Air dam assembly and control method therefor, vehicle and rotating mechanism

Abstract

Provided in the present invention are an air dam assembly and a control method therefor, a vehicle and a rotating mechanism. The air dam assembly comprises elastic members, end members, a transmission arm, an air dam baffle, a driving element, and a driving shaft connected to the driving element, wherein the transmission arm is in transmission connection with the air dam baffle, a matching hole is formed in the transmission arm, and the driving shaft extends into the matching hole and is in clearance fit with the matching hole; accommodating grooves are formed in the driving shaft; the accommodating grooves and the elastic members are arranged in one-to-one correspondence, and the elastic members and the end members are arranged in one-to-one correspondence; one end of the elastic member is fixed in a corresponding accommodating groove, and one end of the elastic member is fixedly connected to a corresponding end member; the transmission arm is provided with engagement portions, which can be engaged with the end members, such that the driving shaft can drive the air dam baffle to rotate; and the engagement portions can apply force to the end members when the transmission arm is subjected to an external force, such that the elastic members deform elastically, the end members move towards the bottoms of the accommodating grooves and are disengaged from the transmission arm, and the transmission arm rotates relative to the driving shaft in response to the external force.

Description

Air dam assembly, control method thereof, vehicle, and rotating mechanism Technical Field

[0001] The present invention specifically relates to an automobile spoiler device, and more particularly to an air dam assembly and a control method thereof, a vehicle, and a rotating mechanism. Background Art

[0002] A vehicle's air dam assembly typically includes an air dam panel, a drive element (usually a motor) for retracting and extending the panel, and various pivot joints connecting the panel and the drive element. As shown by the solid line in Figure 1, the air dam panel 1 has a closed position at the beginning of its travel. As shown by the dashed line in Figure 1, the air dam panel 1 also has an open position at the end of its travel. The closed position of the air dam panel 1 can be considered parallel to the ground, while the open position can be considered perpendicular to the ground. Technical issues

[0003] The drawback of the prior art is that, when the vehicle is driving, if the air dam baffle 1 in the opened position hits an obstacle (such as a large rock), the rotating joints are easily damaged due to the force, thereby causing irreversible damage to the air dam assembly. Technical Solutions

[0004] The object of the present invention is to provide an air dam assembly, a control method thereof, a vehicle, and a rotating mechanism.

[0005] The air dam assembly provided by the present invention includes an elastic member, an end member, a transmission arm, an air dam baffle, a driving element, and a driving shaft connected to the driving element; the transmission arm is drivingly connected to the air dam baffle, and a matching hole is provided on the transmission arm, and the driving shaft extends into the matching hole and is clearance-matched with the matching hole;

[0006] A receiving groove is provided on the driving shaft; the receiving groove and the elastic member are arranged in a one-to-one correspondence, and the elastic member and the end member are arranged in a one-to-one correspondence; one end of the elastic member is fixed in the receiving groove, and the other end is fixedly connected to the end member; a clamping portion is provided on the transmission arm, and the clamping portion can be clamped with the end member so that the driving shaft can drive the air dam baffle to rotate; the clamping portion can apply force to the end member when the transmission arm is subjected to external force, so that the elastic member is elastically deformed, and the end member moves toward the bottom of the receiving groove and is released from the clamping portion of the transmission arm, and the transmission arm rotates relative to the driving shaft according to the external force.

[0007] Optionally, the drive shaft can rotate along a first direction, and in the first direction, the end piece is engaged with the clamping portion; the transmission arm can apply force to the end piece through the clamping point between the clamping portion and the end piece when subjected to force, so that the transmission arm can rotate relative to the drive shaft after the end piece and the clamping portion are released from engagement.

[0008] Optionally, the clamping portion and the end piece are arranged in a one-to-one correspondence, and a plurality of clamping portions are arranged at intervals on the transmission arm along the first direction; between the corresponding accommodating groove, the clamping portion, the end piece and the elastic piece, the elastic piece is respectively abutted against the accommodating groove and the end piece at its two ends, and the end piece is abutted against the transmission arm under the support of the elastic piece.

[0009] The present invention also provides a vehicle comprising the air dam assembly as described above.

[0010] The present invention also provides a method for controlling an air dam assembly, using the air dam assembly described above; the method for controlling the air dam assembly comprises the following steps:

[0011] S1: When the vehicle is powered on, the current position of the air dam baffle is detected, and the starting point of the air dam baffle's travel is covered with the current position of the air dam baffle to calibrate the current position of the air dam baffle as the starting point of the air dam baffle's travel, and the driving stroke of the driving element is updated according to the starting point of the air dam baffle's travel.

[0012] The present invention further provides a method for controlling an air dam assembly, using the air dam assembly as described in any one of the above items; the method for controlling the air dam assembly comprises the following steps:

[0013] S1': When the vehicle is powered off, the air dam baffle is rotated back from its current position to the expected starting point of the journey. Before the air dam baffle reaches the expected starting point of the journey, if the air dam baffle does not continue to rotate after being rotated to a certain position, the process proceeds to step S2' the next time the vehicle is powered on.

[0014] S2': Use the current position of the air dam baffle to cover the expected starting point of the air dam baffle's travel, so as to calibrate the current position of the air dam baffle as the starting point of the air dam baffle's travel, and update the driving stroke of the driving element according to the starting point of the air dam baffle's travel.

[0015] Optionally, after step S1 or before step S1', step S0 is further included:

[0016] S0: The air dam baffle rotates to the expected end of its travel. If the air dam baffle rotates to a certain position and stops rotating before reaching the expected end of its travel, the process proceeds to step S01.

[0017] S01: Overwriting the original expected end point of the stroke with the current position of the air dam baffle to calibrate the current position of the air dam baffle as the end point of the stroke of the air dam baffle, and updating the driving stroke of the driving element according to the end point of the stroke of the air dam baffle.

[0018] Optionally, in step S0, if a stall of the driving element is detected, a sudden increase in the current of the driving element is detected, and the multiple of the sudden increase in the current reaches a set range, it is determined that the air dam baffle does not continue to rotate after rotating to a certain position before the air dam baffle rotates to the expected end of its stroke; and / or

[0019] In step S1 ', if the drive element is detected to be stalled, a sudden increase in the current of the drive element is detected, and the sudden increase multiple of the current reaches a set range, it is determined that the air dam baffle does not continue to rotate after rotating to a position before the air dam baffle rotates to the expected starting point of the stroke.

[0020] Optionally, in step S0, the following two conditions a and b are simultaneously met to determine that the air dam baffle does not continue to rotate after rotating to a certain position before the air dam baffle rotates to the expected end of its travel:

[0021] a. The current of the driving element suddenly increases, and the sudden increase multiple of the current reaches the set range;

[0022] b. The position sensor signals that the air dam flap has not moved to its fully opened position; and / or

[0023] In step S1', the following two conditions c and d are simultaneously met to determine that the air dam baffle does not continue to rotate after rotating to a certain position before the air dam baffle rotates to the expected starting point of the stroke:

[0024] c. The current of the driving element suddenly increases, and the sudden increase multiple of the current reaches the set range;

[0025] d. The position sensor sends a signal that the air dam baffle has not moved to the closed position.

[0026] The present invention also provides a rotation mechanism, comprising an elastic member, an end member, a transmission arm, a target rotating body, a driving element, and a driving shaft connected to the driving element; the transmission arm is in transmission connection with the target rotating body, the transmission arm is provided with a matching hole, the driving shaft extends into the matching hole and is in clearance fit with the matching hole;

[0027] A receiving groove is provided on the driving shaft; the receiving groove and the elastic member are arranged in a one-to-one correspondence, and the elastic member and the end member are arranged in a one-to-one correspondence; one end of the elastic member is fixed in the receiving groove, and the other end is fixedly connected to the end member; a clamping portion is provided on the transmission arm, and the clamping portion can be clamped with the end member so that the driving shaft can drive the target rotating body to rotate; the clamping portion is used to apply force to the end member when the transmission arm is subjected to external force, so that the elastic member is elastically deformed, the end member moves toward the bottom of the receiving groove and is released from the clamping portion of the transmission arm, and the transmission arm rotates relative to the driving shaft according to the external force. Beneficial effects

[0028] In summary, by allowing the transmission arm and the drive shaft to temporarily release the transmission relationship under the action of an external force, the present invention can ensure that the air dam baffle rotates in accordance with the impact force (thereby allowing the air dam baffle to pass over the obstacle) when the air dam baffle is hit by an obstacle, while avoiding irreversible damage to the air dam assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the following preferred embodiments are specifically cited and described in detail with reference to the accompanying drawings.

[0030] FIG1 is a schematic diagram of an air dam baffle in the related art when it is in a closed position and an open position.

[0031] FIG2 is a first structural diagram of the air dam baffle in the related art when it is in the opened position.

[0032] FIG3 is a second structural diagram of the air dam baffle in the related art when it is in the opened position.

[0033] FIG4 is a first structural diagram of the air dam baffle in an open position according to an embodiment of the present invention.

[0034] FIG5 is a second structural diagram of the air dam baffle in the embodiment of the present invention when it is in the opened position.

[0035] FIG6 is a schematic diagram of a partial structure of an air dam baffle in an embodiment of the present invention.

[0036] FIG7 is a schematic diagram of a transmission arm according to an embodiment of the present invention.

[0037] FIG8 is a schematic diagram showing the posture change of the air dam baffle when encountering an obstacle and rotating forward and backward in an embodiment of the present invention.

[0038] FIG9 is a comparative schematic diagram of the transmission arm before and after rotation relative to the drive shaft in an embodiment of the present invention.

[0039] FIG10 is a schematic diagram showing the positional relationship between the transmission arm and the driving shaft at a certain moment after the transmission arm rotates relative to the driving shaft in an embodiment of the present invention.

[0040] FIG11 is a schematic diagram showing the positional relationship between the transmission arm and the driving shaft at a certain moment after the transmission arm rotates relative to the driving shaft in an embodiment of the present invention.

[0041] Description of Reference Numerals

[0042] 1-air dam baffle, 11-baffle body, 12-lug, 13-boss, 2-driving element, 3-driving shaft, 31-accommodating groove, 4-transmission arm, 41-matching hole, 42-clamping part, 5-connecting rod, 6-elastic member, 7-end member, 71-first ball head, 72-second ball head, 73-third ball head, 74-fourth ball head, 75-fifth ball head, 76-sixth ball head. Modes for Carrying Out the Invention

[0043] Type here a paragraph describing embodiments of the invention.

[0044] The following embodiments of the present invention are described in further detail with reference to the accompanying drawings and examples. The following examples are used to illustrate the present invention but are not intended to limit the scope of the present invention.

[0045] The terms "first", "second" and the like in the description and claims of the present invention are used to distinguish similar objects and are not necessarily used to describe a particular sequence or order.

[0046] In the description of the present invention, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood broadly. For example, they may refer to fixed, removable, or integral connections; mechanical or electrical connections; and direct or indirect connections through an intermediary. In some cases, when referring to something being fixedly connected to something else, the specific connection method may also include an integral connection. Those skilled in the art will understand the specific meanings of these terms based on the specific circumstances.

[0047] The terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inside", "outside" and the like in the present invention indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are directions or positional relationships in which the products of the invention are usually placed when in use. They are only for the convenience and simplification of description, and do not indicate or imply that the devices or components referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0048] The terms "comprises," "comprising," or any other variations thereof herein are intended to cover a non-exclusive inclusion, ie, including elements other than the listed elements and other elements not expressly listed.

[0049] In the description of this specification, the reference terms "one embodiment", "some embodiments", "exemplarily", "specific example", "optionally", "further", "more detailed description", "preferably", "also provided with", "also including" or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples and features of different embodiments or examples described in this specification without mutual contradiction.

[0050] It should be noted that, in the description of this application, the terms "end" and "ends" and other designations of orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of this application and simplify the description. They are not intended to indicate or imply that the components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, all references to "several" herein refer to at least two.

[0051] 2 , the air dam baffle 1 is connected to the driving element 2 and the driving shaft 3 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving shaft 3 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving shaft 3 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving shaft 3 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving shaft 3 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving shaft 3 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving shaft 3 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving element 2 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving element 2 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving element 2 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving element 2 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving element 2 is connected to the driving element 2. The driving arm 4 is connected to the driving element 2 and the driving element 2 is connected to the driving element 2. The driving arm 4 is connected to the driving element 1

[0052] Through holes, aligned in center, are also formed on the other end of the boss 13 and on all the lugs 12. A line connecting the centers of the through holes is defined as line L. The vehicle is equipped with shafts or pins for passing through these through holes, along with hooks for hooking onto the pins. This allows the baffle body 11 to rotate about line L under the action of an external force. Thus, when the drive element 2 rotates the drive shaft 3, the baffle body 11 rotates about line L.

[0053] The disadvantage of the above solution is that, from the drive shaft 3 to the air dam baffle 1, all parts (or rotating joints) adopt a "hard connection" design without buffering; based on this, during the driving process of the vehicle, if the air dam baffle 1 in the open position hits an obstacle (such as a large rock), the rotating joints, especially the connection points between the transmission arm 4 and the connecting rod 5, will easily be damaged due to the force, thereby causing irreversible damage to the air dam assembly.

[0054] As shown in Figures 4 and 5, this embodiment provides a vehicle, which is provided with an air dam assembly at the front of the vehicle. The air dam assembly includes an air dam baffle 1 and a connecting rod 5 as described in the relevant art. What is particularly special in this embodiment is that the air dam assembly also includes a driving element (not shown in the figure, specifically a motor), an elastic member 6, an end member 7, a transmission arm 4, and a driving shaft 3 connected to the driving element. The transmission arm 4 is transmission-connected to the air dam baffle 1, and a matching hole 41 is provided on the transmission arm 4. The driving shaft 3 extends into the matching hole 41 and is clearance-matched with the matching hole 41. The driving shaft 3 is provided with a receiving groove 31 extending radially. The accommodating groove 31 and the elastic member 6 are arranged in a one-to-one correspondence, and the elastic member 6 and the end member 7 are arranged in a one-to-one correspondence. One end of the elastic member 6 is fixed in the accommodating groove 31, and the other end is fixedly connected to the end member 7; a clamping portion 42 is provided on the transmission arm 4, and the clamping portion 42 can be clamped with the end member 7 so that the drive shaft 3 can drive the air dam baffle 1 to rotate; the clamping portion 42 can apply force to the end member 7 clamped with itself when the transmission arm 4 is subjected to external force, so that the elastic member 6 is elastically deformed, and the end member 7 moves toward the bottom of the accommodating groove 31 and is released from the clamping with the transmission arm 4, so that the transmission arm 4 can rotate relative to the drive shaft 3 along the external force to unload the force.

[0055] From the above description, it can be seen that when the air dam baffle 1 is not hit, a clamping relationship is formed with the end piece 7 through the clamping portion 42, and the drive shaft 3 can form a transmission connection relationship with the air dam baffle 1, thereby not affecting the driving element to control the rotation of the air dam baffle 1; when the air dam baffle 1 is hit by an obstacle, even if the impact force is transmitted from the connecting rod 5 to the transmission arm 4, since the transmission arm 4 can rotate relative to the drive shaft 3 according to the external force it receives, the transmission arm 4 can rely on its relative rotation to cross the obstacle, thereby avoiding the various rotating joints of the air dam assembly, especially the connection point between the transmission arm 4 and the connecting rod 5 from being destroyed due to the force, thereby causing irreversible damage to the air dam assembly.

[0056] For the above vehicle, the following is a more detailed example setup:

[0057] As shown in FIG1 , the air dam baffle 1 of this embodiment has a closed position at the starting point of its stroke and an open position at the end point of its stroke; the air dam baffle 1 can be regarded as parallel to the ground in the closed position and can be regarded as perpendicular to the ground in the open position.

[0058] Please continue to refer to Figures 4 and 5. As in the related art, the air dam baffle 1 of this embodiment includes an air dam baffle 1, a driving element, a driving shaft 3, a transmission arm 4, and a connecting rod 5, wherein the air dam baffle 1 includes a baffle body 11, two pairs of lugs 12 and a pair of bosses 13. The lugs 12 and the bosses 13 are both formed by protruding backward from the rear surface of the baffle body 11, the two lugs 12 in each pair of lugs 12 are arranged at intervals from each other, and the two bosses 13 in a pair of bosses 13 are arranged at intervals from each other, and the bosses 13 are strip-shaped and extend in the up and down directions; the driving element is fixedly arranged at the front of the vehicle, the driving shaft 3 is connected to the driving element, and can be driven by the driving element to drive the air dam baffle 1 to open or close; at the same time, one end of the transmission arm 4 is hinged to one end of the connecting rod 5 (only a simple drawing is shown in Figures 4 and 5); the other end of the connecting rod 5 is hinged to one end of the boss 13, and the other end of the boss 13 extends between the two pairs of lugs 12. In addition, through holes with their centers aligned with each other are provided on the other end of the boss 13 and the lug 12. The vehicle is provided with pin-like parts for passing through these through holes, as well as hook-like parts that cooperate with the pin-like parts, so that the baffle body 11 can rotate around the line connecting the centers of the through holes as the axis.

[0059] Please continue to refer to Figures 4 and 5. The air dam baffle 1 in Figure 4 is in the open position; the direction of the arrow shown in Figure 4 (clockwise) is the first direction, and the opposite direction of the first direction is the second direction. The drive shaft 3 of this embodiment has a circular cross-section. When the drive shaft 3 rotates along the first direction, the air dam baffle 1 will rotate from front to back and retract, for example, to the closed position; when the drive shaft 3 rotates along the second direction, the air dam baffle 1 will rotate from back to front and open, for example, to the open position.

[0060] Continuing to refer to Figures 6 and 7, with respect to the transmission arm 4, the mating hole 41 thereon is illustratively a circular hole, and the clamping portion 42 is illustratively an arc-shaped recess provided on the transmission arm 4 and opening toward the center of the mating hole 41. The clamping portion 42 is recessed from the inner wall of the mating hole 41 in a direction away from the center of the mating hole 41. There are a total of six clamping portions 42 on the transmission arm 4, and these clamping portions 42 are arranged at equal angles along the circumference of the mating hole 41. With respect to the drive shaft 3, the drive shaft 3 is illustratively a cylindrical shaft, and the receiving groove 31 on the drive shaft 3 is illustratively a recessed groove. The receiving groove 31 is recessed from the bottom surface of the drive shaft 3 along the radial direction of the drive shaft 3, and penetrates the side surface contour of the drive shaft 3 to form an opening on the side surface of the drive shaft 3.

[0061] As described above, the end piece 7 is illustratively a spherical head-shaped component, disposed in a one-to-one correspondence with and engaging the engaging portion 42. The elastic member 6 is illustratively a linear spring, with its ends fixedly connected (e.g., welded) to the bottom of the receiving groove 31 and the end piece 7, respectively, to form abutments therewith. Supported by the elastic member 6, a portion of the end piece 7 is positioned within the receiving groove 31, while a portion extends out of the receiving groove 31 through the opening, into the engaging portion 42, and abuts against it. Each end piece 7 has two engaging points with its corresponding engaging portion 42 (see the arrows in FIG. 6 for details).

[0062] As can be seen, due to the presence of the elastic member 6, when the transmission arm 4 is subjected to an external force, a force is applied to the end piece 7 through the engagement between the engagement portion 42 and the end piece 7. This allows the transmission arm 4 to rotate relative to the drive shaft 3 in response to the external force after the end piece 7 and the engagement portion 42 are released, thereby relieving the external force. This is described in more detail below:

[0063] Please refer to Figures 8 and 9 . As can be seen from the foregoing, the end pieces 7 of the air dam assembly are engaged with the engaging portion 42 , allowing the drive shaft 3 to drive the air dam baffle 1 to rotate. After the air dam baffle 1 rotates, the elastic member 6 , the end piece 7 , the transmission arm 4 , and other components support the air dam baffle 1 . Based on this, the following situations may occur during vehicle operation of the air dam assembly:

[0064] As shown in ① of Figure 8 and ① of Figure 9, the air dam baffle 1 is in the open position because the vehicle is in the driving state. At this time, the end pieces 7 of the air dam assembly are in the clamping state with the clamping portion 42, and the air dam baffle 1 has not yet encountered the obstacle (the obstacle is indicated by a circle in Figure 8); then, the vehicle continues to drive, and the air dam baffle 1 encounters the obstacle as shown in ② of Figure 8; after the air dam baffle 1 encounters the obstacle, due to the impact caused by the obstacle, the air dam baffle 1 rotates backward as shown in ③ of Figure 8, leaving space underneath it for the obstacle to pass through, allowing the obstacle to pass under the vehicle.

[0065] Correspondingly, when the air dam baffle 1 is hit by an obstacle, the impact force is transmitted to the transmission arm 4 along the air dam baffle 1; the impact force can be decomposed into component forces in multiple directions, and the component forces in multiple directions include the two component forces indicated by dotted arrows in ① in Figure 9; these two component forces are respectively the first component force and the second component force, wherein the first component force is the force that causes the transmission arm 4 to move radially along the matching hole 41, and the second component force is the force that causes the transmission arm 4 to rotate circumferentially along the matching hole 41. It can be seen from the above-mentioned arrangement of the elastic member 6, the end member 7 and the clamping portion 42 that, under the action of the first component force, the transmission arm 4 will squeeze most of the end member 7, so that a part of the clamping portion 42 is away from the corresponding end member 7, buffering part of the first component force, and causing most of the elastic member 6 to be compressed, and most of the end member 7 to move toward the bottom of the accommodating groove 31.

[0066] Based on the above, while the first component of force is acting, under the action of the second component of force, each clamping portion 42 will apply force to the end piece 7 by virtue of its two clamping points with the corresponding end piece 7, compressing the elastic member 6; at this time, due to the fact that the end piece 7 is clamped by its curved outer surface and the clamping portion 42, and the instantaneous impact force caused by the collision of the obstacle with the air dam baffle 1 has a considerable value, etc., the second component of force will synergize with these factors and the first component of force, causing the transmission arm 4 (by virtue of the two clamping points between each clamping portion 42 and the corresponding end piece 7) to press each end piece 7 to the extent that the end piece 7 and the transmission arm 4 are disengaged; thus, as shown in ② in Figure 9, one of the two clamping points will leave the end piece 7 in the direction of the force of the second component of force, and the other of the two clamping points will continue to apply force to the end piece 7 by adhering to the outer surface of the end piece 7; thus, the transmission arm 4 rotates relative to the drive shaft 3 as described above.

[0067] Based on the above description, it can be understood that once the transmission arm 4 rotates relative to the driving shaft 3 and allows the obstacle to pass, the transmission arm 4 can remove the received impact force through its own rotation.

[0068] It is also understood that after all end pieces 7 are released from the engaging portions 42 and during the rotation of the transmission arm 4 relative to the drive shaft 3, even if any receiving slot 31 passes outside any end piece 7, as long as the transmission arm 4 still has a significant force remaining, even if at some point a receiving slot 31 is aligned with the end piece 7 and the end piece 7 slightly protrudes from the receiving slot 31 under the elastic force of the elastic member 6, the portion of the end piece 7 protruding from the receiving slot 31 will be immediately pushed back as the transmission arm 4 rotates. It is understood that this "end piece 7 protruding-being pushed back" process also helps to dissipate the impact force exerted on the transmission arm 4.

[0069] Please continue to refer to Figure 8. When the air dam baffle 1 is in the open position, the end piece 7 in the transmission arm 4 closest to the air dam baffle 1 is the first ball head 71, and the other five end pieces 7 arranged from near to far from the first ball head 71 in the first direction are the second ball head 72, the third ball head 73, the fourth ball head 74, the fifth ball head 75 and the sixth ball head 76 respectively; with respect to the relative rotation between the above-mentioned transmission arm 4 and the drive shaft 3, one thing that needs to be explained is that since there are six end pieces 7 arranged at equal angles in this embodiment, when the transmission arm 4 is subjected to the first component of force, the elastic piece 6 corresponding to the first ball head 71 will be subjected to the most obvious compression, thereby buffering the largest amount of the first component of force.

[0070] Based on the above, the second thing that needs to be explained is that the second ball head 72, the third ball head 73, the fourth ball head 74, the fifth ball head 75 and the sixth ball head 76 move toward the bottom of the corresponding receiving groove 31 under the cooperation of the first component force and the second component force, and then release the engagement with the corresponding clamping part 42.

[0071] In accordance with the above, the third thing that needs to be explained is that in the process of the first ball head 71 moving toward the bottom of the accommodating groove 31, the first component of force will cause the gap between the drive shaft 3 and the wall of the matching hole 41 to become narrower in part (for example, near the first ball head 71) and wider in part (for example, near the fourth ball head 74). This feature exists for a short time, but can further facilitate the second ball head 72, the third ball head 73, the fourth ball head 74, the fifth ball head 75 and the sixth ball head 76 to be released from the clamping portion 42 under the cooperation of the first component of force and the second component of force, which is beneficial to the rotation of the transmission arm 4 relative to each end piece 7 and the movement of each end piece 7 toward the bottom of the corresponding accommodating groove 31; at the same time, the second ball head 72, the third ball head 73, the fourth ball head 74, the fifth ball head 75 and the sixth ball head 76 are released from the clamping portion 42, which in turn can also be more beneficial to the clamping part of the peripheral side of the first ball head 71 to apply force to the first ball head 71.

[0072] Fourthly, based on the above description, it is understood that the relative rotational arrangement of the transmission arm 4 and the drive shaft 3 in this embodiment does not affect the ability of the drive shaft 3 (during normal operation of the air dam assembly) to drive the rotation of the transmission arm 4 by virtue of the engagement between the end pieces 7 and the engaging portions 42. In other words, the combined engaging forces between the end pieces 7 and the engaging portions 42 securely support the transmission connection between the transmission arm 4 and the drive shaft 3 and maintain the air dam baffle 1 open, but can be released by the impact of an obstacle. For those skilled in the art, the aforementioned "combined engaging forces" are a factor that can be flexibly designed based on needs and test data.

[0073] A fifth point to note is that, in a possible implementation, to enhance the transmission stability between the transmission arm 4 and the drive shaft 3 during transmission connection, the diameter of the elastic member 6 should be as close as possible to the diameter of the accommodating groove 31 without affecting elastic deformation. Furthermore, to ensure that the connection between each end piece 7 and the engaging portion 42 can be quickly released when an obstacle strikes, the engaging portion between the end piece 7 and the engaging portion 42 can be configured as a relatively rounded arc.

[0074] In addition, it can be understood that for those skilled in the art, the specific number of the clamping parts 42 and how the clamping parts 42 are arranged on the transmission arm 4 are flexible design items and should not be limited to the specific design parameters of this embodiment.

[0075] Based on the above, it can be understood that after the obstacle passes over the air dam baffle 1 and the transmission arm 4 removes the impact force it receives by rotating (or the impact force received by the transmission arm 4 is almost gone), a new relative position relationship will be formed between the transmission arm 4 and the drive shaft 3.

[0076] This new relative positional relationship may be as shown in FIG10 , where each end piece 7 is relatively aligned with the new engaging portion 42. Thereafter, under the elastic restoring force of each elastic member 6, each end piece 7 extends into the aligned engaging portion 42, thereby reestablishing the engaging (transmitting) connection between the transmission arm 4 and the drive shaft 3. It is understood that similar situations also include situations where each end piece 7 is not completely aligned with each engaging portion 42, but only partially aligned. Because each end piece 7 has a smooth curved surface, with the support of the elastic member 6, each end piece 7 can then extend into the aligned engaging portion 42, thereby reestablishing the engaging (transmitting) connection between the transmission arm 4 and the drive shaft 3.

[0077] Please continue to refer to Figure 11. The new relative position relationship may also be: the clamping portion 42 is "idle", and each end piece 7 is in abutment with the wall of the matching hole 41 between the clamping portions 42; in this state, if the vehicle continues to move, then depending on the driving state (such as the speed, the degree of vehicle body bumps) and the static friction between the end piece 7 and the wall of the matching hole 41, the end piece 7 may maintain this state for at least a period of time, or the transmission arm 4 may then swing slightly from back to front (or swing back), and then each end piece 7 will be clamped with the nearest clamping portion 42.

[0078] Please refer back to Figure 4. The intended design and application of the air dam baffle 1 in this embodiment include: by controlling the driving element to drive the driving shaft 3, the air dam baffle 1 will automatically open to the open position when the vehicle is powered on, and automatically close to the closed position when the vehicle is powered off.

[0079] Furthermore, in the vehicle provided in this embodiment, when the air dam baffle 1 is in its closed position, a retaining structure (not shown) is located around it, preventing the air dam baffle 1 from further rearward rotation. When the air dam baffle 1 is in its open position, a retaining structure is also located around it, preventing the air dam baffle 1 from further forward rotation. The retaining structure located around the air dam baffle 1 can be a body sheet metal, a bracket, a front bumper assembly, or a sheet metal specifically designed to retain the air dam baffle 1. These retaining structures are configurable by those skilled in the art and are not detailed here.

[0080] Based on the above description of the air dam assembly in this embodiment, it can be understood that after the vehicle is powered on and the air dam baffle 1 is impacted and rotated backward, because the drive shaft 3 has not actually rotated, the drive element will still be in the state of "driving the air dam baffle 1 to the fully opened position." Under this premise, when the vehicle is powered off, the drive element will rotate the air dam baffle 1 backward according to the intended design process. However, the air dam baffle 1 may not rotate to the designed angle before reaching the fully closed position. At this time, because the drive element has not completed its designed stroke, the air dam baffle 1 cannot continue to rotate, and the drive element will indicate a stall due to the obstruction of its transmission.

[0081] In order to adaptively design the vehicle for this situation, this embodiment also provides a control method for the air dam assembly based on the aforementioned air dam assembly, the method comprising the following steps:

[0082] S1: When the vehicle is powered on, the current position of the air dam baffle 1 is detected, and the starting point of the travel of the air dam baffle 1 is covered with the current position of the air dam baffle 1 to calibrate the current position of the air dam baffle 1 as the starting point of the travel of the air dam baffle 1, and the driving stroke of the driving element is updated according to the starting point of the travel of the air dam baffle 1.

[0083] Alternatively, the control method of the air dam assembly includes the following steps:

[0084] S1': When the vehicle is powered off, the air dam baffle 1 is rotated back from its current position to the expected starting point of the travel. Before the air dam baffle 1 rotates to the expected starting point of the travel, if the air dam baffle 1 does not continue to rotate after rotating to a certain position, the process proceeds to step S2' when the vehicle is powered on next time.

[0085] S2': Use the current position of the air dam baffle 1 to cover the expected starting point of the travel of the air dam baffle 1, so as to calibrate the current position of the air dam baffle 1 as the starting point of the travel of the air dam baffle 1, and update the driving stroke of the driving element according to the starting point of the travel of the air dam baffle 1.

[0086] From the above, it can be seen that even after the vehicle is powered on, the transmission arm 4 rotates backward due to the air dam baffle 1 being hit by an obstacle, and is out of the open position. Then the vehicle is powered off again. Because there is a step of covering the original expected end point of the stroke at the position where the air dam baffle 1 stops rotating when the power is turned off, the above-mentioned control method of this embodiment corresponds to the driving element. It can timely update the rotation stroke of the driving element, so that the driving element can then work normally and accurately drive the air dam baffle 1 to open.

[0087] It is understandable to those skilled in the art that the actions in steps S1 and S2', such as "detecting the current position of the air dam baffle 1," "overriding the starting point (or end point) of the air dam baffle 1's travel with the current position of the air dam baffle 1," and "calibrating the current position of the air dam baffle 1 as the starting point (or end point) of the air dam baffle 1's travel," can all be accomplished by directly detecting the drive element or updating the drive element's rotational stroke. For example, the action of "detecting the current position of the air dam baffle 1" can be accomplished directly by reading the current rotor angle of the drive element, and the action of "overriding the starting point (or end point) of the air dam baffle 1's travel with the current position of the air dam baffle 1" can be accomplished directly by overriding the rotor's preset travel starting point with the current rotor angle of the drive element.

[0088] It will be appreciated that this embodiment is particularly suitable for ensuring the normal operation of the air dam 1 when it is blocked from returning to its fully closed position by a foreign object. For example, if a foreign object is obstructing the vehicle structure surrounding the air dam 1, preventing it from retracting to its fully closed position, and the vehicle user is unable to remove the foreign object immediately, the method provided in this embodiment can ensure that the drive element has the self-learning capability to update the rotational stroke in real time, while also ensuring that the drive element can subsequently function normally.

[0089] Based on the above, this embodiment further provides a control method for an air dam assembly. The method further includes, on the basis of the aforementioned control method, step S0 after step S1 or before step S1′:

[0090] S0: rotating the air dam baffle 1 to the expected end of its travel; before the air dam baffle 1 reaches the expected end of its travel, if the air dam baffle 1 stops rotating after reaching a certain position, proceeding to step S01;

[0091] S01: Overwrite the original expected end point of the stroke with the current position of the air dam baffle 1 to calibrate the current position of the air dam baffle 1 as the end point of the stroke of the air dam baffle 1, and update the driving stroke of the driving element according to the end point of the stroke of the air dam baffle 1.

[0092] As can be understood, this method is particularly suitable for ensuring the normal operation of the air dam baffle 1 when it is blocked from fully opening due to foreign objects. For example, if a foreign object is blocked by the vehicle structure surrounding the air dam baffle 1, preventing it from fully opening, and the vehicle user is unable to remove the foreign object, this method can ensure that the drive element has the self-testing and learning capability to update the rotational stroke in real time, while also ensuring that the drive element can subsequently function normally.

[0093] Based on the above, in a possible embodiment, there is a control method for the air dam assembly as follows:

[0094] In the aforementioned step S0, if a stall is detected in the driving element (e.g., a fault code indicating a stall is reported), a sudden increase in the current of the driving element is detected, and the multiple of the sudden increase in current reaches a set range (e.g., 5-12 times the current of the driving element during normal operation, which can be flexibly set by those skilled in the art), it is determined that the air dam baffle 1 does not continue to rotate after rotating to a certain position before the air dam baffle 1 rotates to the expected end of its stroke; and / or

[0095] In step S1', if a stall is detected in the drive element and a sudden increase in the drive element's current is detected, and the current surge multiple reaches a set range, then it is determined that the air dam 1 has stopped rotating after reaching a certain position before reaching the expected starting point of its travel. It should be noted that this sudden increase in current is a typical symptom of a motor stall, and the specific mechanism behind this is not detailed in this case.

[0096] Based on the above, in a possible embodiment, at least one position detector can be installed around the side of the air dam baffle 1 to determine whether the air dam baffle 1 has rotated to the desired position in combination with the status of the driving element. For example, one position detector can be installed to detect whether the air dam baffle 1 has rotated to the open position when rotating forward and to the closed position when rotating backward, or two position detectors can be installed to detect whether the air dam baffle 1 has rotated to the open position when rotating forward and to the closed position when rotating backward. Based on this, in a possible embodiment, the following air dam assembly control method can also be provided:

[0097] In the aforementioned step S0, the following two conditions a and b are simultaneously met to determine that the air dam baffle 1 does not continue to rotate after rotating to a certain position before the air dam baffle 1 rotates to the expected end of its stroke:

[0098] a. The current of the driving element suddenly increases, and the sudden increase multiple of the current reaches the set range;

[0099] b. The position sensor sends a signal that the air dam baffle 1 does not move to the open position; and / or

[0100] In the aforementioned step S1', the following two conditions c and d are simultaneously met to determine that the air dam baffle 1 does not continue to rotate after rotating to a certain position before the air dam baffle 1 rotates to the expected starting point of the stroke:

[0101] c. The current of the driving element suddenly increases, and the sudden increase multiple of the current reaches the set range;

[0102] d. The position sensor sends a signal that the air dam baffle 1 has not moved to the closed position.

[0103] In summary, by allowing the transmission arm 4 and the drive shaft 3 to temporarily release the transmission relationship under the action of an external force, the present invention can ensure that the air dam baffle 1 rotates in accordance with the impact force (thereby allowing the air dam baffle 1 to pass over the obstacle) when the air dam baffle 1 is hit by an obstacle, and can also avoid irreversible damage to the air dam assembly.

[0104] It is understandable that the relationship between the transmission arm 4 and the drive shaft 3 in the present invention can also be applied to rotating mechanisms such as CSD large screens and RSD rear screens to ensure that the rotating joints of these mechanisms will not be irreversibly damaged by excessive external forces. It is understandable that the air dam assembly of the present invention is essentially a rotating mechanism, and the air dam baffle 1 in the air dam assembly can be regarded as the target rotating body in the rotating mechanism. Based on this, the present invention actually also provides a rotating mechanism and its design principles, which are as follows:

[0105] The rotating mechanism includes an elastic member 6, an end member 7, a transmission arm 4, a target rotating body, a driving element, and a driving shaft 3 connected to the driving element. The transmission arm 4 is in transmission connection with the target rotating body, and a matching hole 41 is provided on the transmission arm 4. The driving shaft 3 extends into the matching hole 41 and is loosely matched with the matching hole 41.

[0106] A receiving groove 31 is provided on the driving shaft 3; the receiving groove 31 and the elastic member 6 are arranged in a one-to-one correspondence, and the elastic member 6 and the end member 7 are arranged in a one-to-one correspondence; one end of the elastic member 6 is fixed in the receiving groove 31, and the other end is fixedly connected to the end member 7; a clamping portion 42 is provided on the transmission arm 4, and the clamping portion 42 can be clamped with the end member 7 so that the driving shaft 3 can drive the target rotating body to rotate; the clamping portion 42 is used to apply force to the end member 7 when the transmission arm 4 is subjected to external force, so that the elastic member 6 is elastically deformed, and the end member 7 moves toward the bottom of the receiving groove 31 and is released from the clamping with the transmission arm 4, and the transmission arm 4 rotates relative to the driving shaft 3 according to the external force.

[0107] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims. Industrial Applicability

[0108] The present invention designs the transmission arm and the drive shaft to be able to temporarily release the transmission relationship under the action of an external force. This ensures that when the air dam baffle is hit by an obstacle, the air dam baffle can rotate in accordance with the impact force (thereby allowing the air dam baffle to pass over the obstacle) while avoiding irreversible damage to the air dam assembly.

Claims

1. An air dam assembly, characterized in that: The invention comprises an elastic member (6), an end member (7), a transmission arm (4), an air dam baffle (1), a driving element, and a driving shaft (3) connected to the driving element; the transmission arm (4) is drivingly connected to the air dam baffle (1); a matching hole (41) is provided on the transmission arm (4); the driving shaft (3) extends into the matching hole (41) and is clearance-matched with the matching hole (41); The drive shaft (3) is provided with a receiving groove (31), and the elastic member (6) is arranged between the groove bottom of the receiving groove (31) and the end member (7); the transmission arm (4) is provided with a clamping portion (42), and the clamping portion (42) can be clamped with the end member (7), so that the drive shaft (3) can drive the air dam baffle (1) to rotate; when the transmission arm (4) is subjected to an external force, the clamping portion (42) can apply force to the end member (7), so that the end member (7) moves toward the groove bottom of the receiving groove (31) and releases the clamping connection with the transmission arm (4), and the transmission arm (4) rotates relative to the drive shaft (3).

2. The air dam assembly according to claim 1, characterized in that: The drive shaft (3) can rotate in a first direction. In the first direction, the end piece (7) is engaged with the engaging portion (42). When a force is applied, the transmission arm (4) can apply force to the end piece (7) through the engaging portion between the engaging portion (42) and the end piece (7), so that the transmission arm (4) can rotate relative to the drive shaft (3) after the end piece (7) and the engaging portion (42) are released from engagement.

3. The air dam assembly according to claim 1 or 2, characterized in that: The clamping portions (42) are arranged in one-to-one correspondence with the end pieces (7), and a plurality of clamping portions (42) are arranged at intervals on the transmission arm (4) along a first direction; between the corresponding accommodating grooves (31), the clamping portions (42), the end pieces (7) and the elastic piece (6), the elastic piece (6) abuts against the accommodating grooves (31) and the end pieces (7) at both ends thereof, and the end pieces (7) abut against the transmission arm (4) under the support of the elastic piece (6).

4. A vehicle, characterized in that: Comprising the air dam assembly as described in any one of claims 1-3.

5. A method for controlling an air dam assembly, characterized in that: Using the air dam assembly according to any one of claims 1 to 3, the control method of the air dam assembly comprises the following steps: S1: When the vehicle is powered on, the current position of the air dam baffle (1) is detected, and the starting point of the travel of the air dam baffle is covered with the current position of the air dam baffle (1), so as to mark the current position of the air dam baffle (1) as the starting point of the travel of the air dam baffle (1), and the driving travel of the driving element is updated according to the starting point of the travel of the air dam baffle (1).

6. A method for controlling an air dam assembly, characterized in that: Using the air dam assembly according to any one of claims 1 to 3, the control method of the air dam assembly comprises the following steps: S1': when the vehicle is powered off, the air dam baffle (1) is rotated from its current position back to the expected starting point of the journey; before the air dam baffle (1) is rotated to the expected starting point of the journey, if the air dam baffle (1) does not continue to rotate after being rotated to a position, the process proceeds to step S2' when the vehicle is powered on next time; S2': Overlay the expected travel starting point of the air dam baffle with the current position of the air dam baffle (1), so as to mark the current position of the air dam baffle (1) as the travel starting point of the air dam baffle (1), and update the driving stroke of the driving element according to the travel starting point of the air dam baffle (1).

7. The control method of the air dam assembly according to claim 5 or 6, characterized in that: The method further includes step S0 after step S1 or before step S1': S0: rotating the air dam baffle (1) to an expected end point of the travel; if the air dam baffle (1) stops rotating after rotating to a certain position before the air dam baffle (1) rotates to the expected end point of the travel, the process proceeds to step S01; S01: Overwriting the original expected end point of the stroke with the current position of the air dam baffle (1), so as to mark the current position of the air dam baffle (1) as the end point of the stroke of the air dam baffle (1), and updating the driving stroke of the driving element according to the end point of the stroke of the air dam baffle (1).

8. The control method of the air dam assembly according to claim 7, characterized in that: In step S0, if it is detected that the drive element is stalled, a sudden increase in the current of the drive element is detected, and the sudden increase multiple of the current reaches a set range, it is determined that before the air dam baffle (1) rotates to the expected end of the stroke, the air dam baffle (1) will no longer rotate after rotating to a certain position; and / or In step S1', if it is detected that the drive element is stalled, a sudden increase in the current of the drive element is detected, and the sudden increase multiple of the current reaches a set range, it is determined that the air dam baffle (1) will no longer rotate after rotating to a certain position before the air dam baffle (1) rotates to the expected starting point of the stroke.

9. The control method of the air dam assembly according to claim 7, characterized in that: In step S0, the following two conditions a and b are satisfied at the same time, and it is determined that before the air dam baffle (1) rotates to the expected end of the stroke, the air dam baffle (1) does not continue to rotate after rotating to a certain position: a. The current of the driving element increases suddenly, and the increase multiple of the current reaches the set range; b. the position sensor sends a signal that the air dam baffle (1) has not moved to the fully opened position; and / or In step S1', the following two conditions c and d are satisfied at the same time, and it is determined that before the air dam baffle (1) rotates to the expected starting point of the stroke, the air dam baffle (1) does not continue to rotate after rotating to a certain position: c. The current of the driving element increases suddenly, and the increase multiple of the current reaches the set range; d. The position sensor sends a signal that the air dam baffle (1) has not moved to the closed position.

10. A rotating mechanism, characterized in that: The invention comprises an elastic member (6), an end member (7), a transmission arm (4), a target rotating body, a driving element, and a driving shaft (3) connected to the driving element; the transmission arm (4) is in transmission connection with the target rotating body, a matching hole (41) is provided on the transmission arm (4), and the driving shaft (3) extends into the matching hole (41) and is clearance-matched with the matching hole (41); The drive shaft (3) is provided with a receiving groove (31); the receiving groove (31) and the elastic member (6) are arranged in a one-to-one correspondence, and the elastic member (6) and the end member (7) are arranged in a one-to-one correspondence; one end of the elastic member (6) is fixed in the receiving groove (31), and the other end is fixedly connected to the end member (7); a clamping portion (42) is provided on the transmission arm (4), and the clamping portion (42) can be clamped with the end member (7) so that the drive shaft (3) can drive the target rotating body to rotate; the clamping portion (42) is used to apply force to the end member (7) when the transmission arm (4) is subjected to an external force, so that the elastic member (6) is elastically deformed, the end member (7) moves toward the bottom of the receiving groove (31) and is released from the clamping connection with the transmission arm (4), and the transmission arm (4) rotates relative to the drive shaft (3) in accordance with the external force.

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