Driving structure of electric empennage and vehicle

Abstract

The utility model relates to the technical field of vehicle electric empennages, and provides a driving structure of an electric empennage and a vehicle. The driving structure of the electric empennage comprises a driving mechanism arranged on a vehicle body, a lifting shaft hinged to an empennage body and driven by the driving mechanism to ascend and descend, and a linkage mechanism arranged between the empennage body and the vehicle body. The driving mechanism can drive the empennage body to ascend and descend through the lifting shaft, and the linkage mechanism is used for adjusting the angle of the empennage body in the empennage body ascending and descending process. According to the driving structure of the electric empennage, larger lifting force can be provided for the empennage body when a vehicle runs at a high speed, so that the empennage body can overcome huge downward pressure to complete the lifting action, and larger vehicle body air stable pressure can be provided; and the height and angle of the empennage body can be adjusted according to different vehicle speeds, the requirements of different vehicle body air stable pressure are met, and therefore the vehicle running performance can be improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle rear wing technology, and in particular to a drive structure for an electric rear wing. It also relates to a vehicle equipped with the drive structure for the electric rear wing. Background Technology

[0002] The rear wing (also known as a spoiler) is an important component of a vehicle's aerodynamic kit. Its main function is to reduce lift at the rear of the vehicle. If the lift at the rear of the vehicle is greater than that at the front, it can easily lead to problems such as oversteer, reduced rear wheel grip, and decreased high-speed stability.

[0003] Specifically, vehicles encounter air resistance during driving. In order to effectively reduce and overcome the impact of air resistance when vehicles are traveling at high speeds, people have designed and used vehicle rear wings. Vehicle rear wings can generate a fourth force on the vehicle from the air, namely, a greater adhesion force to the ground. It can offset some of the lift, effectively control the vehicle from floating, and reduce the vehicle's drag coefficient accordingly, so that the vehicle can stick to the road surface and thus improve driving stability.

[0004] However, existing electric rear wings typically use the torque output of a motor to drive the hinge movement to lift the wing panel. This results in relatively low lifting force, which cannot provide greater downforce to the vehicle at higher speeds, thus hindering vehicle stability. Furthermore, existing electric rear wings suffer from slow deployment and closure speeds, limited applicability, and difficulty in ensuring assembly precision, all of which impede the development and design of electric rear wings. Utility Model Content

[0005] In view of this, the present invention aims to propose a drive structure for an electric tail fin, which is beneficial to improving the lift force on the tail fin body.

[0006] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0007] A drive structure for an electric tail wing includes a drive mechanism mounted on a vehicle body, a lifting shaft hinged to the tail wing body and driven to rise and fall by the drive mechanism, and a linkage mechanism between the tail wing body and the vehicle body.

[0008] The drive mechanism can drive the tail fin body to rise and fall via the lifting shaft, and the linkage mechanism is used to adjust the angle of the tail fin body during the rising and falling process.

[0009] Furthermore, it also includes a mounting base on the vehicle body; the linkage mechanism includes a first bracket and a second bracket hinged together, one end of the first bracket is hinged to the mounting base, and the tail wing body is mounted on the second bracket.

[0010] Furthermore, the top end of the lifting shaft is hinged to the tail fin body via the second bracket; and / or, the tail fin body is positionally adjustable relative to the second bracket.

[0011] Furthermore, the first support and / or the second support are provided with a buffer assembly, which is used to buffer the contact stress between the first support and the second support.

[0012] Furthermore, the drive mechanism includes a housing assembly disposed on the vehicle body, a drive unit disposed in the housing assembly, a sleeve rotatably disposed in the housing assembly, and a lead screw threadedly connected to the sleeve; the sleeve and the drive unit are connected through a transmission assembly, the lead screw is coaxially arranged with the lifting shaft, and an anti-rotation part is provided between the housing assembly and the lead screw to restrict the rotation of the lead screw.

[0013] Furthermore, the transmission assembly includes a drive gear disposed on the drive shaft of the drive unit and a driven gear disposed on the sleeve, wherein the drive gear and the driven gear are meshed and connected.

[0014] Furthermore, the anti-rotation part includes an anti-rotation member disposed on the lead screw and an anti-rotation groove disposed on the inner wall of the housing assembly; the anti-rotation groove is arranged along the axial direction of the lead screw, and the anti-rotation member is slidably accommodated in the anti-rotation groove.

[0015] Furthermore, the housing assembly is provided with a position detection unit for detecting the position of the lifting shaft.

[0016] Furthermore, the housing assembly includes a first housing and a second housing that are fastened together, with a sealing ring provided between the first housing and the second housing; and / or, the housing assembly has a wire harness through hole, and a waterproof plug is provided at the wire harness through hole.

[0017] Compared with the prior art, this utility model has the following advantages:

[0018] The electric rear wing drive structure described in this utility model, based on the combined use of a drive mechanism and a linkage mechanism, allows the rear wing body to be raised and lowered by the lifting shaft driven by the drive mechanism, while the angle of the rear wing body is adjusted by the linkage mechanism. Compared to the traditional method of using motor output torque to drive hinge movement to lift the rear wing plate, this method can provide greater lifting force to the rear wing body when the vehicle is traveling at high speed, enabling the rear wing body to overcome huge downforce to complete the lifting action and provide greater aerodynamic stability pressure for the vehicle body. At the same time, it can also adjust the height and angle of the rear wing body according to different vehicle speeds to meet the aerodynamic stability pressure requirements of different vehicle bodies, thus having a wide range of applications. This can help improve the vehicle's driving stability performance and the development and design of vehicles.

[0019] Furthermore, the linkage mechanism comprises a first bracket and a second bracket hinged together, with one end of the first bracket hinged to the vehicle body and the rear wing body mounted on the second bracket. This design not only simplifies the structure, making it easy to manufacture and reduce costs, but also creates a linkage-like mechanism, facilitating the fulfillment of different motion requirements. This, in turn, allows for easier coordination with the drive mechanism to adjust the angle of the rear wing body during lifting. The top of the lifting shaft is hinged to the rear wing body via the second bracket, simplifying the structure, facilitating the design of the linkage mechanism's motion trajectory, and controlling assembly precision.

[0020] Secondly, the adjustable position of the rear wing body relative to the second bracket allows for adjustment of the surface difference between the rear wing body and the vehicle, improving the overall appearance quality. By incorporating a buffer component, the contact stress between the first and second brackets can be buffered, preventing damage due to excessive contact stress and thus extending the overall structural lifespan. The threaded transmission of the sleeve and lead screw forms a mechanism similar to a lead screw and nut, converting rotational motion into linear motion. Simultaneously, the inclusion of an anti-rotation component prevents the lead screw from self-rotating during lifting, ensuring smooth lifting and lowering of the lifting shaft with low noise and more stable operation.

[0021] Furthermore, the transmission components, including the driving and driven gears, can form a gearbox-like structure, which helps reduce speed and increase output torque while also reducing speed loss, thus facilitating rapid response to the deployment and closure of the tail fin. The anti-rotation unit includes an anti-rotation component and an anti-rotation groove, with the anti-rotation component slidingly housed within the groove, simplifying the structure and making it easier to manufacture and reduce costs. A position detection unit capable of detecting the position of the lifting shaft is included, which, in conjunction with the anti-rotation unit, ensures the normal operation of the drive mechanism. The combination of a sealing ring and a waterproof plug ensures the sealing performance of the housing components.

[0022] Another objective of this invention is to provide a vehicle equipped with an electric tail wing, wherein the electric tail wing has the drive structure described above.

[0023] The vehicle described in this utility model is equipped with the aforementioned electric rear wing drive structure, which not only enables the rear wing body to have higher lift to improve stability at high speeds, but also allows the height and angle of the rear wing body to be adjusted according to different vehicle speeds to meet the air stability pressure requirements of different vehicle bodies, thereby improving the overall vehicle performance. Attached Figure Description

[0024] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0025] Figure 1 This is a schematic diagram of the drive structure of the electric tail wing and the assembly structure of the tail wing body according to an embodiment of the present utility model;

[0026] Figure 2 This is a schematic diagram of the drive structure of the electric tail wing described in an embodiment of the present invention;

[0027] Figure 3 This is a schematic diagram of the linkage mechanism described in an embodiment of the present utility model;

[0028] Figure 4 This is a schematic diagram of the structure of the first support described in an embodiment of the present utility model;

[0029] Figure 5 This is a schematic diagram of the structure of the second support described in an embodiment of the present utility model;

[0030] Figure 6 This is a schematic diagram of the structure of the buffer bracket described in an embodiment of the present utility model;

[0031] Figure 7 This is a schematic diagram of the structure of the adjusting bolt described in an embodiment of the present utility model;

[0032] Figure 8 This is a schematic diagram of the structure when the lifting shaft and the second bracket are hinged according to an embodiment of the present utility model;

[0033] Figure 9 This is a schematic diagram of the drive mechanism described in an embodiment of the present utility model;

[0034] Figure 10 This is an exploded view of the drive mechanism described in an embodiment of the present utility model;

[0035] Figure 11 This is a schematic diagram of the internal structure of the drive mechanism described in an embodiment of the present utility model;

[0036] Figure 12 for Figure 11Enlarged view of point A in the middle;

[0037] Figure 13 This is a schematic diagram of the structure of the first housing described in an embodiment of the present utility model;

[0038] Figure 14 This is a schematic diagram of the anti-rotation component and lead screw assembly according to an embodiment of the present invention;

[0039] Figure 15 This is a schematic diagram of the sealing ring described in an embodiment of the present utility model;

[0040] Figure 16 This is a schematic diagram of the structure of the waterproof rubber stopper described in an embodiment of the present invention;

[0041] Explanation of reference numerals in the attached figures:

[0042] 1. Drive mechanism; 11. Housing assembly; 111. First housing; 112. Second housing; 113. Sealing ring; 114. Waterproof rubber plug; 115. First mounting groove; 116. Second mounting groove; 1161. Anti-rotation groove; 117. Mounting plate; 12. Drive unit; 13. Sleeve; 131. Thrust bearing; 132. Roller bearing; 14. Lead screw; 15. Lifting shaft; 151. Shaft seal ring; 152. Sliding bearing; 16. Transmission assembly; 161. Drive gear; 162. Driven gear; 17. Anti-rotation component; 18. Position detection unit; 181. Sensor; 182. Magnet; 183. Mounting base;

[0043] 2. Linkage mechanism; 21. First bracket; 22. Second bracket; 221. Base plate; 222. First side plate; 223. Second side plate; 224. Tail wing mounting part; 225. Mounting hole; 23. Buffer assembly; 231. Buffer block; 232. Buffer bracket;

[0044] 3. Pin; 4. Tail fin body; 5. Adjusting bolt;

[0045] 6. Install the base frame; 61. Mounting platform. Detailed Implementation

[0046] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0047] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0048] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not 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 this utility model. Furthermore, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0049] Taking the vehicle in which the drive structure of the electric tail wing described in this utility model is located as an example, the directional terms used in the embodiments, such as "up," "down," "left," "right," "front," and "rear," are defined based on the vehicle's vertical direction (also known as the lifting direction, height direction, or vehicle Z-direction), horizontal direction (also known as the width direction, or vehicle Y-direction), and front-back direction (also known as the length direction, or vehicle X-direction). "Inner" and "outer" are defined based on the outline of the corresponding components. For example, "inner" and "outer" are defined based on the vehicle outline, with the side of the vehicle outline closer to the middle of the vehicle being "inner," and the opposite being "outer."

[0050] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," 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 utility model in light of the specific circumstances.

[0051] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0052] Example 1

[0053] This embodiment relates to a drive structure for an electric rear wing, which can solve the problem that existing electric rear wings typically use the motor output torque to drive the hinge movement to lift the rear wing plate, resulting in low lifting force of the rear wing plate and inability to provide greater downforce to the vehicle at higher speeds, thereby improving the vehicle's driving stability performance.

[0054] In terms of overall structure, such as Figures 1 to 16As shown, the drive structure of the electric rear wing in this embodiment includes a drive mechanism 1 mounted on the vehicle body, a lifting shaft 15 hinged to the rear wing body 4 and driven to rise and fall by the drive mechanism 1, and a linkage mechanism 2 located between the rear wing body 4 and the vehicle body. Furthermore, the drive mechanism 1 can drive the rear wing body 4 to rise and fall via the lifting shaft 15, and the linkage mechanism 2 is used to adjust the angle of the rear wing body 4 during its rise and fall.

[0055] At this point, with the above configuration, based on the coordinated use of the drive mechanism 1 and the linkage mechanism 2, when the drive mechanism 1 drives the lifting shaft 15 to raise and lower the rear wing body 4, the linkage mechanism 2 adjusts the angle of the rear wing body 4. Compared with the traditional method of using the motor output torque to drive the hinge movement to lift the rear wing plate, this method can provide greater lifting force to the rear wing body 4 when the vehicle is traveling at high speed, enabling the rear wing body 4 to overcome huge downforce to complete the lifting action and provide greater vehicle body aerodynamic pressure. At the same time, the height and angle of the rear wing body 4 can be adjusted according to different vehicle speeds to meet the different vehicle body aerodynamic pressure requirements, thus having a wide range of applications and improving the vehicle's driving stability performance.

[0056] Based on the above overview, in detail, in this embodiment, during specific implementation, it will still be as follows: Figure 1 As shown, the drive mechanism 1 and the linkage mechanism 2 are preferably arranged as two sets opposite each other along the length direction of the tail wing body 4 (that is, the width direction of the whole vehicle) to improve the operating stability and lifting force of the tail wing body 4, thereby ensuring that the electric tail wing can provide greater body air stability pressure for the whole vehicle and improve the overall vehicle operating performance.

[0057] Meanwhile, two sets of drive mechanisms 1 and two sets of linkage mechanisms 2 are set to drive the rear wing body 4. The rear wing body 4 can also be directly installed on the vehicle body without the need for the tailgate. This expands the applicability of the electric rear wing's drive structure and makes it suitable for more vehicle models. This solves the problem that in traditional technology, the drive structure of the electric rear wing is located in the middle of the vehicle and installed inside the tailgate, making it unsuitable for vehicles with a mid-engine rear-wheel drive configuration or without a tailgate.

[0058] In this embodiment, as a preferred implementation, such as Figure 2 and Figure 3 As shown, the linkage mechanism 2 includes a first bracket 21 and a second bracket 22 that are hinged together. One end of the first bracket 21 is hinged to the vehicle body, and the rear wing body 4 is mounted on the second bracket 22.

[0059] The main advantage of this design is that it is not only simple in structure, easy to manufacture and reduce costs, but also forms a linkage-like mechanism, which is conducive to meeting different motion requirements, and thus facilitates the cooperation with the drive mechanism 1 to achieve angle adjustment when the tail wing body 4 is lifted.

[0060] In specific implementation, both the linkage mechanism 2 and the drive mechanism 1 in this embodiment can be connected to the vehicle body through the mounting base 6. That is, one end of the first bracket 21 is hinged to the mounting base 6 to form a hinged arrangement between the first bracket 21 and the vehicle body, which facilitates the arrangement and installation of the linkage mechanism 2 and the drive mechanism 1 on the whole vehicle.

[0061] Furthermore, in this embodiment, as a preferred implementation, the top end of the lifting shaft 15 is hinged to the tail wing body 4 via the second bracket 22, which helps to simplify the structure, facilitates the simplified design of the motion trajectory of the linkage mechanism 2, and controls the assembly accuracy.

[0062] See Figure 8 As shown, in this embodiment, the lifting shaft 15 and the second bracket 22 can preferably be hinged by the pin 3. In the specific structure, the pin 3 can be passed through the lifting shaft 15, and the two ends of the pin 3 can be rotatably set on the second bracket 22. If necessary, a bushing can also be provided between the pin 3 and the lifting shaft 15, and between the pin 3 and the second bracket 22.

[0063] Meanwhile, as a preferred embodiment, the position of the tail wing body 4 relative to the second bracket 22 is adjustable, which can help adjust the assembly surface difference between the tail wing body 4 and the vehicle, thereby improving the overall appearance quality of the vehicle.

[0064] At this time, combine Figure 1 , Figure 2 and Figure 7 As shown, in order to make the position of the rear wing body 4 adjustable relative to the second bracket 22, in this embodiment, it is preferable to provide a mounting hole 225 on the second bracket 22, a mounting mating hole on the rear wing body 4, and an adjusting bolt 5 with an internal hexagonal hole screwed into the mounting hole 225, so that the rear wing body 4 is screwed to both the internal hexagonal hole and the mounting mating hole through the stud. Thus, when the rear wing body 4 and the second bracket 22 are assembled, the assembly tolerance and assembly surface difference can be kept within a reasonable range by fine-tuning the adjusting bolt 5, thereby facilitating the assembly of the two and improving the overall appearance of the vehicle.

[0065] Of course, the number and arrangement of the aforementioned mounting holes 225 can be set and adjusted according to the assembly requirements of the tail fin body 4. For example, there may be multiple mounting holes 225, and the lines connecting the multiple mounting holes 225 may form a triangular arrangement. In this case, it should be noted that the mounting mating holes, adjusting bolts 5, studs, and other related components must be set in a one-to-one correspondence with the mounting holes 225. In addition to the above-mentioned method for adjusting the position of the tail fin body 4 relative to the second bracket 22, technical means well known to those skilled in the art can also be used, such as using bolts and elongated holes, which will not be elaborated here.

[0066] Furthermore, in this embodiment, as a preferred implementation, combined with Figure 3 and Figure 4 As shown, the first support 21 is provided with a buffer component 23, which is used to buffer the contact stress between the first support 21 and the second support 22. It can be understood that by setting the buffer component 23, the contact stress between the first support 21 and the second support 22 can be buffered, avoiding damage due to excessive contact stress between the two, thereby improving the overall service life of the structure.

[0067] In specific implementation, it will be combined with Figure 5 and Figure 6 As shown, the second bracket 22 in this embodiment preferably includes a base plate 221, first side plates 222 disposed on both sides of the base plate 221 in the width direction, and second side plates 223 and tail wing mounting portions 224 disposed at both ends of the base plate 221 in the length direction. The two ends of the hinge shaft of the first bracket 21 and the second bracket 22 are respectively rotatably disposed on the first side plates 222 on both sides, and the tail wing mounting portion 224 is provided with a plurality of bosses, and the aforementioned mounting holes 225 can preferably be disposed on the corresponding bosses.

[0068] Meanwhile, the buffer assembly 23 of this embodiment includes a buffer bracket 232 disposed on the first bracket 21 and a buffer block 231 disposed on the buffer bracket 232. In a specific structure, the first bracket 21 is preferably provided with a groove, the buffer bracket 232 is located in the groove and screwed to the first bracket 21, and the buffer bracket 232 is preferably provided with a snap-fit ​​part so that the buffer block 231 can be snapped into the buffer bracket 232, thereby making the entire buffer assembly 23 have both installation stability and convenient disassembly and assembly.

[0069] Moreover, as a preferred embodiment, the buffer assembly 23 is provided on both the side of the first support 21 facing the base plate 221 and the side facing the second side plate 223, so that when the tail fin body 4 switches between the deployed state and the closed state, there is a buffering effect of contact stress between the first support 21 and the second support 22.

[0070] Of course, in addition to providing a buffer component 23 on the first support 21, this embodiment may also provide a buffer component 23 on the second support 22 if necessary, or provide a buffer component 23 on both the first support 21 and the second support 22, so as to ensure a better contact stress buffering effect and avoid damage caused by hard contact between the two supports.

[0071] Furthermore, in this embodiment, as a preferred implementation, combined with Figure 2 , Figures 9 to 11As shown, the drive mechanism 1 includes a housing assembly 11 mounted on the vehicle body, a drive unit 12 disposed within the housing assembly 11, a sleeve 13 rotatably disposed within the housing assembly 11, and a lead screw 14 threadedly connected to the sleeve 13. Furthermore, the sleeve 13 is connected to the drive unit 12 via a transmission assembly 16, the lead screw 14 is coaxially arranged with the lifting shaft 15, and an anti-rotation part is provided between the housing assembly 11 and the lead screw 14 to restrict the rotation of the lead screw 14.

[0072] Therefore, through the threaded transmission of sleeve 13 and lead screw 14, a mechanism similar to lead screw 14 and nut can be formed, which converts rotary motion into linear motion. At the same time, the anti-rotation part is set to prevent lead screw 14 from rotating during the lifting process, ensuring that lead screw 14 drives lifting shaft 15 to lift smoothly, with low noise and more stable operation.

[0073] Of course, the aforementioned drive unit 12 can preferably be a drive motor, such as a servo motor. The combination structure of the aforementioned sleeve 13 and lead screw 14 can also preferably be a ball screw 14 mechanism, so that while converting rotary motion into linear motion, it can also have a self-locking function, and compared with the worm gear or gear structure transmission method in the traditional technology, it can also effectively reduce noise and make the lifting shaft 15 run more smoothly. Secondly, the lead screw 14 and the lifting shaft 15 can be fixedly connected, integrally connected (for example, the lead screw 14 and the lifting shaft 15 are integrally machined), or detachably connected.

[0074] Furthermore, in this embodiment, as a preferred implementation, the transmission assembly 16 includes a driving gear 161 mounted on the drive shaft of the drive unit 12 and a driven gear 162 mounted on the sleeve 13, with the driving gear 161 and driven gear 162 meshing together. The advantage of this arrangement is that it forms a gearbox-like structure, which helps to reduce rotational speed and increase output torque while also reducing speed loss, thus facilitating rapid response to the deployment and closure of the tail fin body 4.

[0075] It is worth mentioning that the drive mechanism 1 in this embodiment, based on the coordinated use of the lead screw 14, sleeve 13, drive gear 161 and driven gear 162, is different from the traditional method of using motor output torque to drive hinge movement to lift the tail wing body 4. It does not require multiple changes in the direction of movement between the drive unit 12 and the tail wing body 4, which helps to ensure the overall assembly accuracy of the mechanism.

[0076] In this embodiment, the driven gear 162 and the sleeve 13 can be integrally formed, that is, the gear shaft of the driven gear 162 can be a hollow shaft, and the sleeve 13 can be the hollow shaft. To ensure the reliability of the lifting shaft 15's lifting, a sliding bearing 152 can preferably be provided in the housing assembly 11, and the lifting shaft 15 passes through the sliding bearing 152. Similarly, to ensure the reliability of the sleeve 13's rotation, thrust bearings 131 and roller bearings 132 can be provided on both sides of the sleeve 13 located on the driven gear 162 if necessary.

[0077] In addition, in this embodiment, as a preferred implementation, see [reference needed]. Figure 12 and Figure 13 As shown, the anti-rotation part includes an anti-rotation member 17 disposed on the lead screw 14 and an anti-rotation groove 1161 disposed on the inner wall of the housing assembly 11. The anti-rotation groove 1161 is arranged along the axial direction of the lead screw 14, and the anti-rotation member 17 is slidably accommodated within the anti-rotation groove 1161. In this way, the structure of the anti-rotation part is simple, easy to manufacture, and cost-effective.

[0078] In the specific structure, the anti-rotation component 17 is preferably configured as an anti-rotation rod passing through the lead screw 14, and the anti-rotation groove 1161 is preferably configured as two, with the two ends of the anti-rotation rod sliding in each anti-rotation groove 1161 respectively to improve the anti-rotation effect. At the same time, the length of the running track of the anti-rotation rod (that is, the length of the anti-rotation groove 1161) is equal to the linear stroke required for the tail fin body 4 to complete the deployment or closure movement.

[0079] In this embodiment, as a preferred implementation, combined with Figure 12 and Figure 14 As shown, the housing assembly 11 is provided with a position detection unit 18 for detecting the position of the lifting shaft 15, so as to facilitate the cooperation between the position detection unit 18 and the anti-rotation part to ensure the normal operation of the drive mechanism 1.

[0080] In a specific implementation, the position detection unit 18 preferably includes a sensor 181 disposed in the housing assembly 11 and a component under test disposed on the lead screw 14. The sensor 181 may be a Hall effect sensor 181, and the component under test may include a mounting base 183 disposed on the lead screw 14 and a magnet 182 disposed on the mounting base 183. This allows the sensor 181 to detect the position of the lifting shaft 15 by detecting the position of the component under test. Of course, this embodiment may also include a controller if necessary. Both the sensor 181 and the motor are connected to the controller so that when the sensor 181 detects an abnormal position of the lifting shaft 15, the controller can control the motor to operate.

[0081] In addition, in this embodiment, as a preferred implementation, see [reference needed]. Figure 10 , Figure 15 and Figure 16As shown, the housing assembly 11 includes a first housing 111 and a second housing 112 that are snapped together, with a sealing ring 113 provided between the first housing 111 and the second housing 112. Also, as a preferred embodiment, the housing assembly 11 has a wire harness through-hole, and a waterproof plug 114 is provided at the wire harness through-hole. The sealing performance of the housing assembly 11 is ensured by the cooperation of the sealing ring 113 and the waterproof plug 114.

[0082] In a specific implementation, a receiving groove for accommodating the sealing ring 113 is also provided between the first housing 111 and the second housing 112. Moreover, in this embodiment, to ensure the sealing performance of the housing assembly 11, a shaft sealing ring 151 can also be provided at the position where the lifting shaft 15 contacts the sealing ring 113.

[0083] It is worth mentioning that, in this embodiment, a first mounting groove 115 and a second mounting groove 116 are formed between the first housing 111 and the second housing 112. Figure 13 (The first mounting groove 115 and the second mounting groove 116 on the first housing 111 are only partially shown.) The drive unit 12 and the drive gear 161 are located in the first mounting groove 115, while the lead screw 14, sleeve 13, lifting shaft 15 and driven gear 162 are located in the second mounting groove 116. The anti-rotation groove 1161 is also located in the second mounting groove 116 and is connected to the second mounting groove 116.

[0084] The first housing 111 and the second housing 112 can adopt the same structural design to reduce mold development costs. In addition, the waterproof plug 114 is provided with a wire harness through hole. During assembly, the wire harness in the housing assembly 11 is first passed through the waterproof plug 114, and then the first housing 111 and the second housing 112 are used to fasten the waterproof plug 114 at the wire harness through hole. During the fastening process, the first housing 111 and the second housing 112 will squeeze the waterproof plug 114 to eliminate the gap between the wire harness and the wire harness through hole, and ensure the overall sealing of the housing assembly 11.

[0085] Meanwhile, in this embodiment, in order to facilitate the assembly of the drive mechanism 1 and the mounting base 6, it is preferable to provide a mounting plate 117 on the housing assembly 11 and a mounting platform 61 on the mounting base 6, with the mounting plate 117 and the mounting platform 61 being installed together.

[0086] The drive structure of the electric rear wing in this embodiment, compared with the traditional method of using motor output torque to drive hinge movement to lift the rear wing plate, can provide greater lifting force to the rear wing body 4 when the vehicle is traveling at high speed. This allows the rear wing body 4 to overcome huge downforce to complete the lifting action and provide greater aerodynamic stability pressure for the vehicle body. At the same time, it can also adjust the height and angle of the rear wing body 4 according to different vehicle speeds to meet the aerodynamic stability pressure requirements of different vehicle bodies, thus having a wide range of applications. This can help improve the overall vehicle performance and facilitate development and design.

[0087] Example 2

[0088] This embodiment relates to a vehicle equipped with an electric tail wing, and the electric tail wing has the drive structure of the electric tail wing in Embodiment 1.

[0089] The vehicle in this embodiment, by configuring the drive structure of the electric rear wing in Embodiment 1, can have better sports performance, which is conducive to improving the overall vehicle quality and market competitiveness.

[0090] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A drive structure for an electric tail fin, characterized in that: It includes a drive mechanism (1) mounted on the vehicle body, a lifting shaft (15) hinged to the tail wing body (4) and driven to rise and fall by the drive mechanism (1), and a linkage mechanism (2) located between the tail wing body (4) and the vehicle body. The drive mechanism (1) can drive the tail wing body (4) to rise and fall through the lifting shaft (15), and the linkage mechanism (2) is used to adjust the angle of the tail wing body (4) during the rising and falling process.

2. The drive structure of the electric tail fin according to claim 1, characterized in that: It also includes a mounting bracket (6) installed on the vehicle body; The linkage mechanism (2) includes a first bracket (21) and a second bracket (22) hinged together. One end of the first bracket (21) is hinged to the mounting base (6), and the tail wing body (4) is mounted on the second bracket (22).

3. The drive structure of the electric tail fin according to claim 2, characterized in that: The top end of the lifting shaft (15) is hinged to the tail fin body (4) via the second bracket (22); and / or, The tail fin body (4) is adjustable relative to the second support (22).

4. The drive structure of the electric tail fin according to claim 2, characterized in that: The first support (21) and / or the second support (22) are provided with a buffer assembly (23), which is used to buffer the contact stress between the first support (21) and the second support (22).

5. The drive structure of the electric tail fin according to any one of claims 1 to 4, characterized in that: The drive mechanism (1) includes a housing assembly (11) disposed on the vehicle body, a drive unit (12) disposed in the housing assembly (11), a sleeve (13) rotatably disposed in the housing assembly (11), and a lead screw (14) threadedly connected to the sleeve (13). The sleeve (13) is connected to the drive unit (12) through a transmission assembly (16), the lead screw (14) is coaxially arranged with the lifting shaft (15), and an anti-rotation part is provided between the housing assembly (11) and the lead screw (14) to restrict the rotation of the lead screw (14).

6. The drive structure of the electric tail fin according to claim 5, characterized in that: The transmission assembly (16) includes a drive gear (161) disposed on the drive shaft of the drive unit (12) and a driven gear (162) disposed on the sleeve (13), wherein the drive gear (161) and the driven gear (162) are meshed together.

7. The drive structure of the electric tail fin according to claim 5, characterized in that: The anti-rotation part includes an anti-rotation component (17) provided on the lead screw (14) and an anti-rotation groove (1161) provided on the inner wall of the housing assembly (11); The anti-rotation groove (1161) is arranged along the axial direction of the lead screw (14), and the anti-rotation component (17) is slidably accommodated in the anti-rotation groove (1161).

8. The drive structure of the electric tail fin according to claim 5, characterized in that: The housing assembly (11) is provided with a position detection unit (18) for detecting the position of the lifting shaft (15).

9. The drive structure of the electric tail fin according to claim 5, characterized in that: The housing assembly (11) includes a first housing (111) and a second housing (112) that are snapped together, and a sealing ring (113) is provided between the first housing (111) and the second housing (112); and / or, The housing assembly (11) is provided with a wire harness through hole, and a waterproof rubber plug (114) is provided at the wire harness through hole.

10. A vehicle, characterized in that: The vehicle is equipped with an electric tail wing, and the electric tail wing has the drive structure of the electric tail wing according to any one of claims 1 to 9.

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