Automobile luggage rack with spoiler function

Abstract

This invention discloses a car roof rack with aerodynamic function, relating to the field of car roof rack technology. It includes a support frame positioned above the vehicle, a load-bearing frame positioned above the support frame, and a spoiler positioned on the windward side of the support frame. The spoiler is rotatably connected to the support frame. By incorporating a spoiler rotatably connected to the support frame and adjusting its angle according to the vehicle's driving conditions, this invention guides airflow upwards around the luggage during constant speed or acceleration, reducing wind resistance and wind noise. During deceleration, the spoiler guides airflow downwards, generating upward lift, effectively alleviating the "head-down" phenomenon of the vehicle and improving braking stability and comfort.

Description

Technical Field

[0001] This invention relates to the field of automobile roof rack technology, specifically to an automobile roof rack with aerodynamic features. Background Technology

[0002] Car roof racks are a common accessory for expanding the cargo space of vehicles and are widely used on the roofs of SUVs, station wagons and some sedans. Traditional roof racks usually consist of two longitudinal support bars and several transverse load-bearing bars, used to secure items such as suitcases, bicycles, and skis.

[0003] When a vehicle is traveling at high speed, the airflow is split on the windward side of the roof rack when a roof rack and cargo are installed. This creates a large area of ​​turbulence and low-speed vortex zones. Some high-end roof racks or modifications have started to install spoilers at the front of the roof rack. Their core function is to intervene in the direction of airflow in advance, so that the high-speed airflow that would normally directly impact the luggage is lifted upward along the surface of the spoiler, forming an "air curtain" in front of the luggage.

[0004] When a vehicle brakes suddenly or decelerates over a long distance, the vehicle will experience a "head-down" phenomenon due to inertia. This means that the front suspension compresses, the front of the vehicle drops, and the rear of the vehicle rises. At this time, items on the roof rack also slide forward due to inertia and are concentrated on the front of the roof rack, further aggravating the forward tilting tendency of the vehicle. Although some roof racks have fixed binding points, they cannot actively suppress the dynamic forward movement of luggage during deceleration, nor can they use airflow reaction force to assist in vehicle attitude control. Summary of the Invention

[0005] The purpose of this invention is to provide a car roof rack with aerodynamic function to solve the problems mentioned in the background art.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a car roof rack with aerodynamic function, comprising,

[0007] Support frame, installed above the vehicle;

[0008] The support frame is installed above the support frame;

[0009] A spoiler is disposed on the windward side of the support frame. The spoiler is rotatably connected to the support frame. The spoiler has a first angle and a second angle. When the vehicle is at a constant speed and accelerating, the spoiler is at the first angle and guides the airflow upward. When the vehicle is decelerating, the spoiler is at the second angle and guides the airflow downward.

[0010] Furthermore, the carrier frame is movably connected to the support frame, and when the vehicle is at a constant speed and accelerating, the carrier frame is in a horizontal state;

[0011] When the vehicle is decelerating, the end of the support frame facing the wind rises upward.

[0012] Furthermore, the lifting member is connected to the support frame, and the lifting member is located between the spoiler and the bearing frame, with a limit groove provided on one side of the lifting member;

[0013] The support frame is equipped with rollers that contact the lifting component. When the vehicle is decelerating, the support frame slides through the limiting grooves on the lifting component via the rollers, and the end of the support frame facing the wind is lifted.

[0014] Furthermore, the two ends of the connecting rod are movably connected to the support frame and the spoiler, respectively. When the vehicle is decelerating, the support frame drives the spoiler to deflect through the connecting rod.

[0015] Furthermore, a sliding damping assembly is provided between the support frame and the bearing frame, the sliding damping assembly being used to decelerate the bearing frame when it is at the end of its sliding stroke.

[0016] Furthermore, the sliding damping component includes,

[0017] An oil storage tank is rotatably connected to a support frame, and the oil storage tank contains damping oil.

[0018] A piston plate is disposed inside the oil storage tank and is slidably connected to the oil storage tank. The piston plate divides the inner chamber of the oil storage tank into two separate chambers.

[0019] The central shaft passes through one side wall of the oil storage tank and connects to the piston plate inside it. The other end of the central shaft is connected to the support frame.

[0020] A flow channel is formed on the inner wall of the oil storage tank. The flow channel is used to connect the chambers on both sides of the piston plate. The flow cross-section at both ends of the flow channel is smaller than the flow cross-section in the middle.

[0021] Furthermore, an adjustment component is provided inside the flow channel, which is used to adjust the size of the damping oil flow cross section inside the flow channel.

[0022] Furthermore, the adjustment component includes,

[0023] A cross-sectional plate is slidably disposed inside the flow channel, wherein the outer wall dimensions of the cross-sectional plate match the inner wall dimensions of the flow channel;

[0024] A movable component is used to drive the cross-sectional plate to move, thereby changing the width of the flow channel through the cross-section.

[0025] Through holes are provided at both ends of the cross-section plate, and the through holes are used to connect the two sides of the cross-section plate.

[0026] Furthermore, the movable component is a spring, and the two ends of the spring abut against the oil storage tank and the cross-sectional plate, respectively.

[0027] Furthermore, several T-shaped support plates are horizontally distributed below the support frame.

[0028] Compared with the prior art, the beneficial effects achieved by the present invention are:

[0029] By setting up a spoiler that is rotatably connected to the support frame and adjusting its angle according to the vehicle's driving conditions, the spoiler guides the airflow upwards around the luggage when the vehicle is moving at a constant speed or accelerating, reducing wind resistance and wind noise; when decelerating, the spoiler guides the airflow downwards, generating upward lift, effectively alleviating the "head-down" phenomenon of the vehicle and improving braking stability and comfort.

[0030] The load-bearing frame and the support frame are movably connected. When decelerating, the windward end automatically rises. By using inertia and structural tilting, the tendency of luggage to slide forward is suppressed, avoiding the luggage from moving forward in a concentrated manner and aggravating the vehicle's forward tilt, thus improving driving safety.

[0031] The linkage connects the load-bearing frame and the spoiler, and uses the inertia generated by the vehicle's acceleration and deceleration to achieve automatic adjustment without the need for electronic control or external power.

[0032] The sliding damping component can achieve buffer deceleration at the end of the carrier frame movement, avoid rigid impact, and filter the interference of short-term speed fluctuations on the mechanism, thereby improving the system's durability and stability. Attached Figure Description

[0033] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0034] Figure 1 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 1 ;

[0035] Figure 2 This is a top view of the structure of the present invention;

[0036] Figure 3 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 2 ;

[0037] Figure 4 This is a three-dimensional structural diagram of the connection between the lifting member and the roller of the present invention;

[0038] Figure 5 This is a three-dimensional structural diagram of the sliding damping component of the present invention;

[0039] Figure 6 This is a full-section three-dimensional structural diagram of the sliding damping component of the present invention;

[0040] Figure 7 This is a top-view full-section structural diagram of the sliding damping component of the present invention;

[0041] Figure 8 This is a schematic diagram of the three-dimensional structure of the flow channel of the present invention;

[0042] Figure 9 This is a three-dimensional structural diagram of the support frame bottom side view of the present invention.

[0043] In the diagram: 1. Support frame; 2. Bearing frame; 201. T-shaped frame plate; 3. Spoiler; 301. Connecting rod; 4. Lifting component; 401. Roller; 5. Sliding damping assembly; 501. Oil reservoir; 502. Piston plate; 503. Central shaft; 504. Flow channel; 6. Adjustment assembly; 601. Section plate; 602. Moving part; 6021. Spring; 603. Through hole. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] Please see Figures 1-3 The present invention provides a technical solution: a car roof rack with aerodynamic function, comprising,

[0046] Support frame 1 is installed above the vehicle;

[0047] The support frame 2 is positioned above the support frame 1;

[0048] The spoiler 3 is located on the windward side of the support frame 1. The spoiler 3 is rotatably connected to the support frame 1. The spoiler 3 has a first angle and a second angle. When the vehicle is at a constant speed and accelerating, the spoiler 3 is at the first angle and guides the airflow upward. When the vehicle is decelerating, the spoiler 3 is at the second angle and guides the airflow downward.

[0049] The spoiler 3 is rotatably connected to the support frame 1. When the vehicle is at a constant speed or accelerating, the spoiler 3 is at the first angle. When the vehicle is driving, the airflow in front of the vehicle comes into contact with the spoiler 3. The airflow is tilted upward under the guidance of the spoiler 3, guiding the airflow to bypass the luggage on the rear support frame 2 from above.

[0050] When the vehicle is decelerating, the spoiler 3 deflects from the first angle to the second angle. When the airflow in front of the vehicle comes into contact with the spoiler 3, the airflow moves downward at an angle under the guidance of the spoiler 3. As the vehicle decelerates, it will experience a "head-down" phenomenon due to inertia. The spoiler 3 changes the direction of airflow. At the same time, when the airflow comes into contact with the spoiler 3, the airflow will feed back an upward thrust to the spoiler 3. This thrust includes vertical lift, which helps to reduce the impact of the "head-down" effect.

[0051] See Figure 3 The support frame 2 is movably connected to the support frame 1. When the vehicle is in a constant speed and acceleration state, the support frame 2 is in a horizontal state.

[0052] When the vehicle is decelerating, the end of the support frame 2 facing the wind rises upward.

[0053] When the vehicle is decelerating, a "head-down" phenomenon occurs, meaning the height in front of the vehicle is lower than the height behind. Simultaneously, the load-bearing frame 2 changes from a horizontal state to a forward-tilted state. Under the influence of inertia, the luggage on the load-bearing frame 2 tends to slide forward. By changing the tilt state of the load-bearing frame 2 when the vehicle decelerates, the load-bearing frame 2 is controlled to change to a front-end raised state, which can suppress the tendency of the luggage on the load-bearing frame 2 to move forward. At the same time, it can prevent the luggage from mainly gathering in front of the load-bearing frame 2, thus aggravating the forward tilting tendency of the vehicle when decelerating.

[0054] See Figures 2-4 The lifting component 4 is connected to the support frame 1, and the lifting component 4 is located between the spoiler 3 and the bearing frame 2. A limit groove is provided on one side of the lifting component 4.

[0055] The support frame 2 is provided with rollers 401 that contact the lifting member 4. When the vehicle is decelerating, the support frame 2 slides through the limiting groove on the lifting member 4 via the rollers 401 and the end of the support frame 2 facing the wind is lifted.

[0056] When the vehicle decelerates, the support frame 2 will slide forward under the action of inertia. The front end of the support frame 2 is equipped with a roller 401, which contacts the limiting groove on the inner side of the lifting component 4. One end of the limiting groove in the lifting component 4 is inclined upward, and the height of the limiting groove near the windward side is higher than the height of the side near the support frame 2. When the support frame 2 moves along the limiting groove through the roller 401, the components of the support frame 2 change from a horizontal state to an inclined state with the windward side lifted, so as to prevent the luggage on the support frame 2 from sliding forward.

[0057] When the car is in a transport and deceleration state, under the action of gravity and inertia, the front end of the support frame 2 will slide down along the lifting member 4 via the roller 401, and the support frame 2 will change from the tilted state of the front end to the horizontal state to cope with the next deceleration of the car.

[0058] The limiting groove on the lifting component 4 is used to limit the direction and range of movement of the support frame 2, so as to prevent the front end of the support frame 2 from jumping due to changes in road conditions when the vehicle is traveling at a constant speed.

[0059] See Figures 2-3 The two ends of the connecting rod 301 are movably connected to the support frame 2 and the spoiler 3, respectively. When the vehicle is decelerating, the support frame 2 drives the spoiler 3 to deflect through the connecting rod 301.

[0060] The linkage 301 connects the spoiler 3 and the support frame 2. When the support frame 2 changes due to the vehicle's acceleration, it drives the spoiler 3 to move synchronously via the linkage 301. When the support frame 2 moves towards the side where the vehicle's windward side is located, the spoiler 3 deflects synchronously. With the lower pivot as the center of deflection, the upper part of the spoiler 3 deflects towards the side where the vehicle's windward side is located. After the spoiler 3 deflects, the airflow in contact with the spoiler 3 moves downwards under the guidance of the spoiler 3 to counteract the "head-down" phenomenon when the vehicle decelerates. Conversely, when the vehicle is decelerating or moving, the support frame 2 drives the spoiler 3 to return to its original position via the linkage 301. At this time, the airflow in contact with the spoiler 3 moves upwards under the guidance of the spoiler 3. The spoiler 3 guides the airflow to avoid impacting the luggage.

[0061] See Figure 2 and Figure 5 A sliding damping component 5 is provided between the support frame 1 and the bearing frame 2. The sliding damping component 5 is used to decelerate the bearing frame 2 when it is at the end of its sliding stroke.

[0062] The sliding damping component 5 is installed above the support frame 1 to protect the moving mechanism, which includes the support frame 2, the spoiler 3, and the connecting rod 301. It limits the speed of the moving mechanism at both the front and rear ends of its movement, preventing the moving mechanism from rapidly switching between a stationary state and a high-speed state in a short period of time. This would cause inertial impact due to rapid speed changes, which could lead to damage to the mechanism itself. At the same time, the sliding damping component 5 can filter the impact of short-term vehicle speed fluctuations on the moving structure, that is, the impact of changes such as vehicle acceleration and deceleration on the moving mechanism in a short period of time.

[0063] See Figures 6-7 The sliding damping component 5 includes,

[0064] Oil storage tank 501 is rotatably connected to support frame 1, and damping oil is stored in oil storage tank 501;

[0065] Piston plate 502 is disposed inside oil storage tank 501 and slidably connected to oil storage tank 501. Piston plate 502 divides the inner chamber of oil storage tank 501 into two separate chambers.

[0066] The central shaft 503 passes through one side wall of the oil storage tank 501 and connects to the piston plate 502 inside it. The other end of the central shaft 503 is connected to the support frame 2.

[0067] The flow channel 504 is formed on the inner wall of the oil storage tank 501. The flow channel 504 is used to connect the chambers on both sides of the piston plate 502. The flow cross section at both ends of the flow channel 504 is smaller than the flow cross section in the middle.

[0068] See Figures 6-8 An adjustment component 6 is provided inside the flow channel 504. The adjustment component 6 is used to adjust the size of the damping oil flow cross section inside the flow channel 504.

[0069] Piston plate 502 is connected to bearing frame 2 via central shaft 503, and oil storage tank 501 is connected to support frame 1. Piston plate 502 is slidably connected to oil storage tank 501. When bearing frame 2 is displaced due to inertia or gravity, bearing frame 2 drives piston plate 502 to slide in oil storage tank 501 via central shaft 503. Piston plate 502 divides the inner cavity of oil storage tank 501 into two oil storage chambers. The two oil storage chambers are connected by flow groove 504 opened on the inner wall of oil storage tank 501. When piston plate 502 slides in oil storage tank 501, piston plate 502 squeezes damping oil in oil storage chamber on one side of the movement direction. Damping oil in oil storage chamber on one side moves to oil storage chamber on the other side through flow groove 504.

[0070] The cross-sectional area of ​​the flow channel 504 at both ends is smaller than that in the middle region, and the length of the cross-sectional area in the middle region is greater than that at both ends. At the same time, the flow areas at both ends and the flow areas in the middle region are connected by a transition. The size and structure of the flow channel 504 are designed to change the volume of pressure-damped oil moving per unit time by changing the filter cross-section, thereby improving the damping effect in the movement of the support frame 2 and reducing the movement speed of the motion mechanism in the early and later stages of the movement.

[0071] Adjusting the settings of component 6 can change the direction of motion of the synchronous motion mechanism due to multiple changes in vehicle speed within a short period of time, which causes fluctuations in the direction of motion of the motion mechanism. By changing the width of the flow cross section, the range of fluctuation absorbed by the sliding damping component 5 can be changed, and the size of the range is inversely proportional to the width of the flow cross section.

[0072] See Figures 6-7 Adjustment component 6 includes,

[0073] A cross-sectional plate 601 is slidably disposed inside a flow channel 504, and the outer wall dimensions of the cross-sectional plate 601 match the inner wall dimensions of the flow channel 504.

[0074] The movable component 602 is used to drive the cross-sectional plate 601 to move, thereby changing the width of the cross-section of the flow channel 504.

[0075] Through holes 603 are provided at both ends of the cross-section plate 601. Through holes 603 are used to connect the two sides of the cross-section plate 601.

[0076] The outer wall dimensions of the cross-section plate 601 match the inner wall dimensions of the flow channel 504. When the cross-section plate 601 slides in the flow channel 504, the width of the flow channel 504 changes synchronously. The movable part 602 is used to control the sliding of the cross-section plate 601 in the flow channel. The sliding direction of the cross-section plate 601 is perpendicular to the sliding direction of the piston plate 502.

[0077] The cross-section plate 601 has through holes 603 at both ends. The through holes 603 are used to connect the two sides of the cross-section plate 601. The space on the side of the cross-section plate 601 closer to the piston plate 502 inside the oil storage tank 501 is the oil storage space, and the space on the side of the cross-section plate 601 away from the piston plate 502 inside the oil storage tank 501 is the compensation space. As the position of the cross-section plate 601 changes, the volume of the oil storage space changes synchronously. At this time, the damping oil in the compensation space can enter and exit the oil storage space synchronously through the through holes 603 to ensure that the cross-section plate 601 can slide in the flow channel 504.

[0078] The movable part 602 is a drive rod, which can actively adjust the width of the flow cross section.

[0079] See Figures 6-7 The movable part 602 is a spring 6021, and the two ends of the spring 6021 abut against the oil storage tank 501 and the cross-section plate 601, respectively.

[0080] By setting the spring 6021, the cross-section plate 601 can slide according to the intensity of the pressure. When the weight of the luggage on the support frame 2 is large, the kinetic energy generated by the inertia of the support frame 2 is greater, and the pressure fed back to the spring 6021 through the central shaft 503, damping oil and cross-section plate 601 is greater. At this time, the compression length of the spring 6021 is greater, thus realizing that the weight of the luggage on the support frame 2 is proportional to the sliding sensitivity of the sliding damping component 5.

[0081] See Figure 9 Several T-shaped support plates 201 are horizontally distributed below the support frame 2.

[0082] By setting the T-shaped shelf 201, the airflow below the support frame 2 is guided to move in a single direction. At the same time, there are gaps between the T-shaped shelf 201. As the luggage is guided away from the luggage by the spoiler 3, the airflow below the luggage is guided by the T-shaped shelf 201, resulting in the airflow speed above the luggage being less than the speed below the luggage. Under the action of the pressure difference, the luggage is pressed onto the support frame 2.

[0083] Working principle of the invention:

[0084] The spoiler 3 is rotatably connected to the support frame 1. When the vehicle is at a constant speed or accelerating, the spoiler 3 is at the first angle. When the vehicle is driving, the airflow in front of the vehicle comes into contact with the spoiler 3. The airflow is tilted upward under the guidance of the spoiler 3, guiding the airflow to bypass the luggage on the rear support frame 2 from above.

[0085] When the vehicle is decelerating, the spoiler 3 deflects from the first angle to the second angle. When the airflow in front of the vehicle comes into contact with the spoiler 3, the airflow moves downward at an angle under the guidance of the spoiler 3. As the vehicle decelerates, it will experience a "head-down" phenomenon due to inertia. The spoiler 3 changes the direction of airflow. At the same time, when the airflow comes into contact with the spoiler 3, the airflow will feed back an upward thrust to the spoiler 3. This thrust includes vertical lift, which helps to reduce the impact of the "head-down" effect.

[0086] When the vehicle is decelerating, a "head-down" phenomenon occurs, meaning the height in front of the vehicle is lower than the height behind. Simultaneously, the load-bearing frame 2 changes from a horizontal state to a forward-tilted state. Under the influence of inertia, the luggage on the load-bearing frame 2 tends to slide forward. By changing the tilt state of the load-bearing frame 2 when the vehicle decelerates, the load-bearing frame 2 is controlled to change to a front-end raised state, which can suppress the tendency of the luggage on the load-bearing frame 2 to move forward. At the same time, it can prevent the luggage from mainly gathering in front of the load-bearing frame 2, thus aggravating the forward tilting tendency of the vehicle when decelerating.

[0087] When the vehicle decelerates, the support frame 2 will slide forward under the action of inertia. The front end of the support frame 2 is equipped with a roller 401, which contacts the limiting groove on the inner side of the lifting component 4. One end of the limiting groove in the lifting component 4 is inclined upward, and the height of the limiting groove near the windward side is higher than the height of the side near the support frame 2. When the support frame 2 moves along the limiting groove through the roller 401, the components of the support frame 2 change from a horizontal state to an inclined state with the windward side lifted, so as to prevent the luggage on the support frame 2 from sliding forward.

[0088] When the car is in a transport and deceleration state, under the action of gravity and inertia, the front end of the support frame 2 will slide down along the lifting member 4 via the roller 401, and the support frame 2 will change from the tilted state of the front end to the horizontal state to cope with the next deceleration of the car.

[0089] The limiting groove on the lifting component 4 is used to limit the direction and range of movement of the support frame 2, so as to prevent the front end of the support frame 2 from jumping due to changes in road conditions when the vehicle is traveling at a constant speed.

[0090] The linkage 301 connects the spoiler 3 and the support frame 2. When the support frame 2 changes due to the vehicle's acceleration, it drives the spoiler 3 to move synchronously via the linkage 301. When the support frame 2 moves towards the side where the vehicle's windward side is located, the spoiler 3 deflects synchronously. With the lower pivot as the center of deflection, the upper part of the spoiler 3 deflects towards the side where the vehicle's windward side is located. After the spoiler 3 deflects, the airflow in contact with the spoiler 3 moves downwards under the guidance of the spoiler 3 to counteract the "head-down" phenomenon when the vehicle decelerates. Conversely, when the vehicle is decelerating or moving, the support frame 2 drives the spoiler 3 to return to its original position via the linkage 301. At this time, the airflow in contact with the spoiler 3 moves upwards under the guidance of the spoiler 3. The spoiler 3 guides the airflow to avoid impacting the luggage.

[0091] The sliding damping component 5 is installed above the support frame 1 to protect the moving mechanism, which includes the support frame 2, the spoiler 3, and the connecting rod 301. It limits the speed of the moving mechanism at both the front and rear ends of its movement, preventing the moving mechanism from rapidly switching between a stationary state and a high-speed state in a short period of time. This would cause inertial impact due to rapid speed changes, which could lead to damage to the mechanism itself. At the same time, the sliding damping component 5 can filter the impact of short-term vehicle speed fluctuations on the moving structure, that is, the impact of changes such as vehicle acceleration and deceleration on the moving mechanism in a short period of time.

[0092] Piston plate 502 is connected to bearing frame 2 via central shaft 503, and oil storage tank 501 is connected to support frame 1. Piston plate 502 is slidably connected to oil storage tank 501. When bearing frame 2 is displaced due to inertia or gravity, bearing frame 2 drives piston plate 502 to slide in oil storage tank 501 via central shaft 503. Piston plate 502 divides the inner cavity of oil storage tank 501 into two oil storage chambers. The two oil storage chambers are connected by flow groove 504 opened on the inner wall of oil storage tank 501. When piston plate 502 slides in oil storage tank 501, piston plate 502 squeezes damping oil in oil storage chamber on one side of the movement direction. Damping oil in oil storage chamber on one side moves to oil storage chamber on the other side through flow groove 504.

[0093] The cross-sectional area of ​​the flow channel 504 at both ends is smaller than that in the middle region, and the length of the cross-sectional area in the middle region is greater than that at both ends. At the same time, the flow areas at both ends and the flow areas in the middle region are connected by a transition. The size and structure of the flow channel 504 are designed to change the volume of pressure-damped oil moving per unit time by changing the filter cross-section, thereby improving the damping effect in the movement of the support frame 2 and reducing the movement speed of the motion mechanism in the early and later stages of the movement.

[0094] Adjusting the settings of component 6 can change the direction of motion of the synchronous motion mechanism due to multiple changes in vehicle speed within a short period of time, which causes fluctuations in the direction of motion of the motion mechanism. By changing the width of the flow cross section, the range of fluctuation absorbed by the sliding damping component 5 can be changed, and the size of the range is inversely proportional to the width of the flow cross section.

[0095] The outer wall dimensions of the cross-section plate 601 match the inner wall dimensions of the flow channel 504. When the cross-section plate 601 slides in the flow channel 504, the width of the flow channel 504 changes synchronously. The movable part 602 is used to control the sliding of the cross-section plate 601 in the flow channel. The sliding direction of the cross-section plate 601 is perpendicular to the sliding direction of the piston plate 502.

[0096] The cross-section plate 601 has through holes 603 at both ends. The through holes 603 are used to connect the two sides of the cross-section plate 601. The space on the side of the cross-section plate 601 closer to the piston plate 502 inside the oil storage tank 501 is the oil storage space, and the space on the side of the cross-section plate 601 away from the piston plate 502 inside the oil storage tank 501 is the compensation space. As the position of the cross-section plate 601 changes, the volume of the oil storage space changes synchronously. At this time, the damping oil in the compensation space can enter and exit the oil storage space synchronously through the through holes 603 to ensure that the cross-section plate 601 can slide in the flow channel 504.

[0097] The movable part 602 is a drive rod, which can actively adjust the width of the flow cross section.

[0098] By setting the spring 6021, the cross-section plate 601 can slide according to the intensity of the pressure. When the weight of the luggage on the support frame 2 is large, the kinetic energy generated by the inertia of the support frame 2 is greater, and the pressure fed back to the spring 6021 through the central shaft 503, damping oil and cross-section plate 601 is greater. At this time, the compression length of the spring 6021 is greater, thus realizing that the weight of the luggage on the support frame 2 is proportional to the sliding sensitivity of the sliding damping component 5.

[0099] By setting the T-shaped shelf 201, the airflow below the support frame 2 is guided to move in a single direction. At the same time, there are gaps between the T-shaped shelf 201. As the luggage is guided away from the luggage by the spoiler 3, the airflow below the luggage is guided by the T-shaped shelf 201, resulting in the airflow speed above the luggage being less than the speed below the luggage. Under the action of the pressure difference, the luggage is pressed onto the support frame 2.

[0100] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0101] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A car roof rack with aerodynamic function, characterized in that: include, Support frame (1) is installed above the vehicle; The support frame (2) is positioned above the support frame (1); A spoiler (3) is disposed on the windward side of the support frame (1). The spoiler (3) is rotatably connected to the support frame (1). The spoiler (3) has a first angle and a second angle. When the vehicle is in a constant speed and acceleration state, the spoiler (3) is in the first angle and the spoiler (3) guides the airflow to tilt upward. When the vehicle is in a deceleration state, the spoiler (3) is in the second angle and the spoiler (3) guides the airflow to tilt downward.

2. A car roof rack with aerodynamic function according to claim 1, characterized in that: The carrier frame (2) is movably connected to the support frame (1). When the vehicle is in a constant speed and acceleration state, the carrier frame (2) is in a horizontal state. When the vehicle is decelerating, the end of the support frame (2) facing the wind is raised.

3. A car roof rack with aerodynamic function according to claim 1, characterized in that: It also includes the lifting component (4), which is connected to the support frame (1), and the lifting component (4) is located between the spoiler (3) and the bearing frame (2), and a limit groove is provided on one side of the lifting component (4); The support frame (2) is provided with rollers (401) that contact the lifting member (4). When the vehicle is in a deceleration state, the support frame (2) slides through the rollers (401) in the limiting groove on the lifting member (4) and the end of the support frame (2) facing the wind is lifted.

4. A car roof rack with aerodynamic function according to claim 3, characterized in that: It also includes the connecting rod (301), whose two ends are movably connected to the support frame (2) and the spoiler (3) respectively. When the vehicle is in a deceleration state, the support frame (2) drives the spoiler (3) to deflect through the connecting rod (301).

5. A car roof rack with aerodynamic function according to claim 4, characterized in that: A sliding damping assembly (5) is provided between the support frame (1) and the bearing frame (2), and the sliding damping assembly (5) is used to decelerate the bearing frame (2) when the bearing frame (2) is at the end of the sliding stroke.

6. A car roof rack with aerodynamic function according to claim 5, characterized in that: The sliding damping component (5) includes, An oil storage tank (501) is rotatably connected to a support frame (1), and the oil storage tank (501) contains damping oil; A piston plate (502) is disposed inside an oil storage tank (501) and is slidably connected to the oil storage tank (501). The piston plate (502) divides the inner chamber of the oil storage tank (501) into two separate chambers. The central shaft (503) passes through one side wall of the oil storage tank (501) and is connected to the piston plate (502) inside it. The other end of the central shaft (503) is connected to the support frame (2). A flow channel (504) is formed on the inner wall of the oil storage tank (501). The flow channel (504) is used to connect the chambers on both sides of the piston plate (502). The flow cross section at both ends of the flow channel (504) is smaller than the flow cross section in the middle.

7. A car roof rack with aerodynamic function according to claim 6, characterized in that: An adjustment component (6) is provided inside the flow channel (504), which is used to adjust the size of the damping oil flow cross section inside the flow channel (504).

8. A car roof rack with aerodynamic function according to claim 7, characterized in that: The adjustment component (6) includes, A cross-sectional plate (601) is slidably disposed inside a flow channel (504), wherein the outer wall dimensions of the cross-sectional plate (601) match the inner wall dimensions of the flow channel (504); The movable component (602) is used to drive the cross-sectional plate (601) to move in order to change the cross-sectional width of the flow channel (504); Through holes (603) are provided at both ends of the cross-section plate (601), and the through holes (603) are used to connect the two sides of the cross-section plate 601.

9. A car roof rack with aerodynamic function according to claim 8, characterized in that: The movable part (602) is a spring (6021), and the two ends of the spring (6021) abut against the oil storage tank (501) and the cross-section plate (601) respectively.

10. A car roof rack with aerodynamic function according to claim 1, characterized in that: Several T-shaped frame plates (201) are horizontally distributed below the support frame (2).

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