Inkampani yakwaHyundai Motor Company kanye neKia Corporation bethule ubuchwepheshe be-Active Air Skirt (AAS) obunciphisa ukumelana ne-aerodynamic okukhiqizwa ngesikhathi sokushayela ngesivinini esiphezulu, kuthuthukise ngempumelelo ibanga lokushayela kanye nokuzinza kokushayela kwezimoto zikagesi (EVs).
I-AAS iwubuchwepheshe obulawula ukugeleza komoya ongena ngengxenye engezansi yebhampa futhi ilawula ngempumelelo ukunyakaza okukhiqizwa eduze kwamasondo emoto ngokusebenza ngokuhlukahluka ngokuya ngesivinini semoto phakathi nokushayela ngesivinini esiphezulu.
Esikhathini se-EV, ukuncintisana kokuvikela ibanga elingcono lokushayela enkokhelweni eyodwa sekushube, okwenza ubudlelwano phakathi kwezimoto kanye nokusebenza kwe-aerodynamics kubaluleke nakakhulu. Ngaphezu kwalokho, ukusebenza kwe-aerodynamic kunomthelela omkhulu hhayi ekusebenzeni kwamandla kuphela kodwa nasekuzinzeni kokushayela nomsindo womoya.
Ukuphendula, abakhiqizi bahlola izindlela ezahlukahlukene zokunciphisa i-coefficient of drag (Cd), okuyi-coefficient yokumelana komoya esebenza ngokuphambene nokunyakaza kwemoto.
I-AAS ifakwe phakathi kwebhampa yangaphambili namasondo angaphambili emoto futhi ifihliwe ngesikhathi sokusebenza okujwayelekile, kodwa isebenza ngesivinini esingaphezu kuka-80 km/h (50 mph) lapho ukumelana kwe-aerodynamic kuba kukhulu kunokumelana nokugoqa futhi kugcinwa futhi ku-70 km/h (43.5 mph). Isizathu somehluko ekuvinjweni kokuthunyelwa kanye nesitoreji ukuvimbela ukusebenza okuvamile kumabanga athile esivinini.
Isizathu sokuthi i-AAS ivala kuphela ingxenye engaphambili yamathayi ngaphandle kokumboza ngokuphelele ingaphambili sihlobene nezici zeplatifomu ye-E-GMP ye-Hyundai Motor Group yama-EV. Kusebenza kahle kakhulu ekuthuthukiseni ukusebenza kwe-aerodynamic ukumboza ingxenye yesondo kuphela njengoba isiteji siphansi. Lokhu kuphinde kusebenze ukuthuthukisa ukucindezelwa kwemoto, ngaleyo ndlela kuthuthukiswe ukudonsa kwemoto nokuzinza kwesivinini esikhulu.
I-AAS ingasebenza futhi ngesivinini esingaphezu kuka-200 km/h (124 mph). Lokhu kwenzeke ngenxa yokusetshenziswa kwezinto zenjoloba engxenyeni engezansi, enciphisa ubungozi bezinto zangaphandle ezifafazayo futhi zilimaze ngenkathi ushayela ngesivinini esiphezulu futhi iqinisekisa ukuqina.
I-Hyundai Motor ne-Kia bamemezele ukuthi bahlole futhi behlisa i-drag coefficient (Cd) ngo-0.008, bathuthukisa ukuhudula ngo-2.8%, ngokufaka i-AAS ku-Genesis GV60. Lesi yisibalo esingalindela ukuthuthuka okwengeziwe kwebanga okungaba ngu-6 km.
I-Hyundai Motor ne-Kia bafake izicelo zamalungelo obunikazi ahlobene e-South Korea nase-United States, futhi bahlela ukucabangela ukukhiqizwa ngobuningi ngemva kokuhlolwa kokuqina nokusebenza.
Lobu buchwepheshe kulindeleke ukuthi bube nomthelela omkhulu kumamodeli afana namaSUV lapho kunzima khona ukuthuthukisa ukusebenza kwe-aerodynamic. Sizoqhubeka nokulwela ukwenza ngcono ukusebenza kokushayela kanye nokuzinza kwezimoto zikagesi ngokuthuthukiswa kwe-aerodynamics.
—USun Hyung Cho, iPhini likaMongameli kanye neNhloko yeMobility Body Development Group kwaHyundai Motor Group
Khonamanjalo, iHyundai Motor neKia zisebenzisa ubuchwepheshe obuhlukahlukene, njengama-spoiler angemuva, ama-air flap asebenzayo, amakhethini omoya wamasondo, izinqamuli zamasondo nama-separation trap, ezimotweni ukuze zithole ama-drag coefficients okuncintisana. I-Hyundai IONIQ 6, ehlanganisa lobu buchwepheshe, izuze i-Cd engu-0.21.
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