Vehicle wind resistance adjusting structure and vehicle

Abstract

The invention provides a vehicle wind resistance adjusting structure and a vehicle. The vehicle wind resistance adjusting structure comprises an adjusting mechanism and a wind resistance adjusting component. The adjusting mechanism comprises a first driving assembly, a first slope table piece, a rotating shaft and a moving assembly in transmission connection with the first driving assembly. A first slope surface is arranged on the first slope table piece, and the moving assembly is arranged between the first slope surface and the wind resistance adjusting component; the moving assembly is movably connected with the first slope surface, and the moving assembly abuts against the wind resistance adjusting component; on a plane perpendicular to the rotating shaft, the distance between the first slope surface and a preset datum plane of the wind resistance adjusting component is gradually reduced in the preset direction; the first driving assembly is used for driving the moving assembly to reciprocate on the first slope in the direction perpendicular to the rotating shaft so as to drive the wind resistance adjusting component to rotate around the rotating shaft through the moving assembly. The opening angle of the wind resistance adjusting piece can be controlled in real time according to different actual running requirements of the vehicle.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicles, and in particular relates to a vehicle wind resistance adjustment structure and a vehicle. Background Art

[0002] In the prior art, the opening angle of the wind resistance adjusting component of the vehicle is relatively fixed, and the opening angle of the wind resistance adjusting component cannot be adjusted according to different actual operating requirements of the vehicle. Summary of the invention

[0003] The present invention aims to solve the technical problems in the prior art that the vehicle wind resistance adjustment structure cannot adjust the opening angle of the wind resistance adjustment component according to the different operating requirements of the actual vehicle, and provides a vehicle wind resistance adjustment structure and a vehicle.

[0004] In view of the above technical problems, an embodiment of the present invention provides a vehicle wind resistance adjustment structure, including an adjustment mechanism and a wind resistance adjustment component, wherein the adjustment mechanism is used to install the wind resistance adjustment component and adjust the rotation angle of the wind resistance adjustment component; the adjustment mechanism includes a first driving component, a first ramp member, a rotating shaft, and a moving component transmission-connected to the first driving component; a first slope surface is provided on the first ramp member, and the moving component is arranged between the first slope surface and the wind resistance adjustment component; the moving component is movably connected to the first slope surface, and the moving component abuts against the wind resistance adjustment component; on a plane perpendicular to the rotating shaft, the distance between the first slope surface and a preset reference plane of the wind resistance adjustment component gradually decreases along a preset direction, and the preset direction refers to a direction from the rotating shaft to the abutment point between the moving component and the first slope surface; the first driving component is used to drive the moving component to reciprocate on the first slope surface in a direction perpendicular to the rotating shaft, so as to drive the wind resistance adjustment component to rotate around the rotating shaft through the moving component. Furthermore, the vehicle wind resistance adjustment structure also includes a pressure sensor, which is installed on the wind resistance adjustment component and is used to detect the pressure value of the wind resistance adjustment component in real time; the adjustment mechanism is also used to adjust the rotation angle of the wind resistance adjustment component according to the pressure value.

[0005] Furthermore, the adjustment mechanism also includes a mounting frame, which encloses an mounting space; the first driving component, the first ramp component, and the moving component are all located in the mounting space; and the rotating shaft is located on the inner side wall of the mounting space.

[0006] Furthermore, the adjustment mechanism also includes an elastic member connected between the wind resistance adjustment component and the mounting frame.

[0007] Furthermore, the first driving component includes a first motor mounted on the mounting frame, and a gear coaxially connected to the first output shaft of the first motor; the moving component includes a rack meshing with the gear; and the end face of the rack facing away from the gear is mounted on the first slope.

[0008] Furthermore, a support rod is provided on the rack, and one end of the support rod away from the rack is in contact with the wind resistance adjusting component.

[0009] Furthermore, a slide rail perpendicular to the rotating shaft is provided on the first slope surface, and the rack is slidably mounted on the slide rail.

[0010] Furthermore, the adjustment mechanism includes two groups of movable components, which are respectively arranged on both sides of the wind resistance adjustment component; the first driving component includes two gears, which are located at both ends of the first output shaft.

[0011] Furthermore, a second slope platform is protrudingly provided on the end surface of the wind resistance adjusting component facing the first slope surface; a second slope surface is provided on the second slope platform; the movable component abuts against the second slope platform; the movable component is arranged between the first slope surface and the second slope surface; on a plane perpendicular to the rotation axis, along the preset direction, the distance between the second slope surface and the preset reference plane of the wind resistance adjusting component gradually increases, and the distance between the second slope surface and the first slope surface gradually decreases.

[0012] Furthermore, the wind resistance adjustment structure also includes a lifting mechanism installed on the vehicle body; the lifting mechanism is used to install the adjustment mechanism and drive the adjustment mechanism to move up and down, so that the adjustment mechanism drives the wind resistance adjustment component to move up and down.

[0013] Furthermore, the lifting mechanism includes a base installed on the vehicle body, a second drive assembly installed on the base, and a connecting rod assembly installed on the base and transmission-connected to the second drive assembly; the connecting rod assembly is connected to the adjusting mechanism to drive the adjusting mechanism to rise and fall.

[0014] Furthermore, the connecting rod assembly includes a first supporting link, a second supporting link, an active link, a driven link, a mounting base for connecting the adjusting mechanism, and a base mounted on the base; the second driving assembly includes a second motor mounted on the base; the first supporting link and the second supporting link are both rotatably mounted on the base; one end of the first supporting link away from the base and one end of the second supporting link away from the base are rotatably connected to the mounting base; the driven link is rotatably connected between the active link and the first supporting link; one end of the active link away from the driven link is fixedly connected to the second output shaft of the second motor.

[0015] Furthermore, the vehicle wind resistance adjustment structure also includes a controller, and the controller is communicatively connected with the adjustment mechanism.

[0016] Furthermore, it is characterized in that the wind resistance adjustment component is a rear wing of the vehicle.

[0017] The present invention also provides a vehicle with a vehicle wind resistance adjustment structure.

[0018] In the vehicle wind resistance adjustment structure of the present invention, the first driving component drives the moving component to reciprocate on the first slope surface of the first slope platform in a direction perpendicular to the rotation axis, so that the wind resistance adjusting component can be driven by the moving component to rotate around the rotation axis, thereby realizing the adjustment of the rotation angle between the wind resistance adjusting component and the vehicle body, and then the opening angle of the wind resistance adjusting component can be controlled in real time according to the different operating requirements of the actual vehicle, thereby realizing the adaptive adjustment of the downforce provided to the vehicle body, thereby improving the fuel economy of the vehicle while improving the stability of the vehicle when driving at high speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0020] Figure 1 It is a structural schematic diagram of a vehicle wind resistance adjustment structure provided by an embodiment of the present invention.

[0021] Figure 2 It is a structural schematic diagram of a vehicle wind resistance adjustment structure provided by another embodiment of the present invention.

[0022] Figure 3 It is a partial structural schematic diagram of a vehicle wind resistance adjustment structure provided by an embodiment of the present invention.

[0023] Figure 4 It is a partial structural schematic diagram of a vehicle wind resistance adjustment structure provided by another embodiment of the present invention.

[0024] Figure 5It is a partial structural schematic diagram of a vehicle wind resistance adjustment structure provided by another embodiment of the present invention.

[0025] Figure 6 It is a partial structural schematic diagram of a vehicle wind resistance adjustment structure provided by another embodiment of the present invention.

[0026] Figure 7 It is a partial structural schematic diagram of a vehicle wind resistance adjustment structure provided by another embodiment of the present invention.

[0027] The reference numerals in the specification are as follows: 100, adjusting mechanism; 110, mounting frame; 111, mounting space; 120, rotating shaft; 130, first driving assembly; 131, first motor; 132, first output shaft; 133, gear; 140, first ramp member; 141, slide rail; 150, moving assembly; 151, rack; 152, support rod; 160, elastic member; 200, wind resistance adjusting member; 210, second ramp member; 300, lifting mechanism; 310, base; 320, second driving assembly; 321, second motor; 322, second output shaft; 330, connecting rod assembly; 331, first supporting connecting rod; 332, second supporting connecting rod; 333, active connecting rod; 334, driven connecting rod; 335, mounting seat; 336, base; 400, pressure sensor. DETAILED DESCRIPTION

[0028] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0029] It should be understood that the directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "front", "back", and "middle" are based on the directions or positional relationships shown in the accompanying drawings and are only used to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation of the present invention.

[0030] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "mounted / connected", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0031] like Figures 1 to 4 As shown, an embodiment of the present invention provides a vehicle wind resistance adjustment structure, including an adjustment mechanism 100 and a wind resistance adjustment component 200, wherein the adjustment mechanism 100 is used to install the wind resistance adjustment component 200 and adjust the rotation angle of the wind resistance adjustment component 200; the adjustment mechanism 100 includes a first drive component 130, a first ramp component 140, a rotating shaft 120, and a moving component 150 transmission-connected to the first drive component 130.

[0032] The first ramp member 140 is provided with a first ramp surface, and the first ramp surface is located on the side of the first ramp member 140 facing the wind resistance adjusting component 200. The moving component 150 is arranged between the first ramp surface and the wind resistance adjusting component 200; the moving component 150 is movably connected to the first ramp surface, and the moving component 150 abuts against the wind resistance adjusting component 200. On a plane perpendicular to the rotating shaft 120, the distance between the first ramp surface and the preset reference plane S of the wind resistance adjusting component 200 along the preset direction F gradually decreases, and the preset direction F refers to the direction from the rotating shaft to the abutment point of the moving component 150 and the first ramp surface. The preset reference plane S can be a reference plane on the end surface of the wind resistance adjusting component 200 away from or toward the adjusting mechanism 100, and the preset reference plane S is arranged parallel to the rotating shaft 120.

[0033] The first driving assembly 130 is used to drive the moving assembly 150 to reciprocate on the first slope along a direction perpendicular to the rotation axis 120, so as to drive the wind resistance adjusting component 200 to rotate around the rotation axis 120 through the moving assembly 150. The moving assembly 150 can slide or roll on the first slope. One end of the moving assembly 150 can abut against a surface of the wind resistance adjusting component 200 facing the adjusting mechanism 100, and slide or roll on the wind resistance adjusting component 200.

[0034] It is understandable that the vehicle wind resistance adjustment structure is applied in a vehicle, and the vehicle wind resistance adjustment structure can be set at different positions of the vehicle body as needed, such as the rear of the vehicle body. The shape of the wind resistance adjustment component 200 can be set according to actual conditions, so as to match the pressure requirements and installation requirements at different positions of the vehicle shape or the vehicle body, so as to meet the requirements of the aerodynamic performance and aesthetics of the vehicle. The adjustment mechanism 100 can adjust the rotation angle of the wind resistance adjustment component 200 according to the downforce exerted on the wind resistance adjustment component 200 when the vehicle is driving, so as to control the downforce exerted by the wind resistance adjustment component 200 on the vehicle body.

[0035] In this embodiment, when the wind resistance adjusting component 200 rotates around the rotating shaft 120 , the angle between the wind resistance adjusting component 200 and the vehicle body gradually increases or decreases. Since the distance between the first slope surface and the preset reference plane S of the wind resistance adjusting component 200 gradually decreases along the preset direction F, specifically, when the moving component 150 moves toward the preset direction F (the direction from the rotating shaft 120 to the abutment between the moving component and the first slope surface), the moving component 150 will gradually move up and rise along the first slope surface, so that the raised moving component 150 gradually lifts the wind resistance adjusting component 200, and at this time, the angle between the wind resistance adjusting component 200 and the vehicle body will gradually increase; and when the moving component 150 moves in a direction opposite to the preset direction F, the moving component 150 will gradually move down and lower along the first slope surface, and at this time, the wind resistance adjusting component 200 abutting against the moving component 150 will gradually fall as the moving component 150 is lowered, and thus, the angle between the wind resistance adjusting component 200 and the vehicle body will gradually decrease.

[0036] It can be understood that as the vehicle speed increases, the resistance and lift of the wind resistance adjusting component 200 increase approximately in a linear relationship. And the rotation angle of the wind resistance adjusting component 200 relative to the vehicle body is also linearly changed by the linear movement of the moving component 150 along the first slope. That is, when the transmission design is performed in this embodiment, various parameters can be designed more simply through the force relationship of the wind resistance adjusting component 200. For example, when the moving speed of the moving component 150, the first slope and the preset angle of the wind resistance adjusting component 200 have been set, the rotation angle of the wind resistance adjusting component 200 can be simply and accurately controlled by controlling the single variable of the running time of the moving component 150.

[0037] In the vehicle wind resistance adjustment structure of the above-mentioned embodiment of the present invention, the first driving component 130 drives the moving component 150 to reciprocate on the first slope surface of the first slope platform 140 in a direction perpendicular to the rotating shaft 120, so that the wind resistance adjustment component 200 can be driven by the moving component 150 to rotate around the rotating shaft 120, thereby realizing the adjustment of the rotation angle between the wind resistance adjustment component 200 and the vehicle body, and then the opening angle of the wind resistance adjustment component 200 can be controlled in real time according to different actual vehicle operating requirements, thereby realizing adaptive adjustment of the downforce provided to the vehicle body, thereby improving the stability of the vehicle when driving at high speed and improving the fuel economy of the vehicle.

[0038] like Figure 3 and Figure 4As shown, in one embodiment, the vehicle wind resistance adjustment structure further includes a pressure sensor 400, which is installed on the wind resistance adjustment component 200 and is used to detect the pressure value of the wind resistance adjustment component 200 in real time; the adjustment mechanism 100 is also used to adjust the rotation angle of the wind resistance adjustment component 200 according to the pressure value. It can be understood that the pressure sensor 400 can be installed at different positions on the wind resistance adjustment component 200 according to actual conditions. In one embodiment, the wind resistance adjustment component 200 is provided with a mounting hole, and the pressure sensor 400 passes through the mounting hole and extends from the mounting hole, so as to detect the pressure value of the wind resistance adjustment component 200.

[0039] In this embodiment, the pressure sensor 400 can transmit the pressure value of the wind resistance adjusting component 200 to the vehicle controller. The controller determines the target angle between the wind resistance adjusting component 200 and the vehicle body according to the pressure value. Then, the controller controls the adjustment mechanism 100 to adjust the angle between the wind resistance adjusting component 200 and the vehicle body to the target angle, thereby improving the intelligence level of the vehicle wind resistance adjustment structure.

[0040] like Figures 3 to 5As shown, in one embodiment, the adjustment mechanism 100 includes a mounting frame 110, and the mounting frame 110 encloses an installation space; the first drive assembly 130, the first ramp member 140, and the moving assembly 150 are all located in the installation space; the rotating shaft 120 is arranged on the side wall of the installation space. It can be understood that the mounting frame 110 is used to support and accommodate other components in the adjustment mechanism 100. The wind resistance adjustment member 200 is rotatably connected to the mounting frame 110 through the rotating shaft 120. The structure of the rotating shaft 120 can be set according to actual conditions, as long as the wind resistance adjustment component 200 is rotatably connected to the mounting frame 110. In one embodiment, the rotating shaft 120 is a hinge structure, one end of the rotating shaft 120 is connected to the mounting frame 110, and the other end is connected to the wind resistance adjustment component 200, so that the wind resistance adjustment component 200 is rotatably connected to the mounting frame 110. It is understandable that, since the wind resistance adjustment component 200 rotates relative to the mounting frame 110, the relative angle between the mounting frame 110 and the vehicle body does not actually change, and therefore, the rotation angle between the wind resistance adjustment component 200 and the vehicle body can be regarded as the relative rotation angle between the wind resistance adjustment component 200 and the mounting frame 110. Therefore, adjusting the rotation angle between the wind resistance adjustment component 200 and the vehicle body is to adjust the relative rotation angle between the wind resistance adjustment component 200 and the mounting frame 110. The wind resistance adjustment component 200 covers the mounting frame 110, so that the interior of the adjustment mechanism 100 forms a substantially closed environment to prevent impurities from entering, and at the same time, the exterior of the vehicle wind resistance adjustment structure meets the requirements of aerodynamic performance and aesthetics.

[0041] like Figure 3 As shown, in one embodiment, the first driving assembly 130 includes a first motor 131 mounted on the mounting frame 110, and a gear 133 coaxially connected to a first output shaft 132 of the first motor 131; the moving assembly 150 includes a rack 151 meshing with the gear 133, and a support rod 152 mounted on the rack 151; the end face of the rack 151 away from the gear 133 is mounted on the first slope. It can be understood that the end face of the rack 151 away from the gear 133 is connected to the first slope in a sliding or rolling manner, for example, a ball or roller structure is provided on the first slope, so as to reduce the friction between the rack 151 and the first slope.

[0042] like Figure 3As shown, in one embodiment, a support rod 152 is provided on the rack 151, and one end of the support rod 152 away from the rack 151 abuts against the wind resistance adjusting member 200. It can be understood that the connection method between the rack 151 and the support rod 152 includes but is not limited to one or more of the methods of integral molding, bonding, welding, plugging, screw connection or clamping, as long as a stable connection can be formed between the rack 151 and the support rod 152. The support rod 152 can directly abut against the end face of the wind resistance adjusting member 200, as long as the support rod 152 can move relative to the wind resistance adjusting member 200. The support rod 152 can also indirectly abut against the end face of the wind resistance adjusting member 200, for example, abutting against the wind resistance adjusting member 200 through a pulley, thereby reducing friction.

[0043] In this embodiment, the wind resistance adjustment component 200 is subjected to a large pressure during the operation of the vehicle, so that the wind resistance adjustment component 200 is now adjusted. The problem of instability of the wind resistance adjustment component 200 occurs, and the stability of the wind resistance adjustment component 200 in motion is particularly important for improving the aerodynamic performance of the vehicle. The meshing mechanism of the gear 133 and the rack 151 provided in the embodiment of the present application realizes a constant instantaneous transmission ratio through gear transmission. First, it can improve the stability of the wind resistance adjustment component 200 adjusted by the adjustment mechanism 100. Secondly, the speed and power range of the gear transmission is wide. The circumferential speed of the gear 133 can be from less than 0.1M / S to 200m / s or higher, and the speed can be from less than 1r / min to more than 20000r / min. The power transmission range is large and the carrying capacity is high. Thirdly, the gear transmission efficiency is high, especially the cylindrical gear pair with higher precision, whose efficiency can reach more than 0.99. Finally, the gear transmission structure is compact. If a planetary transmission, a small tooth difference transmission or a harmonic gear transmission is used, the components can be further reduced to become a coaxial transmission. At the same time, the gear transmission system is relatively easy to maintain, has high working reliability, long service life, and high transmission accuracy.

[0044] It can be understood that as the vehicle speed increases, the resistance and lift force of the wind resistance adjusting component 200 increase approximately in a linear relationship. The meshing mechanism between the gear 133 and the rack 151 drives the moving assembly 150 to move linearly along the first slope, thereby driving the rotation angle of the wind resistance adjusting component 200 to change linearly. That is, when the gear transmission is designed in this embodiment, various parameters can be designed more simply through the force relationship of the wind resistance adjusting component 200. For example, when the rotation speed of the gear 133, the first slope and the preset angle of the wind resistance adjusting component 200 have been set, the rotation angle of the wind resistance adjusting component 200 can be simply and accurately controlled by controlling the single variable of the running time of the gear 133. In contrast, the performance of adjusting the angle through the connecting rod mechanism in terms of accuracy, transmission efficiency and continuous transmission is not as outstanding as that of the gear mechanism. The hydraulic mechanism has leakage problems and cannot obtain a strict transmission ratio. Therefore, the gear transmission has more obvious advantages in terms of transmission stability, transmission efficiency, load-bearing capacity, space utilization and maintenance.

[0045] In another embodiment, the moving assembly 150 includes a supporting gear, which is driven to rotate by the first driving assembly 130; the moving assembly 150 also includes a fixed tooth plate meshed with the supporting gear; the end face of the fixed tooth plate facing away from the supporting gear is fitted on the first slope; the end of the supporting gear away from the fixed tooth plate abuts against the wind resistance adjusting component 200 during the rotation process. The end face of the fixed tooth plate facing away from the supporting gear is fixedly connected to the first slope. In the process of driving the supporting gear to rotate by the first driving assembly 130, since the fixed tooth plate is fixedly connected to the first slope, the supporting gear moves along the fixed tooth plate while rotating, so that the supporting gear abutting against the wind resistance adjusting component 200 can drive the wind resistance adjusting component 200 to adjust the angle relative to the vehicle body. Through the cooperation between the supporting gear and the fixed tooth plate, the supporting gear moves on the first slope, and the rotation angle of the wind resistance adjusting component 200 can also be stably adjusted.

[0046] like Figure 3 As shown, in one embodiment, a slide rail 141 perpendicular to the rotation axis 120 is provided on the first slope, and the rack 151 is slidably mounted on the slide rail 141. It can be understood that the slide rail 141 is used to guide the movement direction of the rack 151. The width of the slide rail 141 can be equal to the width of the rack 151, or the width of the slide rail 141 can be slightly larger than the width of the rack 151, as long as the rack 151 can slide on the slide rail 141 in a direction perpendicular to the rotation axis 120.

[0047] like Figure 3 As shown, in one embodiment, the adjustment mechanism 100 includes two groups of the moving components 150, which are respectively arranged at the two ends of the wind resistance adjustment component 200; the first driving component 130 includes two gears 133, which are located at the two ends of the first output shaft 132. It can be understood that by respectively arranging the moving components 150 at the two ends of the wind resistance adjustment component 200, the stability of the adjustment mechanism 100 in adjusting the angle of the wind resistance adjustment component 200 can be improved. In another embodiment, the adjustment mechanism 100 can also include one group of the moving components 150 or three groups of the moving components 150.

[0048] like Figure 4 and Figure 5 As shown, in one embodiment, the wind resistance adjusting component 200 is provided with a second ramp member 210 protruding on the end face facing the first ramp; the second ramp member 210 is provided with a second ramp; the support rod 152 abuts against the second ramp member 210; the moving component 150 is arranged between the first ramp and the second ramp; on a plane perpendicular to the rotating shaft 120, along a preset direction F, the distance between the second ramp and the preset reference plane S of the wind resistance adjusting component 200 gradually increases, and the distance between the second ramp and the first ramp gradually decreases. It can be understood that along the preset direction F, the distance between the second ramp and the first ramp gradually decreases, so when the moving component 150 moves along the preset direction F, the support rod 152 can make the wind resistance adjusting component 200 rotate faster relative to the mounting frame 110 to improve the adjustment efficiency.

[0049] like Figures 2 to 5As shown, in one embodiment, the adjustment mechanism 100 further includes an elastic member 160 connected between the wind resistance adjustment component 200 and the mounting frame 110. It can be understood that the elastic member 160 includes but is not limited to elements such as springs or rubber. The elastic member 160 is used to provide a pulling force between the wind resistance adjustment component 200 and the mounting frame 110 to prevent the wind resistance adjustment component 200 from flipping relative to the mounting frame 110. The elastic member 160 can also make the rotation of the wind resistance adjustment component 200 relative to the mounting frame 110 more stable and prevent the wind resistance adjustment component 200 from shaking. The position of the elastic member 160 can be set according to actual conditions, as long as it is connected between the wind resistance adjustment component 200 and the mounting frame 110 and provides a pulling force between the wind resistance adjustment component 200 and the mounting frame 110. In one embodiment, the rotating shaft 120 and the elastic member 160 can be arranged on opposite sides of the installation space 111, so as to increase the distance between the elastic member 160 and the rotating shaft 120, so that the elastic member 160 can provide a larger torque at the rotating shaft 120; at the same time, the setting of the elastic member 200 can ensure that the wind resistance adjusting component 200 is always in contact with the moving component 150 (support rod 152), thereby ensuring the stability of the movement process of the moving component 150 and the wind resistance adjusting component 200.

[0050] like Figure 1 and Figure 2 As shown, in one embodiment, the wind resistance adjustment structure further includes a lifting mechanism 300 installed on the vehicle body; the lifting mechanism 300 is used to install the adjustment mechanism 100 and drive the adjustment mechanism 100 to move up and down, so that the adjustment mechanism 100 drives the wind resistance adjustment component 200 to move up and down.

[0051] In this embodiment, the adjusting mechanism 100 and the wind resistance adjusting component 200 of the vehicle wind resistance adjusting structure are installed on the vehicle body through the lifting mechanism 300. A receiving groove for receiving the vehicle wind resistance adjusting structure may be provided on the vehicle body, such as Figure 2 As shown, when the lifting mechanism 300 is raised, the lifting mechanism 300 can drive the adjustment mechanism 100 and the wind resistance adjustment component 200 to extend out of the receiving slot, thereby providing downforce for the vehicle; and as shown in FIG. Figure 1 As shown, when the lifting mechanism 300 descends, the lifting mechanism 300 drives the adjustment mechanism 100 and the wind resistance adjustment component 200 to be stored in the receiving groove, thereby reducing wind resistance.

[0052] It is understandable that the height to which the lifting mechanism 300 drives the adjusting mechanism 100 and the wind resistance adjusting component 200 to rise can be determined according to actual conditions. The lifting mechanism 300 can automatically rise or fall when the vehicle is driving according to preset conditions (such as the speed of the vehicle, etc.); the lifting mechanism 300 can also rise or fall according to the needs of the user and the instructions issued by the user. After the lifting mechanism 300 is raised, the adjusting mechanism 100 can adjust the rotation angle of the wind resistance adjusting component 200 according to the vehicle speed, thereby adjusting the size of the downforce provided by the wind resistance adjusting component 200 in real time, thereby maintaining the stability of the vehicle during movement in a changing vehicle driving environment.

[0053] By setting the adjustment mechanism 100 between the lifting mechanism 300 and the wind resistance adjusting component 200, not only can the height of the wind resistance adjusting component 200 be raised and lowered by the lifting mechanism 300, but the rotation angle of the wind resistance adjusting component 200 relative to the vehicle body can also be adjusted by the adjustment mechanism 100, so that the height and rotation angle of the wind resistance adjusting component 200 can be controlled in real time according to actual conditions, so as to achieve adaptive adjustment of the downforce provided to the vehicle body, and then the vehicle's grip can be increased or decreased according to actual conditions, thereby improving the vehicle's fuel economy while improving the stability of the vehicle when driving at high speed.

[0054] like Figure 6 As shown, in one embodiment, the lifting mechanism 300 includes a base 310 installed on the vehicle body, a second driving assembly 320 installed on the base 310, and a connecting rod assembly 330 installed on the base 310 and connected to the second driving assembly 320; the connecting rod assembly 330 is connected to the adjustment mechanism 100 to drive the adjustment mechanism 100 and the wind resistance adjustment component 200 to rise and fall. It can be understood that the connection method between the base 310 and the vehicle body includes but is not limited to one or more of the methods of screw connection, welding or clamping, as long as a stable connection is formed between the base 310 and the vehicle body. The second driving assembly 320 is used to drive the connecting rod assembly 330 to rotate relative to the base 310, and then drive the adjustment mechanism 100 and the wind resistance adjustment component 200 to rise and fall through the connecting rod assembly 330.

[0055] like Figure 6 and Figure 7As shown, in one embodiment, the connecting rod assembly 330 includes a first supporting link 331, a second supporting link 332, an active link 333, a driven link 334, a mounting seat 335 for connecting the adjusting mechanism 100, and a base 336 mounted on the base 310; the second driving assembly 320 includes a second motor 321 mounted on the base 310; the first supporting link 331 and the second supporting link 332 are both rotatably mounted on the base 336; one end of the first supporting link 331 away from the base 336 and one end of the second supporting link 332 away from the base 336 are rotatably connected to the mounting seat 335; the driven link 334 is rotatably connected between the active link 333 and the first supporting link 331; one end of the active link 333 away from the driven link 334 is fixedly connected to the second output shaft 322 of the second motor 321.

[0056] In this embodiment, a four-bar linkage is formed between the base 336, the first supporting link 331, the mounting seat 335, and the second supporting link 332. Then, the second motor 321 drives the active link 333 to rotate relative to the base 336 through the second output shaft 322, thereby driving the first supporting link 331 to swing through the driven link 334, so that the four-bar linkage formed between the base 336, the first supporting link 331, the mounting seat 335, and the second supporting link 332 is linked accordingly, that is, at this time, the mounting seat 335 rises or falls following the rotation of the second output shaft 322, thereby driving the adjustment mechanism 100 and the wind resistance adjustment component 200 mounted on the mounting seat 335 to rise and fall accordingly. It can be understood that the second output shaft 322 of the second driving assembly 320 can be rotatably mounted on the base 336, so that the position of the second output shaft 322 is stable and not easy to deviate, thereby ensuring the smooth progress of the transmission process.

[0057] Furthermore, the rotating shaft between the first supporting link 331 and the base 336, the rotating shaft between the second supporting link 332 and the base 336, the rotating shaft between the first supporting link 331 and the mounting seat 335, the rotating shaft between the second supporting link 332 and the mounting seat 335, the rotating shaft between the second driving assembly 320 and the base 336, the rotating shaft between the driven link 334 and the active link 333, and the rotating shaft between the driven link 334 and the first supporting link 331 are all arranged parallel to each other, so that the process of sequentially driving the active link 333, the driven link 334, the first supporting link 331 and the mounting seat 335 to perform motion transmission can proceed smoothly without abnormal conditions such as jamming and interference. The first supporting link 331 and the base 336, the second supporting link 332 and the base 336, the first supporting link 331 and the mounting seat 335, the second supporting link 332 and the mounting seat 335, the driven link 334 and the active link 333, and the driven link 334 and the first supporting link 331 can all be rotatably connected by pins. The connection method between the mounting seat 335 and the adjustment mechanism 100 includes, but is not limited to, one or more of the methods of screw connection, welding or clamping, as long as a stable connection can be formed between the mounting seat 335 and the adjustment mechanism 100.

[0058] In another embodiment, the lifting mechanism 300 includes a screw and a lifting platform, and the lifting platform is movably connected to the screw. The screw is connected to the second drive assembly 320, and the lifting platform is connected to the adjustment mechanism 100. The second drive assembly 320 drives the screw to rotate, and the screw drives the lifting platform to move up and down, thereby driving the adjustment mechanism 100 and the wind resistance adjustment component 200 connected to the adjustment mechanism 100 to move up and down. Through the screw and the lifting platform structure, the wind resistance adjustment component 200 can be driven to move up and down according to the need of adjusting the wind resistance of the wind resistance adjustment component 200, and the structure is simple.

[0059] In one embodiment, the vehicle wind resistance adjustment structure further includes a controller, which is in communication with the adjustment mechanism 100. It can be understood that the controller is used to control the adjustment mechanism 100 to adjust the rotation angle of the wind resistance adjustment component 200. In one embodiment, the controller can also be used to control the lifting mechanism 300 to lift and lower, so as to drive the adjustment mechanism 100 and the wind resistance adjustment component 200 to lift and lower.

[0060] In one embodiment, the controller is also in communication with the pressure sensor 400. In this embodiment, the controller can receive the pressure value detected by the pressure sensor 400, and determine the target angle between the wind resistance adjustment component 200 and the vehicle body (or the mounting frame 110) according to the pressure value, and then control the adjustment mechanism 100 to adjust the angle between the wind resistance adjustment component 200 and the vehicle body (or the mounting frame 110) to the target angle, thereby improving the intelligence of the vehicle wind resistance adjustment structure.

[0061] In one embodiment, the wind resistance adjustment component 200 is a rear wing of the vehicle. In this embodiment, not only can the height of the rear wing be raised and lowered by the lifting mechanism 300, but the rotation angle of the rear wing relative to the vehicle body can also be adjusted by the adjustment mechanism 100, so that the height and rotation angle of the rear wing can be controlled in real time according to actual conditions, so as to achieve adaptive adjustment of the downforce provided to the vehicle body, and then the grip of the vehicle can be increased or decreased according to actual conditions, thereby improving the stability of the vehicle when driving at high speed and improving the fuel economy of the vehicle.

[0062] In another embodiment, the wind resistance adjustment component 200 includes at least one of a front spoiler, a rear spoiler, a top spoiler, and a bottom spoiler. By arranging the wind resistance adjustment component 200 at positions where air flow needs to be diverted, such as the front, rear, top, and bottom of the vehicle, the aerodynamic performance of the vehicle can be further improved.

[0063] An embodiment of the present invention further provides a vehicle, comprising the vehicle wind resistance adjustment structure. The specific structure of the vehicle wind resistance adjustment structure can refer to the above embodiment, and will not be repeated here.

[0064] In the vehicle of the above-mentioned embodiment of the present invention, the first driving component 130 drives the moving component 150 to reciprocate on the first slope surface of the first slope platform 140 in a direction perpendicular to the rotating shaft 120, so that the wind resistance adjusting component 200 can be driven by the moving component 150 to rotate around the rotating shaft 120, thereby realizing the adjustment of the rotation angle between the wind resistance adjusting component 200 and the vehicle body, and then the opening angle of the wind resistance adjusting component 200 can be controlled in real time according to different actual vehicle operating requirements, thereby realizing adaptive adjustment of the downforce provided to the vehicle body, thereby improving the stability of the vehicle when driving at high speed and improving the fuel economy of the vehicle.

[0065] The above are merely embodiments of the vehicle wind resistance adjustment structure and the vehicle of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle wind resistance adjustment structure, characterized in that: It comprises an adjustment mechanism and a wind resistance adjustment component, wherein the adjustment mechanism is used to install the wind resistance adjustment component and adjust the rotation angle of the wind resistance adjustment component; The adjustment mechanism includes a first driving assembly, a first ramp member, a rotating shaft, and a moving assembly drivingly connected to the first driving assembly; the first ramp member is provided with a first ramp surface, and the moving assembly is arranged between the first ramp surface and the wind resistance adjusting component; the moving assembly is movably connected to the first ramp surface, and the moving assembly abuts against the wind resistance adjusting component; On a plane perpendicular to the rotation axis, the distance between the first slope and a preset reference plane of the wind resistance adjustment component gradually decreases along a preset direction, and the preset direction refers to a direction from the rotation axis to the abutment point between the moving component and the first slope; The first driving assembly is used to drive the moving assembly to reciprocate on the first slope along a direction perpendicular to the rotation axis, so as to drive the wind resistance adjusting component to rotate around the rotation axis through the moving assembly.

2. The vehicle wind resistance adjustment structure according to claim 1, characterized in that: The vehicle wind resistance adjustment structure also includes a pressure sensor, which is installed on the wind resistance adjustment component and is used to detect the pressure value of the wind resistance adjustment component in real time; the adjustment mechanism is also used to adjust the rotation angle of the wind resistance adjustment component according to the pressure value.

3. The vehicle wind resistance adjustment structure according to claim 1, characterized in that: The adjustment mechanism also includes a mounting frame, which encloses an mounting space; the first driving assembly, the first ramp, and the moving assembly are all located in the mounting space; and the rotating shaft is located on the inner side wall of the mounting space.

4. The vehicle wind resistance adjustment structure according to claim 3, characterized in that: The adjustment mechanism also includes an elastic member connected between the wind resistance adjustment component and the mounting frame.

5. The vehicle wind resistance adjustment structure according to claim 3, characterized in that: The first drive assembly includes a first motor mounted on the mounting frame, and a gear coaxially connected to a first output shaft of the first motor; The moving assembly includes a rack meshing with the gear; the end surface of the rack facing away from the gear is fitted on the first slope.

6. The vehicle wind resistance adjustment structure according to claim 5, characterized in that: A support rod is provided on the rack, and one end of the support rod away from the rack abuts against the wind resistance adjusting component.

7. The vehicle wind resistance adjustment structure according to claim 5, characterized in that: The first slope surface is provided with a slide rail perpendicular to the rotating shaft, and the rack is slidably mounted on the slide rail.

8. The vehicle wind resistance adjustment structure according to claim 5, characterized in that: The adjustment mechanism includes two groups of moving components, which are respectively arranged on both sides of the wind resistance adjustment component; the first driving component includes two gears, which are located at both ends of the first output shaft.

9. The vehicle wind resistance adjustment structure according to claim 1, characterized in that: The wind resistance adjustment component is provided with a second slope member protruding on the end surface facing the first slope surface; the second slope member is provided with a second slope surface; the moving component abuts against the second slope member; the moving component is provided between the first slope surface and the second slope surface; On a plane perpendicular to the rotation axis, along the preset direction, the distance between the second slope surface and a preset reference plane of the wind resistance adjustment component gradually increases, and the distance between the second slope surface and the first slope surface gradually decreases.

10. The vehicle wind resistance adjustment structure according to claim 1, characterized in that: The wind resistance adjustment structure also includes a lifting mechanism installed on the vehicle body; the lifting mechanism is used to install the adjustment mechanism and drive the adjustment mechanism to move up and down, so that the adjustment mechanism drives the wind resistance adjustment component to move up and down.

11. The vehicle wind resistance adjustment structure according to claim 10, characterized in that: The lifting mechanism includes a base installed on the vehicle body, a second driving assembly installed on the base, and a connecting rod assembly installed on the base and transmission-connected to the second driving assembly; the connecting rod assembly is connected to the adjusting mechanism to drive the adjusting mechanism to rise and fall.

12. The vehicle wind resistance adjustment structure according to claim 11, characterized in that: The connecting rod assembly includes a first supporting connecting rod, a second supporting connecting rod, an active connecting rod, a driven connecting rod, a mounting seat for connecting the adjusting mechanism, and a base mounted on the base; the second driving assembly includes a second motor mounted on the base; The first supporting link and the second supporting link are both rotatably mounted on the base; one end of the first supporting link away from the base and one end of the second supporting link away from the base are rotatably connected to the mounting seat; the driven link is rotatably connected between the active link and the first supporting link; one end of the active link away from the driven link is fixedly connected to the second output shaft of the second motor.

13. The vehicle wind resistance adjustment structure according to claim 1, characterized in that: The vehicle wind resistance adjustment structure also includes a controller, which is communicatively connected with the adjustment mechanism.

14. The vehicle wind resistance adjustment structure according to any one of claims 1 to 13, characterized in that: The wind resistance adjustment component is a rear wing of the vehicle.

15. A vehicle, characterized in that: It comprises a vehicle wind resistance adjustment structure as described in any one of claims 1 to 14.

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