Empennage device and vehicle
By introducing a reasonable layout of support unit, drive unit, deceleration unit and transmission unit into the tail fin device, the problems of weak load capacity and difficulty in attitude adjustment of the movable tail fin are solved, and stronger load capacity and greater adhesion are achieved.
Patent Information
- Application Number
- CN202520778043.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-23
- Publication Date
- 2026-02-17
- Estimated Expiration
- 2035-04-23
AI Technical Summary
Existing active tail fins have weak load-bearing capacity, are difficult to adjust in attitude, require a large driving force, and lack strong support.
A tail fin device was designed, including a support unit, a drive unit, a reduction unit, and a transmission unit. Through reasonable layout, a drive support assembly is formed. The movable tail fin can withstand greater airflow downpressure under the joint support of the support unit and the drive support assembly, improving the stress condition. The reduction unit converts the driving force into a greater driving force to adjust the attitude.
It improves the load-bearing capacity of the rear wing, enhances the adhesion of the wheels to the road surface, improves the stress condition of the rear wing device, and makes attitude adjustment smoother.
Smart Images
Figure CN223919423U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of transportation technology, and in particular to a tail wing device and a vehicle. Background Technology
[0002] The rear wing is used to guide airflow and absorb downforce during vehicle movement to increase traction between the wheels and the road surface. Compared to fixed rear wings, existing movable rear wings have weak load-bearing capacity and are difficult to adjust in attitude. Changing the attitude of a movable rear wing to alter the direction of the airflow it guides requires applying a large driving force to the wing, and movable rear wings lack strong support. Utility Model Content
[0003] In view of this, the present invention provides a tail wing device and vehicle with stronger load-bearing capacity and easier ability to overcome airflow pressure to adjust the tail wing attitude.
[0004] The tail fin device of this utility model includes a support unit and a movable tail fin movably disposed on the support unit. It also includes a drive unit, a deceleration unit and a transmission unit arranged sequentially from low to high along the height direction of the support unit. The drive unit is disposed on the support unit, the deceleration unit is driven and connected to the drive unit, and the transmission unit connects the deceleration unit and the movable tail fin.
[0005] The tail wing device of this utility model has a reasonable layout of functional units and is easy to install as a whole. The drive unit, deceleration unit and transmission unit form a drive support assembly that supports the movable tail wing. Under the joint support of the support unit and the drive support assembly, the movable tail wing can withstand greater airflow downpressure, which improves the stress condition of the support unit. The deceleration unit converts the output power of the drive unit into greater driving force, so that the movable tail wing is sufficient to overcome the airflow downpressure and smoothly change the tail wing attitude. The movable tail wing withstands greater airflow pressure to significantly increase the adhesion of the wheels to the road surface.
[0006] In some embodiments, the support unit includes a tail wing frame, a support arm and a body connection portion arranged sequentially from high to low. The movable tail wing is movably mounted on the tail wing frame. The drive unit is mounted on the support arm or the body connection portion. The drive unit, the reduction unit and the transmission unit are arranged sequentially from low to high along the length direction of the support arm.
[0007] In some embodiments, the support unit further includes a protective shell that securely houses the drive unit and the reduction unit, and the tail wing device further includes a bottom bracket located at the end of the vehicle body connection that is relatively far from the support arm. The two ends of the protective shell are respectively fixedly connected to the tail wing frame and the bottom bracket.
[0008] In some embodiments, the tail fin mount accommodates a portion of the transmission unit and has a first extension hole for the transmission unit to connect to the movable tail fin; and / or, the tail fin mount accommodates a portion of the transmission unit and has a second extension hole for the transmission unit to connect to the reduction unit.
[0009] In some implementations, the drive unit is located outside the support arm.
[0010] In some embodiments, the body connection includes a distal end located inside the rear sheet metal part and a proximal end located outside the rear sheet metal part. The distal end is used to connect the rear structural member and / or the rear reinforcement member, and the proximal end is connected to the support arm. The drive unit is mounted on the proximal end.
[0011] In some embodiments, the reduction unit includes a gearbox connecting the drive unit and the transmission unit; and / or,
[0012] The transmission unit includes a lead screw mechanism and a linkage mechanism. The lead screw mechanism is driven to connect to the reduction unit, and the linkage mechanism connects the lead screw mechanism, the support unit, and the movable tail fin.
[0013] In some embodiments, the lead screw mechanism includes a slider connecting the linkage mechanism, and also includes a threaded rod and a guide rod extending in the same direction. The threaded rod is threadedly engaged with the slider, and the guide rod is slidably engaged with the slider. The threaded rod is drivenly connected to the reduction unit.
[0014] In some embodiments, both the threaded rod and the guide rod extend along the height direction of the support unit, the sliding member is slidably arranged relative to the guide rod along the height direction of the support unit, and the drive unit, the deceleration unit, and the screw mechanism are arranged sequentially along the height direction of the support unit.
[0015] In some embodiments, the support unit further includes a tail fin frame and a limiting block disposed within the tail fin frame. The linkage mechanism is disposed within the tail fin frame and includes a second link hinged to the tail fin frame, a first link hinged to the second link and the lead screw mechanism, and a third link hinged to the second link and the movable tail fin. The limiting block includes a first stop portion and a second stop portion for abutting against the second link.
[0016] The vehicle of this utility model includes the aforementioned tail wing device. Attached Figure Description
[0017] Figure 1 This is a three-dimensional structural diagram of a tail fin device according to an embodiment of the present invention;
[0018] Figure 2 This is a schematic diagram showing the structure and composition of a tail fin device according to an embodiment of the present invention;
[0019] Figure 3 for Figure 2A magnified schematic diagram of a portion of the tail fin device shown;
[0020] Figure 4 This is a side view of a tail fin device according to an embodiment of the present invention;
[0021] Figure 5 This is a schematic diagram of the tail fin device in a first state according to an embodiment of the present invention;
[0022] Figure 6 This is a schematic diagram of the tail fin device in a second state according to an embodiment of the present invention.
[0023] Explanation of reference numerals in the attached drawings: 10, bracket unit; 11, rear wing bracket; 111, first extension hole; 112, second extension hole; 12, support arm; 121, front support arm; 122, rear support arm; 13, body connection part; 14, protective shell; 15, limiting block; 151, first stop part; 152, second stop part; 21, movable rear wing; 22, fixed rear wing; 30, drive unit; 40, reduction unit; 41, gearbox; 50, transmission unit; 51, lead screw mechanism; 511, threaded rod; 513, sliding part; 52, linkage mechanism; 521, first connecting rod; 522, second connecting rod; 5221, first rod segment; 5222, second rod segment; 523, third connecting rod; 60, bottom bracket; 70, rear tailgate trim panel; 71, outer trim panel; 72, inner trim panel. Detailed Implementation
[0024] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "or / and" as used herein includes any and all combinations of one or more of the associated listed items.
[0026] This utility model provides a rear wing device and a vehicle including the rear wing device. The rear wing device for the vehicle is an aerodynamic kit that can guide airflow and withstand the downforce of the airflow, thereby increasing the adhesion between the vehicle tires and the road surface to improve the vehicle's driving stability.
[0027] See Figures 1-2 The rear wing device of this utility model includes a support unit 10, a rear wing unit, and a drive unit 30. The support unit 10 includes a rear wing frame 11, a support arm 12, and a body connection part 13 arranged from high to low near the rear of the vehicle. The rear wing frame 11 serves as the mounting base for the rear wing unit. The two ends of the support arm 12 are respectively connected to the rear wing frame 11 and the body connection part 13. The body connection part 13 is used to connect to the rear of the vehicle. The rear wing unit includes at least a movable rear wing 21 movably disposed on the rear wing frame 11. The drive unit 30 is disposed on the support unit 10 and connected to the movable rear wing 21. The drive unit 30 is used to provide the power required to move the movable rear wing 21 and change its attitude. Under the drive of the drive unit 30, the movable rear wing 21 changes the flow direction of the airflow passing through the movable rear wing 21. The airflow passing through the movable rear wing 21 generates downward pressure on the movable rear wing 21. The pressure exerted by the airflow passing through the movable rear wing 21 on the movable rear wing 21 changes with the change of attitude of the movable rear wing 21.
[0028] Specifically, the active rear wing 21 is hinged to the rear wing bracket 11. The end of the support arm 12, which is relatively far from the body connection part 13, protrudes from the rear sheet metal. The rear sheet metal can be a trunk sheet metal or a hatchback sheet metal. The type of rear sheet metal and vehicle is not limited. Therefore, the rear wing bracket 11 is supported by the support arm 12 to the outside of the rear sheet metal and is spaced apart from the rear sheet metal. The rear wing unit is suspended relative to the rear sheet metal. The rear wing device is an exposed active rear wing device. The body connection part 13 can be connected to the rear sheet metal, or to the rear structural member or rear reinforcement member at the rear of the vehicle. The rear structural member or rear reinforcement member is covered by the rear sheet metal. When the body connection part 13 is connected to the rear structural member or rear reinforcement member, the rear sheet metal has a bracket through hole for the body connection part 13 to pass through.
[0029] See Figure 2 In some embodiments, the rear sheet metal part includes a tailgate trim panel 70, which includes an outer trim panel 71 and an inner trim panel 72. The outer trim panel 71 is located on the side of the inner trim panel 72 that faces away from the rear structural member and the rear reinforcement. The outer side of the rear sheet metal part, i.e., the side of the outer trim panel 71 that faces away from the inner trim panel 72 and the rear structural member / rear reinforcement, has a first bracket through hole for the body connection portion 13 to pass through. The inner trim panel 72 has... There is a second bracket through hole through which the body connecting part 13 passes. The body connecting part 13 passes through the first bracket through hole and the second bracket through hole to be fixedly connected to the rear structural member and / or the rear reinforcement member. The support arm 12 is located on the side of the outer trim panel 71 opposite to the inner trim panel 72 and protrudes relative to the outer trim panel 71. The rear wing bracket 11 is supported by the support arm 12 and spaced apart from the side of the outer trim panel 71 opposite to the inner trim panel 72. The rear wing unit is suspended relative to the outer trim panel 71.
[0030] The movable rear wing 21, under the downward pressure of the airflow, transmits pressure to the rear wing bracket 11, and then to the rear of the vehicle through the support arm 12 and the body connection 13. Since the downward pressure exerted by the airflow on the movable rear wing 21 includes a vector along the negative Z-axis of the vehicle coordinate system, the pressure exerted by the airflow on the movable rear wing 21 can ultimately be converted into a portion of the pressure exerted by the wheels on the road surface, thereby increasing the adhesion between the wheels and the road surface. The vehicle coordinate system is a spatial rectangular coordinate system; see [reference needed]. Figures 1-2 , Figures 4-6 When a vehicle is stopped or traveling in a straight line on a level road, the positive X-axis of the vehicle coordinate system is aligned with the direction of vehicle travel, the positive Z-axis of the vehicle coordinate system is vertically upward, and the Y-axis of the vehicle coordinate system is perpendicular to the X-axis and Z-axis.
[0031] Figures 5-6 The diagram illustrates the tail fin assembly in two different states, with the main difference between the two states being the attitude of the movable tail fin 21. Figure 5 In the tail wing device shown, the two ends of the movable tail wing 21 that are opposite to each other in the X-axis direction of the vehicle coordinate system are basically at the same height. At this time, if the vehicle is moving, the downforce of the airflow acting on the movable tail wing 21 is relatively small. Figure 6 In the rear wing device shown, the two ends of the movable rear wing 21 are no longer at the same height in the X-axis direction of the vehicle coordinate system. The front end of the movable rear wing 21 is lower than the rear end of the movable rear wing 21 in the vertical direction. The movable rear wing 21 is in an inclined state. When the vehicle is moving, the downforce of the airflow acting on the movable rear wing 21 is relatively... Figure 5 The state shown has increased.
[0032] In some embodiments, the tail fin unit further includes a fixed tail fin 22 fixedly mounted to the tail fin bracket 11, see reference. Figures 1-2 , Figure 4 The fixed tail wing 22 and the movable tail wing 21 are arranged sequentially along the X-axis of the vehicle coordinate system. The connection between the fixed tail wing 22 and the tail wing frame 11 includes adhesive fixing, fastener fixing, and splicing fixing. In other embodiments, the fixed tail wing 22 may be omitted.
[0033] The rear wing device of this utility model also includes a reduction unit 40 and a transmission unit 50. The reduction unit 40 is driven and connected to the drive unit 30. The transmission unit 50 is driven and connected to the reduction unit 40 and is driven and connected to the movable rear wing 21. The drive unit 30, the reduction unit 40, and the transmission unit 50 are arranged sequentially from low to high away from the rear of the vehicle along the height direction of the support unit 10, forming a drive support assembly. The height direction of the support unit 10 is the same as the spacing direction between the rear wing bracket 11 and the rear sheet metal part, and also corresponds to the spacing direction between the rear wing unit and the rear sheet metal part. (See reference...) Figure 2In some embodiments, the drive unit 30, the deceleration unit 40 and the transmission unit 50 are arranged from low to high away from the rear of the vehicle along the length direction of the support arm 12, and the length direction of the support arm 12 is the height direction of the bracket unit 10.
[0034] Specifically, the body connection portion 13 includes a distal end and a proximal end. The distal end extends into the inner side of the rear sheet metal part through a bracket through-hole to connect the rear structural component and / or the rear reinforcement component. The proximal end is connected to the support arm 12. The end of the support arm 12 that is relatively far away from the rear wing bracket 11 forms a limiting step with the proximal end of the body connection portion 13. The limiting step abuts against the side of the outer trim panel 71 facing away from the inner trim panel 72. This arrangement not only determines the depth of the body connection portion 13 extending into the rear tailgate trim panel 70, but also fixes the distance between the rear wing bracket 11 and the rear tailgate trim panel 70. Optionally, the limiting step and the outer trim panel 71 form a surface fit, so the direction in which the support arm 12 protrudes and extends outward relative to the outer trim panel 71 is fixed.
[0035] The rear wing device of this utility model has a reasonable layout of functional units and is easy to install. The drive unit 30, the deceleration unit 40 and the transmission unit 50 are all integrated into the bracket unit 10, eliminating the need for separate connections between the deceleration unit 40 and the rear of the vehicle, and between the transmission unit 50 and the rear of the vehicle. The drive support assembly utilizes the space between the rear wing frame 11 and the rear of the vehicle, making the overall rear wing device more compact. Under the joint support of the bracket unit 10 and the drive support assembly, the movable rear wing 21 can withstand greater airflow downforce, thus improving the stress condition of the bracket unit 10. The deceleration unit 40 converts the output power of the drive unit 30 into greater driving force through deceleration and force amplification. The driving force obtained by the movable rear wing 21 is sufficient to overcome the airflow downforce so that the attitude change of the movable rear wing 21 can be carried out smoothly, thereby improving the load capacity of the movable rear wing 21.
[0036] In some embodiments, the support arm 12 has a hollow structure, see reference. Figure 2 , Figures 4-6The support arm 12 includes a front support arm 121, a rear support arm 122, and a perforation between the front support arm 121 and the rear support arm 122. The front support arm 121 and the rear support arm 122 are arranged sequentially along the X-axis of the vehicle coordinate system, extending side by side in a straight line in the same direction. In some embodiments, at least a portion of the structure in the drive support assembly is visible to the outside through the perforation. Optionally, the drive unit 30 is mounted near the end of the body connection portion 13, and at least a portion of the deceleration unit 40 and at least a portion of the drive unit 30 are visible to the outside through the perforation between the front support arm 121 and the rear support arm 122. With this arrangement, the drive unit 30 and the deceleration unit 40 are located on the outside of the rear sheet metal, which helps to save space on the inside of the rear sheet metal and allows the rear wing device to be used in vehicles with limited space on the inside of the rear sheet metal. It also improves the aesthetics and refinement of the rear wing device and makes it easier for passersby to see the operation of the drive support assembly.
[0037] In some embodiments, the drive unit 30 is mounted on the outside of the support arm 12, such as... Figures 4-6 As shown, the hollowed-out hole between the front support arm 121 and the rear support arm 122 can accommodate the drive unit 30 and the reduction unit 40. Compared to the drive unit 30 being enclosed inside the support arm 12, this arrangement can reduce the width of the support arm 12, that is, reduce the width of the front support arm 121 and the rear support arm 122, thereby reducing the weight of the support unit 10 while meeting the load-bearing requirements. Preferably, the protective shell 14 for fixing and accommodating the drive unit 30 and the reduction unit 40, the front support arm 121 and the rear support arm 122 are arranged side by side and share the load of the tail wing frame 11, the tail wing unit and the transmission unit 50, reducing the burden on the front support arm 121 and the rear support arm 122.
[0038] See again Figure 2 , Figures 4-6In some embodiments, the support unit 10 further includes a protective shell 14. A portion of the protective shell 14 is fixedly inserted into the body connection portion 13, and another portion of the protective shell 14 extends from the proximal end of the body connection portion 13 and is located in the hollow hole between the front support arm 121 and the rear support arm 122. The drive unit 30 and the reduction unit 40 are both fixedly housed within the protective shell 14. In addition, at least a portion of the transmission unit 50 is located within the protective shell 14. The protective shell 14 and the body connection portion 13 can also be fixed by means of fasteners, integral molding connection, etc. The protective shell 14 protects the drive unit 30 and the reduction unit 40 and improves the operational stability of the drive unit 30 and the reduction unit 40. Optionally, the other end of the protective shell 14, which is relatively far from the body connection part 13, is fixedly connected to the rear wing frame 11. With this configuration, the protective shell 14, the body connection part 13, the support arm 12, and the rear wing frame 11 form a stable frame structure, which significantly improves the installation stability of the protective shell 14. This allows the drive support assembly to be better positioned, and the drive unit 30 and the reduction unit 40 can thus output power to the transmission unit 50 more smoothly to prevent transmission obstruction.
[0039] Further, see Figure 2 and Figure 3 The transmission unit 50 includes a lead screw mechanism 51 and a linkage mechanism 52. The lead screw mechanism 51 is located inside the protective housing 14 and is driven to connect to the reduction unit 40. The linkage mechanism 52 is housed inside the hollow tail wing frame 11 and is driven to connect to the lead screw mechanism 51. The movable tail wing 21 is driven to connect to the linkage mechanism 52 and is located outside the tail wing frame 11. The tail wing frame 11 has a first extension hole 111 on the side away from the body connection part 13 and a second extension hole 111 on the side closer to the body connection part 13. The extension hole 112 has two extension holes. The first extension hole 111 allows the linkage mechanism 52 to extend out and connect to the movable tail fin 21. The second extension hole 112 allows the linkage mechanism 52 to connect to the lead screw mechanism 51 inside the protective shell 14. The protective shell 14 has a hollow sleeve structure, and its length direction is the same as that of the support arm 12. That is, the front support arm 121, the rear support arm 122, and the protective shell 14 all extend along the height direction of the support unit 10. The drive unit 30, the reduction unit 40, and the lead screw mechanism 51 are arranged sequentially along the height direction of the support unit 10. Optionally, the linkage mechanism 52 can extend out of the second extension hole 112 and into the protective shell 14 to connect to the lead screw mechanism 51, or the lead screw mechanism 51 can extend out of the protective shell 14 and into the second extension hole 112 to connect to the linkage mechanism 52. With this configuration, the tail fin bracket 11 can protect the linkage mechanism 52, improve the service life and reliability of the linkage mechanism 52, and the drive unit 30, reduction unit 40 and lead screw mechanism 51 have higher load-bearing limits, which can help the support arm 12 share some of the pressure from the movable tail fin 21.
[0040] In some embodiments, the rear wing device further includes a bottom bracket 60 located at the end of the body connection portion 13 that is relatively far from the support arm 12. The end of the body connection portion 13 that is relatively far from the support arm 12 is the far end of the body connection portion 13. The end of the protective shell 14 that is relatively far from the rear wing bracket 11 is fixedly connected to the bottom bracket 60. The bottom bracket 60 is used to fix and install on the rear structural components and / or rear reinforcement components, thereby increasing the contact surface and connection strength between the rear wing device and the rear of the vehicle, especially improving the connection strength between the drive support assembly and the rear of the vehicle, and eliminating the degree of freedom of the bracket unit 10 to sway relative to the rear of the vehicle. The bottom bracket 60 may be made of an alloy material with higher rigidity and strength. When installing the rear wing device onto the vehicle body, first assemble the bracket unit 10, rear wing unit, drive unit 30, reduction unit 40, and transmission unit 50 into place. Then, fix the bottom bracket 60 onto the rear structural component and / or rear reinforcement component. Next, drive the body connecting part 13 through the first bracket through hole and the second bracket through hole of the outer trim panel 71 and the inner trim panel 72. When the limiting step between the body connecting part 13 and the support arm 12 abuts against the side of the outer trim panel 71 facing away from the inner trim panel 72, the body connecting part 13 and the bottom bracket 60 are positioned opposite each other, and the protective shell 14 is connected to the bottom bracket 60. Finally, fix and lock the bottom bracket 60 and the protective shell 14 with fasteners.
[0041] It is understood that in other embodiments, the bottom bracket 60 may be omitted, and the protective shell 14 and / or the body connection part 13 may be directly fixed to the rear structural component and / or the rear reinforcement component.
[0042] In some embodiments, the drive unit 30 includes a drive motor mounted in the portion of the protective housing 14 that extends into the body connection portion 13. The reduction unit 40 includes a gearbox 41 mounted in the protective housing 14. The input end of the gearbox 41 is drivenly connected to the output shaft of the drive motor, and the output end of the gearbox 41 is driven by a lead screw mechanism 51. The gearbox 41 has a large reduction ratio, which can convert the power of the drive motor's output shaft into a greater driving force. Compared to the output shaft of the drive motor, the rotational speed of the output end of the gearbox 41 is reduced, and the torque is significantly increased. Therefore, the gearbox 41 can provide a greater driving force to the movable tail wing 21, enabling the movable tail wing 21 to overcome the downforce of the airflow and smoothly change its attitude. It is understood that the type of reduction unit 40 is not limited to the gearbox 41; a worm gearbox or other types of reduction gearboxes can also be used instead of the gearbox 41.
[0043] Specifically, see Figure 2The lead screw mechanism 51 includes a sliding member 513 connecting to the linkage mechanism 52, and also includes a threaded rod 511 and a guide rod extending linearly in the same direction. The threaded rod 511 and the sliding member 513 form a threaded engagement, and the guide rod and the sliding member 513 form a sliding engagement. The threaded rod 511 is driven to be connected to the output end of the reduction unit 40. Both the threaded rod 511 and the guide rod extend along the height direction of the support unit 10. The sliding member 513 is slidably arranged relative to the guide rod along the height direction of the support unit 10. Specifically, the threaded rod 511 and the guide rod can be arranged side-by-side. When the reduction unit… When the gearbox 41 is included in the unit 40, the output end of the reduction unit 40 is the output end of the gearbox 41. The gearbox 41 drives the threaded rod 511. The torque obtained by the threaded rod 511 is significantly increased compared to the torque of the drive motor acting on the input end of the gearbox 41. Due to the sliding fit between the sliding member 513 and the guide rod, the sliding member 513 moves linearly relative to the guide rod along the height direction of the support unit 10 as the threaded rod 511 rotates. The sliding member 513 thus applies a push or pull force to the linkage mechanism 52, thereby driving the movable tail fin 21 to swing back and forth relative to the tail fin frame 11.
[0044] See Figure 2 and Figure 3 The support unit 10 also includes a limiting block 15 disposed inside the hollow tail fin frame 11. The limiting block 15 includes a first stop 151 and a second stop 152. The linkage mechanism 52 disposed inside the tail fin frame 11 includes a second link 522 hinged to the tail fin frame 11, a first link 521 hinged to the second link 522 and the lead screw mechanism 51, and a third link 523 hinged to the second link 522 and the movable tail fin 21. The first stop 151 and the second stop 152 are used to abut against the second link 522 to limit the deformation range of the linkage mechanism 52, thereby limiting the swing range of the movable tail fin 21 relative to the tail fin frame 11. Specifically, please refer to Figures 5-6 The second link 522 is a herringbone or V-shaped member, including a first link segment 5221 and a second link segment 5222 fixedly connected. The limiting block 15 is located within the included angle space between the first link segment 5221 and the second link segment 5222. The hinge point between the second link 522 and the tail fin 11 is located at the connection between the first link segment 5221 and the second link segment 5222. The two ends of the first link 521 are respectively hinged to the first link segment 5221 and the sliding member 513 of the screw mechanism 51. The two ends of the second link 522 are respectively hinged to the second link segment 5222 and the movable tail fin 21. When the movable tail fin 21 swings to... Figure 5 In the indicated state, the second stop 152 of the limiting block 15 abuts against the second rod segment 5222, and the front and rear ends of the movable tail fin 21 are basically at the same height; when the movable tail fin 21 swings its limbs as shown... Figure 6In the indicated state, the first stop 151 of the limiting block 15 abuts against the first rod segment 5221, and the rear end of the movable tail fin 21 is higher than the front end of the movable tail fin 21. From Figure 5 The state shown Figure 6 When the state transition is shown, the slider 513 slides relative to the guide rod in a direction away from the vehicle body connection 13 and the drive unit 30 and applies a thrust to the first link 521; from Figure 6 The state shown Figure 5 When the state is switched as shown, the slider 513 slides relative to the guide rod in a direction close to the body connection 13 and the drive unit 30 and applies a pulling force to the first link 521.
[0045] The technical features of the above-described embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0046] Those skilled in the art should recognize that the above embodiments are only used to illustrate the present utility model and are not intended to limit the present utility model. Any appropriate changes and variations made to the above embodiments within the scope of the essential spirit of the present utility model shall fall within the scope of protection claimed by the present utility model.
Claims
1. A tail wing device, characterized by, The tail wing device comprises a support unit (10) and a movable tail wing (21) movably arranged on the support unit (10), and further comprises a driving unit (30), a speed reduction unit (40) and a transmission unit (50) arranged in sequence from low to high along the height direction of the support unit (10), the driving unit (30) is arranged on the support unit (10), the speed reduction unit (40) is drivingly connected with the driving unit (30), and the transmission unit (50) is connected with the speed reduction unit (40) and the movable tail wing (21).
2. The tail wing apparatus of claim 1, wherein, The support unit (10) comprises a tail wing support (11), a support arm (12) and a vehicle body connecting portion (13) arranged in sequence from high to low, the movable tail wing (21) is movably arranged on the tail wing support (11), the driving unit (30) is mounted on the support arm (12) or the vehicle body connecting portion (13), and the driving unit (30), the speed reduction unit (40) and the transmission unit (50) are arranged in sequence from low to high along the length direction of the support arm (12).
3. The tail wing apparatus of claim 2, wherein, The support unit (10) further comprises a protective shell (14) fixedly containing the driving unit (30) and the speed reduction unit (40), and the tail wing device further comprises a bottom bracket (60), the bottom bracket (60) is arranged at an end of the vehicle body connecting portion (13) away from the support arm (12), and the two ends of the protective shell (14) are fixedly connected with the tail wing support (11) and the bottom bracket (60) respectively.
4. The tail wing apparatus of claim 3, wherein, The tail wing support (11) contains part of the transmission unit (50) and is provided with a first extension hole (111) for the transmission unit (50) to connect with the movable tail wing (21); and / or The tail wing support (11) contains part of the transmission unit (50) and is provided with a second extension hole (112) for the transmission unit (50) to connect with the speed reduction unit (40).
5. The tail wing apparatus of claim 2, wherein, The driving unit (30) is located outside the support arm (12); and / or The vehicle body connecting portion (13) comprises a distal end located inside a tail panel and a proximal end located outside the tail panel, the distal end is used for connecting a tail structure and / or a tail reinforcement, the proximal end is connected with the support arm (12), and the driving unit (30) is mounted on the proximal end.
6. The tail wing apparatus according to any one of claims 1 to 5, characterized in that, The speed reduction unit (40) comprises a gear box (41) connected with the driving unit (30) and the transmission unit (50); and / or The transmission unit (50) comprises a screw rod mechanism (51) and a connecting rod mechanism (52), the screw rod mechanism (51) is drivingly connected with the speed reduction unit (40), and the connecting rod mechanism (52) is connected with the screw rod mechanism (51), the support unit (10) and the movable tail wing (21).
7. The tail wing apparatus of claim 6, wherein, The screw rod mechanism (51) comprises a sliding piece (513) connected with the connecting rod mechanism (52), and further comprises a screw rod (511) and a guide rod arranged in the same direction, the screw rod (511) is in threaded cooperation with the sliding piece (513), the guide rod is in sliding cooperation with the sliding piece (513), and the screw rod (511) is drivingly connected with the speed reduction unit (40).
8. The tail wing apparatus of claim 7, wherein, The screw rod (511) and the guide rod extend along the height direction of the support unit (10), the sliding piece (513) is slidably arranged along the height direction of the support unit (10) relative to the guide rod, and the driving unit (30), the speed reduction unit (40) and the screw rod mechanism (51) are sequentially arranged along the height direction of the support unit (10).
9. The tail wing apparatus of claim 6, wherein, The support unit (10) further comprises a tail boom (11) and a limiting block (15) arranged in the tail boom (11), the connecting rod mechanism (52) is arranged in the tail boom (11) and comprises a second connecting rod (522) hinged to the tail boom (11), a first connecting rod (521) hinged to the second connecting rod (522) and the screw rod mechanism (51), and a third connecting rod (523) hinged to the second connecting rod (522) and the movable tail wing (21), and the limiting block (15) comprises a first stop portion (151) and a second stop portion (152) for abutting against the second connecting rod (522).
10. A vehicle characterized by comprising: The tail wing device comprises the tail wing device according to any one of claims 1-9. The tail wing device comprises the tail wing device according to any one of claims 1-9.