Air duct structure of vehicle, control method of air duct structure and vehicle

Abstract

The invention provides an air duct structure of a vehicle, a control method of the air duct structure and the vehicle, and relates to the technical field of vehicle manufacturing, the air duct structure is provided with an air inlet and comprises a first air outlet duct and a second air outlet duct, and the first air outlet duct is used for conveying airflow to the bottom of an empennage; the second air outlet duct is used for conveying airflow to a brake disc of the vehicle, and the air inlet selectively communicates with one of the first air outlet duct and the second air outlet duct. According to the air duct structure of the vehicle, the first air outlet duct for conveying the air flow to the bottom of the tail wing and the second air outlet duct for conveying the air flow to the brake disc are arranged, the air inlet selectively conveys the air flow to the first air outlet duct and the second air outlet duct, and the brake disc can be selectively cooled; the turning speed of the vehicle is ensured or the driving wind resistance of the vehicle is reduced, so that the endurance performance of the vehicle is improved, the use experience of a user is improved, the integration level of the air duct structure can be improved, and the light weight of the whole vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle manufacturing technology, and in particular to a vehicle air duct structure, a method for controlling the air duct structure, and a vehicle. Background Technology

[0002] With the development of the national economy and the continuous improvement of living standards, vehicles are becoming increasingly important in people's lives and travel. Vehicle range and cornering speed, among other driving performance characteristics, are aspects that need to be considered during vehicle production. Existing vehicles can be equipped with air tanks and nozzles located near the lower leading edge of the rear wing. The air tank can eject gas through the nozzles, thereby changing the drag and downforce of the rear wing. The angle of the rear wing can also be adjusted via a pushrod mechanism. However, the aforementioned adjustment mechanisms are complex, affecting vehicle weight reduction, and their functionality is only realized in high downforce mode, resulting in low operational flexibility and room for improvement. Summary of the Invention

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle air duct structure that can reduce the vehicle's wind resistance, thereby improving the vehicle's range performance while ensuring cornering speed, enhancing the user experience, and increasing the integration of the air duct structure to improve the overall vehicle weight reduction.

[0004] According to an embodiment of the present invention, a vehicle air duct structure has an air inlet, the air duct structure includes a first air outlet duct and a second air outlet duct, the first air outlet duct is used to deliver airflow to the bottom of the rear wing, the second air outlet duct is used to deliver airflow to the brake disc of the vehicle, and the air inlet is selectively connected to one of the first air outlet duct and the second air outlet duct.

[0005] According to the vehicle air duct structure of the present invention, by providing a first air outlet duct that delivers airflow to the bottom of the rear wing and a second air outlet duct that delivers airflow to the brake disc, and selectively delivering airflow to the first and second air outlet ducts through an air inlet, airflow can be selectively delivered to the bottom of the rear wing or the brake disc, thereby selectively cooling the brake disc to ensure the vehicle's cornering speed or reduce the vehicle's driving resistance, thereby improving the vehicle's range performance, enhancing the user experience, and increasing the integration of the air duct structure to improve the overall vehicle weight reduction, resulting in better performance and a wider range of applications.

[0006] According to some embodiments of the present invention, the air duct structure of a vehicle includes a movable baffle at the air inlet, the baffle being used to switch the air inlet to communicate with one of the first air outlet duct and the second air outlet duct.

[0007] According to some embodiments of the present invention, in the air duct structure of a vehicle, the wind deflector is rotatably mounted at the air inlet.

[0008] According to some embodiments of the present invention, the air duct structure of a vehicle further includes a drive member connected to the wind deflector and used to drive the wind deflector to move.

[0009] According to some embodiments of the present invention, the air duct structure of a vehicle includes a first air outlet duct comprising a first main air duct, a supporting air duct, and a rear wing air duct connected in sequence. The first main air duct is selectively connected to the air inlet. The supporting air duct is disposed within a supporting plate connected between the tailgate and the rear wing. The rear wing air duct is disposed within the rear wing and has a first air outlet located at the bottom of the rear wing.

[0010] According to some embodiments of the present invention, the air duct structure of a vehicle includes multiple air inlets, a first main air duct, and multiple supporting air ducts that are connected in a one-to-one correspondence, and the multiple supporting air ducts are respectively connected to the rear wing air duct.

[0011] According to some embodiments of the present invention, the rear wing air duct extends laterally, the first air outlet is constructed as a strip-shaped opening extending laterally, and a plurality of the supporting air ducts are spaced laterally and connected to the rear wing air duct.

[0012] According to some embodiments of the present invention, the air duct structure of a vehicle includes a first main air duct comprising a first air duct section and a second air duct section, wherein the first air duct section is selectively connected to the air inlet and the second air duct section is connected to the supporting air duct.

[0013] The first air duct section is formed inside the vehicle body, and the second air duct section is formed inside the tailgate. The second air duct section is connected to the first air duct section when the tailgate is closed relative to the vehicle body.

[0014] According to some embodiments of the present invention, in a vehicle air duct structure, the front end of the first main air duct is selectively connected to the air inlet, and at least a portion of the width of the first main air duct is configured to gradually decrease from front to back.

[0015] According to some embodiments of the present invention, in the air duct structure of a vehicle, the second air outlet duct is connected to an air collector cover, the air collector cover is disposed outside the brake disc, and the second air outlet duct delivers airflow to the brake disc through the air collector cover.

[0016] According to some embodiments of the present invention, the air duct structure of a vehicle further includes a connecting hose, wherein the air outlet end of the second air outlet duct is connected to the air collection shroud through the connecting hose, and airflow is delivered to the air collection shroud through the connecting hose.

[0017] According to some embodiments of the present invention, a vehicle air duct structure includes an air inlet duct, an air inlet formed at the front end of the air inlet duct, a first air outlet duct connected to the rear end of the air inlet duct, and a second air outlet duct connected to the bottom of the air inlet duct.

[0018] According to some embodiments of the present invention, the air inlet of a vehicle is openly located on the top of the vehicle body.

[0019] This invention also proposes a method for controlling the air duct structure.

[0020] A control method for a duct structure according to an embodiment of the present invention, the control method being applicable to the duct structure of any of the preceding claims of a vehicle, the control method comprising:

[0021] Obtain the vehicle's operating mode;

[0022] According to the operating mode, the air inlet is controlled to selectively connect to one of the first air outlet duct and the second air outlet duct.

[0023] According to some embodiments of the present invention, a method for controlling a duct structure, wherein controlling the air inlet to selectively connect to one of the first and second air outlet ducts according to the operating mode includes:

[0024] When the operating mode is track mode or sports mode, the air inlet is connected to the second air outlet duct.

[0025] In addition, when the operating mode is the daily mode, the air inlet is controlled to connect with the first air outlet duct.

[0026] According to some embodiments of the present invention, a control method for a duct structure is provided, the control method further comprising:

[0027] After the operating mode is set to track mode and the air inlet is connected to the second air outlet duct;

[0028] Obtain the vehicle's longitudinal acceleration;

[0029] When the longitudinal acceleration is greater than the first set acceleration, the air inlet is switched to connect with the first air outlet duct;

[0030] To further obtain information about the vehicle's braking status;

[0031] Furthermore, when the vehicle brakes, the air inlet is switched back to connect with the second air outlet duct.

[0032] According to some embodiments of the present invention, a control method for a duct structure is provided, the control method further comprising:

[0033] After the operating mode is motion mode and the air inlet is connected to the second air outlet duct;

[0034] Obtain the vehicle's speed and lateral acceleration;

[0035] When the driving speed is greater than the first set driving speed and the lateral acceleration is less than the second set acceleration, the air inlet is switched to be connected to the first air outlet duct.

[0036] Further obtain the vehicle's lateral acceleration;

[0037] When the lateral acceleration is greater than the first set acceleration, the air inlet is switched to connect with the second air outlet duct again.

[0038] According to some embodiments of the present invention, a control method for a duct structure is provided, the control method further comprising:

[0039] After the operating mode is normal mode and the air inlet is connected to the first air outlet duct;

[0040] Obtain the brake disc temperature;

[0041] When the temperature of the brake disc is greater than the first set temperature, the air inlet is switched to be connected to the second air outlet duct.

[0042] Further obtain the brake disc temperature;

[0043] When the brake disc temperature is lower than the second set temperature, the air inlet is switched to connect with the first air outlet duct again; wherein the first set temperature is higher than the second set temperature.

[0044] The present invention also proposes a vehicle.

[0045] The vehicle according to embodiments of the present invention includes the air duct structure of any of the preceding claims.

[0046] The control method of the air duct structure, the vehicle, and the air duct structure of the aforementioned vehicle have the same advantages over the prior art, and will not be repeated here.

[0047] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0048] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0049] Figure 1This is a schematic diagram of the structure of a vehicle according to an embodiment of the present invention;

[0050] Figure 2 This is a schematic diagram of the air duct structure according to an embodiment of the present invention. Figure 1 ;

[0051] Figure 3 This is a schematic diagram of the air duct structure according to an embodiment of the present invention. Figure 2 ;

[0052] Figure 4 This is a schematic diagram of the structure of the second air outlet duct according to an embodiment of the present invention;

[0053] Figure 5 This is a partial structural schematic diagram of the tail fin according to an embodiment of the present invention;

[0054] Figure 6 This is a schematic diagram of the airflow of the tail fin according to an embodiment of the present invention. Figure 1 ;

[0055] Figure 7 This is a schematic diagram of the airflow of the tail fin according to an embodiment of the present invention. Figure 2 ;

[0056] Figure 8 This is a flowchart illustrating the control method for the air duct structure according to an embodiment of the present invention. Figure 1 ;

[0057] Figure 9 This is a flowchart illustrating the control method for the air duct structure according to an embodiment of the present invention. Figure 2 ;

[0058] Figure 10 This is a flowchart illustrating the control method for the air duct structure according to an embodiment of the present invention. Figure 3 ;

[0059] Figure 11 This is a flowchart illustrating the control method for the air duct structure according to an embodiment of the present invention. Figure 4 ;

[0060] Figure 12 This is a flowchart illustrating the control method for the air duct structure according to an embodiment of the present invention. Figure 5 ;

[0061] Figure 13 This is a flowchart illustrating the control method for the air duct structure according to an embodiment of the present invention. Figure 6 .

[0062] Figure label:

[0063] Vehicle 100, body 101, air intake 102, rear wing 103, end plate 1031, brake disc 104, brake caliper 105, suspension control arm 106, support plate 107.

[0064] The air duct structure includes: air inlet duct 11, wind deflector 111, drive component 112, first main air duct 12, first air duct section 121, second air duct section 122, support air duct 13, and tail fin air duct 14.

[0065] Second air outlet duct 15, connecting hose 16, air collector hood 17. Detailed Implementation

[0066] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0067] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0068] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0069] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle 100, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle 100, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle 100, i.e., the Z direction.

[0070] The following is for reference. Figures 1-7 The air duct structure 1 of the vehicle according to an embodiment of the present invention can reduce the driving wind resistance of the vehicle 100, thereby improving the driving range of the vehicle 100 while ensuring the cornering speed of the vehicle 100, improving the user experience, and improving the integration of the air duct structure 1 to improve the overall vehicle weight reduction.

[0071] like Figures 1-7 As shown, a vehicle air duct structure 1 according to an embodiment of the present invention has an air inlet 102. The air duct structure 1 includes a first air outlet duct and a second air outlet duct 15. The first air outlet duct is used to deliver airflow to the bottom of the rear wing 103, and the second air outlet duct 15 is used to deliver airflow to the brake disc 104 of the vehicle 100. The air inlet 102 is selectively connected to one of the first air outlet duct and the second air outlet duct 15.

[0072] Specifically, the vehicle 100 is provided with a duct structure 1, which includes a first air outlet duct and an air inlet 102. The first air outlet duct can be configured to extend along the front-rear direction of the vehicle 100. The front end of the first air outlet duct is selectively connected to the air inlet 102, and the rear end of the first air outlet duct is connected to the rear wing 103 of the vehicle 100. When the vehicle 100 is running, the air inlet 102 can connect with the first air outlet duct, thereby allowing the air inlet 102 to deliver airflow to the rear wing 103 through the first air outlet duct. The bottom of the rear wing 103 is open, allowing the airflow delivered through the first air outlet duct to exit from the bottom of the rear wing 103, thereby changing the direction of the airflow on the lower surface of the rear wing 103, causing the rear wing 103 to stall, so that the airflow flows more horizontally to the rear of the vehicle 100, reducing the upward flow of airflow, thereby reducing the wind resistance of the vehicle 100 when it is driving, improving the range performance of the vehicle 100, and improving the user experience.

[0073] Furthermore, the air duct structure 1 is provided with a second air outlet duct 15. The second air outlet duct 15 can also be configured to extend along the front and rear direction of the vehicle 100. The front end of the second air outlet duct 15 is selectively connected to the air inlet 102, and the rear end of the second air outlet duct 15 is open towards the brake disc 104. When the vehicle 100 is running, the air inlet 102 can be connected to the second air outlet duct 15, so that the air inlet 102 can deliver airflow to the brake disc 104 through the second air outlet duct 15 to cool the brake disc 104, reduce the temperature of the brake disc 104, and thus improve the reliability of the brake disc 104 and improve the driving safety of the vehicle 100.

[0074] Furthermore, the air inlet 102 is selectively connected to one of the first air outlet duct and the second air outlet duct 15. That is, the air inlet 102 can be connected to only one of the first air outlet duct and the second air outlet duct 15, so that when the air inlet 102 is connected to the first air outlet duct, the second air outlet duct 15 is in a closed state, and when the air inlet 102 is connected to the second air outlet duct 15, the first air outlet duct is in a closed state.

[0075] Thus, when vehicle 100 needs to make high-speed turns while maintaining stability, vehicle 100 needs to brake the brake disc 104 multiple times, and the rear wing 103 needs to have downforce. At this time, the air inlet 102 can be connected to the second air outlet duct 15 and disconnected from the first air outlet duct, thereby dissipating heat from the brake disc 104 and cooling it down. Figure 7 As shown, the airflow below the tail wing 103 flows along the bottom surface of the tail wing 103, which can generate downforce on the tail wing 103 to ensure the reliability of the brake disc 104 and the stability of the vehicle 100, thereby improving driving safety.

[0076] When the vehicle 100 is driving in a straight line, the need for braking is minimal, meaning there is no need to cool the brake disc 104. At this time, the air inlet 102 can be connected to the first air outlet duct and disconnected from the second air outlet duct 15. Airflow can then be delivered to the bottom of the rear wing 103 through the first air outlet duct. Figure 6 As shown, this can change the direction of airflow on the lower surface of the tail wing 103, causing the tail wing 103 to stall, thereby causing the airflow to flow horizontally to the rear of the vehicle 100, reducing the upward flow of airflow, and thus reducing the wind resistance of the vehicle 100 when it is driving, thereby improving the range performance of the vehicle 100 and improving the user experience.

[0077] According to an embodiment of the present invention, the vehicle air duct structure 1 is provided with a first air outlet duct that supplies airflow to the bottom of the rear wing 103 and a second air outlet duct 15 that supplies airflow to the brake disc 104. Airflow is selectively supplied to the first air outlet duct and the second air outlet duct 15 through the air inlet 102, so as to selectively supply airflow to the bottom of the rear wing 103 or the brake disc 104, thereby selectively cooling the brake disc 104, ensuring the cornering speed of the vehicle 100, or reducing the driving wind resistance of the vehicle 100, thereby improving the driving range of the vehicle 100, improving the user experience, and improving the integration of the air duct structure 1, thereby improving the overall vehicle weight reduction, with better performance and wider application range.

[0078] The principle behind the drag reduction and downforce reduction of the tail fin 103 is as follows: According to Newton's second law, the vertical velocity change of the fluid (upwash) is caused by an upward force exerted on it by the tail fin 103. Furthermore, according to Newton's third law, the fluid exerts a vertical downward reaction force on the tail fin 103, which is the downforce acting on it. Therefore, a reduction in upwash corresponds to a reduction in the downforce of the tail fin 103. Simultaneously, because less of the fluid's longitudinal velocity is converted into vertical velocity, the longitudinal velocity change is also less, correspondingly reducing the longitudinal force. Therefore, a reduction in upwash also corresponds to a reduction in wind resistance.

[0079] In some embodiments, an movable baffle plate 111 is provided at the air inlet 102, which is used to switch the air inlet 102 to communicate with one of the first air outlet duct and the second air outlet duct 15.

[0080] Specifically, such as Figures 2-3 As shown, a baffle plate 111 is provided at the air inlet 102. The baffle plate 111 is constructed as a plate, and the shape of the baffle plate 111 corresponds to the shape of the air inlet end of the first air outlet duct and the second air outlet duct 15. That is, when the air inlet end of the first air outlet duct and the second air outlet duct 15 is circular, the baffle plate 111 is set as a circular plate, and when the air inlet end of the first air outlet duct and the second air outlet duct 15 is rectangular, the baffle plate 111 is set as a rectangular plate.

[0081] Furthermore, the wind deflector 111 is configured to be movable relative to the air inlet 102, allowing the wind deflector 111 to be movable to the air inlet end of the first air outlet duct or the air inlet end of the second air outlet duct 15. This allows the wind deflector 111 to block one of the first and second air outlet ducts 15, so that the airflow can be delivered to the tail wing 103 only through the first air outlet duct or to the brake disc 104 only through the second air outlet duct 15. The structure is simple, and the first and second air outlet ducts 15 can share a single air inlet 102, improving integration.

[0082] In some embodiments, the baffle 111 is rotatably mounted at the air inlet 102.

[0083] Specifically, the baffle plate 111 is movably installed on the air inlet 102, and the baffle plate 111 is rotatable relative to the air inlet 102. That is, one end of the baffle plate 111 is rotatable relative to the air inlet 102, and the other end moves circumferentially. The air inlet end of the first air outlet duct and the air inlet end of the second air outlet duct 15 are spaced apart along the rotation circumference of the baffle plate 111. When the baffle plate 111 rotates counterclockwise or clockwise, it can switch between the air inlet end of the first air outlet duct and the air inlet end of the second air outlet duct 15. Thus, one of the air inlet ends of the first air outlet duct and the second air outlet duct 15 can be closed, so that the other can be connected to the air inlet 102. The structure is simple, the installation cost is low, and the space occupied is small, which can improve the integration.

[0084] In some embodiments, the vehicle's air duct structure 1 further includes a drive member 112, which is connected to the wind deflector 111 and is used to drive the wind deflector 111 to move.

[0085] Specifically, such as Figures 2-3 As shown, the air duct structure 1 is also provided with a driving component 112. The driving component 112 can be installed near the air inlet 102, and the driving component 112 is poweredly connected to the baffle plate 111, so that the driving component 112 can drive the baffle plate 111 to rotate. The driving component 112 can be set as a servo motor, which has high stability and can ensure the reliability of driving the baffle plate 111. When the driving component 112 is running, it can drive the baffle plate 111 to rotate clockwise or counterclockwise, so that the baffle plate 111 can block one of the first air outlet duct and the second air outlet duct 15, so that the other can be connected to the air inlet 102. The structure is simple and the operation is convenient.

[0086] In some embodiments, the first air outlet duct includes a first main air duct 12, a support air duct 13, and a tail wing air duct 14 connected in sequence. The first main air duct 12 is selectively connected to the air inlet 102. The support air duct 13 is disposed in the support plate 107 connecting the rear door and the tail wing 103. The tail wing air duct 14 is disposed in the tail wing 103 and has a first air outlet at the bottom of the tail wing 103.

[0087] Specifically, such as Figures 1-3 and Figure 5 As shown, the first air outlet duct is provided with a first main air duct 12, a supporting air duct 13 and a tail fin air duct 14. The front end of the first main air duct 12 is selectively connected to the air inlet 102, that is, the wind baffle 111 is provided between the front end of the first main air duct 12 and the air inlet 102. The rear end of the first main air duct 12 is connected to the front end of the supporting air duct 13, and the rear end of the supporting air duct 13 is connected to the tail fin air duct 14.

[0088] Furthermore, the supporting air duct 13 is formed inside the supporting plate 107. The front end of the supporting plate 107 can be connected to the rear door of the vehicle 100, and the rear wing 103 can be installed at the rear end of the supporting plate 107, thereby ensuring the installation reliability of the rear wing 103. The rear wing air duct 14 is formed inside the rear wing 103, thereby avoiding the need to set up the supporting air duct 13 separately and improving the integration of the air duct structure 1.

[0089] Thus, when the air inlet 102 is connected to the first main air duct 12, airflow can be delivered to the first main air duct 12, and then delivered to the rear wing air duct 14 inside the rear wing 103 through the supporting air duct 13. The bottom of the rear wing 103 is also provided with a first air outlet, which is connected to the rear wing air duct 14. This allows the rear wing air duct 14 to deliver airflow to the bottom of the rear wing 103 through the first air outlet, thereby changing the direction of the airflow at the bottom of the rear wing 103, reducing vehicle resistance, and thus improving the range performance of the vehicle 100.

[0090] In some embodiments, there are multiple air inlets 102, first main air ducts 12, and supporting air ducts 13, which are connected in a one-to-one correspondence, and the multiple supporting air ducts 13 are respectively connected to the tail fin air duct 14.

[0091] Specifically, there are multiple air inlets 102, first main air ducts 12, and supporting air ducts 13; that is, there can be two, three, or four air inlets 102, first main air ducts 12, and supporting air ducts 13, etc., and the multiple air inlets 102, multiple first main air ducts 12, and multiple supporting air ducts 13 are connected in a one-to-one correspondence. Figure 1 As shown, in this embodiment, there are two air inlets 102, two first main air ducts 12, and two supporting air ducts 13. The two air inlets 102, the two first main air ducts 12, and the two supporting air ducts 13 are distributed laterally spaced in the vehicle 100.

[0092] Thus, when the vehicle 100 is running and the air inlet 102 is connected to the first main air duct 12, the two air inlets 102 can respectively deliver airflow to the corresponding first main air duct 12, so as to deliver airflow to the tail wing air duct 14 through the two supporting air ducts 13, thereby increasing the flow rate of the delivered airflow and improving the reliability of drag reduction.

[0093] In addition, such as Figure 1 As shown, there are also two second air outlet ducts 15. The two second air outlet ducts 15 are connected to the two air inlets 102 one by one, so that the two air inlets 102 can respectively deliver airflow to the corresponding second air outlet ducts 15, so as to deliver airflow to the corresponding brake discs 104 through the two second air outlet ducts 15, thereby ensuring the reliability of cooling each brake disc 104.

[0094] In some embodiments, the tail fin air duct 14 is arranged to extend laterally, the first air outlet is constructed as a strip-shaped opening extending laterally, and a plurality of support air ducts 13 are spaced laterally and connected to the tail fin air duct 14.

[0095] Specifically, multiple support plates 107 are provided, and the multiple support plates 107 are distributed laterally along the vehicle 100. The rear ends of the multiple support plates 107 are all connected to the rear wing 103, which can improve the installation reliability of the rear wing 103. Each support plate 107 has a support air duct 13 inside, and the multiple support air ducts 13 are connected to the rear wing air duct 14 to ensure the reliability of airflow delivery to the bottom of the rear wing 103.

[0096] Furthermore, the tail wing 103 is configured to extend laterally along the vehicle 100, and as... Figure 1 and Figure 5 As shown, the rear wing air duct 14 is also constructed to extend laterally. The first air outlet is connected to the rear wing air duct 14 and is also constructed to extend laterally along the vehicle 100. End plates 1031 are respectively provided at both ends of the rear wing 103. The left and right ends of the rear wing air duct 14 extend to the two end plates 1031 respectively to ensure that the airflow at all points at the bottom of the rear wing 103 can be redirected. In addition, multiple supporting air ducts 13 are connected to the rear wing air duct 14, so that airflow can be delivered to multiple points of the rear wing air duct 14 to ensure airflow and improve drag reduction reliability.

[0097] In some embodiments, the first main air duct 12 includes a first air duct section 121 and a second air duct section 122. The first air duct section 121 is selectively connected to the air inlet 102, and the second air duct section 122 is connected to the supporting air duct 13. The first air duct section 121 is formed inside the vehicle body 101, and the second air duct section 122 is formed inside the tailgate. The second air duct section 122 is connected to the first air duct section 121 when the tailgate is closed relative to the vehicle body 101.

[0098] Specifically, such as Figures 1-2 As shown, the first main air duct 12 is provided with a first air duct section 121 and a second air duct section 122. The front end of the first air duct section 121 is selectively connected to the air inlet 102, the rear end of the first air duct section 121 is connected to the front end of the second air duct section 122, and the rear end of the second air duct section 122 is connected to the supporting air duct 13, so that the first air duct section 121 can deliver airflow to the supporting air duct 13 through the second air duct section 122.

[0099] Furthermore, the first air duct section 121 is formed inside the vehicle body 101, that is, the first air duct section 121 is fixed relative to the vehicle body 101, and the second air duct section 122 is formed inside the tailgate, that is, the second air duct section 122 is fixed relative to the tailgate. The tailgate can be opened upward relative to the vehicle body 101, and the second air duct section 122 is connected to the first air duct section 121 when the tailgate is closed relative to the vehicle body 101, and the second air duct section 122 is separated from the first air duct section 121 when the tailgate is open relative to the vehicle body 101, thereby ensuring the reliability of the tailgate and the air duct structure 1.

[0100] In some embodiments, the front end of the first main air duct 12 is selectively connected to the air inlet 102, and at least a portion of the width of the first main air duct 12 is configured to gradually decrease from front to back.

[0101] Specifically, such as Figure 2 As shown, the front end of the first main air duct 12 is selectively connected to the air inlet 102. That is, when the driving member 112 drives the baffle plate 111 to close the air inlet end of the second air outlet duct 15, the air inlet 102 can be connected to the air inlet end of the first main air duct 12, thereby delivering airflow into the first main air duct 12. At least part of the width of the first main air duct 12 is configured to gradually decrease from front to back. This means that only part of the width of the first main air duct 12 can be configured to gradually decrease from front to back, or the overall width of the first main air duct 12 can be configured to gradually decrease from front to back.

[0102] Thus, when the airflow entering the first main air duct 12 through the air inlet 102 is transported backward along the first main air duct 12, the first main air duct 12 can increase the flow velocity of the airflow to accelerate the airflow, thereby ensuring the speed of the airflow when it is output from the tail fin air duct 14 to the bottom of the tail fin 103, and improving the drag reduction effect.

[0103] In some embodiments, the second air outlet duct 15 is connected to an air collecting hood 17, which covers the brake disc 104, and the second air outlet duct 15 delivers airflow to the brake disc 104 through the air collecting hood 17.

[0104] Specifically, the air inlet 102 can be selectively connected to the air inlet end of the second air outlet duct 15, and the air outlet end of the second air outlet duct 15 is connected to an air collector shroud 17. The air collector shroud 17 has a cylindrical structure, with one end connected to the air outlet end of the second air outlet duct 15 and the other end open towards the brake disc 104. That is, part of the brake disc 104 can be placed inside the air collector shroud 17, so that the second air outlet duct 15 can deliver airflow to the brake disc 104 through the air collector shroud 17. In this way, the air outlet area of ​​the second air outlet duct 15 can be increased to improve the cooling effect on various parts of the brake disc 104 and ensure the reliability of the brake disc 104.

[0105] In some embodiments, the vehicle's air duct structure 1 further includes a connecting hose 16, the air outlet end of the second air outlet duct 15 is connected to the air collection hood 17 via the connecting hose 16, and airflow is delivered to the air collection hood 17 via the connecting hose 16.

[0106] Specifically, such as Figure 4 As shown, the air duct structure 1 also includes a connecting hose 16, which is corrugated. The air outlet end of the second air outlet duct 15 is connected to the air collector shroud 17 through the connecting hose 16. That is, one end of the connecting hose 16 is connected to the air outlet end of the second air outlet duct 15, and the other end of the connecting hose 16 is connected to the air collector shroud 17. This allows the second air outlet duct 15 to deliver airflow to the air collector shroud 17 through the connecting hose 16, thereby cooling the brake disc 104. The brake disc 104 and the air collector shroud 17 are relatively fixed. The brake disc 104 is used to brake the wheels. When driving on bumpy roads, the wheels are displaced relative to the vehicle body 101. Connecting the second air outlet duct 15 and the air collector shroud 17 through the connecting hose 16 allows the air collector shroud 17 to move slightly relative to the second air outlet duct 15, extending its service life and ensuring reliable operation.

[0107] In addition, the brake disc 104 is connected to the brake caliper 105 and the suspension arm 106. The second air outlet duct 15 and the air collector shroud 17 are staggered from the brake caliper 105 and the suspension arm 106 to avoid interference and ensure reliability. The connection position of the connecting hose 16 and the air collector shroud 17 can be set close to the brake caliper 105 to improve the cooling effect and ensure reliability.

[0108] In some embodiments, the air duct structure 1 includes an air inlet duct 11, an air inlet 102 formed at the front end of the air inlet duct 11, a first air outlet duct connected to the rear end of the air inlet duct 11, and a second air outlet duct 15 connected to the bottom of the air inlet duct 11.

[0109] Specifically, such as Figures 2-3 As shown, the air duct structure 1 is also provided with an air intake duct 11, which is formed inside the vehicle 100. An air inlet 102 is formed at the front end of the air intake duct 11 and opens outwards from the vehicle 100. A first air outlet duct is connected to the rear end of the air intake duct 11, and a second air outlet duct 15 is connected to the bottom of the air intake duct 11. This allows the air inlet 102 to selectively connect with the first air outlet duct and the second air outlet duct 15 through the air intake duct 11, thereby improving integration. The brake disc 104 is located at the bottom of the vehicle 100, and the rear wing 103 is located at the rear end of the vehicle 100. Connecting the first air outlet duct to the rear end of the air intake duct 11 and the second air outlet duct 15 to the bottom of the air intake duct 11 can shorten the length of the first air outlet duct and the second air outlet duct 15, thereby improving space utilization.

[0110] In some embodiments, the air inlet 102 is openly located on the top of the vehicle body 101, such as... Figure 1 As shown, the air inlet 102 is formed on the top of the vehicle body 101 and opens outward. When the vehicle 100 is in motion, the airflow can flow along the surface of the vehicle 100. When the airflow passes through the air inlet 102, some of the airflow can flow into the air inlet 102 and then be selectively delivered to the first air outlet duct and the second air outlet duct 15 through the air inlet 102. This avoids the need to set up a separate air storage device, reduces the installation cost, and improves the weight reduction.

[0111] In actual setup, the air inlet can be set as a NACA air inlet or a bucket-type air inlet, etc., and the setting method is flexible.

[0112] The present invention also proposes a control method for the air duct structure 1.

[0113] According to the control method of the air duct structure 1 of the present invention, the control method is applicable to the air duct structure 1 of any of the above-mentioned vehicles, such as... Figure 8 As shown, the control methods include:

[0114] S1. Obtain the operating mode of vehicle 100;

[0115] S2. According to the operating mode, control the air inlet 102 to selectively connect to one of the first air outlet duct and the second air outlet duct 15.

[0116] Specifically, different operating modes exist when the vehicle 100 is in motion. The vehicle 100 may be equipped with physical buttons or a voice control panel, etc. Users can select the operating mode of the vehicle 100 according to the physical buttons or voice control panel. When the vehicle 100 is in the desired mode, the controller inside the vehicle 100 can obtain parameters such as the vehicle 100's driving speed, longitudinal acceleration, lateral acceleration, and the temperature of the brake disc 104, so as to adjust the windshield 111.

[0117] In this way, depending on the different driving conditions of the vehicle 100, the air inlet 102 can be connected to one of the first air outlet duct or the second air outlet duct 15. The first air outlet duct can deliver airflow to the rear wing 103 to reduce drag on the vehicle 100, and the second air outlet duct 15 can deliver airflow to the brake disc 104 to cool the brake disc 104. Thus, depending on the vehicle condition, operations such as reducing drag on the vehicle 100 or cooling the brake disc 104 can be performed. The structure is simple and easy to operate, which can improve the operational stability and safety of the vehicle 100, thereby improving the user's comfort.

[0118] According to the control method of the air duct structure 1 of the present invention, by setting a first air outlet duct that supplies airflow to the bottom of the rear wing 103 and a second air outlet duct 15 that supplies airflow to the brake disc 104, and selectively supplying airflow to the first air outlet duct and the second air outlet duct 15 through the air inlet 102 according to the operating mode of the vehicle 100, airflow can be selectively supplied to the bottom of the rear wing 103 or the brake disc 104, thereby selectively cooling the brake disc 104 to ensure the cornering speed of the vehicle 100 or reduce the driving wind resistance of the vehicle 100, improve the driving range of the vehicle 100, improve the user experience, and improve the integration of the air duct structure 1 to improve the overall vehicle weight reduction, resulting in better performance and wider application range.

[0119] In some embodiments, depending on the operating mode, such as Figure 9 As shown, the control air inlet 102 is selectively connected to one of the first air outlet duct and the second air outlet duct 15, including:

[0120] S21. When the operating mode is track mode or sports mode, control the air inlet 102 to connect with the second air outlet duct 15.

[0121] S22, and when the operating mode is normal mode, control the air inlet 102 to connect with the first air outlet duct.

[0122] Specifically, the vehicle 100 has different operating modes under different road conditions, such as track mode, sport mode and daily mode. When the vehicle 100 is in track mode, it is considered that the vehicle 100 needs to perform a lot of intense driving conditions with corners, which makes the rear wing 103 need to have greater downforce to improve driving stability and to dissipate heat from the brake disc 104. Therefore, the wind deflector 111 can be controlled to close the first air outlet duct and the air inlet 102 can be controlled to connect with the second air outlet duct 15, so that the air inlet 102 can deliver airflow to the brake disc 104 through the second air outlet duct 15 to cool the brake disc 104 and ensure driving safety.

[0123] Furthermore, when the vehicle 100 is in Sport mode, which is a more recreational driving mode, the vehicle 100 needs a certain amount of downforce to improve driving stability and also needs to cool the brake disc 104. Therefore, the wind deflector 111 can be controlled to close the first air outlet duct, and the air inlet 102 can be controlled to connect with the second air outlet duct 15, so that the air inlet 102 can deliver airflow to the brake disc 104 through the second air outlet duct 15 to cool the brake disc 104 and ensure driving safety.

[0124] Furthermore, in daily mode, when the vehicle 100 is commuting on urban roads or highways / expressways, it is necessary to prioritize reducing the drag of the vehicle 100 to improve its range. This can be achieved by controlling the wind deflector 111 to close the second air outlet duct 15 and controlling the air inlet 102 to connect with the first air outlet duct, so that the air inlet 102 can deliver airflow to the rear wing 103 through the first air outlet duct. This allows the airflow to flow more horizontally to the rear of the vehicle 100, reducing the upward washing of airflow at the rear wing 103, thereby reducing the drag of the vehicle 100 and improving its range.

[0125] In some embodiments, such as Figure 10 As shown, the control method also includes:

[0126] S3. After the operating mode is set to track mode and the air inlet 102 is connected to the second air outlet duct 15;

[0127] S4. Obtain the longitudinal acceleration of vehicle 100;

[0128] S5. When the longitudinal acceleration is greater than the first set acceleration, switch the air inlet 102 to connect with the first air outlet duct.

[0129] S6. Further obtain the braking status of vehicle 100;

[0130] S7. And when the vehicle 100 brakes, the air inlet 102 is switched to connect with the second air outlet duct 15 again.

[0131] Specifically, when vehicle 100 is set to track mode and driven in track mode, the air intake 102 and the second air outlet duct 15 are connected. However, during driving, vehicle 100 may encounter long straight sections of road. In this case, if... Figure 13 As shown, the air inlet 102 needs to be switched to connect with the first air outlet duct to reduce the wind resistance of the vehicle 100. The CAN bus of the vehicle 100 can obtain the longitudinal acceleration of the vehicle 100. When the obtained longitudinal acceleration is greater than the preset first set acceleration, it is determined that the vehicle 100 has traveled to a long straight road, so as to control the drive unit 112 to drive the wind deflector 111 to block the second air outlet duct 15.

[0132] Furthermore, when vehicle 100 changes from a long straight road to a turning road, the user needs to brake vehicle 100. At this time, vehicle 100's CAN bus can obtain the braking pedal depth. When vehicle 100 travels to the end of the long straight road, the user presses the brake pedal, and the air inlet 102 switches to connect with the second air outlet duct 15 again to cool the brake disc 104 and ensure the stability of vehicle 100 operation.

[0133] In this embodiment, the first set acceleration is 0.2g.

[0134] In some embodiments, such as Figure 11 As shown, the control method also includes:

[0135] S8. After the operating mode is in motion mode and the air inlet 102 is connected to the second air outlet duct 15;

[0136] S9. Obtain the vehicle's speed and lateral acceleration.

[0137] S10. When the driving speed is greater than the first set driving speed and the lateral acceleration is less than the second set acceleration, switch the air inlet 102 to be connected to the first air outlet duct.

[0138] S11, further obtain the lateral acceleration of vehicle 100;

[0139] S12. When the lateral acceleration is greater than the first set acceleration, switch the air inlet 102 to connect with the second air outlet duct 15 again.

[0140] Specifically, when vehicle 100 is adjusted to Sport mode and driven in Sport mode, the air intake 102 and the second air outlet duct 15 are connected. However, if vehicle 100 is traveling on a highway or expressway, then, if... Figure 13 As shown, the air inlet 102 needs to be switched to connect with the first air outlet duct to reduce the wind resistance of the vehicle 100. The CAN bus of the vehicle 100 can obtain the driving speed and lateral acceleration of the vehicle 100. When the obtained driving speed is greater than the first set driving speed and the lateral acceleration is less than the second set acceleration, it is determined that the vehicle 100 is driving on a highway or expressway, so as to control the drive unit 112 to drive the wind deflector 111 to block the second air outlet duct 15.

[0141] Furthermore, when vehicle 100 requires more downforce to smoothly corner, the user needs to brake vehicle 100. At this time, vehicle 100's CAN bus can obtain lateral acceleration again. When the lateral acceleration is greater than the first set acceleration, the air inlet 102 switches to connect with the second air outlet duct 15 again to cool the brake disc 104 and ensure the stability of vehicle 100 operation.

[0142] In this embodiment, the first set driving speed is 80 kph, the second set acceleration is 0.1g, and the first set acceleration is 0.2g.

[0143] In some embodiments, such as Figure 12 As shown, the control method also includes:

[0144] S13. After the operating mode is normal mode and the air inlet 102 is connected to the first air outlet duct;

[0145] S14. Obtain the temperature of brake disc 104;

[0146] S15. When the temperature of the brake disc 104 is greater than the first set temperature, switch the air inlet 102 to connect with the second air outlet 15.

[0147] S16. Further obtain the temperature of brake disc 104;

[0148] S17. When the temperature of the brake disc 104 is lower than the second set temperature, the air inlet 102 is switched to connect with the first air outlet duct again; wherein the first set temperature is higher than the second set temperature.

[0149] Specifically, when vehicle 100 is adjusted to daily mode and driven in daily mode, suitable for daily urban roads or highway / expressway commuting, the priority is to reduce the wind resistance of vehicle 100. Even if the air intake 102 is connected to the first air outlet duct, the brake disc 104 may heat up during driving due to braking or other operations. In this case, if... Figure 13 As shown, the air inlet 102 needs to be switched to connect with the second air outlet duct 15 in order to reduce the temperature of the brake disc 104.

[0150] Furthermore, a temperature sensor can be installed on the brake disc 104. When the actual temperature of the brake disc 104 obtained by the temperature sensor is greater than the first set temperature, it is necessary to cool down the brake disc 104. At this time, the drive unit 112 can be controlled to drive the baffle 111 to block the first air outlet duct, so that the air inlet 102 is connected to the second air outlet duct 15. When the temperature of the brake disc 104 returns to a low temperature state, that is, when the actual temperature of the brake disc 104 obtained by the temperature sensor is less than the second set temperature, the air inlet 102 switches back to be connected to the first air outlet duct to reduce the drag of the vehicle 100 and improve the driving range of the vehicle 100.

[0151] In this embodiment, the first set temperature is 200°C and the second set temperature is 100°C.

[0152] The present invention also proposes a vehicle 100.

[0153] The vehicle 100 according to an embodiment of the present invention includes the air duct structure 1 of any of the above-described vehicles.

[0154] According to an embodiment of the present invention, a vehicle 100 is provided with an air duct structure 1. The air duct structure 1 is provided with a first air outlet duct that supplies airflow to the bottom of the rear wing 103 and a second air outlet duct 15 that supplies airflow to the brake disc 104. Airflow is selectively supplied to the first air outlet duct and the second air outlet duct 15 through an air inlet 102, so as to selectively supply airflow to the bottom of the rear wing 103 or the brake disc 104, thereby selectively cooling the brake disc 104, ensuring the cornering speed of the vehicle 100, or reducing the driving wind resistance of the vehicle 100, thereby improving the driving range of the vehicle 100, improving the user experience, and improving the integration of the air duct structure 1, thereby improving the overall vehicle weight reduction, better performance, and wider application range.

[0155] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions 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 one or more embodiments or examples.

[0156] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle air duct structure, characterized in that, The air duct structure (1) has an air inlet (102), and the air duct structure (1) includes a first air outlet duct and a second air outlet duct (15). The first air outlet duct is used to deliver airflow to the bottom of the tail wing (103), and the second air outlet duct (15) is used to deliver airflow to the brake disc (104) of the vehicle (100). The air inlet (102) is selectively connected to one of the first air outlet duct and the second air outlet duct (15).

2. The air duct structure of the vehicle according to claim 1, characterized in that, The air inlet (102) is provided with a movable baffle (111), which is used to switch the air inlet (102) to communicate with one of the first air outlet duct and the second air outlet duct (15).

3. The air duct structure of the vehicle according to claim 2, characterized in that, The wind deflector (111) is rotatably mounted at the air inlet (102).

4. The air duct structure of the vehicle according to claim 2, characterized in that, It also includes a drive unit (112), which is connected to the wind deflector (111) and is used to drive the wind deflector (111) to move.

5. The air duct structure of the vehicle according to claim 1, characterized in that, The first air outlet duct includes a first main air duct (12), a supporting air duct (13), and a rear wing air duct (14) connected in sequence. The first main air duct (12) is selectively connected to the air inlet (102). The supporting air duct (13) is connected to the support plate (107) between the rear door of the vehicle (100) and the rear wing (103). The rear wing air duct (14) is located inside the rear wing (103) and has a first air outlet located at the bottom of the rear wing (103).

6. The air duct structure of the vehicle according to claim 5, characterized in that, The air inlet (102), the first main air duct (12), and the supporting air duct (13) are all multiple and connected in a one-to-one correspondence. The multiple supporting air ducts (13) are respectively connected to the tail fin air duct (14).

7. The air duct structure of the vehicle according to claim 6, characterized in that, The tail fin air duct (14) is arranged to extend laterally, the first air outlet is constructed as a strip-shaped opening extending laterally, and a plurality of the supporting air ducts (13) are spaced apart laterally and connected to the tail fin air duct (14).

8. The air duct structure (1) of the vehicle (100) according to claim 5, characterized in that, The first main air duct (12) includes a first air duct section (121) and a second air duct section (122). The first air duct section (121) is selectively connected to the air inlet (102), and the second air duct section (122) is connected to the supporting air duct (13). The first air duct section (121) is formed inside the vehicle body (101), and the second air duct section (122) is formed inside the tailgate. The second air duct section (122) is connected to the first air duct section (121) when the tailgate is closed relative to the vehicle body (101).

9. The air duct structure of the vehicle according to claim 5, characterized in that, The front end of the first main air duct (12) is selectively connected to the air inlet (102), and at least a portion of the width of the first main air duct (12) is configured to gradually decrease from front to back.

10. The air duct structure of the vehicle according to claim 1, characterized in that, The second air outlet duct (15) is connected to an air collecting hood (17), which covers the brake disc (104). The second air outlet duct (15) delivers airflow to the brake disc (104) through the air collecting hood (17).

11. The air duct structure of the vehicle according to claim 10, characterized in that, It also includes a connecting hose (16), the air outlet of the second air outlet duct (15) is connected to the air collector hood (17) through the connecting hose (16), and airflow is delivered to the air collector hood (17) through the connecting hose (16).

12. The air duct structure of the vehicle according to claim 1, characterized in that, The air duct structure (1) includes an air inlet duct (11), an air inlet (102) is formed at the front end of the air inlet duct (11), a first air outlet duct is connected to the rear end of the air inlet duct (11), and a second air outlet duct (15) is connected to the bottom of the air inlet duct (11).

13. The air duct structure of the vehicle according to claim 1, characterized in that, The air inlet (102) is openly located on the top of the vehicle body (101).

14. A method for controlling a duct structure, characterized in that, The control method is applicable to the air duct structure (1) of the vehicle (100) according to any one of claims 1-13, and the control method includes: Obtain the operating mode of vehicle (100); According to the operating mode, the air inlet (102) is controlled to be selectively connected to one of the first air outlet duct and the second air outlet duct (15).

15. The method for controlling the air duct structure according to claim 14, characterized in that, The step of controlling the air inlet (102) to selectively connect to one of the first air outlet duct and the second air outlet duct (15) according to the operating mode includes: When the operating mode is track mode or sports mode, the air inlet (102) is connected to the second air outlet duct (15); In addition, when the operating mode is the daily mode, the air inlet (102) is connected to the first air outlet duct.

16. The method for controlling the air duct structure according to claim 15, characterized in that, The control method further includes: After the operating mode is track mode and the air inlet (102) is connected to the second air outlet duct (15); Obtain the longitudinal acceleration of the vehicle (100); When the longitudinal acceleration is greater than the first set acceleration, the air inlet (102) is switched to be connected to the first air outlet duct; Further obtain the braking status of the vehicle (100); Furthermore, when the vehicle (100) brakes, the air inlet (102) is switched to connect with the second air outlet duct (15) again.

17. The method for controlling the air duct structure according to claim 15, characterized in that, The control method further includes: After the operating mode is motion mode and the air inlet (102) is connected to the second air outlet duct (15); Obtain the vehicle's (100) speed and lateral acceleration; When the driving speed is greater than the first set driving speed and the lateral acceleration is less than the second set acceleration, the air inlet (102) is switched to be connected to the first air outlet duct; Further obtain the lateral acceleration of the vehicle (100); When the lateral acceleration is greater than the first set acceleration, the air inlet (102) is switched to connect with the second air outlet duct (15) again.

18. The method for controlling the air duct structure according to claim 15, characterized in that, The control method further includes: After the operating mode is normal mode and the air inlet (102) is connected to the first air outlet duct; Obtain the temperature of the brake disc (104); When the temperature of the brake disc (104) is greater than the first set temperature, the air inlet (102) is switched to be connected to the second air outlet duct (15); Further obtain the temperature of the brake disc (104); When the temperature of the brake disc (104) is lower than the second set temperature, the air inlet (102) is switched to connect with the first air outlet duct again; wherein the first set temperature is higher than the second set temperature.

19. A vehicle, characterized in that, The air duct structure (1) of the vehicle (100) according to any one of claims 1-13.

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