Empennage structure and automobile
By designing a tail fin structure with a specific shape and angle, and utilizing airflow guidance and pressure difference to generate downforce, the problem of insufficient handling stability of traditional tail fins at low speeds is solved, achieving aerodynamic optimization and energy consumption optimization across the entire speed range.
Patent Information
- Application Number
- CN202520561496.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-27
- Publication Date
- 2026-01-23
- Estimated Expiration
- 2035-03-27
AI Technical Summary
Traditional fixed rear wings cannot generate effective downforce at low speeds or when not in use, which limits the improvement of vehicle handling stability. Furthermore, their non-adjustability increases ineffective wind resistance, making it impossible to achieve aerodynamic optimization across the entire speed range.
Design a tail wing structure including an inner plate and an outer plate. The outer plate has a guide surface with a specific shape and angle. Combined with the frame and limiting ribs, it forms a three-dimensional support network. It generates downforce through airflow guidance and pressure difference to improve handling stability and grip.
It generates downforce at low speeds or when not in use, improving handling stability and reducing air resistance; at high speeds or when in use, it enhances grip, optimizes energy consumption, and achieves aerodynamic optimization across the entire speed range.
Smart Images
Figure CN223821819U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive parts technology, specifically to a tail wing structure and an automobile. Background Technology
[0002] Traditional fixed rear wings cannot generate effective downforce at low speeds or when not in use, limiting improvements in vehicle handling stability. Specifically, when the rear wing is not deployed (i.e., in the closed state), its aerodynamic design cannot generate enough downforce to counteract the vehicle's lift, resulting in insufficient grip and sluggish handling response at low speeds. Furthermore, the non-adjustable nature of a fixed rear wing actually increases ineffective wind resistance at low speeds, failing to achieve aerodynamic optimization across the entire speed range. This design flaw leads to ineffective control of vehicle energy consumption at low speeds and significant speed-dependent fluctuations in handling stability, failing to balance performance requirements under different operating conditions. Utility Model Content
[0003] One objective of this utility model is to provide a tail wing structure to solve the problem that traditional fixed tail wings cannot generate effective downforce at low speeds or when not in use, thus limiting the improvement of vehicle handling stability; the second objective is to provide a vehicle.
[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:
[0005] A rear wing structure for use in automobiles includes an inner panel and an outer panel connected together. The inner panel is used to connect to the vehicle body, and the outer panel is located on the side of the inner panel away from the vehicle body. The outer panel includes a front end, a middle part, and a rear end that are smoothly connected in sequence. The front end is inclined towards the inner panel. The middle part has a curved structure that is concave towards the inner panel. The rear end has a ducktail structure, including a first guide surface and a second guide surface that are smoothly connected. The first guide surface is connected to the middle part and extends away from the middle part and gradually curves away from the inner panel. The second guide surface is connected to the end of the first guide surface away from the middle part and is inclined towards the inner panel.
[0006] Based on the aforementioned technical means, after the rear wing structure is installed on the vehicle body, the front end is typically closer to the front of the vehicle, and the rear end is closer to the rear of the vehicle, i.e., the tail. At low speeds or when not in use, the rear end employs a ducktail structure, using the synergistic effect of the first and second guide surfaces to direct airflow upwards towards the rear of the vehicle. Above the ducktail structure, the airflow accelerates, creating a low-pressure zone that, in contrast to the high-pressure zone below, generates downforce, improving handling stability. Furthermore, the upward airflow effect reduces the low-pressure vacuum zone at the rear, lowering overall air resistance and achieving a dual improvement in energy efficiency and handling performance. At high speeds or when in use, the front end tilts towards the inner panel, dividing the airflow into upper and lower layers. The upper airflow has a faster velocity and lower pressure, while the lower airflow has a slower velocity and higher pressure, creating a pressure difference that further increases downforce, enhances grip, optimizes energy consumption, and improves vehicle handling stability.
[0007] Furthermore, the front end has a windward surface away from the inner plate, and the windward surface is an inclined surface; the middle part has a concave surface connected to the windward surface, and the angle between the windward surface and the concave surface is an obtuse angle.
[0008] Based on the aforementioned technical means, the front end is provided with an inclined windward surface away from the inner panel, forming an obtuse angle transition with the concave curved surface in the middle. This design creates a gradually widening channel in the angled area between the windward surface and the concave surface, effectively delaying the airflow separation point, expanding the coverage of the laminar flow zone, and improving the airflow adhesion on the tail fin surface, thereby maintaining a stable pressure distribution gradient at different vehicle speeds.
[0009] Furthermore, the first guide surface is connected to the end of the concave surface away from the windward side, the first guide surface is an inclined surface, and the second guide surface is a curved surface; the angle between the first guide surface and the second guide surface is an obtuse angle.
[0010] Based on the aforementioned technical means, the first guide surface adopts an inclined surface design, which connects to the curved second guide surface at an obtuse angle. When airflow passes through this combined structure, the inclined surface guides the airflow to generate longitudinal vortices, while the curved surface controls the intensity of the vortices through curvature changes. The two work together to form a "vortex-wall attachment" effect, which not only enhances the energy conversion efficiency of the airflow but also avoids energy dissipation caused by local vortices, thus extending the pressure difference action area to the entire tail fin span.
[0011] Furthermore, the tail fin structure also includes a frame, which connects the inner and outer panels.
[0012] Based on the above technical means, the frame is connected between the inner plate and the outer plate to form a three-dimensional support network, thereby improving the overall structural strength of the tail fin structure.
[0013] Furthermore, the inner plate has a first side and a second side opposite to each other; a first limiting rib is provided on the side of the rear end near the inner plate, the first limiting rib having a first limiting surface and a second limiting surface at an angle; one end of the frame is connected to the first side and the other end abuts against the first limiting surface; the second side is connected to the rear end and abuts against the second limiting surface.
[0014] Based on the above technical means, the double-limiting surface design of the first limiting rib at the rear end can play a double limiting role for the frame and inner plate, ensuring the precise matching of the installation positions of the outer plate, inner plate and frame.
[0015] Furthermore, the rear end also includes a first flange, which is spaced apart from the second limiting surface to form an installation space, and at least a portion of the structure on the second side is engaged within the installation space.
[0016] Based on the above technical means, the installation space formed by the second limiting surface of the first limiting rib and the first flange realizes a dual positioning mechanism of "surface contact + clearance fit"; and the installation space facilitates the installation of the inner plate, improving the convenience of tail wing structure assembly.
[0017] Furthermore, the inner plate and the frame have a first recess and a first protrusion that can fit into each other between their opposite surfaces; and / or, the inner plate and the frame have a reinforcing rib and a second protrusion that can abut against each other between their opposite surfaces.
[0018] Based on the aforementioned technical means, a first recess and a first protrusion that can interlock are provided between the opposing surfaces of the inner plate and the frame. The first recess and the first protrusion can act as a locking and limiting mechanism, preventing relative movement between the frame and the inner plate and facilitating assembly. Meanwhile, the mutually abutting reinforcing ribs and the second protrusion can provide support, enhancing the rigidity of the tail fin structure, especially the outer plate, and preventing tail fin deformation. In addition, the frame connects the inner and outer plates, and a first recess / first protrusion interlocking structure is provided at the key connection nodes between the frame and the inner plate. Combined with the multi-point abutment of the reinforcing ribs and the second protrusion, a multi-level force transmission path of "surface-line-point" is constructed, which can effectively suppress structural fatigue caused by high-frequency vibration and further ensure the overall structural strength of the tail fin structure.
[0019] Furthermore, the tail wing structure also includes two decorative pieces, which are respectively connected to both ends of the outer panel, and the inner panel and frame are located between the two decorative pieces.
[0020] Based on the above technical means, decorative parts are set at both ends of the outer panel. The decorative parts can strengthen the structure of the outer panel and also take into account the aesthetics.
[0021] Furthermore, at least one buffer element is provided on the side of the inner panel away from the outer panel.
[0022] According to the above technical means, when the rear wing structure is in an inactive state (i.e., closed state), the buffer is located between the rear wing structure and the vehicle body, which can avoid abnormal noise from the impact between the rear wing structure and the sheet metal of the vehicle body, and improve the user experience.
[0023] An automobile includes a body, the body of which is provided with the aforementioned rear wing structure.
[0024] The beneficial effects of this utility model are:
[0025] In low-speed or non-activated states, the rear wing structure of this invention employs a ducktail design at the rear end. Through the synergistic action of the first and second guide surfaces, airflow is directed upwards towards the rear of the vehicle. Above the ducktail structure, the airflow accelerates, creating a low-pressure zone. This low-pressure zone, combined with the high-pressure zone below, generates downforce, improving handling stability. Furthermore, the upward airflow guidance effect reduces the low-pressure vacuum zone at the rear, lowering overall air resistance and achieving a dual improvement in energy efficiency and handling performance. At high speeds or when activated, the front end tilts towards the inner panel, dividing the airflow into upper and lower layers. The upper airflow has a faster velocity and lower pressure, while the lower airflow has a slower velocity and higher pressure, creating a pressure difference that further increases downforce, enhances grip, optimizes energy consumption, and improves vehicle handling stability. This invention also overlaps the headlight body onto the X-direction flange of the mounting component, avoiding any seam on the headlight's exterior surface, thus improving its concealment and aesthetics. Attached Figure Description
[0026] Figure 1 This is a schematic diagram of the tail fin structure of this utility model in the open state;
[0027] Figure 2 This is a schematic diagram of the tail fin structure of this utility model in the closed state;
[0028] Figure 3 This is a partial structural diagram of the tail wing structure of this utility model installed on the vehicle body and in the open state.
[0029] Figure 4 This is a partial structural diagram of the tail wing structure of this utility model installed on the vehicle body and in the open state.
[0030] Figure 5 This is a schematic diagram of the overall structure of the tail fin structure of this utility model;
[0031] Figure 6 This is a schematic diagram of the structure of the tail fin structure of this utility model after the outer plate and the frame are assembled.
[0032] Figure 7 This is a schematic diagram of the inner plate in the tail fin structure of this utility model;
[0033] Figure 8 for Figure 5 Cross-sectional view at point AA;
[0034] Figure 9 for Figure 5 A cross-sectional view at point BB, specifically showing the positional relationship between the tail wing structure and the vehicle body in the X direction with the tail wing structure closed;
[0035] Figure 10 This diagram shows the positional relationship between the tail wing structure and the vehicle body in the X direction when the tail wing structure is deployed.
[0036] Figure 11 for Figure 5 Sectional view at point CC;
[0037] Figure 12 for Figure 5 Sectional view at point DD;
[0038] Figure 13 This is a partial structural diagram of the decorative component in the tail wing structure of this utility model.
[0039] The labels are as follows: 1-Outer plate; 11-Front end; 111-Windward surface; 12-Middle section; 121-Concave surface; 13-Rear end; 131-First guide surface; 132-Second guide surface; 14-First limiting rib; 141-First limiting surface; 142-Second limiting surface; 15-First flange; 16-First mounting base; 17-Second flange; 2-Inner plate; 21-First side; 22-Second side; 23-First buckle; 24 - Second card holder; 25- First connecting part; 26- First protrusion; 27- Reinforcing rib; 28- Second limiting rib; 29- First connecting hole; 30- Second connecting hole; 3- Frame; 31- Second buckle; 32- Second connecting part; 33- First recess; 34- Second protrusion; 35- Third connecting part; 4- Decorative part; 41- Adhesive part; 42- Step part; 43- Fourth connecting part; 5- Buffer part; 6- Vehicle body; 61- Motion mechanism. Detailed Implementation
[0040] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.
[0041] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.
[0042] This embodiment proposes a tail wing structure for application in automobiles, such as... Figures 1-4 As shown, the tail wing structure includes an inner panel 2 and an outer panel 1 connected to each other. The inner panel 2 is used to connect with the vehicle body 6, and the outer panel 1 is located on the side of the inner panel 2 away from the vehicle body 6.
[0043] Specifically, such as Figures 5-13 As shown, the outer panel 1 includes a front end 11, a middle part 12, and a rear end 13 that are smoothly connected in sequence. The front end 11 is inclined towards the inner panel 2. The middle part 12 has a curved structure that is concave towards the inner panel 2. The rear end 13 has a ducktail structure, which includes a first guide surface 131 and a second guide surface 132 that are smoothly connected. The first guide surface 131 is connected to the middle part 12 and extends away from the middle part 12, gradually curving upwards away from the inner panel 2. The second guide surface 132 is connected to the end of the first guide surface 131 away from the middle part 12 and is inclined towards the inner panel 2. In practical applications, when the tail wing structure is installed on the vehicle body 6, the front end 11 is usually closer to the front of the vehicle body 6, and the rear end 13 is closer to the rear of the vehicle body 6, i.e., the rear of the vehicle. In this embodiment, at low speed or in the off state (i.e., closed state), the rear end 13 adopts a ducktail structure. Through the synergistic effect of the first guide surface 131 and the second guide surface 132, the airflow is guided upwards to the rear of the vehicle. The airflow accelerates above the ducktail structure, forming a low-pressure zone, which creates a pressure difference with the high-pressure zone below, thereby generating downforce and improving handling stability. Furthermore, the upward airflow guiding effect reduces the low-pressure vacuum zone at the rear of the vehicle, reducing overall air resistance and achieving a dual improvement in energy consumption optimization and handling performance. At high speed or in the on state (i.e., open state), the front end 11 tilts towards the inner panel 2, thereby dividing the airflow into upper and lower layers. The upper airflow speed is increased and the pressure is decreased, while the lower airflow speed is slow and the pressure is increased, creating a pressure difference that further increases the downforce of the vehicle, enhances the vehicle's grip, optimizes energy consumption, and improves vehicle handling stability.
[0044] Therefore, the tail wing structure of this utility model can not only provide downforce to the car at low speeds or when it is not in use, thereby improving handling stability and reducing energy efficiency; but also enhance the car's grip at high speeds or when it is in use, thereby further improving handling stability.
[0045] For ease of description, Figures 5-7The vertical direction is referred to as the length direction of the rear wing structure, and the horizontal direction is referred to as the width direction of the rear wing structure. That is, the front end 11, middle part 12, and rear end 13 of the outer panel 1 are connected sequentially in the width direction of the rear wing structure. When the rear wing structure is installed on the vehicle body 6, the width direction of the rear wing structure extends in the X direction of the vehicle body, and the length direction of the rear wing structure extends in the Y direction of the vehicle body. The X direction of the vehicle body is the front-to-back direction of the car, and the Y direction of the vehicle body is the left-to-right direction of the car.
[0046] More specifically, in some embodiments, such as Figure 8 , Figure 9 and Figure 10 As shown, the front end portion 11 has a windward surface 111 away from the inner plate 2, and the windward surface 111 is an inclined surface. The middle portion 12 has a concave surface 121 connected to the windward surface 111, and the angle between the windward surface 111 and the concave surface 121 is an obtuse angle. In this embodiment, the front end portion 11 is provided with an inclined windward surface 111 away from the inner plate 2, forming an obtuse angle transition with the concave curved surface of the middle portion 12. This design forms a gradually expanding channel in the angle region between the windward surface 111 and the concave surface 121, effectively delaying the airflow separation point, expanding the laminar flow zone coverage, and improving the airflow adhesion on the tail fin surface, thereby maintaining a stable pressure distribution gradient at different vehicle speeds.
[0047] like Figure 9 and Figure 10 As shown, the included angle between the windward surface 111 and the concave surface 121 is α. The included angle α can be any angle value between 90° and 180°. Preferably, the included angle α can be any angle value between 120° and 160°.
[0048] For example, in the width direction of the rear wing structure, i.e., in the X direction of the vehicle body, the extension length of the windward surface 111 can be any value between 6 and 10 mm. For example, the extension length of the windward surface 111 can be 8 mm. When the rear wing structure is mounted on the vehicle body 6 and is in the closed state, the height of the outer panel 1 above the side wall of the vehicle body 6 can be any value between 10 and 20 mm. For example, the height of the outer panel 1 above the side wall of the vehicle body 6 can be 16 mm.
[0049] Furthermore, in some embodiments, the first guide surface 131 is connected to the end of the concave surface 121 away from the windward surface 111. The first guide surface 131 is an inclined surface, and the second guide surface 132 is a curved surface. The angle between the first guide surface 131 and the second guide surface 132 is an obtuse angle. In this embodiment, the first guide surface 131 adopts an inclined surface design and connects with the curved second guide surface 132 at an obtuse angle. When the airflow passes through this combined structure, the inclined surface guides the airflow to generate longitudinal vortices, while the curved surface controls the vortex intensity through curvature changes. The two work together to form a "vortex-wall" effect, which enhances the energy conversion efficiency of the airflow and avoids energy dissipation caused by local vortices, extending the pressure difference action area to the entire tail fin span.
[0050] like Figure 9 and Figure 10 As shown, the angle between the first guide surface 131 and the second guide surface 132 is β. The angle β can be any angle value between 90° and 180°. Preferably, the angle β can be any angle value between 115° and 175°.
[0051] The following is a specific embodiment for illustration. In this embodiment, the included angle α between the windward surface 111 and the concave surface 121 is 140°, and the included angle β between the first guide surface 131 and the second guide surface 132 is 136°. Actual testing shows that when the tail wing structure of this invention is applied to a car, as... Figure 9 As shown, when in the closed state, the angle α1 between the windward surface 111 and the vehicle body in the X direction is 143°, and the angle β1 between the first guide surface 131 and the vehicle body in the X direction is 163°. At this time, the dynamic state is that the ducktail structure at the rear end 13 guides the airflow to the rear of the vehicle. The airflow above accelerates and its pressure decreases, creating a pressure difference with the relatively slower, high-pressure area below, generating downforce. Simultaneously, the ducktail structure pushes the airflow upwards, reducing the "low-pressure vacuum area" at the rear of the vehicle and lowering overall air resistance. Figure 10 As shown, when the tail wing structure is in the open state, the angle α2 between the windward surface 111 and the vehicle body in the X direction is 125°, and the angle β2 between the first guide surface 131 and the vehicle body in the X direction is 146°. At this time, the dynamic state is that the windward surface 111 divides the airflow into upper and lower layers. The upper layer of airflow has a faster velocity (lower pressure) and the lower layer of airflow has a slower velocity (higher pressure), forming a pressure difference between the upper and lower surfaces. This presses the vehicle towards the ground, increasing the vehicle's grip, optimizing energy consumption, and improving vehicle handling stability.
[0052] Furthermore, in some embodiments, the tail fin structure also includes a frame 3, which is connected between the inner plate 2 and the outer plate 1 to form a three-dimensional support network, thereby improving the overall structural strength of the tail fin structure. The frame 3 can be fixedly connected to the side of the outer plate 1 facing the inner plate 2, such as through welding or bonding, to provide support for the outer plate 1. The inner plate 2 can be connected to the frame 3 and the inner plate 2 via a connecting structure.
[0053] More specifically, in some embodiments, such as Figure 7 As shown, the inner panel 2 has a first side portion 21 and a second side portion 22 opposite to each other in the width direction, and two third side portions connected to both sides of the first side portion 21 and the second side portion 22. The two third side portions are located on both sides of the inner panel 2 in the length direction. The first side portion 21 is correspondingly disposed to the front end portion 11 of the outer panel 1 and is connected to the front end portion 11 or the end of the frame 3 near the front end portion 11. The second side portion 22 is correspondingly disposed to the rear end portion 13 of the outer panel 1 and is connected to the rear end portion 13 or the end of the frame 3 near the rear end portion 13. The two third side portions are respectively connected to both sides of the outer panel 1 in the length direction, specifically, the outer panel 1 in the width direction... Figure 6 The two sides in the vertical direction are connected; or, the two third side parts are respectively connected to the two sides in the length direction of the skeleton 3, specifically, the skeleton 3 is in Figure 6 The two sides in the top and bottom directions are connected.
[0054] In some embodiments, the two third side portions are respectively connected to both sides of the outer panel 1 along its length. For example... Figure 6 and Figure 7 As shown, the outer panel 1 has a first card seat 16 on both sides along the length direction. Correspondingly, the two third sides are provided with a first buckle 23 corresponding to the first card seat 16. The first buckle 23 engages with the first card seat 16 to realize the connection between the third side and the two sides along the length direction of the outer panel 1.
[0055] For example, two first card holders 16 can be provided on each side of the outer panel 1 along its length, and two first buckles 23 can be provided on each of the two third sides. Of course, the number of first card holders 16 and first buckles 23 can also be other than those listed here. Alternatively, in some embodiments not shown, the first card holders 16 can also be provided on the third sides, and the first buckles 23 can be provided on the outer panel 1 accordingly.
[0056] In some embodiments, the first side portion 21 is connected to one end of the frame 3 near the front end portion 11, and the second side portion 22 is connected to the rear end portion 13. Specifically, as Figure 8As shown, a first limiting rib 14 is provided on the side of the rear end 13 near the inner plate 2. The first limiting rib 14 has a first limiting surface 141 and a second limiting surface 142 at an angle. One end of the frame 3, specifically the end of the frame 3 near the front end 11, is connected to the first side portion 21; the other end of the frame 3, specifically the end of the frame 3 near the rear end 13, abuts against the first limiting surface 141. The second side portion 22 is connected to the rear end 13, and the second side portion 22 abuts against the second limiting surface 142. In this embodiment, the double limiting surface design of the first limiting rib 14 of the rear end 13 can play a double limiting role for the frame 3 and the inner plate 2, ensuring the precise matching of the installation positions of the outer plate 1, the inner plate 2, and the frame 3.
[0057] Specifically, a second limiting rib 28 is provided on the side of the first side portion 21 facing the outer plate 1, and the second limiting rib 28 abuts against the second limiting surface 142. Exemplarily, the first limiting rib 14 can be a strip structure or a block structure. Exemplarily, multiple first limiting ribs 14 can be spaced apart along the extension direction of the rear end portion 13. Exemplarily, the second limiting rib 28 can be a strip structure or a block structure. Exemplarily, multiple second limiting ribs 28 can be spaced apart along the extension direction of the second side portion 22. When multiple first limiting ribs 14 are spaced apart along the extension direction of the rear end portion 13, and multiple second limiting ribs 28 are spaced apart along the extension direction of the second side portion 22, at least a portion of the first limiting ribs 14 and at least a portion of the second limiting ribs 28 should be arranged opposite each other; preferably, multiple first limiting ribs 14 and multiple second limiting ribs 28 are arranged one-to-one opposite each other.
[0058] Furthermore, the rear end portion 13 also includes a first flange 15, which is bent towards the width direction of the outer plate 1. The first flange 15 and the second limiting surface 142 are spaced apart and form an installation space, and at least a portion of the structure of the second side portion 22 is engaged within the installation space. In this embodiment, the installation space formed by the second limiting surface 142 of the first limiting rib 14 and the first flange 15 achieves a dual positioning mechanism of "surface contact + clearance fit". Moreover, the installation space facilitates the installation of the inner plate 2, improving the ease of assembly of the tail wing structure.
[0059] For example, the first flange 15 can be configured as a strip structure and located on the side of the first limiting rib 14 away from the middle portion 12 of the outer plate 1. In actual application, the second side portion 22 is inserted into the installation space and rotated until the second limiting rib 28 abuts against the first limiting rib 14; at this time, the first side portion 21 is connected to the frame 3.
[0060] Furthermore, in some embodiments, a second latch 24 is provided on the first side portion 21, and correspondingly, a second buckle 31 is provided at the end of the frame 3 near the front end portion 11, with the second latch 24 engaging with the second buckle 31. Along the extending direction of the first side portion 21, multiple second latches 24 may be spaced apart, and correspondingly, multiple second buckles 31 may also be provided. For example, along the extending direction of the first side portion 21, 12 second latches 24 may be spaced apart, and correspondingly, 12 second buckles 31 may also be provided. Of course, other numbers of second latches 24 and second buckles 31 may also be provided, which will not be listed here. Alternatively, in some embodiments not shown, the second latch 24 may also be provided at the end of the frame 3 near the front end portion 11, and correspondingly, the second buckle 31 may be provided on the first side portion 21.
[0061] In some embodiments, a first connecting portion 25 is further provided on the first side portion 21, and correspondingly, a second connecting portion 32 is provided at one end of the frame 3 near the front end portion 11. The first connecting portion 25 and the second connecting portion 32 can be connected by fasteners such as screws and rivets. Along the extending direction of the first side portion 21, multiple first connecting portions 25 can be provided at intervals, and the first connecting portions 25 and the second card holder 24 are alternately arranged. Correspondingly, multiple second connecting portions 32 are provided. For example, the first connecting portion 25 is provided with a connecting hole, and the second connecting portion 32 is provided with a plate nut mounting structure and a plate nut mounted on the plate nut mounting structure. The screw passes through the connecting hole on the first connecting portion 25 and is threadedly connected to the plate nut. For example, along the extending direction of the first side portion 21, seven first connecting portions 25 are provided at intervals, and correspondingly, seven second connecting portions 32 are provided on the frame 3.
[0062] Furthermore, in some embodiments, a first recess 33 and a first protrusion 26 that can fit together are provided between the opposing surfaces of the inner plate 2 and the frame 3. The first recess 33 and the first protrusion 26 can play a docking and limiting role, so that the frame 3 and the inner plate 2 do not move relative to each other, and are easy to assemble. Figure 6 and Figure 7As shown, the inner plate 2 has a first protrusion 26 on the side facing the frame 3, and the frame 3 has a corresponding first recess 33 on the side facing the inner plate 2. When the inner plate 2 is installed, the first protrusion 26 of the inner plate 2 is embedded in the first recess 33 of the frame 3 to position the inner plate 2. For example, the first protrusion 26 can be a cross pin, and the first recess 33 can be a limiting hole provided on the protrusion. For example, three first protrusions 26 and three corresponding first recesses 33 can be provided to improve the positioning effect. Of course, the number of first protrusions 26 and first recesses 33 can also be other. Alternatively, in some embodiments not shown, the first recess 33 can be provided on the inner plate 2, and the first protrusion 26 can be provided on the inner plate 2.
[0063] In some embodiments, reinforcing ribs 27 and second protrusions 34 that can abut against each other are provided between the opposing surfaces of the inner plate 2 and the frame 3. The reinforcing ribs 27 and second protrusions 34 can provide support, enhance the rigidity of the tail wing structure, especially the outer plate 1, and prevent deformation of the tail wing structure. Figure 6 and Figure 7 As shown, a reinforcing rib 27 is provided on the side of the inner plate 2 facing the frame 3, and a second protrusion 34 is correspondingly provided on the side of the frame 3 facing the inner plate 2. At least a portion of the second protrusion 34 is opposite to the reinforcing rib 27 so as to abut against each other or to abut against each other when compressed. For example, four reinforcing ribs 27 may be provided, and correspondingly, four second protrusions 34 may be provided, with each of the four second protrusions 34 corresponding to one of the four reinforcing ribs 27. Of course, the number of reinforcing ribs 27 and second protrusions can also be other than those shown.
[0064] For example, the aforementioned reinforcing rib 27 can be a cross reinforcing rib 27, which can not only prevent the inner plate 2 from deforming during the injection molding process, but also increase the overall rigidity of the tail wing structure and prevent the tail wing structure from deforming in extreme environments.
[0065] In the above embodiment, the frame 3 is connected between the inner plate 2 and the outer plate 1. A first concave part 33 / first convex part 26 is set at the key connection node between the frame 3 and the inner plate 2. With the multi-point contact of the reinforcing rib 27 and the second convex part 34, a multi-level force transmission path of "surface-line-point" is constructed, which can effectively suppress the structural fatigue caused by high-frequency vibration and further ensure the overall structural strength of the tail wing structure.
[0066] Furthermore, in some embodiments, the tail wing structure also includes two decorative elements 4, which are respectively connected to both ends of the outer plate 1, specifically the two ends of the outer plate 1 along its length, and the inner plate 2 and the frame 3 are both located between the two decorative elements 4. In this embodiment, the decorative elements 4 are provided at both ends of the outer plate 1, which can strengthen the outer plate 1 structurally while also taking into account aesthetics.
[0067] Specifically, such as Figure 12 and Figure 13 As shown, the outer panel 1 has second flanges 17 on both sides along its length, and the second flanges 17 are bent toward the side of the outer panel 1 closest to the inner panel 2. Correspondingly, the decorative piece 4 has a step portion 42 that matches the second flange 17, and the step portion 42 can be engaged and positioned with the second flange 17.
[0068] Furthermore, at least one adhesive portion 41 is provided on the side of the decorative component 4 facing the outer panel 1, and the adhesive portion 41 is bonded to the outer panel 1 by an adhesive substance such as glue. Exemplarily, multiple adhesive portions 41 may be provided at intervals.
[0069] Furthermore, such as Figure 6 and Figure 13 As shown, third connecting portions 35 can be provided at both ends of the skeleton 3 along its length, that is, at the positions of the skeleton 3 near the decorative member 4. Correspondingly, the decorative member 4 is provided with a fourth connecting portion 43. The third connecting portion 35 and the fourth connecting portion 43 are connected by fasteners. For example, the third connecting portion 35 can be a stud, and the fourth connecting portion 43 can be provided with a connecting hole. The stud passes through the connecting hole on the fourth connecting portion 43, and a fastening connection is achieved by using a nut or the like.
[0070] Furthermore, in some embodiments, at least one buffer 5 is provided on the side of the inner panel 2 away from the outer panel 1. When the rear wing structure is in an inactive state (i.e., closed state), the buffer 5 is located between the rear wing structure and the vehicle body 6. The buffer 5 is used to fit against the sheet metal of the vehicle body 6, which can prevent the rear wing structure from impacting the sheet metal of the vehicle body 6 and improve the user experience.
[0071] Specifically, such as Figure 5 and Figure 7 As shown, the inner plate 2 may be provided with second connecting holes 30, and the aforementioned buffer member 5 is installed in the second connecting holes 30. For example, four second connecting holes 30 may be provided, with two at each end of the inner plate 2 along its length. Correspondingly, four buffer members 5 are also provided, and the four buffer members 5 are respectively installed in the four second connecting holes 30. For example, the buffer member 5 may be a cushioning pad formed of rubber, foam, silicone, fiber material, etc.
[0072] Furthermore, such as Figure 7 As shown, the inner panel 2 may also be provided with a plurality of first connecting holes 29, which are used for connection with the vehicle body 6. For example, as... Figure 1 and Figure 2As shown, a motion mechanism 61 is provided on the vehicle body 6. A nut is installed in the first connecting hole 29. The motion mechanism 61 is threadedly connected to the nut in the second connecting hole 30 using bolts or the like. For example, there can be four first connecting holes 29 and four nuts. Understandably, the number of first connecting holes 29 and nuts can also be other than those listed. The specific number and arrangement of the first connecting holes 29 and nuts can be adaptively adjusted according to the connection point requirements of the motion mechanism 61.
[0073] Furthermore, the outer panel 1 can be integrally molded, such as by injection molding, and surface-treated with a spray coating to improve rust resistance and aesthetics. The inner panel 2 can also be integrally molded, such as by injection molding, and its surface treated with a frosted texture to ensure aesthetics. The frame 3 can also be integrally molded, such as by injection molding, and can be welded to the outer panel 1. The decorative component 4 can also be integrally molded, such as by injection molding, and surface-treated with a spray coating.
[0074] This embodiment proposes a car, including a body 6, which is equipped with the aforementioned tail wing structure. The car of this invention utilizes the aforementioned tail wing structure to not only provide downforce to the car at low speeds or when not in use, maintaining the vehicle's appearance consistency; but also to provide greater downforce at high speeds or when in use, reducing energy consumption, reducing wind resistance, increasing vehicle handling stability, and enhancing the vehicle's aerodynamic sophistication.
[0075] The above embodiments are merely preferred embodiments provided to fully illustrate the present utility model, and the protection scope of the present utility model is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present utility model are all within the protection scope of the present utility model.
Claims
1. A tail wing structure, applied to an automobile, characterized in that, It includes an inner panel (2) and an outer panel (1) connected to each other, the inner panel (2) being used to connect to the vehicle body (6) of the car, and the outer panel (1) being located on the side of the inner panel (2) away from the vehicle body (6); The outer plate (1) includes a front end (11), a middle part (12) and a rear end (13) that are smoothly connected in sequence; the front end (11) is inclined toward the direction of the inner plate (2); the middle part (12) has a curved structure that is concave toward the direction of the inner plate (2); the rear end (13) has a ducktail structure, including a first guide surface (131) and a second guide surface (132) that are smoothly connected, the first guide surface (131) is connected to the middle part (12), the first guide surface (131) extends away from the middle part (12) and gradually rises away from the inner plate (2), the second guide surface (132) is connected to the end of the first guide surface (131) away from the middle part (12) and is inclined toward the direction of the inner plate (2).
2. The tail fin structure according to claim 1, characterized in that: The front end (11) has a windward surface (111) away from the inner plate (2), and the windward surface (111) is an inclined surface; the middle part (12) has a concave surface (121) connected to the windward surface (111), and the angle between the windward surface (111) and the concave surface (121) is an obtuse angle.
3. The tail fin structure according to claim 2, characterized in that: The first guide surface (131) is connected to the end of the concave surface (121) away from the windward surface (111). The first guide surface (131) is an inclined surface, and the second guide surface (132) is a curved surface. The angle between the first guide surface (131) and the second guide surface (132) is an obtuse angle.
4. The tail fin structure according to any one of claims 1-3, characterized in that: The tail fin structure also includes a frame (3), which is connected between the inner plate (2) and the outer plate (1).
5. The tail fin structure according to claim 4, characterized in that: The inner plate (2) has a first side (21) and a second side (22) facing each other; a first limiting rib (14) is provided on the side of the rear end (13) near the inner plate (2), the first limiting rib (14) having a first limiting surface (141) and a second limiting surface (142) at an angle; one end of the skeleton (3) is connected to the first side (21), and the other end abuts against the first limiting surface (141); the second side (22) is connected to the rear end (13) and abuts against the second limiting surface (142).
6. The tail fin structure according to claim 5, characterized in that: The rear end (13) also includes a first flange (15), which is spaced apart from the second limiting surface (142) to form an installation space, and at least a portion of the structure of the second side (22) is engaged in the installation space.
7. The tail fin structure according to claim 4, characterized in that: The inner plate (2) and the skeleton (3) are provided with a first recess (33) and a first protrusion (26) that can fit into each other; and / or, The inner plate (2) and the skeleton (3) are provided with reinforcing ribs (27) and a second protrusion (34) that can abut against each other.
8. The tail fin structure according to claim 4, characterized in that: The tail wing structure also includes two decorative pieces (4), which are respectively connected to the two ends of the outer plate (1), and the inner plate (2) and the frame (3) are located between the two decorative pieces (4).
9. The tail fin structure according to claim 4, characterized in that: At least one buffer (5) is provided on the side of the inner plate (2) away from the outer plate (1).
10. A car, characterized in that: Includes a vehicle body (6), on which a tail wing structure as described in any one of claims 1-9 is provided.