JP6953890B2 - Mobile - Google Patents

Description

The present invention relates to a moving body having means for heating an external fluid.

Patent Document 1 discloses that a heating plate is installed on a rear fender panel and the running wind in contact with the heating plate is heated to reduce air resistance.

Japanese Unexamined Patent Publication No. 2009-10739

However, in the conventional example disclosed in Patent Document 1 described above, since the running wind is heated by the heating plate provided on the moving body such as a vehicle, the air temperature in contact with the moving body rises. Therefore, there is a problem that the viscous resistance of the air in contact with the moving body increases due to the temperature rise around the moving body, and the air resistance during traveling of the moving body increases.

The present invention has been made to solve such a conventional problem, and an object of the present invention is to provide a moving body capable of reducing air resistance during traveling.

In order to achieve the above object, the present invention sets the fluid heating device, which heats the mainstream relatively more than the fluid flowing through the boundary layer on the surface of the moving body, in front of the top plate of the moving body or the top plate. Provide .

The moving body according to the present invention can reduce the air density of the mainstream and can reduce the air resistance when the moving body travels.

FIG. 1 is a schematic diagram showing an air flow along the surface of a vehicle generated around a running vehicle, and a graph showing a fluid pressure coefficient Cp. FIG. 2 is an enlarged cross-sectional view showing the area Xe of FIG. 1 in an enlarged manner. FIG. 3 is a schematic view showing an electromagnetic wave generator used as a fluid heating device. FIG. 4 is a graph showing the relationship between the distance from the vehicle body surface and the temperature of the fluid. FIG. 5A is an explanatory diagram showing an example in which a solar panel is used as a power source for the electromagnetic wave generator. FIG. 5B is an explanatory diagram showing an example in which a generator provided on a wheel is used as a power source for the electromagnetic wave generator. FIG. 6 is a graph showing the relationship between air temperature and air density. FIG. 7 is an explanatory diagram showing a region where the temperature of the mainstream rises when an electromagnetic wave generator is provided at the stagnation point. FIG. 8 is an explanatory diagram showing a region where the mainstream temperature rises when an electromagnetic wave generator is provided in the lens of the headlight. FIG. 9 is an explanatory diagram showing a region where the mainstream temperature rises when an electromagnetic wave generator is provided at the front end of the top plate. FIG. 10 is an explanatory view showing a region where the mainstream temperature rises when an electromagnetic wave generator is provided on the inner surface above the windshield. FIG. 11 is an explanatory diagram showing a region where the mainstream temperature rises when an electromagnetic wave generator is provided in the fender mirror. FIG. 12 is an explanatory diagram showing a region where the mainstream temperature rises when an electromagnetic wave generator is provided in the side mirror. FIG. 13 is an explanatory diagram showing a region where the mainstream temperature rises when an electromagnetic wave generator is provided in the hood. FIG. 14 is an explanatory view showing a region where the mainstream temperature rises when an electromagnetic wave generator is provided on the lower inner surface of the windshield. FIG. 15 is a block diagram showing an example of a device that controls the output of the electromagnetic wave generator. FIG. 16 is a graph showing an example of a map showing the relationship between vehicle speed and electromagnetic wave output. FIG. 17A is a timing chart showing the output timing when the electromagnetic wave output is reduced. FIG. 17B is a timing chart showing the output timing when the electromagnetic wave output is increased. FIG. 18 is a flowchart showing control of electromagnetic wave output. FIG. 19 is an explanatory diagram showing a configuration in which a heating element that supplies exhaust gas to generate heat is provided on the vehicle body. FIG. 20A is an explanatory view when the heating element is provided at a predetermined height of the top plate. FIG. 20B is an explanatory view when the heating element is provided at a position lower than the top plate. FIG. 21A is an explanatory view when the heating element is provided at a predetermined height of the hood. FIG. 21B is an explanatory view when the heating element is provided at a position lower than the hood. FIG. 22 is an explanatory diagram showing a region where the mainstream temperature rises when three heating elements are provided at the stagnation point. FIG. 23 is an explanatory diagram showing a region where the mainstream temperature rises when three heating elements are provided in the bumper portion. FIG. 24 is an explanatory diagram showing a configuration in which a heating element that generates heat by a resistor is provided on the vehicle body. FIG. 25 is a block diagram showing an example of a device that controls the output of the heating element that generates heat by the resistor. FIG. 26 is a graph showing an example of a map showing the relationship between the vehicle speed and the heating element temperature. FIG. 27A is a timing chart showing on / off timing of the switch when the temperature of the heating element is lowered. FIG. 27B is a timing chart showing on / off timing of the switch when the temperature of the heating element is raised. FIG. 28 is a flowchart showing temperature control of the heating element.

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.

First, the air flow around the running vehicle 10 will be described. As shown in FIG. 1, 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. FIG. 2 enlarges and displays the area Xe of FIG. In the vicinity of the surface 20F of the vehicle 10, 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.

Returning to FIG. 1, the vehicle 10 is provided with a fluid heating device that heats the outside air at a heating position defined on the surface of the vehicle 10 in front of the traveling direction. Further, the fluid heating device heats the mainstream 2 in the region outside the boundary layer. As shown in the upper side view of FIG. 1, the heating position is, for example, the stagnation point P1 in front of the vehicle 10 in the traveling direction. As shown in the graph at the bottom of FIG. 1, the stagnation point P1 is the point where the pressure of the fluid becomes maximum, so that the fluid heated at the stagnation point P1 flows as the mainstream 2 to the entire surface of the vehicle 10. Therefore, the air density of the mainstream 2 in a wide range can be reduced. Further, the spring from the stagnation point P1 does not easily disturb the streamline of the uniform flow and has the least influence. Therefore, since the fluid flows over the entire surface of the vehicle 10, the air resistance of the vehicle 10 can be reduced. The horizontal axis of the graph at the bottom of FIG. 1 indicates the position of the vehicle 10 in the traveling direction, and the vertical axis indicates the pressure coefficient Cp.

Next, a specific configuration example of the fluid heating device will be described. As shown in FIG. 3, the fluid heating device is an electromagnetic wave generator 12 provided on the surface of the vehicle body. The electromagnetic wave generator 12 is, for example, an infrared generator or a microwave generator. The electromagnetic wave generator 12 heats the fluid in a region separated from the vehicle body surface by a predetermined distance or more by adjusting the output and the mounting angle. FIG. 4 is a graph showing the relationship between the distance from the vehicle body surface and the temperature of the air, and the electromagnetic wave generator 12 heats the fluid in a region separated from the vehicle body surface by a predetermined distance L1 or more as shown by the curve q1. If the predetermined distance L1 is set to be the same as or greater than the width La of the boundary layer 41, the mainstream 2 can be heated relatively more than the boundary layer 41, and the air density of the mainstream 2 can be lowered. can. The curve q2 shows the temperature of the fluid when it is not heated.

As the electric power of the electromagnetic wave generator 12, the output of the battery mounted on the vehicle 10 can be used. Alternatively, as shown in FIG. 5A, a solar panel 14 may be installed on the top plate of the vehicle 10 to obtain electric power, or as shown in FIG. 5B, a generator 15 may be installed on the wheels to obtain electric power. can.

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 the aerodynamic six-component force. Normally, the force received from the air by the traveling vehicle 10 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 vehicle design 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.

Therefore, by using the electromagnetic wave generator 12 to heat the fluid in the region separated from the vehicle body surface by a predetermined distance L1 or more, the mainstream 2 is heated without significantly heating the fluid in the boundary layer 41. 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.

Next, the relationship between the temperature and the density of the mainstream 2 discharged from the fluid discharge position will be described. FIG. 6 is a graph showing the relationship between the temperature and the density of the mainstream 2. As shown in the curve q5, the higher the temperature of the mainstream 2, the lower the density. Therefore, by heating with a fluid heating device, the temperature of the mainstream 2 can be increased and the density of the mainstream 2 can be decreased.

Hereinafter, specific embodiments will be described.
[Explanation of the first embodiment]
FIG. 7 is an explanatory diagram showing a first embodiment of the present invention. As shown in FIG. 7, the electromagnetic wave generator 12 is installed at the stagnation point P1 of the vehicle 10. Then, electric power is supplied to the electromagnetic wave generator 12 to drive the electromagnetic wave generator 12. The electromagnetic wave generator 12 outputs, for example, an electromagnetic wave having a wavelength of 750 to 100,000 [nm]. It is known that the absorption wavelength of oxygen O2 contained in air is 750 to 780 [nm], and the absorption wavelength of carbon dioxide CO2 and water vapor H2O is 5000 to 100,000 [nm]. Therefore, by setting the wavelength of the electromagnetic wave output from the electromagnetic wave generator 12 to 750 to 100,000 [nm], oxygen, carbon dioxide, and water vapor in the air can be vibrated to generate heat. Further, the mainstream in a region separated from the vehicle body surface by a predetermined distance L1 or more is heated. Therefore, as shown in FIG. 7, the mainstream Q1 around the vehicle 10 can be heated to reduce the air density.

In the present embodiment, the predetermined distance L1 is set to be the same as the width La of the boundary layer 41 in contact with the vehicle 10 or slightly larger than the boundary layer 41. As shown in FIG. 4, the range of the distance La from the surface of the vehicle 10 is the boundary layer 41, which is a region affected by the temperature of the vehicle 10. The boundary layer 41 is affected by the viscosity of the air as it is affected by the temperature of the vehicle 10. That is, when the temperature of the fluid passing through the boundary layer 41 rises, the viscous resistance of air increases and the air resistance rises.

In the present embodiment, by setting the predetermined distance L1 described above to the distance La or more (L1 ≧ La), the mainstream 2 outside the boundary layer 41 is heated, and the boundary layer 41 is not heated. That is, the electromagnetic wave generator 12 heats the mainstream 2 flowing outside the boundary layer 41 on the surface of the vehicle body relatively more, thereby reducing the air resistance during vehicle travel. Further, since the amount of heat of the fluid flowing in the boundary layer 41 is small, an increase in viscous resistance can be suppressed.

Further, the mounting position of the electromagnetic wave generator 12 is not limited to the stagnation point P1. FIG. 8 is an explanatory view showing an example in which the electromagnetic wave generator 12 is provided on the lenses P2 of the left and right headlights of the vehicle 10. As a result, the mainstream Q2 around the vehicle 10 can be heated to reduce the air density.

FIG. 9 is an explanatory view showing an example in which an electromagnetic wave generator 12 facing the front of the vehicle 10 is provided at the front end of the top plate of the vehicle 10. As a result, the mainstream Q3 around the vehicle 10 can be heated to reduce the air density.

FIG. 10 is an explanatory view showing an example in which the electromagnetic wave generator 12 is provided on the inner surface above the windshield 17 of the vehicle 10. As a result, the mainstream Q4 around the vehicle 10 can be heated to reduce the air density.

FIG. 11 is an explanatory view showing an example in which the electromagnetic wave generator 12 is provided on the fender mirror 18 of the vehicle 10. As a result, the mainstream Q5 around the vehicle 10 can be heated to reduce the air density.

FIG. 12 is an explanatory view showing an example in which the electromagnetic wave generator 12 is provided on the side mirror 19 of the vehicle 10. As a result, the mainstream Q6 around the vehicle 10 can be heated to reduce the air density.

FIG. 13 is an explanatory diagram showing an example in which the electromagnetic wave generator 12 is provided on the hood 23 of the vehicle 10. As a result, the mainstream Q7 around the vehicle 10 can be heated to reduce the air density.

FIG. 14 is an explanatory view showing an example in which the electromagnetic wave generator 12 is provided on the inner surface below the windshield 17 of the vehicle 10. As a result, the mainstream Q8 around the vehicle 10 can be heated to reduce the air density.

In this way, the following effects can be obtained by using the electromagnetic wave generator 12 (fluid heating device) to heat the mainstream 2 outside the boundary layer 41 on the surface of the vehicle body without heating the inside of the boundary layer 41.

Since the temperature rise in the boundary layer 41 is suppressed and the viscosity does not rise, the influence of the viscous resistance can be suppressed. Further, since the main stream 2 outside the boundary layer 41 is heated, the air density of the main stream 2 can be reduced. Therefore, the air resistance when the vehicle is running can be reduced, and the fuel consumption and the electricity cost can be improved.

Since the mainstream 2 is heated by using the electromagnetic wave generator 12, the mainstream 2 can be appropriately heated by setting the wavelength.

By setting the wavelength of the electromagnetic wave output from the electromagnetic wave generator 12 to the range of 750 nm to 100,000 nm, oxygen, carbon dioxide, and water vapor in the air can be vibrated to generate heat, and the mainstream 2 can be heated efficiently. ..

By providing the electromagnetic wave generator 12 at the stagnation point P1, the air density of the mainstream around the entire vehicle 10 can be reduced, and the air resistance can be reduced.
By providing the electromagnetic wave generator 12 in the bumper portion 51, the air density of the mainstream around the entire vehicle 10 can be reduced, and the air resistance can be reduced.

By providing the electromagnetic wave generator 12 at the front end of the top plate, the air density of the mainstream around the top plate of the vehicle 10 can be reduced, and the air resistance can be reduced.
By providing the electromagnetic wave generator 12 at the front end of the hood, the air density of the mainstream around the top plate of the vehicle 10 can be reduced, and the air resistance can be reduced.

[Explanation of the second embodiment]
Next, a second embodiment of the present invention will be described. FIG. 15 is an explanatory diagram showing the configuration of the fluid heating device according to the second embodiment. In the second embodiment, an example is shown in which an electromagnetic wave generator 12 is provided on the top plate 11 of the vehicle 10 to heat the mainstream 2, and an electromagnetic wave control circuit 21 for controlling the electromagnetic wave generator 12 is provided.
The electromagnetic wave control circuit 21 is connected to an ECU (not shown) mounted on the vehicle 10 and acquires vehicle speed data from the ECU. Further, the electromagnetic wave control circuit 21 has a memory 22 for storing various data. The memory 22 stores a map showing the relationship between the vehicle speed (traveling speed) and the electromagnetic wave output.

FIG. 16 is a graph showing an example of a map. The relationship between the vehicle speed and the electromagnetic wave output 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 22 as a map. In FIG. 16, a plurality of maps (q1, q2, q3) are stored. One of the maps q1, q2, and q3 is set according to the vehicle, and as will be described later, when the vehicle speed is acquired, it is suitable for the vehicle speed by referring to this map. The electromagnetic wave output is determined.

When the vehicle speed data is acquired, the electromagnetic wave control circuit 21 obtains a reference value of the electromagnetic wave output corresponding to the vehicle speed by referring to the map. Then, the output of the electromagnetic wave generator 12 is controlled according to the difference between the current electromagnetic wave output and the reference value.

As shown in FIGS. 17A and 17B, the output control of the electromagnetic wave can be controlled by changing the ratio of the on-time to one cycle (duty ratio). For example, when reducing the output of electromagnetic waves, the duty ratio is reduced as shown in FIG. 17A. When increasing the output of electromagnetic waves, the duty ratio is increased as shown in FIG. 17B. By doing so, the electromagnetic wave output can be arbitrarily set.
The electromagnetic wave control circuit 21 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 heating device according to the second embodiment will be described with reference to the flowchart shown in FIG. This process is executed by the electromagnetic wave control circuit 21 shown in FIG.
First, in step S11, the electromagnetic wave control circuit 21 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.

If the vehicle speed is less than the lower limit (YES in step S12), the electromagnetic wave control circuit 21 stops the output of the electromagnetic wave in step S16. That is, when the vehicle speed is slow, it is hardly affected by air resistance when the vehicle is running, so it is not necessary to heat the mainstream and the output of electromagnetic waves is stopped.

When the vehicle speed is equal to or higher than the lower limit value (NO in step S12), in step S13, the electromagnetic wave control circuit 21 refers to the map stored in the memory 22 and acquires the electromagnetic wave output according to the current vehicle speed. Specifically, for example, map q2 is selected from the map shown in FIG. 16, and further, the vehicle speed is applied to map q2 to acquire the electromagnetic wave output.

In step S14, the electromagnetic wave control circuit 21 compares the current electromagnetic wave output with the electromagnetic wave output (reference value) suitable for the current vehicle speed acquired by referring to the map, and the current electromagnetic wave output is smaller than the reference value. If so, the process proceeds to step S18, and if not, the process proceeds to step S15.

In step S18, the electromagnetic wave control circuit 21 increases the output of the electromagnetic wave and controls it so as to approach the reference value. As shown in FIG. 17B, the electromagnetic wave output time is set to be long.

In step S15, the electromagnetic wave control circuit 21 compares the current electromagnetic wave output with the reference value, and if the current electromagnetic wave output is larger than the reference value, proceeds to step S17, and if not, this process. To finish.

In step S17, the electromagnetic wave control circuit 21 reduces the output of the electromagnetic wave and controls it so as to approach the reference value. As shown in FIG. 17A, the output time of the electromagnetic wave is shortened.

On the other hand, if it is determined in step S15 that the current electromagnetic wave output is not larger than the reference value (NO in step S15), the current electromagnetic wave output is appropriate, so the electromagnetic wave output is not changed. In this way, the electromagnetic wave output is controlled according to the vehicle speed.

In this way, the fluid heating device according to the present embodiment acquires the current vehicle speed (running speed) and the electromagnetic wave output (reference value) suitable for the vehicle speed stored in the map. Then, the current electromagnetic wave output is controlled to approach the reference value. Therefore, electromagnetic waves suitable for the vehicle speed are output, and it is possible to heat the mainstream around the vehicle 10 to reduce the air density and reduce the air resistance when the vehicle is running.
Further, since it is possible to prevent the mainstream temperature rise from becoming excessive, it is possible to avoid the problem that the temperature of the vehicle 10 rises abnormally.

[Explanation of Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS. 19 to 23. FIG. 19 is an explanatory view showing a fluid heating device according to a third embodiment. A heating element 31 is used as the fluid heating device, and is installed at a certain height of the front end of the top plate of the vehicle 10 or the hood of the vehicle 10, for example, as shown in FIGS. 20A and 21A.

As shown in FIG. 19, the heating element 31 has a hollow structure and a flat shape. Support cylinders 32a and 32b for connecting the heating element 31 to the surface of the vehicle body are provided at both ends of the heating element 31. The support cylinders 32a and 32b have a cylindrical shape with a hollow inside. Then, the lengths of the support cylinders 32a and 32b are set so that the heating element 31 is located outside the boundary layer 41. That is, the length L2 of the support cylinders 32a and 32b is set to be equal to or greater than the distance La of the boundary layer 41 shown in FIG.

One support cylinder 32a is used as an inlet for high temperature fluid, and the other support cylinder 32b is used as an outlet for high temperature fluid. As the high-temperature fluid, for example, exhaust gas (F1) of an engine having a high temperature higher than the outside air temperature is introduced. That is, when the exhaust gas is introduced from one of the support cylinders 32a, the exhaust gas passes through the heating element 31 and is discharged to the outside from the other support cylinder 32b. As a result, the heating element 31 is heated and the temperature rises, and the mainstream in contact with the heating element 31 is heated. On the other hand, since the heating element 31 is provided at a position outside the boundary layer 41, the air inside the boundary layer 41 is not significantly heated. Therefore, the mainstream air density can be reduced, and the air resistance during vehicle travel can be reduced.

That is, as shown in FIG. 20A, when the heating element 31 is provided at a constant height at the front end of the top plate of the vehicle 10, the mainstream of the region separated from the vehicle body surface by a distance L2 (see FIG. 19) or more is mainstream. It is heated and the area within the boundary layer is not heated. Therefore, the increase in the viscosity of air in the boundary layer can be suppressed, and the mainstream outside the boundary layer is heated, so that the air resistance during vehicle traveling can be reduced, and fuel consumption and electricity cost can be improved. Further, as shown in FIG. 20B, when the heating element 31 is provided in the boundary layer, the air in the boundary layer is heated, so that the viscosity of the air in this region increases and the air resistance decreases. You will not be able to. In this embodiment, this problem can be avoided.

Further, as shown in FIG. 21A, even when the heating element 31 is provided at a constant height of the hood of the vehicle 10, the mainstream around the hood is heated and the boundary layer is not heated, so that air resistance is increased. Can be reduced. Further, as shown in FIG. 21B, when the heating element 31 is provided in the boundary layer, the air in the boundary layer is heated, and the air resistance cannot be reduced. In this embodiment, this problem can be avoided.

As described above, in the third embodiment, the heating element 31 (fluid heating device) is installed outside the boundary layer of the vehicle 10, and a high-temperature fluid such as exhaust gas is supplied to the heating element 31 to generate heat of the heating element 31. Let me. Therefore, since the mainstream outside the boundary layer is heated without heating the inside of the boundary layer, the air density of the mainstream can be reduced, and thus the air resistance can be reduced.

In the present embodiment, an example of supplying the exhaust gas discharged from the engine to the heating element 31 has been described, but the present invention is not limited to this, and a high-temperature fluid other than the exhaust gas can be supplied. .. For example, it may be configured to supply a high temperature fluid discharged by 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, a plurality of heating elements 31 may be provided. For example, as shown in FIG. 22, three heating elements 31a, 31b, and 31c may be provided at the stagnation point P1. Further, as shown in FIG. 23, three heating elements 31a, 31b, and 31c may be provided on the bumper portion 51 of the vehicle 10.

[Explanation of Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described. FIG. 24 is an explanatory view showing the configuration of the fluid heating device according to the fourth embodiment, and the heating element 33 formed of a flat-shaped resistor and the heating element 33 provided at both ends of the heating element 33 are provided. It has support cylinders 37a and 37b to support. The lengths of the support cylinders 37a and 37b are set so that the heating element 31 is located outside the boundary layer. That is, the lengths of the support cylinders 37a and 37b are set to be equal to or longer than the distance La of the boundary layer 41 shown in FIG.

Similar to the third embodiment described above, the heating element 33 is installed at a predetermined height of the top plate of the vehicle 10 as shown in FIG. 20A. Alternatively, as shown in FIG. 21A, it is installed at a predetermined height of the hood of the vehicle 10.

An electric wire 36 is arranged inside the support cylinders 37a and 37b, and a power supply 34 and a switch 39 are connected to each other. By turning on the switch 39, a current can be passed through the heating element 33, and the heating element 33 can be heated.
The power supply 34 is, for example, a battery mounted on the vehicle 10. Alternatively, the solar panel 14 shown in FIG. 5A and the generator 15 installed on the wheel shown in FIG. 5B may be used. Since the heating element 33 is provided outside the boundary layer, the amount of air heated in the boundary layer is small, and the mainstream outside the boundary layer is heated. That is, it heats the mainstream relatively more than the fluid flowing through the boundary layer. Therefore, the mainstream air density can be reduced and the air resistance can be reduced.
Since the heating element 33 has a higher temperature than the outside air of the moving body, the mainstream air density can be reduced more effectively.

[Explanation of Fifth Embodiment]
Next, a fifth embodiment of the present invention will be described. FIG. 25 is an explanatory diagram showing the configuration of the fluid heating device according to the fifth embodiment. In the fifth embodiment, a switch control circuit 61 for switching the on / off of the switch 39 connected to the heating element 33 shown in FIG. 24 to control the temperature of the heating element 33 is provided, and the heating element 33. The difference is that it includes a temperature sensor 38 that detects the temperature. Since the other configurations are the same as those in FIG. 24, the same reference numerals are given and the configuration description will be omitted.

The switch control circuit 61 is connected to an ECU (not shown) mounted on the vehicle 10 and acquires vehicle speed data from the ECU. In addition, the temperature data of the heating element 33 detected by the temperature sensor 38 is acquired.

Further, the switch control circuit 61 has a memory 62 for storing various data. The memory 62 stores a map showing the relationship between the vehicle speed and the temperature of the heating element 33.

FIG. 26 is a graph showing an example of a map. The relationship between the vehicle speed (running speed) and the temperature of the heating element 33, which has the lowest air resistance when the vehicle is running at the vehicle speed, is measured in advance, and the measurement result is stored in the memory 62 as a map. In FIG. 26, a plurality of maps (q11, q12, q13) are stored. One of the maps q11, q12, and q13 is set according to the vehicle, and as will be described later, when the vehicle speed is acquired, it is suitable for the vehicle speed by referring to this map. The temperature of the heating element 33 is determined. Further, the duty ratio for this temperature is determined.

When the vehicle speed data is acquired, the switch control circuit 61 obtains a reference value of the heating element temperature corresponding to the vehicle speed with reference to the map. Then, the duty ratio when a current is passed through the heating element 33 is controlled according to the difference between the current heating element temperature and the reference value.

As shown in FIGS. 27A and 27B, the duty ratio control of the switch 39 can be controlled by changing the ratio of the on-time to one cycle (duty ratio). For example, when the temperature of the heating element 33 is higher than the reference value, the duty ratio is lowered as shown in FIG. 27A, and when the temperature of the heating element 33 is lower than the reference value, as shown in FIG. 27B. In addition, the duty ratio is increased. By doing so, the heating element 33 can be appropriately heated.

The switch control circuit 61 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 heating device according to the fifth embodiment will be described with reference to the flowchart shown in FIG. 28. This process is executed by the switch control circuit 61 shown in FIG.
First, in step S31, the switch control circuit 61 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 switch control circuit 61 turns off the switch 39 and stops supplying the current to the heating element 33. That is, when the vehicle speed is slow, it is not necessary to heat the mainstream because it is hardly affected by the air resistance when the vehicle is running, and the heat generation of the heating element 33 is stopped.

When the vehicle speed is equal to or higher than the lower limit value (NO in step S32), in step S33, the switch control circuit 61 acquires the temperature data of the heating element 33 detected by the temperature sensor 38.

In step S34, the switch control circuit 61 refers to the map stored in the memory 62 and acquires the duty ratio according to the current vehicle speed. Specifically, for example, map q12 is selected from the map shown in FIG. 26, and further, the vehicle speed is applied to the map q12 to acquire the duty ratio when controlling the on / off of the switch 39.

In step S35, the switch control circuit 61 compares the current duty ratio with the duty ratio according to the current vehicle speed acquired by referring to the map, and if the current duty ratio is smaller than the reference value, The process proceeds to step S39, and if not, the process proceeds to step S36.

In step S39, the switch control circuit 61 controls the duty ratio so as to approach the reference value as shown in FIG. 27B.

In step S36, the switch control circuit 61 compares the current duty ratio with the duty ratio according to the current vehicle speed acquired with reference to the map, and if the current duty ratio is larger than the reference value, The process proceeds to step S38, and if not, the present process ends.

In step S38, the switch control circuit 61 controls the duty ratio so as to approach the reference value as shown in FIG. 27A.

On the other hand, if it is determined in step S36 that the current duty ratio is not larger than the reference value (NO in step S36), the current duty ratio is appropriate and the duty ratio is not changed. In this way, the duty ratio is controlled according to the vehicle speed.

As described above, in the present embodiment, the duty ratio of the switch 39 is set so that the vehicle speed and the temperature of the heating element 33 are acquired and the temperature of the heating element 33 becomes the temperature corresponding to the vehicle speed with reference to the map. Therefore, the mainstream can be heated with the temperature of the heating element 33 as an appropriate temperature, and the air resistance during vehicle travel can be reduced. In addition, it is possible to prevent the amount of heating from becoming excessive, and it is possible to avoid the problem of overheating of the vehicle body.

In the fifth embodiment, an example has been described in which a resistor is used as the heating element 33 and the temperature of the heating element 33 is controlled to be an appropriate temperature by controlling the current supplied to the resistor. As shown in the third embodiment described above, it is also possible to apply to an example in which a high temperature gas such as an engine exhaust gas is introduced into the heating element 31 to generate heat of the heating element 31. In this case, the temperature can be controlled to an appropriate level by providing a flow rate adjusting valve for switching between supply and stop of the exhaust gas and controlling the opening and closing of the flow rate adjusting valve.

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 objects include motorcycles, railroads, aircraft, rockets, etc., in addition to automobiles.

2 Mainstream 10 Vehicle 11 Top plate 11a Front end 12 Electromagnetic wave generator 13 Power supply 14 Solar panel 15 Generator 16 Temperature boundary layer 17 Front glass 18 Fender mirror 19 Side mirror 20 Body 20F Surface 21 Electromagnetic wave control circuit 22 Memory 23 Hood 31, 31a, 31b, 31c Heat generator 32, 32a, 32b Support cylinder 33 Heat generator 34 Power supply 36 Wire 37a, 37b Support cylinder 38 Temperature sensor 39 Switch 41 Boundary layer 42 Boundary 43 External area 51 Bumper part 61 Switch control circuit 62 Memory

Claims (11)

A feature is that a fluid heating device that heats the mainstream outside the boundary layer relatively more than the fluid flowing through the boundary layer on the surface of the moving body is provided in front of the top plate of the moving body or the top plate. A moving body. The moving body according to claim 1, wherein the fluid heating device is an electromagnetic wave generator that generates electromagnetic waves. The mobile body according to claim 2, wherein the wavelength of the electromagnetic wave is in the range of 750 nm to 100,000 nm. The moving body according to claim 2 or 3, wherein the traveling speed of the moving body is acquired and the output of the electromagnetic wave is changed according to the traveling speed. The moving body according to claim 1, wherein the fluid heating device is a heating element provided at a position separated from the surface of the moving body by a width of the boundary layer or more. The moving body according to claim 5, wherein the heating element is higher than the temperature of the outside air of the moving body. The moving body according to claim 5 or 6, wherein the traveling speed of the moving body is acquired and the temperature of the heating element is changed according to the traveling speed. A fluid heating device that heats the mainstream outside the boundary layer relatively more than the fluid flowing through the boundary layer on the surface of the moving body is provided.
The fluid heating apparatus, moving body you characterized in that it is installed in the stagnation point of the moving body. A fluid heating device that heats the mainstream outside the boundary layer relatively more than the fluid flowing through the boundary layer on the surface of the moving body is provided.
The movable body is a vehicle, the fluid heating apparatus, to that moving body, characterized in that it is installed in the bumper of the vehicle. A fluid heating device that heats the mainstream outside the boundary layer relatively more than the fluid flowing through the boundary layer on the surface of the moving body is provided.
The fluid heating apparatus, the top plate you characterized moving body for installation on the front end portion of the movable body. A fluid heating device that heats the mainstream outside the boundary layer relatively more than the fluid flowing through the boundary layer on the surface of the moving body is provided.
The movable body is a vehicle, the fluid heating apparatus, moving body you characterized in that it is installed in the front end of the hood of the vehicle.

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