Spoiler assembly, carrier and control method of carrier

Abstract

The invention relates to the technical field of carriers, and discloses a spoiler assembly, a carrier and a control method of the carrier, and the spoiler assembly comprises a first spoiler and a first driving device. The first driving device is suitable for driving the first spoiler to horizontally move to the second position in the first direction in the direction close to the lower edge of the rear windshield, and the first spoiler and the upper edge of the rear windshield form a gap so that the rear windshield can be exposed. When the first spoiler moves to the second position in the first direction, the interval is formed between the first spoiler and the upper edge of the rear windshield, and airflow can wash the surface of the rear windshield when passing through the interval between the first spoiler and the rear windshield, so that the surface of the rear windshield is cleaned. Moreover, the first spoiler and the rear windshield are arranged at an interval to expose the rear windshield, and a key observation area of the rear windshield is effectively prevented from being shielded by the first spoiler, so that the rear sight of an operator in a cab is ensured, and the driving safety is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a spoiler assembly, a vehicle, and a method for controlling the vehicle. Background Technology

[0002] In vehicle aerodynamic design, by placing a rear wing at the rear windshield, the presence of the rear wing can reduce wind resistance and improve the vehicle's range.

[0003] In related technologies, the tail fin includes a movable spoiler. The tail of the movable spoiler can swing up and down, allowing it to switch between an raised and a lowered state. When the movable spoiler is in the raised state, it reduces wind resistance. When the movable spoiler is in the lowered state, it fits against the rear windshield, and its tail guides airflow to the rear windshield surface, effectively cleaning the rear windshield.

[0004] However, when the active spoiler is lowered and flush with the rear windshield, it obstructs the rearward view of the driver in the cab, affecting driving safety. Summary of the Invention

[0005] This application provides a spoiler assembly, a vehicle, and a method for controlling the vehicle, to solve or improve the problem that when the active spoiler is in a lowered state and attached to the rear windshield, the active spoiler will obstruct the rear view of the operator in the driver's cab.

[0006] In a first aspect, this application provides a spoiler assembly, including a first spoiler and a first driving device. The first spoiler is disposed on the rear windshield of a vehicle body; the first driving device is disposed on the vehicle body and is convexly connected to the first spoiler; wherein, the first driving device is adapted to drive the first spoiler to translate along a first direction, near the upper edge of the rear windshield, to a first position, so that the first spoiler and the roof surface of the vehicle body form a guide surface in the first direction; the first driving device is adapted to drive the first spoiler to translate along the first direction, near the lower edge of the rear windshield, to a second position, wherein the first spoiler and the upper edge of the rear windshield are spaced apart, so that the rear windshield is exposed.

[0007] Beneficial Effects: This application, by setting a first spoiler, allows the first spoiler to move between a first position and a second position under the drive of a first driving device. When the first spoiler is in the first position, it unfolds and forms a guide surface with the roof of the vehicle body, reducing overall vehicle drag and improving vehicle range. When the first spoiler moves to the second position along a first direction, a gap is formed between the first spoiler and the upper edge of the rear windshield. Airflow passing through this gap can wash the surface of the rear windshield, cleaning it. Furthermore, the gap between the first spoiler and the rear windshield, allowing the rear windshield to be exposed, effectively prevents the critical observation area of ​​the rear windshield from being obstructed by the first spoiler, thereby ensuring the rearward visibility of the operator in the driver's cab and improving driving safety.

[0008] In an optional embodiment, a second spoiler is further included, which is disposed on the rear windshield; wherein, when the first spoiler is in the first position, the first spoiler, the roof surface of the vehicle body, and the second spoiler together form a guide surface; when the first spoiler is in the second position, the first spoiler is at least partially stacked with the second spoiler along a second direction.

[0009] Beneficial effects: Installing a second spoiler on the rear windshield allows the first spoiler, roof surface, and second spoiler to work together to form a guide surface when the first spoiler is in its first position. This guides airflow from the roof surface to pass more smoothly through the rear of the vehicle, further reducing overall wind resistance and improving range. Furthermore, when the first spoiler is moved to its second position, the first and second spoilers overlap along a second direction. This not only allows the first and second spoilers to fully utilize the space in the second direction and reduces their space occupation in the first direction, but also minimizes their obstruction of the rear windshield, ensuring rear visibility for the driver and improving driving safety.

[0010] In one alternative embodiment, when the first spoiler is in the second position, the first spoiler is located between the rear windshield and the second spoiler along the second direction.

[0011] Beneficial effects: By setting the first spoiler to be positioned between the second spoiler and the rear windshield when it is in the second position (closed), the movement of the first spoiler is prevented from being interfered with by the second spoiler, thus facilitating the layout of the first spoiler. Furthermore, using the second spoiler to cover and conceal the first spoiler also enhances the overall aesthetics of the vehicle's rear.

[0012] In one alternative embodiment, the first drive device has a first end and a second end opposite to each other, the first end and the second end of the first drive device being adapted to reciprocate in a direction that is relatively far apart or relatively close together; the first end of the first drive device is used to be disposed on the vehicle body, the second end of the first drive device is used to pass through the rear windshield and extend to the outside of the rear windshield, and a first connecting seat is provided on the second end of the first drive device, the first connecting seat being connected to the first spoiler.

[0013] Beneficial effects: By connecting the first end of the first drive device to the vehicle body and the second end passing through the rear windshield and directly connecting to the first spoiler via the first connecting seat, it has the advantages of high transmission efficiency and rapid response. Furthermore, by placing the first end of the first drive device inside the vehicle body, the internal space of the vehicle is fully utilized, avoiding the need to arrange a large drive mechanism outside the vehicle body, resulting in a compact overall structural layout.

[0014] In an optional embodiment, the system further includes a side wing assembly comprising a pair of third spoilers and a second drive device. The pair of third spoilers are located on opposite sides of the first spoiler along a third direction; the second drive device is disposed on the vehicle body and has a pair of output arms extending in a mutually spaced direction along the third direction, one end of each output arm being tractively connected to each of the third spoilers to enable the third spoilers to rotate relative to the vehicle body.

[0015] Beneficial effects: By adding independently rotating third spoilers on both sides of the first spoiler, when the vehicle is in a lateral tilt or crosswind condition, the third spoilers enable active lateral control of the airflow at the vehicle's rear, effectively suppressing tail vortices, enhancing downforce on one side of the vehicle, thereby increasing grip and improving stability. Furthermore, the third spoilers, used in conjunction with the first spoiler, can meet the needs of various operating conditions.

[0016] In one optional embodiment, each of the third spoilers is independent of the others, and the third spoiler has a third position in an open state and a fourth position in a closed state; when the first spoiler is in the first position, both third spoilers are in the third position; or, one of the third spoilers is in the third position and the other third spoiler is in the fourth position; or, both third spoilers are in the fourth position; when the first spoiler is in the second position, both third spoilers are in the third position; or, one of the third spoilers is in the third position and the other third spoiler is in the fourth position; or, both third spoilers are in the fourth position.

[0017] Beneficial effects: By setting up independent control of the third spoiler located on both sides of the first spoiler, the third spoiler works in conjunction with the first spoiler to make the spoiler assembly suitable for different operating conditions.

[0018] In one alternative embodiment, the side wing assembly further includes a pair of support seats and a connecting arm assembly. Each pair of support seats is disposed on the vehicle body, and each support seat corresponds to each of the third spoilers; the connecting arm assembly connects the third spoiler and the support seat, and each output arm is connected to each of the connecting arm assemblies.

[0019] Beneficial effects: The third spoiler is connected to the support base via a connecting arm assembly, and the support base is mounted on the vehicle body, improving the overall deformation resistance of the side wing assembly. Furthermore, when the third spoiler is open, it effectively prevents unintended displacement relative to the vehicle body, ensuring its airflow guiding effect. Additionally, the connecting arm assembly allows the third spoiler to be neatly concealed against the vehicle's side profile when closed, maintaining a clean and streamlined appearance.

[0020] In one optional embodiment, the connecting arm assembly includes a first connecting arm, a second connecting arm, a third connecting arm, a fourth connecting arm, a fifth connecting arm, and a sixth connecting arm. The output arm passes through the support base and is connected to the first connecting arm; the second connecting arm is disposed on the first connecting arm and hinged to the first connecting arm; the third connecting arm has two opposite ends, the second connecting arm is hinged to the middle of the third connecting arm, one end of the third connecting arm is hinged to the support base, the fourth connecting arm is hinged to the other end of the third connecting arm, a second connecting seat is disposed on the third spoiler, and the fourth connecting arm is hinged to the second connecting seat; the fifth connecting arm is located on the side of the second connecting seat away from the fourth connecting arm, and the fifth connecting arm is hinged to the second connecting seat; the sixth connecting arm is disposed on the fifth connecting arm, and the sixth connecting arm is hinged to both the fifth connecting arm and the support base.

[0021] Beneficial effects: By setting up multiple connecting arms, the rotational motion of the output arm can be easily converted into the opening and closing motion of the third spoiler. When the third spoiler needs to be opened, it can be moved quickly and effectively to the preset position. Furthermore, when the third spoiler needs to be closed, it can be easily stored close to the side profile of the vehicle body, maintaining the clean and smooth appearance of the vehicle.

[0022] In an optional embodiment, the device further includes a base on which the second drive device is disposed; the base has a first side and a second side opposite to each other, the first side of the base is used to connect with the vehicle body, the second side of the base is used to pass through the rear windshield, and a connecting arm is provided on the second side of the base, the connecting arm being connected to the second spoiler.

[0023] Beneficial effects: By mounting the base onto the vehicle body, the base not only supports the second drive unit but also extends out to connect to the second spoiler via a connecting arm, resulting in a compact layout of the second drive unit and the connecting arm. Furthermore, mounting the base onto the vehicle body facilitates the subsequent installation of the second drive unit and the second spoiler, simplifying the assembly process and improving assembly efficiency.

[0024] Secondly, this application provides a vehicle, including a vehicle body and a spoiler assembly as described in any of the above claims. The vehicle body has a rear windshield, the first spoiler is disposed on the rear windshield, and the first drive device is disposed on the vehicle body. Since the vehicle includes the aforementioned spoiler assembly and has the same effect as the spoiler assembly, it will not be described in detail here.

[0025] Thirdly, this application provides a method for controlling a vehicle, wherein the vehicle is the aforementioned vehicle, and the method for controlling the vehicle includes: Acquire vehicle driving environment and driving status signals; Based on the driving environment and driving status signals, the priority of visibility requirements and wind resistance reduction requirements is determined; If the priority of visibility requirements is greater than the priority of wind resistance reduction requirements, then control the first spoiler to move to the second position. If the priority of wind resistance reduction is greater than the priority of visibility requirement, then control the first spoiler to move to the first position.

[0026] Beneficial effects: By acquiring real-time signals of the vehicle's driving environment and driving status, the priority of visibility requirements and wind resistance reduction requirements can be dynamically determined, and the position of the first spoiler can be adjusted accordingly. This enables control of visibility and air resistance during driving, ensuring driving safety and ease of operation, thereby effectively improving the vehicle's aerodynamic performance.

[0027] In one optional implementation, acquiring the vehicle's driving environment and driving status signals includes: Rainfall values ​​in the driving environment are obtained through a rain sensor; The vehicle speed signal is obtained through a vehicle speed sensor.

[0028] Beneficial effects: By acquiring rainfall data of the driving environment through a rain sensor, it can determine whether the amount of rain and snow in the external environment affects the driver's visibility, thereby determining whether the vehicle has visibility requirements. By acquiring the vehicle's real-time driving speed through a vehicle speed sensor, it can determine whether the vehicle has wind resistance reduction requirements. By combining rain and speed sensors, the vehicle can adapt to different operating conditions such as driving in rain and snow and high-speed driving, ensuring driving safety and ease of operation.

[0029] In one optional implementation, determining the priority of visibility requirements and the priority of wind resistance reduction requirements based on the driving environment and the driving status signal includes: Determine if the rainfall value exceeds the threshold; If so, a good field of vision should be prioritized; If not, determine whether the vehicle's speed signal exceeds the threshold; If so, reducing wind resistance is the preferred option; If not, the need for a wide field of vision takes priority.

[0030] Beneficial effects: If the rainfall exceeds the threshold, by prioritizing visibility needs, the first spoiler is moved to the second position and closed, creating a gap between the first spoiler and the upper edge of the rear windshield. Airflow passing through this gap cleans the rear windshield surface, ensuring the driver's rearward visibility. If the rainfall does not exceed the threshold, the vehicle speed signal is further assessed. If the speed signal exceeds the threshold, by prioritizing drag reduction needs, the first spoiler is moved to the first position, deploying and forming a guide surface with the vehicle's roof, reducing overall drag and improving range. If the speed signal does not exceed the threshold, by prioritizing visibility needs, the first spoiler is moved to the second position. This prevents the critical observation area of ​​the rear windshield from being obstructed by the spoiler and also reduces vehicle noise, significantly improving passenger comfort.

[0031] In one optional implementation, the method further includes: determining the priority of the vehicle's uphill / downhill driving requirements and wind resistance reduction requirements based on the driving environment and the driving status signal; If the priority of the vehicle's need to go uphill or downhill is greater than the priority of the need to reduce wind resistance, then control the first spoiler to move to the second position. If the priority of wind resistance reduction is greater than the priority of the vehicle's uphill and downhill driving needs, then control the first spoiler to move to the first position.

[0032] Beneficial effects: By acquiring real-time driving environment and driving status signals of the vehicle, the priority of the vehicle's uphill and downhill needs and the need to reduce wind resistance can be dynamically determined, and the position of the first spoiler can be adjusted accordingly. This achieves control over uphill and downhill driving and air resistance during driving, ensuring driving safety and ease of operation, thereby effectively improving the vehicle's aerodynamic performance.

[0033] In one optional implementation, acquiring the vehicle's driving environment and driving status signals includes: The slope value of the driving environment is obtained through the first slope sensor; The vehicle speed signal is obtained through a vehicle speed sensor.

[0034] Beneficial effects: By acquiring the slope value of the driving environment through the first slope sensor, it can determine whether the slope of the external environment affects driving safety, thereby determining whether the vehicle has the need to go uphill or downhill. By acquiring the real-time driving speed of the vehicle through the vehicle speed sensor, it can determine whether the vehicle has the need to reduce wind resistance. By working together with the first slope sensor and the vehicle speed sensor, the vehicle can adapt to different working conditions such as going uphill, downhill and high-speed driving, ensuring driving safety and ease of operation.

[0035] In one optional implementation, determining the priority of the vehicle's uphill / downhill driving requirements and wind resistance reduction requirements based on the driving environment and the driving status signal includes: Determine if the slope value exceeds the threshold; If so, the vehicle's need to go uphill or downhill should be prioritized; If not, determine whether the vehicle's speed signal exceeds the threshold; If so, reducing wind resistance is the preferred option; If not, priority should be given to vehicles that need to go uphill or downhill.

[0036] Beneficial effects: If the gradient exceeds the threshold, prioritizing the vehicle's uphill / downhill needs causes the first spoiler to move to the second position and close, creating a gap between the first spoiler and the upper edge of the rear windshield. This allows airflow to pass through the gap, increasing downforce on the rear axle and improving the drive wheel traction, thus enhancing driving safety on inclines and declines. If the gradient does not exceed the threshold, the vehicle speed signal is further assessed. If the speed signal exceeds the threshold, prioritizing drag reduction causes the first spoiler to move to the first position, deploying and forming a guide surface with the vehicle's roof, reducing overall drag and improving range. If the speed signal does not exceed the threshold, prioritizing uphill / downhill needs causes the first spoiler to move to the second position. This prevents the critical observation area of ​​the rear windshield from being obstructed by the spoiler and also reduces vehicle noise, significantly improving passenger comfort. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the structure of the first spoiler in the first position according to an embodiment of this application; Figure 2 for Figure 1 Top view; Figure 3 This is a schematic diagram of the connection relationship between the second spoiler and the connecting arm in an embodiment of this application; Figure 4 This is a schematic diagram showing the positional relationship between the first driving device and the second driving device in an embodiment of this application. Figure 5 This is a structural schematic diagram illustrating the connection relationship between the first connecting arm and the support base in an embodiment of this application; Figure 6 This is a structural schematic diagram showing the connection relationship between the sixth connecting arm and the support base in an embodiment of this application; Figure 7 This is a schematic diagram of the control logic for the first and third spoilers in an embodiment of this application.

[0039] Explanation of reference numerals in the attached figures: X, first direction; Z, second direction; Y, third direction; 100. Vehicle body; 110. Roof surface; 200. Rear windshield; 210. Upper edge; 220. Lower edge; 310 Rain sensor; 320 Vehicle speed sensor; 330 First slope sensor; 340 Second slope sensor; 350 Crosswind sensor; 360 Voice input device; 370 Button or APP; 410 Vehicle body control module; 420 Voice recognition module; 500 Electronic control unit; 1. First spoiler; 2. First driving device; 201. First end; 202. Second end; 3. Second spoiler; 4. First connecting seat; 5. Side wing assembly; 501. Third spoiler; 502. Second drive unit; 503. Output arm; 504. Support base; 505, Connecting arm assembly; 5051, First connecting arm; 5052, Second connecting arm; 5053, Third connecting arm; 5054, Fourth connecting arm; 5055, Fifth connecting arm; 5056, Sixth connecting arm; 506, Second connecting seat; 6. Base; 601. First side; 602. Second side; 7. Connecting arm. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0041] The following is combined with Figures 1 to 7 This describes an embodiment of the present application.

[0042] According to an embodiment of this application, in a first aspect, this application provides a spoiler assembly that can be applied to automobiles, especially vehicles such as fuel-powered passenger cars, electric passenger cars, and hybrid extended-range passenger cars. The spoiler assembly includes a first spoiler 1 and a first drive device 2. The first spoiler 1 is disposed on the rear windshield 200 of the vehicle body 100, the rear windshield 200 of the vehicle body 100 refers to the rear windshield of the vehicle; the first drive device 2 is disposed on the vehicle body 100, and the first drive device 2 is operatively connected to the first spoiler 1; wherein, the first drive device 2 is adapted to drive the first spoiler 1 to translate along the first direction X, in a direction close to the upper edge 210 of the rear windshield 200, to a first position, so that the first spoiler 1 and the roof surface 110 of the vehicle body 100 form a guide surface in the first direction X; the first drive device 2 is adapted to drive the first spoiler 1 to translate along the first direction X, in a direction close to the lower edge 220 of the rear windshield 200, to a second position, the first spoiler 1 and the upper edge 210 of the rear windshield 200 are spaced apart, so that the rear windshield 200 is exposed.

[0043] First, it should be noted that, as Figure 1 , Figure 2 , Figure 3As shown, in this embodiment, the first direction X, the second direction Z, and the third direction Y intersect each other. In this embodiment, the first direction X is the direction in which the rear windshield 200 extends along the front-rear direction of the vehicle, which can also be understood as the length direction of the rear windshield 200. The second direction Z is the thickness direction of the rear windshield 200, and the third direction Y is the direction in which the rear windshield 200 extends along the width direction of the vehicle, which can also be understood as the width direction of the rear windshield 200. Of course, those skilled in the art can adjust the specific directions referred to by the first direction X, the second direction Z, and the third direction Y according to actual needs.

[0044] In this embodiment, as Figure 1 As shown, the first spoiler 1 is disposed above the rear windshield 200 of the vehicle body 100, and the first spoiler 1 is mounted on the vehicle body 100 by the first driving device 2, so that the first spoiler 1 moves relative to the rear windshield 200 under the drive of the first driving device 2. The first spoiler 1 has a specific cross-sectional shape to meet the requirements of reducing wind resistance, and the dimension of the first spoiler 1 along the third direction Y is approximately adapted to the dimension of the roof surface 110 of the vehicle body 100 along the third direction Y, so that the first spoiler 1 effectively cooperates with the roof surface 110 of the vehicle body 100 in the first position. Of course, the size of the first spoiler 1 can also be slightly larger or slightly smaller than the size of the roof surface 110, and the specific size of the first spoiler 1 can be adaptively adjusted according to actual needs.

[0045] like Figure 4 As shown, the first drive device 2 is fixed inside the vehicle body 100 or within the vehicle body structure. The specific fixed position of the first drive device 2 can be adapted according to actual needs, and will not be elaborated further here. The first drive device 2 is mechanically connected to the first spoiler 1. The first drive device 2 can provide a linear driving force to the first spoiler 1, causing the first spoiler 1 to translate along a preset path, so that the first spoiler 1 has a first position that is approximately engaged with the upper edge 210 of the rear windshield 200. This first position can be the position where the first spoiler 1 is in the open state. The second position is the position where the first spoiler 1 is spaced from the upper edge 210 of the rear windshield 200 and avoids the first spoiler 1 from obstructing the key observation area of ​​the rear windshield 200. This second position can be the position where the first spoiler 1 is in the closed state.

[0046] Specifically, such as Figure 1 , Figure 2As shown, the first drive device 2 drives the first spoiler 1 to move along the first direction X and close to the upper edge 210 of the rear windshield 200 to the first position. In the first position, the upper surface of the first spoiler 1 smoothly connects with the rear area of ​​the roof surface 110 of the vehicle body 100 or forms a specific angle, so that the two together constitute a continuous or nearly continuous airflow guide surface. This airflow guide surface can guide the airflow on the roof to flow smoothly and orderly to the rear of the vehicle, significantly reducing the air resistance of the vehicle when driving at high speed, reducing the energy consumption of the vehicle, and improving the vehicle's range.

[0047] The first drive unit 2 can also drive the first spoiler 1 along the first direction X and close to the lower edge 220 of the rear windshield 200, that is, usually to move it horizontally to the rear and upper part of the vehicle to the second position. When the first spoiler 1 is in the second position, the edge of the first spoiler 1 facing the rear windshield 200 and the upper edge 210 of the rear windshield 200 form a certain gap in the first direction X. The lower surface of the first spoiler 1 and the outer surface of the rear windshield 200 form a certain gap in the second direction Z. When the vehicle is moving, the airflow flows down from the roof surface 110 and passes through the gap between the lower surface of the first spoiler 1 and the outer surface of the rear windshield 200 in the second direction Z. This airflow can sweep and wash the outer surface of the rear windshield 200, which helps to blow away or reduce the rain, snow, water stains and dust attached to the outer surface of the rear windshield 200, thereby achieving the effect of keeping the rear windshield 200 clean and improving the clarity of vision. Furthermore, as the airflow flows down from the roof surface 110 and along the surface of the rear windshield 200, the distance between the lower surface of the first spoiler 1 and the outer surface of the rear windshield 200 in the second direction Z is reduced. After passing the distance between the lower surface of the first spoiler 1 and the outer surface of the rear windshield 200 in the second direction Z, the airflow velocity can be increased, thereby increasing the intensity of the blowing and scouring of the outer surface of the rear windshield 200 by the accelerated airflow, thus further improving the cleaning effect on the rear windshield 200.

[0048] Meanwhile, when the first spoiler 1 is in the second position, the edge of the first spoiler 1 facing the rear windshield 200 and the upper edge 210 of the rear windshield 200 form a certain gap in the first direction X, and the lower surface of the first spoiler 1 and the outer surface of the rear windshield 200 form a certain gap in the second direction Z. This gap allows the entire glass area of ​​the rear windshield 200, especially the main field of view of the rear windshield 200 corresponding to the rearview mirror inside the vehicle, i.e. the key observation area on the rear windshield 200, to be exposed without being blocked by the first spoiler 1, thereby ensuring the rear view of the operator in the cab and improving driving safety.

[0049] In one embodiment, to further enhance the wind resistance reduction effect of the spoiler assembly, the spoiler assembly further includes a second spoiler 3, which is disposed on the rear windshield 200; wherein, when the first spoiler 1 is in the first position, the first spoiler 1, the roof surface 110 of the vehicle body 100 and the second spoiler 3 together form a guide surface; when the first spoiler 1 is in the second position, the first spoiler 1 is at least partially stacked with the second spoiler 3 along the second direction Z.

[0050] In this embodiment, as Figure 1 , Figure 2 As shown, the second spoiler 3 is closer to the rear of the vehicle than the first spoiler 1 along the first direction X. The second spoiler 3 is a fixed structure and is fixed to the vehicle body 100. The second spoiler 3 and the outer surface of the rear windshield 200 are spaced apart in the second direction Z. The second spoiler 3 also has a specific cross-sectional shape and size so that when the first spoiler 1 is in the first position, the edge of the second spoiler 3 facing the first spoiler 1 can cooperate with the edge of the first spoiler 1 facing the second spoiler 3, so that the airflow can easily flow over the surface of the second spoiler 3 after passing the first spoiler 1, thereby improving the wind resistance reduction effect.

[0051] Specifically, the second spoiler 3 can be larger in size along the third direction Y than the first spoiler 1 in the third direction Y. The second spoiler 3 has a recessed edge along the first direction X toward the first spoiler 1, and the first spoiler 1 protrudes accordingly along the first direction X toward the second spoiler 3. When the first spoiler 1 is in the open state in the first position, the edges of the first spoiler 1 and the second spoiler 3 that are close to each other can roughly overlap in the second direction Z, so that the first spoiler 1, the roof surface 110 of the vehicle body 100 and the second spoiler 3 together form a guide surface. In this state, the airflow flowing down from the roof surface 110 first passes through the upper surface of the first spoiler 1, and then can smoothly transition to the upper surface of the second spoiler 3, effectively guiding the airflow of the roof surface 110 to pass more smoothly through the rear of the vehicle, further reducing the overall wind resistance and improving the vehicle's range.

[0052] Optionally, the edge of the second spoiler 3 facing the first spoiler 1 along the first direction X can be set as an arc-shaped surface. The arc-shaped surface serves as a gradually changing guide ramp, which can guide the airflow from the upper surface of the first spoiler 1 to the upper surface of the second spoiler 3 with less flow resistance, thereby reducing the aerodynamic drag during vehicle operation.

[0053] When the first spoiler 1 moves to the second position, it spatially intersects with the second spoiler 3 in the second direction Z, causing at least a portion of the first spoiler 1 to overlap with the second spoiler 3 along the second direction Z. That is, the first spoiler 1 can be located above or below the second spoiler 3. This arrangement not only allows the first and second spoilers 1 and 3 to fully utilize the space in the second direction Z and reduces the space they occupy in the first direction X, but also reduces the obstruction of the rear windshield 200 by the first and second spoilers 1 and 3, ensuring the rearward visibility of the driver and improving driving safety.

[0054] In a preferred embodiment, in order to facilitate the first driving device 2 to drive the first spoiler 1 to translate and simplify the movement path of the first spoiler 1, when the first spoiler 1 is in the second position, the first spoiler 1 is located between the rear windshield 200 and the second spoiler 3 along the second direction Z.

[0055] With this configuration, the second spoiler 3 is located outside the movement path of the first spoiler 1 and further away from the rear windshield 200 relative to the first spoiler 1. This allows the first spoiler 1 to have an unobstructed movement path between the first and second positions, effectively preventing the second spoiler 3 from interfering with the translational movement of the first spoiler 1. This simplifies the drive path of the first drive device 2, reduces the structure of the transmission mechanism connecting the first drive device 2 and the first spoiler 1, and makes the transmission path structure of the first drive device 2 and the first spoiler 1 more compact, thus reducing operating costs. Furthermore, when the first spoiler 1 is in the second position, preferably, from an external viewing perspective, the main observable component is the well-designed and aesthetically pleasing second spoiler 3. The first spoiler 1 can be completely concealed inside the second spoiler 3, ensuring that the first spoiler 1 maintains a relatively streamlined appearance at the rear of the vehicle regardless of whether it is in the first or second position, thus enhancing the overall aesthetics of the vehicle's rear.

[0056] In one embodiment, the first drive device 2 has a first end 201 and a second end 202 opposite to each other. The first end 201 and the second end 202 of the first drive device 2 are adapted to reciprocate in a direction that is relatively far apart or relatively close to each other. The first end 201 of the first drive device 2 is used to be disposed on the vehicle body 100, and the second end 202 of the first drive device 2 is used to pass through the rear windshield 200 and extend to the outside of the rear windshield 200. A first connecting seat 4 is provided on the second end 202 of the first drive device 2, and the first connecting seat 4 is connected to the first spoiler 1.

[0057] In this embodiment, as Figure 4As shown, the first drive device 2 can be one of an electric push rod, a hydraulic cylinder, a pneumatic cylinder, or a linear motor. The first drive device 2 has a first end 201 as a fixed end and a second end 202 as a movable end. The first end 201 of the first drive device 2 can be fixed to the carrier body 100 by means of bolt connection or welding to support the first drive device 2. The second end 202 of the first drive device 2 serves as a power output end and passes through the rear windshield 200. In order to ensure the installation effect of the second end 202 of the first drive device 2, a through hole or installation sleeve with a sealing function can be reserved or machined on the rear windshield 200 so that the second end 202 can pass through and extend to the outside of the rear windshield 200, keeping the joint between the first drive device 2 and the rear windshield 200 sealed. A first connecting seat 4 is fixed to the second end 202. The first connecting seat 4 moves together with the second end 202. The first spoiler 1 can be installed on the first connecting seat 4 by bolt connection or welding. When the second end 202 of the first drive device 2 performs linear reciprocating motion, it is directly converted into translational motion of the first spoiler 1 through the first connecting seat 4. This arrangement gives the first spoiler 1 the advantages of high transmission efficiency and rapid response. Furthermore, by placing the first end 201 of the first drive device 2 inside the vehicle body 100, the internal space of the vehicle body 100 is fully utilized, avoiding the need to arrange a large drive mechanism outside the vehicle body 100, resulting in a compact overall structural layout.

[0058] It should be noted that the connection method between the first driving device 2 and the vehicle body 100 and the first connecting seat 4 described above is only one specific implementation method of this embodiment. Under different usage requirements, the specific connection method between the first driving device 2 and the vehicle body 100 and the first connecting seat 4 can be adaptively adjusted to meet the movement requirements of the first spoiler 1.

[0059] In one embodiment, the system further includes a side wing assembly 5, which includes a pair of third spoilers 501 and a second drive device 502. The pair of third spoilers 501 are located on opposite sides of the first spoiler 1 along a third direction Y. The second drive device 502 is disposed on the vehicle body 100 and has a pair of output arms 503 that extend in a mutually distancing direction along the third direction Y. One end of each output arm 503 is throttlely connected to each of the third spoilers 501 so that the third spoilers 501 can rotate relative to the vehicle body 100.

[0060] In this embodiment, as Figure 1 , Figure 2 , Figure 4As shown, two third spoilers 501 are respectively arranged on both sides of the first spoiler 1. Each third spoiler 501 is an independent flow-guiding structure with a specific cross-sectional shape. The second drive device 502 is fixed on the vehicle body 100 and is located on the side of the first drive device 2 facing the rear of the vehicle along the front-rear direction of the vehicle to avoid motion interference between the first drive device 2 and the second drive device 502. A pair of output arms 503 that can be independently or linkedly controlled are provided on the second drive device 502. Along the third direction Y, the two output arms 503 extend in directions away from each other and are respectively connected to the two third spoilers 501. By driving the two third spoilers 501 to be in an open or closed state, different working conditions can be met.

[0061] Optionally, the second drive device 502 may include two independent drive motors, each capable of controlling the individual movement of one of the two output arms 503. Alternatively, the second drive device 502 may be configured as a single drive motor, the output of which can be selectively coupled with different output arms 503 to control the individual movement of the two output arms 503. The specific structure of the second drive device 502 can employ existing technology, which will not be elaborated upon here.

[0062] In one embodiment, each third spoiler 501 is independent of the others, and the third spoiler 501 has a third position in an open state and a fourth position in a closed state; when the first spoiler 1 is in the first position, both third spoilers 501 are in the third position; or, one third spoiler 501 is in the third position and the other third spoiler 501 is in the fourth position; or, both third spoilers 501 are in the fourth position; when the first spoiler 1 is in the second position, both third spoilers 501 are in the third position; or, one third spoiler 501 is in the third position and the other third spoiler 501 is in the fourth position; or, both third spoilers 501 are in the fourth position.

[0063] Specifically, when the third spoiler 501 is in the third position, it is in the open state; when it is in the fourth position, it is in the closed state. When the vehicle is traveling in a straight line, without crosswinds, and the road surface gradient along its width is less than a threshold, when the vehicle's real-time speed is less than the threshold, the first spoiler 1 and both third spoilers 501 are closed to reduce vehicle noise; when the vehicle's real-time speed is greater than the threshold, the first spoiler 1 and both third spoilers 501 are open to reduce wind resistance and improve the vehicle's grip.

[0064] When a vehicle is traveling on a road surface with a gradient exceeding a threshold in the width direction, such as at a curve or on a road with a gradient due to unevenness (i.e., when the vehicle is tilted in the width direction), centrifugal force will cause a difference in adhesion between the left and right wheels, resulting in inconsistent grip between the left and right tires and increasing the risk of skidding. Therefore, one of the third spoilers 501 is opened while the other is closed to roughly balance the grip of the left and right tires and effectively prevent skidding. The following example illustrates this with the vehicle tilted and the left side lower than the right. In this condition, the third spoiler 501 on the right side is deflected in a direction that increases the angle of attack, thereby locally increasing downforce on the right side of the vehicle, enhancing the grip of the tires on the right side, suppressing body roll, and improving vehicle stability. Conversely, if the vehicle is tilted and the right side is lower than the left side, in this condition, the third spoiler 501 located on the left side is driven to deflect in the direction of increasing the angle of attack, so as to locally increase downforce on the left side of the vehicle.

[0065] Optionally, a front-end camera can be installed on the vehicle body 100. The front-end camera can identify puddles on the road surface in rainy weather. When it is detected that there are puddles on only one side of the road surface, it can predict in advance that the vehicle will be tilted. Based on the tilt state that the vehicle will be in, the third spoiler 501 located on one side can be opened to improve the adhesion of the side tires when the vehicle passes through the puddles and effectively prevent the vehicle from skidding.

[0066] Similarly, when the vehicle is in a crosswind condition, the third spoiler 501 corresponding to the direction of the crosswind can be opened accordingly, and the third spoiler 501 on the other side can be closed. The specific implementation of the two third spoilers 501 can be the same as the implementation of the above-mentioned condition in which the vehicle is tilted along the width direction, and the process will not be described in detail here.

[0067] Of course, in the above-mentioned operating conditions where the vehicle is tilted along the width direction and facing crosswinds, in addition to the implementation where one of the two third spoilers 501 is open and the other is closed, both third spoilers 501 can also be open. When both third spoilers 501 are in the open state, the opening degree of the two third spoilers 501 can be set to be different, or even the opening direction of the two third spoilers 501 can be set to be different, so as to meet different usage requirements.

[0068] In one embodiment, the side wing assembly 5 further includes a pair of support seats 504 and a connecting arm assembly 505. The pair of support seats 504 are both used to be disposed on the vehicle body 100, and each support seat 504 corresponds to each third spoiler 501; the connecting arm assembly 505 is connected between the third spoiler 501 and the support seat 504, and each output arm 503 is connected to each connecting arm assembly 505.

[0069] In this embodiment, as Figure 5 , Figure 6 As shown, the support base 504 is fixed to the vehicle body 100, and the position of each support base 504 corresponds to a third spoiler 501 to provide support for the third spoiler 501. The third spoiler 501 is connected to the support base 504 through the connecting arm assembly 505, and the support base 504 is installed on the vehicle body 100, which improves the deformation resistance of the third spoiler 501. When the third spoiler 501 is open, it effectively prevents the third spoiler 501 from shifting unexpectedly relative to the vehicle body 100, ensuring the airflow guiding effect of the third spoiler 501. Furthermore, the connecting arm assembly 505 is provided to connect the support base 504 and the third spoiler 501, so that the third spoiler 501 can be stored closer to the side profile of the vehicle body when closed, maintaining the clean and smooth appearance of the vehicle body.

[0070] In one specific embodiment, the connecting arm assembly 505 includes a first connecting arm 5051, a second connecting arm 5052, a third connecting arm 5053, a fourth connecting arm 5054, a fifth connecting arm 5055, and a sixth connecting arm 5056. Output arm 503 passes through support base 504 and is connected to first connecting arm 5051; second connecting arm 5052 is disposed on first connecting arm 5051 and is hinged to first connecting arm 5051; third connecting arm 5053 has two opposite ends, second connecting arm 5052 is hinged to the middle of third connecting arm 5053, one end of third connecting arm 5053 is hinged to support base 504, fourth connecting arm 5054 is hinged to the other end of third connecting arm 5053, a second connecting seat 506 is disposed on third spoiler 501, fourth connecting arm 5054 is hinged to second connecting seat 506; fifth connecting arm 5055 is located on the side of second connecting seat 506 away from fourth connecting arm 5054, fifth connecting arm 5055 is hinged to second connecting seat 506; sixth connecting arm 5056 is disposed on fifth connecting arm 5055, and sixth connecting arm 5056 is hinged to fifth connecting arm 5055 and support base 504 respectively.

[0071] In this embodiment, as Figure 5 , Figure 6As shown, the output arm 503 passes through the support base 504 and is hinged to one end of the first connecting arm 5051. The rotation or swing of the output arm 503 causes the first connecting arm 5051 to follow the movement. The second connecting arm 5052 is hinged to the first connecting arm 5051 and the free end of the second connecting arm 5052. One end of the third connecting arm 5053 is hinged to a fixed hinge point on the support base 504, forming a swing fulcrum. The other end of the third connecting arm 5053 is hinged to one end of the fourth connecting arm 5054. A second connecting seat 506 is fixed on the third spoiler 501. The other end of the fourth connecting arm 5054 is hinged to the second connecting seat 506. The motion is transmitted to the third spoiler 501 through the fourth connecting arm 5054, so that the third spoiler 501 moves relative to the support base 504. The fifth connecting arm 5055 is located on the side of the second connecting seat 506 away from the hinge point of the fourth connecting arm 5054, and is hinged to the second connecting seat 506. The sixth connecting arm 5056 is set on the fifth connecting arm 5055, with one end hinged to the fifth connecting arm 5055 and the other end hinged to another fixed hinge point on the support seat 504. The fifth connecting arm 5055 and the sixth connecting arm 5056 cooperate to form an auxiliary structure to constrain the movement trajectory of the third spoiler 501 and keep the third spoiler 501 moving according to the preset path.

[0072] It should be clarified that the structure of the connecting arm assembly 505 described above is only one specific implementation method. Depending on different needs, the connecting arm assembly 505 can also be replaced with an existing transmission connection that can drive the vehicle's side wings to open and close. In other words, the specific structure of the connecting arm assembly 505 can be adaptively adjusted to meet different usage requirements.

[0073] In one embodiment, the system further includes a base 6, on which a second drive device 502 is disposed; the base 6 has a first surface 601 and a second surface 602 opposite to each other, the first surface 601 of the base 6 is used to connect with the vehicle body 100, the second surface 602 of the base 6 is used to pass through the rear windshield 200, and a connecting arm 7 is provided on the second surface 602 of the base 6, the connecting arm 7 being connected to the second spoiler 3.

[0074] In this embodiment, the base 6 is mounted on the vehicle body 100. The base 6 not only supports and mounts the second drive device 502, but also extends out of the rear windshield 200 and is connected and fixed to the second spoiler 3 via the connecting arm 7, making the layout of the second drive device 502 and the connecting arm 7 compact. Furthermore, after the base 6 is mounted on the vehicle body 100, it is convenient to subsequently mount the second drive device 502 and the second spoiler 3 on the base 6, simplifying the assembly process of the second drive device 502 and the second spoiler 3 and improving assembly efficiency.

[0075] Optionally, an opening matching the contour of the base 6 is provided at a corresponding position on the rear windshield 200, and a sealing structure can be provided at the joint between the rear windshield 200 and the base 6 to maintain the sealing effect of the rear windshield 200. Of course, in addition to the above-mentioned arrangement where the second surface 602 of the base 6 passes through the rear windshield 200, the base 6 can also be completely located inside the rear windshield 200. By providing a connecting arm 7 passing through the rear windshield 200, the base 6 can also support and fix the second spoiler 3.

[0076] Secondly, this application provides a vehicle, including a vehicle body 100 and a spoiler assembly as described above. A rear windshield 200 is provided on the vehicle body 100, a first spoiler 1 is disposed on the rear windshield 200, and a first drive device 2 is disposed on the vehicle body 100. Since the vehicle includes the aforementioned spoiler assembly and has the same effect as the spoiler assembly, it will not be described in detail here.

[0077] Thirdly, this application provides a vehicle control method, wherein the vehicle is the aforementioned vehicle, and the vehicle control method includes: acquiring the vehicle's driving environment and driving status signals; determining the priority of visibility requirements and wind resistance reduction requirements based on the driving environment and driving status signals; if the priority of visibility requirements is greater than the priority of wind resistance reduction requirements, then controlling the first spoiler 1 to move to a second position; if the priority of wind resistance reduction requirements is greater than the priority of visibility requirements, then controlling the first spoiler 1 to move to a first position.

[0078] This configuration allows for the dynamic assessment of the priority between visibility requirements and wind resistance reduction requirements by acquiring real-time signals of the vehicle's driving environment and status. The position of the first spoiler 1 is adjusted accordingly, enabling control over visibility and air resistance during driving. This ensures driving safety and ease of operation, thereby effectively improving the vehicle's aerodynamic performance.

[0079] In one embodiment, the vehicle's driving environment and driving status signals are acquired. This includes acquiring the rainfall value of the driving environment via a rain sensor 310, and determining whether the amount of rain or snow in the external environment affects the driver's visibility to facilitate subsequent judgment on whether the vehicle has visibility requirements. The vehicle speed signal is acquired via a vehicle speed sensor 320, and the real-time driving speed of the vehicle facilitates subsequent judgment on whether the vehicle has wind resistance reduction requirements. The cooperation between the rain sensor 310 and the vehicle speed sensor 320 allows the vehicle to adapt to different operating conditions such as driving in rain and snow and high-speed driving, ensuring driving safety and operational convenience.

[0080] In one embodiment, determining the priority of visibility requirements and the priority of wind resistance reduction requirements based on driving environment and driving status signals includes judging whether the rainfall value exceeds a threshold. If so, that is, the rainfall value of the external environment exceeds the threshold, then visibility requirements take priority. By setting visibility requirements as the priority, the first spoiler 1 is moved to the second position and closed, thereby creating a gap between the first spoiler 1 and the upper edge 210 of the rear windshield 200. When the airflow passes through the gap between the first spoiler 1 and the rear windshield 200, it can wash the surface of the rear windshield 200, clean the surface of the rear windshield 200, and ensure the rear visibility of the operator in the driver's cab.

[0081] If not, meaning the rainfall in the external environment does not exceed the threshold, then the vehicle speed signal is further assessed to determine if it exceeds the threshold. If yes, meaning the vehicle speed exceeds the threshold, by prioritizing wind resistance reduction, the first spoiler 1 is moved to a first position. The first spoiler 1 unfolds and forms a guide surface with the roof surface 110 of the vehicle body 100, reducing overall vehicle wind resistance and improving vehicle range. If no, meaning the vehicle speed does not exceed the threshold, by prioritizing visibility, the first spoiler 1 is moved to a second position. This not only prevents the critical observation area of ​​the rear windshield 200 from being obstructed by the first spoiler 1, but also reduces vehicle noise, significantly improving the comfort of the vehicle.

[0082] Optionally, the aforementioned rain sensor 310 detects the rainfall value of the external environment. This rainfall value can refer to the intensity of rain, snow, or a mixture of rain and snow, to determine whether the windshield 200 needs to be washed or cleaned. Alternatively, a dedicated snow sensor can be used to detect the snow intensity of the external environment to meet different usage requirements.

[0083] In one embodiment, the method further includes determining the priority of the vehicle's uphill / downhill requirements and the wind resistance reduction requirements based on the driving environment and driving status signals; if the priority of the vehicle's uphill / downhill requirements is greater than the priority of the wind resistance reduction requirements, then the first spoiler 1 is controlled to move to a second position; if the priority of the wind resistance reduction requirements is greater than the priority of the vehicle's uphill / downhill requirements, then the first spoiler 1 is controlled to move to a first position.

[0084] With this configuration, the vehicle can not only operate the first spoiler 1 under normal driving conditions and rainy / snowy weather, but also dynamically determine the priority of the vehicle's uphill / downhill needs and wind resistance reduction needs by acquiring real-time driving environment and driving status signals, and adjust the position of the first spoiler 1 accordingly. This achieves control over uphill / downhill and air resistance during driving, ensuring driving safety and ease of operation, thereby effectively improving the vehicle's aerodynamic performance.

[0085] In one embodiment, the vehicle's driving environment and driving status signals are acquired. This includes acquiring the slope value of the driving environment through a first slope sensor 330, i.e., the first slope sensor 330 can acquire the slope value along the vehicle's driving direction, which facilitates subsequent judgment on whether the slope of the external environment affects driving safety, thereby determining whether the vehicle has a need to go uphill or downhill; and acquiring the vehicle's speed signal through a vehicle speed sensor 320, which facilitates subsequent judgment on whether the vehicle has a need to reduce wind resistance. By cooperating with the first slope sensor 330 and the vehicle speed sensor 320, the vehicle can adapt to different working conditions such as going uphill, downhill, and high-speed driving, ensuring driving safety and ease of operation.

[0086] In one embodiment, determining the priority of the vehicle's uphill / downhill needs and wind resistance reduction needs based on driving environment and driving status signals includes judging whether the slope value exceeds a threshold. If so, i.e., the slope of the external environment exceeds the threshold, the vehicle's uphill / downhill needs take priority, causing the first spoiler 1 to move to the second position and close, thereby creating a gap between the first spoiler 1 and the upper edge 210 of the rear windshield 200. Airflow can pass through the gap between the first spoiler 1 and the rear windshield 200, increasing the downforce on the rear axle of the vehicle, improving the traction of the vehicle's drive wheels, and enhancing the vehicle's driving safety when going uphill / downhill.

[0087] If not, meaning the slope of the external environment does not exceed the threshold, then it is further determined whether the vehicle speed signal exceeds the threshold. If yes, meaning the vehicle speed exceeds the threshold, by prioritizing the demand for wind resistance reduction, the first spoiler 1 is moved to the first position. The first spoiler 1 unfolds and forms a guide surface with the roof surface 110 of the vehicle body 100, reducing the overall vehicle wind resistance and improving the vehicle's range. If no, meaning the vehicle speed does not exceed the threshold, by prioritizing the vehicle's uphill and downhill demand, the first spoiler 1 is moved to the second position. This not only prevents the key observation area of ​​the rear windshield 200 from being obstructed by the first spoiler 1, but also reduces vehicle driving noise, significantly improving the comfort of the driving and riding vehicle.

[0088] In addition to the control method of the first spoiler 1 described above, this embodiment also has a control method for the third spoiler 501. Specifically, it also includes determining the priority of the vehicle's need to encounter a slope and the need to reduce wind resistance based on the driving environment and driving status signals. If the priority of the vehicle's need to encounter a slope is greater than the priority of the need to reduce wind resistance, the third spoiler 501 is controlled to move to the third position to open. If the priority of the need to reduce wind resistance is greater than the priority of the vehicle's need to encounter a slope, the third spoiler 501 is controlled to move to the fourth position to close.

[0089] In one embodiment, the vehicle's driving environment and driving status signals are acquired. This includes acquiring the slope value of the driving environment through a second slope sensor 340, i.e., the second slope sensor 340 can acquire the slope value of the road surface along the width direction of the vehicle, which facilitates subsequent judgment on whether the slope of the external environment affects driving safety, thereby determining whether the vehicle has a need to encounter sloping roads; and acquiring the vehicle speed signal through a vehicle speed sensor 320, which facilitates subsequent judgment on whether the vehicle has a need to reduce wind resistance. By cooperating with the second slope sensor 340 and the vehicle speed sensor 320, the vehicle can adapt to different working conditions such as sloping roads and high-speed driving, ensuring driving safety and operational convenience.

[0090] In one embodiment, determining the priority of the vehicle's needs for encountering sloping roads and reducing wind resistance based on driving environment and driving status signals includes judging whether the slope value exceeds a threshold; if so, the vehicle's needs for encountering sloping roads take priority, and the corresponding third spoiler 501 is opened according to the vehicle's tilt direction; if not, that is, the slope of the external environment does not exceed the threshold, then it is further judged whether the vehicle speed signal exceeds the threshold; if so, both third spoilers 501 are opened, and the two third spoilers 501 cooperate with the first spoiler 1 to reduce the overall vehicle wind resistance; if not, both third spoilers 501 are closed to reduce vehicle driving noise and significantly improve the comfort of the driving vehicle.

[0091] Furthermore, it also includes determining the priority of the vehicle's crosswind requirements and drag reduction requirements based on the driving environment and driving status signals. If the priority of the vehicle's crosswind requirements is greater than the priority of drag reduction requirements, the corresponding third spoiler 501 is controlled to move to the third position and open. If the priority of drag reduction requirements is greater than the priority of the vehicle's crosswind requirements, the third spoiler 501 is controlled to move to the fourth position and close.

[0092] In one embodiment, the vehicle's driving environment and driving status signals are acquired. This includes acquiring the slope value of the driving environment through a crosswind sensor 350, i.e., the crosswind sensor 350 can acquire the slope value of the road surface along the width direction of the vehicle, which facilitates subsequent judgment on whether the slope of the external environment affects driving safety, thereby determining whether the vehicle has a need to deal with crosswinds; and acquiring the vehicle's speed signal through a vehicle speed sensor 320, which facilitates subsequent judgment on whether the vehicle has a need to reduce wind resistance. By cooperating with the crosswind sensor 350 and the vehicle speed sensor 320, the vehicle can adapt to different working conditions such as sloping roads and high-speed driving, ensuring driving safety and ease of operation.

[0093] In one embodiment, determining the priority of the vehicle's crosswind requirements and drag reduction requirements based on the driving environment and driving status signals includes judging whether the slope value exceeds a threshold; if so, the vehicle's crosswind requirements take priority, and the corresponding third spoiler 501 is opened according to the vehicle's tilt direction; if not, that is, the slope of the external environment does not exceed the threshold, then it is further judged whether the vehicle speed signal exceeds the threshold; if so, both third spoilers 501 are opened, and the two third spoilers 501 cooperate with the first spoiler 1 to reduce the overall vehicle drag; if not, both third spoilers 501 are closed to reduce vehicle driving noise and significantly improve the comfort of the driving vehicle.

[0094] Optionally, the vehicle speed signal may exceed a threshold value, which can be set to specific values ​​such as 70km / h, 75km / h, 80km / h, or 85km / h. Taking a threshold of 80km / h as an example, when the vehicle's real-time speed exceeds the threshold, the first spoiler 1 is in the first position and the two third spoilers 501 are in the third position to reduce the vehicle's wind resistance. If the vehicle's real-time speed does not exceed the threshold, the first spoiler 1 is in the second position and the two third spoilers 501 are in the fourth position to reduce the vehicle's driving noise.

[0095] Optionally, such as Figure 7 As shown, the rain sensor 310, vehicle speed sensor 320, first slope sensor 330, second slope sensor 340 and crosswind sensor 350 can be electrically connected to the vehicle body control module 410 to feed back the fuzzy state data of the rear windshield 200, the current vehicle speed data, the vehicle driving direction slope data, the vehicle width direction slope data, and the real-time wind direction and speed data to the electronic control unit 500. The electronic control unit 500 outputs commands to control the first drive device 2 and the second drive device 502 to start and stop, thereby realizing the automatic adjustment of the position of the first spoiler 1 and the two third spoilers 501 according to different working conditions.

[0096] Of course, a voice input device 360 ​​can also be installed inside the vehicle. The voice input device 360 ​​is electrically connected to the voice recognition module 420. Buttons or an APP 370 can also be installed inside the vehicle. Both can transmit user command information to the electronic control unit 500, and can also control the start and stop of the first drive device 2 and the second drive device 502.

[0097] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A spoiler assembly, characterized in that, include: The first spoiler (1) is used to install the rear windshield (200) on the vehicle body (100). A first drive device (2) is installed on the vehicle body (100), and the first drive device (2) is connected to the first spoiler (1) in a transmission manner; The first driving device (2) is adapted to drive the first spoiler (1) to translate along the first direction (X) and close to the upper edge (210) of the rear windshield (200) to a first position, so that the first spoiler (1) and the roof surface (110) of the vehicle body (100) form a guide surface in the first direction (X). The first driving device (2) is adapted to drive the first spoiler (1) to translate along the first direction (X) and close to the lower edge (220) of the rear windshield (200) to a second position, wherein the first spoiler (1) and the upper edge (210) of the rear windshield (200) are spaced apart so that the rear windshield (200) is exposed.

2. The spoiler assembly according to claim 1, characterized in that, It also includes a second spoiler (3), which is used to be disposed on the rear windshield (200); When the first spoiler (1) is in the first position, the first spoiler (1), the roof surface (110) of the vehicle body (100) and the second spoiler (3) together form a guide surface; When the first spoiler (1) is in the second position, the first spoiler (1) is at least partially stacked with the second spoiler (3) along the second direction (Z).

3. The spoiler assembly according to claim 2, characterized in that, When the first spoiler (1) is in the second position, the first spoiler (1) is located between the rear windshield (200) and the second spoiler (3) along the second direction (Z).

4. The spoiler assembly according to claim 1, characterized in that, The first drive device (2) has a first end (201) and a second end (202) opposite to each other, and the first end (201) and the second end (202) of the first drive device (2) are adapted to reciprocate in a direction that is relatively far apart or relatively close together; The first end (201) of the first drive device (2) is disposed on the vehicle body (100), and the second end (202) of the first drive device (2) is disposed through the rear windshield (200) and extends to the outside of the rear windshield (200). A first connecting seat (4) is disposed on the second end (202) of the first drive device (2), and the first connecting seat (4) is connected to the first spoiler (1).

5. The spoiler assembly according to claim 2, characterized in that, It also includes a side wing assembly (5), which comprises: A pair of third spoilers (501) are located on both sides of the first spoiler (1) along the third direction (Y); A second drive unit (502) is disposed on the vehicle body (100). The second drive unit (502) has a pair of output arms (503) that extend in a mutually distant direction in the third direction (Y). One end of each output arm (503) is tractively connected to each of the third spoilers (501) so that the third spoilers (501) can rotate relative to the vehicle body (100).

6. The spoiler assembly according to claim 5, characterized in that, Each of the third spoilers (501) is independent of each other, and the third spoiler (501) has a third position in the open state and a fourth position in the closed state; When the first spoiler (1) is in the first position, both third spoilers (501) are in the third position; or, one of the third spoilers (501) is in the third position and the other third spoiler (501) is in the fourth position; or, both third spoilers (501) are in the fourth position. When the first spoiler (1) is in the second position, both third spoilers (501) are in the third position; or, one of the third spoilers (501) is in the third position and the other third spoiler (501) is in the fourth position; or, both third spoilers (501) are in the fourth position.

7. The spoiler assembly according to claim 5, characterized in that, The wing assembly (5) also includes: A pair of support bases (504) are both used to be installed on the vehicle body (100), and each of the support bases (504) corresponds to each of the third spoilers (501); The connecting arm assembly (505) is connected between the third spoiler (501) and the support base (504), and each of the output arms (503) is connected to each of the connecting arm assemblies (505).

8. The spoiler assembly according to claim 7, characterized in that, The connecting arm assembly (505) includes: The first connecting arm (5051) is provided, and the output arm (503) passes through the support base (504) and is connected to the first connecting arm (5051); The second connecting arm (5052) is disposed on the first connecting arm (5051) and hinged to the first connecting arm (5051); The third connecting arm (5053) has two opposing ends. The second connecting arm (5052) is hinged to the middle of the third connecting arm (5053). One end of the third connecting arm (5053) is hinged to the support base (504). The fourth connecting arm (5054) is hinged to the other end of the third connecting arm (5053), and the third spoiler (501) is provided with a second connecting seat (506), and the fourth connecting arm (5054) is hinged to the second connecting seat (506); The fifth connecting arm (5055) is located on the side of the second connecting seat (506) away from the fourth connecting arm (5054), and the fifth connecting arm (5055) is hinged to the second connecting seat (506); The sixth connecting arm (5056) is disposed on the fifth connecting arm (5055), and the sixth connecting arm (5056) is hinged to the fifth connecting arm (5055) and the support base (504) respectively.

9. The spoiler assembly according to claim 5, characterized in that, It also includes a base (6), on which the second drive device (502) is disposed; The base (6) has a first surface (601) and a second surface (602) facing each other. The first surface (601) of the base (6) is used to connect with the vehicle body (100), and the second surface (602) of the base (6) is used to pass through the rear windshield (200). A connecting arm (7) is provided on the second surface (602) of the base (6), and the connecting arm (7) is connected to the second spoiler (3).

10. A vehicle, characterized in that, include: The vehicle body (100) is provided with a rear windshield (200). The spoiler assembly according to any one of claims 1-9, wherein the first spoiler (1) is disposed on the rear windshield (200) and the first drive device (2) is disposed on the vehicle body (100).

11. A method for controlling a vehicle, characterized in that, The vehicle is the vehicle according to claim 10, and the control method of the vehicle includes: Acquire vehicle driving environment and driving status signals; Based on the driving environment and driving status signals, the priority of visibility requirements and wind resistance reduction requirements is determined; If the priority of visibility requirements is greater than the priority of wind resistance reduction requirements, then control the first spoiler (1) to move to the second position. If the priority of wind resistance reduction is greater than the priority of visibility requirement, then control the first spoiler (1) to move to the first position.

12. The vehicle control method according to claim 11, characterized in that, The acquisition of the vehicle's driving environment and driving status signals includes: Rainfall values ​​in the driving environment are obtained through a rain sensor (310); The vehicle speed signal is obtained by the vehicle speed sensor (320).

13. The vehicle control method according to claim 12, characterized in that, The step of determining the priority of visibility requirements and the priority of wind resistance reduction requirements based on the driving environment and driving status signals includes: Determine if the rainfall value exceeds the threshold; If so, a good field of vision should be the priority; If not, determine whether the vehicle's speed signal exceeds the threshold; If so, reducing wind resistance is the preferred option; If not, the need for a wide field of vision takes priority.

14. The vehicle control method according to claim 11, characterized in that, Also includes: Based on the driving environment and driving status signals, the priority of the vehicle's uphill / downhill and wind resistance reduction requirements is determined; If the priority of the vehicle's uphill and downhill driving needs is greater than the priority of the need to reduce wind resistance, then control the first spoiler (1) to move to the second position. If the priority of wind resistance reduction requirement is greater than the priority of vehicle uphill and downhill requirements, then control the first spoiler (1) to move to the first position.

15. The vehicle control method according to claim 14, characterized in that, The acquisition of the vehicle's driving environment and driving status signals includes: The slope value of the driving environment is obtained through the first slope sensor (330); The vehicle speed signal is obtained by the vehicle speed sensor (320).

16. The vehicle control method according to claim 14, characterized in that, The priority determination of the vehicle's uphill / downhill and wind resistance reduction requirements based on the driving environment and driving status signals includes: Determine if the slope value exceeds the threshold; If so, the vehicle's need to go uphill or downhill should be prioritized; If not, determine whether the vehicle's speed signal exceeds the threshold; If so, reducing wind resistance is the preferred option; If not, priority should be given to vehicles that need to go uphill or downhill.

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