow rate (reference value) according to 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, and if not, the process ends.

In step S17, the opening degree control circuit 31 reduces the opening degree of the flow rate adjusting 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 adjusting valve 17, the discharge port 12 Reduce the flow rate of exhaust gas emitted.

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), it can be considered that the current exhaust gas flow rate is an appropriate flow rate. The opening degree of 17 is not changed. In this way, the exhaust gas flow rate is controlled according to the vehicle speed.

As described above, 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, it is possible to discharge the exhaust gas having a flow rate suitable for the vehicle speed from the discharge port 12, and it is possible to reduce the resistance when the vehicle is running. Therefore, it is possible to improve the fuel efficiency and electricity cost of the vehicle.

Further, since it is possible to prevent the flow rate of the exhaust gas from becoming excessive, it is possible to avoid the problem of overheating of the vehicle body.
[Explanation of Modifications of Second Embodiment]

In the second embodiment described above, an example of adjusting the fluid flow rate by controlling the opening degree of the flow rate adjusting valve 17 has been described. In the modified example, the flow rate adjusting valve 17 is turned on and off periodically, and the on time of the flow rate adjusting valve 17 during one cycle (this is referred to as “duty ratio”) is controlled to exhaust gas from the engine 13. Adjust the flow rate (release amount) to send to the discharge port 12.

That is, in the modified example, the process of "S17" in the flowchart of FIG. 9 is a decrease in the duty ratio, and the process of "S18" is an increase in the duty ratio. Since the other processing procedures are the same as those in FIG. 9, the description thereof will be omitted.

FIG. 10A is a timing chart showing the on / off timing of the flow rate adjusting 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 adjusting valve 17 on and off at a predetermined cycle.

FIG. 10B is a timing chart showing the on / off timing of the flow rate adjusting valve 17 when the exhaust gas flow rate is relatively increased. In FIG. 10B, the on-time in one cycle is longer than that in FIG. 10A. That is, the duty ratio is high. In this way, by controlling the length of the on-time in one cycle, it is possible to control the increase / decrease in the exhaust gas flow rate.

Therefore, similarly to the second embodiment described above, it is possible to discharge the exhaust gas flow rate suitable for the vehicle speed from the discharge port 12, and it is possible to reduce the resistance when the vehicle is running. Therefore, the fuel consumption and electricity cost of the vehicle 10 can be improved. Further, it is possible to prevent the flow rate of the exhaust gas from becoming excessive, and it is possible to prevent the vehicle body from overheating.

[Explanation 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 portion 13a 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 the flow rate adjusting valve 17 and the pipe 15. .. The other branch road is connected to the exhaust line and discharged to the outside of the vehicle.

The flow rate adjusting valve 17 is connected to an opening degree control circuit 31 that controls the opening degree of the flow rate adjusting valve 17. The exhaust unit 13a is connected to a temperature sensor 25 that measures the exhaust gas temperature, and acquires exhaust gas temperature data from the temperature sensor 25. In addition, it is connected to an ECU (not shown) to acquire 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 most reduced when the exhaust gas at this temperature is discharged 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, and 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 flow rate of the exhaust gas discharged from the discharge port 12 is adjusted to be 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 the preset lower limit value. The lower limit is, for example, 10 km / h.

When the vehicle speed is less than the lower limit value (YES in step S32), in step S37, the opening degree control circuit 31 closes the flow rate adjusting valve 17. That is, when the vehicle speed is slow, it is hardly affected by the air resistance when the vehicle is running, so that it is not necessary to discharge the exhaust gas having a high temperature from the discharge port 12, and the flow rate adjusting valve 17 is closed.

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

In step S34, the opening degree control circuit 31 acquires an exhaust gas flow rate according to the current exhaust gas temperature with reference to the map stored in the memory 32. For example, the map q12 is selected from the map shown in FIG. 12, and the exhaust gas temperature is further applied to the map q12 to acquire the exhaust gas flow rate.

In step S35, the opening degree control circuit 31 compares the exhaust gas flow rate defined by the opening degree of the current 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 smaller than the reference value, the process proceeds to step S36, and 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 adjusting 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. Therefore, by increasing the opening degree of the flow rate adjusting valve 17, the discharge port is released. Increase the flow rate of exhaust gas emitted from 12.

In step S36, the opening degree control circuit 31 compares the exhaust gas flow rate defined by the opening degree of the current 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 larger than the reference value, the process proceeds to step S38, and if not, the process ends.

In step S38, the opening degree control circuit 31 reduces the opening degree of the flow rate adjusting 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 adjusting valve 17, the discharge port 12 Reduce the flow rate of exhaust gas emitted.

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), it can be considered that the current exhaust gas flow rate is an appropriate flow rate. The opening degree of 17 is not changed. In this way, the exhaust gas flow rate is controlled according to the exhaust gas temperature.

In this way, the fluid discharge device according to the third embodiment measures the current exhaust gas temperature and acquires the exhaust gas flow rate according to the exhaust gas temperature stored in the map. Then, the opening degree of the flow rate adjusting valve 17 is controlled according to the current flow rate of the fluid discharged from the current discharge port 12 and the reference value stored in the map. Therefore, it is possible to discharge the exhaust gas having a flow rate suitable for the exhaust gas temperature from the discharge port 12, and it is possible to reduce the resistance when the vehicle is running. As a result, fuel efficiency and electricity cost can be improved.
Further, since it is possible to prevent the fluid flow rate from becoming excessive, it is possible to avoid the problem of overheating of the vehicle body.

[Explanation of Modifications of Third Embodiment]
In the third embodiment described above, an example of adjusting the fluid flow rate by controlling the opening degree of the flow rate adjusting valve 17 has been described. In the modified example, the exhaust gas flow rate (fluid flow rate) of the engine 13 is adjusted by periodically turning the flow rate adjusting valve on and off, and further controlling the on time of the flow rate adjusting valve during one cycle.
That is, in the modified example, the process of "S38" in the flowchart of FIG. 13 is a decrease in the duty ratio, and the process of "S39" is an increase in the duty ratio. Since the other processing procedures are the same as those in FIG. 13, the description thereof will be omitted.

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 switching the flow rate adjusting valve on and off.
Therefore, similarly to the third embodiment described above, it is possible to discharge the exhaust gas flow rate suitable for the exhaust gas temperature from the discharge port 12, and it is possible to reduce the resistance when the vehicle is running. Therefore, the fuel consumption and electricity cost of the vehicle 10 can be improved. Further, it is possible to prevent the flow rate (fluid flow rate) of the discharged exhaust gas from becoming excessive, and it is possible to prevent the vehicle body from overheating.

Although the contents of the present invention have been described above according to the embodiments, it is obvious to those skilled in the art that the present invention is not limited to these descriptions and 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 moving in the air in addition to the vehicle. Examples of moving bodies include motorcycles, railroads, aircraft, rockets, etc., in addition to rolling stock.

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, and higher partial pressure of water vapor as compared with 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.

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

10 Vehicle 11 Top plate 11a Front end 12 Discharge port 13 Engine 14 Front pillar 15 Piping 16 Louver 17 Flow control valve 18 Discharge duct 20 Body 21 Blower 27 Cylinder 23 Water storage tank 24 Ultrasonic oscillator 25 Temperature sensor 26 Output valve 31 Open Degree control circuit 32 memory

Claims (6)

A fluid discharge device for discharging a fluid having a gas density lower than that of the outside air from a fluid discharge position defined on the top plate of the moving body to the outside of the moving body is provided .
The moving body is characterized in that the fluid discharging device acquires the traveling speed of the moving body and changes the discharging amount of the fluid according to the traveling speed . A fluid discharge device for discharging a fluid having a gas density lower than that of the outside air from a fluid discharge position defined on the top plate of the moving body to the outside of the moving body is provided .
The fluid discharge device is a moving body characterized in that it acquires the temperature of the fluid and changes the discharge amount of the fluid according to the temperature. The moving body according to claim 1 or 2, wherein the fluid is a fluid having a temperature higher than the outside air temperature. The moving body according to any one of claims 1 to 3, wherein the fluid is a fluid having a molecular weight smaller than that of the outside air. The moving body according to claim 4, wherein the fluid is a fluid having a higher partial pressure of water vapor than the 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.

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