Carbon fiber composite material automobile top wing

Abstract

This utility model relates to the field of automotive roof spoiler technology, specifically disclosing a carbon fiber composite automotive roof spoiler, including a roof spoiler mechanism, with an adjustment component provided on one side of the roof spoiler mechanism; the roof spoiler mechanism includes a roof spoiler frame and a notch. The roof spoiler of this design provides moderate downforce at high speeds when the angle is small, balancing stability and fuel efficiency; at larger angles, it significantly increases downforce and enhances grip, making it suitable for aggressive driving scenarios. The symmetrical distribution and triangular structure design of the first and second airflow guides effectively guide airflow to both sides, reducing airflow separation and forming a more stable flow field. The slope design further optimizes the airflow contact surface, reducing wind resistance and deformation risk. The roof spoiler adopts a multi-layer composite structure design: the outer carbon fiber layer provides high specific strength and corrosion resistance, the middle aluminum alloy layer absorbs impact and balances thermal deformation, the polyurethane foam layer suppresses vibration, and the PVC core material contributes bending stiffness.

Description

Technical Field

[0001] This utility model relates to the field of automotive roof wing technology, and specifically discloses a carbon fiber composite automotive roof wing. Background Technology

[0002] As an important aerodynamic device, the car roof spoiler has received increasing attention in automotive design in recent years. It not only enhances the vehicle's sportiness and visual impact, but more importantly, it plays a key role in improving the vehicle's aerodynamic performance, stability, and handling.

[0003] The main function of a top wing is to guide airflow and reduce air resistance, thereby improving fuel efficiency and top speed. Simultaneously, the top wing generates downforce, especially at high speeds, which helps improve vehicle grip and stability, reducing the feeling of drifting at high speeds. For example, the utility model patent with authorization announcement number CN222921669U discloses a technology in the field of automotive rear wing technology, specifically an adjustable automotive rear wing metal casting, including a main wing plate. Both ends of the main wing plate have grooves along their length. Secondary wing plates are slidably installed at both grooves, and multiple fixing grooves are formed along the length of the bottom of each of the two secondary wing plates. Side wing plates are fixed to the ends of the two secondary wing plates that are far apart from each other. Fixing parts are fixed at both ends of the bottom of the main wing plate. The top of a fixing plate passes through a fixing seat and slides sequentially through the top of the fixing seat and the top of the bracket, and the top of the fixing plate can slide through the bottom of the main wing plate and engage with the corresponding fixing groove. This utility model allows the ailerons to slide within grooves at both ends of the main wing, facilitating adjustment of the ailerons' extension and retraction to meet the needs of different vehicle models. Simultaneously, the insertion and engagement of the fixing plate with fixing slots at different positions limits the adjusted ailerons, ensuring their installation stability. Currently, besides racing cars and other competition vehicles that install roof wings, some vehicles have additional roof wing structures added. This includes vehicles used for off-road adventures and special-purpose vehicles such as police cars or ambulances. In emergency situations, ensuring vehicle safety at high speeds is crucial. These roof wings typically have fixed angles during installation, making adjustment impossible to adapt to different road conditions. Furthermore, most rear wings are made of single-piece metal panels, which, with continuous use, do not provide optimal airflow guidance and are prone to damage. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide a carbon fiber composite automotive roof spoiler to solve the problem that the roof spoiler angle cannot be adjusted according to actual needs when installed on some vehicles, and the problem that roof spoilers made of single metal materials are prone to corrosion.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a carbon fiber composite automotive roof wing, including a roof wing mechanism, wherein an adjustment component is provided on one side of the roof wing mechanism;

[0006] The top wing mechanism includes a top wing frame and a notch;

[0007] The adjustment assembly includes a positioning sleeve, a pin, and a pin head.

[0008] Furthermore, a notch is provided on one side of the top wing frame, and bearings penetrating the top wing frame are provided on both sides of the notch. The same shaft is provided inside the bearings distributed along both sides. The surface of the shaft is interference-fitted with the inner ring wall of any bearing. A top wing plate is provided on the surface of the shaft, and a slope is provided at the end of the top wing plate.

[0009] Furthermore, several flow guide blocks are distributed on both sides of the upper end of the top wing plate. The flow guide blocks are inclined and symmetrically distributed along both sides of the top wing plate. The ends of the flow guide blocks are provided with sharp points. A flow guide block is provided in the middle of the top wing plate. The flow guide block is triangular in structure.

[0010] Furthermore, mounting brackets are distributed on both sides of the lower end of the top wing frame, and an extension section is provided at the bottom of the mounting bracket. A mounting hole is provided on the extension section of the mounting bracket, and the inner wall surface of the mounting hole is smooth or threaded.

[0011] Furthermore, a reinforcing frame is provided in the middle of the top wing frame, and a second mounting hole is provided on the surface of the reinforcing frame, which penetrates the interior. The inner wall surface of the second mounting hole is smooth or threaded.

[0012] Furthermore, the top wing plate sequentially comprises an outer layer, a first reinforcing layer, a second reinforcing layer, and a core layer. The surface of the first reinforcing layer has several through holes, which can further reduce the weight of the first reinforcing layer. The surface of the core layer is covered with the second reinforcing layer, the outside of the second reinforcing layer is wrapped with the first reinforcing layer, and the surface of the first reinforcing layer is covered with the outer layer. The top wing plate, mounting bracket, and reinforcing bracket have the same structural composition as the top wing frame.

[0013] Furthermore, the positioning sleeve is located on a mounting bracket distributed on one side. The outer ring wall of the positioning sleeve is fixed to the mounting bracket by a bracket. A pin is slidably connected inside the positioning sleeve. A pin head is provided at the lower end of the pin. A spring is wound around the surface of the pin. The two ends of the spring are fixedly installed to the end face of the positioning sleeve and the surface of the pin head, respectively.

[0014] Furthermore, a connecting seat is provided at one end of the shaft, and a plurality of positioning seats are distributed on the outer ring wall of the connecting seat. The plurality of positioning seats are distributed equidistantly in a ring on the surface of the connecting seat, and the end of the pin away from the pin head slides into and connects with any one of the positioning seats.

[0015] The working principle and beneficial effects of this solution are as follows: 1. The top wing of this solution can provide moderate downforce at high speeds when the angle is small, balancing stability and fuel efficiency; at larger angles, it can significantly increase downforce and enhance grip, making it suitable for aggressive driving scenarios. The symmetrical distribution and triangular structure design of the first and second guide blocks effectively guide the airflow to split to both sides, reducing airflow separation and forming a more stable flow field. The slope design further optimizes the airflow contact surface, reducing wind resistance and deformation risk.

[0016] 2. As described in 1, the top wing plate adopts a multi-layer composite structure design. The outer carbon fiber provides high specific strength and corrosion resistance, the middle aluminum alloy layer absorbs impact and balances thermal deformation, the polyurethane foam layer suppresses vibration, and the PVC core material contributes bending stiffness. This combination significantly reduces weight while ensuring structural strength. It is more economical and has better impact resistance than a single carbon fiber solution. The through-hole design further reduces the weight of the aluminum alloy layer, and the synergistic effect of each layer of materials avoids the problem of uneven curing that is prone to occur in thick carbon fiber lay-up.

[0017] 3. As described in section 2, the spring and pin mechanism of the adjustment component enable the rapid locking and releasing of the top wing plate angle. The positioning sleeve and the equidistantly distributed positioning seats in a ring ensure that the accuracy of each angle adjustment is 15 degrees, meeting the refined needs of different driving scenarios. The automatic spring reset function eliminates the manual locking step. During operation, only one hand is needed to pull the pin head to complete the switching, which is simple, convenient and stable.

[0018] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0019] Figure 1 This is a schematic diagram showing the distribution of the various mechanisms in the embodiment;

[0020] Figure 2 This is a schematic diagram of the overall structure of the embodiment;

[0021] Figure 3 This is a schematic diagram showing the position of the reinforcing frame in an embodiment;

[0022] Figure 4 This is a schematic diagram of the position of the adjustment component in an embodiment;

[0023] Figure 5 For the example Figure 4 Enlarged view of point A;

[0024] Figure 6This is a schematic diagram of the assembly of each layer of the top wing plate in an embodiment.

[0025] The following are the markings in the attached diagram: 1. Top wing mechanism; 2. Adjustment assembly; 10. Top wing frame; 11. Notch; 12. Bearing; 13. Shaft; 14. Top wing plate; 15. Slope; 16. Guide block one; 17. Tip; 18. Guide block two; 1001. Mounting bracket; 1002. Mounting hole one; 1003. Reinforcing frame; 1004. Mounting hole two; 1401. Outer layer; 1402. Reinforcing layer one; 1403. Through hole; 1404. Reinforcing layer two; 1405. Core layer; 20. Positioning sleeve; 21. Pin; 22. Pin head; 23. Spring; 24. Connecting seat; 25. Positioning seat. Detailed Implementation

[0026] The following detailed description illustrates the specific implementation method:

[0027] Example

[0028] like Figures 1 to 6 As shown, a carbon fiber composite car roof wing is disclosed, including a roof wing mechanism 1, and an adjustment component 2 is provided on one side of the roof wing mechanism 1;

[0029] Top wing mechanism 1 includes top wing frame 10 and notch 11;

[0030] The adjustment assembly 2 includes a positioning sleeve 20, a pin 21, and a pin head 22.

[0031] A notch 11 is provided on one side of the top wing 10, forming a U-shaped structure. Bearings 12, penetrating the top wing 10, are provided on both sides of the notch 11. The outer ring wall of the bearing 12 is fixed to the top wing 10 with screws. The same shaft 13 is installed inside each of the bearings 12 distributed along both sides. The surface of the shaft 13 is interference-fitted with the inner ring wall of any bearing 12. A top wing plate 14 is provided on the surface of the shaft 13, and the connection between the top wing plate 14 and the shaft 13 is fixed with screws. The shaft 13 can rotate based on the bearings 12, allowing the top wing plate 14 to rotate synchronously with the shaft 13. This allows for adjustment of grip and wind resistance based on the rotation angle of the top wing plate 14 during vehicle operation. For example, when the angle of the top wing 14 is 15 degrees, the downforce generated by the smaller angle is relatively small, but it is enough to provide a certain stability at high speeds. The air resistance is relatively small, and it has little impact on the vehicle's fuel efficiency. When the angle of the top wing 14 is 45 degrees, the downforce generated by the larger angle increases significantly, which is very effective in improving the vehicle's grip and stability. The airflow separation phenomenon is more obvious, and the top wing interferes with the airflow more. It is suitable for use when the maximum downforce is required. The end of the top wing 14 is provided with a slope 15, which faces the front of the vehicle. The slope 15 can better guide the airflow when it flows over, avoiding the situation where the top wing 14 is subjected to excessive wind pressure and deformed due to a wide contact surface with the airflow.

[0032] Several airflow guide blocks 16 are distributed on both sides of the upper end of the top wing 14. The airflow guide blocks 16 are fixed to the surface of the top wing 14 with screws. Several airflow guide blocks 16 are distributed along one side of the top wing 14, and are inclined relative to the vehicle's forward direction of travel. The airflow guide blocks 16 distributed symmetrically along both sides of the top wing 14 can effectively split the airflow to both sides when it passes over the top wing 14, thereby minimizing airflow separation at the upper end of the top wing 14. This helps to form a smoother and more stable airflow, thus improving the overall aerodynamic performance of the top wing. By optimizing the airflow, the airflow guide blocks can increase the downforce generated by the top wing, which helps to improve the vehicle's grip at high speeds. To improve stability and reduce the feeling of drifting when the vehicle is traveling at high speeds, thus enhancing driving safety, the end of the first guide block 16 is provided with a pointed tip 17. This tip prevents the end face from being too wide and creating wind resistance when airflow passes over the first guide block 16, further improving the guidance and diversion of airflow by the first guide block 16. The second guide block 18 is provided in the middle of the top wing plate 14. The second guide block 18 is fixed to the surface of the top wing plate 14 with screws. The second guide block 18 has a triangular structure, and its two sides are arranged parallel to the first guide blocks 16 distributed on both sides of the top wing plate 14. The second guide block 18 can assist in diverting airflow in the gap area in the middle of the first guide blocks 16 distributed on both sides, ensuring the overall operational safety of the top wing plate 14 during vehicle operation.

[0033] Mounting brackets 1001 are distributed on both sides of the lower end of the top wing frame 10. The mounting brackets 1001 and the top wing frame 10 are integral structures. The bottom of the mounting bracket 1001 is provided with an extension section. The lower end of the mounting bracket 1001 is set to fit against the surface of the vehicle roof. Mounting holes 1002 are provided on the extension section of the mounting bracket 1001. Each mounting bracket 1001 is provided with two mounting holes 1002. The inner wall surface of the mounting hole 1002 is smooth or threaded. The mounting bracket 1001 is installed on the vehicle roof by screws passing through the mounting holes 1002. The installation stability of the top wing frame 10 and the vehicle roof can be ensured by fixing the two mounting brackets 1001.

[0034] A reinforcing frame 1003 is provided in the middle of the top wing frame 10. The lower end of the reinforcing frame 1003 is fitted to the surface of the roof. The reinforcing frame 1003 and the top wing frame 10 are an integral structure. The surface of the reinforcing frame 1003 has two mounting holes 1004 that penetrate through it. The inner wall of the mounting holes 1004 is smooth or threaded. The reinforcing frame 1003 is fixed to the roof by screws or bolts through the mounting holes 1004. The reinforcing frame 1003 can further improve the stability of the middle position of the top wing frame 10 and the roof.

[0035] The top wing plate 14 sequentially comprises an outer layer 1401, a first reinforcing layer 1402, a second reinforcing layer 1404, and a core layer 1405. The surface of the first reinforcing layer 1402 has several through holes 1403, which further reduce the weight of the first reinforcing layer 1402. The surface of the core layer 1405 is covered by the second reinforcing layer 1404, which is wrapped around the first reinforcing layer 1402. The surface of the first reinforcing layer 1402 is covered by the outer layer 1401, which is made of carbon fiber. The first reinforcing layer 1402 is made of thin aluminum alloy plate, the second reinforcing layer 1404 is made of polyurethane foam, and the core layer 1405 is made of high-strength PVC. Carbon fiber has extremely high specific strength, which can significantly reduce the weight of the top wing while maintaining excellent structural rigidity, making it suitable for withstanding aerodynamic loads and resisting rain and ultraviolet rays. External radiation and chemical corrosion extend service life. The ductility of aluminum alloy can absorb local impacts, such as flying stones and foreign objects, protecting the internal structure. The good thermal conductivity of aluminum alloy can evenly distribute temperature and avoid thermal deformation. Foam material absorbs vibration energy and reduces the risk of flutter caused by high-speed airflow. The closed-cell structure can provide additional heat insulation and noise reduction functions. The PVC foam core material has low density but high compression and shear strength, providing bending stiffness and avoiding wing deformation. If a single layer of carbon fiber and a single layer of thickened carbon fiber top wing achieve the effect of a multi-layer composite structure, the carbon fiber thickness needs to be greatly increased to meet the stiffness requirements, which increases the cost. Without the impact absorption of aluminum alloy and foam layer, brittle fracture is likely to occur. Thick carbon fiber layup is prone to uneven resin curing or delamination. The top wing plate 14, mounting frame 1001 and reinforcing frame 1003 have the same structural composition as the top wing frame 10.

[0036] The positioning sleeve 20 is located on the mounting bracket 1001 distributed on one side. The outer ring wall of the positioning sleeve 20 is fixed to the mounting bracket 1001 by a bracket. The positioning sleeve 20 is slidably sleeved with a pin 21. The lower end of the pin 21 is provided with a pin head 22. The connection position between the pin head 22 and the pin 21 is fixed by welding. The surface of the pin 21 is wound with a spring 23. The two ends of the spring 23 are fixedly installed to the end face of the positioning sleeve 20 and the surface of the pin head 22, respectively. When it is necessary to operate the pin 21, the pin head 22 can be stretched and released by manually pulling the pin head. Through the reset effect of the spring 23, the extension and retraction reset of the pin 21 can be stabilized.

[0037] A connecting seat 24 is provided at one end of the shaft 13. The connecting seat 24 and the shaft 13 are fixed by welding. Several positioning seats 25 are distributed on the outer ring wall of the connecting seat 24. One end of the positioning seat 25 is welded to the surface of the connecting seat 24. The positioning seats 25 are distributed equidistantly in a ring on the surface of the connecting seat 24. The end of the pin 21 away from the pin head 22 slides and engages with any one of the positioning seats 25. When it is necessary to rotate the shaft 13 or adjust the angle of the top wing plate 14, the pin head 22 is pulled, so that the pin 21 can extend and retract relative to the positioning sleeve 20, thereby allowing... Spring 23 is stretched, thereby separating pin 21 from the current positioning seat 25. The angle of top wing plate 14 can be adjusted by rotating shaft 13 based on bearing 12, so that connecting seat 24 can rotate synchronously with multiple positioning seats 25. When pin 21 corresponds to the position of positioning seat 25 in the new position, the reset effect of spring 23 causes pin 21 to be inserted into the positioning seat 25 in the new position, thereby fixing the angle of top wing plate 14. When adjacent positioning seats 25 and pin 21 are switched to be inserted, the rotation angle of top wing plate 14 is adjusted to 15 degrees.

[0038] In practice

[0039] In this design, the top wing mechanism 1 forms a U-shaped structure through the notch 11 on the top wing frame 10. The bearings 12 on both sides fix the shaft 13 and allow it to rotate. The shaft 13 is rigidly connected to the top wing plate 14, so that the top wing plate 14 can rotate synchronously with the shaft 13. When the vehicle is in motion, adjusting the angle of the top wing plate 14 can change the aerodynamic characteristics: at 15 degrees, the smaller frontal surface generates moderate downforce, balancing stability and fuel efficiency; at 45 degrees, the downforce is greatly increased to enhance high-speed grip, but the wind resistance increases significantly. The slope 15 at the end of the top wing plate 14 guides the airflow to a smooth transition, avoiding wind pressure concentration that could lead to deformation. The first guide block 16 and the second guide block 18 work together. The former splits the airflow to both sides through the inclined tip 17, reducing turbulence; the latter fills the gap between the first guide blocks 16, ensuring uniform airflow distribution, thereby increasing the overall downforce and reducing wind resistance.

[0040] The top wing panel 14 adopts a four-layer composite structure: the outer layer 1401 is carbon fiber, which provides high specific strength and corrosion resistance; the first reinforcing layer 1402 is an aluminum alloy plate with through holes 1403, which reduces weight and absorbs impact; the second reinforcing layer 1404 is polyurethane foam, which suppresses vibration and provides thermal insulation; the core layer 1405 is high-strength PVC, which supports the overall bending stiffness. The carbon fiber outer layer 1401 directly bears aerodynamic loads, the aluminum alloy first reinforcing layer 1402 disperses local stress through ductility, the foam layer absorbs high-frequency vibration energy, and the PVC core layer 1405 prevents the wing surface from bending and deforming.

[0041] The adjustment component 2 achieves angle locking by engaging the pin 21 inside the positioning sleeve 20 with the annular positioning seat 25 on the connecting seat 24. Under normal conditions, the spring 23 pushes the pin 21 into the positioning seat 25 to fix the position of the shaft 13 and the top wing plate 14. When adjustment is required, manually pull the pin head 22 to disengage the pin 21 from the current positioning seat 25, and the shaft 13 can rotate freely. Each time a positioning seat 25 is switched, the top wing plate changes by 15 degrees. After adjustment, release the pin head 22, and the spring 23 resets to allow the pin 21 to insert into the new positioning seat 25 to complete the locking.

[0042] The above description is merely an embodiment of this utility model, and common knowledge such as specific structures and characteristics in the solution is not described in detail here. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model, and these should also be considered within the protection scope of this utility model. These modifications and improvements will not affect the effectiveness of the implementation of this utility model or its practicality.

Claims

1. A carbon fiber composite automotive roof wing, characterized in that: It includes a top wing mechanism, and an adjustment component is provided on one side of the top wing mechanism; The top wing mechanism includes a top wing frame and a notch; The adjustment assembly includes a positioning sleeve, a pin, and a pin head.

2. The carbon fiber composite automotive roof wing according to claim 1, characterized in that: The top wing frame has a notch on one side, and bearings that penetrate the top wing frame are provided on both sides of the notch. The bearings distributed along both sides are all provided with the same shaft. The surface of the shaft is interference-fitted with the inner ring wall of any bearing. The surface of the shaft is provided with a top wing plate, and the end of the top wing plate is provided with a slope.

3. The carbon fiber composite automotive roof wing according to claim 2, characterized in that: Several flow guide blocks are distributed on both sides of the upper end of the top wing plate. The flow guide blocks are inclined and symmetrically distributed along both sides of the top wing plate. The ends of the flow guide blocks are provided with sharp points. A flow guide block is provided in the middle of the top wing plate. The flow guide block is triangular in structure.

4. A carbon fiber composite automotive roof wing according to claim 3, characterized in that: Mounting brackets are distributed on both sides of the lower end of the top wing frame. An extension section is provided at the bottom of the mounting bracket. A mounting hole is provided on the extension section of the mounting bracket. The inner wall surface of the mounting hole is smooth or threaded.

5. A carbon fiber composite automotive roof wing according to claim 4, characterized in that: The top wing frame has a reinforcing frame in the middle. The surface of the reinforcing frame has a second mounting hole that penetrates through it. The inner wall of the second mounting hole is smooth or threaded.

6. A carbon fiber composite automotive roof wing according to claim 2, characterized in that: The top wing plate sequentially comprises an outer layer, a first reinforcing layer, a second reinforcing layer, and a core layer. The surface of the first reinforcing layer has several through holes, which can further reduce the weight of the first reinforcing layer. The surface of the core layer is covered by the second reinforcing layer, and the outside of the second reinforcing layer is wrapped with the first reinforcing layer. The surface of the first reinforcing layer is covered by the outer layer. The top wing plate, mounting frame, and reinforcing frame have the same structural composition as the top wing frame.

7. A carbon fiber composite automotive roof wing according to claim 1, characterized in that: The positioning sleeve is located on a mounting bracket distributed on one side. The outer ring wall of the positioning sleeve is fixed to the mounting bracket by a bracket. A pin is slidably connected inside the positioning sleeve. A pin head is provided at the lower end of the pin. A spring is wound around the surface of the pin. The two ends of the spring are fixedly installed to the end face of the positioning sleeve and the surface of the pin head, respectively.

8. A carbon fiber composite automotive roof wing according to claim 2, characterized in that: One end of the shaft is provided with a connecting seat, and several positioning seats are distributed on the outer ring wall of the connecting seat. The several positioning seats are distributed equidistantly in a ring on the surface of the connecting seat, and the end of the pin away from the pin head slides into and connects with any one of the positioning seats.

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