Air guidance system for a vehicle, in particular for a motor vehicle, as well as vehicle

Abstract

Air guidance device (18) for a vehicle (10), comprising an air guidance element (20) for guiding an airflow (24), and an actuating arrangement (40) by means of which the air guidance element (20) is to be held displaceable on a superstructure (14) of the vehicle (10) relative to the superstructure (14), characterized in that the actuating arrangement (40) comprises: - three joints (G1', G2', G3'); - a coupling element (42) provided on the air guidance element (20), which is pivotally connected to a sliding piece (44) of the actuating device (40) by means of a first of the joints (G1', G2', G3'); - a superstructure-side guide (46) along which the sliding piece (44) is guided and displaceable; and- a lever element (50) which:◯ is articulated to the air guide element (20) by means of a second of the joints (G1', G2', G3');and◯ can be articulated to the structure (14) by means of a third of the joints (G1', G2', G3'), wherein the air guide element (20) can be moved relative to the structure (14) by means of the actuating arrangement (40) between a stowed position (ST1) as the first position, a first air guide position (ST3) as the second position, in which the air guide element (20) is oriented more steeply than in the first position, and a second air guide position (ST4) as the third position, in which the air guide element (20) is arranged further back in the longitudinal direction of the vehicle (25) and is oriented more flatly than in the second position, and can be locked in the respective position (ST1, ST3, ST4) relative to the structure (14).

Description

[0001] The invention relates to an air guiding device for a vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1 or 3. The invention also relates to a vehicle, in particular a motor vehicle, with at least one such air guiding device.

[0002] DE 10 2013 106 400 A1 discloses a spoiler, in particular a rear spoiler, for a motor vehicle, comprising a spoiler body for deflecting an airflow to provide an aerodynamic effect and multi-joint actuating kinematics for displacing the spoiler body between a storage position and a use position. Furthermore, DE 42 07 658 A1 discloses a flow-guiding device for a vehicle, wherein the flow-guiding device can be designed, in particular, as a rear spoiler. An air-guiding profile is provided that is adjustable relative to the vehicle body between a retracted rest position and an extended active position, in which the air-guiding profile as a whole is spaced from the vehicle body. Furthermore, the angle of attack of the air-guiding profile in the active position is adjustable relative to its orientation in the rest position.Furthermore, DE 10 2005 021 832 A1 discloses an air guiding device. Air guiding devices are also known from DE 10 2007 058 368 A1, DE 10 2008 024 892 B4, DE 10 2007 061 812 A1, and DE 10 2012 106 452 A1.

[0003] The object of the present invention is to provide an air guiding device for a vehicle, in particular for a motor vehicle, as well as a vehicle with at least one such air guiding device, so that a particularly needs-based adjustment of an air guiding element of the air guiding device can be realized in a particularly simple manner.

[0004] This object is achieved by an air guiding device having the features of patent claim 1, by an air guiding device having the features of patent claim 3, and by a vehicle having the features of patent claim 6. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0005] A first aspect of the invention relates to an air guiding device for a vehicle, preferably designed as a motor vehicle, in particular as a car and very particularly as a passenger car. This means that the vehicle, preferably designed as a motor vehicle, in particular as a car and very particularly as a passenger car, whose interior, also referred to as a passenger cell or passenger compartment, is delimited by a vehicle structure, also referred to as a body and preferably designed as a self-supporting body, in its fully manufactured state has the air guiding device and the aforementioned structure. The air guiding device has an air guiding element, also referred to as a spoiler, spoiler element, wing or wing element and / or designed as a spoiler or wing, for guiding an air flow, in particular for providing an aerodynamic effect.The air guiding device also has a lever arrangement, also referred to as kinematics or kinematic arrangement, by means of which the air guiding element is held or can be held on the body of the vehicle so that it can be displaced relative to the body. In other words, in the fully manufactured state of the vehicle, the air guiding element is held on the body by means of or via the lever arrangement such that the air guiding element can be displaced, i.e., moved, relative to the body. In particular, in the fully manufactured state of the vehicle, the air guiding element can be displaced, i.e., moved, relative to the body between a plurality of mutually different positions by means of the lever arrangement.In at least one of the positions, the air guide element can guide and thereby influence the air flow, for example while the vehicle is traveling, in order to provide and generate an aerodynamic effect, for example. During travel, the air guide element is in the at least one position, and during travel the air flow flows against the air guide element and flows along the air guide element, in particular at least partially flowing around the air guide element. In particular, the air flow results, for example, from airflow that flows against and around the vehicle while traveling. The air flow is thus formed by air that flows against and around the vehicle, in particular while traveling. In particular, the journey is forward travel, in which the vehicle is driven forwards.In particular, the air guiding element has at least one air guiding surface, which is formed, for example, by a surface, in particular the outermost surface, of the air guiding element. The air flow can be guided by means of the air guiding surface, in particular in the at least one position of the air guiding element. Very particularly, the air guiding element is to be understood as precisely one, in particular inherently rigid and thus dimensionally stable, body, which can be formed in one piece, i.e. made from a single piece, or the body can be formed in several parts and thus composed of several parts that are formed separately from one another and connected to one another, wherein the parts are, however, firmly connected to one another. In other words, the parts are preferably connected to one another in such a way that they cannot be moved specifically relative to one another. In other words, the parts are preferably connected to one another in an immovable or rigid manner.For example, when the air guiding device is fully assembled, the air guiding surface can be perceived visually and haptically, i.e. seen and touched, by a person in the vicinity of the air guiding device.

[0006] In order to be able to displace the air guiding element relative to the structure in a particularly simple manner as required, the first aspect of the invention provides that the lever arrangement has, in particular, exactly or at least ten joints, namely a first joint, a second joint, a third joint, a fourth joint, a fifth joint, a sixth joint, a seventh joint, an eighth joint, a ninth joint and a tenth joint. Furthermore, the lever arrangement has, in particular, at least or exactly, six lever elements, namely a first lever element, a second lever element, a third lever element, a fourth lever element, a fifth lever element and a sixth lever element. For example, the respective joint forms or defines a respective pivot axis. In other words, for example, the respective joint has a respective pivot axis.In particular, it is provided that the pivot axes are spaced apart from one another, in particular in pairs. In particular, it is conceivable that the pivot axes, in particular in pairs, run parallel to one another. In other words, it is preferably provided that the or all pivot axes are spaced apart from one another. Therefore, it is preferably provided that the or all pivot axes run parallel to one another. The first lever element is connected in an articulated manner to the air guiding element by means of the first joint. In particular, the first lever element is connected directly to the air guiding element by means of the first joint. This means that no other, further lever element is arranged between the first lever element and the air guiding element.Thus, for example, the first lever element and the air guide element can be pivoted relative to one another about a first of the pivot axes, wherein the first pivot axis is defined or formed by the first joint, and is therefore the pivot axis of the first joint. The second lever element is pivotally connected to the first lever element by means of the second joint. In particular, the second lever element is directly connected to the first lever element by means of the second joint, such that no other, further lever element is arranged between the second lever element and the first lever element. Thus, for example, the second lever element and the first lever element can be pivoted relative to one another about a second of the pivot axes, wherein the second pivot axis is formed or defined by the second joint, and is therefore the pivot axis of the second joint.Furthermore, the second lever element is articulated or connected to the structure by means of the third joint. Thus, for example, the second lever element is pivotable relative to the structure about a third of the pivot axes, wherein the third pivot axis is formed or defined by the third joint, and is therefore the pivot axis of the third joint. The third lever element is articulated to the air guide element by means of the fourth joint. In particular, the third lever element is directly articulated to the air guide element by means of the fourth joint, such that no other, further lever element is arranged between the third lever element and the air guide element. Thus, the third lever element and the air guide element are pivotable relative to one another about a fourth of the pivot axes, wherein the fourth pivot axis is formed or defined by the fourth joint, and is therefore the pivot axis of the fourth joint.Furthermore, the third lever element can be connected or articulated to the structure by means of the fifth joint. Thus, for example, the third lever element can be pivoted relative to the structure about a fifth of the pivot axes, wherein the fifth pivot axis is defined or formed by the fifth joint, and is therefore the pivot axis of the fifth joint. In particular, the third lever element can be connected or articulated directly to the structure by means of the fifth joint, such that no other, further lever element is arranged between the third lever element and the structure. Alternatively or additionally, the second lever element can be connected or articulated directly to the structure by means of the third joint, such that no other, further lever element is arranged between the second lever element and the structure.

[0007] The fourth lever element is pivotally connected to the second lever element by means of the sixth joint. In particular, the fourth lever element is directly pivotally connected to the second lever element by means of the sixth joint, such that no other, further lever element is arranged between the fourth lever element and the second lever element. Thus, for example, the fourth lever element and the second lever element are pivotable relative to one another about a sixth of the pivot axes, wherein the sixth pivot axis is defined or formed by the sixth joint, and is therefore the pivot axis of the sixth joint. Furthermore, the fourth lever element is pivotally connected to the third lever element by means of the seventh joint. In particular, the fourth lever element is directly pivotally connected to the third lever element by means of the seventh joint, such that no other, further lever element is arranged between the fourth lever element and the third lever element.Thus, for example, the fourth lever element and the third lever element can be pivoted relative to one another about a seventh of the pivot axes, wherein the seventh pivot axis is formed or defined by the seventh joint, and is therefore the pivot axis of the seventh joint. The fifth lever element is articulated to the third lever element by means of the eighth joint. In particular, the fifth lever element is directly articulated to the third lever element by means of the eighth joint, such that no other, further lever element is arranged between the fifth lever element and the third lever element. In particular, the fifth lever element and the third lever element can be pivoted relative to one another about an eighth of the pivot axes, wherein the eighth pivot axis is formed or defined by the eighth joint, and is therefore the pivot axis of the eighth joint.

[0008] The sixth lever element is articulated to the fifth lever element by means of the ninth joint. In particular, the sixth lever element is directly articulated to the fifth lever element by means of the ninth joint, such that no other, further lever element is arranged between the sixth lever element and the fifth lever element. In particular, the sixth lever element and the fifth lever element are pivotable relative to one another about a ninth of the pivot axes, wherein the ninth pivot axis is formed or defined by the ninth joint, and is therefore the pivot axis of the ninth joint. The sixth lever element is articulated or connected to the structure by means of the tenth joint. In particular, the sixth lever element is directly articulated or connected to the structure by means of the tenth joint, such that preferably no other, further lever element is arranged or provided between the sixth lever element and the structure.Thus, for example, the sixth lever element can be pivoted about a tenth of the pivot axes relative to the structure, wherein the tenth pivot axis is defined or formed by the tenth joint, and is therefore the pivot axis of the tenth joint. The lever elements are formed separately from one another and separately from the air guiding element, wherein the lever elements are articulated to one another and articulated to the air guiding element by means of or via the joints. As a result, the lever arrangement is or forms a particularly advantageous kinematic arrangement, also simply referred to as kinematics, wherein the air guiding element can be displaced, i.e. moved, relative to the structure between the positions by means of the lever arrangement, in particular while the air guiding element is or is to be held on the structure via the lever arrangement.In this case, it is particularly conceivable that the air guiding device, in particular the lever arrangement, is designed to lock the air guiding element in, in particular at least or exactly, three of the positions relative to the body, wherein these three positions, in which the air guiding element is lockable or locked relative to the body, are also referred to as locking positions. The feature that the air guiding element is lockable or locked in the respective locking position relative to the body is to be understood in particular that in the respective locking position the air guiding element is locked or fixed relative to the body in such a way that relative movements between the air guiding element and the body are prevented, in particular at least while the vehicle is at a standstill, i.e. while the vehicle is at a standstill and in particular while no air is flowing around the vehicle.A first of the locking positions is a stowed position of the air guide element, such that the stowed position is, for example, a first of the previously mentioned positions of the air guide element. A second of the locking positions is a first air guidance position of the air guide element, such that the first air guidance position is a second of the previously mentioned positions of the air guide element. A third of the locking positions is a second air guidance position of the air guide element, such that the second air guidance position of the air guide element is a third of the previously mentioned positions of the air guide element. Thus, the air guide element can be displaced relative to the structure between the stowed position, the first air guidance position, and the second air guidance position by means of the lever arrangement, and the air guide element can be locked or is locked relative to the structure in the stowed position (first position), in the first air guidance position (second position), and in the second air guidance position (third position).In the first air guidance position, the air guidance element can, for example, be arranged further back in the longitudinal direction of the vehicle than in the stowed position. This means that, for example, in the first air guidance position at least a portion of the air guidance element is arranged further back in the longitudinal direction of the vehicle than in the stowed position. The vehicle longitudinal direction is also referred to as the x-direction or as x. In addition, the air guidance element, in particular the air guidance surface, is aligned or arranged more steeply in the first air guidance position than in the stowed position. This means that, for example, when the vehicle is traveling as described above, the air guidance element is positioned more steeply in the second position and is therefore more exposed to the wind than in the first position.In other words, the air guide element in the second position creates a stronger or greater air resistance for the air flow compared to the first position, and, expressed again in other words, the air guide element in the second position creates a stronger flow resistance compared to the first position, i.e. compared to the first position, and thus a stronger air resistance of the vehicle, in particular during the aforementioned journey, so that, for example, the air guide element in the second position creates a stronger downforce and / or a lower lift for at least one region of the vehicle compared to the first position. In particular, it is provided that the air guide element protrudes more strongly or further from the body in the second position than in the first position.

[0009] In the second air guidance position (third position), the air guidance element, i.e. at least the aforementioned partial region of the air guidance element, is arranged further back in the longitudinal direction of the vehicle than in the first air guidance position (second position) and preferably also than in the first position. Furthermore, the air guidance element, in particular the air guidance surface of the air guidance element, is aligned or arranged more flatly in the third position (second air guidance position) than in the second position (first air guidance position). In other words, the air guidance element, in particular the air guidance surface, is exposed to the wind less strongly or less steeply in the third position than in the second position, particularly during the aforementioned journey.In other words, the air guide element in the third position is in a position different from the second position, meaning that compared to the second position, there is less flow and air resistance for the air flow, particularly during the aforementioned journey. This means that in the third position, the air guide element causes less flow or air resistance for the vehicle compared to the first position. Thus, for example, it is provided that the air guide element in the third position causes less downforce and / or greater lift for at least the aforementioned area of ​​the vehicle compared to the second position.However, it is particularly possible that the air guiding element in the third position causes a stronger downforce and / or a lower lift at least in the area of ​​the vehicle compared to the first position, i.e. compared to the first position, so that, for example, the air guiding element in the third position causes a stronger or greater flow or air resistance of the vehicle compared to the first position. Furthermore, it is conceivable that the air guiding element in the third position causes a lower downforce and / or a greater or stronger lift at least in the area of ​​the vehicle compared to the first position, i.e. compared to the first position, so that, for example, the air guiding element in the third position causes a weaker or lower flow or air resistance of the vehicle compared to the first position.

[0010] In particular, in the third position, the air guide element is or acts as an aerodynamic extension, in particular a rear extension, of the body, so that in the third position, particularly advantageous aerodynamics or particularly reduced air resistance of the vehicle can be achieved. In the second position, for example, advantageously high downforce or advantageously low lift can be achieved at least in the area of ​​the vehicle, thus ensuring particularly dynamic or sporty handling of the vehicle.In particular, the features that the air guiding element is oriented more steeply in the second position than in the first position and that the air guiding element is oriented more flatly in the third position than in the second position can be understood as follows: For example, the air guiding element, in particular its air guiding surface, encloses an angle, also referred to as the angle of attack, with the vehicle longitudinal direction of the vehicle in the second position and in the third position, wherein, in particular when the angle of attack is defined as the largest angle that the air guiding element, in particular its air guiding surface, encloses with the vehicle longitudinal direction of the vehicle, the angle of attack in the first air guiding position (second position) is smaller than in the second air guiding position (third position). Thus, the angle of attack in the second air guiding position (third position) is greater than in the first air guiding position (second position).This means that the air guide element or its air guide surface is aligned or arranged flatter in the third position than in the second position. In particular, it is conceivable that the angle of attack between the air guide element or its air guide surface and the vehicle's longitudinal direction is or becomes included in the stowed position as well, wherein the angle of attack in the stowed position is preferably greater than in the first air guide position and, for example, greater than, smaller than, or equal to the angle in the second air guide position. Conversely, the air guide element is aligned or arranged more steeply in the first air guide position than in the second air guide position.

[0011] If, for example, the angle of attack is defined as the smallest angle that the air guiding element, in particular its air guiding surface, makes with the longitudinal direction of the vehicle, the angle of attack is greater the steeper the air guiding element is positioned or angled. With this definition of the angle of attack, it is then provided that the angle of attack in the first air guiding position (second position) is greater than in the second air guiding position (third position), so that the angle of attack in the second air guiding position (third position) is smaller than in the first air guiding position (second position). With this definition, the angle of attack in the first air guiding position is greater than in the stowed position. With this definition, for example, the angle of attack in the second air guiding position is greater than, smaller than, or the same as in the stowed position.

[0012] It can be seen that the lever arrangement designed or functioning as a kinematic mechanism can realize a particularly advantageous movement sequence of the air guide element, whereby both the first air guide position and the second air guide position, as well as the stowed position, can be implemented by means of the movement sequence. The lever arrangement enables the movement sequence in particular through a simple rotational movement of the lever elements. In the third position, the aerodynamic drag of the vehicle can be advantageously kept low. In the second position, an advantageously high downforce or an advantageously low lift can be realized, so that particularly advantageous dynamic, in particular lateral dynamic, driving characteristics of the vehicle can be demonstrated.In particular, the invention makes it possible to drive the lever arrangement in a particularly simple and thus space- and weight-efficient manner and thus to be able to relocate the air guide element as required.

[0013] The invention is based in particular on the findings and considerations that an extension of the body, in particular of the rear of the body and thus of the vehicle, running particularly in the longitudinal direction of the vehicle is aerodynamically advantageous because it enables the vehicle to have advantageously low air resistance. In contrast, for advantageously low lift or advantageously high downforce, in particular at least of the aforementioned region of the vehicle, in particular of the vehicle as a whole, an adjustment of the air guide element, which is designed, for example, as a spoiler blade or is also referred to as a spoiler blade, is advantageous. The invention now makes it possible to adjust the air guide element as required and to adjust it optionally to the second position, the third position, or the first position.In the third position (second air guidance position), the air guidance element creates an extension of the body and thus of the vehicle as a whole, running in the longitudinal direction of the vehicle, particularly in comparison to the first position and the second position. In the second position, particularly in comparison to the first position and the third position, an advantageous positioning of the air guidance element is realized or can be realized, such that in the second position, compared to the first position and the third position, the air guidance element is aligned more steeply, and the angle of attack is therefore smaller than in the second air guidance position and in the stowed position. The air guidance element is therefore an active spoiler or an active wing, in particular an active rear spoiler or an active rear wing. The aforementioned movement sequence thus enables the air guidance element to be both positioned and stowed.Raising the air guide element means moving it to the second position, and lowering the air guide element means moving it to the third position (second air guide position). In particular, compared to the second position, the third position is a drag-reducing position, in which the vehicle's air resistance is lower than in the second position. The lever arrangement can be easily controlled and enables the different positions of the air guide element through a simple rotational movement.

[0014] Preferably, the stowed position is a first end position and the third position, the second air guidance position, is a second end position, wherein the end positions are also referred to as the end positions of the air guidance element. The air guidance element can be shifted, i.e., moved, into the respective end position, whereby the air guidance element cannot be moved beyond the respective end position. For example, the first air guidance position (second position) is an intermediate position of the air guidance element, also referred to as an intermediate position or intermediate position, wherein the intermediate position lies between the first position and the third position.If, for example, the air guide element is moved from the first position to the third position or from the third position to the first position, the air guide element moves from the first position to the third position or from the third position to the first position to the second position.

[0015] In a particularly advantageous embodiment of the invention, the air guiding device has a motor that is coupled, in particular in an articulated manner, to the sixth lever element, i.e., connected to it. The motor is preferably designed as an electric motor. The motor is also referred to as the drive. The sixth lever element can be driven by the motor and can thus be pivoted relative to the body, in particular about the tenth pivot axis. By driving the sixth lever element, the air guiding element can be displaced between the positions.In particular, the motor is coupled to the sixth lever element and, via the sixth lever element, to the lever arrangement in such a way that a force provided or capable of being provided by the motor and intended for displacing the air guide element and / or a torque provided or capable of being provided by the motor and thus intended for displacing the air guide element, relative to the lever elements, is first transmitted or capable of being transmitted to the sixth lever element and thus can be introduced or is introduced into the lever arrangement via the sixth lever element. This allows the air guide element to be displaced particularly easily and as needed via the lever arrangement.

[0016] A second aspect of the invention relates to an air guiding device for a vehicle, comprising an air guiding element for guiding an air flow. The air guiding device according to the second aspect of the invention also has an actuating arrangement by means of which the air guiding element can be held or is held on a body of the vehicle so as to be displaceable relative to the body. The previous and following statements regarding the air guiding device according to the first aspect of the invention, in particular regarding the lever arrangement according to the first aspect of the invention, can also be readily applied to the air guiding device according to the second aspect of the invention, in particular to the actuating arrangement according to the second aspect of the invention, and vice versa. In order to be able to displace the air guide element particularly as needed and in a particularly simple manner, the second aspect of the invention provides that the actuating arrangement has, in particular, at least or exactly three joints, namely a first joint, a second joint, and a third joint. The actuating arrangement also has a coupling element provided on the air guide element, which is connected in an articulated manner by means of the first joint to a sliding piece of the actuating element direction. In particular, the coupling element is directly connected in an articulated manner to the sliding piece by means of the first joint, so that no other, further component is arranged between the coupling element and a sliding piece, in particular with the exception of the first joint.The actuating arrangement also has a body-side guide which, for example, can be designed in particular at least in one area as a linear guide and / or in particular at least in one area as a particularly arcuate or curved track guide.

[0017] The feature that the guide is on the body side means that the guide can be attached to the body, is attached to it, or is provided with it, in particular in such a way that relative movements between the body and the guide are prevented. The sliding piece and, for example, the coupling element via the sliding piece, are guided and movable along the guide.

[0018] If the guide is or comprises a linear guide, for example, the sliding piece and, for example, the coupling element via the sliding piece, can be moved linearly along the linear guide, i.e., rectilinearly and thus along a straight line and in a guided manner. In other words, the sliding piece and thus, for example, the coupling element can be moved along the guide. If the guide is or comprises the aforementioned linear guide, the sliding piece and thus, for example, the coupling element can be moved linearly, i.e., rectilinearly, along the linear guide.

[0019] If the guide is or comprises, for example, a track guide and thus, for example, a particularly arcuate or curved guideway, then the sliding piece and, for example, via the sliding piece, the coupling element can be displaced along the track guide or the guideway in an arcuate or curved manner, i.e., guided along at least one arc or at least one curve. In other words, the sliding piece and thus, for example, the coupling element can be displaced along the guide. If the guide is or comprises the aforementioned track guide or curved track, then the sliding piece and thus, for example, the coupling element can be displaced along the track guide in an arcuate or curved manner.

[0020] The sliding piece and thus the coupling element are guided by means of and along the guide when the sliding piece and thus the coupling element are pushed along and thus relative to the guide, and thus moved translationally. The actuating arrangement according to the second aspect of the invention also has, in particular at least or precisely, one lever element which is articulated to the air guiding element by means of the second joint. In particular, it is provided that the lever element is directly articulated to the air guiding element by means of the second joint, so that preferably no other, further component is arranged in addition to the lever element and the air guiding element, in particular with the exception of the second joint. It is conceivable that a first pivot axis is defined or formed by the first joint. In other words, the first joint, for example, has a first pivot axis.The coupling element and the sliding piece are pivotable relative to one another about the first pivot axis. For example, a second pivot axis is defined or formed by the second joint. In other words, the second joint, for example, has the second pivot axis. In particular, it is provided that the first pivot axis and the second pivot axis are spaced apart from one another. The lever element and the air guide element are pivotable relative to one another about the second pivot axis.

[0021] The lever element is connectable or connected in an articulated manner to the structure by means of the third joint. In particular, it is provided that the lever element is connectable or connected directly in an articulated manner to the structure by means of the third joint, so that preferably no other, further component is arranged between the lever element and the structure, in particular with the exception of the third joint. For example, a third pivot axis is defined or formed by the third joint. In other words, the third joint can have the third pivot axis. The lever element is pivotable about the third pivot axis relative to the structure. In particular, it is provided that the third pivot axis is spaced from the first pivot axis and from the second pivot axis, so that the pivot axes of the second aspect of the invention are preferably spaced from one another, in particular in pairs.Furthermore, it is preferably provided that the pivot axes of the second aspect of the invention run parallel to one another, in particular in pairs. In the second aspect of the invention, the air guide element can be displaced, i.e. moved, relative to the structure between a stowed position, a first air guide position and / or a second air guide position by means of the actuating arrangement. The stowed position is also referred to as the first position or is a first position of the air guide element. The first air guide position is also referred to as the second position and is a second position of the air guide element. The second air guide position is also referred to as the third position or is a third position of the air guide element. In the second position, the air guide element can, for example, be arranged further back in the vehicle's longitudinal direction than in the first position.In other words, it is conceivable that in the second position at least a partial region of the air guiding element is arranged further back in the longitudinal direction of the vehicle than in the first position.

[0022] In the second position, the air guide element is aligned or arranged more steeply than in the first position. In other words, according to the second aspect of the invention, the air guide element is inclined more steeply or more sharply in the second position than in the first position, so that the air guide element in the second position presents greater or stronger air resistance to the air flow. In other words, the air guide element in the second position creates greater or stronger flow or air resistance for the vehicle than in the first position.

[0023] In the second air guidance position (third position), the air guidance element is arranged further back in the vehicle's longitudinal direction than in the second position and preferably also than in the first position. In other words, at least the aforementioned partial region of the air guidance element is preferably arranged further back in the vehicle's longitudinal direction in the third position than in the second position and preferably also than in the first position. Thus, in the third position, the air guidance element is or functions as an extension of the body and of the vehicle as a whole, in particular as a rear extension of the body and thus of the vehicle as a whole. In the third position, the air guidance element is aligned or arranged more flatly than in the second position, i.e. less steeply angled.Preferably, the air guiding element is aligned or arranged more steeply in the third position compared to the first position and thus is more sharply angled. Alternatively, the air guiding element can be aligned or arranged less steeply in the third position compared to the first position, i.e., is aligned or arranged more flatly and thus less sharply angled. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0024] In particular, the previous and following statements regarding the first position, the second position, and the third position of the air guide element according to the first aspect of the invention can also be readily applied to the first position, the second position, and the third position of the air guide element according to the second aspect of the invention, and vice versa. As already explained with regard to the lever arrangement of the first aspect of the invention, the actuating arrangement of the second aspect of the invention also enables an advantageous movement sequence of the air guide element in a particularly simple, in particular particularly space-saving, weight-saving, and cost-effective manner, wherein the movement sequence enables the position of the air guide element.The air guide element according to the second aspect of the invention can be locked relative to the body in the first position, the second position, and also the third position, in order to prevent relative movements between the air guide element in the respective position and the body, at least while the vehicle is stationary, i.e. while the vehicle is stationary and in particular while there is no air flow around the vehicle. The second aspect of the invention therefore also makes it possible to adjust the air guide element selectively between the first position, the second position, or the third position. In the third position, particularly advantageous aerodynamics of the vehicle can be achieved because the air resistance of the vehicle can be kept particularly low in the third position.In the second position, an advantageously high downforce or an advantageously low lift can be realized in at least one region of the vehicle, thus ensuring particularly advantageous driving characteristics of the vehicle. In particular, advantageous driving dynamics, in particular advantageous lateral dynamics, of the vehicle can be ensured in or through the second position. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0025] In one embodiment of the second aspect of the invention, the air guiding device has a motor coupled to the lever element, which is preferably designed as an electric motor and is also referred to as a drive. In particular, for example, the motor is coupled to the lever element in an articulated manner. In particular, the motor is coupled directly to the lever element, so that preferably no other, further component is arranged between the motor and the lever element. The lever element and, via the lever element, the actuating arrangement can be driven by means of the motor, whereby the air guiding element can be displaced between the positions relative to the structure. This enables the lever element to be displaced particularly as needed in a particularly simple, space-saving, weight-saving, and cost-effective manner.In particular, the motor is coupled to the actuating arrangement via the lever element in such a way that a force that can be provided or is provided by the motor and intended to displace the air guide element and / or a torque that can be provided or is provided by the motor and thus intended to displace the lever element, relative to the coupling element, the linear guide, the sliding piece, and the lever element, can be or is first transferred to the lever element, so that the force or torque can be introduced into the actuating arrangement via the lever element. This ensures a particularly simple and thus cost-effective, space-saving, and weight-efficient design of the air guide device.

[0026] In order to realize a particularly simple and thus cost-effective, space-saving, and weight-saving design of the air guiding device, a further embodiment of the second aspect of the invention provides that the coupling element is formed separately from the air guiding element and is connected, in particular immovably, to the air guiding element. In other words, the coupling element is preferably connected to the air guiding element in such a way that relative movements between the coupling element and the air guiding element are avoided.

[0027] A third aspect of the invention relates to a vehicle, preferably designed as a motor vehicle, in particular as a car and most particularly as a passenger car, which has an air guiding device according to the first aspect of the invention and / or according to the second aspect of the invention. Advantages and advantageous embodiments of the first aspect and the second aspect of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

[0028] In order to be able to adjust the aerodynamics in a particularly simple and needs-based manner, one embodiment of the third aspect of the invention provides that the air guiding device is arranged at the rear of the vehicle, thus at the rear of the body.

[0029] Finally, it has proven particularly advantageous if the air guiding element has the aforementioned air guiding surface for guiding the air flow, also referred to as airflow, wherein the air guiding surface is flush with an outer skin of the body in the stowed position. The outer skin of the body is to be understood as a surface of the body, wherein the surface, i.e. the outer skin, can be visually and haptically perceived, and thus seen and touched, by persons in the vicinity of the vehicle. This makes it possible to ensure particularly advantageous aerodynamics of the vehicle in the stowed position. In particular, excessive influence on an air flow flowing around the vehicle caused by the air guiding element in the stowed position can be avoided.

[0030] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective specified combinations, but also in other combinations or on their own, without departing from the scope of the invention.

[0031] The drawing shows: Fig. 1 is a schematic side view of a vehicle designed as a passenger car, at the rear of which an air guiding device is arranged; Fig. 2 a schematic side view of a first embodiment of the air guiding device; Fig. 3 a schematic side view of a second embodiment of the air guiding device; Fig. 4 is a schematic perspective view of the second embodiment of the air guiding device; Fig. 5 schematic side views of the air guiding device; Fig. 6 schematic side views of the first embodiment of the air guiding device; Fig. 7 schematic side views of the second embodiment of the air guiding device.

[0032] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0033] Fig. Figure 1 shows a schematic side view of a vehicle 10, whose interior 12, also referred to as a passenger cell or passenger compartment, is formed, i.e., delimited, by a body 14 of the vehicle 10. While the vehicle 10 is traveling, persons such as the driver of the vehicle 10 can be present in the interior 12. In the Fig. In the embodiment shown in Figure 1, the vehicle 10 is designed as a passenger car, the rear of which is designated by 16. In Fig. 1, B denotes an area of ​​the vehicle 10, in particular the rear 16 of the vehicle 10 and thus of the body 14, wherein the area B in Fig. 2 is shown enlarged. Area B is therefore also referred to as the rear area of ​​the rear 16.

[0034] In conjunction with Fig. 2 shows that an air guiding device 18 is mounted on the body 14 in area B, so that the air guiding device 18 is arranged at the rear 16 of the vehicle 10. Thus, the air guiding device 18 is a rear-side air guiding device. In the exemplary embodiment shown in the figures, the body 14 is a self-supporting body.

[0035] Fig. 2 and Fig. 6 show a first embodiment of the air guiding device 18. The air guiding device 18 has an air guiding element 20 for, in particular, targeted guiding of an air flow, which in Fig. 2 is illustrated by an arrow 24. The airflow is also referred to as air current and is formed by airstream, i.e. by air, wherein the airstream or the air flows against and around the vehicle 10, for example during the aforementioned journey of the vehicle 10. In particular, the aforementioned journey is a forward journey of the vehicle 10, which moves forward in the longitudinal direction of the vehicle 10 during forward travel. The longitudinal direction of the vehicle 10 is illustrated by a double arrow 25. In particular, the air guiding element 20 has an air guiding surface 22 for guiding the airflow. This means in particular that, in particular during the aforementioned journey, the airflow flows against the air guiding surface 22, in particular directly, and flows along the air guiding surface 22 and is thereby guided, in particular in a targeted manner, by means of the air guiding surface 22.

[0036] In the first embodiment, the air guiding device 18 has a lever arrangement 26, by means of which the air guiding element 20 is held on the structure 14 so as to be displaceable relative to the structure 14. In other words, the air guiding element 20 is held on the structure 14 by means of the lever arrangement 26 such that the air guiding element 20 is displaceable relative to the structure 14, i.e., movable, in particular such that the air guiding element 20 is connected to the structure 14 via the lever arrangement 26.

[0037] In order to be able to displace the air guiding element 20 particularly as required and in a particularly simple manner relative to the structure 14, the lever arrangement 26 has, in particular, exactly ten joints, namely a first joint G1, a second joint G2, a third joint G3, a fourth joint G4, a fifth joint G5, a sixth joint G6, a seventh joint G7, an eighth joint G8, a ninth joint G9 and a tenth joint G10. Fig. 2 it can be seen that the joints G1-10, in particular when viewed in pairs, are spaced apart from one another. This means in particular the following: The respective joint G1-10 forms or defines a respective pivot axis S1-10. This means that the first pivot axis S1 is formed or defined by the joint G1, the second pivot axis S2 by the joint G2, the third pivot axis S3 by the third joint G3, the fourth pivot axis S4 by the fourth joint G4, the fifth pivot axis S5 by the fifth joint G5, the sixth pivot axis S6 by the sixth joint G6, the seventh pivot axis S7 by the seventh joint G7, the eighth pivot axis S8 by the eighth joint G8, the ninth pivot axis S9 by the ninth joint G9 and the tenth pivot axis S10 by the tenth joint G10.The pivot axes S1-10 are spaced apart from one another, particularly when viewed in pairs, and the pivot axes S1-10 run parallel to one another, particularly when viewed in pairs. In the present case, for example, the respective pivot axis S1-10 runs in the transverse direction of the vehicle 10, whose transverse direction is also referred to as the y-direction or y. The transverse direction of the vehicle is illustrated by a double arrow 28.

[0038] Furthermore, the lever arrangement 26 has, in particular, six lever elements, namely a first lever element 30a, a second lever element 30b, a third lever element 30c, a fourth lever element 30d, a fifth lever element 30e, and a sixth lever element 30f. The lever element 30f is also referred to as a drive lever or control lever. Furthermore, the lever arrangement 26 has, in particular, three bearings, namely a first bearing 32a, a second bearing 32b, and a third bearing 32c. In particular, the bearings 32a-c are provided on the structure 14, in particular fastened, in particular in such a way that relative movements between the structure 14 and the respective bearing 32a-c are prevented. The first lever element 30a is connected in an articulated manner to the air guide element 20 by means of the first joint G1.For this purpose, for example, a first coupling element 34 is provided on the air guiding element 20, wherein the first lever element 30a is pivotally connected to the coupling element 34 by means of the joint G1. For example, the coupling element 34 is formed separately from the air guiding element 20 and is fastened, in particular immovably, to the air guiding element 20 or, in particular immovably, connected to the air guiding element 20. The second lever element 30b is pivotally connected to the first lever element 30a by means of the second joint G2. The second lever element 30b is pivotally connected to the structure 14 by means of the third joint G3. For this purpose, the second lever element 30b is pivotally connected to the bearing 32a by means of the third joint G3 and is thus mounted on the bearing 32a. The third lever element 30c is pivotally connected to the air guiding element 20 by means of the fourth joint G4. For this purpose, for example, a second coupling element 36 is provided on the air guiding element 20.For example, the coupling element 36 is formed separately from the air guiding element 20 and is fastened, in particular immovably, to the air guiding element 20.

[0039] The third lever element 30c is pivotally connected to the structure 14 by means of the fifth joint G5. For this purpose, the third lever element 30c is pivotally connected to the second bearing 32b by means of the fifth joint G5 and is thus mounted on the second bearing 32b. The fourth lever element 30d is pivotally connected to the second lever element 30b by means of the sixth joint G6. Furthermore, the fourth lever element 30d is pivotally connected to the third lever element 30c by means of the seventh joint G7. The fifth lever element 30e is pivotally connected to the third lever element 30c by means of the eighth joint G8. The sixth lever element 30f is pivotally connected to the fifth lever element 30e by means of the ninth joint G9. Furthermore, the sixth lever element 30f is pivotally connected to the structure 14 by means of the tenth joint G10. For this purpose, the sixth lever element 30f is connected to the third bearing 32c by means of the tenth joint G10, i.e., it is mounted on the bearing 32c. In conjunction with Fig. 5 it can be seen that by means of the lever arrangement 26 the air guiding element 20 can be displaced, i.e. moved, relative to the structure 14 between a plurality of positions ST1, ST2, ST3 and ST4. The position ST1 is also referred to as the first position and is a stowed position of the air guiding element 20. The position ST4 is also referred to as the second position and is a first air guiding position of the air guiding element 20. The position ST4 is also referred to as the third position and is a second air guiding position of the air guiding element 20. The position ST2 is also referred to as the fourth position. It can be seen that the positions ST2 and ST3 lie between the positions ST1 and ST4 and are thus intermediate positions of the air guiding element 20. In particular, the air guiding device 18 is designed to lock the air guiding element 20 at least in the positions ST1, ST3 and ST4 and preferably also in the position ST2 relative to the structure 14.Thus, it is conceivable that the position ST2 is, for example, a third air guiding position of the air guiding element 20.

[0040] In the first air guidance position (position ST3), the air guidance element 20 is oriented more steeply than in the stowed position (position ST1). In the second air guidance position (position ST4), the air guidance element 20 is arranged further back in the longitudinal direction of the vehicle 10 than in the stowed position and than in the first air guidance position. Furthermore, in the second air guidance position, the air guidance element 20 is flatter, i.e., less steeply oriented, than in the first air guidance position. Preferably, it is provided that the air guidance element 20 is oriented or arranged more steeply in the second air guidance position than in the stowed position. In the positions ST1, ST2, ST3, ST4, the air guidance element 20, in particular the air guidance surface 22, closes with the Fig. 5 by a dashed line, a winding α, also referred to as the angle of attack. It can be seen that the angle of attack in position ST3 is smaller than in position ST4, and in particular the angle of attack ST3 is smaller than in position ST1. Thus, the air guide element 20 is aligned more steeply in position ST3 than in position ST4 and preferably than in position ST1 (stowed position). In position ST4, the angle of attack is greater than in position ST3, so that in position ST4 the air guide element 20 is aligned or arranged more flatly than in position ST3. However, in position ST4 at least a partial region of the air guide element 20 is arranged further back in the longitudinal direction of the vehicle than in position ST3.Thus, in position ST4, the air guide element 20 is or functions as an extension of the vehicle 10, particularly designed as a rear extension, whose air resistance can thus be advantageously kept low in position ST4. In position ST3, the downforce of the vehicle 10 can be advantageously high or the lift of the vehicle 10 can be advantageously kept low, thereby achieving particularly advantageous driving characteristics.

[0041] In Fig. 2 particularly schematically shows a motor 38, which is preferably designed as an electric motor. In particular, the motor 38 is held on the structure 14. The motor 38 can provide at least one force and / or one torque in order to thereby displace the air guiding element 20 relative to the structure 14. The force and the torque are collectively referred to as the actuating force. The motor 38 is coupled, in particular in an articulated manner, to the sixth lever element 30f, so that the sixth lever element 30f can be driven by means of the motor 38, i.e. by means of the actuating force, and the lever arrangement 26 can be driven via the sixth lever element 30f, whereby the air guiding element 20 can be displaced.

[0042] Fig. 3 shows a schematic side view of a second embodiment of the air guiding device 18. The second embodiment differs from the first embodiment in particular in that, instead of the lever arrangement 26, an actuating arrangement 40 is provided, by means of which the air guiding element 20 is held on the structure 14 so as to be displaceable relative to the structure 14. The actuating arrangement 40 has, in particular, exactly three joints, namely a first joint G1', a second joint G2', and a third joint G3'. A first pivot axis S1' is defined or formed by the joint G1', a second pivot axis S2' is defined or formed by the joint G2', and a third pivot axis S3' is defined or formed by the third joint G3'. The actuating arrangement 40 has a coupling element 42 provided on the air guiding element 20.For example, the coupling element 42 is formed separately from the air guiding element 20 and, in particular, immovably connected to the air guiding element 20. The coupling element 42 is articulated to a sliding piece 44 of the actuating arrangement 40 by means of the first joint G1'. The actuating arrangement 40 has a body-side guide, in this case designed as a linear guide 46, which is provided on the body 14. This means that the linear guide 46 can be formed by the body 14, or the linear guide 46 is formed separately from the body 14 and, in particular, immovably connected to the body 14. Thus, in particular, the linear guide 46 is provided, for example, immovably on the body 14.The sliding piece 44 and, for example, the coupling element 42 via the sliding piece 44, are linearly and guidedly displaceable relative to the structure 14 along the linear guide 46 and thus along a direction of movement, wherein the direction of movement is illustrated by a double arrow 48. This means that the sliding piece can be displaced along the linear guide and thus along the direction of movement relative to the structure 14, wherein the sliding piece 44 is guided by the linear guide 46.

[0043] The actuating arrangement 40 also has, in particular precisely, a lever element 50, which is pivotally connected to the air guiding element 20 by means of the second joint G2'. In the present case, the lever element 50 is pivotally connected to the coupling element 42 by means of the second joint G2' and, via this, is pivotally connected to the air guiding element 20. The lever element 50 is pivotally connected to the structure 14 by means of the third joint G3'. For this purpose, for example, at least or exactly one bearing 52 is provided on the structure 14, in particular immovably, wherein the lever element 50 is pivotally connected to the bearing 52 by means of the joint G3', i.e., is mounted on the bearing 52 and thus on the structure 14.

[0044] In summary of Fig. 3 and Fig. 5 shows that the air guiding element 20 of the second embodiment of the air guiding device 18 can also be displaced, i.e., moved, relative to the structure 14 between the positions ST1, ST2, ST3, and ST4 by means of the actuating arrangement 40. The air guiding element 20 of the second embodiment of the air guiding device 18 can be locked relative to the structure 14 at least in the positions ST1, ST3, and ST4, and preferably also in the position ST2.

[0045] Fig. Figure 4 shows the air guiding device 18 according to the second embodiment in a schematic perspective view, wherein the air guiding element 20 is, for example, in the first air guiding position, thus in the position ST3 (second position). Fig. 4 that the air guiding device 18 has, in particular, precisely two actuating assemblies 40, via which the air guiding element 20 is displaceably held, i.e., movably, on the body 14. The actuating assemblies 40 are spaced apart from one another in the transverse direction of the vehicle. Accordingly, it is conceivable for the air guiding device 18 of the first embodiment to have at least or precisely two lever assemblies 26, via which the air guiding element 20 is displaceably held on the body 14, wherein, for example, the lever assemblies 26 are spaced apart from one another in the transverse direction of the vehicle 10. For example, the sliding piece 44 engages in the corresponding linear guide 46, whereby the sliding piece 44 can be guided and displaced along the linear guide 46.

[0046] Fig. Figure 6 shows three schematic side views of the first embodiment of the air guiding device 18, wherein in Fig. 6 the stowage position (position ST1), the first air guidance position (position ST3) and the second air guidance position (position ST4) are shown. Fig. 6 it is particularly clearly visible that the air guiding element 20 is stored and aligned more flatly in the second air guiding position compared to the first air guiding position. Furthermore, it can be seen that the structure 14 has a recess 54. At least in the stowed position, the lever elements 30a-f are each arranged at least partially, in particular completely, in the recess 54. Furthermore, Fig. 6 that in the stowed position the air guiding element 20, in particular the air guiding surface 22, adjoins flush with an outer skin 56 of the body 14, in particular such that the air guiding element 20, in particular the air guiding surface 22, in the stowed position adjoins flush with a partial area TB of the outer skin 56, the partial area TB of which adjoins the recess 54.

[0047] In Fig. 3 particularly schematically shows a motor 38 which, in the second embodiment of the air guiding device 18, is coupled to the lever element 50.

[0048] For example, in the second embodiment of the air guiding device 18, the motor 38 is designed as an electric motor. The motor 38 can drive the lever element 50 and, via the lever element 50, the actuating assembly 40, whereby the air guiding element 20 is displaceable relative to the structure 14. The previous and following statements regarding the motor 38 of the first embodiment of the air guiding device 18 can also be readily applied to the motor 38 of the second embodiment of the air guiding device 18, and vice versa.

[0049] Finally, Fig. 7 shows several schematic side views of the air guiding device 18 according to the second embodiment. In Fig.7 shows the stowed position (position ST1), the first air guidance position (position ST3), and the second air guidance position (position ST4) of the air guidance element 20. It can be seen that the different positions ST1-4 of the air guidance element 20 can be realized in a cost-effective, space-saving, and weight-saving manner both by means of the lever arrangement 26 and by means of the actuating arrangement 40. Furthermore, a movement sequence of the air guidance element 20 can be realized by both the lever arrangement 26 and the actuating arrangement 40, wherein the movement sequence comprises simple rotational movements in order to be able to relocate the air guidance element 20 easily and in a space-saving and weight-saving manner. List of reference symbols 10 vehicles 12 Interior 14 Structure 16 Rear 18 Air guiding device 20 Air guide element 22 Air guide surface 24 Arrow 25 double arrow 26 Lever arrangement 28 Double arrow 30a-f lever element 32a-c camp 34 coupling element 36 coupling element 38 engine 40 Actuating arrangement 42 coupling element 44 sliding piece 46 Linear guide 48 Double arrow 50 lever element 52 warehouses 54 recess 56 Outer skin 58 Engine B area G1, G1' first joint G2, G2' second joint G3, G3' third joint G4 fourth joint G5 fifth joint G6 sixth joint G7 seventh joint G8 eighth joint G9 ninth joint G10 tenth joint S1, S1' first swivel axis S2, S2' second swivel axis S3, S3' third swivel axis S4 fourth swivel axis S5 fifth swivel axis S6 sixth swivel axis S7 seventh swivel axis S8 eighth swivel axis S9 ninth swivel axis S10 tenth swivel axis ST1 position ST2 position ST3 position ST4 position TB sub-area QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 102013106400 A1

[0002] DE 4207658 A1

[0002] DE 102005021832 A1

[0002] DE 102007058368 A1

[0002] DE 102008024892 B4

[0002] DE 102007061812 A1

[0002] DE 102012106452 A1

[0002]

Claims

[1] Air guiding device (18) for a vehicle (10), comprising an air guiding element (20) for guiding an air flow (24), and comprising a lever arrangement (26) by means of which the air guiding element (20) is to be held displaceably on a body (14) of the vehicle (10) relative to the body (14), characterized by that the lever arrangement (26) has: - ten joints (G1-10); and - six lever elements (30a-f), namely: ◯ a first lever element (30a) which is articulated to the air guiding element (20) by means of a first of the joints (G1-10); ◯ a second lever element (30b) which: ▪ is connected to the first lever element (30a) by means of a second of the joints (G1-10); and ▪ can be connected to the structure (14) in an articulated manner by means of a third of the joints (G1-10); ◯ a third lever element (30c), which: ▪ is connected to the air guiding element (20) in an articulated manner by means of a fourth of the joints (G1-10); and ▪ can be connected to the structure (14) in an articulated manner by means of a fifth of the joints (G1-10); ◯ a fourth lever element (30d), which: ▪ is connected to the second lever element (30b) by means of a sixth of the joints (G1-10); and ▪ is connected to the third lever element (30c) by means of a seventh of the joints (G1-10); ◯ a fifth lever element (30e) which is pivotally connected to the third lever element (30c) by means of an eighth of the joints (G1-10); ◯ a sixth lever element (30f), which: ▪ is connected to the fifth lever element (30e) by means of a ninth of the joints (G1-10); and ▪ by means of a tenth of the joints (G1-10) is articulated to the body (14), wherein the air guiding element (20) is displaceable by means of the lever arrangement (26) relative to the body (14) between a stowed position (ST1) as a first position, a first air guiding position (ST3) as a second position, in which the air guiding element (20) is oriented more steeply than in the first position, and a second air guiding position (ST4) as a third position, in which the air guiding element (20) is arranged further back in the vehicle longitudinal direction (25) and is oriented flatter than in the second position, and can be locked in the respective position (ST1, ST3, ST4) relative to the body (14). [2] Air guiding device (18) according to claim 1, characterized bya motor (38) coupled to the sixth lever element (30f), by means of which the sixth lever element (30f) and, via the sixth lever element (30f), the lever arrangement (26) can be driven and the air guide element (20) can thereby be displaced between the positions (ST1, ST3, ST4). [3] Air guiding device (18) for a vehicle (10), comprising an air guiding element (20) for guiding an air flow (25), and comprising an actuating arrangement (40) by means of which the air guiding element (20) is to be held displaceably on a body (14) of the vehicle (10) relative to the body (14), characterized by that the actuating arrangement (40) comprises: - three joints (G1', G2', G3'); - a coupling element (42) provided on the air guiding element (20), which is connected in an articulated manner to a sliding piece (44) of the actuating device (40) by means of a first of the joints (G1', G2', G3'); - a body-side guide (46) along which the sliding piece (44) can be moved; and - a lever element (50) which: ◯ is connected to the air guiding element (20) in an articulated manner by means of a second of the joints (G1', G2', G3'); and ◯ by means of a third of the joints (G1', G2', G3') is articulated to the body (14), wherein the air guiding element (20) is displaceable by means of the actuating arrangement (40) relative to the body (14) between a stowed position (ST1) as a first position, a first air guiding position (ST3) as a second position, in which the air guiding element (20) is oriented more steeply than in the first position, and a second air guiding position (ST4) as a third position, in which the air guiding element (20) is arranged further back in the vehicle longitudinal direction (25) and is oriented more flatly than in the second position, and is lockable in the respective position (ST1, ST3, ST4) relative to the body (14). [4] Air guiding device (18) according to claim 3, characterized by a motor (38) coupled to the lever element (50), by means of which the lever element (50) and, via the lever element (50), the actuating arrangement (40) can be driven and the air guide element (20) can thereby be displaced between the positions. [5] Air guiding device (18) according to claim 3 or 4, characterized by that the coupling element (42) is formed separately from the air guiding element (20) and is connected to the air guiding element (20). [6] Vehicle (10) with an air guiding device (18) according to one of the preceding claims. [7] Vehicle (10) according to claim 6, characterized by that the air guiding device (18) is arranged at the rear (16) of the vehicle (10). [8] Vehicle (10) according to claim 6 or 7, characterized bythat the air guiding element (20) has an air guiding surface (22) for guiding the air flow (25), wherein the air guiding surface (22) in the stowed position (ST1) adjoins flush with an outer skin (56) of the structure (14).

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