Technical Field

Embodiments herein relate to a vehicle air duct and a vehicle air duct assembly. Embodiments herein further relate to a vehicle comprising a vehicle air duct assembly and to a method for controlling a vehicle air duct.

Background

Most modern vehicles comprise equipment which has to be cooled, continously or from time to time. For example, it may be necessary to cool a vehicle engine or coolant within a cooling system. Normally there is also a need to cool an interior of the vehicle cab and/or other equipment of the vehicle.

Air may therefore be led via air ducts, most commonly from inlets at the front of the vehicle, to the parts which needs to be cooled. During driving, air is pressed into inlets of the air ducts and then distributed via passages of the air duct e.g. to a cooler or radiator. Many vehicles also comprise a fan which can cause an airflow which may be used for cooling also when the vehicle stands still or is parked.

The air ducts are often necessary for guiding air to the place where it is needed. However, air ducts may cause drag or unwanted turbulence. Thus, the air ducts or parts associated thereto, such as brackets, inlets and similar, may cause a drag coefficient of the cab, vehicle or vehicle combination (vehicle and trailer), to increase. This, in turn, may increase the fuel- or energy consumption of the vehicle since the air resistance is negatively affected by the duct inlets or other parts accosiated with the air ducts. Further, it may be a challenge to provide a sufficient amount of air to parts which needs to be cooled, in particular when the cooling need variates.

Thus, improvements relating to decreased air resistance and sufficient cooling are desireable. Summary

Embodiments herein aim to provide a vehicle air duct eliminating or at least reducing the problems and/or drawbacks associated with prior art solutions.

According to an embodiment, this is provided by a vehicle air duct with an inlet portion, an outlet portion and an intermediate portion with a passage between the inlet portion and the outlet portion, the vehicle air duct being attachable to a vehicle and arranged to guide an air flow from an air inlet of the inlet portion to an air outlet of the outlet portion when the vehicle is moving. The vehicle air duct is arranged to be operatively connected to a vehicle pantograph mechanism which is moveable between a first state and a second state. The air duct inlet portion is movable between at least a first position and a second position, and the air duct inlet portion is arranged to be positioned in the first position when the pantograph mechanism is in the first state and in the second position when the pantograph mechanism is in the second state.

Hereby the air duct inlet portion can be positioned in depencence of the selected pantograph mechanism state, which may be favorably with regards to e.g. air resistance and fuel consumption for the vehicle onto which the vehicle air duct is mounted. The air resistance caused by the vehicle air duct during driving may differ between the first position and the second position. With the air duct inlet portion which is arrangable into the first position when the pantograph mechanism is in the first state and into the second position when the pantograph mechanism is in the second state an advantageous ratio between desired air intake capacity and air resistance is achieved. The vehicle air duct may be retrofitted to existing vehicles with a pantograph mechanism, or may be arranged during assembly of new vehicles or may be arranged as a complete vehicle air duct assembly as described below.

Optionally the intermediate portion is extendible for allowing the air duct inlet portion to be movable between the first position and the second position. This allows for a space-saving adjustment between the first position and the second position which may be favorable e.g. when the air duct is mounted between a vehicle cab and other parts of the vehicle, such as a pantograph unit/tower or a trailer. Optionally the intermediate portion comprises at least one of a telescopic portion, an elastic portion and a flexible hose portion. Hereby the adjustment between the first position and the second position can be achieved in an economically efficient, space-saving and robust manner.

Optionally the air inlet of the inlet portion has a first inlet area in the first position and a second inlet area in the second position, the second inlet area being larger than the first inlet area. Different inlet areas in the different positions allows for variable air intake capacity and different amount of air resistance during driving. The first position may allow the first inlet area to be relaively small or completely closed whereby the air resistance the inlet portion causes during driving is low or zero. In the second position the air resistance may be higher than in the first position but the larger inlet area provides for larger cooling capacity. Different areas may be achieved by relative motion between different parts, and/or by lids, covers and the like.

The air duct inlet may suitably be arranged at a front-, upper-, lower- or side exterior portion of the vehicle and the air duct outlet is arranged at an object to be cooled. Hereby part of an air slipstream around the vehicle may efficiently be led from the front-, upper-, lower-, rear or side exterior portion to the object to be cooled without unnecessary drag.

Thus, hereby is provided an air duct eliminating or at least reducing the problems and/or drawbacks described above.

Embodiments herein also aim to provide a vehicle air duct assembly without the problems or drawbacks described above. According to some embodiments, this is provided by a vehicle air duct assembly which comprises the vehicle pantograph mechanism and a vehicle air duct according to embodiments described herein.

Optionally the first state for the pantograph mechanism is a passive state and the second state is an active state. The first, passive, state may be a state in which the pantograph mechanism is at least partly folded. In this state air resistance and drag caused by the pantograph is relatively low. In the second, active, state the pantograph mechanism may be arranged to bias an electrical contact of the vehicle pantograph mechanism towards an exterior electric cable or rail. In the active state electricity can be provided from the cable/rail to the vehicle via the pantograph mechanism during driving.

The pantograph mechanism may be mechanically connected to the inlet portion of the air duct, e.g. via a wire, a chain and/or a rod. This provides for a robust and economically efficient vehicle air duct assembly. Alternatively the vehicle air duct assembly comprises an actuator, arranged to control the inlet portion of the air duct assembly to be in the first position when the pantograph mechanism is in the first state and in the second position when the pantograph mechanism is in the second state. This has the advantage that the inlet portion may be arranged in a position which may be optimized e.g. with regards to air intake capacity and air resistance and still being adjustable via the actuator, e.g. basesd on a detected or sensed state of the pantograph mechanism.

Embodiments herein also aim to provide a vehicle without the problems or drawbacks described above. According to some embodiments, this is provided by a vehicle with a cab and at least one object to be cooled, wherein the vehicle comprises a vehicle air duct assembly according embodiments described herein.

The first position for the air duct inlet portion may suitably be a position where the air inlet is at least partly closed or obstructed by a surface of the cab or a surface associated thereto. The air duct inlet may thus be hidden or downfolded, such that an ambient flow of air around the vehicle do not enter the air inlet and such that the air duct inlet does not cause unwanted drag or turbulence. The second position may suitable be a position where the air inlet is open or unobstructed by any surface of the cab or any surface associated thereto. In the second position the air inlet is exposed to an ambient air flow around the vehicle and a part thereof may enter the air duct via the inlet. The air flow which enters the air duct may be used for cooling purposes.

The at least one object to be cooled may suitably be an electronic component associated with a pantograph tower and/or one or more battery packs mounted on the vehicle. Hereby efficient cooling of various parts and components with a need to be cooled can be achieved in an efficient manner. Embodiments herein also aim to provide a method for controlling a vehicle air duct without the problems or drawbacks described above.

According to some embodiments, this is provided by a method for controlling a vehicle air duct with an inlet portion, an outlet portion and an intermediate portion with a passage between the inlet portion and the outlet portion, the vehicle air duct being attachable to a vehicle and arranged to guide an air flow from an air inlet of the inlet portion to an air outlet of the outlet portion when the vehicle is moving, and where the vehicle air duct is arranged to be operatively connected to a vehicle pantograph mechanism which is moveable between a first state and a second state, that the air duct inlet portion is movable between at least a first position and a second position. The method comprises:

positioning the air duct inlet portion into the first position when the pantograph mechanism is in the first state, and

positioning the air duct inlet portion into the second position when the pantograph mechanism is in the second state.

Brief description of the drawings

The various aspects of embodiments herein, including its particular features and advantages, will be readily understood from the following detailed description and the accompanying drawings.

Fig. 1 illustrates a vehicle, a vehicle air duct and a vehicle air duct assembly according to some embodiments when the pantograph mechanism is in the first state.

Fig. 2 illustrates the vehicle, vehicle air duct and vehicle air duct assembly of Fig. 1 when the pantograph mechanism is in the second state.

Fig. 3 illustrates a vehicle, a vehicle air duct and a vehicle air duct assembly according to another embodiment when the pantograph mechanism is in the first state. Fig. 4 illustrates the vehicle, vehicle air duct and vehicle air duct assembly of Fig. 3 when the pantograph mechanism is in the second state.

Fig. 5 illustrates a vehicle, a vehicle air duct and a vehicle air duct assembly according to a further embodiment when the pantograph mechanism is in the first state.

Fig. 6 illustrates a method for controlling a vehicle air duct.

Detailed description

Embodiments herein will now be described more fully with reference to the accompanying drawings, in which some embodiments are shown. Like numbers refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and/or clarity.

Fig. 1 illustrates a vehicle 100 with a cab 110, a chassis 120 and a trailer 130. A vehicle air duct 1 is arranged between the cab 110 and a pantograph tower 50 which in turn is mounted on the chassis 120. The vehicle air duct 1 comprises an inlet portion 3, an outlet portion 5 and an intermediate portion 7 with a passage 9 for air flowing between the inlet portion 3 and the outlet portion 5. A purpose with the vehicle air duct 1 is to collect air during driving of a vehicle 100 which is provided with any type of pantograph tower and/or pantograph mechanism, and to convey an air flow of ambient air to parts and places where the air is needed, e.g. for cooling purposes.

In the embodiment illustrated in Fig. 1 the pantograph tower 50 comprises a pantograph mechanism 52, a first pantograph unit 54 and a second pantograph unit 56. The pantograph mechanism 52 is movably, e.g. pivotably, connected to the first pantograph unit 54. The first pantograph unit 54 thus provides a base for the pantograph mechanism 52 and may comprise one or more actuators 55 (See Fig. 5), control units, computing units and/or communication equipment for controlling the pantograph mechanism 52 to be moveable between a first state PI, illustrated in Fig. 1, and a second state P2, illustrated in Fig. 2. The pantograph mechanism 52 may carry an electrical contact 53 and spring/biasing means (not shown) for biasing the electrical contact 53 agains an electric cable which runs along the road on which the vehicle is travelling. Hereby electricity from the cable may be provided the vehicle during driving. The electricity may be used e.g. for propulsion of the vehicle, or for charging batteries on the vehicle.

The air duct inlet portion 3 is movable between at least a first position Al, illustrated in Fig. 1 and a second position A2, illustrated in Fig. 2. The air duct inlet portion 3 is arranged to be positioned in the first position Al when the pantograph mechanism 52 is in the first state PI and arranged to be positioned in the second position A2 when the pantograph mechanism 52 is in the second state P2. The vehicle air duct 1 is thus operatively connected to the pantograph mechanism 52.

When the air duct inlet portion 3 is in the first position Al, illustrated in Fig. 1, the inlet portion 3 with the air inlet 11 is hidden behind an upper part of the cab 110. An air flow F of ambient air is thus passing above the vehicle air duct 1 when the vehicle 100 is moving and the air duct inlet portion 3 is in the first position Al. As illustrated schematically in Fig. 2, the vehicle air duct 1 is arranged to guide the ambient air flow F from an air inlet 11 of the inlet portion 3 to an air outlet 13 of the outlet portion 5 when the vehicle 100 is moving and the air duct inlet portion 3 is in the second position A2.

Thanks to the vehicle air duct 1 a vehicle which from time to time charge electricity by means of a pantograph can get extra cooling only during the charging phase, i.e. when the the pantograph receives electricity by charging infrastructure. This facilitates e.g. for battery- or hybrid vehicles which may charge during particular sections on a road or road network and uses the energy during other sections or areas without charging infrastructure. An example of such application is commuting buses or trams which runs on a route where charging is only intermittently available. Another example is a truck arranged for repeated transportation along a route of which only a part of the route is provided with charging infrastructure. The air duct 1, air duct assembly 2 and vehicle 100 described herein may thus be efficiently used in a road network, city or area where different conditions, e.g. relating to charging, noise, pollution and/or speed limitations applies for different zones.

The embodiment illustrated in Fig. 3. resembles of the Fig. 1 embodiment but here the cab 110 also comprises an air deflector 112. The air reflector 112 may be adjustble in height, such that the air flow F may flow smoothly over the cab and an upper part of the trailer 130. The air duct inlet portion 3 can be hidden behind the air deflector 112 in the first position Al, when the pantograph mechanism is in the first state PI. As shown in Fig. 4, the air duct inlet portion 3 can be raised above the air deflector 112 in the second position A2, when the pantograph mechanism is in the second state P2.

Fig. 1 shows an embodiment in which the intermediate portion 7 is telescopic, i.e. comprising two elongated parts, where one is arranged to slide in/out from the other one. The inlet portion may alternatively be extendable/retractable relatively the outlet portion 5 by means of an elastic portion, flexible hose or any other suitable means.

In Fig. 1 is also illustrated a vehicle air duct assembly 2, which is an assembly comprising the vehicle air duct 1 described herein and the pantograph mechanism 52. The vehicle air duct assembly 2 may be designed to be a part of the pantograph tower 50. The vehicle air duct 1 of the vehicle air duct assembly 2 may alternatively be a separate unit. In such case the vehicle air duct 1 may also be retrofitted onto existing pantograph vehicles, originally without such a vehicle air duct 1.

In the embodiments illustrated in Figs. 1-4 the pantograph mechanism 52 is mechanically connected to the inlet portion 3 of the air duct 1, e.g. via a wire, rod, chain or similar.

In the embodiment shown in Fig. 5 one or more inlets of the vehicle air duct 1 is arranged differently as compared with the embodiments previously described. The air inlet 11 may be an air inlet 1 positioned in the front of the cab 110, an air inlet 11" positioned at a lower part of the cab 110 and/or an air inlet 11"' positioned at a surface of the chassis 120. The vehicle air duct with the air inlet 11, 11', 11", 11'" is arranged to be operatively connected to the vehicle pantograph mechanism 52. The vehicle pantograph mechanism 52 is moveable between a first state and a second state as previously described. The air duct inlet portion 3 is movable between at least a first position and a second position. The first position may be a position where the air inlet 11, 11', 11", 11'" is closed or covered by a lid or similar. The air duct inlet portion 3 with the air inlet 11, 11', 11", 11'" is arranged to be positioned in the first position when the pantograph mechanism is in the first state (Fig. 1 and 3) and in the second position when the pantograph mechanism is in the second state(Fig. 2 and 4). The second state may be a position where the air inlet 11, 11', 11", 11'" is opened and uncovered by any lid or similar. Air ducts 1, here illustrated schematically with dotted lines may lead air from the inlets to the outlet.

As illustrated in Fig. 5, the at least one object to be cooled can be one or more battery packs 122 mounted on the vehicle 100. Such battery packs 122 may e.g. be mounted to a frame of the chassis 120 or any other suitable place on the vehicle 100.

Generally, a lower air resistance implies a lower energy consumption both during propulsion by electricity and fuel, such as diesel or bio-diesel. When the pantograph mechanism 52 is in position P2 there is a somewhat higher air resistance than in position PI. However, the vehicle may efficiently be driven by "green" electricity made from renewably sources thanks to the present invention. Hereby the dual states together with the dual positions for the air duct 1 / air duct assembly 2, may decrease the total environmental impact despite a higher air resistance from time to time.

Although the aspects has been described with reference to example embodiments, many different alterations, modifications and the like will become apparent for those skilled in the art. For example, the pantograph mechanism 52 may be directed in other directions than in the illustrated embodiments. The pantograph mechanism 52 may be arranged to bias the electrical contact downwards, towards an electrical rail or similar on/in the road along which the vehicle is driving. In some alternative embodiments the pantograph mechanism 52 may carry an electrical contact which is arranged to charge the vehicle 100 or battery packs 122 thereof via induction.

In such cases the electrical contact does not have to be in physical contact with any cable, rail or similar. The air duct may be made in any suitable material, such as plastics, metal or composite.

It may be attached to the vehicle and/or the pantograph tower by any suitable means, such as releasably by screws or bolts, or permanently. It may be connected to other air ducts or may be a separate air duct.

Fig. 6 illustrates a method 200 for controlling a vehicle air duct with an inlet portion, an outlet portion and an intermediate portion with a passage between the inlet portion and the outlet portion, the vehicle air duct being attachable to a vehicle and arranged to guide an air flow from an air inlet of the inlet portion to an air outlet of the outlet portion when the vehicle is moving. The vehicle air duct is arranged to be operatively connected to a vehicle pantograph mechanism which is moveable between a first state and a second state, that the air duct inlet portion is movable between at least a first position and a second position.

The method 200 comprises; positioning 201 the air duct inlet portion into the first position when the pantograph mechanism is in the first state, and positioning 202 the air duct inlet portion into the second position when the pantograph mechanism is in the second state. The vehicle 100 illustrated in the figures is a heavy commercial vehicle in form of truck. The vehicle 100 may alternatively be a bus, such as a hybrid bus (electric/combustion engine) or a fully electric buss. In such embodiments the pantograph mechanism may be arranged at a roof of the bus and the air inlets may be arranged at any suitable location, such as in the front, top, side or bottom of the bus. The vehicle may alternatively be any other vehicle provided with a pantograph, such as a car, a construction equipment vehicle, tram or similar. The vehicle may be a semi- or fully autonomous vehicle. Therefore, it is to be understood that the foregoing is illustrative of various example embodiments and the scope of the appended claims is not to be limited to the specific embodiments disclosed and that modifications to the disclosed embodiments, combinations of features of disclosed embodiments as well as other embodiments are intended to be included within the scope of the appended claims.