Tail wing lifting mechanism and automobile tail wing using the same

Abstract

The present invention discloses a tail wing lifting mechanism and a car tail wing using the tail wing lifting mechanism, comprising a support seat and a pair of symmetrically distributed lifting arm groups arranged on the support seat and suitable for supporting the car tail wing body, and a power component connected to the pair of lifting arm groups and suitable for driving the lifting arm groups to deform; wherein the power component comprises a rotating shaft and a driving member suitable for driving the rotating shaft to rotate; the lifting arm group comprises a power arm connected to the end of the rotating shaft, a force transmission arm connected to the power arm, and a relay arm connected to the force transmission arm; one end of the force transmission arm is hingedly connected to the support seat, and the other end of the force transmission arm is used for supporting the car tail wing body.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile components, in particular to a tail wing lifting mechanism and an automobile tail wing using the tail wing lifting mechanism. Background Art

[0002] A car spoiler is a ducktail-shaped protrusion mounted on the rear end of a car's trunk lid. It's part of a car's aerodynamic package and is also called a spoiler, wing, or spoiler. Its primary function is to reduce lift at the rear of the car, effectively controlling its buoyancy and lowering the drag coefficient, allowing the car to stick to the road and improve driving stability. Because spoilers reduce air resistance, they are often added to high-speed vehicles to help save fuel. They also enhance the car's appearance.

[0003] The lifting mechanism used in some tail wings used in the prior art has been found to have the following problems during use: when the car tail wing is in a low-speed environment such as urban roads, it is generally in a retracted state, which is different from the mechanical parts in the tensioned state when it is raised. In this state, the mechanical parts of the entire device are relaxed. At this time, the tail wing will shake up and down due to the shaking of the vehicle and wind, which will cause the lifting hinge to shake accordingly. In other words, at this time, not only the tail wing has poor stability, but the stability of the entire device is also relatively poor. Summary of the Invention

[0004] The first object of the present invention is to provide a tail wing lifting mechanism to solve the technical problem of improving the stability of automobile tail wing in use.

[0005] A second object of the present invention is to provide a car rear wing to solve the technical problem of improving the stability of the car rear wing in use.

[0006] The tail lifting mechanism of the present invention is achieved as follows:

[0007] A tail wing lifting mechanism comprises: a support base and a pair of symmetrically distributed lifting arm groups arranged on the support base and suitable for supporting the main body of the automobile tail wing, and a power assembly connected to the pair of lifting arm groups and suitable for driving the lifting arm groups to deform; wherein

[0008] The power assembly includes a rotating shaft and a driving member suitable for driving the rotating shaft to rotate;

[0009] The lifting arm group includes a power arm connected to the end of the rotating shaft, a force transmission arm connected to the power arm, and a relay arm connected to the force transmission arm; one end of the force transmission arm is hingedly connected to the support seat, and the other end of the force transmission arm is used to support the car tail wing body.

[0010] In a preferred embodiment of the present invention, the driving member includes an output gear sleeved on the rotating shaft, a deceleration energy storage structure connected to the output gear, and a motor connected to the deceleration energy storage structure; wherein

[0011] The motor has a worm-shaped output shaft; and

[0012] The deceleration energy storage structure includes a transmission gear meshed and connected with the worm-shaped output shaft, and a worm fixedly connected to the transmission gear;

[0013] The worm is meshed and connected with the output gear.

[0014] In a preferred embodiment of the present invention, the relay arm is connected to the car wing body through a transition force arm;

[0015] The transition force arm is hingedly connected to one end of the relay arm away from the support seat; and

[0016] The transition force arm is also hinged with an auxiliary support arm structure.

[0017] In a preferred embodiment of the present invention, the relay arm is connected to the support seat through a first hinge shaft; and

[0018] The auxiliary support arm structure includes a first support arm provided between the transition force arm and the support seat, a second support arm with one end connected to the first hinge shaft, and a third support arm connected to the second support arm; wherein

[0019] The third support arm is connected to the first support arm.

[0020] In a preferred embodiment of the present invention, the wing lifting mechanism further includes a fourth support arm mating with the car auxiliary wing;

[0021] One end of the fourth support arm is connected to the support seat; and

[0022] The end of the second support arm away from the end where it connects to the support seat is also connected to the car auxiliary wing.

[0023] In a preferred embodiment of the present invention, the first support arm is of an L-shaped structure;

[0024] The third support arm is of a V-shaped structure; and

[0025] The second support arm is of a "卜"-shaped structure;

[0026] The fourth support arm is of a "-"-shaped structure.

[0027] In a preferred embodiment of the present invention, one end of the first supporting arm of the L-shaped structure is hingedly connected to the transition arm, and the other end of the first supporting arm is hingedly connected to one end of the third supporting arm; the other end of the third supporting arm is hingedly connected to the end of the branch portion of the second supporting arm, and the corner portion of the first supporting arm of the L-shaped structure is hingedly connected to the support base;

[0028] One end of the straight portion of the second supporting arm is hingedly connected to the supporting seat, and the other end of the straight portion of the second supporting arm is connected to the auxiliary wing of the automobile.

[0029] Automobile tail wing of the present invention is achieved like this:

[0030] A car tail wing comprises the tail wing lifting mechanism.

[0031] By adopting the above technical solution, the present invention has the following beneficial effects: the tail wing lifting mechanism of the present invention and the automobile tail wing using the tail wing lifting mechanism realize the support and guidance of the automobile tail wing body during the process of supporting and retracting the automobile tail wing body through the cooperation of the lifting arm group and the auxiliary support arm structure, thereby improving the stability of the automobile tail wing body during the state change process and reducing the probability of shaking that may occur during the state change of the automobile tail wing body. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a schematic structural diagram of the automobile rear wing of the present invention from a first viewing angle;

[0033] Figure 2 This is a schematic structural diagram of the automobile rear wing of the present invention from a second viewing angle;

[0034] Figure 3 Schematic diagram of the structure of the automobile rear wing of the present invention from a third viewing angle;

[0035] Figure 4 for Figure 3 A magnified schematic diagram of part A;

[0036] Figure 5 A schematic diagram of the tail lifting mechanism of the present invention from a first perspective;

[0037] Figure 6 A schematic diagram of the tail lifting mechanism of the present invention from a second perspective;

[0038] Figure 7 Schematic diagram of the tail lifting mechanism from a third perspective of the present invention.

[0039] In the figure: support base 1, automobile tail wing body 2, rotating shaft 3, power arm 5, force transmission arm 6, relay arm 7, motor 9, worm-type output shaft 11, transmission gear 12, worm 13, output gear 15, transition force arm 16, first supporting arm 17, second supporting arm 18, third supporting arm 19, fourth supporting arm 20, automobile auxiliary wing 22. DETAILED DESCRIPTION

[0040] In order to make the contents of the present invention more clearly understood, the present invention is further described in detail below based on specific embodiments in conjunction with the accompanying drawings.

[0041] Example 1:

[0042] See also Figures 1 to 7 As shown, this embodiment provides a tail wing lifting mechanism, comprising: a support base 1; a pair of symmetrically arranged lifting arms mounted on the support base 1, adapted to support a rear wing body 2; and a power assembly connected to each of the lifting arms to drive the arm assembly to deform. The power assembly comprises a rotating shaft 3 and a driving member adapted to rotate the rotating shaft 3. The lifting arm assembly comprises a power arm 5 connected to an end of the rotating shaft 3, a force transmission arm 6 hingedly connected to the power arm 5, and a relay arm 7 hingedly connected to the force transmission arm 6. The power arm 5 is driven to rotate by the rotating shaft 3. The rotation of the power arm 5 causes the position of the force transmission arm 6 to change, which in turn causes the position of the relay arm 7 to change. One end of the force transmission arm 6 is hingedly connected to the support base 1, while the other end of the force transmission arm 6 is adapted to support the rear wing body 2. In other words, the pair of symmetrically arranged lifting arms in this embodiment are driven by a single power assembly to raise and lower the rear wing body 2.

[0043] In detail, the driving member includes an output gear 15 sleeved on the rotating shaft 3, a deceleration energy storage structure connected to the output gear 15, and a motor 9 connected to the deceleration energy storage structure; wherein the motor 9 has a worm-type output shaft 11; and the deceleration energy storage structure includes a transmission gear 12 meshingly connected to the worm-type output shaft 11, and a worm 13 fixedly connected to the transmission gear 12; the worm 13 is meshingly connected to the output gear 15.

[0044] If a single relay arm 7 is used to implement the lifting or retraction of the vehicle spoiler body 2 relative to the support base 1, it may occur that the single relay arm 7 has insufficient supporting force, resulting in the shaking of the vehicle spoiler body 2. Therefore, in this embodiment, the relay arm 7 designed is connected to the vehicle spoiler body 2 through a transition force arm 16; the transition force arm 16 is hinged to the end of the relay arm 7 far from the support base 1; and an auxiliary support arm structure is also hinged to the transition force arm 16. That is to say, the relay arm 7 is not directly connected to the vehicle spoiler body 2. Specifically, a transition force arm 16 is fixedly connected to the vehicle spoiler body 2, and the relay arm 7 is hinged to the transition force arm 16.

[0045] More specifically, the relay arm 7 is connected to the support base 1 through a first hinge axis; and the auxiliary support arm structure includes a first support arm 17 provided between the transition force arm 16 and the support base 1, a second support arm 18 with one end connected to the first hinge axis, and a third support arm 19 connected to the second support arm 18; wherein the third support arm 19 is connected to the first support arm 17.

[0046] That is to say, between the support base 1 and the vehicle spoiler body 2, the auxiliary support arm structure and the relay arm 7 cooperate with the transition force arm 16 to jointly realize the deformation of the vehicle spoiler body 2, thereby improving the stability of the vehicle spoiler body 2 during the deformation process.

[0047] In addition, the spoiler lifting mechanism of this embodiment further includes a fourth support arm 20 mating with the vehicle auxiliary wing 22; one end of the fourth support arm 20 is connected to the support base 1; and the end of the second support arm 18 far from the end where the second support arm 18 is connected to the support base 1 is also connected to the vehicle auxiliary wing 22. In an optional case here, the fourth support arm 20 and the second support arm 18 can be directly connected to the vehicle auxiliary wing 22, or both the fourth support arm 20 and the second support arm 18 are connected to the vehicle auxiliary wing 22 through an intermediate transfer arm 26.

[0048] Combined with the drawings of this embodiment, taking a specific optional implementation case as an example, the first support arm 17 is of an L-shaped structure; the third support arm 19 is of a V-shaped structure; and the second support arm 18 is of a "卜"-shaped structure; the fourth support arm 20 is of a "-" shaped structure. One end of the L-shaped first support arm 17 is hinged to the transition force arm 16, and the other end of the first support arm 17 is hinged to one end of the third support arm 19; the other end of the third support arm 19 is hinged to the end of the branch part of the second support arm 18, and the corner part of the L-shaped first support arm 17 is hinged to the support base 1; one end of the straight part of the second support arm 18 is hinged to the support base 1, and the other end of the straight part of the second support arm 18 is connected to the vehicle auxiliary wing 22.

[0049] For the tail wing lifting mechanism of this embodiment, the synchronous rotation of the rotating shaft 3 is achieved by the rotation of the motor 9, and the rotation of the rotating shaft 3 is used to realize the position change of the relay arm 7 of a pair of lifting arm groups relative to the support seat 1. In this process, due to the transition force arm 16 provided between the relay arm 7 and the auxiliary support arm structure, the relay arm 7 drives the follow-up change of the auxiliary support arm structure during the position change, thereby playing a multi-dimensional support effect on the deformation process of the automobile tail wing body 2 relative to the support seat 1, and preventing the shaking problem of the automobile tail wing body 2 during the deformation process.

[0050] Example 2:

[0051] Based on the tail wing lifting mechanism of Example 1, this embodiment provides a car tail wing using the tail wing lifting mechanism of Example 1.

[0052] The above specific embodiments further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above are only specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

[0053] In the description of the present invention, it should be understood that the terms indicating orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings and are only used to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, they cannot be understood as limiting the present invention.

[0054] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0055] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" and the like indicate positions or locations based on the positions shown in the accompanying drawings, or the positions or locations in which the inventive product is typically placed when in use. These terms are intended solely to facilitate the description of the present invention and to simplify the description, and are not intended to indicate or imply that the devices or 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 the present invention. Furthermore, the terms "first," "second," and "third," etc., are used solely to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0056] Furthermore, terms such as "horizontal," "vertical," and "overhanging" do not necessarily imply that a component must be absolutely horizontal or overhanging, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but rather that it can be slightly tilted.

[0057] In the present invention, unless otherwise expressly specified or limited, a first feature being above or below a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being above, above, and above the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being below, below, and below the second feature includes the first feature being directly below and obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

Claims

1. A tail lifting mechanism, characterized in that: include: A support seat and a pair of symmetrically distributed lifting arm groups arranged on the support seat and suitable for supporting the automobile rear wing body, and a power assembly connected to the pair of lifting arm groups and suitable for driving the lifting arm groups to deform; in The power assembly includes a rotating shaft and a driving member suitable for driving the rotating shaft to rotate; The lifting arm group includes a power arm connected to the end of the rotating shaft, a force transmission arm connected to the power arm, and a relay arm connected to the force transmission arm; one end of the force transmission arm is hingedly connected to the support seat, and the other end of the force transmission arm is used to support the rear wing body of the automobile; The driving member includes an output gear sleeved on the rotating shaft, a deceleration energy storage structure connected to the output gear, and a motor connected to the deceleration energy storage structure; The motor has a worm-type output shaft; and the deceleration energy storage structure includes a transmission gear meshingly connected to the worm-type output shaft, and a worm fixedly connected to the transmission gear; the worm is meshingly connected to the output gear; The relay arm is connected to the automobile tail wing body through a transition arm; the transition arm is hingedly connected to one end of the relay arm away from the support seat; and the transition arm is also hingedly connected to an auxiliary support arm structure; the relay arm is connected to the support seat through a first hinge shaft; and The auxiliary support arm structure includes a first support arm provided between the transition force arm and the support seat, a second support arm having one end connected to the first hinge shaft, and a third support arm connected to the second support arm; the third support arm is connected to the first support arm; The tail wing lifting mechanism also includes a fourth supporting arm matched with the auxiliary wing of the automobile; one end of the fourth supporting arm is connected to the supporting seat; and the end of the second supporting arm away from the second supporting arm connected to the supporting seat is also connected to the auxiliary wing of the automobile; the first supporting arm is an L-shaped structure; the third supporting arm is a V-shaped structure; and the second supporting arm is a "Bu"-shaped structure; the fourth supporting arm is a "I"-shaped structure; One end of the first supporting arm of the L-shaped structure is hingedly connected to the transition arm, and the other end of the first supporting arm is hingedly connected to one end of the third supporting arm; wherein the other end of the third supporting arm is hingedly connected to the end of the branch portion of the second supporting arm, and the corner portion of the first supporting arm of the L-shaped structure is hingedly connected to the supporting seat; One end of the straight portion of the second supporting arm is hingedly connected to the supporting seat, and the other end of the straight portion of the second supporting arm is connected to the auxiliary wing of the automobile; The fourth supporting arm and the second supporting arm are directly connected to the auxiliary wing of the automobile; or the fourth supporting arm and the second supporting arm are both connected to the auxiliary wing of the automobile through an intermediate transmission arm.

2. A car rear wing, characterized in that: include: The tail lifting mechanism as claimed in claim 1.

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