Vehicle and luggage carrier therefor

Abstract

The application discloses a vehicle and a luggage rack thereof, the luggage rack comprising a guide fixed on a roof panel and arranged along a first direction; a luggage rack body longitudinally extending along the first direction and slidably matched with the guide, the luggage rack body comprising a front part luggage rack, a rear part luggage rack and a bending structure arranged between the two; the luggage rack body having a first position entirely on the roof panel and a second position with the front part luggage rack on the roof panel and the rear part luggage rack on a tail panel; when the luggage rack body is switched from the first position to the second position, the luggage rack body slides backward along the first direction to a predetermined position relative to the guide, the front part luggage rack stops sliding, and the rear part luggage rack bends downward by a predetermined angle at the bending structure. The application can retain the function of the original roof luggage rack, switch the luggage rack to a rear luggage rack, and improve the diversity of functions, the convenience of use, the safety and the like.

Description

Technical Field

[0001] This invention relates to the field of automotive accessories technology, and in particular to a vehicle and its luggage rack. Background Technology

[0002] With the continuous development of automotive technology, roof racks are widely used in many car models. Roof racks can improve the overall structure of a car's exterior, meet the diverse needs of users for car appearance, and at the same time, carry the luggage and belongings of car users, increasing the car's storage capacity.

[0003] Currently, car roof racks are typically fixed to the roof of a vehicle and can be used to store items after adding lateral luggage racks. However, existing roof racks objectively have some problems or areas that urgently need improvement.

[0004] For example, because the roof rack is located on the roof of the vehicle, which is relatively high, it is difficult for users to place items on it. Overall, the roof rack is rarely used.

[0005] For example, when items are placed on the roof rack, they may obstruct the view from the sunroof; when items are placed on the roof rack, it will increase the vehicle's height, which may prevent it from passing through some roads with height restrictions.

[0006] For example, installing a roof rack already increases wind resistance to some extent, and using the roof rack to place items will further increase wind resistance; especially when the vehicle is traveling at high speed, the significant increase in wind resistance will increase the vehicle's energy consumption.

[0007] Therefore, it is necessary to propose a vehicle and its luggage rack to solve at least one of the above problems. Summary of the Invention

[0008] To address the shortcomings of existing technologies, this invention provides a vehicle and its roof rack that retains the original roof rack function while changing its position and shape to transform it into a rear storage rack, thereby enhancing the versatility, ease of use, safety, and energy efficiency of the roof rack.

[0009] The specific technical solution of the embodiments of the present invention is as follows:

[0010] A vehicle and its luggage rack, the vehicle and its luggage rack comprising:

[0011] A guide member, which is fixed to the roof sheet metal and is arranged along a first direction;

[0012] The luggage rack body extends longitudinally along the first direction and is slidably engaged with the guide member. The luggage rack body includes a front luggage rack, a rear luggage rack, and a bent structure disposed between the front luggage rack and the rear luggage rack.

[0013] The roof rack body has a first position where it is entirely located on the roof sheet metal, and a second position where the front part of the roof rack is located on the roof sheet metal and the rear part of the roof rack is located on the rear sheet metal.

[0014] When the luggage rack body switches from the first position to the second position, the luggage rack body slides backward relative to the guide member along the first direction to a predetermined position, the front part of the luggage rack stops sliding, and the rear part of the luggage rack bends downward relative to the front part of the luggage rack at the bending structure at a predetermined angle.

[0015] In a preferred embodiment, the luggage rack further includes a first drive mechanism connected to the front portion of the luggage rack for driving the luggage rack body to slide back and forth relative to the guide member along the first direction.

[0016] In a preferred embodiment, the luggage rack body is a hollow structure with a cavity inside. The first drive mechanism is installed in the cavity and includes a motor, a roller, and a fixed shaft. The motor drives the roller to rotate. When the roller rolls along the guide under the drive of the motor, it drives the fixed shaft to move along the guide. The fixed shaft is fixedly connected to the front part of the luggage rack, and when the fixed shaft moves along the guide, it drives the luggage rack to move as well as along the guide.

[0017] In a preferred embodiment, the bending structure includes: a front axle disposed on the front part of the luggage rack; a rear axle disposed on the rear part of the luggage rack; and a first pivot located between the front axle and the rear axle, and rotatably connected to both the front axle and the rear axle; when the luggage rack body switches from the first position to the second position, the rear part of the luggage rack bends downward relative to the front part of the luggage rack around the first pivot at a predetermined angle.

[0018] In a preferred embodiment, the bending structure further includes a second drive mechanism for driving the front axle to move along the first direction and / or for driving the rear luggage rack to bend downwards relative to the front luggage rack by a predetermined angle.

[0019] In a preferred embodiment, the bending structure further includes: a limiting structure disposed at the end of the front luggage rack near the rear luggage rack and located below the front luggage rack along the height direction; a limiting slide plate slidably engaged with the limiting structure and connected to the front axle, which can be driven by the front axle to slide along the first direction; and a second rotating shaft disposed at the end of the limiting slide plate near the rear luggage rack, which is rotatably connected to the end of the rear luggage rack near the front luggage rack. When the luggage rack body switches from the first position to the second position, after the front luggage rack stops sliding, the second drive mechanism drives the front axle to move relative to the front luggage rack while simultaneously moving the limiting slide plate. When the limiting slide plate is constrained by the limiting structure and stops moving, the front axle continues to move a predetermined distance, and the rear luggage rack bends downward relative to the front luggage rack at a predetermined angle around the first rotating shaft and the second rotating shaft.

[0020] In a preferred embodiment, the bending structure further includes: a second driving mechanism for driving the front axle to move along the first direction; a limiting structure disposed at the end of the front luggage rack near the rear luggage rack and located below the front luggage rack in the height direction; a limiting slide plate cooperating with the limiting structure and connected to the front axle, which can be driven by the front axle to slide along the first direction; and a second rotating shaft disposed at one end of the limiting slide plate near the rear luggage rack, which is rotatably connected to one end of the rear luggage rack near the front luggage rack. When the luggage rack body switches from the first position to the second position, after the front luggage rack stops sliding, the second driving mechanism drives the front axle to move relative to the front luggage rack while simultaneously driving the limiting slide plate to move. When the limiting slide plate is constrained by the limiting structure and stops moving, the front axle continues to move a predetermined distance, and the rear luggage rack bends downward relative to the front luggage rack at a predetermined angle around the first rotating shaft and the second rotating shaft.

[0021] In a preferred embodiment, the limiting structure includes a limiting groove disposed on the front luggage rack and extending along the first direction, the limiting groove having a starting end and a ending end opposite each other in the first direction, the limiting slide plate including a plate-shaped body, the side of the plate-shaped body being provided with a limiting part that cooperates with the limiting groove, the limiting part moving between the starting end and the ending end.

[0022] In a preferred embodiment, the distance that the limiting slide can move in the first direction is S1, and the wall thickness of the rear luggage rack near the lower side of the vehicle body sheet metal is S2, where S1 is greater than or equal to S2.

[0023] In a preferred embodiment, the end of the front luggage rack near the rear luggage rack is a front docking end, and a front baffle is provided at the front docking end. The periphery of the front baffle is connected to the front luggage rack, and a first opening for the front axle and the first pivot shaft to pass through is provided in the middle of the front baffle.

[0024] In a preferred embodiment, the end of the rear luggage rack near the front luggage rack is a rear docking end, and a rear baffle is provided at the rear docking end. The periphery of the rear baffle is connected to the rear luggage rack, and a second opening for the rear axle to pass through is provided in the middle of the rear baffle.

[0025] In a preferred embodiment, the end of the front luggage rack near the rear luggage rack is the front docking end, and the end of the rear luggage rack near the front luggage rack is the rear docking end. The bending structure further includes a flexible seal, which is connected between the front docking end and the rear docking end.

[0026] In a preferred embodiment, a front baffle is provided at the front docking end and a rear baffle is provided at the rear docking end. One of the front baffle and the rear baffle is provided with a protrusion with a gradually decreasing cross-section, and the other is provided with a groove with a gradually increasing cross-section. The protrusion and the groove cooperate to form a docking guide structure.

[0027] In a preferred embodiment, the luggage rack further includes a connecting component between the luggage rack body and the vehicle body sheet metal. When the rear part of the luggage rack bends downward at a predetermined angle relative to the front part of the luggage rack at the bending structure, the luggage rack body and the vehicle body sheet metal are fixed by the connecting component.

[0028] In a preferred embodiment, the connection component includes a manual quick-connect structure or an automatic quick-connect structure.

[0029] In a preferred embodiment, the connecting component is an automatic quick-connect structure, comprising: a telescopic support assembly that, when driven, can telescopically move in a direction away from or close to the vehicle body sheet metal; and a limit switching assembly disposed within the luggage rack body for cooperating with the telescopic support assembly to form a locked state and an unlocked state. In the locked state, the telescopic support assembly applies a constraint force to the luggage rack body through the limit switching assembly.

[0030] In a preferred embodiment, the telescopic support assembly includes: a support member having a lower end extending into the vehicle body sheet metal and an upper end extending out of the vehicle body sheet metal, the upper end being provided with an upper conical structure, the cross-section of the upper conical structure gradually increasing from top to bottom; a lower conical structure movably fitted onto the support member, the cross-section of the lower conical structure gradually decreasing from top to bottom; the limiting switching assembly includes: a limiting base fixed to the luggage rack body, the limiting base having a central hole arranged along the telescopic direction of the support member, and a plurality of moving cavities communicating with the central hole; a pin member, the... A pin is inserted into the moving cavity, one end of which abuts against the outer surface of the limiting base, and the other end extends out of the moving cavity to engage with the upper conical structure or the lower conical structure. A return member is located within the moving cavity and provides a restoring force to the pin. When the connecting assembly switches from the unlocked state to the locked state, the support member extends into the central hole, and the pin moves from the inside to the outside within the moving cavity under the action of the upper conical structure. When the pin reaches the bottom of the upper conical structure, it resets under the action of the return member and is located between the upper and lower conical structures.

[0031] In a preferred embodiment, the end face of the pin that mates with the upper conical structure or the lower conical structure is an inclined surface. In the extension and retraction direction of the support member, before the pin contacts the lower conical structure, the projection of the inclined surface toward the lower conical structure can cover the maximum outer contour of the lower conical structure.

[0032] In a preferred embodiment, the support member includes a rod-shaped support body, which includes a first rod and a second rod. The diameter of the first rod is smaller than the diameter of the second rod. A limiting step for limiting the lower conical structure is formed at the junction of the first rod and the second rod. The lower conical structure is movably sleeved on the first rod. The upward stroke of the telescopic support assembly is L1, the length of the first rod is L2, and when it abuts against the limiting step, the distance between the upper conical structure and the lower conical structure is L3, where L3 < L1 < L2.

[0033] In a preferred embodiment, the guide is a sliding guide rail, the sliding guide rail has a first locking portion, and the luggage rack body has a second locking portion that cooperates with the first locking portion. The first locking portion and the second locking portion cooperate to form a locking mechanism.

[0034] A vehicle comprising a body sheet metal frame and a luggage rack as described in any one of the preceding claims.

[0035] In a preferred embodiment, the vehicle body sheet metal includes a roof sheet metal and a rear sheet metal, and multiple sets of connecting components are provided between the roof rack body and the vehicle body sheet metal; the roof sheet metal is provided with a first mounting hole for installing the connecting components, the first mounting hole being located in the middle of the guide member; the rear panel is provided with a second mounting hole for installing the connecting components, and the roof rack further includes a hollow support member provided on the rear sheet metal, the support member surrounding the second mounting hole.

[0036] The technical solution of the present invention has the following significant beneficial effects:

[0037] The roof rack provided in this application embodiment, based on a roof rack, allows the roof rack body to move backward or forward along the guide. When the roof rack moves backward, the rear part of the roof rack bends downward through a bending structure until the tail end of the rear part of the roof rack is attached to and fixed to the rear sheet metal of the vehicle. This realizes the function of switching from a roof rack to a rear storage rack, thereby improving the versatility, convenience, and safety of the roof rack, and also making the vehicle more fuel-efficient when driving at high speeds.

[0038] Specific embodiments of the invention are disclosed in detail with reference to the following description and accompanying drawings, indicating how the principles of the invention can be employed. It should be understood that the embodiments of the invention are not therefore limited in scope. Within the spirit and scope of the appended claims, embodiments of the invention include many changes, modifications, and equivalents. Features described and / or shown for one embodiment may be used in the same or similar manner in one or more other embodiments, combined with features in other embodiments, or substituted for features in other embodiments. Attached Figure Description

[0039] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of the invention in any way. Furthermore, the shapes and proportions of the components in the drawings are merely illustrative to aid in understanding the invention and do not specifically limit the shapes and proportions of the components. Those skilled in the art, guided by the teachings of this invention, can select various possible shapes and proportions to implement the invention according to specific circumstances.

[0040] Figure 1 An isometric side view of a vehicle's roof rack in a first position, as provided in an embodiment of this application.

[0041] Figure 2 An isometric side view of a vehicle's roof rack in a second position, as provided in an embodiment of this application.

[0042] Figure 3 This is a top view of a vehicle's luggage rack in a second position, as provided in an embodiment of this application.

[0043] Figure 4 This is a right view of a vehicle's luggage rack in a second position, as provided in an embodiment of this application.

[0044] Figure 5 for Figure 1 Sectional view of AA;

[0045] Figure 6 for Figure 1 BB section view;

[0046] Figure 7 This is a schematic diagram showing the front and rear portions of a vehicle's roof rack in their pre-folded state, as provided in the embodiments of this application.

[0047] Figure 8 This is a schematic diagram showing the front and rear portions of a vehicle's luggage rack separated along a first direction, according to an embodiment of this application.

[0048] Figure 9 This is a schematic diagram showing the front and rear portions of a vehicle's roof rack in a folded state, as provided in the embodiments of this application.

[0049] Figure 10 for Figure 9 A magnified view of a portion of point E in the middle;

[0050] Figure 11 This is a schematic diagram of the limiting structure, limiting slide plate, and second rotating shaft in a vehicle's luggage rack according to an embodiment of this application.

[0051] Figure 12 An exploded view of a limiting structure, a limiting slide plate, and a second rotating shaft in a vehicle's luggage rack according to an embodiment of this application;

[0052] Figure 13 for Figure 3 CC section view;

[0053] Figure 14 for Figure 4 DD section view;

[0054] Figure 15 This is a schematic diagram showing the partial dimensional relationships of a connecting component in a vehicle's luggage rack, as provided in an embodiment of this application.

[0055] Figure 16 This is a schematic diagram showing the partial dimensional relationships of a connecting component in a vehicle's luggage rack, as provided in an embodiment of this application.

[0056] Reference numerals in the figures of this application:

[0057] 11. Roof sheet metal; 111. First mounting hole;

[0058] 12. Rear panel repair; 121. Second mounting hole;

[0059] 13. Guide component; 131. First locking part;

[0060] 2. Luggage rack body; 201. Second latching part;

[0061] 21. Front luggage rack; 210. Installation base groove;

[0062] 22. Rear luggage rack;

[0063] 3. Bending structure;

[0064] 31. Front axle;

[0065] 32. Rear axle;

[0066] 33. First pivot;

[0067] 34. Second drive mechanism;

[0068] 35. Limiting slide; 351. Limiting part;

[0069] 36. Second pivot;

[0070] 37. Limiting groove; 371. Starting end; 372. Ending end;

[0071] 38. Front baffle; 381. First opening;

[0072] 39. Rear panel; 391. Second opening; 392. Rear panel;

[0073] 40. Flexible seals;

[0074] 4. First drive mechanism;

[0075] 41. Roller;

[0076] 42. Fixed shaft;

[0077] 5. Support component; 50. Upper conical structure; 51. First rod; 52. Second rod; 512. Limiting step;

[0078] 6. Lower conical structure;

[0079] 7. Limiting base; 70. Central hole; 71. Motion cavity;

[0080] 8. Pin fittings;

[0081] 9. Reply document;

[0082] 10. Support components;

[0083] X, first direction;

[0084] Y, the second direction;

[0085] Z, Third-party orientation. Detailed Implementation

[0086] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not intended to limit the scope of the present invention. After reading the present invention, any modifications of the present invention in various equivalent forms by those skilled in the art fall within the scope defined by the appended claims.

[0087] This invention provides a vehicle and its roof rack, which retains the original roof rack function while changing the position and shape of the roof rack to switch it to a rear storage rack, thereby improving the versatility of the roof rack function, ease of use, safety, and energy efficiency.

[0088] Please refer to the following for comprehensive information. Figures 1 to 14 This application specification provides a vehicle roof rack, which may include: a guide 13 fixed to the roof panel 11 and arranged along a first direction X; a roof rack body 2 extending longitudinally along the first direction X and slidably engaged with the guide 13; the roof rack body 2 including a front roof rack 21, a rear roof rack 22, and a bent structure 3 disposed between the front roof rack 21 and the rear roof rack 22; the roof rack body 2 having a first position integrally located on the roof panel 11 (e.g., ...). Figure 1 As shown), and the front roof rack 21 is located on the roof panel 11 and the rear roof rack 22 is located at a second position on the rear panel 12 (as shown). Figure 2 ,like Figure 3 and Figure 4 (As shown); when the luggage rack body 2 switches from the first position to the second position, the luggage rack body 2 slides backward relative to the guide member 13 along the first direction X (i.e., the rear sheet metal 12 side) to a predetermined position, the front part of the luggage rack 21 stops sliding, and the rear part of the luggage rack 22 bends downward relative to the front part of the luggage rack 21 at a predetermined angle at the bending structure 3.

[0089] The roof rack provided in this application, based on a roof rack, allows the roof rack body 2 to move backward or forward along the guide 13. When the roof rack moves backward, the rear part of the roof rack 22 bends downward through the bending structure 3 until the tail end of the rear part of the roof rack 22 is attached to and fixed to the rear sheet metal 12 of the vehicle. This realizes the function of switching from a roof rack to a rear storage rack, thereby improving the versatility, convenience, and safety of the roof rack, and making the vehicle more fuel-efficient when driving at high speeds.

[0090] Taking placing a bicycle on the roof rack as an example, when the roof rack is switched to a rear rack, the user can easily place the bicycle on it because the rear rack is relatively low. Since placing the bicycle on the rear rack does not increase the height of the vehicle, it will not affect the vehicle's passability, nor will it obstruct the view from the sunroof. Because the rear rack is located at the rear of the vehicle, the bicycle placed on it has little impact on the wind resistance when the vehicle is traveling at high speeds, and will basically not increase the vehicle's energy consumption.

[0091] The present application will now be described in detail with reference to the accompanying drawings and embodiments.

[0092] In this embodiment of the application, the luggage rack may mainly include: a guide 13 that can slide relative to each other and a luggage rack body 2.

[0093] The guide member 13 can be fixed to the roof sheet 11 and is arranged along the first direction X. Specifically, the guide member 13 and the roof rack body 2 can be in the form of a guide rail and a guide groove. One of the guide member 13 and the roof rack body 2 can be provided with a guide rail, and the other can be provided with a guide groove.

[0094] Please refer to the following: Figure 1 , Figure 5 and Figure 6 In one embodiment, the guide member 13 can be a sliding guide rail, the sliding guide rail has a first locking part 131, and the luggage rack body 2 has a second locking part 201 that cooperates with the first locking part 131. The first locking part 131 and the second locking part 201 cooperate to form a locking mechanism.

[0095] In this embodiment, the guide member 13 can be in the form of a sliding guide rail, which can be fixedly connected to the roof sheet metal 11. The sliding guide rail extends longitudinally along a first direction X, where X is the vehicle's front-to-back direction.

[0096] The sliding guide rail may include a first rail and a second rail spaced at a certain distance. The cross-sections of the first rail and the second rail may be symmetrically (or approximately symmetrically) arranged in an inverted L-shape. Taking the first rail on the left side of the figure as an example, the first rail may include a first sidewall extending integrally along the third direction Z (height direction) and a left end wall located at the top of the first sidewall and extending outward in a direction away from the second rail. Correspondingly, taking the second rail on the right side of the figure as an example, the second rail may include a second sidewall extending integrally along the height direction and a right end wall located at the top of the second sidewall and extending outward in a direction away from the first rail. The left end wall and the right end wall are used to form the first engaging portion 131.

[0097] The luggage rack body 2 has a second engaging portion 201 near the bottom of the sliding guide rail, which is inverted and fastened to both sides of the first and second rails. Specifically, the second engaging portion 201 can be a structure formed downwards and inwards on the bottom surface of the luggage rack body 2, adapted to the aforementioned first and second end walls. For example, it can be a set of L-shaped ribs, inverted and fastened to the left and right end walls respectively. After the first engaging portion 131 and the second engaging portion 201 cooperate to form an engaging mechanism, the luggage rack body 2 can not only be guided by the sliding guide rail, but also limited in position, thereby ensuring that the luggage rack body 2 can be reliably installed on the vehicle body sheet metal.

[0098] Of course, the specific configuration of the snap-fit ​​structure can also be in other ways, and is not limited to the above description. Those skilled in the art may make other changes under the inspiration of the technical essence of this application, but as long as the function and effect achieved are the same as or similar to this application, they should be covered within the protection scope of this application.

[0099] In this embodiment, the luggage rack body 2 can extend longitudinally along the first direction X, and it is slidably engaged with the guide member 13. Specifically, the form of power for the sliding of the luggage rack body 2 relative to the guide member 13 can include various forms, such as manual, automatic, or a combination of manual and automatic. When the power is automatic, it can improve the convenience of use and enhance the user experience. This embodiment focuses on the electric form of the automatic form for detailed explanation.

[0100] In one embodiment, the luggage rack may further include a first drive mechanism 4, which is connected to the front part of the luggage rack 21 and is used to drive the luggage rack body 2 to slide back and forth relative to the guide member 13 along the first direction X.

[0101] In this embodiment, the luggage rack body 2 can be driven by the first drive mechanism 4. Specifically, the power source of the first drive mechanism 4 can be electricity or other means.

[0102] like Figure 6 As shown, specifically, the luggage rack body 2 can be a hollow structure with an internal cavity. Specifically, the luggage rack body 2 can be made of profiles, and the corresponding internal cavity can be a cavity structure. The first drive mechanism 4 is installed in the cavity, and the first drive mechanism 4 includes: a motor, a roller 41, and a fixed shaft 42. The motor drives the roller 41 to rotate; when the roller 41 rolls along the guide member 13 under the drive of the motor, it drives the fixed shaft 42 to move along the guide member 13; the fixed shaft 42 is fixedly connected to the front part of the luggage rack 21, and when the fixed shaft 42 moves along the guide member 13, it also drives the luggage rack to move along the guide member 13.

[0103] In this embodiment, the luggage rack body 2 can be a hollow frame structure with a cavity inside, and the first drive mechanism 4 can be installed in the cavity. Of course, in this embodiment, it is not excluded that part of the first drive mechanism 4 is placed outside the cavity.

[0104] The first drive mechanism 4 may include a motor as a power source, which can output torque to drive the roller 41 to rotate. The motor may be housed within the roller 41. When the motor is integrated within the roller 41, not only is the transmission structure between the motor and the roller 41 reduced, but the roller 41 can also protect the motor, extending its service life.

[0105] The roller 41 can be cylindrical in shape and can be located on the upper surface of the guide member 13. Specifically, the two ends of the roller 41 can respectively overlap the upper end faces of the first rail and the second rail.

[0106] Both ends of the fixed shaft 42 can be fixed to the front luggage rack 21, and the middle part can be fixedly connected to the roller 41 or form a relatively stationary torque transmission structure with the roller 41 in the circumferential direction, thereby facilitating the conversion of the torque output by the roller 41 into the power to drive the luggage rack body 2 to move. Specifically, the fixed shaft 42 can be located at the center of the roller 41.

[0107] When the motor drives the roller 41 to rotate, the roller 41 rolls along the guide 13 under the drive of the motor, which in turn drives the fixed shaft 42 and the luggage rack body 2 connected to the fixed shaft 42 to move along the guide 13.

[0108] In this embodiment, the luggage rack body 2 may include a front luggage rack 21, a rear luggage rack 22, and a bending structure 3 disposed between the front luggage rack 21 and the rear luggage rack 22. The front luggage rack 21 and the rear luggage rack 22 may be bent at the bending structure 3.

[0109] The front roof rack 21 can always be located on the roof panel 11, and thus can always be constrained and limited by the guide member 13. The rear roof rack 22 can be located behind the roof panel 11 before sliding and folding, and located at the rear of the vehicle after sliding and folding. It can be fixed to the rear panel 12, thus cooperating with the front roof rack 21 to form a rear storage rack.

[0110] The bending structure 3 can be powered by the rear luggage rack 22 bending relative to the front luggage rack 21 at a predetermined angle. This can be done manually, automatically, or a combination of both.

[0111] For example, the bending structure 3 may include a deformable connector that can deform according to the structure of the vehicle body sheet metal to meet the requirement of bending the rear luggage rack 22 downwards at a predetermined angle. Alternatively, the bending structure 3 may include a pivot shaft, which serves as the center of rotation to achieve the downward bending of the rear luggage rack 22 at a predetermined angle. Alternatively, the bending structure 3 may be a combination of the above two, or it may be any other form capable of achieving the bending of the rear luggage rack 22 relative to the front luggage rack 21 at a predetermined angle. Its specific form is not limited to the above description. Those skilled in the art, inspired by the technical essence of this application, may make other modifications, but as long as the function and effect achieved are the same as or similar to those of this application, they should all be covered within the scope of protection of this application.

[0112] like Figure 7 As shown in one embodiment, the bending structure 3 may include: a front axle 31 disposed on the side of the front luggage rack 21; a rear axle 32 disposed on the side of the rear luggage rack 22; and a first pivot 33 located between the front axle 31 and the rear axle 32, and rotatably connected to both the front axle 31 and the rear axle 32; when the luggage rack body 2 switches from the first position to the second position, the rear luggage rack 22 bends downward relative to the front luggage rack 21 at a predetermined angle around the first pivot 33.

[0113] In this embodiment, the bending structure 3 may include a pivot. A front pivot 31 may be provided on the front luggage rack 21 side, and a rear pivot 32 may be provided on the rear luggage rack 22 side. The ends of the front pivot 31 and the rear pivot 32, which are close to each other, are rotatably connected to the first pivot 33. When it is necessary to switch the luggage rack body 2 from the first position to the second position, the rear luggage rack 22 can be bent downwards relative to the front luggage rack 21 around the first pivot 33 at a predetermined angle.

[0114] Either the front axle 31 or the rear axle 32 can be fixed relative to the front luggage rack 21 or the rear luggage rack 22 (e.g., by a fixed connection or integral molding), or it can be movable relative to the front luggage rack 21 or the rear luggage rack 22. For example, if the front axle 31 can move relative to the front luggage rack 21 along the first direction X, and the rear axle 32 is fixed relative to the rear luggage rack 22, when bending, the front axle 31 can be moved a certain distance relative to the front luggage rack 21 by first moving the first pivot 33, thereby avoiding interference between the front luggage rack 21 and the rear luggage rack 22 at the bent end.

[0115] Of course, in some other embodiments, the rear axle 32 can be moved relative to the rear roof rack 22, while the front axle 31 remains fixed relative to the front roof rack 21. In contrast, since the front roof rack 21 is always located on the roof panel 11 and is constrained by the guide member 13, the direction of movement of the front axle 31 relative to the front roof rack 21 is controllable, facilitating accurate switching between two different positions. In the embodiments of this application, this situation is mainly used as a typical example for detailed description; other situations can be adapted to this application.

[0116] like Figure 8 As shown, the end of the front luggage rack 21 near the rear luggage rack 22 is the front docking end, and the end of the rear luggage rack 22 near the front luggage rack 21 is the rear docking end. The bending structure 3 also includes a flexible sealing element 40, which is connected between the front docking end and the rear docking end.

[0117] In this embodiment, the front luggage rack 21 has a front mating end that connects with the rear luggage rack 22, and the rear luggage rack 22 has a rear mating end that connects with the front luggage rack 21. To ensure the sealing of the front and rear mating ends at the mating position, the bending structure 3 may include a flexible sealing element 40. By providing the flexible sealing element 40 between the front and rear mating ends, a sealing effect can be achieved, thereby preventing water, particulate matter, and other impurities from the external environment from entering the luggage rack body 2 through the mating position of the front luggage rack 21 and the rear luggage rack 22; at the same time, it can also protect the bending structure 3 at this position.

[0118] Specifically, the flexible seal 40 can be made of PVC flexible material with good waterproof performance, thereby better serving the functions of waterproofing and protecting the internal bending structure 3. When the flexible seal 40 is made of PVC flexible material, it can be glued between the front and rear mating ends. Of course, the material of the flexible seal 40 is not limited to the above example, and it can also be in other forms.

[0119] Please combine Figure 7 , Figure 8 , Figure 9 and Figure 10 In one embodiment, the end of the front luggage rack 21 near the rear luggage rack 22 is a front docking end, and a front baffle 38 is provided at the front docking end. The periphery of the front baffle 38 is connected to the front luggage rack 21, and a first opening 381 for passing through the front axle 31 and the first pivot 33 is provided in the middle of the front baffle 38.

[0120] In this embodiment, a front baffle 38 may be provided at the front docking end. The periphery of the front baffle 38 may be connected to the inner surface of the front luggage rack 21. The middle part of the front baffle 38 may be provided with a first opening 381 for the front axle 31 and the first pivot 33 to pass through, thereby providing support for the front axle 31 so that when it moves relative to the front luggage rack 21, it can be suspended in the cavity of the front luggage rack 21 without contacting the inner surface of the front luggage rack 21, thereby ensuring the flexibility and reliability of sliding.

[0121] Specifically, the front axle 31 can be a rod-shaped structure extending longitudinally along the first direction X, and the shape of the first opening 381 can be adapted to the cross-section of the front axle 31 and the larger cross-section of the first rotating shaft 33. For example, when the cross-section of the first rotating shaft 33 is larger, the cross-section of the first opening 381 can be the same as or close to the cross-section of the first rotating shaft 33.

[0122] The entire circumferential contour of the front baffle 38 can be adapted to the cross-section of the front luggage rack 21 at the front docking end, and the outer periphery of the front baffle 38 can be sealed to the inner surface of the luggage rack, thereby further improving the sealing and waterproof performance of the front luggage rack 21.

[0123] Please combine Figure 7 , Figure 8 , Figure 9 and Figure 10 The rear luggage rack 22 is located at the end closest to the front luggage rack 21, and a rear baffle 39 is provided at the rear baffle 39. The outer periphery of the rear baffle 39 is connected to the rear luggage rack 22, and a second opening 391 for the rear axle 32 to pass through is provided in the middle of the rear baffle 39.

[0124] In this embodiment, a rear baffle 39 may be provided at the rear docking end. The periphery of the rear baffle 39 may be connected to the inner surface of the rear luggage rack 22. The middle part of the rear baffle 39 may be provided with a second opening 391 for the rear axle 32 to pass through, thereby providing support for the rear axle 32. When it moves relative to the rear axle, it can be suspended in the cavity of the rear luggage rack 22 without contacting the inner surface of the rear luggage rack 22, thereby ensuring the flexibility and reliability of rotation.

[0125] The entire circumferential contour of the rear baffle 39 can be adapted to the cross-section of the rear luggage rack 22 at the front docking end. The outer periphery of the rear baffle 39 can be sealed to the inner surface of the luggage rack, thereby further improving the sealing and waterproof performance of the rear luggage rack 22. The rear axle 32 is provided with at least one adapter portion, such as a sleeve, adapted to the first rotating shaft 33. Of course, in this embodiment, since the rear axle 32 is fixed relative to the rear luggage rack 22, there are various ways in which the rear axle 32 can be fixed to the rear luggage rack 22. Therefore, the specific shape and structure of the rear axle 32 are not specifically limited here.

[0126] For example, such as Figure 7 As shown, the rear axle 32 can be a longitudinally extending axle segment, with one end fixed by the rear baffle 39 and the other end fixed by the rear plate 392. The rear plate 392 can be fixed within the rear luggage rack 22. Overall, the rear axle 32, rear baffle 39, and rear plate 392 can be a single unit, formed as a single piece or fixed by assembly connection.

[0127] In one specific embodiment, a front baffle 38 is provided at the front docking end, and a rear baffle 39 is provided at the rear docking end. One of the front baffle 38 and the rear baffle 39 is provided with a protrusion with a gradually decreasing cross-section, and the other is provided with a groove with a gradually increasing cross-section. The protrusion and the groove cooperate to form a docking guide structure.

[0128] In this embodiment, for the case where a front baffle 38 is provided at the front docking end and a rear baffle 39 is provided at the rear docking end, the structures of the front baffle 38 and the rear baffle 39 are adapted to form a docking guide structure.

[0129] Please combine Figure 7 , Figure 8 , Figure 9 and Figure 10 For example, a protrusion with a gradually decreasing cross-section is provided on the rear baffle 39, which can be used to form an insertion head; a groove with a gradually increasing cross-section is provided on the front baffle 38, which can be used to form an insertion cavity. When the rear luggage rack 22 needs to be switched from the second position to the first position with the front luggage rack 21, the docking guide structure formed by the two can make the rear luggage rack 22 accurately dock and reset with the front luggage rack 21.

[0130] In some embodiments, the bending structure 3 can be used to achieve an automatic bending of the rear luggage rack 22 relative to the front luggage rack 21 at a predetermined angle, which improves ease of use and enhances the user experience. This application focuses on the electric bending mechanism within the automatic bending method as an example for detailed explanation.

[0131] In some embodiments, the bending structure 3 may further include a second drive mechanism 34, which is used to drive the front axle 31 to move along the first direction X and / or to drive the rear luggage rack 22 to bend downward relative to the front luggage rack 21 by a predetermined angle.

[0132] In this embodiment, the second drive mechanism 34 can provide driving force for the movement of the front axle 31 and / or the second drive mechanism 34 can provide driving force for the bending of the rear luggage rack 22 relative to the front luggage rack 21. In the embodiments of this application, an example is given where the second drive mechanism 34 provides driving force for the movement of the front axle 31 and simultaneously provides driving force for the bending of the rear luggage rack 22.

[0133] Specifically, the second drive mechanism 34 can be in the form of a motor. Of course, the specific form of the second drive mechanism 34 can also be other, and this application does not make specific limitations here.

[0134] In the case of a configuration with a second drive mechanism 34, taking a motor as an example, the motor can be located within the cavity of the front rack, thereby protecting the motor using the front luggage rack 21. The motor can be fixed to the front axle 31, thereby providing a driving force to the front axle 31 to move along the first direction X.

[0135] When it is necessary to switch the luggage rack body 2 from the first position to the second position, the second drive mechanism 34 can be activated after the front luggage rack 21 reaches the predetermined position, i.e., the designated stop position. The stop position of the front luggage rack 21 can be close to the rear sheet metal 12. Specifically, this can be achieved by setting a cooperating limiting mechanism between the end of the guide member 13 and the front luggage rack 21. For example, when the front luggage rack 21 reaches the end of the guide member 13, the two cooperate to form a limiting mechanism, thus reaching the designated stop position; and / or, by monitoring the travel of the front luggage rack 21 through the first drive mechanism 4. For example, when the first drive mechanism 4 detects that the travel distance of the front luggage rack 21 has reached the set travel distance, it can stop driving the front luggage rack 21, causing it to stop at the designated stop position. Of course, the form of controlling the stop position of the front luggage rack 21 to the designated stop position can also be other methods, which are not specifically limited here.

[0136] In order for the rear luggage rack 22 to bend smoothly relative to the front luggage rack 21, the second drive mechanism 34 can be used to provide driving force, so that the front axle 31 pushes the rear luggage rack 22 to separate from the front luggage rack 21 first, and then bends it.

[0137] Specifically, after the front luggage rack 21 stops at the designated stop position under the action of the first drive mechanism 4, the second drive mechanism 34 can be used to drive the front axle 31 to continue moving relative to the front luggage rack 21, so that a bending interval distance is formed between the rear luggage rack 22 and the front luggage rack 21, thereby forming the space required for the front luggage rack 21 and the rear luggage rack 22 to bend.

[0138] Furthermore, the bending structure 3 may also include: a limiting structure, which is disposed at the end of the front luggage rack 21 near the rear luggage rack 22 and located on the lower side of the front luggage rack 21 along the height direction; a limiting slide plate 35, which is slidably engaged with the limiting structure and connected to the front axle 31, and can be driven by the front axle 31 to slide along the first direction X; and a second rotating shaft 36, which is disposed at one end of the limiting slide plate 35 near the rear luggage rack 22 and is rotatably connected to one end of the rear luggage rack 22 near the front luggage rack 21.

[0139] When the luggage rack body 2 switches from the first position to the second position, after the front part of the luggage rack 21 stops sliding, the second drive mechanism 34 drives the front axle 31 to move relative to the front part of the luggage rack 21 and simultaneously drives the limiting slide plate 35 to move; when the limiting slide plate 35 stops moving due to the constraint of the limiting structure, the front axle 31 continues to move a predetermined distance, and the rear part of the luggage rack 22 bends downward at a predetermined angle relative to the front part of the luggage rack 21 around the first pivot 33 and the second pivot 36.

[0140] Please see Figure 11 and Figure 12 Specifically, the limiting structure may include a limiting groove 37 disposed on the front luggage rack 21 and extending along the first direction X. The limiting groove 37 has a starting end 371 and a ending end 372 opposite to each other in the first direction X. The limiting slide plate 35 includes a plate-shaped body. The side of the plate-shaped body is provided with a limiting part 351 that cooperates with the limiting groove 37. The limiting part 351 moves between the starting end 371 and the ending end 372.

[0141] In this embodiment, a mounting groove 210 is provided on the lower sidewall surface of the front luggage rack 21, near the front docking end. A limiting groove 37 is provided on at least one side of the mounting groove 210 in a second direction Y perpendicular to the first direction X. In this embodiment, two limiting grooves 37 are used as an example: a left limiting groove and a right limiting groove, which are arranged opposite to each other. Along the first direction X, the limiting groove 37 has a starting end 371 and an ending end 372. The starting end 371 is the end closer to the second drive mechanism 34, and the ending end 372 is the end farther from the second drive mechanism 34. The termination end 372 has a certain stopping distance from the front docking end. This stopping distance can first ensure that the end of the limiting slide plate 35 with the second rotating shaft 36 can extend out of the front luggage rack 21. At the same time, the stopping distance can ensure that the limiting slide plate 35 is subjected to uniform force, especially reducing the relative force between the limiting part 351 and the limiting groove 37, thereby extending the service life of the limiting slide plate 35.

[0142] The movable distance of the limiting slide plate 35 in the first direction X is S1, and the wall thickness of the rear luggage rack 22 near the lower side of the vehicle body sheet metal is S2, where S1 is greater than or equal to S2. The movable length S1 of the limiting slide plate 35 must be greater than the bottom wall thickness S2 of the rear luggage rack 22, so that the rear luggage rack 22 can move back out with enough space to ensure that the bottom of the rear luggage rack 22 does not interfere with the bottom of the front luggage rack when folded down.

[0143] Overall, by using the limiting slide plate 35 in conjunction with the limiting structure, it is equivalent to adding an anti-interference structure to the original structure in which the front axle 31 moves relative to the front part of the luggage rack 21. This can improve the stability and reliability of the front part of the luggage rack 21 and the rear part of the luggage rack 22 when bending, and effectively prevent interference between the two at the bottom of the rear part of the luggage rack 22 and the bottom of the front part of the luggage rack when bending. At the same time, in conjunction with the aforementioned front axle 31, first pivot 33 and rear axle 32, it can also realize the automatic bending of the rear part of the luggage rack 22 relative to the front part of the luggage rack 21 under the drive of the second drive mechanism 34, so that the rear part of the luggage rack 22 bends downward at a predetermined angle until it contacts the rear sheet metal 12.

[0144] In one specific embodiment of this application, the bending structure 3 may include: a second driving mechanism 34, which drives the front axle 31 to move along the first direction X; a limiting structure, which is disposed at the end of the front luggage rack 21 near the rear luggage rack 22 and located below the front luggage rack 21 along the height direction; a limiting slide plate 35, which cooperates with the limiting structure and is connected to the front axle 31, and can be driven by the front axle 31 to slide along the first direction X; and a second rotating shaft 36, which is disposed at the end of the limiting slide plate 35 near the rear luggage rack 22 and is rotatably connected to the end of the rear luggage rack 22 near the front luggage rack 21. When the luggage rack body 2 switches from the first position to the second position, after the front part of the luggage rack 21 stops sliding, the second drive mechanism 34 drives the front axle 31 to move relative to the front part of the luggage rack 21 and simultaneously drives the limiting slide plate 35 to move; when the limiting slide plate 35 stops moving due to the constraint of the limiting structure, the front axle 31 continues to move a predetermined distance, and the rear part of the luggage rack 22 bends downward at a predetermined angle relative to the front part of the luggage rack 21 around the first pivot 33 and the second pivot 36.

[0145] In this embodiment, the bending structure 3 includes: a first drive mechanism 4, a front axle 31, a rear axle 32, a first rotating shaft 33, a second drive mechanism 34, a limiting structure, a limiting slide plate 35, and a second rotating shaft 36, as an example for detailed explanation.

[0146] The specific structure, connection relationship, and function of the first drive mechanism 4, front axle 31, rear axle 32, first rotating shaft 33, and second drive mechanism 34 can be referred to the specific description of the above embodiments. The similarities will not be elaborated here. The first rotating shaft 33 is located in the middle of the luggage rack body 2 and serves as the main rotating shaft of the bending structure 3. The second rotating shaft 36 is located below the first rotating shaft 33 and also below the luggage rack body 2 (for example, on the bottom wall of the front luggage rack 21), and can serve as the secondary rotating shaft of the bending structure 3.

[0147] The luggage rack provided in this embodiment can be switched from a first position to a second position by first using the first drive mechanism 4 to move the entire luggage rack body 2 towards the rear of the vehicle body sheet metal; after reaching the predetermined position, the first drive mechanism stops driving; and the second drive mechanism 34 is activated. Under the action of the second drive mechanism 34, the front axle 31 and the limiting slide plate 35 move simultaneously towards the rear of the vehicle body sheet metal, and the rear part of the luggage rack 22 moves backward along the first direction X (horizontal direction), providing space for the rear part of the luggage rack 22 to fold downward, and avoiding interference between the rear part of the luggage rack 22 and the front part of the luggage rack 21 when folding downward. The limiting slide plate 35 is provided with a limiting structure, which can be located at the end of the limiting slide plate 35 away from the second pivot 36 or at half the length of the limiting slide plate 35. Of course, the limiting structure can also be located in other positions. In this embodiment, the example of the limiting structure being located at half the length of the limiting slide plate 35 is used for illustration.

[0148] When the limiting slide plate 35 moves back halfway, it is stopped by the limiting structure, and the two remain relatively stationary. At this time, the secondary shaft can only rotate, while the front shaft 31 continues to move backward. Under the driving action of the second drive mechanism 34, and with the rotational cooperation of the main shaft and the secondary shaft, the rear luggage rack 22 slowly folds downward until it reaches the designated folding position. At this time, the second drive mechanism 34 stops working, and the rear luggage rack 22 is folded in place.

[0149] In some embodiments, the luggage rack may further include a connecting component between the luggage rack body 2 and the vehicle body sheet metal. When the rear part of the luggage rack 22 bends downward at a predetermined angle relative to the front part of the luggage rack 21 at the bending structure 3, the luggage rack body 2 and the vehicle body sheet metal are fixed by the connecting component.

[0150] The number of connecting components can be one or more, and the number of connecting components can vary depending on the length of the luggage rack body 2 (front luggage rack 21 and rear luggage rack 22), the setting position of the connecting components, the connection strength of the connecting components, etc.

[0151] For example, to ensure the roof rack has a better load-bearing capacity, the connection components between the roof rack and the vehicle body sheet metal can be configured as two sets between the front roof rack 21 and the roof sheet metal 11, such as... Figure 3 As shown, positions P1 and P2 are respectively; two sets are installed between the rear roof rack 22 and the rear sheet metal 12, as shown. Figure 4As shown, positions P3 and P4 are respectively. Positions P1 and P2 are located at the front and rear ends of the front roof rack 21, with P1 near the front end of the front roof rack 21 and P2 near the rear end of the front roof rack 21, also near the rear of the roof panel 11. Positions P3 and P4 are located at the rear end of the rear roof rack 22, with P3 located near the upper part of the rear panel 12 and P4 located at the rear end of the rear roof rack 22.

[0152] The connection method of the connection component can include various forms. Specifically, the connection component can include a manual quick-connect structure or an automatic quick-connect structure.

[0153] To improve the overall ease of use and enhance the user experience of the luggage rack, the connecting component can be an automatic quick-connect structure.

[0154] like Figure 13 or Figure 14 As shown, in one embodiment, the connecting component can be an automatic quick-connect structure. The connecting component includes: a telescopic support assembly, which, when driven, can telescopically move in a direction away from or close to the vehicle body sheet metal; and a limit switching assembly, which is disposed within the luggage rack body 2 and is used to cooperate with the telescopic support assembly to form a locked state and an unlocked state. In the locked state, the telescopic support assembly applies a constraint force to the luggage rack body 2 through the limit switching assembly.

[0155] In this embodiment, the connecting assembly may include a telescopic support assembly and a limit switching assembly. When the rear part of the roof rack 22 bends at a predetermined angle relative to the front part of the roof rack 21 and comes into contact with the rear sheet metal 12, the power mechanism inside the vehicle can drive the telescopic support assembly to move away from the sheet metal. The telescopic support assembly cooperates with the limit switching assembly to form a locked state, thereby applying a constraint force to the roof rack body 2, realizing the automatic connection function between the roof rack body 2 and the body panel, while also ensuring that the roof rack has sufficient load-bearing capacity.

[0156] Specifically, the telescopic support assembly may include: a support member 5, which has a lower end extending into the vehicle body sheet metal and an upper end extending out of the vehicle body sheet metal, the upper end being provided with an upper conical structure 50, the cross-section of the upper conical structure 50 gradually increasing from top to bottom; and a lower conical structure 6, which is movably fitted onto the support member 5 and located inside the upper conical structure 50, the cross-section of the lower conical structure 6 gradually decreasing from top to bottom.

[0157] The limiting switching assembly may include: a limiting base 7, which is fixed on the luggage rack body 2 and has a central hole 70 along the extension and retraction direction of the support member 5, and a plurality of movement cavities 71 perpendicular to the extension and retraction direction; a pin 8, which passes through the movement cavities 71, with one end of the pin abutting against the outer side of the limiting base 7 and the other end extending out of the movement cavities 71 to cooperate with the upper conical structure 50 or the lower conical structure 6; and a return member 9, which is located in the movement cavities 71 and can provide a return force for the pin 8.

[0158] When the connecting component switches from the unlocked state to the locked state, the support member 5 extends into the central hole 70, and the pin member 8 moves from the inside to the outside in the moving cavity 71 under the action of the upper conical structure 50. When the pin member 8 reaches the bottom of the upper conical structure 50, the pin member 8 is reset under the action of the return member 9 and is located between the upper conical structure 50 and the lower conical structure 6.

[0159] In this embodiment, the limit switching assembly can be installed inside the luggage rack. Specifically, the limit switching assembly can be disposed inside the cavity of the luggage rack and fixed to the bottom bearing surface of the luggage rack. The limit switching assembly may include a limit base 7, a pin 8, and a return member 9.

[0160] The limiting base 7 can be roughly in the form of a nut. Of course, the specific structure of the limiting base 7 can also be other forms; this embodiment uses a nut-like structure as an example. The limiting base 7 has a central hole 70 along the axial direction, i.e., along the telescopic direction of the support member 5, thereby providing movement space for the telescopic support assembly. The central hole 70 can be a through hole or a blind hole closed at the top. Multiple movement cavities 71 are evenly spaced along the circumference of the limiting base 7, thereby providing space for the movement of the pin. Specifically, there can be two movement cavities 71, symmetrically distributed at 180° intervals along the circumference. Of course, the number of movement cavities 71 can be more; this application does not impose a single numerical limitation. The specific structure of the movement cavity 71 can include a first hole segment with a first aperture, and a second hole segment with a smaller aperture located near the center and a third hole segment located away from the center at both ends of the first hole segment.

[0161] The return element 9 is disposed within the motion cavity 71. Specifically, the return element 9 can be in the form of a spring; however, it can also be in other forms, which are not specifically limited herein. The return element 9 is disposed within the first hole section in the middle.

[0162] The pin 8 passes through the moving cavity 71. One end of the pin 8 abuts against the outer surface of the limiting base 7, and the other end extends out of the moving cavity 71 to engage with the upper conical structure 50 or the lower conical structure 6. The end of the pin 8 that abuts against the outer surface of the limiting base 7 is the outer end, which can be in the form of a nut. The outer diameter of the nut is larger than the diameter of the third hole, thus limiting the pin 8 so that when the pin 8 moves inward under the action of the return member 9, its extreme position is where the nut contacts the outer wall of the limiting base 7. The middle part of the pin 8 can be a rod segment, the diameter of which can be close to the diameter of the third hole segment, for example, slightly smaller than the diameter of the third hole segment. The innermost part of the pin 8 closest to the center can be a rod segment with a diameter matching the first hole segment. The head of the pin 8 (i.e. the mating end of the pin 8 with the upper conical structure 50 or the lower conical structure 6) can be constructed with a slope to ensure that the telescopic support assembly can retract downward.

[0163] The telescopic support assembly is mounted on the vehicle body sheet metal and can be driven by a cylinder inside the sheet metal to perform vertical telescopic movement. The telescopic support assembly may include: a support member 5, an upper conical structure 50, and a lower conical structure 6.

[0164] The support member 5 has a lower end that extends into the vehicle body sheet metal and an upper end that extends out of the vehicle body sheet metal. The upper end is provided with an upper conical structure 50. The cross-section of the upper conical structure 50 gradually increases from top to bottom.

[0165] The support member 5 may include a rod-shaped support body, which includes a first rod 51 and a second rod 52. The diameter of the first rod 51 is smaller than the diameter of the second rod 52. A limiting step 512 for limiting the lower conical structure 6 is formed at the junction of the first rod 51 and the second rod 52. The lower conical structure 6 is movably sleeved on the outside of the first rod 51.

[0166] The lower conical structure 6 is movably fitted onto the support member 5 and is located inside the upper conical structure 50. The cross-section of the lower conical structure 6 gradually decreases from top to bottom. The support member 5 and the upper conical structure 50 are a single unit and are relatively stationary. The lower conical structure 6 can move up and down between the first rod 51, i.e., the second rod 52, and the upper conical structure 50.

[0167] Please combine Figure 3 and Figure 13As shown, when the roof rack body 2 is moved and folded into place, and the connecting assembly needs to switch from the unlocked state to the locked state, the telescopic support assembly is inserted into the cavity of the roof rack. Under the action of the upper conical structure 50, the pin 8 moves radially outward. When it reaches the bottom of the upper conical structure 50, it springs back inward due to the action of the return member 9. Subsequently, the telescopic support assembly provides a downward pulling force under the action of the cylinder. This pulling force is transmitted sequentially from the bottom of the upper conical structure 50 to the limiting base 7, the roof rack, and then to the guide member 13 and the vehicle body sheet metal. The load-bearing capacity of the roof rack is ensured by the pulling force between the guide member 13 and the roof rack.

[0168] Please combine Figure 4 and Figure 14 As shown, the difference between the rear sheet metal 12 and the above-described embodiment is that no guide member 13 is provided on the rear sheet metal 12. During the transmission process, the tensile force is transmitted sequentially from the bottom of the upper conical structure 50 to the limiting base 7, the roof rack, and then to the body sheet metal.

[0169] like Figure 13 As shown, when the luggage rack body 2 needs to switch from the second position to the first position, the connecting component needs to switch from the locked state to the unlocked state. When the connecting component switches from the locked state to the unlocked state, the movement of the telescopic support assembly can be divided into two parts.

[0170] Part 1: The telescopic support assembly moves upward first, and the lower conical structure 6 contacts the pin 8. After the lower conical structure 6 contacts the pin 8, it can move radially outward under the action of the lower conical structure 6. In order to ensure that the pin 8 can move outward with the upward movement of the lower conical structure 6, in the telescopic direction of the support 5, before contacting the lower conical structure 6, the inclined plane of the pin 8 can cover the maximum outer contour of the lower conical structure 6 when projected onto the lower conical structure 6.

[0171] Part Two: The telescopic support assembly moves downward. Since the lower conical structure 6 can move up and down on the first rod 51 with a smaller diameter, and the pin 8 is subjected to an inward force due to the action of the return member 9, the lower conical structure 6 will move upward, opposite to the direction of movement of the support member 5, until the upper end face of the lower conical structure 6 contacts the lower end face of the upper conical structure 50.

[0172] like Figure 15As shown, taking the upper conical structure 50 as an example where the entire structure is a truncated cone, the diameter of the lower end face of the upper conical structure 50 is D1; ​​taking the lower conical structure 6 as an example where the entire structure is a truncated cone, the diameter of the upper end face of the lower conical structure 6 is D2. The diameters D1 and D2 of the lower end face of the upper conical structure 50 and the upper end face of the lower conical structure 6 are equal. At this point, as the telescopic support assembly continues to move downwards, the pin 8 will continue to slide onto the upper conical structure 50 until it finally stops contacting the telescopic support assembly. At this point, the roof rack disassembly is complete. The telescopic support assembly continues to retract into the roof sheet metal 11.

[0173] To ensure that the telescopic support assembly can move smoothly, the diameter D4 of the mounting hole on the vehicle body sheet metal and the diameter D3 of the opening on the roof rack are both larger than the maximum diameter D1 / D2 of the telescopic rod assembly.

[0174] like Figure 16 As shown, the upward stroke of the telescopic support assembly is L1, the length of the first rod 51 is L2, and when it abuts against the limiting step 512, the distance between the upper conical structure 50 and the lower conical structure 6 is L3, where L3 < L1 < L2.

[0175] In this embodiment, L1 is the upward stroke of the telescopic support assembly, L2 is the length of the thinner first rod 51, and L3 is the distance between the lower conical structure 6 and the upper conical structure 50 when the lower conical structure 6 is in a drooping state (i.e., abutting against the limiting step 512). To ensure normal operation during disassembly, L3 < L1 < L2 must be maintained during the first part of the telescopic support assembly's stroke. Specifically, L3 < L1 ensures that the pin 8 can move to contact the lower conical structure 6. L1 < L2 ensures that the pin 8 does not contact the larger diameter second rod 52.

[0176] This application also provides a vehicle that includes the above-mentioned luggage rack. By setting the luggage rack, the vehicle can achieve the technical effects achieved by the luggage rack implementation method. For details, please refer to the specific description of the above implementation method. This application will not repeat it here.

[0177] In one embodiment, the vehicle body sheet metal includes a roof sheet metal 11 and a rear sheet metal 12. Multiple sets of connecting components are provided between the roof rack body 2 and the vehicle body sheet metal. The roof sheet metal 11 is provided with a first mounting hole 111 for installing the connecting components, and the first mounting hole 111 is located in the middle of the guide member 13. The rear panel is provided with a second mounting hole 121 for installing the connecting components. The roof rack also includes a hollow support member 10 provided on the rear sheet metal 12, and the support member 10 surrounds the second mounting hole 121.

[0178] For the embodiment in which a first mounting hole 111 is provided on the roof sheet metal 11, and a connecting component is provided on the first mounting hole 111, it can be referred to in conjunction with the following: Figure 3 and Figure 13 The specific description of the above-described luggage rack implementation method is not repeated here.

[0179] For the embodiment in which a second mounting hole 121 is provided on the rear sheet metal 12, and a connecting component is provided on the second mounting hole 121, it can be referred to in conjunction with the following: Figure 4 and Figure 14 The specific description of the above-described luggage rack implementation method will not be repeated here. The support member 10 can be fixedly connected to the periphery of the second mounting hole 121. Specifically, the support member 10 can be annular, and its inner diameter can be larger than the diameter of the second mounting hole 121, thus avoiding interference with the support member 5. The outer diameter of the support member 10 can be smaller than the distance between the two second latching portions 201 of the rear luggage rack 22, allowing one end of the support member 10 to extend between the two second latching portions 201 and contact the outer bottom wall of the rear luggage rack 22.

[0180] It should be noted that in the description of this application, the terms "first," "second," etc., are used only for descriptive purposes and to distinguish similar objects; there is no order between them, nor should they be construed as indicating or implying relative importance. Furthermore, in the description of this application, unless otherwise stated, "multiple" means two or more.

[0181] The various embodiments described in this specification are presented in a progressive manner. The same or similar parts between the embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0182] The above are merely a few embodiments of the present invention. Although the embodiments disclosed in the present invention are as described above, the content is only for the purpose of facilitating understanding of the present invention and is not intended to limit the present invention. Any person skilled in the art to which this invention pertains may make any modifications and changes in the form and details of the embodiments without departing from the spirit and scope disclosed in the present invention. However, the patent protection scope of the present invention shall still be determined by the scope defined in the appended claims.

Claims

1. A luggage rack, characterized in that, The luggage rack includes: A guide member, which is fixed to the roof sheet metal and is arranged along a first direction; The luggage rack body extends longitudinally along the first direction and is slidably engaged with the guide member. The luggage rack body includes a front luggage rack, a rear luggage rack, and a bent structure disposed between the front luggage rack and the rear luggage rack. The roof rack body has a first position where it is entirely located on the roof sheet metal, and a second position where the front part of the roof rack is located on the roof sheet metal and the rear part of the roof rack is located on the rear sheet metal. When the luggage rack body switches from the first position to the second position, the luggage rack body slides backward relative to the guide member along the first direction to a predetermined position, the front part of the luggage rack stops sliding, and the rear part of the luggage rack bends downward relative to the front part of the luggage rack at the bending structure at a predetermined angle; The luggage rack also includes a connecting component that connects the luggage rack body to the vehicle body sheet metal. When the rear part of the luggage rack bends downward at a predetermined angle relative to the front part of the luggage rack at the bending structure, the luggage rack body is fixed to the vehicle body sheet metal by the connecting component. The connecting component includes an automatic quick-connect structure, comprising: a telescopic support assembly that, when driven, can telescopically move in a direction away from or close to the vehicle body sheet metal; and a limit switching assembly disposed within the roof rack body for cooperating with the telescopic support assembly to form a locked state and an unlocked state. In the locked state, the telescopic support assembly applies a constraint force to the roof rack body through the limit switching assembly.

2. The luggage rack as described in claim 1, characterized in that, The luggage rack also includes a first drive mechanism, which is connected to the front part of the luggage rack and is used to drive the luggage rack body to slide back and forth relative to the guide member along the first direction.

3. The luggage rack as described in claim 2, characterized in that, The luggage rack body has a hollow structure with an internal cavity. The first drive mechanism is installed in the cavity and includes a motor, a roller, and a fixed shaft. The motor is used to drive the roller to rotate; When the roller rolls along the guide under the drive of the motor, it drives the fixed shaft to move along the guide. The fixed shaft is fixedly connected to the front part of the luggage rack. When the fixed shaft moves along the guide, it drives the luggage rack to move as well as along the guide.

4. The luggage rack as described in claim 1, characterized in that, The bending structure includes: Front axle, the front axle being disposed on the front portion of the luggage rack side; Rear axle, the rear axle being disposed on the rear luggage rack side; A first rotating shaft is located between the front shaft and the rear shaft, and is rotatably connected to both the front shaft and the rear shaft; When the luggage rack body switches from the first position to the second position, the rear part of the luggage rack bends downward at a predetermined angle relative to the front part of the luggage rack around the first pivot.

5. The luggage rack as described in claim 4, characterized in that, The bending structure also includes: A second drive mechanism is used to drive the front axle to move along the first direction and / or to drive the rear luggage rack to bend downwards at a predetermined angle relative to the front luggage rack.

6. The luggage rack as described in claim 5, characterized in that, The bending structure further includes a limiting structure, which is disposed at the end of the front luggage rack near the rear luggage rack and located on the lower side of the front luggage rack along the height direction; A limiting slide plate, which is slidably engaged with the limiting structure and connected to the front axle, can be driven by the front axle to slide along the first direction; The second pivot is disposed at one end of the limiting slide near the rear luggage rack, and the second pivot is rotatably connected to one end of the rear luggage rack near the front luggage rack. When the luggage rack body switches from the first position to the second position, after the front part of the luggage rack stops sliding, the second drive mechanism drives the front axle to move relative to the front part of the luggage rack and simultaneously drives the limiting slide plate to move; when the limiting slide plate stops moving due to the constraint of the limiting structure, the front axle continues to move a predetermined distance, and the rear part of the luggage rack bends downward at a predetermined angle relative to the front part of the luggage rack around the first pivot and the second pivot.

7. The luggage rack as described in claim 4, characterized in that, The bending structure also includes: A second drive mechanism is used to drive the front axle to move along the first direction; A limiting structure is provided at the end of the front luggage rack near the rear luggage rack and located on the lower side of the front luggage rack along the height direction; A limiting slide plate, which cooperates with the limiting structure and is connected to the front axle, and can be driven by the front axle to slide along the first direction; The second pivot is disposed at one end of the limiting slide near the rear luggage rack, and the second pivot is rotatably connected to one end of the rear luggage rack near the front luggage rack. When the luggage rack body switches from the first position to the second position, after the front part of the luggage rack stops sliding, the second drive mechanism drives the front axle to move relative to the front part of the luggage rack and simultaneously drives the limiting slide plate to move; when the limiting slide plate stops moving due to the constraint of the limiting structure, the front axle continues to move a predetermined distance, and the rear part of the luggage rack bends downward at a predetermined angle relative to the front part of the luggage rack around the first pivot and the second pivot.

8. The luggage rack as described in claim 6 or 7, characterized in that, The limiting structure includes a limiting groove disposed on the front luggage rack and extending along the first direction. The limiting groove has a starting end and a ending end opposite to each other in the first direction. The limiting slide plate includes a plate-shaped body. The side of the plate-shaped body is provided with a limiting part that cooperates with the limiting groove. The limiting part moves between the starting end and the ending end.

9. The luggage rack as described in claim 6 or 7, characterized in that, The distance that the limiting slide can move in the first direction is S1, and the wall thickness of the rear luggage rack near the lower side of the vehicle body sheet metal is S2, where S1 is greater than or equal to S2.

10. The luggage rack as described in claim 4, characterized in that, The front part of the luggage rack is located at the end near the rear part of the luggage rack. A front baffle is provided at the front baffle. The periphery of the front baffle is connected to the front part of the luggage rack. A first opening is provided in the middle of the front baffle for the front axle and the first pivot to pass through.

11. The luggage rack as described in claim 4, characterized in that, The rear luggage rack has a rear docking end near the front luggage rack. A rear baffle is provided at the rear docking end. The outer perimeter of the rear baffle is connected to the rear luggage rack. A second opening for the rear axle to pass through is provided in the middle of the rear baffle.

12. The luggage rack as described in any one of claims 1, 10, or 11, characterized in that, The end of the front luggage rack near the rear luggage rack is the front docking end, and the end of the rear luggage rack near the front luggage rack is the rear docking end. The bending structure also includes a flexible seal, which is connected between the front docking end and the rear docking end.

13. The luggage rack as described in claim 12, characterized in that, A front baffle is provided at the front docking end, and a rear baffle is provided at the rear docking end. One of the front baffle and the rear baffle is provided with a protrusion with a gradually decreasing cross-section, and the other is provided with a groove with a gradually increasing cross-section. The protrusion and the groove cooperate to form a docking guide structure.

14. The luggage rack as described in claim 1, characterized in that, The telescopic support assembly includes: A support member having a lower end extending into the vehicle body sheet metal and an upper end extending out of the vehicle body sheet metal, the upper end being provided with an upper conical structure, the cross-section of the upper conical structure gradually increasing from top to bottom; A lower conical structure, which is movably fitted onto the support member, wherein the cross-section of the lower conical structure gradually decreases from top to bottom; The limit switching assembly includes: A limiting base is fixed on the luggage rack body. The limiting base has a central hole arranged along the extension and retraction direction of the support member, and a plurality of moving cavities communicating with the central hole. A pin is inserted into the moving cavity. One end of the pin abuts against the outer side of the limiting base, and the other end extends out of the moving cavity to cooperate with the upper conical structure or the lower conical structure. A return element, located within the motion cavity, provides a restoring force to the pin. When the connecting component switches from the unlocked state to the locked state, the support extends into the central hole, and the pin moves from the inside to the outside in the moving cavity under the action of the upper conical structure. When the pin reaches the bottom of the upper conical structure, the pin is reset under the action of the return member and is located between the upper conical structure and the lower conical structure.

15. The luggage rack as described in claim 14, characterized in that, The end face of the pin that mates with the upper or lower conical structure is an inclined surface. In the extension and retraction direction of the support member, before the pin contacts the lower conical structure, the projection of the inclined surface toward the lower conical structure can cover the maximum outer contour of the lower conical structure.

16. The luggage rack as described in claim 14, characterized in that, The support member includes a rod-shaped support body, which includes a first rod and a second rod. The diameter of the first rod is smaller than the diameter of the second rod. A limiting step for limiting the lower conical structure is formed at the junction of the first rod and the second rod. The lower conical structure is movably sleeved on the first rod. The upward stroke of the telescopic support assembly is L1, the length of the first rod is L2, and when it abuts against the limiting step, the distance between the upper conical structure and the lower conical structure is L3, where L3 < L1 < L2.

17. The luggage rack as claimed in claim 1, characterized in that, The guide is a sliding guide rail, which has a first locking part. The luggage rack body has a second locking part that cooperates with the first locking part. The first locking part and the second locking part cooperate to form a locking mechanism.

18. A vehicle, characterized in that, This includes the vehicle body sheet metal and the luggage rack as described in any one of claims 1 to 17.

19. The vehicle as claimed in claim 18, characterized in that, The vehicle body sheet metal includes roof sheet metal and rear sheet metal, and multiple sets of connecting components are provided between the roof rack body and the vehicle body sheet metal. The roof sheet metal is provided with a first mounting hole for installing the connecting assembly, and the first mounting hole is located in the middle of the guide member; The rear sheet metal is provided with a second mounting hole for installing the connecting component. The roof rack also includes a hollow support component provided on the rear sheet metal, which surrounds the second mounting hole.

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