Empennage protection mechanism, protection method and automobile

Abstract

The invention provides an empennage protection mechanism, a protection method and an automobile, the empennage protection mechanism relates to the technical field of automobile empennage protection devices, the empennage protection mechanism mainly comprises a protection piece arranged on an empennage, the empennage is installed on a back door through an empennage driving assembly, and the empennage driving assembly drives the empennage to rotate. When the empennage driving assembly drives the empennage to be in an open state, the protection piece can shield a gap between the front portion of the empennage and the back door, and when the empennage driving assembly drives the empennage to be in a closed state, the protection piece can be stored on the lower side of the empennage. According to the empennage protection mechanism, the protection piece can be used for shielding the gap between the front portion of the empennage and the back door, when an automobile runs in rainy and snowy days, the protection piece can well prevent rain and snow from falling into the gap between the front portion of the empennage and the back door, the downward pressure applied to the automobile by airflow can be increased, and the running safety of the automobile is improved; the protection part can be hidden on the lower side of the empennage, and the function and appearance of the empennage are not affected.

Description

Technical Field

[0001] This invention relates to the field of automotive rear wing protection devices, and particularly to a rear wing protection mechanism. Furthermore, this invention also relates to a rear wing protection method, and an automotive vehicle employing the aforementioned rear wing protection mechanism. Background Technology

[0002] An electric rear wing is an electrically adjustable aerodynamic component. It is often considered an advanced feature in car design and is frequently found on models that emphasize sporty performance and design. Models that use this feature include, but are not limited to, high-performance cars, luxury cars, or models that pursue a unique style.

[0003] The working principle of an electric rear wing is to sense the vehicle's motion state through sensors and controllers and automatically adjust the angle of the rear wing to optimize the aerodynamic performance of the car at high speeds, improve the vehicle's stability and handling, and retract at low speeds or when stationary to maintain the smooth lines of the car body.

[0004] The electric rear wing mainly includes the rear wing, a linkage mechanism located between the tailgate and the rear wing, and a wing drive unit located on the internal sheet metal of the tailgate. The linkage mechanism includes a pivotally connected upper and lower active linkage, and a driven linkage pivotally connected between the car body and the rear wing. The upper and lower active linkages are pivotally connected to the car body and the rear wing, respectively. The wing drive unit drives the lower active linkage to rotate, and the linkage mechanism drives the rear wing to open or close relative to the car body.

[0005] Existing electric rear wings, in addition to housing the rear wing drive unit and linkage mechanism, also contain internal sheet metal components that mount the drive unit and linkage mechanism. During rainy weather, rainwater can easily seep into the area beneath the rear wing, corroding these metal components, reducing their lifespan, and potentially causing damage to the electric rear wing, tailgate, and other components. Summary of the Invention

[0006] In view of this, the present invention aims to provide a tail wing protection mechanism that can protect the metal components under the tail wing and extend the service life of the electric tail wing.

[0007] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0008] A tail fin protection mechanism includes a protective component disposed on the tail fin;

[0009] The tail wing is mounted on the tailgate via a tail wing drive assembly;

[0010] When the tail wing drive assembly drives the tail wing into the open state, the protective member can cover the gap between the front of the tail wing and the rear door. When the tail wing drive assembly drives the tail wing into the closed state, the protective member can be stored under the tail wing.

[0011] Furthermore, the protective component is slidably disposed on the rear wing, and the sliding direction of the protective component is arranged along the front-rear direction of the vehicle.

[0012] Furthermore, the protective component includes a protective plate, and a guide unit is provided between the protective plate and the tail wing. The guide unit is used to guide the protective plate to slide relative to the tail wing in the longitudinal direction of the vehicle.

[0013] Furthermore, the tail wing is provided with a protective component drive assembly, the power output end of which is connected to the protective component in a transmission connection, so as to drive the protective component to slide along the front-rear direction of the vehicle.

[0014] Furthermore, the protective component drive assembly consists of two sets, which are arranged at intervals along the left-right direction of the vehicle.

[0015] Furthermore, each of the protective component drive assemblies includes a protective component drive motor and a power transmission unit. The protective component drive motor is mounted on the tail fin. The power input end of the power transmission unit is connected to the output shaft of the protective component drive motor, and the power output end of the power transmission unit is connected to the protective component.

[0016] Furthermore, the power transmission unit includes a gear disposed on the output shaft of the drive motor of the protective component, and a rack disposed on the protective plate;

[0017] The gear and the rack are meshed together, and the rack extends along the front-rear direction of the vehicle.

[0018] Furthermore, a limiting unit is provided between the protective component and the tail fin, the limiting unit being used to limit the extreme position of the tail fin sliding back and forth relative to the protective plate.

[0019] Compared with the prior art, the present invention has the following advantages:

[0020] The rear wing protection mechanism described in this invention, by installing a protective component on the rear wing, can prevent rainwater from entering the area below the rear wing by covering the gap between the rear wing and the vehicle body when the rear wing is in the open state during rainy weather. This effectively protects the rear wing drive assembly and internal sheet metal below the rear wing. When the rear wing is in the closed state, the protective component can be stored under the rear wing without affecting the vehicle's appearance. When applied to automobiles, this rear wing protection mechanism can effectively protect the rear wing drive assembly, significantly extend the service life of the electric rear wing, and protect the internal sheet metal below the rear wing, effectively preventing corrosion of the internal sheet metal and rear wing drive assembly, thereby reducing vehicle maintenance costs.

[0021] When applied to automobiles, it gives vehicles a high-tech feel, increasing their appeal and market competitiveness. With the tailgate obscuring the gap between the front of the rear spoiler and the tailgate, airflow during driving can only pass over the spoiler, increasing the downward force applied to the spoiler and thus increasing overall vehicle friction. This improves safety during high-speed driving or in adverse weather conditions.

[0022] In addition, the protective component is slidably mounted on the rear wing. This structure allows the shape of the rear wing to be changed by sliding the protective component relative to the rear wing. Its structure is simple and can easily cover the gap between the front of the rear wing and the tailgate. It can also be easily stored on the lower side of the rear wing, making the overall layout more convenient. It will not affect the original function of the electric rear wing, nor will it affect the appearance of the vehicle.

[0023] When the protective component covers the gap between the front of the rear wing and the tailgate, the component effectively alters the shape of the rear wing to some extent. As airflow passes through the connection between the tailgate and the rear wing while the vehicle is in motion, the airflow can be guided by the protective component to flow towards the rear of the vehicle. This can reduce the vehicle's air resistance to some extent, and also improve the vehicle's dynamic performance and save energy.

[0024] The sliding direction of the protective component is arranged along the front-rear direction of the vehicle, which further defines how the protective component slides. This sliding method allows the protective component to move forward or backward as needed, so that it can be selected whether to cover the gap between the front of the rear wing and the tailgate as needed.

[0025] Furthermore, the protective components utilize a protective plate, limiting their structure to a plate-like form. This structure facilitates both forward and backward sliding and placement on the rear wing, resulting in lower production and assembly costs for the rear wing protection structure. A guide unit is installed between the protective plate and the rear wing. This guide unit is a key component connecting the two, ensuring the protective plate slides smoothly along a predetermined path (i.e., the vehicle's longitudinal direction). Guided by the guide unit, the protective plate can easily move forward or backward as needed, achieving its function without damaging the rear wing or other vehicle components.

[0026] The rear wing is equipped with a protective component drive assembly to control the movement of the protective component, which facilitates the automated control of the protective component. The power output end of the protective component drive assembly is connected to the transmission of the protective component, which ensures that the power generated by the drive assembly can be efficiently transmitted to the protective component, thereby driving it to slide along the front and rear directions of the vehicle.

[0027] The design of having two sets of protective drive assemblies is typically used to ensure the stability of the protective components during sliding and to prevent functional loss due to the failure of a single drive assembly. The two sets of protective drive assemblies are arranged at intervals along the left-right direction of the vehicle, defining their specific placement. Positioning the two drive assemblies on the left and right sides of the rear wing, close to the edge of the wing, helps to balance the forces acting on the protective components during sliding, preventing tilting or jamming due to uneven force distribution. This arrangement also facilitates maintenance and replacement.

[0028] The protective component drive assembly consists of a protective component drive motor and a power transmission unit. They are connected by a drive motor and work together to drive the sliding of the protective component. This design ensures that the protective component can move smoothly and accurately as needed, thereby improving the vehicle's safety and performance.

[0029] Furthermore, the power transmission unit, through the meshing structure of gears and racks, converts the rotational force generated by the drive motor of the protective component into the linear motion of the rack, thereby driving the protective component to slide. This design has advantages such as simple structure, high transmission efficiency, and smooth operation. The limiting unit set between the protective component and the tail fin is an important component between the two, used to limit the extreme position of the protective component's sliding, thereby ensuring the safe and reliable operation of the protective component.

[0030] Another object of the present invention is to provide a tail fin protection method, the method comprising:

[0031] The control tail fin drive assembly drives the tail fin to be in the deployed state;

[0032] The protective components cover the gap between the front of the tail wing and the rear hatch.

[0033] The rear wing protection method described in this invention, by applying the above-mentioned rear wing protection mechanism, can better protect the rear wing drive component, extend the service life of the electric rear wing, and also protect the internal sheet metal, effectively preventing the internal sheet metal and rear wing drive component from being corroded, thereby reducing vehicle maintenance costs.

[0034] Meanwhile, another object of the present invention is to provide a car equipped with the rear wing protection mechanism described above.

[0035] The automobile described in this invention has the same beneficial effects as the aforementioned rear wing protection mechanism and rear wing protection method compared to the prior art, and will not be repeated here. Attached Figure Description

[0036] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0037] Figure 1 This is a schematic diagram of the tail fin protection mechanism in its application state according to Embodiment 1 of the present invention;

[0038] Figure 2 for Figure 1 A structural diagram from another perspective;

[0039] Figure 3 for Figure 1 A structural diagram from another perspective;

[0040] Figure 4 This is a schematic diagram of the protective component assembled on the tail fin according to Embodiment 1 of the present invention;

[0041] Figure 5 This is an assembly diagram of the protective component and the protective component driving assembly as described in Embodiment 1 of the present invention;

[0042] Figure 6 for Figure 5 Enlarged view of section A in the middle;

[0043] Figure 7 This is a schematic diagram of the tail fin control device according to Embodiment 1 of the present invention.

[0044] Explanation of reference numerals in the attached figures:

[0045] 1. Tail wing; 2. Protective component; 3. Tail wing drive assembly; 4. Guide unit; 5. Protective component drive assembly; 6. Limiting unit; 7. First sealing part; 8. Second sealing part; 9. Vehicle controller; 10. Tail wing controller; 11. Protective component controller; 12. Tail wing control switch; 13. Protective component control switch;

[0046] 101. Tail outer panel; 102. Tail inner panel;

[0047] 301. Tail wing drive unit; 302. Linkage mechanism;

[0048] 401. Guide rail; 402. Slider;

[0049] 501. Protective component drive motor; 502. Power transmission unit;

[0050] 5021, Gear; 5022, Rack;

[0051] 601, limiting groove; 602, limiting post. Detailed Implementation

[0052] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0053] In the description of this invention, it should be noted that the orientations or positional relationships shown in the accompanying drawings are merely for the convenience of describing the invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0054] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0055] In the accompanying drawings, the front-to-back direction refers to the vehicle's longitudinal direction, typically indicating its length; the left-to-right direction refers to the vehicle's lateral direction, typically indicating its width; and the up-down direction refers to the vehicle's height. In the drawings, the arrows point forward to the front of the vehicle, backward to the rear, upward to the top, and downward to the bottom. When sitting in the driver's seat facing the front of the vehicle, the left side is where your left hand is located, and the right side is where your right hand is located. In the drawings, the left arrow points to the left side of the vehicle, and the right arrow points to the right side. The terms "inner" and "outer" are relative. "Inner" refers to the interior space of the vehicle, while "outer" refers to the exterior of the vehicle, i.e., the area away from the interior space.

[0056] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0057] Example 1

[0058] This embodiment relates to a rear wing protection mechanism, which can better protect the rear wing drive components, extend the service life of the electric rear wing, and also protect the internal sheet metal, effectively preventing the sheet metal from being corroded, thereby reducing vehicle maintenance costs.

[0059] Based on the above design concept, an exemplary structure of the tail fin protection mechanism in this embodiment is as follows: Figures 1 to 3 As shown, where, Figure 1 This is a schematic diagram of the tail fin protection mechanism in application according to an embodiment of the present invention. Figure 2 for Figure 1 A structural diagram from another perspective. Figure 3 for Figure 1 A structural diagram from another perspective.

[0060] In terms of overall structure, the tail wing protection mechanism of this embodiment mainly includes a protective component 2 disposed on the tail wing 1. The tail wing 1 is mounted on the rear door via a tail wing drive assembly 3. When the tail wing drive assembly 3 drives the tail wing 1 to the open state, the protective component 2 can cover the gap between the front of the tail wing 1 and the rear door. When the tail wing drive assembly 3 drives the tail wing 1 to the closed state, the protective component 2 can be stored under the tail wing 1.

[0061] The inventor observed and analyzed the existing electric rear spoiler structure on the tailgate of a car and found that when the spoiler is in the open state, there is a large gap between the spoiler and the tailgate. Therefore, rainwater can easily flow into the area below the spoiler through the gap when it rains. This is the main reason why rainwater erodes the metal parts such as the spoiler drive unit, linkage mechanism, and internal sheet metal under the spoiler.

[0062] In this embodiment, the rear wing protection mechanism, by setting a protective component 2 on the rear wing 1, can prevent rainwater from entering the area below the rear wing 1 by blocking the gap between the rear wing 1 and the tailgate when the rear wing 1 is in the open state during rainy weather. This can better protect the rear wing drive assembly 3 and internal sheet metal below the rear wing 1. When the rear wing 1 is in the closed state, the protective component 2 can be stored under the rear wing 1 without affecting the appearance of the vehicle.

[0063] In order to facilitate the function of the protective component 2, that is, to make it convenient to cover the gap between the rear wing 1 and the vehicle body according to actual needs, and to make it convenient to store the protective component 2 under the rear wing 1, as a preferred embodiment, the protective component 2 in this embodiment is slidably disposed on the rear wing 1, and the sliding direction of the protective component 2 is arranged along the front and rear direction of the vehicle.

[0064] In this embodiment, the protective component 2 is slidably mounted on the rear wing 1. With this structure, the shape of the rear wing 1 can be changed by sliding the protective component 2 relative to the rear wing 1. This structure is simple and can easily cover the gap between the front of the rear wing 1 and the rear door. It can also be easily stored on the lower side of the rear wing 1, making the overall arrangement more convenient. It will not affect the original function of the electric rear wing 1, nor will it affect the appearance of the vehicle.

[0065] When the protective component 2 covers the gap between the front of the rear wing 1 and the tailgate, the protective component 2 is equivalent to changing the shape of the tail wing 1 to a certain extent. Thus, when the airflow passes through the connection between the tailgate and the tail wing 1 of the vehicle in motion, the airflow can flow to the rear of the car under the guidance of the protective component 2, thereby reducing the air resistance of the vehicle to a certain extent, and also having the effect of improving the vehicle's dynamic performance and saving energy.

[0066] The sliding direction of the protective component 2 is arranged along the longitudinal direction of the vehicle, which further defines how the protective component 2 slides. This sliding method allows the protective component 2 to move forward or backward as needed, so that it can be selectively used to cover the gap between the front of the rear spoiler 1 and the tailgate. This design not only increases the vehicle's flexibility and functionality, but may also improve the vehicle's performance and safety in complex driving environments.

[0067] It should be understood that, in actual installation, in addition to allowing the protective component 2 to slide along the vehicle's front-to-back direction, it can also be configured to slide along the vehicle's left-to-right direction. However, it is understandable that the vehicle's travel direction is generally along the front-to-back direction. While allowing the protective component 2 to slide along the vehicle's left-to-right direction can fulfill its functional requirements, such a design would occupy a significant amount of space in the left-to-right direction for a moving vehicle. Therefore, allowing the protective component 2 to slide along the vehicle's front-to-back direction is more convenient for overall arrangement.

[0068] In addition, the protective component 2 can be slidably mounted on the rear wing 1, or it can be mounted on the rear wing 1 in other ways. For example, the protective component 2 can be a soft, waterproof protective cloth. Protective component fixing structures can be set on the rear wing 1 to fix the four corners of the protective component 2, and two protective component fixing structures can also be set on the tailgate. The two protective component fixing structures are arranged close to both sides along the left and right direction of the whole vehicle.

[0069] In terms of specific structure, all four protective component fixing structures on the rear wing 1 are set on the lower side of the rear wing 1. Two of the protective component fixing structures are located at the front of the rear wing 1 and are placed on both sides of the front of the rear wing 1. The other two protective component fixing structures are arranged in the middle of the lower side of the rear wing 1 in the longitudinal direction of the whole vehicle and on both sides of the rear wing 1 in the lateral direction of the whole vehicle.

[0070] Specifically, hooks can be installed at the four corners of the protective fabric, and the fixing structure of each protective component can be a protruding post with openings on each post. When the protective fabric is stored under the tail fin 1, it can be hooked into the four openings on the four posts using the hooks at the four corners. When the protective fabric needs to cover the gap between the front of the tail fin 1 and the rear hatch, the hooks in the two openings in the middle of the lower side of the tail fin 1 can be manually removed and hooked into the two openings on the rear hatch, thus achieving the protective function of the protective component 2.

[0071] To improve the smoothness of the sliding of the protective component 2, as a preferred embodiment, the protective component 2 includes a protective plate, which can be made of an existing material with a certain degree of hardness. When the protective plate slides to the front of the rear wing 1, the front of the protective plate abuts against the tailgate, while the rear of the protective plate partially overlaps with the rear wing 1 in the longitudinal direction of the vehicle, so that the rear wing 1 can cover the gap between the front of the rear wing 1 and the tailgate.

[0072] It should be noted that, in this embodiment, the part of the rear door that contacts the protective plate is specifically the part of the rear door near the tail wing 1 where there is soft rubber. Specifically, the soft rubber part of the rear door interferes with the protective component 2, which is beneficial for better sealing of the gap between the protective plate and the rear door, thereby improving the waterproof performance of the protective component 2.

[0073] Here, the protective component 2 adopts a protective plate, which limits the protective component 2 to a plate-shaped structure. This structure not only facilitates forward and backward sliding, but also facilitates its arrangement on the tail fin 1, thus reducing the production and assembly costs of the tail fin 1 protective structure.

[0074] It should be noted that, since the protective plate has a certain degree of rigidity, it can also be made of a material with a certain degree of flexibility to improve its waterproof performance. This ensures excellent sealing performance at the point where the front of the protective plate meets the rear door. Preferably, the protective component 2 is made of plastic, which offers advantages such as lightweight, ease of processing, low cost, and low frictional resistance.

[0075] To improve the waterproof performance of the protective plate, a first sealing part 7 is provided at the front of the protective plate. The first sealing part 7 can be fixed to the front of the protective plate by means of adhesive bonding or riveting. The first sealing part 7 can be made of rubber material, and a first sealing lip can be set on the first sealing part 7, similar to existing sealing strips, so that the cross-section of the first sealing part 7 is "T" shaped. Both the first sealing part 7 and the first sealing lip extend along the left and right direction of the vehicle. When the protective plate is in use, the first sealing lip can be pressed against the tailgate to better seal the gap between the waterproof plate and the tailgate, thereby achieving a better sealing effect.

[0076] It should be noted that a second sealing part 8 is also provided between the protective plate and the tail fin 1. The second sealing part 8 is used to seal the gap between the protective plate and the tail fin 1, and can also improve the waterproof performance of the protective plate. For example Figure 2 As shown, the second sealing part 8 can be provided on the lower front part of the rear wing 1. The second sealing part 8 can be fixed to the rear wing 1 by means of bonding or riveting, for example. The second sealing part 8 can be made of rubber material, and the second sealing part 8 can also be provided with a second sealing lip with reference to the existing sealing strip, so that the cross-section of the second sealing part 8 is "T" shaped. The second sealing part 8 and the second sealing lip both extend along the left and right direction of the whole vehicle.

[0077] Specifically, the second sealing lip can be pressed tightly against the lower protective plate, thereby effectively sealing the gap between the waterproof plate and the tail fin 1, achieving a better sealing effect. Before, during, and after the protective plate slides relative to the tail fin 1, the second sealing lip remains pressed against the protective plate, effectively preventing rainwater from flowing into the area below the tail fin 1 from the gap between the protective plate and the tail fin 1.

[0078] To improve the smoothness of the protective plate's sliding, such as Figure 4 As shown, a guide unit 4 is provided between the protective plate and the rear wing 1. The guide unit 4 is used to guide the protective plate to slide relative to the rear wing 1 in the longitudinal direction of the vehicle.

[0079] In terms of specific structure, the guide unit 4 may include, for example, a guide rail 401 and a slider 402, which are slidably engaged. More specifically, the guide rail 401 may extend along the longitudinal direction of the vehicle, and the cross-section of the guide rail 401 is "L" shaped. The guide rail 401 is specifically installed on the underside of the rear wing 1.

[0080] like Figure 4 As shown, after the guide rail 401 is installed on the tail fin 1, a guide groove is formed between the guide rail 401 and the tail fin 1. The slider 402 can be specifically located on the edge of the protective plate, and it can be fixed to the protective plate by means of screwing, riveting, etc., or the slider 402 can be formed from the edge of the protective plate. By embedding the slider 402 in the guide groove, the guide rail 401 and the slider 402 work together to guide the protective plate to move stably relative to the tail fin 1.

[0081] It should be noted that the actual tail fin 1 generally includes an outer tail fin plate 101 and an inner tail fin plate 102. The outer tail fin plate 101 is folded towards the center from all four sides, which can improve the reliability of the connection between the outer tail fin plate 101 and the inner tail fin plate 102.

[0082] The outer rear wing panel 101 is the external cover of the rear wing 1, directly exposed to the air and subjected to the impact of airflow. The outer rear wing panel 101 is typically made of lightweight, high-strength materials, such as carbon fiber, aluminum alloy, or high-strength plastics, to reduce weight and improve durability. The inner rear wing panel 102 is the internal structural component of the rear wing 1, located below the outer rear wing panel 101, providing support and fixation for the outer rear wing panel 101. The inner rear wing panel 102 is typically connected to the vehicle's body structure to ensure the stable installation of the rear wing 1. In the above structure, the slide rail in the described guide unit 4 is preferably located on the inner rear wing panel 102.

[0083] To further improve the smoothness of the tail wing 1's sliding, as a preferred embodiment, the guide unit 4 is in two sets, arranged at intervals along the left-right direction of the vehicle, and close to both sides of the protective plate. For example... Figure 4 As shown, the two sets of guide units 4 have the same structure and are symmetrically arranged about the center line of the vehicle in the left and right directions, which has a good technical effect of guiding the protective plate to slide back and forth relative to the tail wing 1.

[0084] In the above structure, the guide unit 4, which is set between the protective plate and the rear wing 1, is a key component connecting the protective plate and the rear wing 1. Its main function is to ensure that the protective plate can slide smoothly along a predetermined path (i.e., the front-rear direction of the vehicle). With the guidance of the guide unit 4, the protective plate can easily move forward or backward as needed, thus realizing the function of the protective component 2 itself, without causing damage to the rear wing 1 or other vehicle components.

[0085] In a preferred embodiment, the rear wing 1 is provided with a protective component drive assembly 5. The power output end of the protective component drive assembly 5 is connected to the protective component 2 via a transmission connection, so as to drive the protective component 2 to slide along the longitudinal direction of the vehicle. Thus, by providing the protective component drive assembly 5 on the rear wing 1 to control the movement of the protective component 2, it is easy to achieve automated control of the protective component 2. The transmission connection between the power output end of the protective component drive assembly 5 and the protective component 2 ensures that the power generated by the drive assembly can be efficiently transmitted to the protective component 2, thereby driving it to slide along the longitudinal direction of the vehicle.

[0086] It should be understood that the protective component drive assembly 5 can be electrically, hydraulically, or pneumatically driven, depending on the vehicle's design and performance requirements. The protective component drive assembly 5 is primarily responsible for controlling the movement of the protective component 2. It facilitates automated control of the sliding of the protective component 2, ensuring that the protective component 2 can slide quickly and accurately along the vehicle's longitudinal direction when needed through precise control and efficient transmission connections. This design not only helps improve vehicle driving safety but also provides drivers with more driving options and convenience.

[0087] To further improve the smoothness of the sliding of the protective component 2, as a preferred embodiment, the protective component drive assembly 5 consists of two sets, which are arranged at intervals along the left-right direction of the vehicle. Here, the protective component drive assembly 5 is limited to two sets; this design is generally used to ensure that the protective component 2 remains stable during sliding and to prevent functional loss due to the failure of a single drive assembly.

[0088] In a preferred embodiment, the two sets of protective component drive assemblies 5 are arranged at intervals along the left-right direction of the vehicle, defining the specific arrangement position of the protective component drive assemblies 5 and facilitating the provision of a stable driving force to the protective component 2. Preferably, the two protective component drive assemblies 5 are arranged close to the left and right sides of the rear wing 1, respectively. This arrangement, close to the edge of the rear wing 1, helps to balance the force on the protective component 2 during sliding, preventing tilting or jamming caused by uneven force. Simultaneously, this arrangement also facilitates maintenance and replacement.

[0089] It should be noted that, in the preferred embodiment, the two sets of protective component drive assemblies 5 are symmetrically arranged about the centerline of the vehicle in the left-right direction, so as to provide a stable driving force for the protective component 2. It should be understood that, in addition to two sets, one set of protective component drive assemblies 5 is also feasible.

[0090] In addition, the two sets of protective drive components 5 are connected to the protective component 2 through their respective transmission connection structures as described in the power transmission unit 502. When a control signal is received from the vehicle control system, the two protective drive components 5 will start simultaneously and generate driving force. This driving force is transmitted to the protective component 2 through the transmission connection, forcing it to slide in the front-rear direction of the whole vehicle.

[0091] It should be understood that because two drive components operate simultaneously, the protective element 2 can be ensured to remain smooth and stable during sliding. Furthermore, if one of the protective element drive components 5 fails, the other protective element drive component 5 can still continue to operate, thereby improving the reliability and durability of the entire tail fin protection mechanism.

[0092] Similarly, to ensure the protective plate slides smoothly, continue to refer to... Figure 5 and Figure 6 As shown, in a preferred embodiment, each protective component drive assembly 5 includes a protective component drive motor 501 and a power transmission unit 502. The protective component drive motor 501 is located on the lower side of the tail fin 1, the power input end of the power transmission unit 502 is connected to the output shaft of the protective component drive motor 501, and the power output end of the power transmission unit 502 is connected to the protective component 2.

[0093] Specifically, the protective component drive motor 501 is the power source of the drive assembly, responsible for generating rotational force (torque), while the power transmission unit 502 is responsible for transmitting the rotational force generated by the protective component drive motor 501 to the protective plate to drive the protective plate to slide.

[0094] The power output end of the power transmission unit 502 is connected to the protective component 2 via a transmission mechanism. This connection may be direct, such as through bolts or pins, or indirect, such as through other transmission mechanisms that can transmit the sliding driving force of the protective component 2, to drive the protective plate. Regardless of the connection method used, the purpose is to transmit the driving force generated by the power transmission unit 502 to the protective component 2, thereby driving the protective plate to slide along the longitudinal direction of the vehicle.

[0095] In the above structure, the protective component drive assembly 5 consists of a protective component drive motor 501 and a power transmission unit 502. They are connected by a transmission and are jointly responsible for driving the sliding of the protective component 2. This design ensures that the protective component 2 can move smoothly and accurately as needed, thereby improving the safety and performance of the vehicle.

[0096] Continue to refer to Figure 5 and Figure 6 As shown, in a preferred embodiment, the power transmission unit 502 includes a gear 5021 disposed on the output shaft of the protective drive motor 501, and a rack 5022 disposed on the protective plate, wherein the gear 5021 and the rack 5022 are meshed together.

[0097] In this embodiment, the rack 5022 can be fixed to the lower side of the protective plate by means of screwing, riveting, etc. The rack 5022 preferably extends along the front-rear direction of the whole vehicle. The rack 5022 has a series of equally spaced teeth that are arranged in a certain direction. In this embodiment, the multiple teeth of the rack 5022 are arranged in the front-rear direction of the whole vehicle.

[0098] The power transmission unit 502, through the meshing structure of gear 5021 and rack 5022, converts the rotational force generated by the protective component drive motor 501 into the linear motion of rack 5022, thereby driving the protective component 2 to slide. Specifically, when gear 5021 rotates, it pushes rack 5022 to move linearly along the front-rear direction of the vehicle. This driving force is transmitted to the protective plate, thereby driving the protective plate to slide along the front-rear direction of the vehicle. This design has the advantages of simple structure, high transmission efficiency, and smooth operation.

[0099] like Figure 1 , Figure 2 and Figure 3As shown, in a preferred embodiment, a limiting unit 6 is provided between the protective component 2 and the tail wing 1. The limiting unit 6 is used to limit the extreme position of the tail wing 1 relative to the protective plate. The limiting unit 6 provided here is an important component between the protective component 2 and the tail wing 1, which can ensure that the protective component 2 is always kept within a safe and controllable range during the sliding process, thereby improving the overall performance and reliability of the vehicle.

[0100] In a preferred embodiment, there are two sets of limiting units 6, arranged at intervals along the left-right direction of the vehicle. This helps ensure the reliability of the limiting units 6 in their positioning. Preferably, the two sets of limiting units 6 are arranged close to the sides along the left-right direction of the vehicle, which helps limit the extreme position of the protective plate when it slides along the front-rear direction of the integrated vehicle. Furthermore, if the limiting function of one set of limiting units 6 fails, the other set of limiting units 6 can also play a limiting role, thus helping to prevent the protective plate from flying off.

[0101] In this embodiment, each limiting unit 6 includes a limiting groove 601 on the protective plate and a limiting post 602 on the rear wing 1. The limiting post 602 is inserted into the limiting groove 601, thereby limiting the extreme position of the protective plate's sliding. Each limiting groove 601 is elongated and extends along the longitudinal direction of the vehicle. The limiting post 602 is specifically located on the lower side of the inner panel 102 of the rear wing, and its diameter is close to the width of the limiting groove 601 in the left-right direction of the vehicle, thus also guiding the protective plate to slide along the longitudinal direction of the vehicle to a certain extent.

[0102] It should be understood that, in order to improve the reliability of the limiting groove 601, in a preferred embodiment, the limiting post 602 is provided with an anti-detachment element. Specifically, a threaded hole can be provided in the center of the limiting post 602, and the cross-sectional shape of the anti-detachment element is "convex" shaped, and its shape is formed by two cylinders connected together. A thread is provided on the cylinder with a smaller diameter so that the anti-detachment element can be screwed into the threaded hole on the limiting post 602.

[0103] In this embodiment, when the anti-detachment element is screwed to the limiting post 602, the anti-detachment element can prevent the protective plate from detaching downward from the tail fin 1, thereby improving the reliability of the limiting unit 6.

[0104] It should be noted that the above description is based on the example of a detachable connection between the limiting post 602 and the anti-detachment element. It should be understood that the limiting post 602 and the anti-detachment element can also be integrated into a single structure, which can be screwed, glued, or snapped onto the tail fin 1.

[0105] In the structure described above, the limiting unit 6, located between the protective component 2 and the tail fin 1, limits the extreme sliding position of the protective component 2, thereby ensuring its safe and reliable operation. Without the limiting unit 6, the protective component 2 might exceed its predetermined sliding range, potentially causing a collision with the tail fin 1 or the rear door, resulting in damage or safety hazards.

[0106] The rear wing protection mechanism of this embodiment is applied to automobiles, which can better protect the rear wing drive assembly 3, extend the service life of the electric rear wing 1, and also protect the internal sheet metal, effectively preventing the sheet metal from being corroded, thereby reducing vehicle maintenance costs.

[0107] It should also be noted that the rear wing 1 in this embodiment can also have engraved textures added to the exposed surface, which increases the sense of refinement when driving and enhances the overall luxury of the vehicle.

[0108] Meanwhile, this embodiment also relates to a tail wing protection method, which includes controlling the tail wing drive assembly 3 to drive the tail wing 1 into an open state, so that the protective component 2 blocks the gap between the front of the tail wing 1 and the rear door.

[0109] It should be noted that the tail wing drive assembly 3 drives the tail wing 1 to the open state, which can be implemented with reference to the structure in the prior art. Specifically, the tail wing drive assembly 3 may include, for example, a tail wing drive unit 301 and a linkage mechanism 302. The structure and installation method of the tail wing drive unit 301 and the linkage mechanism 302 are still in accordance with the prior art, and will not be described in detail in this embodiment. For example, the tail wing drive unit 301 includes the existing protective component drive motor 501, and the linkage mechanism 302 includes the existing four-bar linkage 302.

[0110] The tail wing drive assembly 3 drives the tail wing 1 to switch between the open and closed states, which needs to be achieved through the tail wing controller 10. Specifically, in addition to the tail wing controller 10, sensors are also required for the tail wing 1 to achieve electric function.

[0111] The tail wing drive unit 301 is the power source that drives the tail wing 1. According to the signal from the tail wing controller 10, the tail wing drive unit 301 can precisely adjust the angle of the tail wing 1.

[0112] Sensors are used to sense the vehicle's motion status, such as vehicle speed, steering wheel angle, body tilt angle, acceleration, and braking force. These sensors send the collected data to the rear wing controller 10 for data processing and decision-making. It should be noted that the aforementioned data acquired by the rear wing controller 10 can be obtained directly from existing sensors on the vehicle, or from the vehicle controller 9.

[0113] When the rear wing controller 10 acquires data from the sensors, each sensor is electrically connected to the rear wing controller 10. When the rear wing controller 10 acquires data from the vehicle controller 9, each sensor is electrically connected to the vehicle controller 9, which in turn is connected to the rear wing controller 10. Data processing and decision-making can be performed by the vehicle controller 9, which sends control signals to the rear wing controller 10. The rear wing controller 10 then controls the rear wing drive unit 301 to control the rear wing 1 to perform corresponding actions based on the control signals. These control signals may include, for example, control signals that switch the rear wing 1 from an open state to a closed state, and control signals that switch the rear wing 1 from a closed state to an open state.

[0114] The protective component 2 can cover the gap between the front of the tail fin 1 and the rear hatch, for example, by manual means. In a structure where the protective component 2 is a protective part as described above, the protective component 2 can be manually operated to cover the gap between the front of the tail fin 1 and the rear hatch. When the protective component 2 is not in use, it can still be manually hidden under the tail fin 1.

[0115] Therefore, after the protective component 2 covers the gap between the front of the tail wing 1 and the rear door, the tail wing protection method of this embodiment further includes hiding the protective component 2 on the underside of the tail wing 1, and then controlling the tail wing drive assembly 3 to drive the tail wing 1 from the open state to the closed state.

[0116] It should be noted that although the step of controlling the rear wing drive assembly 3 to switch the rear wing 1 from the open state to the closed state is performed after the step of hiding the protective part 2 under the rear wing 1, the control of the rear wing drive assembly 3 to switch the rear wing 1 from the open state to the closed state can be performed or not performed as needed, depending on the actual operating conditions of the vehicle.

[0117] The tail wing protection method of this embodiment, by applying the tail wing protection mechanism as described above, can better protect the tail wing drive assembly 3, extend the service life of the electric tail wing 1, and also protect the internal sheet metal, effectively preventing the sheet metal from being corroded, thereby reducing vehicle maintenance costs.

[0118] It should be noted that, in the above tail wing protection method, the steps of making the protective part 2 cover the gap between the front of the tail wing 1 and the rear door, and making the protective part 2 hide under the tail wing 1, can be performed manually, or for example, by a protective part controller 11, which can be an existing controller.

[0119] like Figure 7The diagram illustrates a tail wing control device that can realize the above tail wing protection method. In terms of specific structure, the tail wing control device mainly includes a vehicle controller 9, such as the existing ECU (Electronic Control Unit) in the vehicle, and also includes a tail wing controller 10 and a protective component controller 11.

[0120] In terms of specific structure, the vehicle controller 9 is connected to the rear wing controller 10 and the protective component controller 11 respectively. The rear wing controller 10 is electrically connected to the rear wing drive unit 301, and the protective component controller 11 is electrically connected to the protective component drive motor 501. In addition, the rear wing 1 control device also includes a rear wing control switch 12 and a protective component control switch 13, and the vehicle controller 9 is electrically connected to the rear wing control switch 12 and the protective component control switch 13 respectively.

[0121] Among them, the vehicle controller 9 is the core of the entire tail wing control device. It is responsible for receiving input signals from the tail wing control switch 12 and the protective component control switch 13, and making decisions based on these signals to control the tail wing controller 10 and the protective component controller 11 to perform corresponding actions.

[0122] The tail wing control switch 12 and the protective component control switch 13 both adopt existing structures. The tail wing control switch 12 and the protective component control switch 13 can be operated by the driver. When the driver triggers these switches, these switches will send corresponding request signals to the vehicle controller 9.

[0123] For example, when the driver first triggers the rear wing control switch 12, the switch sends a request signal to the vehicle controller 9 requesting the rear wing 1 to switch from the closed state to the open state. When the driver triggers the rear wing control switch 12 again, it sends the same request signal back to the vehicle controller 9, requesting the rear wing 1 to switch from the open state to the closed state, and so on. Upon receiving these request signals, the vehicle controller 9 sends corresponding control signals to the rear wing controller 10, which then controls the rear wing drive unit 301 to operate.

[0124] For example, when the driver first triggers the protective component control switch 13, the switch can send a request signal to the vehicle controller 9 requesting the protective component 2 to switch from its retracted position hidden under the rear spoiler 1 to its working position where it covers the gap between the front of the rear spoiler 1 and the tailgate. When the driver triggers the protective component control switch 13 again, it sends another request signal to the vehicle controller 9 requesting the protective component 2 to switch from its working position covering the gap between the front of the rear spoiler 1 and the tailgate to its retracted position, and so on. Upon receiving these request signals, the vehicle controller 9 sends corresponding control signals to the protective component controller 11, which then controls the protective component 2's drive mechanism.

[0125] It should be noted that the rear wing control switch 12 described above is a user input device. It is electrically connected to the vehicle controller 9, transmitting the driver's commands to the vehicle controller 9, thereby controlling the operation of the rear wing controller 10 and the rear wing drive unit 301. The function of the rear wing control switch 12 is to allow the driver to manually control the state of the rear wing 1.

[0126] It should be understood that, in addition to being a separate physical switch, the rear wing control switch 12 can also perform its control functions by using other existing input devices, such as a touch screen display, in which case the touch screen display can be the vehicle's existing touch screen display.

[0127] It should also be noted that the protective component control switch 13, similar to the rear wing control switch 12, is also a user input device. It allows the driver to manually control the state of the protective component 2, such as controlling the protective component 2 to slide forward or backward along the vehicle's longitudinal direction.

[0128] Similarly, the protective component control switch 13 is electrically connected to the vehicle controller 9, transmitting the driver's commands to the vehicle controller 9, thereby controlling the operation of the protective component controller 11 and the protective component drive motor 501. It should be understood that, in addition to being a separate physical switch, the protective component control switch 13 can also perform its control functions using other existing input devices, such as a touchscreen display. In this case, the touchscreen display can also be an existing vehicle touchscreen display.

[0129] Since the rear wing controller 10 is connected to the vehicle controller 9 and the rear wing drive unit 301 respectively, the rear wing controller 10 can receive control signals from the vehicle controller 9. These control signals typically involve parameters such as the adjustment angle and speed of the rear wing 1. After receiving these control signals, the rear wing controller 10 converts the control signals from the vehicle controller 9 into drive signals that actually drive the rear wing drive unit 301 to move, thereby adjusting the working state of the rear wing 1.

[0130] Since the protective component controller 11 is similar to the tail wing controller 10, the difference is that, in addition to being connected to the vehicle controller 9, the protective component controller 11 is specifically connected to the protective component 2 for driving. The protective component controller 11 can receive and process control signals from the vehicle controller 9. These control signals include, for example, control signals that drive the protective component 2 to slide forward and drive the protective component 2 to slide backward, so as to control the protective component 2 to switch between a retracted position and an operational position.

[0131] After receiving these control signals, the protective component controller 11 will convert the control signals of the vehicle controller 9 into drive signals that drive the protective component drive motor 501 to actually move, thereby adjusting the position of the protective component 2.

[0132] It should be noted that the tail wing controller 10 and the protective component controller 11 in this embodiment can be set separately or integrated together.

[0133] The tail wing control device in this embodiment is a highly integrated system that, through the cooperation of the vehicle controller 9, tail wing controller 10, protective component controller 11, and control switch, can achieve precise control of the vehicle tail wing 1 and protective component 2.

[0134] The technical effects achievable by this rear wing control device compared to existing technologies are still based on the technical effects achievable by existing rear wing protection mechanisms. However, it should be understood that this rear wing control device can automate and intelligently control the protective component 2. When applied to automobiles, it helps improve the vehicle's intelligence level and can better protect the rear wing drive unit 301 and linkage mechanism 302, thereby enhancing the vehicle's market competitiveness.

[0135] Example 2

[0136] This embodiment also relates to a vehicle equipped with a rear wing protection mechanism as described in Embodiment 1, and further includes a rear wing control device as described in Embodiment 1. The specific structure of the rear wing protection mechanism and its installation method on the vehicle are still as described in Embodiment 1.

[0137] In this embodiment, the car can better protect the rear wing drive assembly 3, extend the service life of the electric rear wing 1, and also protect the internal sheet metal by using the rear wing protection mechanism of Embodiment 1.

[0138] In a preferred embodiment, the vehicle is further provided with a protective component controller 11, which is capable of performing the rear wing protection method as described in Embodiment 1. Its specific connection relationships and achievable functions are also as described in Embodiment 1. The protective component controller 11, arranged on the vehicle, enables automated control of the protective component 2's drive, thereby enhancing the vehicle's technological sophistication and refinement.

[0139] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A tail fin protection mechanism, characterized in that: Including the protective component (2) installed on the tail fin (1); The tail wing (1) is mounted on the rear door via the tail wing drive assembly (3); When the tail wing drive assembly (3) drives the tail wing (1) to the open state, the protective member (2) can cover the gap between the front of the tail wing (1) and the rear door. When the tail wing drive assembly (3) drives the tail wing (1) to the closed state, the protective member (2) can be stored under the tail wing (1).

2. The tail fin protection mechanism according to claim 1, characterized in that: The protective component (2) is slidably disposed on the tail wing (1), and the sliding direction of the protective component (2) is arranged along the front-rear direction of the vehicle.

3. The tail fin protection mechanism according to claim 2, characterized in that: The protective component (2) includes a protective plate, and a guide unit (4) is provided between the protective plate and the tail wing (1). The guide unit (4) is used to guide the protective plate to slide relative to the tail wing (1) in the longitudinal direction of the vehicle.

4. The tail fin protection mechanism according to claim 2, characterized in that: The tail wing (1) is provided with a protective component drive assembly (5), and the power output end of the protective component drive assembly (5) is connected to the protective component (2) to drive the protective component (2) to slide along the front and rear direction of the vehicle.

5. The tail fin protection mechanism according to claim 4, characterized in that: The protective component drive assembly (5) consists of two sets, and the two sets of the protective component drive assembly (5) are arranged at intervals along the left and right directions of the vehicle.

6. The tail fin protection mechanism according to claim 4, characterized in that: Each of the protective component drive assemblies (5) includes a protective component drive motor (501) and a power transmission unit (502). The protective component drive motor (501) is mounted on the tail fin (1). The power input end of the power transmission unit (502) is connected to the output shaft of the protective component drive motor (501). The power output end of the power transmission unit (502) is connected to the protective component (2).

7. The tail fin protection mechanism according to claim 6, characterized in that: The power transmission unit (502) includes a gear (5021) disposed on the output shaft of the protective component drive motor (501) and a rack (5022) disposed on the protective plate; The gear (5021) and the rack (5022) are meshed together, and the rack (5022) extends along the front-rear direction of the vehicle.

8. The tail fin protection mechanism according to any one of claims 2-7, characterized in that: A limiting unit (6) is provided between the protective component (2) and the tail fin (1), and the limiting unit (6) is used to limit the extreme position of the tail fin (1) sliding back and forth relative to the protective plate.

9. A tail fin protection method, characterized in that, The method includes: The control tail fin drive assembly (3) drives the tail fin (1) to the open state; The protective component (2) covers the gap between the front of the tail wing (1) and the rear door.

10. A car, characterized in that: The vehicle is equipped with a tail wing protection mechanism as described in any one of claims 1-9.

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