Automobile spoiler and automobile

Abstract

The application relates to an automobile spoiler and an automobile. The automobile spoiler comprises at least one spoiler part, wherein the spoiler part comprises a primary spoiler section and a secondary spoiler section; the primary spoiler section is mounted on a main body of the automobile; the secondary spoiler section is slidably connected with the primary spoiler section and can slide in an extension and retraction mode relative to the primary spoiler section along an axle distance direction of the automobile. The automobile spoiler and the automobile can better change the wind resistance coefficient of the automobile.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile spoiler devices, and particularly relates to an automobile spoiler and an automobile. BACKGROUND

[0002] As one of the characteristics of reducing wind resistance, the automobile spoiler also needs to consider the field of view of the rear windshield and the structural characteristics of the rear beam during the design process; if the back angle is increased to increase the length of the spoiler, it will affect the field of view of the rear windshield; but the low wind resistance feature also needs the spoiler to be lengthened, which is beneficial to the full development of airflow and the natural shedding of the wake, so the traditional automobile spoiler structure has engineering contradictions that need to be improved. SUMMARY

[0003] The application aims to provide an automobile spoiler and an automobile which can better change the wind resistance coefficient of the automobile.

[0004] The first aspect of the application discloses an automobile spoiler, which comprises at least one spoiler part, wherein the spoiler part comprises:

[0005] a first-level spoiler section, which is installed on a main body of the automobile;

[0006] a second-level spoiler section, which is slidably connected with the first-level spoiler section and can slide in extension and retraction relative to the first-level spoiler section along the wheelbase direction of the automobile.

[0007] In an exemplary embodiment of the application, the second-level spoiler section comprises at least one first sub-spoiler and a second sub-spoiler; the first sub-spoiler is slidably connected with the first-level spoiler section and can slide in extension and retraction relative to the first-level spoiler section along the wheelbase direction of the automobile; the second sub-spoiler is slidably connected with the first sub-spoiler and can slide in extension and retraction relative to the first sub-spoiler along the wheelbase direction of the automobile.

[0008] The automobile spoiler further comprises a first driving device, one end of the first driving device is fixedly connected with the first-level spoiler section, the other end of the first driving device is drivingly connected with the first sub-spoiler and the second sub-spoiler, and the first driving device can drive the first sub-spoiler to slide in extension and retraction relative to the first-level spoiler section and can drive the second sub-spoiler to slide in extension and retraction relative to the first sub-spoiler.

[0009] In an exemplary embodiment of the application, the first sub-spoiler comprises a first elastic clamping section, an intermediate connecting section and a second elastic clamping section, the intermediate connecting section is connected between the first elastic clamping section and the second elastic clamping section; the second sub-spoiler comprises a third elastic clamping section and a tail section, the third elastic clamping section is connected with the tail section; wherein,

[0010] The first elastic clamping segment is clamped in the first clamping hole;

[0011] The second elastic clamping segment is provided with a second clamping hole at one end away from the first elastic clamping segment, and the third elastic clamping segment is clamped in the second clamping hole at one end away from the tail segment;

[0012] The axial direction of the first clamping hole is the same as the axial direction of the second clamping hole.

[0013] In an exemplary embodiment of the present application, along the direction from the first tail wing segment to the second sub-tail wing, the hole diameter of the first clamping hole, the cross-sectional area of the first elastic clamping segment, the hole diameter of the second clamping hole, and the cross-sectional area of the third elastic clamping segment gradually decrease; wherein,

[0014] The minimum cross-sectional area of the first elastic clamping segment is greater than the minimum hole diameter of the first clamping hole, so that the outer surface of the first elastic clamping segment elastically abuts against the inner side wall of the first clamping hole;

[0015] The minimum cross-sectional area of the third elastic clamping segment is greater than the minimum hole diameter of the second clamping hole, so that the outer surface of the third elastic clamping segment elastically abuts against the inner side wall of the second clamping hole.

[0016] In an exemplary embodiment of the present application, the first driving device comprises a first driving motor, a first gear, a first rack, a second driving motor, a second gear, and a second rack set; wherein,

[0017] The first rack set is fixedly connected with the intermediate connecting segment and engaged with the first gear, and the first driving motor is in transmission connection with the first gear;

[0018] The second rack set is fixedly connected with the tail segment and engaged with the second gear, and the second driving motor is in transmission connection with the second gear.

[0019] In an exemplary embodiment of the present application, the first sub-tail wing is provided with a first weight-reducing hole, which penetrates the first sub-tail wing from the first elastic clamping segment to the second elastic clamping segment and is in communication between the first clamping hole and the second clamping hole;

[0020] The second sub-tail wing is provided with a second weight-reducing hole on the side close to the second clamping hole, and the second weight-reducing hole is in communication with the first weight-reducing hole through the second clamping hole;

[0021] The first driving motor, the first rack gear and the first pinion gear are arranged in the first lightening hole, the first driving motor is fixedly connected to the first tail wing section, the first rack gear is fixedly connected to the hole wall of the first lightening hole, and the first pinion gear is arranged at intervals from the hole wall of the first lightening hole.

[0022] The second driving motor, the second rack gear and the second pinion gear are arranged in the second lightening hole, the second driving motor is fixedly connected to the first tail wing section, the second rack gear is fixedly connected to the hole wall of the second lightening hole, and the second pinion gear is arranged at intervals from the hole wall of the second lightening hole.

[0023] In an exemplary embodiment of the present application, the first rack gear and the second rack gear each include a plurality of first teeth, the plurality of first teeth are arranged along the axial direction of the first lightening hole or the second lightening hole, and the height of each of the plurality of first teeth gradually decreases from the first tail wing section towards the second sub tail wing section.

[0024] The first pinion gear and the second pinion gear each include an elliptical portion and a plurality of second teeth circumferentially arranged around the elliptical portion, the plurality of second teeth of the first pinion gear can be engaged with the plurality of first teeth of the first rack gear, and the plurality of second teeth of the second pinion gear can be engaged with the plurality of second teeth of the second rack gear.

[0025] In an exemplary embodiment of the present application, the automobile tail wing includes a plurality of tail wing sections and a plurality of second driving devices, each of the tail wing sections is arranged along the wheel track direction of the automobile and is hingedly connected to the main body of the automobile body.

[0026] Each of the second driving devices is connected to the corresponding tail wing section and the main body of the automobile body to drive the corresponding tail wing section to flip relative to the automobile.

[0027] In an exemplary embodiment of the present application, the second driving device includes a driving motor, a movable connecting rod and a pull rod, the driving motor is installed on the main body of the automobile body, the driving motor is drivingly connected to the movable connecting rod to drive the movable connecting rod to rotate, one end of the pull rod is hingedly connected to the movable connecting rod, and the other end of the pull rod is connected to one end of the first tail wing section away from the second tail wing section to drive the first tail wing section to rotate under the driving of the driving motor.

[0028] The one end of the first tail wing section away from the second tail wing section is also hingedly connected to the main body of the automobile body.

[0029] The second aspect of the present application discloses an automobile, comprising a vehicle body and the automobile spoiler.

[0030] The present application has the following beneficial effects:

[0031] In the embodiments of the present application, the secondary spoiler section of the automobile spoiler can slide along the wheelbase direction of the automobile relative to the primary spoiler section, that is, the length of the automobile spoiler along the wheelbase direction of the automobile can be changed. Therefore, when the automobile is running, the length of the automobile spoiler along the wheelbase direction of the automobile can be adjusted to change the flow condition of the air flow rising from the bottom of the automobile to the tail of the automobile, or to change the flow condition of the air flow descending from the top of the automobile to the tail of the automobile, thereby advancing or delaying the shedding of the air flow vortex at the tail of the automobile, ultimately changing the lift of the automobile during running, and changing the drag coefficient of the automobile.

[0032] Other characteristics and advantages of the present application will become apparent from the following detailed description, or will be learned by practice of the present application.

[0033] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0034] The drawings incorporated into the specification and forming a part thereof illustrate embodiments in accordance with the present application and, together with the description, serve to explain the principles of the application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings. Here, the drawings for representing the inventive concept of the present application are not exactly the same as the structure of the actual product protected by the present application.

[0035] Figure 1 A reference schematic diagram of the cross-sectional structure of the spoiler part when contracted according to the first embodiment of the present application is shown.

[0036] Figure 2 A reference schematic diagram of the cross-sectional structure of the spoiler part after expansion according to the first embodiment of the present application is shown.

[0037] Figure 3 A reference schematic diagram of the spoiler part after rotation and lifting according to the first embodiment of the present application is shown.

[0038] Figure 4 A reference schematic diagram of the local cross-sectional structure of the first sub-spoiler according to the first embodiment of the present application is shown.

[0039] Figure 5Reference schematic diagram showing the cross-sectional structure of the tail wing part from another perspective according to Embodiment One of the present application.

[0040] Figure 6 Reference schematic diagram showing the cross-sectional structure of the tail wing part according to Embodiment One of the present application. Figure 5 Reference schematic diagram showing the cross-sectional structure of the tail wing part after contraction according to Embodiment One of the present application.

[0041] Figure 7 Reference schematic diagram showing the three-dimensional structure of the automobile tail wing according to Embodiment One of the present application.

[0042] Legend of reference signs:

[0043] 10, tail wing part; 10a, first connecting end; 10b, second connecting end; 11, primary tail wing segment; 12, secondary tail wing segment; 121, first sub tail wing; 1211, first elastic clamping segment; 1212, intermediate connecting segment; 1213, second elastic clamping segment; 122, second sub tail wing; 1221, third elastic clamping segment; 1222, tail segment; 20, first driving device; 21, first rack gear; 22, second rack gear; 21a, first gear tooth; 23, first gear wheel; 24, second gear wheel; 231, elliptical portion; 232, second gear tooth; 25, first driving motor; 20a, driving shaft; 26, second driving motor; 30, fixed frame; 31, longitudinal beam; 32, cross beam; 41, movable connecting rod; 42, pull rod; 101, first clamping hole; 102, first weight-reducing hole; 103, second clamping hole; 104, second weight-reducing hole; 105, guide groove. DETAILED DESCRIPTION

[0044] Example implementations will now be described more fully with reference to the accompanying drawings. Example implementations can be implemented in any

[0045] Moreover, described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided, such as examples of programming, software modules, user selections, network transactions, database queries, database structures, hardware modules, hardware- specific details and

[0046] The application will be described in further detail below with reference to the drawings and specific embodiments. It is to be noted that the technical features involved in the various embodiments of the application described below can be combined with each other as long as there is no conflict. The embodiments described below with reference to the drawings are exemplary and are intended to explain the application, but cannot be understood as limiting the application.

[0047] Please refer to Figures 1 to 7 The first aspect of the application discloses an automobile spoiler, which is used to be installed on a main body of a vehicle body to reduce the wind resistance coefficient of the vehicle. For example, the automobile spoiler is installed at the tail of the main body of the vehicle body.

[0048] In combination with Figure 1 and Figure 7 , the automobile spoiler comprises at least one spoiler part 10, which comprises a primary spoiler segment 11 and a secondary spoiler segment 12. The primary spoiler segment 11 is installed on the main body of the vehicle body, and the secondary spoiler segment 12 is slidably connected with the primary spoiler segment 11 and can slide in extension or retraction relative to the primary spoiler segment 11 along the wheelbase direction of the vehicle.

[0049] In this embodiment, in combination with Figure 1 and Figure 2 , the secondary spoiler segment 12 of the automobile spoiler can slide in extension or retraction relative to the primary spoiler segment 11 along the wheelbase direction of the vehicle, that is, the length of the automobile spoiler along the wheelbase direction of the vehicle can be changed. Therefore, when the vehicle is running, the flow condition of the air flow rising from the bottom of the vehicle to the tail of the vehicle can be changed by adjusting the length of the automobile spoiler along the wheelbase direction of the vehicle, or the flow condition of the air flow descending from the top of the vehicle to the tail of the vehicle, so as to advance or delay the shedding of the air flow vortex at the tail of the vehicle, finally change the lift of the vehicle during running, and change the wind resistance coefficient of the vehicle.

[0050] In addition, when the automobile spoiler faces a vehicle with a large back rake angle, the total length of the secondary spoiler segment 12 and the primary spoiler segment 11 can be increased by extending the secondary spoiler segment 12 relative to the primary spoiler segment 11, so as to reduce the wind resistance coefficient of the vehicle; when the automobile spoiler faces a vehicle with a small back rake angle, the total length of the secondary spoiler segment 12 and the primary spoiler segment 11 can be reduced by retracting the secondary spoiler segment 12 relative to the primary spoiler segment 11, so as to reduce the wind resistance coefficient of the vehicle while avoiding blocking the rear windshield of the vehicle. Therefore, without designing the automobile spoiler according to a specific vehicle model, the optimal wind resistance coefficient of the vehicle can be met.

[0051] In this embodiment, in combination with Figure 1As shown, the second tail wing section 12 comprises at least one first sub tail wing 121 and one second sub tail wing 122; the first sub tail wing 121 is slidably connected with the first tail wing section 11 and can slide along the wheelbase direction of the vehicle relative to the first tail wing section 11; the second sub tail wing 122 is slidably connected with the first sub tail wing 121 and can slide along the wheelbase direction of the vehicle relative to the first sub tail wing 121.

[0052] Further, as shown in Figure 1 , Figure 5 and Figure 6 , the vehicle tail wing further comprises a first driving device 20, one end of the first driving device 20 is fixedly connected with the first tail wing section 11, the other end of the first driving device 20 is drivingly connected with the first sub tail wing 121 and the second sub tail wing 122, and the first driving device 20 can drive the first sub tail wing 121 to slide relative to the first tail wing section 11 and can drive the second sub tail wing 122 to slide relative to the first sub tail wing 121.

[0053] It should be understood that the first driving device 20 can independently drive the first sub tail wing 121 to slide relative to the first tail wing section 11 and can independently drive the second sub tail wing 122 to slide relative to the first sub tail wing 121, thereby realizing the lengthening or shortening of the total length of the vehicle tail wing.

[0054] In other embodiments, as shown in Figure 1 , the second tail wing section 12 can further comprise a plurality of first sub tail wings 121 and a plurality of second sub tail wings 122, the plurality of first sub tail wings 121 and the plurality of second sub tail wings 122 are staggered along the wheelbase direction of the vehicle, and adjacent second sub tail wings 122 and first sub tail wings 121 are slidably connected, so that adjacent second sub tail wings 122 can slide relative to the first sub tail wing 121, thereby realizing the lengthening or shortening of the length of the second tail wing section 12.

[0055] It should be understood that the second tail wing section 12 is not limited to comprising one first sub tail wing 121 and one second sub tail wing 122 in this embodiment, but can also be designed according to actual needs, and a plurality of first sub tail wings 121 and a plurality of second sub tail wings 122 can be designed. Correspondingly, each first sub tail wing 121 and each second sub tail wing 122 is connected with the first driving device 20 and driven by the first driving device 20 to slide the corresponding first sub tail wing 121 or second sub tail wing 122.

[0056] In addition, when the second tail wing section 12 comprises a plurality of first sub tail wings 121 and a plurality of second sub tail wings 122, the working principle and connection mode can refer to the case of one first sub tail wing 121 and one second sub tail wing 122 in this embodiment, but the connection mode and structure shape can not be completely identical to the connection mode and structure shape in this application.

[0057] The following section provides a detailed introduction to the specific connection method and working principle of the first-stage tail section 11, the first sub-tail fin 121, and the second sub-tail fin 122.

[0058] Combination Figure 5 As shown, the first sub-tail fin 121 includes a first elastic snap-fit ​​section 1211, an intermediate connecting section 1212, and a second elastic snap-fit ​​section 1213. The intermediate connecting section 1212 is connected between the first elastic snap-fit ​​section 1211 and the second elastic snap-fit ​​section 1213.

[0059] In this embodiment, the first elastic snap-fit ​​segment 1211, the intermediate connecting segment 1212, and the second elastic snap-fit ​​segment 1213 can be integrally injection molded, and their materials can be carbon fiber, aluminum alloy, or other materials. Furthermore, the first elastic snap-fit ​​segment 1211, the intermediate connecting segment 1212, and the second elastic snap-fit ​​segment 1213 can all be hollow structures.

[0060] It should be understood that when the first elastic locking segment 1211, the intermediate connecting segment 1212, and the second elastic locking segment 1213 are hollow structures, on the one hand, the weight of the first sub-tail wing 121 and the second sub-tail wing 122 can be reduced, achieving lightweighting of the car's rear wing; on the other hand, compared to the solid structure of the first elastic locking segment 1211, the intermediate connecting segment 1212, and the second elastic locking segment 1213, the possibility of the first elastic locking segment 1211, the intermediate connecting segment 1212, and the second elastic locking segment 1213 generating elastic deformation and recovering elastic deformation can be increased.

[0061] Combination Figure 1 and Figure 2 As shown, the second sub-tail fin 122 includes a third elastic snap-fit ​​section 1221 and a tail section 1222, with the third elastic snap-fit ​​section 1221 connected to the tail section 1222.

[0062] In this embodiment, the third elastic snap-fit ​​segment 1221 and the tail segment 1222 can be integrally injection molded, and their materials can be carbon, aluminum alloy, or other materials. Furthermore, both the third elastic snap-fit ​​segment 1221 and the tail segment 1222 can be hollow structures, thereby reducing their weight and, compared to solid structures, improving their elastic deformation and the possibility of recovering elastic deformation.

[0063] In this embodiment, the first-stage tail section 11 is provided with a first locking hole 101, and the first elastic locking section 1211 is locked in the first locking hole 101; the second elastic locking section 1213 is provided with a second locking hole 103 at one end away from the first elastic locking section 1211, and the third elastic locking section 1221 is locked in the second locking hole 103 at one end away from the tail section 1222.

[0064] It should be understood that after the first elastic clamping section 1211 is clamped in the first clamping hole 101, the outer surface of the first elastic clamping section 1211 elastically abuts against the inner side wall in the first clamping hole 101, so as to avoid shaking and abnormal sound when the first elastic clamping section 1211 slides in the first clamping hole 101, to smoothly slide along the inner side wall of the first clamping hole 101, and the inner side wall of the first clamping hole 101 can also guide the sliding path of the first elastic clamping section 1211.

[0065] Correspondingly, after the third elastic clamping section 1221 is clamped in the second clamping hole 103, the outer surface of the third elastic clamping section 1221 elastically abuts against the inner side wall in the second clamping hole 103, so as to avoid shaking and abnormal sound when the third elastic clamping section 1221 slides in the second clamping hole 103, to smoothly slide along the inner side wall of the second clamping hole 103, and the inner side wall of the second clamping hole 103 can also guide the sliding path of the third elastic clamping section 1221.

[0066] In addition, the axial direction of the first clamping hole 101 is the same as the axial direction of the second clamping hole 103, so as to ensure that the first elastic clamping section 1211 and the third elastic clamping section 1221 slide in the same direction.

[0067] For example, the axis of the first clamping hole 101 and the axis of the second clamping hole 103 can be coincident.

[0068] In the embodiment, in combination with Figure 1 and Figure 2 It is shown that along the direction from the first tail wing section 11 to the second sub-tail wing 122: the hole diameter of the first clamping hole 101 gradually decreases, the cross-sectional area of the first elastic clamping section 1211 gradually decreases, the hole diameter of the second clamping hole 103 gradually decreases, and the cross-sectional area of the third elastic clamping section 1221 gradually decreases.

[0069] Further, in combination with Figure 1 , Figure 2 and Figure 5 It is shown that the minimum cross-sectional area of the first elastic clamping section 1211 is greater than the minimum hole diameter of the first clamping hole 101, so that the elastic connection strength between the first elastic clamping section 1211 and the inner side wall of the first clamping hole 101 is higher during the process of the first elastic clamping section 1211 outwardly extending and retracting in the opening of the first clamping hole 101, so as to avoid that the first sub-tail wing 121 is separated from the first tail wing section 11 during high-speed driving of the automobile.

[0070] Further, the minimum cross-sectional area of the third elastic clamping section 1221 is greater than the minimum aperture of the second clamping hole 103, so that the elastic connection strength between the third elastic clamping section 1221 and the inner side wall of the second clamping hole 103 is higher in the process of the third elastic clamping section 1221 sliding outward from the opening of the second clamping hole 103 to elongate, thereby avoiding the second sub-fin 122 from separating from the first sub-fin 121 during high-speed driving of the automobile.

[0071] It should be understood that the cross section of the first elastic clamping section 1211 is a cross section perpendicular to the length direction of the first elastic clamping section 1211, and the cross section of the second elastic clamping section 1213 is a cross section perpendicular to the length direction of the second elastic clamping section 1213.

[0072] As shown in Figure 1 , Figure 2 , Figures 4 to 6 , the first driving device 20 includes a first driving motor 25, a first gear 23, a first rack 21, a second driving motor 26, a second gear 24, and a second rack 22. The first rack 21 is fixedly connected to the middle connecting section 1212 and engaged with the first gear 23. The first driving motor 25 is drivingly connected to the first gear 23. The second rack 22 is fixedly connected to the tail section 1222 and engaged with the second gear 24. The second driving motor 26 is drivingly connected to the second gear 24.

[0073] In this embodiment, the first rack 21 is two, and the length directions of the two first racks 21 are the same as the length direction of the first sub-fin 121, and the two first racks 21 are spaced apart from each other. The first gear 23 is installed at the interval between the two first racks 21 and engaged with the two first racks 21, respectively. The second rack 22 is two, and the length directions of the two second racks 22 are the same as the length direction of the second sub-fin 122, and the two second racks 22 are spaced apart from each other. The second gear 24 is installed at the interval between the two second racks 22 and engaged with the two second racks 22, respectively.

[0074] It should be understood that, as shown in Figure 2 and Figure 7 , the first gear 23 is sleeved on the driving shaft 20a of the first driving motor 25 and can rotate under the driving of the first driving motor 25. After the two first racks 21 are engaged with the first gear 23, the two first racks 21 move under the driving of the first gear 23, thereby driving the first sub-fin 121 to move.

[0075] As shown in Figure 2 and Figure 7 , the second gear 24 is sleeved on the driving shaft 20b of the second driving motor 26 and can rotate under the driving of the second driving motor 26. After the two second racks 22 are engaged with the second gear 24, the two second racks 22 move under the driving of the second gear 24, thereby driving the second sub-fin 122 to move.As shown, the second gear 24 is sleeved on the driving shaft 20a of the second driving motor 26 and can rotate under the driving of the second driving motor 26, and after the two second racks 22 are engaged with the second gear 24, the two second racks 22 move under the driving of the second gear 24, thereby driving the second sub tail wing 122 to move.

[0076] In addition, in the embodiment, after the driving shaft 20a of the first driving motor 25 is engaged with the first gear 23, the driving shaft 20a of the first driving motor 25 can also play a role of clamping the first gear 23, that is, the driving shaft 20a of the first driving motor 25 is fixedly connected with the first gear 23; that is, when the driving shaft 20a of the first driving motor 25 does not rotate, the first gear 23 will not rotate under the clamping action of the driving shaft 20a of the first driving motor 25, thereby limiting the movement of the first rack 21 relative to the first gear 23, and finally limiting the movement of the first sub tail wing 121.

[0077] Correspondingly, after the driving shaft 20a of the second driving motor 26 is engaged with the second gear 24, it can also play a role of clamping the second gear 24, and the specific principle is the same as that after the driving shaft 20a of the first driving motor 25 is engaged with the first gear 23.

[0078] In combination Figure 1 And Figure 2 As shown, the first sub tail wing 121 is provided with a first weight-reducing hole 102, which penetrates the first sub tail wing 121 from the first elastic clamping section 1211 to the direction of the second elastic clamping section 1213 and is in communication with the second clamping hole 103.

[0079] For example, the first weight-reducing hole 102 and the second clamping hole 103 can be two communicating holes independent of the first sub tail wing 121; or the second clamping hole 103 can be a part of the first weight-reducing hole 102.

[0080] In the embodiment, the first clamping hole 101, the first weight-reducing hole 102, the second clamping hole 103 and the second weight-reducing hole 104 are coaxially arranged, so that the first sub tail wing 121 and the second sub tail wing 122 are extended and retracted along the same direction relative to the primary tail wing section 11.

[0081] It should be understood that the first weight-reducing hole 102 and the second clamping hole 103 are in communication and jointly penetrate the first sub tail wing 121, so as to form a hollow structure of the first sub tail wing 121, which has the same effect as when the first elastic clamping section 1211, the intermediate connecting section 1212 and the second elastic clamping section 1213 are hollow structures. The second sub tail wing 122 is provided with a second weight-reducing hole 104 on the side close to the second clamping hole 103, the second weight-reducing hole 104 is coaxially arranged with the first weight-reducing hole 102 and is in communication with the first weight-reducing hole 102 through the second clamping hole 103.

[0082] For example, the second weight-reducing hole 104 penetrates one end of the second sub-fin 122 along the length direction of the second sub-fin 122, and the other end does not penetrate the tail section 1222 of the second sub-fin 122.

[0083] It should be understood that the second sub-fin 122 is clamped at the one end of the second sub-fin 122 provided with an opening of the second weight-reducing hole 104 and communicates with the second clamping hole 103. Wherein, the second weight-reducing hole 104 forms a hollow structure for the first sub-fin 121, which has the same effect as when the first elastic clamping section 1211, the intermediate connecting section 1212 and the second elastic clamping section 1213 are hollow structures.

[0084] In addition, the second weight-reducing hole 104 does not penetrate the tail section 1222 of the second sub-fin 122, which can ensure that the air flow does not enter the entire automobile fin from the one end of the second sub-fin 122 away from the first sub-fin 121 during the driving process of the automobile.

[0085] In the embodiment, after the outer surface of the first sub-fin 121 elastically abuts against the inner wall of the first clamping hole 101 of the first fin section 11, and the outer surface of the second sub-fin 122 elastically abuts against the inner wall of the second clamping hole 103 of the first sub-fin 121, it can almost ensure that the air flow does not enter the interior of the automobile fin during the extension and contraction process of the automobile fin, so as to avoid affecting the driving safety.

[0086] As shown in Figures 1 to 7 It is shown that the first driving motor 25, the first rack 21 and the first gear 23 are all arranged in the first weight-reducing hole 102.

[0087] It should be understood that when the first sub-fin 121 is connected between the second sub-fin 122 and the first fin section 11, the internal space of the entire automobile fin is almost a closed space. Therefore, after the first driving motor 25, the first rack 21 and the first gear 23 are arranged in the first weight-reducing hole 102, they are almost not affected by the air flow during the driving process of the automobile; and compared with the case that the first driving motor 25, the first rack 21 and the first gear 23 are arranged outside the first weight-reducing hole 102, the overall appearance of the automobile fin is not affected.

[0088] As shown in Figure 1 , Figure 2 and Figure 5 It is shown that the first rack 21 is fixedly connected to the hole wall of the first weight-reducing hole 102.

[0089] For example, the length direction of the first rack 21 is the same as the axis direction of the first weight-reducing hole 102.

[0090] In the embodiment, the first rack 21, the first driving motor 25 and the first gear 23 are spaced apart from the second clamping hole 103, so as not to affect the connection relationship and the telescopic sliding process between the first sub-fin 121 and the second sub-fin 122.

[0091] It should be understood that the second sub-fin 122 only telescopic slides in the second clamping hole 103 of the first sub-fin 121.

[0092] In some embodiments, the first driving motor 25 is fixedly connected with the first fin section 11, and the first gear 23 is spaced apart from the hole wall of the first lightening hole 102. Therefore, the first sub-fin 121 can be prevented from being interfered by the first gear 23 during the sliding process relative to the first fin section 11. That is, in the embodiment, the positions of the first driving motor 25 and the first gear 23 are fixed and will not be displaced, and the first sub-fin 121 moves under the driving of the first rack 21 and the first gear 23.

[0093] In combination with Figure 1 , Figure 2 , Figure 6 and Figure 7 , it is shown that the second driving motor 26, the second rack 22 and the second gear 24 are arranged in the second lightening hole 104.

[0094] It should be understood that after the second driving motor 26, the second rack 22 and the second gear 24 are arranged in the second lightening hole 104, they are almost not affected by the airflow during the driving of the automobile, and compared with the case that the second driving motor 26, the second rack 22 and the second gear 24 are arranged outside the second lightening hole 104, the overall appearance of the automobile fin is not affected.

[0095] In some embodiments, the second driving motor 26 is fixedly connected with the first fin section 11, and the second rack 22 is fixedly connected with the hole wall of the second lightening hole 104.

[0096] For example, the length direction of the second rack 22 is the same as the axis direction of the second lightening hole 104.

[0097] The second gear 24 is spaced apart from the hole wall of the second lightening hole 104. Therefore, the second sub-fin 122 can be prevented from being interfered by the second gear 24 during the sliding process relative to the first fin section 11. That is, in the embodiment, the positions of the second driving motor 26 and the second gear 24 are fixed and will not be displaced, and the second sub-fin 122 moves under the driving of the second rack 22 and the second gear 24.

[0098] In the embodiment, in combination with Figure 1 , Figure 6 and Figure 7As shown, the automobile spoiler includes a fixed frame 30, the fixed frame 30 is fixed in the first clamping hole 101, and is arranged in the first weight-reducing hole 102, the second clamping hole 103 and the second weight-reducing hole 104, and is spaced apart from the hole walls of the first weight-reducing hole 102, the second clamping hole 103 and the second weight-reducing hole 104; the first driving motor 25 is connected to the fixed frame 30 and is spaced apart from the hole wall of the first weight-reducing hole 102; the second driving motor 26 is connected to the fixed frame 30 and is spaced apart from the hole wall of the second weight-reducing hole 104.

[0099] For example, as Figure 5 and Figure 6 mentioned, the fixed frame 30 includes a longitudinal beam 31 and a plurality of cross beams 32, one end of the longitudinal beam 31 is fixed in the first clamping hole 101, the other end of the longitudinal beam 31 extends along the length direction of the first spoiler section 11 and the second spoiler section 12, and the plurality of cross beams 32 are arranged on the longitudinal beam 31 along the width direction of the first spoiler section 11 and the second spoiler section 12.

[0100] It should be understood that the first spoiler section 11 is installed on the body of the automobile and does not displace relative to the wheelbase direction of the automobile. Therefore, the first spoiler section 11 is fixed with the fixed frame 30, the first driving motor 25 and the second driving motor 26 are fixed with the fixed frame 30, and the fixed frame 30, the first driving motor 25, the second driving motor 26, the first gear 23 and the second gear 24 are all spaced apart from the hole walls of the first weight-reducing hole 102, the second clamping hole 103 and the second weight-reducing hole 104. After that, the fixed frame 30, the first driving motor 25 and the first gear 23 can serve as the movement fulcrum and bearing point of the first sub-spoiler 121; the fixed frame 30, the second driving motor 26 and the second gear 24 can serve as the movement fulcrum and bearing point of the second sub-spoiler 122. That is, the fixed frame 30, the first driving motor 25, the second driving motor 26, the first gear 23 and the second gear 24 are all arranged in the interior of the first sub-spoiler 121 and the second sub-spoiler 122, and the overall structure formed thereby can serve as the movement fulcrum and bearing point of the first sub-spoiler 121 and the second sub-spoiler 122.

[0101] For example, the first clamping hole 101 can include a first hole section and a second hole section that are in communication with each other, and the second hole section is arranged closer to the first elastic clamping section 1211 than the first hole section. Among them, the first elastic clamping section 1211 is telescopic in the second hole section, the fixed frame 30 is fixed to the hole wall of the first hole section and is spaced apart from the hole wall of the second hole section.

[0102] In some embodiments, as Figure 4As shown, the two opposite inner surfaces of the first sub-fin 121 and the second sub-fin 122 can also be provided with guide grooves 105, at this time, the two ends of the crossbeam 32 in the first sub-fin 121 and the second sub-fin 122 can be clamped in the guide grooves 105 (the crossbeam 32 in the primary fin section 11 can be directly fixedly connected with the inner surface of the primary fin section 11 to enhance the strength of the overall structure), and the first sub-fin 121 and the second sub-fin 122 can slide relative to the crossbeam 32 inside them, so that the first sub-fin 121 and the second sub-fin 122 can slide under the support and guidance of the crossbeam 32, thereby keeping balance and stability when the first sub-fin 121 and the second sub-fin 122 are sliding. The extension direction of the guide groove 105 can be the extension direction of the first sub-fin 121 and the second sub-fin 122.

[0103] In this embodiment, the cross-sectional area of the first sub-fin 121 gradually decreases from the primary fin section 11 towards the secondary fin section 12, and the cross-sectional area of the second sub-fin 122 gradually decreases from the first sub-fin 121 towards the second sub-fin 122, thereby gradually reducing the weight of the tail end of the entire automobile fin, and further reducing the wind resistance coefficient under the condition of meeting aerodynamics.

[0104] Further, in order to meet the uniform thickness of the plates surrounding the first sub-fin 121 and the second sub-fin 122, so that the structural strength of each part of the first sub-fin 121 and the second sub-fin 122 is the same, and to meet the maximum lightweight condition of the first sub-fin 121 and the second sub-fin 122: the hole diameter of the first weight-reducing hole 102, the hole diameter of the first clamping hole 101 and the hole diameter of the second weight-reducing hole 104 also gradually decrease from the primary fin section 11 towards the second sub-fin 122 synchronously with the cross-sectional area of the first sub-fin 121 and the second sub-fin 122. That is, the hole diameters of the first weight-reducing hole 102, the first clamping hole 101 and the second weight-reducing hole 104 gradually decrease from the primary fin section 11 towards the second sub-fin 122 synchronously with the cross-sectional area of the first sub-fin 121 and the second sub-fin 122; or in other words, the net height of the internal space of the first sub-fin 121 and the second sub-fin 122 decreases synchronously with the cross-sectional area thereof.

[0105] In this embodiment, in combination with Figure 4 and Figure 5As shown, the first gear rack 21 and the second gear rack 22 each include a plurality of first teeth 21a arranged along the axial direction of the first weight-reducing hole 102 or the second weight-reducing hole 104, and the height of each first tooth 21a gradually decreases from the first tail wing section 11 toward the second tail wing 122, thereby adapting to the change in the net height of the internal space of the first tail wing 121 and the second tail wing 122.

[0106] It should be understood that the height direction of the first tooth 21a is the radial direction of the first weight-reducing hole 102 or the second weight-reducing hole 104.

[0107] For example, the plurality of first teeth 21a of the first gear rack 21 are arranged along the axial direction of the first weight-reducing hole 102, the plurality of first teeth 21a of the second gear rack 22 are arranged along the axial direction of the second weight-reducing hole 104, and the height of the first tooth 21a with the maximum height among the plurality of first teeth 21a of the second gear rack 22 is lower than the height of the first tooth 21a with the minimum height among the plurality of first teeth 21a of the first gear rack 21.

[0108] In combination Figure 4 As shown, the first gear 23 and the second gear 24 each include an elliptical portion 231 and a plurality of second teeth 232 circumferentially arranged around the elliptical portion 231, and the plurality of second teeth 232 of the first gear 23 can be engaged with the plurality of first teeth 21a of the first gear rack 21, and the plurality of second teeth 232 of the second gear 24 can be engaged with the plurality of second teeth 232 of the second gear rack 22.

[0109] In the present embodiment, the rim of the first gear 23 and the second gear 24 is in an elliptical shape, that is, the elliptical portion 231 is in an elliptical shape, and the second teeth 232 can be arranged in a whole circle around the elliptical portion 231.

[0110] It should be understood that, in order to adapt to the change in the net height of the internal space of the first tail wing 121 and the second tail wing 122 and ensure that the second teeth 232 can be better engaged with the first teeth 21a, the rim of the first gear 23 and the second gear 24 is set to be in an elliptical shape, and thus when the second teeth 232 are arranged on the elliptical portion 231 in an elliptical shape, the height variation of the second teeth 232 can be reduced.

[0111] In addition, the spacing between adjacent two first teeth 21a gradually increases from the first tail wing section 11 toward the second tail wing 122.

[0112] In the present embodiment, the automobile tail wing includes a plurality of tail wing sections 10 and a plurality of second driving devices (not shown in the figure), and each tail wing section 10 is arranged along the wheel track direction of the automobile and is hingedly connected to the main body of the automobile body.

[0113] It should be understood that each tail wing part 10 is arranged along the wheel track direction of the automobile, i.e. each tail wing part 10 is arranged along the width direction of the automobile body. One end of each tail wing part 10 is hingedly connected to the automobile body, i.e. each tail wing part 10 can move independently of the other.

[0114] In the embodiment, a plurality of second driving devices are connected to the plurality of tail wing parts 10 and the automobile body to drive each tail wing part 10 to flip relative to the automobile body.

[0115] It should be understood that when the tail wing part 10 flips relative to the automobile body, because one end of the tail wing part 10 is hingedly connected to the automobile body, the end not hingedly connected to the automobile body can flip up to form a wind deflector on the automobile body to increase the wind resistance of the automobile body.

[0116] For example, when each tail wing part 10 can move independently of the other, if the automobile is turning, the tail wing part 10 on one side (left or right, depending on the direction of the turn) can be flipped to increase or decrease the wind resistance on the part of the automobile body during the turn, thereby assisting the turn.

[0117] In the embodiment, as shown in Figures 1 to 3 each second driving device includes a driving motor, a movable link 41 and a pull rod 42. The driving motor is mounted on the automobile body. The driving motor is in transmission connection with the movable link 41 to drive the movable link 41 to rotate. One end of the pull rod 42 is hingedly connected to the movable link 41. The other end of the pull rod 42 is connected to one end of the first tail wing segment 11 away from the second tail wing segment 12 to drive the first tail wing segment 11 to rotate under the driving of the driving motor. The one end of the first tail wing segment 11 away from the second tail wing segment 12 is also hingedly connected to the automobile body.

[0118] For example, the length direction of the movable link 41 and the pull rod 42 is arranged along the wheel track direction of the automobile.

[0119] In the embodiment, as shown in Figure 3 each tail wing part 10 further includes a first connecting end 10a and a second connecting end 10b arranged opposite to each other along the height direction of the first tail wing segment 11. The first tail wing segment 11 includes two opposite sides. The first tail wing segment 11 is arranged on one of the two opposite sides. The first connecting end 10a and the second connecting end 10b are arranged on the other of the two opposite sides.

[0120] After the tail wing part 10 is mounted on the automobile body, the height of the first connecting end 10a relative to the automobile body is lower than the height of the second connecting end 10b.

[0121] Further, the other end of the pull rod 42 is connected with the second connecting end 10b of the first tail wing section 11, and the first connecting end 10a is hinged with the vehicle body.

[0122] It should be understood that, under the driving of the driving motor, the pull rod 42 pulls the tail wing section 10 to rotate along the hinge between the first connecting end 10a and the vehicle body, so that the tail wing section 10 can be adjusted in angle relative to the vehicle body; and the horizontal height of the tail wing section 10 relative to the vehicle body can be adjusted.

[0123] For example, as shown in Figs. 1 and 2, when the tail wing section 10 is pulled by the pull rod 42, the end of the tail wing section 10 away from the hinge with the vehicle body is flipped up, so that the height of the automobile tail wing relative to the vehicle body is changed. Figure 2 and Figure 3 Therefore, when the automobile is braking or decelerating, the end of the tail wing section 10 away from the hinge with the vehicle body is flipped up relative to the vehicle body, which is equivalent to forming a wind deflector at the tail of the vehicle body to increase the wind resistance; when the automobile is accelerating, the end of the tail wing section 10 away from the hinge with the vehicle body is flattened relative to the vehicle body to reduce the wind resistance; in summary, the length and angle of the automobile tail wing in the embodiment can be changed, which can meet the requirements of low wind resistance structure and the requirements of automobile rear window view in most cases; during high-speed driving, the first sub-tail wing 121 and the second sub-tail wing 122 can be independently changed in length relative to the first tail wing section 11 under the driving of the first driving device 20; since the first driving device 20 can rotate with the tail wing section 10 as a whole, the adjustment of the angle of the automobile tail wing relative to the vehicle body can be realized simultaneously under the driving of the second driving device, which maximizes the change of air flow.

[0124] In addition, since the automobile tail wing is independently composed of a plurality of tail wing sections 10 in the width direction (the wheel track direction), the direction of the air flow passing through the roof of the automobile can be adjusted, the air flow path is changed, and the stress in the width direction of the roof is changed, thereby assisting the adjustment of the posture of the vehicle body.

[0125] The embodiment also provides an automobile, which comprises a vehicle body and the automobile tail wing in the first embodiment, and the automobile tail wing is installed on the vehicle body and can be stretched or shortened along the length direction of the vehicle body relative to the vehicle body and can be flipped and flipped up relative to the vehicle body.

[0126] For other structures and working principles of the automobile tail wing, please refer to the first embodiment, which will not be described here.

[0127] In this application, unless otherwise clearly indicated and limited, the terms "assembly", "connection", and the like should be understood broadly, for example, can be fixed connection, can also be detachable connection, or integral; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be internal communication of two elements or interaction relationship of two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0128] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. The meaning of "a plurality of" is two or more, unless otherwise clearly and specifically limited. And the description of the terms "some embodiments", "exemplarily" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiments or examples are included in at least one embodiment or example of the present application.

[0129] The illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples without contradiction.

[0130] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and cannot be understood as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application. Therefore, any changes or modifications made in accordance with the claims and specification of the present application shall be within the scope of the present application.

Claims

1. An automobile spoiler, characterized by comprising: The automobile wing comprises at least one tail wing part, which comprises: a primary tail wing section mounted on a body of the automobile; a secondary tail wing section slidably connected with the primary tail wing section and capable of telescopic sliding relative to the primary tail wing section along a wheelbase direction of the automobile; the secondary tail wing section comprises at least a first sub-tail wing and a second sub-tail wing; the automobile wing further comprises a first driving device, one end of which is fixedly connected with the primary tail wing section, and the other end of which is drivingly connected with the first sub-tail wing and the second sub-tail wing, and capable of driving the first sub-tail wing to telescopically slide relative to the primary tail wing section and driving the second sub-tail wing to telescopically slide relative to the first sub-tail wing; the first sub-tail wing comprises a first elastic clamping section, an intermediate connecting section and a second elastic clamping section, the intermediate connecting section being connected between the first elastic clamping section and the second elastic clamping section; the second sub-tail wing comprises a third elastic clamping section and a tail section, the third elastic clamping section being connected with the tail section; wherein the primary tail wing section is provided with a first clamping hole, the first elastic clamping section is clamped in the first clamping hole; the second elastic clamping section is provided with a second clamping hole at an end away from the first elastic clamping section, and the third elastic clamping section is clamped in the second clamping hole at an end away from the tail section; the axial direction of the first clamping hole is the same as the axial direction of the second clamping hole; in a direction from the primary tail wing section towards the second sub-tail wing, the hole diameter of the first clamping hole, the cross-sectional area of the first elastic clamping section, the hole diameter of the second clamping hole and the cross-sectional area of the third elastic clamping section gradually decrease; wherein the minimum cross-sectional area of the first elastic clamping section is greater than the minimum hole diameter of the first clamping hole, so that the outer surface of the first elastic clamping section elastically abuts against the inner side wall of the first clamping hole; the minimum cross-sectional area of the third elastic clamping section is greater than the minimum hole diameter of the second clamping hole, so that the outer surface of the third elastic clamping section elastically abuts against the inner side wall of the second clamping hole.

2. The automobile wing according to claim 1, characterized by the first sub-tail wing is slidably connected with the primary tail wing section and capable of telescopic sliding relative to the primary tail wing section along the wheelbase direction of the automobile; the second sub-tail wing is slidably connected with the first sub-tail wing and capable of telescopic sliding relative to the first sub-tail wing along the wheelbase direction of the automobile.

3. The automobile wing according to claim 2, characterized by the first driving device comprises a first driving motor, a first gear, a first rack, a second driving motor, a second gear and a second rack set; wherein, the first rack set is fixedly connected with the intermediate connecting section and engaged with the first gear, and the first driving motor is drivingly connected with the first gear; the second rack set is fixedly connected with the tail section and engaged with the second gear, and the second driving motor is drivingly connected with the second gear.

4. The automobile wing according to claim 3, characterized by The first sub-fin is provided with a first weight-reducing hole penetrating through the first sub-fin from the first elastic clamping segment towards the second elastic clamping segment and communicating between the first clamping hole and the second clamping hole; The second sub-fin is provided with a second weight-reducing hole on the side close to the second clamping hole and communicating with the first weight-reducing hole through the second clamping hole; The first driving motor, the first rack and the first gear are all arranged in the first weight-reducing hole, the first driving motor is fixedly connected to the first-fin segment, the first rack is fixedly connected to the hole wall of the first weight-reducing hole, and the first gear is arranged in space from the hole wall of the first weight-reducing hole; The second driving motor, the second rack group and the second gear are all arranged in the second weight-reducing hole, the second driving motor is fixedly connected to the first-fin segment, the second rack group is fixedly connected to the hole wall of the second weight-reducing hole, and the second gear is arranged in space from the hole wall of the second weight-reducing hole.

5. The automobile wing according to claim 4, characterized by The automobile fin further comprises a fixing frame fixed in the first clamping hole and penetrating through the first weight-reducing hole, the second clamping hole and the second weight-reducing hole and arranged in space from the hole wall of the first weight-reducing hole, the second clamping hole and the second weight-reducing hole, and the first driving motor and the second driving motor are fixed to the fixing frame; and / or, The first rack and the second rack each comprise a plurality of first teeth, the plurality of first teeth are arranged along the axial direction of the first weight-reducing hole or the second weight-reducing hole, and the height of each first tooth in the plurality of first teeth gradually decreases from the first-fin segment towards the second sub-fin; The first gear and the second gear each comprise an elliptical part and a plurality of second teeth circumferentially arranged around the elliptical part, the plurality of second teeth of the first gear can be engaged with the plurality of first teeth of the first rack; The plurality of second teeth of the second gear can be engaged with the plurality of second teeth of the second rack.

6. The automobile wing according to claim 1, characterized by The automobile fin comprises a plurality of fin parts and a plurality of second driving devices, each of the fin parts is arranged along the wheel track direction of the automobile and is hingedly connected to the main body of the automobile body, respectively; Each of the second driving devices is connected to the corresponding fin part and the main body of the automobile body to drive the corresponding fin part to flip relative to the automobile.

7. The automobile wing according to claim 6, characterized by The second driving device comprises a driving motor, a movable connecting rod and a pull rod, the driving motor is installed on the main body of the automobile body, the driving motor is drivingly connected to the movable connecting rod to drive the movable connecting rod to rotate, one end of the pull rod is hingedly connected to the movable connecting rod, and the other end of the pull rod is connected to the end of the first-fin segment away from the second-fin segment to drive the first-fin segment to rotate under the driving of the driving motor; wherein The end of the first-fin segment away from the second-fin segment is also hingedly connected to the main body of the automobile body.

8. An automobile characterized by comprising: The automobile fin comprises a main body and the automobile fin according to any one of claims 1-7, and the automobile fin is installed on the main body.

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