Active device and vehicle

Abstract

The active device is used for a vehicle and comprises at least one wing panel and a driving mechanism, the driving mechanism can drive the wing panel to rotate to a first state relative to the vehicle, and in the first state, the maximum windward side of the wing panel intersects with the width direction of the vehicle. Lateral force borne by the vehicle can be effectively weakened, and the operation stability of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to an active device and a vehicle. Background Art

[0002] In the prior art, in order to simultaneously meet the vehicle's downforce and drag reduction requirements, accessories such as rear wings are usually designed and installed on the vehicle body, and active structures such as those on the rear wings are used to achieve switching between downforce and drag reduction functions. However, such rear wings often cannot solve the defects of lateral force and have safety issues such as low handling stability. Summary of the Invention

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide an active device comprising a wing that is rotatable relative to a vehicle. When the wing is rotated to a first position, the wing's maximum windward surface intersects the vehicle's width, effectively reducing lateral forces acting on the vehicle and improving the vehicle's handling stability.

[0004] A second object of the present invention is to provide a vehicle.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] An embodiment of the first aspect of the present invention provides an active device, which includes at least one vane and a drive mechanism, wherein the drive mechanism is capable of driving the vane to rotate relative to the vehicle to a first state, in which the maximum windward surface of the vane intersects with the vehicle width direction.

[0007] According to the active device of an embodiment of the present invention, at least one wing is connected to a driving mechanism. Under the drive of the driving mechanism, the wing can rotate relative to the vehicle to a first state, that is, the maximum windward surface of the wing intersects with the width direction of the vehicle. When the wind blows towards the wing, it can bring a reaction force to the vehicle, reduce the lateral force acting on the vehicle, and improve the handling stability of the vehicle.

[0008] In some embodiments, the drive mechanism includes a transmission assembly and a first drive member: the transmission assembly includes a first rod, and the projection of the first rod on the horizontal plane is parallel to the length direction of the vehicle; or, the angle between the projection of the first rod on the horizontal plane and the length direction of the vehicle is greater than 0° and less than or equal to 20°; 1 The first rod is transmission-connected to the first drive member; one end of the wing is connected to the first rod, and the first rod can rotate with its length direction as the first axis, driving the wing to rotate around the first axis to the first state, so that the maximum windward surface of the wing intersects with the width direction of the vehicle.

[0009] In some embodiments, at least one end of the first rod body includes a first mating portion, the output shaft of the first driving member extends along the width direction of the vehicle, and the output shaft of the first driving member is provided with a second mating portion; wherein, the first mating portion is transmission-connected with the second mating portion, and the extension line of the output shaft of the first driving member intersects with the first axis.

[0010] In some embodiments, the transmission mode between the first matching portion and the second matching portion is vertical gear transmission.

[0011] In some embodiments, the driving mechanism is capable of driving the airfoil to rotate relative to the vehicle to a second state, in which the maximum windward surface of the airfoil intersects with the length direction of the vehicle.

[0012] In some embodiments, the driving mechanism includes a transmission assembly and a second driving member: the transmission assembly includes a first rod body, and the projection of the first rod body on the horizontal plane is parallel to the length direction of the vehicle; or, the angle between the projection of the first rod body on the horizontal plane and the length direction of the vehicle is greater than 0° and less than or equal to 20°; the first rod body is provided with a third matching portion extending along its length direction, and the third matching portion can move relative to the first rod body; the output shaft of the second driving member is provided with a fourth matching portion, and the third matching portion is transmission-connected with the fourth matching portion, and a fifth matching portion is provided at one end of the wing, and the fifth matching portion is transmission-connected with the third matching portion; the fourth matching portion can drive the third matching portion to rotate, so as to drive the fifth matching portion to rotate, and drive the wing to rotate to the second state with the vehicle width direction as the axis, so that the maximum windward surface of the wing intersects with the length direction of the vehicle.

[0013] In some embodiments, the third mating portion is configured as a rack, the fourth mating portion and the fifth mating portion are both configured as gears, and the fourth mating portion and the fifth mating portion are respectively engaged with the third mating portion.

[0014] In some embodiments, the wing includes a first wing and a second wing that are spaced apart in a vehicle width direction.

[0015] In some embodiments, there are a plurality of the first wing and / or the second wing, and the plurality of the first wing and / or the second wing are spaced apart along the length direction of the vehicle.

[0016] In some embodiments, the wing is adapted to be located at the rear of the vehicle.

[0017] A second aspect of the present invention provides a vehicle comprising a controller and the active device and controller described in the above embodiment, wherein the controller is used to control the rotation of the wing relative to the vehicle.

[0018] In a vehicle according to an embodiment of the present invention, at least one wing of the active device is connected to a drive mechanism. Driven by the drive mechanism, the wing can rotate relative to the vehicle to a first state, that is, the maximum windward surface of the wing intersects with the width direction of the vehicle. When wind blows towards the wing, it can bring a reaction force to the vehicle, reduce the lateral force acting on the vehicle, and improve the handling stability of the vehicle.

[0019] In some embodiments, when the vehicle is in a first control mode, the controller controls the wing to be in an initial state or a second state; in the second state, the maximum windward surface of the wing intersects with the length direction of the vehicle; and / or, when the vehicle is in a second control mode, the controller controls the wing to be in an initial state or the first state.

[0020] In some embodiments, the controller is configured to: when the vehicle speed is less than or equal to a first threshold, and / or when no braking signal is received, control the wing to be in an initial state.

[0021] In some embodiments, the vane includes a first vane and a second vane spaced apart along the width direction of the vehicle, and the controller is used to: when the vehicle speed is greater than a first threshold, and a braking signal is received, and the steering wheel rotation angle is less than or equal to a second threshold, control the first vane and the second vane to rotate to a second state, in which the maximum windward surface of the vane intersects with the length direction of the vehicle.

[0022] In some embodiments, the vane includes a first vane and a second vane spaced apart along the width direction of the vehicle, and the controller is used to: when the vehicle speed is greater than a first threshold, and a braking signal is received, and the steering wheel rotation angle is greater than a second threshold, control the first vane or the second vane to rotate to a second state, in which the maximum windward surface of the vane intersects with the length direction of the vehicle.

[0023] In some embodiments, the controller is configured to control the wing to be in an initial state when the vehicle speed is less than or equal to a first threshold, and / or the lateral force applied to the vehicle is less than or equal to a third threshold.

[0024] In some embodiments, the controller is configured to control the flap to rotate to the first state when the vehicle speed is greater than a first threshold and the lateral force applied to the vehicle is greater than a third threshold.

[0025] In some embodiments, the vehicle is provided with a heat dissipation gap, and the wing is provided in the heat dissipation gap. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 is a schematic diagram of an initial state of a wing according to an embodiment of the present invention;

[0028] Figure 2 is a schematic diagram of a wing in a second state according to an embodiment of the present invention;

[0029] Figure 3 is a schematic diagram of an active device according to an embodiment of the present invention;

[0030] Figure 4 is a schematic diagram of a wing in a first state according to an embodiment of the present invention;

[0031] Figure 5 According to some embodiments of the present invention Figure 4 A partial schematic diagram of

[0032] Figure 6 is a strategy diagram according to some embodiments of the present invention;

[0033] Figure 7 are step diagrams according to other embodiments of the present invention.

[0034] Reference numerals:

[0035] 100 - active device; 101 - wing; 1011 - fifth mating portion; 102 - first wing; 103 - second wing; 104 - first rod; 1041 - first axis; 1042 - first mating portion; 1043 - third mating portion; 105 - first driving member; 1051 - second mating portion; 106 - second driving member; 1061 - fourth mating portion;

[0036] 200-Vehicle; 201-Controller; 202-Heat dissipation gap. DETAILED DESCRIPTION

[0037] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0038] In the description of the present invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "back," "inner," "outer," and the like, indicating directions or positional relationships, are based on the directions or relative positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific direction, be constructed, or operate in a specific direction. Therefore, they should not be construed as limitations on the present invention. Unless otherwise specified, the above-mentioned directions may be flexibly set in actual application, provided that the relative positional relationships shown in the accompanying drawings are met.

[0039] 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 quantity of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0040] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," and "communicated" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections. They may be directly connected, indirectly connected through an intermediary, or internally connected between two components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0041] In embodiments of the present invention, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, article, or apparatus comprising the element.

[0042] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present invention should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0043] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0044] Lateral force (or lateral force) applied to a vehicle during driving refers to forces acting perpendicular to the vehicle's direction of travel. Its generation is closely related to the vehicle's motion, external environment, and internal structure. Mild lateral force is fundamental to vehicle steering (the tires use lateral force to change trajectory), but excessive lateral force can lead to loss of control. When roll exceeds a critical value, the inside wheel may lift off the ground, causing the vehicle to roll over (this risk is particularly high for vehicles with high centers of gravity, such as SUVs and trucks; data shows that SUVs are three times more likely to roll over than cars). It can also cause uneven tire wear: rollover causes uneven tire pressure distribution (the load on the outer tire can increase by 40% to 60%), exacerbating uneven wear and shortening tire life. It can also reduce tire grip and affect handling response. Grip degradation: Lateral force causes lateral deformation of the tire, reducing the contact patch and uneven pressure distribution, resulting in a decrease in lateral grip (cornering stiffness). Data comparison: At lateral acceleration reaching 0.4g, tire grip can decrease by 20%. Exceeding 0.6g can push the tire's limits and cause a skid. At the same time, it also affects passenger comfort and vehicle durability. Rolling creates significant lateral inertial forces on passengers, causing their bodies to press against the seats and leading to fatigue after long driving periods. It also creates additional stress on the suspension system, steering mechanism, and frame, accelerating the aging of rubber bushings, wear of ball joints, and even causing metal fatigue in the frame. Therefore, the present invention proposes an active device that can at least address the issue of vehicle lateral forces.

[0045] Reference below Figure 1-Figure 7 An active device 100 and a vehicle 200 according to an embodiment of the present invention are described.

[0046] An embodiment of the first aspect of the present invention provides an active device 100, comprising: at least one wing 101 and a driving mechanism, wherein the driving mechanism is capable of driving the wing 101 to rotate relative to the vehicle 200 to a first state, in which the maximum windward surface of the wing 101 intersects with the width direction of the vehicle 200.

[0047] Specifically, such as Figure 1 and Figure 4 As shown, the flap 101 of the active device 100 is mounted on the vehicle body. Driven by a driving mechanism, the flap 101 can rotate from an initial state to a first state, in which the maximum windward surface of the flap 101 intersects the width of the vehicle 200. It will be appreciated that the rotatable connection between the flap 101 and the vehicle body can be achieved through a mechanical connection such as a bearing connection, a hinge connection, or a universal joint connection, and the present invention is not particularly limited thereto.

[0048] It's important to explain that in aerodynamics and fluid mechanics, maximum windward surface generally refers to the maximum projected area of an object in motion (or fluid flow) that is perpendicular or nearly perpendicular to the direction of the fluid (such as air) flow. Specifically, the maximum windward surface is the orthographic projection area of the object in the direction of the fluid flow—that is, the projected area of the object on a plane perpendicular to the direction of the fluid (such as air) flow, assuming the fluid (such as air) flows in a straight line.

[0049] The lateral force acting on the vehicle 200 is usually decomposed into the force in the width direction of the vehicle 200. Therefore, it can be understood that the lateral force is mainly a lateral force, which can be an external force such as wind force or its own force such as centrifugal force; assuming that there is a crosswind, the force of the crosswind is decomposed into longitudinal, transverse and vertical components. At this time, the lateral force is the transverse component. At this time, the front of the vehicle is first affected by the transverse component and tends to deviate to one side. At this time, the control flap 101 is rotated to the first state. The projection of the maximum outer surface of the flap 101 on the plane perpendicular or nearly perpendicular to the transverse component is the maximum windward surface of the flap 101. At this time, the flap 101 is acted upon by the transverse component and generates a reaction force in the opposite direction. That is, the vehicle 200 is acted upon by two forces in opposite directions. Under the action of these two forces, the lateral force acting on the vehicle 200 is reduced, and the tendency of the front of the vehicle to move to the left is suppressed, which helps to improve the handling stability of the vehicle 200.

[0050] In a specific embodiment, Figure 4 As shown, the flap 101 has a straight plate structure. When subjected to a crosswind, the flap 101 rotates relative to the vehicle 200, and the rotation angle of the flap 101 relative to the width direction of the vehicle 200 ranges from 30° to 90°. It is understood that when the flap 101 rotates to an angle of 30° with the width direction of the vehicle 200, the maximum frontal area of the flap 101 is small, the effect of reducing the lateral force of the vehicle 200 is low, and the handling stability of the vehicle 200 is poor. When the flap 101 rotates to an angle of 90° with the width direction of the vehicle 200, the maximum frontal area of the flap 101 is maximized, the effect of reducing the lateral force of the vehicle 200 is optimal, and the handling stability of the vehicle 200 is optimized. It should be noted that the present invention does not limit the rotation angle range of the flap 101 relative to the width direction of the vehicle 200.

[0051] In one embodiment, the driving mechanism includes a transmission assembly and a first driving member 105: the transmission assembly includes a first rod body 104, and the projection of the first rod body 104 on the horizontal plane is parallel to the length direction of the vehicle 200; or, the angle between the projection of the first rod body 104 on the horizontal plane and the length direction of the vehicle 200 is greater than 0° and less than or equal to 20°; the first rod body 104 is transmission-connected to the first driving member 105; one end of the wing 101 is connected to the first rod body 104, and the first rod body 104 can rotate with its length direction as the first axis 1041, driving the wing 101 to rotate around the first axis 1041 to a first state, so that the maximum windward surface of the wing 101 intersects with the width direction of the vehicle 200.

[0052] Specifically, such as Figure 4 As shown, the wing 101 is a straight plate structure, and the first rod 104 is connected to the wing 101. The first rod 104 and the wing 101 are arranged on the outer surface of the vehicle 200. Due to the curved design of the vehicle body, the first rod 104 and the wing 101 are also arranged relatively inclined to the horizontal plane. In this embodiment, the projection of the first rod 104 on the horizontal plane is parallel to the length direction of the vehicle 200. This design makes the arrangement of the wing 101 optimal and more beautiful. The end of the first rod body 104 is transmission-connected to the first driving member 105, and the wing 101 is fixed on the first rod body 104. Driven by the first driving member 105, the first rod body 104 rotates with its length direction as the first axis 1041, thereby driving the wing 101 fixed thereon to rotate synchronously to the first state. It can be understood that in the first state, the angle between the wing 101 and the width direction of the vehicle 200 can be any angle between 30° and 90°; when the outer surface of the wing 101 is set to fit the outer surface of the vehicle 200 as much as possible, the wing 101 is in the initial state, as shown in Figure X. At this time, the angle between the wing 101 and the width direction of the vehicle 200 is determined by the shape design of the outer surface of the vehicle 200, and the present invention does not make specific limitations here. In a specific embodiment, when the vane 101 rotates to an angle of 90° with the width direction of the vehicle 200, the area of the maximum windward surface of the vane 101 is the largest, that is, the maximum single-side area of the plate body of the vane 101 is the maximum windward area. At this time, the vane 101 has the best effect in reducing the lateral force of the vehicle 200, and the vehicle 200 has the best handling stability.

[0053] In one embodiment, at least one end of the first rod body 104 includes a first matching portion 1042, the output shaft of the first driving member 105 extends along the width direction of the vehicle 200, and the output shaft of the first driving member 105 is provided with a second matching portion 1051; wherein, the first matching portion 1042 is transmission-connected with the second matching portion 1051, and the extension line of the output shaft of the first driving member 105 intersects with the first axis 1041.

[0054] Specifically, such as Figure 5 As shown, taking the above embodiment as an example, a first matching portion 1042 is provided at the end of the first rod body 104, and the output shaft of the first driving member 105 is extended along the width direction of the vehicle 200 and provided with a second matching portion 1051, and the first matching portion 1042 is transmission-connected with the second matching portion 1051. The present application does not limit the number of wings 101. When the wings 101 are two groups spaced apart in the width direction of the vehicle 200, the corresponding first rods 104 are also two spaced apart in the width direction of the vehicle 200. It can be understood that in order to reduce the number of parts of the device and save driving energy, in this embodiment, the output shaft of the first driving member 105 is extended along the width direction of the vehicle 200, and the second mating part of the output shaft is respectively connected to the first mating parts of the two first rods 104. When the first driving member 105 outputs driving force, the two first rods 104 rotate inward at the same time, or one first rod 104 rotates inward, driving the wings 101 to move to the first state, so that the maximum outer surface of the wings 101 intersects with the width direction of the vehicle 200, thereby reducing the lateral force.

[0055] In one embodiment, the transmission mode between the first matching portion 1042 and the second matching portion 1051 is vertical gear transmission.

[0056] Specifically, such as Figure 5 As shown, taking the above embodiment as an example, the projection of the first rod body 104 on the horizontal plane is parallel to the length direction of the vehicle 200, and the output shaft of the first driving member 105 is extended along the width direction of the vehicle 200. Therefore, the transmission method between the first matching part 1042 and the second matching part 1051 designed in this embodiment is a vertical gear transmission method. It should be noted that the vertical gear is mainly used to change the transmission direction or transmit power between intersecting axes.

[0057] In one embodiment, the driving mechanism can drive the wing 101 to rotate relative to the vehicle 200 to a second state, in which the maximum windward surface of the wing 101 intersects with the length direction of the vehicle 200 .

[0058] Downforce is crucial during vehicle 200's operation, especially at medium and high speeds. Insufficient downforce can lead to poor handling stability, or even serious accidents such as vehicle 200 rollover, resulting in casualties. Therefore, increasing downforce on vehicle 200 has become a key research topic. The active device 100 proposed in this invention can also increase downforce on vehicle 200, improving its handling stability.

[0059] Specifically, such as Figure 2 and Figure 3As shown, the wing 101 of the active device 100 is mounted on the vehicle body. Driven by a driving mechanism, the wing 101 can rotate from an initial position to a second position, in which the maximum windward surface of the wing 101 intersects the length direction of the vehicle 200. It will be appreciated that the rotatable connection between the wing 101 and the vehicle body can be achieved through a mechanical connection such as a bearing connection, a hinge connection, or a universal joint connection, and the present invention is not particularly limited thereto.

[0060] Downforce is the vertical component of the pressure differential created when air flows over the vehicle's surface and is part of aerodynamic force. When vehicle 200 is moving, the airflow toward vehicle 200 is broken down into longitudinal, lateral, and vertical components. The vertical component of downforce exerted on vehicle 200 is the vertical component.

[0061] In a specific embodiment, Figure 2 and Figure 3 As shown, the wing 101 is a straight plate structure. When the wing 101 rotates to the second state, the maximum outer surface of the wing 101 is on a plane perpendicular or nearly perpendicular to the longitudinal component of force. 10 The projection is the maximum windward surface of the wing 101. At this time, when the wing 101 intersects with the length direction of the vehicle 200 but is not perpendicular, the wing 101 is subjected to the action of the rearward longitudinal component. Since the wing 101 intersects with the length direction of the vehicle 200 but is not perpendicular, the wing 101 will generate a vertical upward reaction force at this time to increase the downforce on the vehicle 200 and improve the handling stability of the vehicle 200.

[0062] In another specific embodiment, Figure 2 As shown, flap 101 has a straight plate structure. When vehicle 200 requires auxiliary braking, flap 101 rotates relative to vehicle 200 to a second position. When flap 101 rotates to a 90° angle with the length direction of vehicle 200, flap 101 has the largest frontal area, provides the greatest resistance, and provides the best auxiliary braking effect for vehicle 200. It should be noted that the present invention does not limit the range of rotation angles of flap 101 relative to the width direction of vehicle 200.

[0063] In one embodiment, the drive mechanism includes a transmission assembly and a second drive member 106: the transmission assembly includes a first rod 104, the projection of the first rod 104 on the horizontal plane is parallel to the length direction of the vehicle 200; or, the angle between the projection of the first rod 104 on the horizontal plane and the length direction of the vehicle 200 is greater than 0° and less than or equal to 20°; the first rod 104 is provided with a third matching portion 1043 extending along its length direction, and the third matching portion 1043 can move relative to the first rod 104; the output shaft of the second drive member 106 is provided with a fourth matching portion 1061, and the third matching portion 1043 is transmission-connected to the fourth matching portion 1061; one end of the wing 101 is provided with a fifth matching portion, and the fifth matching portion is transmission-connected to the third matching portion 1043; the fourth matching portion 1061 can drive the third matching portion 1043 to rotate, thereby driving the fifth matching portion to rotate, and driving the wing 101 to rotate about the width direction of the vehicle 200 to a second state, so that the maximum windward surface of the wing 101 intersects with the length direction of the vehicle 200.

[0064] Specifically, such as Figure 3 As shown, the wing 101 is a straight plate structure, and the first rod body 104 includes a third matching portion 1043 extending along its length direction, and the third matching portion 1043 can rotate relative to the first rod body 104; the output shaft of the second driving member 106 includes a fourth matching portion 1061, which is transmission-connected to the third matching portion 1043, and can be a transmission connection form such as a hinge, a worm gear, etc.; the end of the wing 101 connected to the first rod body 104 has a fifth matching portion, and the fifth matching portion is transmission-connected to the third matching portion 1043, which can be a transmission connection form such as a hinge, a worm gear, etc.; it can be understood that the fourth matching portion 1061 at the output end of the second driving member 106 drives the third matching portion 1043 to rotate relative to the first rod body 104. Further, the fifth matching portion on the wing 101 is also driven to rotate to the second state with the width direction of the vehicle 200 as the axis. At this time, the maximum outer surface of the wing 101 intersects with the length direction of the vehicle 200, providing downforce or auxiliary braking for the vehicle 200.

[0065] In one embodiment, the third mating portion 1043 is configured as a rack, the fourth mating portion 1061 and the fifth mating portion are both configured as gears, and the fourth mating portion 1061 and the fifth mating portion are respectively engaged with the third mating portion 1043 .

[0066] Specifically, such as Figure 3As shown, a accommodating space is provided inside the first rod body 104, and the third matching part 1043 is an annular rack, which is arranged in a circle in the accommodating space, and the third matching part 1043 can rotate relative to the first rod body 104; the fourth matching part 1061 is a gear at the end of the output shaft of the second driving member 106, and the fourth matching part 1061 is engaged with the third matching part 1043; the fifth matching part is a gear at the end of the wing 101, and the fifth matching part is engaged with the third matching part 1043; when the second driving member 106 outputs driving force, it drives the third matching part 1043 to rotate, and further drives the wing 101 to rotate with the width direction of the vehicle 200 as the axis.

[0067] In one embodiment, the wing 101 includes a first wing 102 and a second wing 103 that are spaced apart from each other in the width direction of the vehicle 200 .

[0068] Specifically, such as Figure 1-Figure 5 As shown, in order to better resolve lateral forces, provide downforce and achieve auxiliary braking, a specific embodiment of the present invention is provided with a first wing 102 and a first wing 103 spaced apart along the width direction of the vehicle 200. The design of the left and right groups of winglets 101 is better than the single-sided winglet 101 in resolving lateral forces, providing downforce and achieving auxiliary braking.

[0069] In one embodiment, there are a plurality of first winglets 102 and / or first winglets 103 , and the plurality of first winglets 102 and / or first winglets 103 are spaced apart along the length direction of the vehicle 200 .

[0070] Specifically, such as Figure 1-Figure 5 As shown, using the above embodiment as an example, multiple first fins 102 and 103 are provided, spaced apart along the length of vehicle 200. When lateral force on vehicle 200 needs to be reduced, first fins 102 and 103 rotate to a first position about the length of first rod 104. When downforce and auxiliary braking are required, first fins 102 and 103 rotate to a second position about the width of vehicle 200. Compared to a single fin 101 on a single side, the design of multiple fins 101 on a single side provides better performance in the corresponding states.

[0071] In one embodiment, the wing 101 is adapted to be disposed at the rear of the vehicle 200 .

[0072] Specifically, such as Figure 1 、 Figure 2 、 Figure 4 and Figure 5As shown, the active device 100 of the present invention can be arranged at the rear of the vehicle 200 with reference to the setting position of the tail wing, such as at the rear windshield or the rear hood. When the wing 101 rotates relative to the vehicle 200, it does not block the driver's line of sight and is more aesthetically pleasing.

[0073] A second aspect of the present invention provides a vehicle 200 , comprising a controller 201 and the active device 100 of the aforementioned embodiment. The controller 201 is configured to control the wing 101 to rotate relative to the vehicle 200 .

[0074] In a specific embodiment, Figure 7 As shown, the controller 201 is used to:

[0075] S1: Get vehicle speed;

[0076] S2: When the vehicle speed is less than or equal to the first threshold V1 and / or no braking signal is received, the control flap 101 is in the initial state.

[0077] For example, the vehicle speed may be acquired by a speed sensor installed on the vehicle 200 , and the brake signal may be acquired by a brake pedal sensor installed on the vehicle 200 .

[0078] Specifically, such as Figure 1 and Figure 6 As shown, the first threshold V1 is 100 km / h. When the vehicle speed V is less than or equal to V1, and / or the controller 201 does not receive a brake signal, the flap 101 is controlled to the initial state. The initial state is the state in which the outer surface of the flap 101 is arranged to be in close contact with the outer surface of the vehicle 200. In other words, as long as the two conditions of speed exceeding the first threshold V1 and receiving a brake signal are not simultaneously met, the controller 201 controls the flap 101 to be in the initial state.

[0079] In a specific embodiment, the controller 201 is configured to:

[0080] When the vehicle speed is greater than the first threshold, a braking signal is received, and the steering wheel rotation angle is less than or equal to the second threshold, the first vane 102 and the first vane 103 are controlled to rotate to the second state. In the second state, the maximum windward surface of the vane 101 intersects with the length direction of the vehicle 200.

[0081] For example, the steering wheel rotation angle may be acquired by a steering sensor installed on the vehicle 200 .

[0082] Specifically, such as Figure 2 and Figure 6As shown, the first threshold V1 is 100 km / h. When the vehicle speed V is greater than V1 and the controller 201 receives a braking signal, and the steering wheel rotation angle is less than or equal to the second threshold (90°), it is considered that the vehicle 200 is in a straight-line driving condition, and the first wing 102 and the first wing 103 are controlled to rotate to the second state. At this time, the maximum outer surface of the wing 101 is the maximum windward surface, which is perpendicular to the length direction of the vehicle 200, and the auxiliary braking effect provided to the vehicle 200 is the best.

[0083] In a specific embodiment, the controller 201 is configured to:

[0084] When the vehicle speed is greater than the first threshold, a braking signal is received, and the steering wheel rotation angle is greater than the second threshold, the first vane 102 or the first vane 103 is controlled to rotate to the second state. In the second state, the maximum windward surface of the vane 101 intersects with the length direction of the vehicle 200.

[0085] Specifically, such as Figure 2 and Figure 6 As shown, the first threshold V1 is 100 km / h. When the vehicle speed V is greater than V1, the controller 201 receives a braking signal, and the steering wheel rotation angle is greater than a second threshold (90°), the vehicle 200 is considered to be in a turning driving condition and the first wing 102 or the first wing 103 is controlled to rotate to the second state. At this time, the maximum outer surface of the wing 101, i.e., the maximum windward surface, is perpendicular to the length of the vehicle 200, providing the best auxiliary braking effect for the vehicle 200. It is understandable that when the vehicle 200 turns left at high speed and brakes, it is likely to cause the vehicle 200 to tip over to the left. Therefore, the controller 201 controls the right wing 101 to rotate to the second state to provide downforce on the right side and prevent the vehicle 200 from tipping over.

[0086] In a specific embodiment, the controller 201 is configured to:

[0087] When the vehicle speed is less than or equal to the first threshold, and / or the lateral force applied to the vehicle 200 is less than or equal to the third threshold, the control fin 101 is in the initial state.

[0088] For example, the lateral force applied to the vehicle 200 may be collected by a lateral force sensor installed on the vehicle 200 .

[0089] Specifically, such as Figure 1 and Figure 6As shown, the first threshold V1 is 100 km / h. When the vehicle speed V is less than or equal to V1, and / or the lateral force applied to the vehicle 200 is less than or equal to the third threshold Fy1 (500 N), the controller 201 controls the flap 101 to be in the initial state. In other words, as long as the two conditions of the speed being greater than the first threshold V1 and the lateral force applied to the vehicle 200 being greater than the third threshold are not simultaneously met, the controller 201 controls the flap 101 to be in the initial state.

[0090] In one embodiment, the controller 201 is configured to:

[0091] When the vehicle speed is greater than the first threshold and the lateral force applied to the vehicle 200 is greater than the third threshold, the control fin 101 rotates to the first state.

[0092] Specifically, such as Figure 4 and Figure 6 As shown, the first threshold V1 is 100 km / h. When the vehicle speed V is greater than V1 and the lateral force applied to the vehicle 200 is greater than the third threshold Fy1 (500 N), it indicates that the vehicle 200 is at risk of instability. Therefore, the controller 201 controls the wing 101 to rotate to the first state, reducing the lateral force applied to the vehicle 200 and improving the handling stability of the vehicle 200.

[0093] In one embodiment, the vehicle 200 is provided with a heat dissipation gap 202 , and the fin 101 is disposed in the heat dissipation gap 202 .

[0094] Specifically, such as Figure 2 or Figure 4 As shown, a heat dissipation gap 202 is provided at the rear of the vehicle 200 for dissipating heat for the rear components. When the fin 101 is in the initial state, it covers the heat dissipation gap 202, achieving a sealing and aesthetic effect; when the vehicle 200 needs to dissipate heat, the controller 201 controls the fin 101 to rotate to the first state or the second state to expose the heat dissipation gap 202.

[0095] In one embodiment, when the vehicle 200 is in the first control mode, the controller 201 controls the wing 101 to be in the initial state or the second state; in the second state, the maximum windward surface of the wing 101 intersects with the length direction of the vehicle 200; and / or, when the vehicle 200 is in the second control mode, the controller 201 controls the wing 101 to be in the initial state or the first state.

[0096] Specifically, the control module of the vehicle 200 is provided with a control button, and the user can choose whether to enter the track mode, such as Figure 6As shown, when controller 201 receives a command to enter Track Mode, it controls flap 101 to the initial state or the second state based on the specific conditions of the aforementioned embodiment. It is understood that the first control module can be in Track Mode. When controller 201 receives a command not to enter Track Mode, it controls flap 101 to the initial state or the first state based on the specific conditions of the aforementioned embodiment. It is understood that the second control module can be in Non-Track Mode. This design provides users with more fun and a sense of technology when driving vehicle 200.

[0097] It is understandable that all the rotatable connections mentioned in the present invention may be conventional rotatable connection structures such as pins and sleeves.

[0098] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0099] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. An active device (100) for a vehicle (200), characterized in that: The active device (100) includes at least one wing (101) and a driving mechanism, wherein the driving mechanism is capable of driving the wing (101) to rotate relative to the vehicle (200) to a first state, in which the maximum windward surface of the wing (101) intersects with the width direction of the vehicle (200).

2. The active device (100) according to claim 1, characterized in that The driving mechanism comprises a transmission assembly and a first driving member (105); the transmission assembly comprises a first rod (104), the projection of the first rod (104) on a horizontal plane is parallel to the length direction of the vehicle (200); or the angle between the projection of the first rod (104) on a horizontal plane and the length direction of the vehicle (200) is greater than 0° and less than or equal to 20°; The first rod (104) is connected to the first driving member (105) in a transmission manner; one end of the wing (101) is connected to the first rod (104); the first rod (104) can rotate with its length direction being a first axis (1041), driving the wing (101) to rotate around the first axis (1041) to the first state, so that the maximum windward surface of the wing (101) intersects with the width direction of the vehicle (200).

3. The active device (100) according to claim 2, characterized in that At least one end of the first rod body (104) includes a first matching portion (1042), the output shaft of the first driving member (105) extends along the width direction of the vehicle (200), and the output shaft of the first driving member (105) is provided with a second matching portion (1051); wherein the first matching portion (1042) is transmission-connected with the second matching portion (1051), and an extension line of the output shaft of the first driving member (105) intersects with the first axis (1041).

4. The active device (100) according to claim 3, characterized in that The transmission mode between the first matching portion (1042) and the second matching portion (1051) is vertical gear transmission.

5. The active device (100) according to claim 1, characterized in that The driving mechanism is capable of driving the wing (101) to rotate relative to the vehicle (200) to a second state, in which the maximum windward surface of the wing (101) intersects with the length direction of the vehicle (200).

6. The active device (100) according to claim 5, characterized in that The driving mechanism comprises a transmission assembly and a second driving member (106): the transmission assembly comprises a first rod (104), the projection of the first rod (104) on a horizontal plane is parallel to the length direction of the vehicle (200); or the angle between the projection of the first rod (104) on a horizontal plane and the length direction of the vehicle (200) is greater than 0° and less than or equal to 20°; The first rod (104) is provided with a third matching portion (1043) extending along the length direction thereof, and the third matching portion (1043) can move relative to the first rod (104); the output shaft of the second driving member (106) is provided with a fourth matching portion (1061), and the third matching portion (1043) is transmission-connected to the fourth matching portion (1061); one end of the wing (101) is provided with a fifth matching portion (1011), and the fifth matching portion (1011) is transmission-connected to the third matching portion (1043); the fourth matching portion (1061) can drive the third matching portion (1043) to rotate, thereby driving the fifth matching portion (1011) to rotate, and driving the wing (101) to rotate to the second state with the width direction of the vehicle (200) as the axis, so that the maximum windward surface of the wing (101) intersects with the length direction of the vehicle (200).

7. The active device (100) according to claim 6, characterized in that The third matching portion (1043) is constructed as a rack, the fourth matching portion (1061) and the fifth matching portion (1011) are both constructed as gears, and the fourth matching portion (1061) and the fifth matching portion (1011) are respectively engaged with the third matching portion (1043).

8. The active device (100) according to claim 1 or 5, characterized in that The wing (101) includes a first wing (102) and a second wing (103) that are spaced apart in the width direction of the vehicle (200).

9. The active device (100) according to claim 8, characterized in that There are multiple first winglets (102) and / or multiple second winglets (103), and the multiple first winglets (102) and / or the second winglets (103) are spaced apart along the length direction of the vehicle (200).

10. The active device (100) according to claim 1, characterized in that The wing (101) is suitable for being arranged at the rear of the vehicle (200).

11. A vehicle (200), characterized in that: The invention comprises a controller (201) and the active device (100) according to any one of claims 1 to 10, wherein the controller (201) is used for controlling the rotation of the wing (101) relative to the vehicle (200).

12. The vehicle (200) according to claim 11, characterized in that When the vehicle (200) is in a first control mode, the controller (201) controls the wing (101) to be in an initial state or a second state; in the second state, the maximum windward surface of the wing (101) intersects with the length direction of the vehicle (200); and / or, When the vehicle (200) is in the second control mode, the controller (201) controls the wing (101) to be in the initial state or the first state.

13. The vehicle (200) according to claim 11 or 12, characterized in that The controller (201) is used to: When the vehicle speed is less than or equal to a first threshold, and / or no braking signal is received, the wing (101) is controlled to be in an initial state.

14. The vehicle (200) according to claim 11 or 12, characterized in that The wing (101) includes a first wing (102) and a second wing (103) spaced apart along a width direction of the vehicle (200), and the controller (201) is used to: When the vehicle speed is greater than a first threshold, a braking signal is received, and the steering wheel rotation angle is less than or equal to a second threshold, the first wing (102) and the second wing (103) are controlled to rotate to a second state. In the second state, the maximum windward surface of the wing (101) intersects with the length direction of the vehicle (200).

15. The vehicle (200) according to claim 11 or 12, characterized in that The wing (101) includes a first wing (102) and a second wing (103) spaced apart along a width direction of the vehicle (200), and the controller (201) is used to: When the vehicle speed is greater than a first threshold, a braking signal is received, and the steering wheel rotation angle is greater than a second threshold, the first vane (102) or the second vane (103) is controlled to rotate to a second state, in which the maximum windward surface of the vane (101) intersects with the length direction of the vehicle (200).

16. The vehicle (200) according to claim 11 or 12, characterized in that The controller (201) is used to: When the vehicle speed is less than or equal to a first threshold, and / or the lateral force applied to the vehicle (200) is less than or equal to a third threshold, the wing (101) is controlled to be in an initial state.

17. The vehicle (200) according to claim 11 or 12, characterized in that The controller (201) is used to: When the vehicle speed is greater than a first threshold value and the lateral force applied to the vehicle (200) is greater than a third threshold value, the wing (101) is controlled to rotate to the first state.

18. The vehicle (200) according to claim 11, characterized in that The vehicle (200) is provided with a heat dissipation gap (202), and the fin (101) is provided in the heat dissipation gap (202).

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