Commercial vehicle fairing assembly and vehicle having same

Abstract

The utility model provides a kind of commercial vehicle fairing assembly and vehicle with it, comprising: top fairing assembly, top fairing assembly is connected with cockpit;First side fairing assembly, first side fairing assembly is set in top fairing assembly lower part, and first side fairing assembly is connected with at least one of top fairing assembly and cockpit;Second side fairing assembly, second side fairing assembly is set below top fairing assembly, and second side fairing assembly is connected with at least one of top fairing assembly and cockpit, and second side fairing assembly is spaced apart with first side fairing assembly;Deflector plate decorative cover assembly, deflector plate decorative cover assembly is spaced apart with top fairing assembly and second side fairing assembly, and deflector plate decorative cover assembly is connected with first side fairing assembly. Application the utility model, solve the problem that the overall fairing of prior art has increased maintenance cost and inconvenient maintenance.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body technology, and more specifically, to a commercial vehicle fairing assembly and a vehicle having the same. Background Technology

[0002] In the commercial vehicle sector, especially for models designed for long-distance transportation, aerodynamic performance is crucial for improving fuel economy and driving stability. As an important component in improving vehicle aerodynamic characteristics, the fairing structure's design directly impacts the vehicle's drag coefficient and aerodynamic efficiency.

[0003] However, in existing technologies, most commercial vehicle fairing assemblies are one-piece designs. While integrated fairings optimize appearance and reduce wind resistance to some extent, they have significant shortcomings in installation, maintenance, and cost control. When a one-piece fairing suffers localized damage, the entire fairing assembly typically needs to be replaced, which not only increases maintenance costs but also complicates repair work. Furthermore, the installation of a one-piece fairing requires more complex support and connection structures, which not only adds extra weight to the vehicle but also increases manufacturing costs.

[0004] There is currently no effective solution to the above problems. Utility Model Content

[0005] The main objective of this invention is to provide a commercial vehicle fairing assembly and a vehicle having the same, in order to solve the problems of increased maintenance costs and inconvenience caused by the integrated fairing in the prior art.

[0006] To achieve the above objectives, according to one aspect of the present invention, a commercial vehicle fairing assembly is provided, comprising: a top fairing assembly connected to a driver's cabin; a first side fairing assembly disposed below the top fairing assembly and connected to at least one of the top fairing assembly and the driver's cabin; a second side fairing assembly disposed below the top fairing assembly and connected to at least one of the top fairing assembly and the driver's cabin, the second side fairing assembly being spaced apart from the first side fairing assembly; and a deflector trim assembly spaced apart from the top fairing assembly and the second side fairing assembly, the deflector trim assembly being connected to the first side fairing assembly.

[0007] Furthermore, the outer side of at least one of the first side fairing assembly and the second side fairing assembly is flush with the side of the cockpit.

[0008] Furthermore, the top fairing assembly includes: a top deflector assembly, the first end of which is movably connected to the top of the cockpit; and a top support assembly, the second end of which is connected to one end of the cockpit via the top support assembly. The top support assembly is adjusted to give the top deflector assembly an initial position at a preset distance from the first side fairing assembly, and the top deflector assembly has a working position that is away from or close to the first side fairing assembly.

[0009] Furthermore, the top support assembly includes: a first sliding unit, which is spaced apart from the first side fairing assembly, the second side fairing assembly, and the deflector decorative cover assembly; the base of the first sliding unit is connected to one of the top deflector assembly and the cockpit; and the actuating end of the first sliding unit is connected to the other of the top deflector assembly and the cockpit. A second sliding unit is also spaced apart from the first sliding unit, the first side fairing assembly, the second side fairing assembly, and the deflector decorative cover assembly. The second sliding unit and the first sliding unit are positioned relative to the top... The top deflector assembly is symmetrically arranged along its structural centerline. The base of the second sliding unit is connected to one of the top deflector assembly and the cockpit, and the actuating end of the second sliding unit is connected to the other of the top deflector assembly and the cockpit; and / or; the top deflector assembly includes: a top deflector body, one end of which is hinged to the top of the cockpit; a first top support rod connected to the inner side of the top deflector body; and a second top support rod, the first top support rod and the second top support rod being spaced apart and connected to the inner side of the top deflector body.

[0010] Further, the first side fairing assembly includes: a first side deflector assembly, which is spaced apart from the top deflector assembly and the second side fairing assembly, and is connected to the deflector decorative cover assembly; a first side support assembly, which is spaced apart from the top deflector assembly, the deflector decorative cover assembly, and the second side fairing assembly, and is connected to the cockpit via the first side support assembly; and / or; the second side fairing assembly includes: a second side deflector assembly, which is spaced apart from the first side deflector assembly and the top deflector assembly; a second side support assembly, which is spaced apart from the top deflector assembly, the deflector decorative cover assembly, and the first side fairing assembly, and is connected to the cockpit via the second side support assembly.

[0011] Further, the first side deflector assembly includes: a first side deflector, the first side deflector being spaced apart from the deflector decorative cover assembly, the first side deflector being connected to a first side support assembly, and a first end of the first side deflector engaging with a first end of the top deflector assembly; a second side deflector, the second side deflector being spaced apart from the top deflector assembly, the second side deflector being connected to the first side support assembly, and one end of the second side deflector being connected to a second end of the first side deflector; and / or; the second side deflector assembly includes: a third side deflector... A third side guide plate is spaced apart from the first side guide plate, the second side guide plate, and the guide plate decorative cover assembly. The third side guide plate is connected to the second side support assembly, and the first end of the third side guide plate mates with the second end of the top guide plate assembly. A fourth side guide plate is spaced apart from the top guide plate assembly, the first side guide plate, the second side guide plate, and the guide plate decorative cover assembly. The fourth side guide plate is connected to the second side support assembly, and one end of the fourth side guide plate is connected to the second end of the third side guide plate.

[0012] Further, the first side support assembly includes: a first side support rod, which is spaced apart from the first side deflector, with a first end connected to the rear end of the cockpit and a second end connected to the second side deflector; a second side support rod, which is spaced apart from the first side support rod, with a first end connected to the rear end of the cockpit and a second end connected to the second side deflector; a first side connecting rod, which is disposed between the first side support rod and the second side support rod, and connected to the second side support rod via the first side connecting rod; and a first angular connecting rod, which connects the cockpit and the second side deflector, and is respectively connected to the first side deflector. Support rods, second side support rods, and first side connecting rods are spaced apart; a first irregular connecting rod is spaced apart from the first side support rod, second side support rod, first side connecting rod, and first angled connecting rod, and the first side deflector is connected to the cockpit via the first irregular connecting rod; a first connecting seat is spaced apart from the first side support rod, second side support rod, first side connecting rod, first side connecting rod, and first irregular connecting rod, and the first connecting seat is connected to the first side deflector; a first connecting rod is spaced apart from the first side support rod, second side support rod, first side connecting rod, first side connecting rod, and first irregular connecting rod, the first end of the first connecting rod is connected to the cockpit, and the second end of the first connecting rod is connected to the first connecting seat.

[0013] Furthermore, the second side support assembly includes: multiple angled connecting rods, with the cockpit and the second side deflector connected via these multiple angled connecting rods; a third side support rod, with the second side support rods spaced apart from the angled connecting rods, the first end of the third side support rod connected to the rear end of the cockpit, and the second end of the second side support rod connected to the third side support rod; a second side connecting rod, with the third side support rod connected to at least one of the multiple angled connecting rods via the second side connecting rod; and a second irregularly shaped connecting rod, with the second irregularly shaped connecting rod connected to the third side support rod via the third side support rod. The struts, second side connecting rods, and angle connecting rods are spaced apart. The third side deflector is connected to the cockpit via a second irregular connecting rod. The second connecting seat is spaced apart from the angle connecting rod, the third side support rod, the second side connecting rod, and the second irregular connecting rod, and is connected to the third side deflector. The second connecting rod is spaced apart from the angle connecting rod, the third side support rod, the second side connecting rod, and the second irregular connecting rod, with its first end connected to the cockpit and its second end connected to the second connecting seat.

[0014] Furthermore, the deflector trim assembly includes: a deflector trim panel connected to one of the first side deflector assembly and the second side deflector assembly; a third connecting rod connected to the cockpit via the third connecting rod, the deflector trim panel being spaced apart from the first side deflector assembly and the second side deflector assembly respectively; and a fourth connecting rod spaced apart from the first side deflector assembly, the second side deflector assembly and the third connecting rod respectively, the deflector trim panel being connected to the cockpit via the fourth connecting rod.

[0015] In another aspect, the present invention provides a vehicle including a vehicle body, a driver's cab, and the aforementioned commercial vehicle fairing assembly.

[0016] By applying the technical solution of this utility model, the fairing structure is divided into a top fairing assembly, a first side fairing assembly, and a second side fairing assembly, thus realizing a modular design of the fairing. In case of local damage, only the damaged module needs to be replaced, which significantly reduces maintenance costs and facilitates maintenance. The introduction of the fairing decorative cover assembly allows for flexible adjustment of the position and style of the decorative cover according to needs, while simplifying the installation and replacement process of the decorative cover, improving maintenance efficiency, and solving the problems of increased maintenance costs and inconvenience caused by the integral fairing in the prior art. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0018] Figure 1 A schematic diagram of the structure of a first embodiment of a commercial vehicle fairing assembly according to the present invention is shown;

[0019] Figure 2 A schematic diagram of a second embodiment of a commercial vehicle fairing assembly according to the present invention is shown;

[0020] Figure 3 A schematic diagram of a third embodiment of the commercial vehicle fairing assembly according to the present invention is shown;

[0021] Figure 4 A partial structural schematic diagram of a fourth embodiment of the commercial vehicle fairing assembly according to the present invention is shown;

[0022] Figure 5 A partial structural schematic diagram of a fifth embodiment of the commercial vehicle fairing assembly according to the present invention is shown;

[0023] Figure 6 A partial structural schematic diagram of a sixth embodiment of a commercial vehicle fairing assembly according to the present invention is shown;

[0024] Figure 7 A schematic diagram of the structure of the second connecting rod in the commercial vehicle fairing assembly according to the present invention is shown.

[0025] Figure 8 A partial structural schematic diagram of a first embodiment of the first top support rod in a commercial vehicle fairing assembly according to the present invention is shown.

[0026] The above figures include the following reference numerals:

[0027] 10. Top air deflector assembly;

[0028] 101. Top guide vane body;

[0029] 102. First top support rod;

[0030] 103. Second top support rod;

[0031] 20. Top support component;

[0032] 201. Second sliding unit;

[0033] 202. First sliding unit;

[0034] 30. Deflector decorative cover assembly;

[0035] 301. Deflector decorative panel;

[0036] 302. Third connecting rod;

[0037] 303. Fourth connecting rod;

[0038] 40. First side deflector assembly;

[0039] 401. First side deflector;

[0040] 402. Second side guide vane;

[0041] 50. First side support assembly;

[0042] 501. First connecting rod;

[0043] 502. First connecting seat;

[0044] 503. First irregularly shaped connecting rod;

[0045] 504. First side support rod;

[0046] 505. First side connecting rod;

[0047] 506. First angle-shaped connecting rod;

[0048] 507. Second side support rod;

[0049] 60. Second side deflector assembly;

[0050] 601. Third side deflector;

[0051] 602. Fourth side deflector;

[0052] 70. Cockpit;

[0053] 80. Second side support assembly;

[0054] 801. Second connecting seat;

[0055] 802, Second connecting rod;

[0056] 803. Second irregularly shaped connecting rod;

[0057] 804, Second Angle Connecting Rod;

[0058] 805. Second side connecting rod;

[0059] 806. Triangular connecting rod;

[0060] 807. Quadrangular connecting rod;

[0061] 808. Third side support rod;

[0062] 901. First connecting segment;

[0063] 902, Second connecting section;

[0064] 903, Third connecting section;

[0065] 904. First group of segments;

[0066] 905. The second section;

[0067] 906, the third section;

[0068] 907, the fourth section. Detailed Implementation

[0069] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0070] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0071] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0072] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0073] In today's commercial vehicle manufacturing industry, especially for models such as heavy-duty trucks used in long-haul transportation, aerodynamic performance has become one of the important indicators for measuring vehicle economy and safety. With increasing global emphasis on energy conservation, emission reduction, and environmental protection, and the logistics industry's continuous pursuit of transportation efficiency, reducing fuel consumption and improving fuel economy have become key research and development priorities for major commercial vehicle manufacturers. Air resistance, or wind resistance, is one of the key factors affecting vehicle fuel economy, especially at high speeds, where wind resistance accounts for a significantly larger proportion of total drag. Therefore, optimizing the vehicle's fairing structure and improving its aerodynamic characteristics is directly related to reducing wind resistance, saving fuel, and ensuring stable driving performance.

[0074] A fairing, as an aerodynamic auxiliary structure at the front and top of a vehicle, is primarily designed to guide airflow and reduce turbulence, thereby lowering wind resistance. At high speeds, a well-designed fairing can create a stable airflow layer, reducing air resistance and improving fuel efficiency, thus extending driving range. Simultaneously, an effective fairing can also improve vehicle stability, prevent excessive crosswind impact, and ensure driving safety.

[0075] Although the integrated fairing is designed with streamlined and lightweight features in mind to achieve optimal aerodynamic performance and reduce production costs, this design approach has revealed some limitations in practical applications:

[0076] If a monolithic fairing suffers partial damage in an accident, such as from a collision or scratch, the entire component often needs to be replaced, rather than just the damaged part being repaired or replaced. This undoubtedly increases maintenance costs significantly and also results in unnecessary waste of resources.

[0077] The connection and installation with the vehicle typically requires a more complex support system, such as multiple bolts, clips, or special brackets, to ensure the fairing's stability under various driving conditions. These additional mounting components not only increase the vehicle's weight and reduce fuel economy but also raise production costs, especially for large-scale production and subsequent maintenance.

[0078] Manufacturing an integral fairing requires high mold precision and material costs, especially since achieving ideal aerodynamic effects may necessitate the use of expensive composite materials. Furthermore, the complex installation structure increases labor and time costs, impacting overall cost-effectiveness.

[0079] Combination Figures 1 to 8 As shown in the figure, according to a specific embodiment of this application, a commercial vehicle fairing assembly is provided.

[0080] Specifically, such as Figure 1 , Figure 2 andFigure 3 As shown, a commercial vehicle fairing assembly includes: a top fairing assembly, a first side fairing assembly, a second side fairing assembly, and a deflector trim assembly 30. The top fairing assembly is connected to the driver's cabin 70. The first side fairing assembly is disposed below the top fairing assembly and is connected to at least one of the top fairing assembly and the driver's cabin 70. The second side fairing assembly is disposed below the top fairing assembly and is connected to at least one of the top fairing assembly and the driver's cabin 70. The second side fairing assembly is spaced apart from the first side fairing assembly. The deflector trim assembly 30 is spaced apart from the top fairing assembly and the second side fairing assembly and is connected to the first side fairing assembly.

[0081] By applying the technical solution of this utility model, the fairing structure is divided into a top fairing assembly, a first side fairing assembly, and a second side fairing assembly, thus realizing a modular design of the fairing. When there is local damage, only the damaged module needs to be replaced, which significantly reduces maintenance costs and facilitates maintenance. The introduction of the fairing decorative cover assembly 30 allows for flexible adjustment of the position and style of the decorative cover according to needs, while simplifying the installation and replacement process of the decorative cover, improving maintenance efficiency, and solving the problems of increased maintenance costs and inconvenience caused by the integral fairing in the prior art.

[0082] Furthermore, the outer side of at least one of the first and second side fairing assemblies is flush with the side of the cockpit 70. This flush design reduces airflow turbulence between the fairing and the cockpit side, preventing the formation of vortices or backflows on the vehicle's sides, thereby reducing air resistance and improving the vehicle's aerodynamic efficiency. This is crucial for improving fuel economy and driving stability, especially under high-speed driving conditions.

[0083] In one exemplary embodiment, the top fairing assembly includes a top deflector assembly 10 and a top support assembly 20. A first end of the top deflector assembly 10 is movably connected to the top of the cockpit 70, and a second end of the top deflector assembly 10 is connected to one end of the cockpit 70 via the top support assembly 20. The top support assembly 20 is adjusted so that the top deflector assembly 10 has an initial position at a preset distance from the first side fairing assembly, and the top deflector assembly 10 has a working position away from or close to the first side fairing assembly.

[0084] In this embodiment, the movable connection between the top deflector assembly 10 and the cockpit 70, and the adjustment via the top support assembly 20, allow the top deflector assembly 10 to be adjusted to its initial or operating position according to different driving conditions and needs, achieving dynamic airflow guidance. This dynamic adjustment capability enables more flexible responses to changing driving environments, resulting in better aerodynamic performance, effectively reducing wind resistance, and improving fuel economy and driving stability. The design of the top support assembly 20 not only provides robust support for the top deflector assembly 10, ensuring its structural stability under harsh conditions such as high-speed driving, but also allows the deflector to adapt to the cockpit height and shape of different vehicle models, improving the overall system's compatibility and adaptability.

[0085] Furthermore, such as Figure 4 As shown, the top support assembly 20 includes: a first sliding unit 202, which is spaced apart from the first side fairing assembly, the second side fairing assembly, and the deflector decorative cover assembly 30, respectively. The base of the first sliding unit 202 is connected to one of the top deflector assembly 10 and the cockpit 70, and the actuating end of the first sliding unit 202 is connected to the other of the top deflector assembly 10 and the cockpit 70; and a second sliding unit 201, which is spaced apart from the first sliding unit 202, the first side fairing assembly, the second side fairing assembly, and the deflector decorative cover assembly 30, respectively. The second sliding unit 201 and the first sliding unit 202 are symmetrically arranged about the structural centerline of the top deflector assembly 10. The base of the second sliding unit 201 is connected to one of the top deflector assembly 10 and the cockpit 70, and the actuating end of the second sliding unit 201 is connected to the other of the top deflector assembly 10 and the cockpit 70.

[0086] In this embodiment, the sliding unit design allows for adjustment of the position of the top deflector assembly 10 relative to the cockpit 70, thereby dynamically adjusting the distance between the top deflector assembly 10 and the first side fairing assembly, the second side fairing assembly, and the deflector trim assembly 30. This adjustability means that the vehicle can optimize its aerodynamic performance according to different driving conditions (such as speed, load, wind direction, etc.), achieving more precise airflow guidance, reducing wind resistance, and improving fuel economy. The symmetrical arrangement of the first sliding unit 202 and the second sliding unit 201, and their secure connection to the top deflector assembly 10 and the cockpit 70, ensures the stability of the entire top fairing structure. Even at high speeds or in adverse weather conditions, the top deflector assembly 10 maintains its shape, preventing deformation due to wind pressure or other external forces, thus improving system reliability.

[0087] In this embodiment, the top deflector assembly 10 includes: a top deflector body 101, one end of which is hinged to the top of the cockpit 70; a first top support rod 102, which is connected to the inner side of the top deflector body 101; and a second top support rod 103, which is spaced apart from the first top support rod 102 and the second top support rod 103, and is connected to the inner side of the top deflector body 101.

[0088] In this embodiment, one end of the top deflector body 101 is hinged to the top of the cockpit 70. This design allows the top deflector body 101 to be flipped or adjusted when needed for inspection, maintenance, or replacement. The use of the hinged structure allows the deflector to be angled according to different wind resistance requirements and usage scenarios, thereby optimizing airflow distribution and reducing wind resistance.

[0089] These two parts are spaced apart from the inner side of the top deflector body 101, providing additional support and structural stability for the deflector. The use of support rods ensures that the deflector maintains its shape and position during high-speed driving or in adverse weather conditions, preventing deformation or damage caused by airflow pressure and enhancing system reliability. Simultaneously, the spaced support rods evenly distribute the support force, preventing excessive localized stress and stress concentration on the deflector body, thus extending the deflector's service life.

[0090] By employing a hinged design in the top deflector body 101 and spaced out the first top support rod 102 and the second top support rod 103, the top deflector assembly 10 of this invention achieves a structural balance between flexibility and stability. This design not only simplifies maintenance and adjustment but also facilitates positional adjustment of the deflector under different driving conditions, adapting to a wider range of applications and enhancing the assembly's versatility.

[0091] In one exemplary embodiment, the first side fairing assembly includes: a first side deflector assembly 40, which is spaced apart from the top deflector assembly 10 and the second side fairing assembly, and is connected to the deflector decorative cover assembly 30; and a first side support assembly 50, which is spaced apart from the top deflector assembly 10, the deflector decorative cover assembly 30 and the second side fairing assembly, respectively, and the first side deflector assembly 40 is connected to the cockpit 70 through the first side support assembly 50.

[0092] In this embodiment, the first side deflector assembly 40 is spaced apart from the top deflector assembly 10 and the second side fairing assembly, while being connected to the deflector decorative cover assembly 30. This design ensures that the first side deflector assembly 40 can be adjusted independently of other components to adapt to different airflow environments, optimize lateral wind resistance, and improve the overall aerodynamic performance of the vehicle. Simultaneously, the connection with the deflector decorative cover assembly 30 ensures the integrity and aesthetics of the deflector assembly, contributing to a unified and harmonious body line.

[0093] The support components are spaced apart from the top deflector assembly 10, the deflector decorative cover assembly 30, and the second side deflector assembly, meaning that each part can be independently supported and connected, increasing the flexibility and stability of the structure. The first side deflector assembly 40 is connected to the cockpit 70 through the first side support assembly 50, ensuring that the deflector assembly is firmly fixed under various driving conditions. Even at high speeds or in harsh road conditions, it can maintain its proper position and shape, effectively avoiding structural damage caused by vibration or wind pressure.

[0094] In this embodiment, the second side fairing assembly includes: a second side fairing assembly 60, which is spaced apart from the first side fairing assembly 40 and the top fairing assembly 10; and a second side support assembly 80, which is spaced apart from the top fairing assembly 10, the fairing decorative cover assembly 30, and the first side fairing assembly. The second side fairing assembly 60 is connected to the cockpit 70 via the second side support assembly 80.

[0095] In this embodiment, the second side deflector assembly 60 is spaced apart from the first side deflector assembly 40 and the top deflector assembly 10, ensuring the independence and non-interference of each component. This design allows each deflector assembly to be independently adjusted according to specific needs to adapt to airflow changes under different driving conditions, thereby more precisely controlling and guiding lateral drag and improving the overall aerodynamic performance of the vehicle. In synergy with the first side deflector assembly 40 and the top deflector assembly 10, it can minimize lateral drag on the vehicle, reduce energy consumption, and improve fuel efficiency.

[0096] The second side support assembly 80 is spaced apart from the top deflector assembly 10, the deflector decorative cover assembly 30, and the first side deflector assembly, ensuring structural independence and space efficiency among the components and avoiding unnecessary mechanical interference. Through the second side support assembly 80, the second side deflector assembly 60 is securely connected to the cockpit 70. This connection method not only provides sufficient support to cope with lateral wind pressure at high speeds but also ensures structural stability under complex road conditions. The ingenious design of the support assembly allows the second side deflector assembly 60 to maintain elegant lines while ensuring its functionality, enhancing the vehicle's visual appeal.

[0097] In one exemplary embodiment, such as Figure 5 As shown, the first side guide plate assembly 40 includes: a first side guide plate 401, which is spaced apart from the guide plate decorative cover assembly 30, and is connected to the first side support assembly 50, with the first end of the first side guide plate 401 engaging with the first end of the top guide plate assembly 10; and a second side guide plate 402, which is spaced apart from the top guide plate assembly 10, and is connected to the first side support assembly 50, with one end of the second side guide plate 402 connected to the second end of the first side guide plate 401.

[0098] In this embodiment, the spacing between the first side deflector 401 and the deflector decorative cover assembly 30 ensures that the airflow guiding function of the first side deflector 401 is not interfered with by the decorative cover assembly. Simultaneously, the decorative cover assembly provides additional aesthetic embellishment and protection without affecting aerodynamic performance, demonstrating a perfect combination of functionality and aesthetics. The connection between the first side deflector 401 and the first side support assembly 50 not only provides a stable connection between the first side deflector 401 and the cockpit 70, but also ensures that the deflector can withstand lateral wind pressure at high speeds, maintaining the integrity of its aerodynamic shape. This design guarantees the structural stability of the deflector assembly and improves the vehicle's operational safety in harsh environments.

[0099] The first end of the first side deflector 401 engages with the first end of the top deflector assembly 10, helping to form a continuous airflow surface from top to side. This ensures smooth airflow across the vehicle surface, reducing turbulence and drag, thereby achieving better aerodynamic performance. The seamless connection between the top and side deflectors significantly reduces wind resistance and improves fuel economy.

[0100] The second side deflector 402 is spaced apart from the top deflector assembly 10 and connected to the first side support assembly 50. The layout of the second side deflector 402 is similar to that of the first side deflector 401, and it also effectively cooperates with the top deflector assembly 10, further optimizing the airflow distribution on the side of the vehicle. The connection with the first side support assembly 50 ensures the structural stability and functional realization of the second side deflector 402.

[0101] The connection between the first side deflector 401 and the second side deflector 402 forms a complete side deflector system. This connection method allows the deflector assembly to operate as a whole, effectively increasing the coverage area of ​​the deflector assembly, providing more comprehensive guidance and control of lateral airflow, and further reducing the drag coefficient of the sides.

[0102] In this embodiment, as Figure 6 As shown, the second side guide plate assembly 60 includes: a third side guide plate 601, which is spaced apart from the first side guide plate 401, the second side guide plate 402, and the guide plate decorative cover assembly 30, and is connected to the second side support assembly 80, with the first end of the third side guide plate 601 engaging with the second end of the top guide plate assembly 10; and a fourth side guide plate 602, which is spaced apart from the top guide plate assembly 10, the first side guide plate 401, the second side guide plate 402, and the guide plate decorative cover assembly 30, and is connected to the second side support assembly 80, with one end of the fourth side guide plate 602 connected to the second end of the third side guide plate 601.

[0103] In this embodiment, the third side deflector 601 is spaced apart from the first side deflector 401, the second side deflector 402, and the deflector decorative cover assembly 30. This ensures that the third side deflector 601 can operate independently of the other components, effectively guiding and controlling lateral airflow, preventing airflow turbulence or chaos between different components, reducing wind resistance during driving, and improving fuel economy. The spaced arrangement with the decorative cover assembly also ensures that the aerodynamic performance of the deflector is not affected by the decorative effect. The second side support assembly 80 provides the necessary structural support for the third side deflector 601, ensuring its stability under various driving conditions. Especially at high speeds or when encountering crosswinds, the third side deflector 601 can firmly maintain its shape, avoiding deformation or damage caused by airflow pressure, thus enhancing the reliability of the entire side deflector system.

[0104] The first end of the third side deflector 601 engages with the second end of the top deflector assembly 10, helping to form a continuous airflow surface from top to side. This ensures smooth airflow across the vehicle surface, reducing air resistance between the side and top, which is crucial for improving the vehicle's aerodynamic performance, reducing overall wind resistance, and improving fuel efficiency. The fourth side deflector 602 is spaced apart from the top deflector assembly 10, the first side deflector 401, the second side deflector 402, and the deflector decorative cover assembly 30. This design further increases the coverage of the side airflow system, providing more comprehensive guidance and control of airflow. The connection with the second side support assembly 80 ensures its structural stability and functional realization, while the connection with the third side deflector 601 forms the complete structure of the side deflector assembly, enhancing the effectiveness of side airflow management.

[0105] Further, the first side support assembly 50 includes: a first side support rod 504, which is spaced apart from the first side deflector 401, with a first end connected to the rear end of the cockpit 70 and a second end connected to the second side deflector 402; and a second side support rod 507, which is spaced apart from the first side support rod 504, with a first end connected to the rear end of the cockpit 70 and a second end connected to the second side deflector 402. The second end of the first side support rod 507 is connected to the second side guide plate 402; the first side connecting rod 505 is disposed between the first side support rod 504 and the second side support rod 507, and the first side support rod 504 and the second side support rod 507 are connected by the first side connecting rod 505; the first angled connecting rod 506 connects the cockpit 70 and the second side guide plate 402, and the first angled connecting rod 506 is connected to the first side support rod 504 and the second side guide plate 402 respectively. The two side support rods 507 and the first side connecting rod 505 are spaced apart; the first irregular connecting rod 503 is spaced apart from the first side support rod 504, the second side support rod 507, the first side connecting rod 505 and the first angled connecting rod 506 respectively; the first side deflector 401 is connected to the cockpit through the first irregular connecting rod 503; the first connecting seat 502 is spaced apart from the first side support rod 504, the second side support rod 507 and the first side connecting rod respectively. 505, a first side connecting rod 505 and a first irregular connecting rod 503 are spaced apart, and a first connecting seat 502 is connected to a first side guide plate 401; the first connecting rod 501 is spaced apart from the first side support rod 504, the second side support rod 507, the first side connecting rod 505, the first side connecting rod 505 and the first irregular connecting rod 503, the first end of the first connecting rod 501 is connected to the cockpit 70, and the second end of the first connecting rod 501 is connected to the first connecting seat 502.

[0106] In this embodiment, the first side support rod 504 and the second side support rod 507 are spaced apart and connected to the rear end of the cockpit 70 and the second side deflector 402, respectively. Their main task is to provide stable support on the side of the vehicle, especially at high speeds or when encountering crosswinds, to prevent the deflector from bending or deforming due to wind pressure. Simultaneously, their direct connection to the cockpit ensures the rigidity of the entire side deflector system. The first side connecting rod 505 is located between the first side support rod 504 and the second side support rod 507. By connecting these two support rods, the overall strength of the first side deflector system is enhanced, making the entire structure more robust and reducing potential structural problems caused by uneven local stress.

[0107] The first angled connecting rod 506 connects the cockpit 70 and the second side deflector 402. Its design helps to create a stable angle between the deflector and the cockpit, ensuring that the deflector maintains the correct posture during vehicle movement, thereby effectively guiding airflow and reducing wind resistance. The first irregularly shaped connecting rod 503, along with the first side support rod 504, the second side support rod 507, the first side connecting rod 505, and the first angled connecting rod 506, are spaced apart and connect the first side deflector 401 to the cockpit. The special shape and position of the first irregularly shaped connecting rod 503 provide an asymmetrical but highly optimized connection point. It not only supports the deflector but also guides airflow, reduces drag, and ensures the precise installation position of the deflector.

[0108] The first connecting seat 502 is spaced apart from the first side support rod 504, the second side support rod 507, the first side connecting rod 505, the first angled connecting rod 506, and the first irregularly shaped connecting rod 503, and connects to the first side deflector 401. The first connecting seat 502 serves as the interface between the deflector and the support system, simplifying the installation process while ensuring the stability and precision of the connection. The first connecting rod 501 connects the cockpit 70 to the first connecting seat 502, providing direct support for the first side deflector 401 and ensuring the positioning accuracy and structural stability of the deflector. Its design fully considers the load-bearing capacity of the deflector under different conditions, avoiding failure or performance degradation due to structural deficiencies.

[0109] In one exemplary embodiment, the second side support assembly 80 includes: an angular connecting rod, wherein multiple angular connecting rods are included, and the cockpit 70 and the second side deflector 402 are connected through multiple angular connecting rods; a third side support rod 808, wherein second side support rods 507 are respectively spaced apart from the angular connecting rods, the first end of the third side support rod 808 is connected to the rear end of the cockpit 70, and the second end of the second side support rods 507 is connected to the third side support rod 808; a second side connecting rod 805, wherein the third side support rod 808 is connected to at least one of the multiple angular connecting rods through the second side connecting rod 805; and a second irregular connecting rod 803, wherein the second irregular connecting rod 803 is respectively connected to the third side support rod 808, the second side support rod 807, the third side support rod 808, the third side support rod 808, the third side support rod 809, the third side support rod 80 ... The two side connecting rods 805 and the angle connecting rod are spaced apart. The third side deflector 601 is connected to the cockpit via the second irregular connecting rod 803. The second connecting seat 801 is spaced apart from the angle connecting rod, the third side support rod 808, the second side connecting rod 805 and the second irregular connecting rod 803, and is connected to the third side deflector 601. The second connecting rod 802 is spaced apart from the angle connecting rod, the third side support rod 808, the second side connecting rod 805 and the second irregular connecting rod 803, with the first end of the second connecting rod 802 connected to the cockpit 70 and the second end of the second connecting rod 802 connected to the second connecting seat 801.

[0110] In this embodiment, multiple angular connecting rods are provided to connect the cockpit 70 and the second side deflector 402. This design ensures a robust connection between the deflector and the cockpit. Simultaneously, the angular structure helps to distribute stress, reducing excessive localized stress and improving the fatigue resistance and durability of the entire system. A third side support rod 808 is spaced apart from the second side support rod 507, with its first end connected to the rear end of the cockpit 70 and its second end connected to the second side support rod 507. The design of the third side support rod 808 enhances the lateral stability of the deflector assembly, especially under lateral wind forces, ensuring that the deflector assembly does not excessively deflect or deform, maintaining its aerodynamic performance.

[0111] The second side connecting rod 805 connects the third side support rod 808 to at least one of the multiple angled connecting rods, increasing the connection strength between the deflector assembly and the cockpit, while also enhancing the flexibility and adaptability of the entire support system to accommodate different vehicle body structures and installation conditions. The second irregularly shaped connecting rod 803, spaced apart from the third side support rod 808, the second side connecting rod 805, and the angled connecting rods, connects the third side deflector 601 to the cockpit. The unique shape and position of the second irregularly shaped connecting rod 803 not only supports the deflector but also optimizes the airflow path, further reducing wind resistance and improving vehicle fuel economy.

[0112] The second connecting seat 801 is spaced apart from the angled connecting rod, the third side support rod 808, the second side connecting rod 805, and the second irregular connecting rod 803, and connects to the third side deflector 601. The second connecting seat 801 serves as the interface between the deflector and the support system, simplifying the installation process and ensuring the stability and positional accuracy of the connection, reducing airflow guidance efficiency loss due to improper installation. The second connecting rod 802 connects the cockpit 70 and the second connecting seat 801, providing direct support for the third side deflector 601. The design of the second connecting rod 802 fully considers the load-bearing capacity and stability of the deflector at high speeds, ensuring that the deflector maintains optimal operating condition even under extreme driving conditions.

[0113] In one exemplary embodiment, the angular connecting rod includes: a second angular connecting rod 804, through which the cockpit 70 and the second side deflector 402 are connected; a third angular connecting rod 806, which is spaced apart from the second angular connecting rod 804, through which the cockpit 70 and the second side deflector 402 are connected; and a fourth angular connecting rod 807, which is spaced apart from both the third angular connecting rod 806 and the second angular connecting rod 804, through which the cockpit 70 and the second side deflector 402 are connected.

[0114] In this embodiment, the arrangement of the second angular connecting rod 804, the third angular connecting rod 806, and the fourth angular connecting rod 807 provides multi-point support, enhancing the connection strength between the deflector assembly and the cockpit, and ensuring the stability and safety of the system under various driving conditions. The design of the angular connecting rods optimizes the airflow path, reduces obstruction to airflow, and ensures that airflow can pass more smoothly through the deflector assembly, reducing the vehicle's drag coefficient and improving fuel economy and driving stability.

[0115] In this embodiment, the deflector decorative cover assembly 30 includes: a deflector decorative plate 301, which is connected to one of the first side deflector assembly and the second side deflector assembly; a third connecting rod 302, which connects the deflector decorative plate 301 to the cockpit 70, and the deflector decorative plate 301 is spaced apart from the first side deflector assembly and the second side deflector assembly; and a fourth connecting rod 303, which is spaced apart from the first side deflector assembly, the second side deflector assembly and the third connecting rod 302, and the deflector decorative plate 301 is connected to the cockpit 70 through the fourth connecting rod 303.

[0116] In this embodiment, the deflector trim panel 301 not only enhances the vehicle's appearance but also, by connecting to one of the first or second side fairing assemblies, provides coverage and protection for the deflector system. The material selection and design of the deflector trim panel 301 ensure lightweight construction while providing sufficient protection, reducing the overall drag coefficient of the vehicle, and improving fuel efficiency.

[0117] The third connecting rod 302 connects the deflector trim panel 301 to the cockpit 70, ensuring a secure installation of the trim panel. By being spaced apart from the first and second side fairing assemblies, the third connecting rod 302 avoids direct contact with the deflector structure, thus reducing the impact on the aerodynamic performance of the deflector while ensuring the independence and ease of maintenance of the deflector trim panel assembly 30. The fourth connecting rod 303 further strengthens the connection between the deflector trim panel 301 and the cockpit 70. By being spaced apart from the first, second, and third connecting rods, it ensures a uniform distribution of connection points, improving the structural stability of the entire trim panel assembly. Furthermore, the design of the fourth connecting rod 303 also considers aesthetics, avoiding excessive connecting parts that could interfere with the vehicle's appearance and enhancing the overall visual effect.

[0118] In one exemplary embodiment, such as Figure 7 As shown, the first connecting rod 501 and the second connecting rod 802 have the same structure. Taking the second connecting rod 802 as an example, as follows... Figure 7 As shown, the system includes a first connecting segment 901, a second connecting segment 902, and a third connecting segment 903. The first connecting segment 901 is angled to both the second and third connecting segments 902, and the third connecting segment 903 is angled to both the second and third connecting segments 902. The adjacent ends of the first connecting segment 901, the second connecting segment 902, and the third connecting segment 903 are smoothly connected. The angle formed by the first connecting segment 901, the second connecting segment 902, and the third connecting segment 903 effectively disperses the force, reduces single-point stress, and improves the stability and durability of the entire connection system.

[0119] In one exemplary embodiment, such as Figure 8As shown, there are four component segments: a first segment 904, a second segment 905, a third segment 906, and a fourth segment 907. One end of the first segment 904 is connected to the first end of the second segment 905. The second end of the second segment 905 is connected to the first end of the third segment 906. The second end of the third segment 906 is connected to one end of the fourth segment 907. The first segment 904 is set at an angle to the second segment 905. The second segment 905 is set at an angle to the third segment 906. The third segment 906 is set at an angle to the fourth segment 907. The first segment 904, the third segment 906, and the fourth segment 907 are spaced apart. The second segment 905 and the fourth segment 907 are spaced apart. The adjacent ends of the first segment 904, the second segment 905, the third segment 906, and the fourth segment 907 are smoothly connected.

[0120] By employing this embodiment, the four-segment design allows the connecting rod to distribute force at multiple points, preventing excessive load on a single connection point and improving connection stability and the overall structural integrity of the system. The angled design of each segment contributes to smooth airflow, reducing airflow resistance to the vehicle and improving fuel economy and driving stability at high speeds.

[0121] According to another specific embodiment of this application, a vehicle is also provided, including a vehicle body, a driver's cab 70, and the aforementioned commercial vehicle fairing assembly.

[0122] By applying the technical solution of this utility model, the design of the commercial vehicle fairing assembly fully considers aerodynamic principles. Through optimizing the layout of the fairing and support components, it significantly reduces wind resistance during high-speed driving, improving fuel economy and driving stability. This is particularly important for commercial vehicles engaged in long-distance transportation and high-speed travel, effectively saving operating costs and improving transportation efficiency. The design of the fairing support components ensures the rigidity and stability of the fairing structure, maintaining its structural integrity even in complex road environments. This not only enhances vehicle safety performance but also reduces the risk of accidents caused by damage to the fairing structure, playing a crucial role in protecting the safety of drivers and cargo.

[0123] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0124] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this utility model.

[0125] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0126] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A fairing assembly for a commercial vehicle, characterized in that, include: A top fairing assembly, which is connected to the cockpit (70); A first side fairing assembly is disposed below the top fairing assembly and is connected to at least one of the top fairing assembly and the cockpit (70). The second side fairing assembly is disposed below the top fairing assembly and is connected to at least one of the top fairing assembly and the cockpit (70). The second side fairing assembly is spaced apart from the first side fairing assembly. A deflector decorative cover assembly (30) is provided at intervals from the top deflector assembly and the second side deflector assembly, and the deflector decorative cover assembly (30) is connected to the first side deflector assembly.

2. The commercial vehicle fairing assembly according to claim 1, characterized in that, The outer side of at least one of the first side fairing assembly and the second side fairing assembly is flush with the side of the cockpit (70).

3. The commercial vehicle fairing assembly according to claim 1 or 2, characterized in that, The top fairing assembly includes: A top deflector assembly (10), the first end of which is movably connected to the top of the cockpit (70); A top support assembly (20) is provided, wherein the second end of the top deflector assembly (10) is connected to one end of the cockpit (70) via the top support assembly (20), the top support assembly (20) is adjusted so that the top deflector assembly (10) has an initial position at a preset distance from the first side deflector assembly, and the top deflector assembly (10) has a working position away from or close to the first side deflector assembly.

4. The commercial vehicle fairing assembly according to claim 3, characterized in that, The top support assembly (20) includes: A first sliding unit (202) is provided at intervals with the first side fairing assembly, the second side fairing assembly and the fairing decorative cover assembly (30). The base of the first sliding unit (202) is connected to one of the top fairing assembly (10) and the cockpit (70). The actuating end of the first sliding unit (202) is connected to the other of the top fairing assembly (10) and the cockpit (70). The second sliding unit (201) is arranged at intervals with the first sliding unit (202), the first side fairing assembly, the second side fairing assembly and the fairing decoration assembly (30). The second sliding unit (201) and the first sliding unit (202) are arranged symmetrically about the structural center line of the top fairing assembly (10). The base of the second sliding unit (201) is connected to one of the top fairing assembly (10) and the cockpit (70). The actuating end of the second sliding unit (201) is connected to the other of the top fairing assembly (10) and the cockpit (70). and / or; The top deflector assembly (10) includes: Top deflector body (101), one end of which is hinged to the top of the cockpit (70); A first top support rod (102) is connected to the inner side of the top guide plate body (101); The second top support rod (103) is provided at a distance from the first top support rod (102), and the second top support rod (103) is connected to the inner side of the top guide plate body (101).

5. The commercial vehicle fairing assembly according to claim 3, characterized in that, The first side fairing assembly includes: A first side guide vane assembly (40) is provided with the top guide vane assembly (10) and the second side guide shroud assembly spaced apart, and the first side guide vane assembly (40) is connected to the guide vane decorative shroud assembly (30). A first side support assembly (50) is provided at intervals with the top deflector assembly (10), the deflector decorative cover assembly (30) and the second side deflector assembly, respectively. The first side deflector assembly (40) is connected to the cockpit (70) through the first side support assembly (50). and / or; The second side fairing assembly includes: The second side guide vane assembly (60) is provided at intervals from the first side guide vane assembly (40) and the top guide vane assembly (10); The second side support assembly (80) is provided at intervals with the top deflector assembly (10), the deflector decorative cover assembly (30) and the first side deflector assembly, respectively. The second side deflector assembly (60) is connected to the cockpit (70) through the second side support assembly (80).

6. The commercial vehicle fairing assembly according to claim 5, characterized in that, The first side deflector assembly (40) includes; The first side guide plate (401) is spaced apart from the guide plate decorative cover assembly (30). The first side guide plate (401) is connected to the first side support assembly (50). The first end of the first side guide plate (401) is engaged with the first end of the top guide plate assembly (10). The second side guide plate (402) is spaced apart from the top guide plate assembly (10). The second side guide plate (402) is connected to the first side support assembly (50). One end of the second side guide plate (402) is connected to the second end of the first side guide plate (401). and / or; The second side deflector assembly (60) includes: The third side guide plate (601) is provided at intervals with the first side guide plate (401), the second side guide plate (402) and the guide plate decorative cover assembly (30). The third side guide plate (601) is connected to the second side support assembly (80). The first end of the third side guide plate (601) is engaged with the second end of the top guide plate assembly (10). The fourth side guide plate (602) is provided at intervals with the top guide plate assembly (10), the first side guide plate (401), the second side guide plate (402) and the guide plate decorative cover assembly (30). The fourth side guide plate (602) is connected to the second side support assembly (80), and one end of the fourth side guide plate (602) is connected to the second end of the third side guide plate (601).

7. The commercial vehicle fairing assembly according to claim 6, characterized in that, The first side support assembly (50) includes: A first side support rod (504) is provided at a distance from the first side guide plate (401). The first end of the first side support rod (504) is connected to the rear end of the cockpit (70), and the second end of the first side support rod (504) is connected to the second side guide plate (402). The second side support rod (507) is spaced apart from the first side support rod (504). The first end of the second side support rod (507) is connected to the rear end of the cockpit (70), and the second end of the second side support rod (507) is connected to the second side deflector (402). A first side connecting rod (505) is disposed between a first side support rod (504) and a second side support rod (507). The first side support rod (504) and the second side support rod (507) are connected by the first side connecting rod (505). The first angled connecting rod (506) connects the cockpit (70) and the second side deflector (402). The first angled connecting rod (506) is spaced apart from the first side support rod (504), the second side support rod (507) and the first side connecting rod (505). The first irregular connecting rod (503) is provided at intervals with the first side support rod (504), the second side support rod (507), the first side connecting rod (505) and the first angle connecting rod (506), and the first side guide plate (401) is connected to the cockpit (70) through the first irregular connecting rod (503); The first connecting seat (502) is provided at intervals with the first side support rod (504), the second side support rod (507), the first side connecting rod (505), the first side connecting rod (505) and the first irregular connecting rod (503), and the first connecting seat (502) is connected to the first side guide plate (401). The first connecting rod (501) is spaced apart from the first side support rod (504), the second side support rod (507), the first side connecting rod (505), the first side connecting rod (505), and the first irregular connecting rod (503). The first end of the first connecting rod (501) is connected to the cockpit (70), and the second end of the first connecting rod (501) is connected to the first connecting seat (502).

8. The commercial vehicle fairing assembly according to claim 7, characterized in that, The second side support assembly (80) includes: Angle-shaped connecting rods, including multiple angle-shaped connecting rods, the cockpit (70) and the second side deflector (402) are connected by multiple angle-shaped connecting rods; The third side support rod (808) and the second side support rod (507) are respectively spaced apart from the angle connecting rod. The first end of the third side support rod (808) is connected to the rear end of the cockpit (70), and the second end of the second side support rod (507) is connected to the third side support rod (808). The second side connecting rod (805) and the third side support rod (808) are connected to at least one of the plurality of angle connecting rods via the second side connecting rod (805); The second irregular connecting rod (803) is provided at intervals with the third side support rod (808), the second side connecting rod (805) and the angle connecting rod respectively. The third side guide plate (601) is connected to the cockpit through the second irregular connecting rod (803). The second connecting seat (801) is provided at intervals with the angle connecting rod, the third side support rod (808), the second side connecting rod (805) and the second irregular connecting rod (803), and the second connecting seat (801) is connected to the third side guide plate (601). The second connecting rod (802) is spaced apart from the angle connecting rod, the third side support rod (808), the second side connecting rod (805) and the second irregular connecting rod (803). The first end of the second connecting rod (802) is connected to the cockpit (70), and the second end of the second connecting rod (802) is connected to the second connecting seat (801).

9. The commercial vehicle fairing assembly according to claim 3, characterized in that, The deflector decorative cover assembly (30) includes: A deflector decorative panel (301) is connected to one of the first side deflector assembly and the second side deflector assembly; The third connecting rod (302) is used to connect the deflector decorative panel (301) to the cockpit (70). The deflector decorative panel (301) is spaced apart from the first side fairing assembly and the second side fairing assembly, respectively. The fourth connecting rod (303) is spaced apart from the first side fairing assembly, the second side fairing assembly and the third connecting rod (302), and the fairing decorative panel (301) is connected to the cockpit (70) through the fourth connecting rod (303).

10. A vehicle, characterized in that, Includes the vehicle body, the cockpit (70), and the commercial vehicle fairing assembly according to any one of claims 1-9.

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