Spoiler system for a vehicle and vehicle

Abstract

The application relates to a spoiler system for a vehicle, comprising: a spoiler piece surrounded by an upper wing surface and a lower wing surface and having two spoiler halves arranged side by side along a transverse direction of the vehicle, the spoiler halves being respectively provided with a flow guide cavity and an exhaust opening, the exhaust opening being arranged on the lower wing surface and being in communication with the flow guide cavity; two support pieces respectively belonging to the spoiler halves and being configured to fixedly support the spoiler piece on a vehicle body of the vehicle and being spaced apart from each other along the transverse direction, the support pieces being hollowly configured with a flow guide duct, an air inlet of the flow guide duct being open forward along a longitudinal direction of the vehicle, and an air outlet being in communication with the flow guide cavity; and airflow adjusting pieces respectively arranged in the flow guide ducts and being configured to be adapted to adjust an air flow rate flowing to the exhaust opening through the flow guide ducts. The application also relates to a corresponding vehicle. The structure is simple and the reliability is high, the control stability and dynamic performance of the vehicle under different working conditions are improved, and the vehicle is well applicable to different vehicle models.

Description

Technical Field

[0001] This invention relates to the technical field of vehicles, and more particularly to a rear wing system for vehicles. The invention also relates to a corresponding vehicle. Background Technology

[0002] Rear wings, as a common aerodynamic device, are increasingly used in vehicles to regulate downforce and air resistance during driving, thereby improving vehicle handling stability and dynamic performance.

[0003] Currently, existing rear wings are typically constructed as active rear wings, which use motors, linkage mechanisms, or hydraulic systems to drive the movement of one or more wing surfaces, thereby changing downforce within a certain range to adapt to different vehicle conditions. However, this relies on a complex transmission mechanism, resulting in problems such as numerous components, slow response speed, and large space occupation, which negatively impacts the reliability of the rear wing and the range of vehicle models it can be used on. Summary of the Invention

[0004] Therefore, the purpose of this invention is to provide an improved rear wing system for vehicles, which has a simple structure and high reliability, can effectively improve the handling stability and dynamic performance of vehicles under different operating conditions, and is well applicable to different vehicle models.

[0005] Another objective of this invention is to provide a corresponding vehicle.

[0006] According to a first aspect of the present invention, a rear wing system for a vehicle is provided, wherein the rear wing system comprises at least: - A tail wing component, the tail wing component being formed by an upper wing surface and a lower wing surface and having two tail wing halves arranged side by side along the lateral direction of the vehicle, the tail wing halves being respectively provided with a flow guide cavity and an exhaust opening, the exhaust opening being provided on the lower wing surface and communicating with the flow guide cavity; - Two support members, each belonging to one half of the rear wing, are configured to securely support the rear wing on the vehicle body and spaced apart from each other in the lateral direction. Each support member is hollow and has a duct for airflow. The air inlet of the duct opens forward in the longitudinal direction of the vehicle, while the air outlet communicates with the duct. - Airflow regulators are arranged in each of the guide ducts, the airflow regulators being configured to regulate the airflow rate flowing through the guide ducts to the exhaust opening.

[0007] Within the framework of this invention, "longitudinal direction" should be understood as the forward and backward direction parallel to the direction of travel when the vehicle is traveling straight, with forward being the positive longitudinal direction and backward being the negative longitudinal direction, while "lateral direction" should be understood as the left and right direction perpendicular to the longitudinal direction.

[0008] Compared to existing technologies, in the rear wing system for vehicles according to the present invention, the rear wing component, formed by an upper wing surface and a lower wing surface, is fixedly supported on the vehicle body by two support members spaced apart from each other in the lateral direction. The support members are hollowly constructed with airflow channels, and the rear wing component has a flow-guiding cavity and an exhaust opening, allowing air to flow out through the airflow channels and the flow-guiding cavity from the exhaust opening. An airflow regulating element is arranged in the airflow channels, which can regulate the airflow rate from the exhaust opening, thereby controlling the pressure difference between the upper and lower wing surfaces, and further controlling the downforce acting on the rear wing component. This configuration of the rear wing system has a fixed rear wing without the need for a driving wing surface, and the support members themselves are constructed with airflow channels, with the airflow regulating element directly arranged in these channels. This simplifies the structure and reduces the number of moving parts, while also allowing for a shorter length of the airflow channels to reduce flow losses and accelerate response speed, thereby improving the vehicle's handling stability and dynamic performance under different operating conditions.

[0009] For example, the airflow regulator is configured as a regulating valve, which regulates the airflow from the exhaust port by controlling the opening degree; or, the airflow regulator is configured as a fan, which regulates the airflow from the exhaust port by controlling the rotational speed.

[0010] For example, the airflow regulators are configured to be controlled independently of each other based on the vehicle's driving parameters, which are selected from the group consisting of: vehicle speed, vehicle acceleration, brake pedal opening, and steering wheel angle.

[0011] For example, the airflow regulator is configured to: increase the airflow from the exhaust port on the corresponding side and decrease the airflow from the exhaust port on the other side when the vehicle turns to one side; and / or increase the airflow from the exhaust ports on both sides when the vehicle's brake pedal opening is greater than an opening threshold; and / or increase the airflow from the exhaust ports on both sides when the vehicle speed is less than a vehicle speed threshold and the vehicle acceleration is greater than an acceleration threshold.

[0012] For example, the air inlet of the duct is located on the rear of the vehicle body.

[0013] For example, viewed in the lateral direction, the air outlet of the guide duct is arranged in the middle of the corresponding tail fin half, wherein each tail fin half is provided with a plurality of exhaust openings, the exhaust openings being evenly spaced on both sides of the air outlet along the lateral direction; and / or, in the tail fin half, a single guide cavity extends continuously along the lateral direction and communicates with each exhaust opening.

[0014] For example, the tail fin and the support are integrally constructed; and / or the tail fin and / or the support are constructed of carbon fiber material.

[0015] For example, the cross-section of the air duct is constructed to gradually decrease from the air inlet to the air outlet; and / or, the tail fin halves are arranged adjacent to each other and separated by baffles; and / or, the tail fin system is constructed to be centrally symmetrical about the lateral direction. For example, the flow guide cavity is oriented rearward and obliquely downward along the longitudinal direction; and / or, viewed along the longitudinal direction, the exhaust opening is located on the front side of the lower wing surface; and / or, the lower wing surface has a greater curvature and extension dimension than the upper wing surface.

[0016] According to a second aspect of the invention, a vehicle is provided, wherein the vehicle has a tail wing system according to the invention. Attached Figure Description

[0017] The invention will now be described in more detail with reference to the accompanying drawings, which will provide a better understanding of its principles, features, and advantages. The drawings include: Figure 1 A side view of a vehicle according to an exemplary embodiment of the present invention is shown; Figures 2a to 2c Different views of a tail fin system according to an exemplary embodiment of the present invention are shown; Figure 3 A cross-sectional view of the tail fin component of a tail fin system according to an exemplary embodiment of the present invention is shown; Figure 4a and Figure 4b Schematic views of the airflow regulating component of a tail fin system according to an exemplary embodiment of the present invention are shown in different positions. Figure 5 A schematic view of the airflow regulating element of a tail fin system according to another exemplary embodiment of the present invention is shown; Figure 6 A schematic diagram of a vehicle turning according to an exemplary embodiment of the present invention is shown. Detailed Implementation

[0018] To make the technical problems to be solved, the technical solutions, and the beneficial technical effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and several exemplary embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of protection of this invention.

[0019] In this specification, for convenience, terms such as "middle," "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," and "outer" are used to indicate orientation or positional relationships in conjunction with the accompanying drawings. This is solely for the purpose of facilitating the description and simplification, and does not imply that the device or element referred to has a specific orientation, or is constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this disclosure. The positional relationships of the constituent elements may be appropriately varied depending on the direction in which each constituent element is described. Therefore, the use of terms not limited to those described in the specification may be appropriately replaced as needed.

[0020] In this specification, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they may refer to a fixed connection, a detachable connection, or an integral connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection via an intermediate component, or a connection within two components. Those skilled in the art will understand the meaning of these terms in this disclosure as appropriate.

[0021] In this manual, the longitudinal direction L is the forward and backward direction parallel to the vehicle's direction of travel when it is traveling straight, the arrow direction represents the forward longitudinal direction, and the lateral direction Q is the left and right direction perpendicular to the longitudinal direction L.

[0022] Figure 1 A side view of a vehicle 1000 according to an exemplary embodiment of the present invention is shown.

[0023] like Figure 1 As shown, the vehicle 1000 includes a body 200 and a rear wing system 100 fixed to the body 200. Here, the rear wing system 100 is specifically fixed to the rear end 210 of the body 200, which is the rearmost structural region of the vehicle 1000 in the longitudinal direction L, such as the end portion of the trunk lid.

[0024] Figures 2a to 2c Different views of a tail fin system 100 according to an exemplary embodiment of the present invention are shown. Figure 3 A cross-sectional view of the tail wing member 10 of a tail wing system 100 according to an exemplary embodiment of the present invention is shown.

[0025] like Figure 2a and Figure 2b As shown, the tail fin system 100 includes a tail fin component 10, which is formed by an upper fin surface 11 and a lower fin surface 12. When the vehicle 1000 is moving forward, the airflow impacts the leading edge of the tail fin head-on and splits into two streams, flowing through the upper fin surface 11 and the lower fin surface 12 respectively, and finally merging at the trailing edge of the tail fin. Here, the airflow flowing through the tail fin component 10 satisfies Bernoulli's equation: Among them, P static Here, ρ is the static pressure, ρ is the fluid density, V is the air velocity, and c is a constant. In this case, if the air velocity flowing through the upper wing 11 is less than the air velocity flowing through the lower wing 12, the static pressure acting on the upper wing 11 will be greater than the static pressure acting on the lower wing 12. The static pressure difference between the upper wing 11 and the lower wing 12 forms a downward-oriented resultant force, which is the downforce applied to the tail wing 10. This downforce can be further transmitted to the vehicle tires via the vehicle body 200, thereby affecting the friction between the tires and the ground.

[0026] In particular, such as Figure 3 As shown, the lower wing surface 12 has a larger curvature and extension dimension compared to the upper wing surface 11. This can increase the airflow velocity on the lower wing surface 12, delay the separation of the airflow layer, reduce the stall speed, thereby increasing the velocity difference between the upper and lower wing surfaces and the downforce acting on the tail wing 10 as a whole.

[0027] like Figure 2a and Figure 2b As shown, the rear wing 10 has two rear wing halves 13 arranged side-by-side in the lateral direction Q. These two rear wing halves 13 can be controlled independently of each other, thereby generating different downforces to improve the vehicle's steering response and cornering stability. In particular, the two rear wing halves 13 are arranged adjacent to each other and separated by a baffle 14, which achieves high space utilization and enhances the aesthetics. However, it is also possible for the two rear wing halves 13 to be arranged relatively apart from each other.

[0028] like Figure 3 As shown, each of the two tail fin halves 13 is provided with a flow guide cavity 15 and an exhaust opening 16. The exhaust opening is located on the lower fin surface 12 and communicates with the flow guide cavity 15. Here, arrow A represents airflow. The airflow from the exhaust opening 16 can further increase the airflow rate and air velocity flowing through the lower fin surface 12, thereby increasing the downforce acting on the tail fin half 13. By adjusting the airflow rate from the exhaust opening 16, the downforce acting on the tail fin half 13 can be adjusted accordingly. Specifically, the greater the airflow rate from the exhaust opening 16, the greater the downforce acting on the tail fin half 13, and vice versa.

[0029] like Figure 2a and Figure 2b As shown, the tail wing system 100 includes two support members 20 respectively associated with the tail wing half 13, which are capable of fixing the tail wing 10, especially the corresponding tail wing half 13, to the vehicle body 200. Here, the support members 20 are spaced apart from each other in the lateral direction Q to achieve stable support for the tail wing 10.

[0030] like Figures 2a to 2c As shown, the support member 20 is constructed with a hollow air duct 21. The air inlet 22 of the air duct is open forward in the longitudinal direction L, and the air outlet 23 is connected to the air duct cavity 15, so that when the vehicle 1000 is driving, the air flow formed along the body 200 can flow in from the air inlet 22 and flow into the air duct cavity 15 of the rear wing member 10 through the air duct 21. The air flow can then flow out from the exhaust opening 16.

[0031] like Figure 2c As shown, the tail wing system 100 includes airflow regulators 30 respectively arranged in each of the guide ducts 21. The airflow regulators are configured to regulate the airflow through the guide ducts 21 to the exhaust opening 16. Thus, the downforce of each tail wing half 13 can be adjusted by the airflow regulators 30, thereby improving the handling stability and dynamic performance of the vehicle 1000 under different operating conditions.

[0032] For example, such as Figure 1 As shown, the rear wing 10 is fixedly supported on the rear of the vehicle body 210 by the support member 20, and the air inlet 22 of the air intake duct 21 of the support member 20 is arranged on the rear of the vehicle body 220, which is located in front of the rear of the vehicle body 210 in the longitudinal direction L. Here, the rear of the vehicle body 220 should be understood as the area located between the middle of the vehicle and the rear of the vehicle body in the longitudinal direction L, such as the area where the trunk lid, rear hatch, and rear side panels are located. By arranging the air inlet 22 of the air intake duct 21 on the rear of the vehicle body 220, the airflow path in the air intake duct 21 can be effectively shortened, thereby reducing frictional losses and local resistance along the airflow path. This can correspondingly increase the airflow velocity from the exhaust port 16 and accelerate the response speed.

[0033] For example, such as Figure 2b As shown, viewed in the lateral direction Q, the air outlet 23 of the guide duct 21 is arranged in the middle of the corresponding tail fin half 13, so that the guide duct 21 and the guide cavity 15 together form a T-shaped channel. In particular, each tail fin half 13 is provided with multiple exhaust openings 16, which are evenly spaced on both sides of the air outlet 23 along the lateral direction Q. This allows the airflow to flow out evenly through the exhaust openings 16.

[0034] For example, such as Figure 2b As shown, the exhaust opening 16 is constructed as a slit. However, it is also possible that the exhaust opening 16 is constructed as a perforation.

[0035] For example, in the tail section 13, a single airflow cavity 15 extends continuously in the lateral direction Q and communicates with each exhaust opening 16. This enables a simple, continuous airflow structure that allows the airflow rate of each exhaust opening 16 to be controlled via the airflow regulator 30 in the airflow duct 21.

[0036] For example, such as Figure 2c As shown, the cross-section of the guide duct 21 gradually decreases from the air inlet 22 to the air outlet 23, i.e., it has a tapered structure. This accelerates the airflow, making the air velocity flowing into the guide cavity 15 from the air outlet 23 greater than the air velocity flowing from the air inlet 22. Furthermore, this design of the guide duct 21 has a rectifying effect, allowing air to flow smoothly and evenly into the guide cavity 15.

[0037] For example, such as Figure 3 As shown, the guide cavity 15 is oriented rearward and obliquely downward in the longitudinal direction L, causing the airflow from the exhaust opening 16 to flow rearward and generate vortices on the lower wing surface 12. These vortices push a portion of the airflow that normally flows through the lower wing surface 12 away from the lower wing surface 12, which causes this portion of the airflow to have to travel a longer flow path, thereby increasing the static pressure difference between the upper and lower wing surfaces, i.e., generating greater downforce.

[0038] For example, such as Figure 3 As shown, viewed along the longitudinal direction L, the exhaust opening 16 is located on the front side of the lower wing surface 12. This avoids the separation of the airflow layer and maximizes the flow path of the airflow exiting from the exhaust opening 16, thereby enhancing the velocity boosting effect and increasing downforce.

[0039] For example, the tail fin 10 and the support member 20 are constructed integrally. This effectively improves the connection strength between the tail fin 10 and the support member 20. In particular, the tail fin 10 and the support member 20 are both constructed of carbon fiber material. This satisfies both the lightweight requirements of the tail fin system 100 and the high strength and rigidity of the tail fin 10 and the support member 20, thereby meeting the requirements for support and durability. However, it is also possible that the tail fin and the support member 20 are constructed separately from different materials and are fixedly connected to each other, for example, by bonding or welding.

[0040] For example, such as Figure 2a and Figure 2b As shown, the tail fin system 100 is constructed symmetrically about the center of the lateral direction Q. This can improve the appearance of the tail fin system 100.

[0041] Figure 4a and Figure 4b Schematic views of the airflow regulating member 30 of the tail fin system 100 according to an exemplary embodiment of the present invention are shown in different positions.

[0042] like Figure 4a and Figure 4bAs shown, the airflow regulator 30 is configured as a regulating valve 31, which adjusts the airflow from the exhaust port 16 by controlling its opening degree. Here, the regulating valve 31 is electrically controlled and has a valve plate that rotates about a pivot axis. The rotation of the valve plate changes the position of the cross-section relative to the guide duct 21, thereby changing the opening degree of the regulating valve 31. It is readily apparent that a smaller opening degree of the regulating valve 31 results in a smaller airflow from the exhaust port 16, and consequently, a smaller downforce on the tail fin half 13.

[0043] like Figure 4a As shown, when the valve plate of the regulating valve 31 is parallel to the cross-section of the guide duct 21, the opening of the regulating valve 31 is reduced to its minimum, at which point the airflow through the guide duct 21 is at its minimum, especially reduced to 0. Conversely, as... Figure 4b As shown, when the valve plate of the regulating valve 31 is perpendicular to the cross-section of the guide channel 21, the opening of the regulating valve 31 reaches its maximum value, allowing the airflow to flow through the guide channel 21 with virtually no obstruction.

[0044] It is easy to understand that when the airflow regulating component 30 is configured as a regulating valve 31, the airflow through the guide duct 21 is passively dependent on the vehicle speed. When the vehicle speed is low, even if the opening of the regulating valve 31 reaches its maximum, the absolute value of the airflow from the exhaust port 16 is still relatively small.

[0045] Figure 5 A schematic view of the airflow regulating element 30 of a tail fin system 100 according to another exemplary embodiment of the present invention is shown.

[0046] like Figure 5 As shown, the airflow regulator 30 is constructed as a fan 32, which regulates the airflow from the exhaust port 16 by controlling its rotational speed. The airflow regulator 30, configured as a fan 32, can actively regulate the airflow through the guide duct 21, independent of the vehicle's speed. Even when the vehicle is traveling at a low speed of 1000 km / h, a relatively large airflow through the guide duct 21 can still be provided by the fan 32. The faster the fan 32 rotates, the greater the airflow that can flow from the exhaust port 16. When the fan 32 stops rotating, the blades impede the airflow to some extent.

[0047] For example, the airflow regulator 30 is configured to be controlled independently of each other based on the driving parameters of the vehicle 1000, enabling individual adjustment of the downforce of the two rear wing halves 13 for flexible adjustment under different operating conditions, thereby improving the handling stability and dynamic performance of the vehicle 1000. In particular, the driving parameters can be selected from the following group: vehicle speed, vehicle acceleration, brake pedal opening, and steering wheel angle. Of course, other parameters that are considered meaningful by those skilled in the art can also be considered.

[0048] Here, the electronic control unit of vehicle 1000 can acquire various driving parameters and control the airflow regulator 30 accordingly.

[0049] Figure 6 A schematic diagram of a vehicle 1000 turning according to an exemplary embodiment of the present invention is shown.

[0050] For example, the airflow regulator 30 is configured to increase the airflow from the exhaust opening 16 on the corresponding side and decrease the airflow from the exhaust opening 16 on the other side when the vehicle 1000 turns to one side.

[0051] like Figure 6 As shown, for example, when vehicle 1000 turns left along the turning direction R, the opening or rotational speed of the airflow regulating element 30 in the guide duct 21 of the left support member 20 is increased, and the opening or rotational speed of the airflow regulating element 30 in the guide duct 21 of the right support member 20 is decreased. This increases the airflow through the left exhaust opening 16 and decreases the airflow through the right exhaust opening 16. This results in a greater downforce acting on the left rear wing half 13 than on the right rear wing half 13. In this situation, the left tire of vehicle 1000 has greater friction or grip with the ground compared to the right tire, thereby providing a greater steering torque and ensuring that vehicle 1000 remains stable when turning.

[0052] For example, the airflow regulator 30 is configured to increase the airflow from the exhaust ports 16 on both sides when the brake pedal opening of the vehicle 1000 is greater than a threshold opening. This can increase the grip during emergency braking of the vehicle 1000, thereby promoting rapid braking of the vehicle and maintaining vehicle stability during braking.

[0053] For example, the airflow regulator 30 is configured to increase the airflow from the exhaust ports 16 on both sides when the vehicle speed of the vehicle 1000 is less than a vehicle speed threshold and the vehicle acceleration of the vehicle 1000 is greater than an acceleration threshold. As a result, especially in the case of rapid acceleration of the vehicle 1000, the vehicle's center of gravity shifts rearward, which can provide greater grip to prevent wheel slippage, thereby optimizing acceleration performance.

[0054] The foregoing description of the embodiments is limited to the framework of the examples given. Of course, the various features of the embodiments can be freely combined with each other without departing from the framework of the invention, as long as it is technically meaningful.

[0055] Other advantages and alternative embodiments of the present invention will be apparent to those skilled in the art. Therefore, the present invention is not, in its broader sense, limited to the specific details, representative structures, and exemplary embodiments shown and described. Rather, those skilled in the art can make various modifications and substitutions without departing from the basic spirit and scope of the invention.

Claims

1. A tail wing system (100) for a vehicle (1000), characterized in that, The tail fin system (100) includes at least: - Tail wing (10), the tail wing (10) is formed by an upper wing surface (11) and a lower wing surface (12) and has two tail wing halves (13) arranged side by side along the lateral direction (Q) of the vehicle (1000), the tail wing halves (13) are respectively provided with a flow guide cavity (15) and an exhaust opening (16), the exhaust opening (16) is provided on the lower wing surface (12) and communicates with the flow guide cavity (15); - Two support members (20) respectively assigned to the tail wing half (13), the support members (20) being configured to fix the tail wing (10) to the body (200) of the vehicle (1000) and spaced apart from each other in the lateral direction (Q), wherein the support member (20) is hollowly constructed with a guide duct (21), the air inlet (22) of the guide duct (21) opening forward in the longitudinal direction (L) of the vehicle (1000), and the air outlet (23) communicating with the guide cavity (15); and - Airflow regulators (30) are arranged in each of the guide ducts (21), the airflow regulators (30) being configured to regulate the airflow through the guide ducts (21) to the exhaust opening (16).

2. The tail fin system (100) according to claim 1, characterized in that, The airflow regulator (30) is configured as a regulating valve (31), which regulates the airflow from the exhaust port (16) by controlling its opening degree; or The airflow regulator (30) is configured as a fan (32), which regulates the airflow from the exhaust port (16) by controlling the rotation speed.

3. The tail fin system (100) according to claim 1 or 2, characterized in that, The airflow regulator (30) is configured to be controlled independently of each other based on the driving parameters of the vehicle (1000), which are selected from the group consisting of: vehicle speed, vehicle acceleration, brake pedal opening, and steering wheel angle.

4. The tail fin system (100) according to claim 3, characterized in that, The airflow regulator (30) is configured to: When the vehicle (1000) turns to one side, the airflow from the exhaust opening (16) on the corresponding side is increased and the airflow from the exhaust opening (16) on the other side is decreased; and / or When the brake pedal opening of the vehicle (1000) is greater than the opening threshold, the airflow from the exhaust ports (16) on both sides is increased; and / or When the vehicle speed (1000) is less than the vehicle speed threshold and the vehicle acceleration (1000) is greater than the acceleration threshold, the airflow from the exhaust openings (16) on both sides is increased.

5. The tail fin system (100) according to any one of the preceding claims, characterized in that, The air inlet (22) of the duct (21) is located on the rear (220) of the vehicle (1000).

6. The tail fin system (100) according to any one of the preceding claims, characterized in that, Viewed in the lateral direction (Q), the air outlet (23) of the guide duct (21) is arranged in the middle of the corresponding tail fin half (13), wherein each tail fin half (13) is provided with a plurality of exhaust openings (16), the exhaust openings (16) being evenly spaced on both sides of the air outlet (23) along the lateral direction (Q); and / or In the tail fin half (13), a single flow channel (15) extends coherently along the lateral direction (Q) and communicates with each exhaust opening (16).

7. The tail fin system (100) according to any one of the preceding claims, characterized in that, The tail fin (10) and the support (20) are integrally constructed; and / or The tail fin (10) and / or the support (20) are constructed of carbon fiber material.

8. The tail fin system (100) according to any one of the preceding claims, characterized in that, The cross-section of the guide duct (21) is constructed to gradually decrease from the air inlet (22) to the air outlet (23); and / or The tail fin halves (13) are arranged adjacent to each other and separated by baffles (14); and / or The tail fin system (100) is constructed symmetrically about the lateral direction (Q).

9. The tail fin system (100) according to any one of the preceding claims, characterized in that, The flow guide cavity (15) is oriented rearward and obliquely downward along the longitudinal direction (L); and / or Viewed along the longitudinal direction (L), the exhaust opening (16) is located on the front side of the lower wing surface (12); and / or The lower wing surface (12) has a greater curvature and extension dimension than the upper wing surface (11).

10. A vehicle (1000), characterized in that, The vehicle (1000) has a tail wing system (100) according to any one of claims 1 to 9.

Images