Segmented air dam structure and vehicle

Abstract

The utility model provides a kind of sectional air dam structure and vehicle, including air dam body and lifting mechanism, sectional design is adopted, air dam body can be dynamically self-adapting adjustment according to real-time speed, different driving conditions or complex road conditions, accurately match vehicle operation demand, effectively improve the applicability of air dam body in multiple scenarios.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle parts technology, and more specifically, it relates to a segmented air dam structure and vehicle. Background Technology

[0002] In high-speed transportation scenarios, the resistance experienced by freight vehicles during operation mainly comes from rolling resistance and aerodynamic drag. Studies have shown that when a vehicle's aerodynamic drag is reduced by 10%, its fuel consumption can be reduced by more than 5%. To effectively reduce wind resistance, an air dam can be installed at the bottom of the bumper underbody protection. The air dam extends the front bumper downwards, forming a structure that blocks airflow, changing the direction of airflow and allowing it to flow more smoothly over the vehicle body, reducing turbulence and eddies under the vehicle, thereby reducing air resistance.

[0003] However, traditional air dam structures are mostly monolithic designs with fixed geometry and ground clearance, making them unable to dynamically adjust according to vehicle speed, driving conditions, or road conditions, resulting in a lack of adaptive adjustment capabilities. Moreover, when high-speed airflow passes through, airflow separation easily forms at the leading edge or bottom of the air dam, generating unstable vortices. These vortices increase additional pressure drag, preventing the drag coefficient from being reduced to the preset value. Utility Model Content

[0004] The purpose of this invention is to provide a segmented air dam structure and vehicle, which aims to solve the problem that existing air dams lack adaptive adjustment capabilities and that the integral design is prone to airflow separation at its leading edge or bottom, leading to the formation of vortices.

[0005] In a first aspect, embodiments of this utility model provide a segmented air dam structure, comprising:

[0006] The air dam body includes two aerodynamic components, which are symmetrically arranged relative to the longitudinal center plane of the vehicle; and

[0007] The lifting mechanism includes two lifting components that correspond one-to-one with the two said spoilers, so that the two said spoilers can be lifted and lowered independently.

[0008] The beneficial effects of the segmented air dam structure provided by this utility model are as follows: Compared with the prior art, due to the segmented design of the air dam body, the air dam body can dynamically and adaptively adjust according to real-time vehicle speed, different driving conditions, or complex road conditions, accurately matching the vehicle's operating needs and effectively improving the applicability of the air dam body in various scenarios. This segmented independent lifting characteristic avoids airflow separation at the leading edge or bottom of the air dam body when high-speed airflow passes through, significantly reducing the generation of unstable vortices, thereby reducing additional pressure drag and effectively reducing the vehicle's drag coefficient to a preset value, significantly improving the drag reduction performance of the air dam body. This solution not only achieves dynamic optimization of aerodynamic performance, keeping the drag coefficient stably controlled within the ideal range and bringing significant fuel economy improvements, but also reduces maintenance and replacement costs due to the segmented design.

[0009] In conjunction with the first aspect, in one possible implementation, the lower part of the spoiler is provided with a spoiler notch, the spoiler notch is located close to the longitudinal center plane of the vehicle, and the spoiler notches of the two spoilers are symmetrically arranged on the left and right sides with respect to the longitudinal center plane of the vehicle.

[0010] In the aforementioned technical solution, the presence of the aerodynamic notch prevents air from accumulating on the windward side of the spoiler, creating a high-pressure zone. At high speeds, the notch balances the air pressure under the vehicle, improving driving stability. Simultaneously, it guides and streamlines the airflow towards the center of the air dam's bottom, allowing it to pass more smoothly beneath the dam, reducing turbulent eddies and air resistance, thus improving fuel economy. Furthermore, the notch alters the airflow path and force distribution, preventing excessive concentration of airflow in the center of the air dam and thus reducing vibration and wear caused by airflow impact, extending the dam's lifespan and reducing maintenance costs. In addition, the orderly airflow enhances vehicle stability, especially at high speeds or in crosswinds. The notch guides airflow quickly, increasing the vehicle's resistance to airflow interference, reducing the risk of tilting and drifting, and ensuring driving safety.

[0011] In conjunction with the first aspect, in one possible implementation, let the projection of the spoiler notch on the vehicle's lateral center plane be the first projection, and let the projection of the spoiler on the vehicle's lateral center plane be the second projection. The minimum dimension d of the first projection in the left-right direction accounts for 45%-55% of the maximum dimension D of the second projection in the left-right direction, and the height h of the first projection accounts for 10%-15% of the height H of the second projection.

[0012] In the aforementioned technical solution, at this size ratio, the airflow notch effectively guides and organizes the airflow towards the central area at the bottom of the air dam, significantly reducing eddies, lowering air resistance, and improving vehicle fuel economy. Simultaneously, it avoids weakening the structural strength of the airflow component due to an excessively large notch, ensuring its durability under complex operating conditions. Furthermore, this ratio allows for precise control of the airflow path and force distribution, minimizing vibration and wear caused by airflow impact, extending service life, reducing maintenance costs, and effectively enhancing vehicle stability and reducing the risk of roll and drift in high-speed driving and crosswind environments by optimizing airflow for rapid discharge. This comprehensively ensures driving safety and the performance of the air dam itself.

[0013] In conjunction with the first aspect, in one possible implementation, the spoiler includes a second spoiler area disposed near the longitudinal center plane of the vehicle and a first spoiler area disposed away from the longitudinal center plane of the vehicle. The lower part of the second spoiler area forms the spoiler gap, and the side of the spoiler gap near the first spoiler area forms a spoiler slope extending obliquely toward the first spoiler area.

[0014] In the aforementioned technical solution, the turbulence gap effectively organizes and guides the airflow towards the central area at the bottom of the air dam, reducing eddies and air resistance, and improving vehicle fuel economy. The design of the turbulence ramp pre-guides the airflow passing through the turbulence zone, allowing for a smoother transition to the first turbulence zone. Combined with the turbulence gap, this further optimizes the airflow direction, preventing disordered impact and separation of the airflow on the air dam's surface. This structural design not only reduces vibration and wear on the air dam caused by airflow impact, extending its service life, but also enhances vehicle stability during high-speed driving or when encountering crosswinds, reducing the risk of roll and drift, thus comprehensively improving the performance of the air dam and vehicle safety.

[0015] In conjunction with the first aspect, in one possible implementation, the spoiler gradually tilts backward from top to bottom, and the tilt angle c of the spoiler relative to the lateral center plane of the vehicle is 2~6°.

[0016] In the aforementioned technical solution, a reasonable tilt angle design prevents airflow from directly impacting the ground and causing interference after colliding with the air dam body, maintaining the stability of the airflow around the air dam body, enhancing vehicle driving stability, and reducing the risk of drift in crosswind environments. Furthermore, compared to tilt angles that are too small or too large, an angle of 2-6° effectively controls the structural stress on the air dam body while ensuring airflow guidance, balancing the aerodynamic performance and durability of the air dam body, reducing damage to the air dam body caused by stress concentration, extending its service life, and lowering maintenance costs.

[0017] In conjunction with the first aspect, in one possible implementation, the dimension a of the turbulence ramp in its extension direction is 8mm-12mm.

[0018] In the above technical solution, the aforementioned size range ensures that the sloping guide effectively guides the airflow, working in conjunction with the sloping gap to make the transition of airflow from the first sloping zone to the second sloping zone smoother, reducing airflow turbulence and separation at the connection point, further reducing air resistance and improving vehicle fuel economy. At the same time, reasonable dimensions avoid unnecessary wind resistance due to excessively wide guide slopes, or structural weakness due to insufficient narrowness, making the air dam susceptible to damage from airflow impact. By optimizing the airflow direction, the vibration and wear of the air dam body caused by airflow impact are reduced, extending the service life of the air dam body.

[0019] In conjunction with the first aspect, in one possible implementation, an airflow gap is formed between the two said spoilers, the size b of which is 4-6 mm in the left-right direction.

[0020] In the above technical solution, the vibration of the spoiler or the thermal expansion and contraction of the spoiler will cause the spoiler to undergo slight deformation. When the gap is too small, the deformation of the spoiler will cause the size of the spoiler to interfere or make it difficult to prevent the airflow from accumulating in the middle area of ​​the air dam body, thus affecting the stability and durability of the air dam. On the other hand, if the gap is too large, it will disrupt the orderly flow of airflow, causing the airflow to form turbulent vortices at the gap, significantly increasing local drag and severely weakening the aerodynamic performance of the whole vehicle.

[0021] In conjunction with the first aspect, in one possible implementation, the air dam body forms an arc-shaped structure that gradually curves backward from the middle to the left and right sides, and the tangents on the left and right sides of the air dam body are tangent to the outer side of the wheel.

[0022] In the above technical solution, the arc-shaped structure can guide the airflow, causing the airflow to change direction before contacting the wheel. Combined with the design of the outer end tangent being tangent to the outer side of the wheel, it can further guide the airflow to flow smoothly along the preset path, thereby reducing the airflow that directly hits the tire surface and suppressing the generation of vortices inside the wheel arch. This allows the airflow to closely adhere to the wheel and flow smoothly to the rear of the vehicle, significantly reducing the overall vehicle drag coefficient.

[0023] In conjunction with the first aspect, in one possible implementation, the lifting mechanism includes a housing, the upper end of the lifting assembly is fixedly connected to the housing, the lower end of the lifting assembly extends from the housing and is fixedly connected to the spoiler, the housing has a mounting area for connection with the front bumper beam, and the mounting area is provided with a shock-absorbing pad.

[0024] In the above technical solution, the shock-absorbing pad can effectively buffer the impact force caused by road bumps, rapid acceleration, and sudden braking during vehicle operation, as well as the vibration caused by airflow acting on the air dam body, reduce rigid collision and wear between the shell and the front bumper beam, reduce noise caused by vibration, extend the service life of the shell and the front bumper beam, and reduce maintenance costs.

[0025] Secondly, this utility model embodiment also provides a vehicle including the above-described segmented air dam structure.

[0026] The beneficial effects of the vehicle provided by this utility model are that, compared with the prior art, it adopts the aforementioned segmented air dam structure. Because the air dam body uses a segmented design, it can dynamically and adaptively adjust according to real-time vehicle speed, different driving conditions, or complex road conditions, precisely matching the vehicle's operating needs and effectively improving the applicability of the air dam body in various scenarios. This segmented, independently rising and falling characteristic avoids airflow separation at the leading edge or bottom of the air dam body when high-speed airflow passes through, significantly reducing the generation of unstable vortices, thereby reducing additional pressure drag and effectively reducing the vehicle's drag coefficient to a preset value, significantly improving the drag reduction performance of the air dam body. This solution not only achieves dynamic optimization of aerodynamic performance, stabilizing the drag coefficient within an ideal range and bringing significant fuel economy improvements, but the segmented design also reduces maintenance and replacement costs. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A bottom view of the segmented air dam structure provided in an embodiment of this utility model;

[0029] Figure 2 A front view of the segmented air dam structure provided in an embodiment of this utility model;

[0030] Figure 3 Right view of the segmented air dam structure provided in an embodiment of this utility model;

[0031] Figure 4 for Figure 2 Enlarged view of part A in the middle;

[0032] Figure 5 for Figure 2 Enlarged view of part B in the middle;

[0033] Figure 6 This is a schematic diagram of the air dam body and wheels used in an embodiment of this utility model.

[0034] In the diagram: 1. Air dam body; 101. Bumper component; 1011. First bumper zone; 1012. Second bumper zone; 1013. Bumper gap; 1014. Bumper ramp; 102. Air gap; 2. Lifting mechanism; 201. Outer shell; 202. Lifting assembly; 3. Wheels. Detailed Implementation

[0035] To make the technical problem to be solved, the technical solution, and the beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0036] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0037] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a number" means two or more, unless otherwise explicitly specified.

[0038] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "up", and "down" in this embodiment are based on the vehicle's own orientation. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", the bottom of the vehicle represents "down", the "inner" side refers to the side facing the driver's cab, and the "outer" side refers to the side facing the driver's cab.

[0039] In addition, the front-rear direction of the vehicle body defined in the embodiments of this utility model refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body defined refers to the up-down direction of the vehicle's forward direction during driving.

[0040] It should be noted that "longitudinal center plane" refers to the vertical center plane parallel to the front-back direction, and "lateral center plane" refers to the vertical center plane parallel to the left-right direction.

[0041] Please refer to the following: Figures 1 to 6 The segmented air dam structure and vehicle provided by this utility model will now be described. The segmented air dam structure includes an air dam body 1 and a lifting mechanism 2. The air dam body 1 includes two spoilers 101, which are symmetrically arranged on the left and right sides relative to the longitudinal center plane of the vehicle. The lifting mechanism 2 includes two lifting components 202 that correspond one-to-one with the two spoilers 101, so that the two spoilers 101 can be lifted and lowered independently.

[0042] The segmented air dam structure provided by this utility model, compared with the prior art, adopts a segmented design for the air dam body 1. This allows the air dam body 1 to dynamically and adaptively adjust according to real-time vehicle speed, different driving conditions, or complex road conditions, precisely matching vehicle operating needs and effectively improving the applicability of the air dam body 1 in various scenarios. This segmented, independently rising and falling characteristic avoids airflow separation at the leading edge or bottom of the air dam body 1 when high-speed airflow passes through, significantly reducing the generation of unstable vortices, thereby reducing additional pressure drag and effectively lowering the vehicle's drag coefficient to a preset value, significantly improving the drag reduction performance of the air dam body 1. This solution not only achieves dynamic optimization of aerodynamic performance, stabilizing the drag coefficient within an ideal range and bringing significant fuel economy improvements, but the segmented design also reduces maintenance and replacement costs.

[0043] As one specific implementation of the lifting mechanism 2, the lifting mechanism 2 can be an electric push rod, a pneumatic cylinder, a hydraulic cylinder, etc.

[0044] As another specific implementation of the segmented air dam structure, the segmented air dam structure also includes wheel speed sensors and controllers installed on the vehicle body. The wheel speed sensors and the lifting mechanism 2 are communicatively connected to the controller. The wheel speed sensors detect the vehicle's speed and send the detection results to the controller. The controller controls the lifting mechanism 2 to start based on the received signal, adjusting the corresponding aerodynamic components 101 to a preset position, allowing the airflow to pass more smoothly through the air dam body 1 and reducing pressure drag. The wheel speed sensors and controllers can be the vehicle's own wheel speed sensors and control systems (such as vehicle controllers or domain controllers), or they can be wheel speed sensors and controllers added to the vehicle.

[0045] It should be noted that when the vehicle is traveling at low speed, the air dam body 1 has a relatively low impact on wind resistance. The air dam body 1 can be raised to its highest position and hidden behind the front bumper to reduce fuel consumption or power consumption. When traveling at high speed, the air dam body 1 can be lowered to expose it, reducing the airflow from the road in front of the vehicle to the engine compartment under the hood, and further reducing the overall air resistance of the vehicle.

[0046] Furthermore, the controller is also connected to LiDAR, cameras, etc. When it detects gravel or other obstacles on the road, it can independently raise the corresponding side spoiler 101 briefly and then lower it back to its original position.

[0047] Furthermore, the controller is also connected to a steering wheel angle sensor or attitude sensor. When the vehicle turns or tilts, that is, when the vehicle's attitude changes dynamically while driving, the air dam body 1 adopts a segmented design, which can dynamically adjust the single-sided spoiler 101 to avoid collisions. At the same time, when the vehicle turns or tilts, the height of the two spoilers 101 can be adjusted separately, so that the two spoilers 101 are subjected to different forces due to their different windward positions. This can adjust the pressure distribution of the air dam body 1 to assist in vehicle stability and avoid accidents such as rollovers.

[0048] Optionally, the lifting mechanism 2 also includes a gyroscope, a three-axis accelerometer, and a camera that are connected to the controller. The gyroscope, the three-axis accelerometer, and the camera send the detection results to the controller. Based on the detection results of the gyroscope, the three-axis accelerometer, the camera, and the wheel speed sensor, the controller controls the lifting mechanism 2 to start after comprehensive analysis, and adjusts each of the airflow disturbance components 101 to the preset position to ensure that the airflow can pass smoothly through the air dam body 1 and reduce the pressure difference resistance.

[0049] Please see Figures 1 to 2 In some embodiments, the lower part of the spoiler 101 is provided with a spoiler notch 1013, the spoiler notch 1013 is disposed close to the longitudinal center plane of the vehicle, and the spoiler notches 1013 of the two spoilers 101 are symmetrically disposed on the left and right sides relative to the longitudinal center plane of the vehicle.

[0050] The presence of the spoiler notch 1013 prevents air from accumulating on the windward side of the spoiler 101, thus reducing eddies and turbulence. At high speeds, the spoiler notch 1013 balances the air pressure under the vehicle, improving driving stability. Simultaneously, it guides and organizes the airflow towards the bottom of the air dam, allowing it to pass more smoothly beneath the dam, reducing eddies caused by turbulent airflow, lowering air resistance, and ultimately improving fuel economy. Furthermore, the spoiler notch 1013 alters the airflow path and force distribution, preventing excessive concentration of airflow in the central area of ​​the air dam body 1 (i.e., near the longitudinal center plane), thus avoiding significant impact. This effectively reduces vibration and wear caused by airflow impact, extending the lifespan of the air dam body 1 and reducing maintenance costs. In addition, orderly airflow enhances vehicle stability, especially at high speeds or when encountering crosswinds. The spoiler notch 1013 guides airflow quickly out, enhancing the vehicle's resistance to airflow interference, reducing the risk of vehicle tilting or drifting, and ensuring driving safety.

[0051] Please see Figures 1 to 2 In some embodiments, the projection of the spoiler notch 1013 onto the vehicle's transverse center plane is designated as the first projection, and the projection of the spoiler 101 onto the vehicle's transverse center plane is designated as the second projection. The minimum dimension d of the first projection in the left-right direction accounts for 45%-55% of the maximum dimension D of the second projection in the left-right direction, and the height h of the first projection accounts for 10%-15% of the height H of the second projection.

[0052] At this size ratio, the spoiler notch 1013 can effectively guide and streamline the airflow towards the central area at the bottom of the air dam body 1, significantly reducing eddies, lowering air resistance, and improving vehicle fuel economy. If the opening of the spoiler notch 1013 is too large, it will guide the airflow to impact the chassis components, increasing the overall vehicle's wind resistance and affecting its fuel economy; if the opening of the spoiler notch 1013 is too small, it will cause air to accumulate on the windward side of the air dam body 1, forming a high-pressure area, restricting airflow and increasing drag.

[0053] Please see Figure 2 In some embodiments, the spoiler 101 includes a second spoiler area 1012 disposed near the longitudinal center plane of the vehicle and a first spoiler area 1011 disposed away from the longitudinal center plane of the vehicle. A spoiler notch 1013 is formed at the lower part of the second spoiler area 1012, and a spoiler slope 1014 extending obliquely toward the first spoiler area 1011 is formed on the side of the spoiler notch 1013 near the first spoiler area 1011.

[0054] The airflow notch 1013 effectively organizes and guides the airflow towards the central area at the bottom of the air dam body 1, reducing eddies and air resistance, and improving vehicle fuel economy. The design of the airflow ramp 1014 pre-guides the airflow passing through the second airflow zone 1012, allowing for a smoother transition to the first airflow zone 1011. Combined with the airflow notch 1013, this further optimizes the airflow direction, preventing disordered impact and separation of the airflow on the surface of the air dam body 1. This structural design not only reduces vibration and wear on the air dam body 1 caused by airflow impact, extending its service life, but also enhances vehicle stability during high-speed driving or when encountering crosswinds, reducing the risk of roll and drift, thus comprehensively improving the performance of the air dam body 1 and vehicle safety.

[0055] Please see Figures 2 to 3 In some embodiments, the spoiler 101 is tilted gradually from top to bottom and rearward, and the tilt angle c of the spoiler 101 relative to the lateral center plane of the vehicle is 2~6°.

[0056] A well-designed tilt angle prevents airflow from directly impacting the ground after striking the air dam body 1, thus maintaining the stability of the airflow around the air dam body 1, enhancing vehicle stability, and reducing the risk of drift in crosswind conditions. If the tilt angle is too small, it cannot effectively guide the airflow; if the tilt angle is too large, it may increase the structural stress on the air dam body 1, affecting its durability. Therefore, an angle of 2-6° effectively controls the structural stress on the air dam body 1 while ensuring airflow guidance, balancing the aerodynamic performance and durability of the air dam body 1, reducing damage caused by stress concentration, extending its service life, and lowering maintenance costs.

[0057] Please see Figure 5 In some embodiments, the dimension a of the turbulence ramp 1014 in its extension direction is 8mm-12mm.

[0058] The aforementioned dimensional range ensures that the sloping guide surface 1014 effectively guides airflow, working in conjunction with the sloping notch 1013 to make the transition of airflow from the first sloping zone 1011 to the second sloping zone 1012 smoother, reducing airflow turbulence and separation at the junction, further reducing air resistance and improving vehicle fuel economy. At the same time, reasonable dimensions avoid unnecessary wind resistance due to an excessively wide guide slope, or structural weakness due to an excessively narrow slope, making it susceptible to damage from airflow impact. By optimizing the airflow direction, the vibration and wear of the air dam body 1 caused by airflow impact are reduced, extending the service life of the air dam body 1.

[0059] Please see Figure 4 In some embodiments, an airflow gap 102 is formed between the two airflow deflectors 101, and the dimension b of the airflow gap 102 in the left-right direction is 4-6 mm.

[0060] The longitudinal center plane passes through the airflow gap 102. The airflow gap 102 can promote the airflow to be evenly distributed to both sides when passing through the air dam body 1, reduce the accumulation of airflow in the middle area of ​​the air dam body 1, further reduce air resistance, and improve vehicle fuel economy. On the other hand, the orderly design of the airflow gap 102 can enhance the overall airflow guiding efficiency of the air dam body 1, allowing the airflow to pass through the area of ​​the air dam body 1 more smoothly, reducing the generation of eddies, reducing the vibration and wear of the air dam body 1 caused by airflow impact, and extending the service life of the air dam body 1. At the same time, the optimized airflow also helps to improve the safety and reliability of the vehicle under high-speed driving and complex weather conditions.

[0061] Because the vibration of the spoiler 101 or its thermal expansion and contraction can cause slight deformation, if the gap is too small, the deformation of the spoiler 101 may cause interference in its dimensions or make it difficult to prevent airflow from accumulating in the middle area of ​​the air dam body 1, thus affecting the stability and durability of the air dam. If the gap is too large, it will disrupt the orderly flow of airflow, causing turbulent vortices to form at the gap, significantly increasing local drag and severely weakening the aerodynamic performance of the entire vehicle. Only by setting the gap between 4-6mm, with a minimum of 4mm, and providing a certain buffer space in terms of size, can the airflow pass smoothly and quietly, minimizing the generation of vortices, further reducing wind resistance, achieving a comprehensive improvement in the aerodynamic performance of the air dam body 1, effectively extending the service life of the air dam body 1, and reducing maintenance costs caused by abnormal airflow impacts.

[0062] Please see Figure 6 In some embodiments, the air dam body 1 forms an arc-shaped structure that gradually curves backward from the middle to the left and right sides, and the tangents on the left and right sides of the air dam body 1 are tangent to the outer side of the wheel 3.

[0063] The arc-shaped structure guides airflow, changing its direction before it contacts the wheel 3. Combined with the tangential design of the outer end tangent to the outer side of the wheel, this further guides the airflow smoothly along a predetermined path, reducing direct impact on the tire surface and suppressing vortices within the wheel arch. This allows the airflow to adhere closely to the wheel and flow smoothly towards the rear of the vehicle, significantly reducing the overall drag coefficient. This embodiment not only effectively improves fuel economy but also reduces vibration and noise caused by airflow impacting the tires and wheel arches, reduces wear on vehicle components, and extends their service life. Furthermore, the stable airflow helps improve vehicle stability at high speeds.

[0064] In some embodiments, the lifting mechanism 2 includes a housing 201, the upper end of the lifting assembly 202 is fixedly connected inside the housing 201, the lower end of the lifting assembly 202 extends out from the housing 201 and is fixedly connected to the spoiler 101, the housing 201 has a mounting area for connection with the front anti-collision beam, and the mounting area is provided with a shock-absorbing pad.

[0065] The shock absorber effectively cushions the impact forces generated by road bumps, rapid acceleration, and sudden braking during vehicle operation, as well as the vibrations caused by airflow acting on the air dam body 1. This reduces rigid collisions and wear between the outer shell 201 and the front bumper beam, lowers noise caused by vibration, extends the service life of the outer shell 201 and the front bumper beam, and reduces maintenance costs. Furthermore, the shock absorber's absorption and cushioning of impact forces and vibrations helps maintain the normal operating condition of the air dam body 1, improving vehicle stability and fuel economy.

[0066] Optionally, the controller of the lifting assembly 202, the motor of the electric push rod, the motor controller of the electric push rod, the air pump or hydraulic pump, etc. are installed inside the housing 201.

[0067] Optionally, the shock-absorbing pad is a rubber component.

[0068] Based on the same inventive concept, this utility model also provides a vehicle. The vehicle includes the above-described segmented air dam structure.

[0069] The vehicle provided by this utility model adopts the aforementioned segmented air dam structure. Because the air dam body 1 uses a segmented design, it can dynamically and adaptively adjust according to real-time vehicle speed, different driving conditions, or complex road conditions, precisely matching the vehicle's operating needs and effectively improving the applicability of the air dam body 1 in various scenarios. This segmented, independently rising and falling characteristic avoids airflow separation at the leading edge or bottom of the air dam body 1 when high-speed airflow passes through, significantly reducing the generation of unstable vortices, thereby reducing additional pressure drag and effectively lowering the vehicle's drag coefficient to a preset value, significantly improving the drag reduction performance of the air dam body 1. This solution not only achieves dynamic optimization of aerodynamic performance, stabilizing the drag coefficient within an ideal range and bringing significant fuel economy improvements, but the segmented design also reduces maintenance and replacement costs.

[0070] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A segmented air dam structure, characterized in that, include: The air dam body (1) includes two spoilers (101), which are symmetrically arranged on the left and right sides relative to the longitudinal center plane of the vehicle; and The lifting mechanism (2) includes two lifting components (202) corresponding one-to-one with the two said spoilers (101) so that the two said spoilers (101) can be lifted and lowered independently.

2. The segmented air dam structure as described in claim 1, characterized in that, The lower part of the spoiler (101) is provided with a spoiler notch (1013), the spoiler notch (1013) is set close to the longitudinal center plane of the vehicle, and the spoiler notches (1013) of the two spoilers (101) are symmetrically arranged on the left and right sides relative to the longitudinal center plane of the vehicle.

3. The segmented air dam structure as described in claim 2, characterized in that, it is provided with The projection of the spoiler notch (1013) onto the transverse center plane of the vehicle is the first projection. The projection of the spoiler (101) onto the transverse center plane of the vehicle is the second projection. The minimum dimension d of the first projection in the left-right direction accounts for 45%-55% of the maximum dimension D of the second projection in the left-right direction. The height h of the first projection accounts for 10%-15% of the height H of the second projection.

4. The segmented air dam structure as described in claim 2, characterized in that, The spoiler (101) includes a second spoiler area (1012) disposed near the longitudinal center plane of the vehicle and a first spoiler area (1011) disposed away from the longitudinal center plane of the vehicle. The lower part of the second spoiler area (1012) forms the spoiler notch (1013). The side of the spoiler notch (1013) near the first spoiler area (1011) forms a spoiler slope (1014) that extends obliquely toward the first spoiler area (1011).

5. The segmented air dam structure as described in claim 1, characterized in that, The spoiler (101) gradually tilts backward from top to bottom, and the tilt angle c of the spoiler (101) relative to the lateral center plane of the vehicle is 2~6°.

6. The segmented air dam structure as described in claim 4, characterized in that, The dimension a of the turbulence ramp (1014) in its extension direction is 8mm-12mm.

7. The segmented air dam structure as described in claim 1, characterized in that, An airflow gap (102) is formed between the two airflow spoilers (101), and the dimension b of the airflow gap (102) in the left-right direction is 4-6 mm.

8. The segmented air dam structure as described in claim 1, characterized in that, The air dam body (1) forms an arc-shaped structure that gradually curves backward from the middle to the left and right sides, and the tangents on the left and right sides of the air dam body (1) are tangent to the outer side of the wheel (3).

9. The segmented air dam structure as described in claim 1, characterized in that, The lifting mechanism (2) includes a housing (201), the upper end of the lifting assembly (202) is fixedly connected to the housing (201), the lower end of the lifting assembly (202) extends out from the housing (201) and is fixedly connected to the spoiler (101), the housing (201) has an installation area for connection with the front anti-collision beam, and the installation area is provided with a shock-absorbing pad.

10. A vehicle, characterized in that, It has the segmented air dam structure as described in any one of claims 1-9.

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