阅读说明：本技术 主动式前导流器——平翼板 (Active front deflector-flat wing plate ) 是由 马丁·R·马修斯 布朗顿·R·林德贝里 王垚 于 2019-04-03 设计创作，主要内容包括：一种用于车辆的主动式前导流器,该主动式前导流器能够在伸展位置、缩回位置或伸展位置与缩回位置之间的任意位置之间移动。主动式前导流器组件具有用于附接至车辆的车身底部的横向构件。横向构件还包括用于连接至车辆的车身底部的多个滑动接头连接件。横向构件是致动器连杆组件的固定连杆,致动器连杆组件具有致动器、驱动连杆、浮动连杆和叶片。(An active front deflector for a vehicle is movable between an extended position, a retracted position, or any position between the extended and retracted positions. The active front deflector assembly has a cross member for attachment to the underbody of the vehicle. The cross member also includes a plurality of slip joint connections for connecting to an underbody of the vehicle. The cross member is a fixed link of an actuator linkage assembly having an actuator, a drive link, a floating link, and a vane.)

1. An active front deflector assembly for a vehicle, the active front deflector assembly comprising:

a cross member for attachment to an underbody of a vehicle, wherein the cross member is a fixed link of an actuator linkage assembly;

the actuator linkage assembly comprises an actuator, a drive link, a floating link and a vane;

the actuator is connected to the cross member, the actuator including a drive connection;

wherein the drive link includes a drive connection end and a driven connection end, wherein the drive connection end is connected with the drive connection of the actuator;

the floating link is rotatably connected to the driven end of the drive link; and

the vane is a follower link connected between the floating link and the cross member, wherein the vane is connected to the cross member by one or more pivots and the vane is pivotally connected to the floating link such that the vane pivots about the one or more pivots on the cross member when the actuator is energized, wherein the vane pivots about the one or more pivots between a retracted position and an extended position, wherein the retracted position is when a plane of the vane is parallel to a longitudinal plane of the cross member and the extended position is when the plane of the vane is perpendicular to the longitudinal plane of the cross member.

2. The active front deflector assembly of claim 1, wherein the vanes are flat vanes.

3. The active front deflector assembly of claim 1, wherein the predetermined conditions for retracting the vanes are: vehicle speed is in the range of less than 30 miles per hour and/or when the actuator senses a load higher than a desired predetermined load.

4. The active front deflector assembly of claim 1, wherein the actuator senses a current spike upon impact at a predetermined force, causing a circuit override to disengage the clutch so that the blades are free to move apart to prevent damage.

5. The active front deflector assembly of claim 4, wherein the vane is at an angle between a fixed base link and a drive link when in a deployed position, and the angle is the position of the vane relative to the fixed base link, wherein the angle in the deployed position is one selected within a range of 75 degrees to 85 degrees.

6. An active front deflector assembly for a vehicle, the active front deflector assembly comprising:

a cross member for attachment to an underbody of a vehicle, wherein the cross member is a fixed link of an actuator linkage assembly;

the actuator linkage assembly comprises an actuator, a drive link, a floating link and a vane;

the actuator is connected to the cross member and includes a through drive link passing through the actuator housing, wherein the through drive link has two connection openings on opposite sides of the actuator housing, each of the two connection openings having a concave surface;

said drive link being connected to said pass-through drive connection member, wherein said drive link has two pieces connected together at a bridge for synchronously moving both of said two pieces of said drive link together, wherein each of said two pieces of said drive link includes a drive connection end and a driven connection end, wherein said drive connection end is connected with a respective one of said two connection openings of said pass-through drive connection member, wherein each drive link connection end has a convex surface for providing a mating connection with said concave surface of a respective one of said two connection openings;

the floating link is rotatably connected to each driven end of the two pieces of the drive link; and

the blade is a follower link connected between the floating link and the cross member, wherein the blade is connected to the cross member by one or more pivots and the blade is pivotally connected to the floating link such that the blade pivots about the one or more pivots on the cross member when the actuator is energized.

7. The active front deflector assembly of claim 6, wherein the blade pivots about the one or more pivots between a retracted position and an extended position, wherein the retracted position is when a plane of the blade is parallel to a longitudinal plane of the cross member and the extended position is when the plane of the blade is perpendicular to the longitudinal plane of the cross member.

8. The active front deflector assembly of claim 7, wherein the vane is positionable at any position between the extended position and the retracted position.

9. The active front deflector assembly of claim 6, wherein the bridge comprises a combination of female extensions configured to receive a male extension such that one of the two pieces has the female extension and the other of the two pieces has the male extension.

10. The active front deflector assembly of claim 6, wherein there is no more than one actuator linkage assembly that moves the vanes.

11. The active front deflector assembly of claim 6, wherein the vanes are flat vanes.

12. The active front deflector assembly of claim 6, wherein the actuator is associated with a vehicle communication network to control operation of the actuator according to a predetermined condition.

13. The active front deflector assembly of claim 12, wherein the predetermined condition is selected from the group consisting of: vehicle speed, wind direction, yaw, and combinations thereof.

14. The active front deflector assembly of claim 13, wherein the predetermined conditions for deploying the vanes are: the vehicle speed is in a range of at least 30 miles per hour.

15. The active front deflector assembly of claim 6, wherein the predetermined conditions for retracting the vanes are: the vehicle speed is in a range of less than 30 miles per hour and when the actuator senses a load higher than a desired predetermined load.

16. The active front deflector assembly of claim 6, wherein the vane is at an angle between a fixed base link and a drive link when in a deployed position, and the angle is the position of the vane relative to the fixed base link, wherein the angle in the deployed position is one selected within a range of 75 degrees to 85 degrees.

17. The active front deflector assembly of claim 6, the actuator performing target detection and de-clutching upon impact at a predetermined force, the blades being free to rotate apart to prevent damage, wherein such movement is achieved by the geometry of the linkage system and the ratio of links to each other.

18. An active front deflector assembly for a vehicle, the active front deflector assembly comprising:

a cross member for attachment to an underbody of a vehicle, wherein the cross member is a fixed link of an actuator linkage assembly;

a plurality of slip joint connections on the cross member for connection to the underbody of the vehicle;

the actuator linkage assembly comprises an actuator, a drive link, a floating link and a vane;

the actuator is connected to the cross member, wherein the actuator has a drive connection;

the drive link is connected to the pass-through drive connection, wherein the drive link has two pieces connected together at a bridge for moving both pieces of the drive link together, wherein each of the two pieces of the drive link includes a drive connection end and a driven connection end, wherein the drive connection end is connected with the drive connection of the actuator;

the floating link rotatably connected to each driven end of the two pieces of the drive link; and

the blade is a follower link connected between the floating link and the cross member, wherein the blade is connected to the cross member by one or more pivots and the blade is pivotally connected to the floating link such that the blade pivots about the one or more pivots on the cross member when the actuator is energized.

19. The active front deflector assembly of claim 18, wherein the blade pivots about the one or more pivots between a retracted position and an extended position, wherein the retracted position is when a plane of the blade is parallel to a longitudinal plane of the cross member and the extended position is when the plane of the blade is perpendicular to the longitudinal plane of the cross member.

20. The active front deflector assembly of claim 18, wherein the vanes are flat vanes.

21. The active front deflector assembly of claim 18, wherein the actuator senses a current spike upon impact at a predetermined force, causing a circuit override to disengage the clutch so that the blades are free to move apart to prevent damage.

22. The active front deflector assembly of claim 18, wherein the actuator performs target detection and declutches upon impact at a predetermined force, the blades are free to rotate apart to prevent damage, wherein such movement is achieved by the geometry of the linkage system and the ratio of links to each other.

Technical Field

The present invention relates to a flat panel active front deflector that improves the overall aerodynamics of the vehicle by reducing vehicle drag and improving fuel consumption.

Background

There is a considerable loss of aerodynamic efficiency in the vehicle, particularly due to the airflow under and around the vehicle. Conventional structures, such as fixed panels or fixed air deflectors using flexible materials, are known but do not meet the desired requirements. These fixed air deflectors/chokes remain a compromise because they do not allow for optimal height without affecting specifications and other vehicle performance. Furthermore, these spoilers can be damaged even if flexible during off-road driving or when increased ground clearance is required. Therefore, there is a need for an active front deflector that provides an aerodynamic surface for improved aerodynamic performance when deployed, but that can be retracted out of the way under predetermined conditions to restore the vehicle to its original design intent. It is another object of the present invention to provide smooth underbody airflow, reduce ram air ahead of the tires, create a vacuum on the underside of the vehicle, minimize the impact of air chokes, and optimize the effects with other aerodynamic systems.

Disclosure of Invention

An active front deflector assembly for a vehicle is movable between an extended position, a retracted position, or any position between the extended and retracted positions. The active front deflector assembly has a cross member for attachment to the underbody of the vehicle. The frame member also includes a plurality of slip joint connections for connecting to an underbody of the vehicle. The cross member is a fixed link of an actuator linkage assembly having an actuator, a drive link, a floating link, and a vane.

An actuator is connected to the cross member, the actuator being part of an actuator linkage assembly. The actuator has at least one flange extending from the actuator housing to connect to the cross member. The actuator further includes a through drive link passing through the actuator housing, wherein the through drive link has two connection openings on opposite sides of the actuator housing. Each of the two connection openings has a concave surface.

The actuator linkage assembly also includes a drive link connected to the through drive link of the actuator. The drive link is two pieces connected together at a bridge for moving both of the two pieces of the drive link together. Each of the two pieces of the drive link comprises a drive connection end and a driven connection end, wherein the drive connection end is connected with a respective one of the two connection openings of the through drive connection piece. Each drive connection end has a convex surface for providing a mating connection with the concave surface of a respective one of the two connection openings. The floating link is rotatably connected to the respective driven ends of the two pieces of the drive link by a pivot pin connection.

The actuator linkage assembly also includes a vane that is also a follower link connected between the floating link and the cross member. The vane is connected to the cross member by means of one or more pivot pins and the vane is pivotally connected to the floating link such that the vane pivots about the one or more pivot pins on the cross member when the actuator is energized.

Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

Drawings

The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:

figure 1 is a rear top isometric view of an active front deflector assembly with the vanes in an extended position.

Figure 2 is a rear top isometric view of the active front deflector assembly with the vanes in a retracted position.

Fig. 3 is a top plan view of the active front deflector assembly with the vanes in the extended position.

Figure 4 is a front isometric view of the active front deflector assembly with the vanes in an extended position.

Figure 5 is a rear isometric view of the active front deflector system with the vanes in an extended position.

Fig. 6 is a bottom plan view of the active front deflector assembly with the vanes in the extended position.

Figure 7 is a side partial plan view of the active front deflector system with the vanes in the extended position.

Fig. 8 is a side partial plan view of the active front deflector system with the vanes in a retracted position.

FIG. 9 is an enlarged exploded side view of the actuator and drive link.

Detailed Description

The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.

Referring generally to fig. 1-8, in accordance with the present invention, there is provided an active front deflector assembly, generally shown at 10, movable between a retracted position (or "stowed" position) and a deployed position (or "extended" position) under predetermined conditions. The active front deflector assembly 10 is provided with blades 12 that are deployed and retracted according to the requirements of the vehicle. This allows for lower deployment than fixed panel systems to significantly reduce drag, reduce emissions, improve fuel economy, and improve performance of the active grille shutter when used in combination with the active front deflector assembly. In addition, the active front deflector assembly allows the system to retract so that the vehicle can still meet ground clearance, climbing angles, off-road requirements, and the like. The actuator 14 allows the system to retract and/or move freely to help prevent damage if an impact occurs while the system is deployed. These are significant improvements over typical vehicle systems that use fixed sacrificial panels under and/or near the instrument panel to achieve basic and less effective aerodynamic performance improvements.

The active front deflector assembly 10 has a cross member 16 for attachment to the underbody of the vehicle. The cross member 16 also includes a plurality of slip joint connections 18 for connecting to the underbody of the vehicle. The active front deflector assembly 10 uses a four bar linkage to move the blades 12. The four-bar linkage includes an actuator linkage assembly 20, the actuator linkage assembly 20 including an actuator 14, a drive link 22, a floating link 26, a blade 12, and a cross member 16 that is a fixed link.

An actuator 14 is connected to the cross member 16, the actuator 14 being part of an actuator linkage assembly 20. The actuator 14 is an electric motor such as, for example and without limitation, a brushed DC motor or a brushless DC motor having a set of gears that cause rotation of the through drive link 28. More generally, the actuator 14 is a rotary actuator, e.g., a higher speed actuator with feedback options, hex-type, screw-type drive; electrical, mechanical, linear, e.g., with current override circuitry, disconnect clutch, hydraulic, pneumatic, extension, power lift actuators; or any other actuator and combination thereof, depending on the application and predetermined vehicle requirements. The actuator 14 is controlled by receiving signals from the vehicle network by way of the connector 32, which the connector 32 can send and receive signals with. The connector 32 may also supply power to energize the motor. The actuator 14 has at least one flange 34 extending from the actuator housing 30 to connect to the cross member 16.

The actuator 14 includes a through drive connection 28 through an actuator housing 30. The through drive connection 28 has two connection openings on opposite sides of the actuator housing 30. Each of the two connection openings of the through drive connection 28 has a concave surface. The concave surface may be virtually any shape, but includes a rectangle, triangle, hexagon, octagon, or any other suitable shape.

Referring specifically to FIG. 9, details of a portion of the actuator linkage assembly 20 are shown. The actuator linkage assembly 20 includes a drive link 22 connected to a through drive link 28 through the actuator 14. Drive link 22 is two pieces 36, 38 connected together at a bridge 40, which bridge 40 is used to move both pieces 36, 38 of drive link 22 together. Each of the two pieces 36, 38 of the drive link 22 includes a drive connection end 42, 42 'and a driven connection end 44, 44' (shown in fig. 2). The drive connection end 42, 42' is connected to a respective one of the two connection openings of the through drive connection 28. Each drive connection end 42, 42 'has a convex surface 43, 43', the convex surfaces 43, 43 'being for providing a mating connection with the concave surface 41, 41' of a respective one of the two connection openings. The convex surfaces 43, 43' may be virtually any shape, but include rectangular, triangular, hexagonal, octagonal, or any other suitable shape.

Referring to fig. 2, the floating link 26 is connected to each of the follower connection ends 44, 44'. The floating link 26 is rotatably connected to each of the driven ends 42, 42' of the two pieces 36, 38 of the drive link 22. The rotatable connection between each drive connection end 44, 44 'and the floating link 26 is accomplished through the use of holes formed in the drive connection end 44, 44' that receive pins extending from the surface of the floating link 26.

In this particular embodiment, the blade 12 is made of a composite plastic. However, it is within the scope of the present invention to manufacture blade 12 from a different material to withstand the predetermined load, such as steel or aluminum (depending on the particular application), painted carbon fiber, extruded rubber, or other suitable impact resistant material, without departing from the scope of the present invention. In addition, the blade is a single piece formed, for example, from molded composite plastic, however, it is within the scope of the invention to make the blade as multiple pieces assembled together.

When the blades 12 are in the fully deployed position, the blades 12 are extended approximately 90 degrees or perpendicular to the longitudinal axis 48 or plane of the cross member 16. It is also within the scope of the present invention to position the blade 12 at any intermediate position between 0 and 90 degrees. Thus, the blades 12 extend substantially vertically along the front of the vehicle to prevent air from diving and swirling under the vehicle due to turbulence caused by all components under the vehicle, and to reduce drag. The blades 12 are generally flat, however, depending on the application, the blades 12 may be molded or shaped to follow the curvature of the front end of the vehicle and/or may be scoop or concave or other suitable shape or profile to further direct the airflow. When the blades 12 are lowered in the deployed position, the blades 12 extend approximately one quarter to one half of the distance relative to the driving ground, preferably approximately one third of the distance.

In operation, when the actuator 14 is energized to move the vane 12 from the retracted position to the deployed position, the actuator 14 rotates the female member of the through drive 28 in a first direction, which rotates the drive link 22 downward, causing the floating link 26 to push the vane 12 and pivot the vane 12 about the one or more pivot pins 46 to move the vane 12 downward relative to the cross member 16. As shown in fig. 7, the blade 12 in the deployed position moves to a position approximately 90 degrees from or perpendicular to a plane extending along the longitudinal axis of the cross member 16. Also shown in fig. 7, the blades 12 may be moved to different angles when in the deployed position. For example, the angle is defined as the position of the blade 12 relative to the plane or longitudinal axis 48 of the cross member 16 or fixed base link. It is also within the scope of the present invention to position the blades 12 at any angle between 0 and 90 degrees. In some embodiments of the invention, the blades 12 are deployed to an angle selected in the range of 75 to 85 degrees.

Fig. 8 shows blade 12 when moved to a retracted position parallel to the bottom longitudinal plane 48 of cross member 16. The movement to the retracted position is accomplished in the following cases: the actuator 14 rotates the through-link 28 in a second direction opposite the first direction, which rotates the drive link 22 upward relative to the cross-member 16. Movement of the drive link 22 moves the floating link 26 upwardly, thereby rotating the vane 12 about the one or more pivot pins 46 to the position shown in fig. 8.

Another significant advantage is that the actuator 14 is clutched to prevent damage to the system. In the event that an object impacts the blade 12 in the deployed position, the system is designed to absorb energy, but if the impact exceeds a predetermined set level, the blade 12 is released by the internal clutch of the actuator 14, allowing the blade 12 to move with the impact to prevent damage to the system.

In a preferred embodiment, the actuator 14 has an internal clutch that declutches or disengages gears, allowing the blades 12 to rotate or move apart under predetermined conditions to help prevent damage to the active front deflector assembly 10. For example, upon impact of the blade 12 at a predetermined force, the clutch of the actuator 14 disengages the gears so that the blade 12 can move freely apart.

The actuator 14 is sealed and has the ability to communicate with the vehicle through the connector 32. The actuators 14 and vehicle are also in communication to deploy and retract the blades 12 in accordance with predetermined conditions such as vehicle speed, wind direction, yaw, and the like, and combinations thereof. By way of non-limiting example, the blade 12 is retracted until the vehicle reaches a predetermined speed of 30 miles per hour, such as about 30-40 mph, and then the blade 12 is extended and remains deployed until the vehicle drops below the predetermined speed or other predetermined condition is no longer met that places the blade 12 in the deployed position.

There are electronic components in the actuator 14 that provide the turn-off capability. In one aspect, there is a shutdown Printed Circuit Board (PCB) having connector contacts that are interrelated with a vehicle communications network to control a motor according to predetermined conditions, such as controlling energization of the motor associated with a predetermined vehicle speed range. The PCB electronics sense an over-ridden current spike, which allows the clutch to disengage the drive system to allow the drive system to rotate freely

The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.