Empennage mechanism and vehicle

Abstract

The utility model relates to an empennage mechanism and a vehicle. The empennage mechanism comprises a first wing plate and a first adjusting piece. The first adjusting piece is connected with the first wing plate and is configured to drive the first wing plate to move towards the vehicle tail or return to the original position in the length direction of the vehicle body under the action of force. The first tail wing is driven by the first adjusting part to move towards the vehicle tail, so that the length of the vehicle roof in the length direction of the vehicle body is increased, airflow of the vehicle roof is guided to the rear portion of the vehicle tail, and turbulent flow originally generated at the vehicle tail can be generated again at the position away from the rear portion of a back door of the vehicle by a certain distance. Thus, the influence of turbulent flow on the automobile can be reduced, the resistance generated by the turbulent flow on the automobile is reduced, the wind resistance of the automobile can be reduced, and then the energy consumption of the automobile is reduced.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a rear wing mechanism, a suspension assembly, and a vehicle. Background Technology

[0002] According to aerodynamic principles, during vehicle operation, aerodynamic forces are generated simultaneously around the vehicle's center of gravity in the longitudinal (parallel to the vehicle's direction of travel, also known as the X-direction or vehicle length direction), lateral (parallel to the vehicle's axle axis, also known as the Y-direction or vehicle width direction), and vertical (parallel to the direction of gravity, also known as the Z-direction or vehicle height direction) directions. Among these, the longitudinal aerodynamic force constitutes air resistance, which significantly hinders vehicle movement. This results in higher energy consumption for vehicles. Utility Model Content

[0003] This application provides a tail wing mechanism that can reduce vehicle energy consumption, thereby improving the vehicle's fuel economy and range, and thus at least solving the aforementioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a tail wing mechanism is provided, the tail wing mechanism including a first wing plate and a first adjusting member; the first adjusting member is connected to the first wing plate, and the first adjusting member is configured to drive the first wing plate to move towards the rear of the vehicle along the length direction of the vehicle body or return to its original position under the action of a force.

[0005] Optionally, the rear wing mechanism further includes a second wing plate and a second adjusting member, the second adjusting member being connected to the second wing plate, and the second adjusting member being configured to drive the second wing plate to move towards the front of the vehicle along the length of the vehicle body or return to its original position under the action of force; wherein, in the original position, the first wing plate and the second wing plate are at least partially stacked.

[0006] Optionally, the first wing has a first windward surface and the second wing has a second windward surface; when the first wing is located on the side of the second wing near the rear of the vehicle, the second windward surface smoothly transitions to the first windward surface.

[0007] Optionally, the first adjusting member is a linkage assembly, the first adjusting member is hinged to the first wing plate, and the first adjusting member is configured to be hinged to the carrier. The first adjusting member is configured to rotate around the hinge portion between the first adjusting member and the carrier under the action of force, so as to drive the first wing plate to move towards the rear of the vehicle along the length direction of the vehicle body or return to its original position.

[0008] Optionally, the second adjusting member is a linkage assembly. The second adjusting member is hinged to the second wing plate and configured to be hinged to the carrier. The second adjusting member is configured to rotate around the hinge portion between the second adjusting member and the carrier under the action of force, so as to drive the second wing plate to move towards the front of the vehicle along the length of the vehicle body or return to its original position.

[0009] Optionally, it also includes a transmission rod, the two ends of which are hinged to the first adjusting member and the second adjusting member, respectively. The transmission rod transmits the rotational power of the first adjusting member to the second adjusting member to drive the second adjusting member to rotate around the hinged part between the second adjusting member and the carrier.

[0010] Optionally, the first adjusting member includes a first connecting rod and a second connecting rod. The two ends of the first connecting rod are respectively hinged to the first wing plate and the carrier, and the two ends of the second connecting rod are respectively connected to the first wing plate and one end of the transmission rod. The middle part of the second connecting rod is hinged to the carrier. The second adjusting member includes two third connecting rods. The two ends of the third connecting rod are respectively hinged to the second wing plate and the carrier, and the other end of the transmission rod is hinged to a third connecting rod. The first and second connecting rods are configured to rotate around the hinged portion between themselves and the carrier under the action of force, so as to drive the first wing plate to move towards the rear of the vehicle or return to its original position along the length of the vehicle body. The third connecting rod is configured to rotate around the hinged portion between the third connecting rod and the carrier under the action of force, so as to drive the second wing plate to move towards the front of the vehicle or return to its original position along the length of the vehicle body.

[0011] Optionally, the tail wing mechanism further includes a transmission component, which includes a drive shaft, a first crank, and a second crank. The drive shaft is rotatably mounted on the carrier. One end of the drive shaft is connected to one end of the first crank, and the other end is configured to be connected to a motor. The other end of the first crank is hinged to one end of the second crank, and the other end of the second crank is hinged to one of the first connecting rod and the second connecting rod.

[0012] Optionally, the second link is located between the first link and the third link, and the other end of the second crank is hinged to the second link.

[0013] Optionally, the part of the second connecting rod that is hinged to the carrier is the first hinge point, and the part of the second connecting rod located between the first wing plate and the first hinge point is hinged to the second crank.

[0014] Optionally, the tail fin mechanism also includes a mounting plate located between the second wing and the second adjusting member, and the mounting plate is connected to the second wing and the second adjusting member.

[0015] Optionally, the tail fin mechanism includes two second adjusting members, which are located at both ends of the second fin in the length direction.

[0016] Optionally, the tail fin mechanism further includes a mounting base located between the first wing plate and the first adjusting member, and the mounting base is connected to the first wing plate and the first adjusting member.

[0017] Optionally, the tail fin mechanism includes two first adjusting members, which are located at both ends of the first wingplate along its length.

[0018] Optionally, the rear wing mechanism also includes a base, to which the first adjusting member is connected, and the base is configured to be connected to the vehicle body.

[0019] Optionally, the first adjusting member includes a first connecting rod and a second connecting rod, the two ends of the first connecting rod being hinged to the first wing plate and the carrier, respectively, and the second connecting rod being hinged to the first wing plate and the carrier.

[0020] Optionally, the tail wing mechanism further includes a transmission component, which includes a drive shaft, a first crank, and a second crank. The drive shaft is rotatably mounted on the carrier. One end of the drive shaft is connected to one end of the first crank, and the other end is configured to be connected to a motor. The other end of the first crank is hinged to one end of the second crank, and the other end of the second crank is hinged to one of the first connecting rod and the second connecting rod.

[0021] According to a second aspect of this application, a vehicle is provided, the vehicle including a tailgate, a power source, and the aforementioned rear wing mechanism; a first adjusting member is fixed to the roof, and a first wing plate is located at the top of the tailgate; the power source is connected to the first adjusting member in a transmission manner; wherein, the power source drives the first wing plate to move towards the rear of the vehicle or return to its original position along the length direction of the vehicle body through the first adjusting member, and the first wing plate moves towards the rear of the vehicle, with at least a portion of the first wing plate located on the side of the tailgate away from the front of the vehicle.

[0022] In the rear wing mechanism of this application embodiment, the first rear wing is driven to move towards the rear of the vehicle by a first adjusting member, thereby increasing the length of the roof in the vehicle's length direction. This guides the airflow from the roof to a more rearward position, allowing the turbulence originally generated at the rear of the vehicle to regenerate at a distance from the rear door. This reduces the impact of turbulence on the vehicle, thereby decreasing the drag it generates and ultimately reducing the vehicle's wind resistance and energy consumption.

[0023] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0026] Figure 1 This is a schematic diagram of the structure of the first tail fin mechanism provided in the exemplary embodiments of this disclosure;

[0027] Figure 2This is a schematic diagram of the structure of the first type of tail wing mechanism provided in the exemplary embodiment of this disclosure, which moves towards the rear of the vehicle;

[0028] Figure 3 This is a schematic diagram of the structure of the second tail fin mechanism provided in the exemplary embodiments of this disclosure;

[0029] Figure 4 This is a schematic diagram of the structure of the second type of tail wing mechanism provided in the exemplary embodiment of this disclosure, which moves towards the rear of the vehicle;

[0030] Figure 5 This is a schematic diagram of the structure of the second tail wing mechanism provided in the exemplary embodiment of this disclosure when it is retracted;

[0031] Figure 6 This is a schematic diagram of the structure of the second tail fin mechanism provided in the exemplary embodiment of this disclosure when it is deployed;

[0032] Figure 7 This is a schematic diagram of the structure of the first adjusting member and the second adjusting member provided in the exemplary embodiments of this disclosure;

[0033] Figure 8 This is a schematic diagram of the structure of the first and second adjusting members from another perspective provided in an exemplary embodiment of this disclosure;

[0034] Figure 9 This is a schematic diagram of the structure of the first and second adjusting members after the tail fin is deployed, provided in an exemplary embodiment of this disclosure;

[0035] Figure 10 This is a schematic diagram of the structure of the first and second adjusting members provided in the exemplary embodiments of this disclosure.

[0036] Figure 11 This is a partial structural schematic diagram of a vehicle provided in an exemplary embodiment of this disclosure;

[0037] Figure 12 This is a schematic diagram of the structure of the first and second tail fins after deployment, provided in an exemplary embodiment of this disclosure.

[0038] Explanation of reference numerals in the attached figures:

[0039] 100 - Tail wing mechanism; 11 - First wingplate; 111 - First windward surface;

[0040] 12-Second wingplate; 121-Second windward surface;

[0041] 13-First adjusting component; 131-First connecting rod; 132-Second connecting rod; 1321-First hinge point;

[0042] 14-Second adjusting component; 141-Third connecting rod;

[0043] 15-Transmission rod;

[0044] 16-Transmission component; 161-First crank; 162-Second crank; 163-Moving shaft;

[0045] 17-Mounting plate;

[0046] 18-Mounting base; 19-Base;

[0047] 200 - Vehicle; 21 - Rear door; 22 - Roof; 23 - Power source. Detailed Implementation

[0048] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0049] The following combination Figures 1 to 12 The tail wing mechanism 100 and the vehicle 200 provided in the embodiments of this application will be described in detail. It can be understood that... Figures 1 to 4 This is a simplified diagram of the mechanism movement of the first adjusting member 13 and the second adjusting member 14 provided in the embodiments of this application. It is used to illustrate the connection of the linkage and does not indicate that the positional relationship and dimensions between the components must be in accordance with the actual situation. Figures 1 to 4 The proportional arrangement is shown.

[0050] Please see Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the structure of the first tail fin mechanism 100 provided in the exemplary embodiment of this disclosure. Figure 2 This is a schematic diagram of the structure of the first rear wing mechanism 100 provided in an exemplary embodiment of this disclosure, showing its movement toward the rear of the vehicle. In a first aspect, embodiments of this application provide a rear wing mechanism 100. The rear wing mechanism 100 includes a first wing plate 11 and a first adjusting member 13. The first adjusting member 13 is connected to the first wing plate 11. The first adjusting member 13 is configured to drive the first wing plate 11 to move toward the rear of the vehicle along the length direction of the vehicle body or return to its original position under the action of a force.

[0051] The first adjusting member 13 is fixed to the roof 22. For example, the first adjusting member 13 can be connected to the top of the tailgate 21 or to the roof panel 22. The first adjusting member 13 can be directly connected to the roof 22 or connected to the roof 22 through other components.

[0052] In use, the first wing 11 moves towards the rear of the vehicle and can be at least partially located on the side of the tailgate 21 opposite to the front of the vehicle, such as... Figure 2 As shown. When the first wing plate 11 is not needed, it remains in its original position, located above the rear door 21, as shown. Figure 1 As shown. Figure 1 and Figure 2 The dotted line in the diagram represents the top outline of the rear door 21.

[0053] It is understandable that the length of the vehicle body is parallel to the vehicle's forward direction.

[0054] It is understood that the first adjusting member 13 can be located between the roof 22 and the first wing 11, or it can be arranged side by side with the first wing 11 on the roof 22.

[0055] For example, the first adjusting member 13 can be a linkage assembly, which is hinged to the roof 22 and the first wing 11. In this case, the power source 23 that generates force can be an electric motor. The electric motor drives a certain link of the linkage assembly to rotate forward and backward through a crank assembly or gear, thereby driving the first wing 11 to reciprocate in the length direction of the vehicle body.

[0056] For example, the first adjusting member 13 can also be a fluid pressure rod, such as a hydraulic rod or a pneumatic rod. In this case, the power source 23 that generates force can be a fluid power pump. The fluid pressure rod is fixed to the roof 22, and the extended end of the piston rod of the fluid pressure rod is connected to the first wing plate 11. The fluid power pump drives the piston rod to reciprocate, thereby causing the first wing plate 11 to reciprocate in the length direction of the vehicle body.

[0057] For example, the first adjusting member 13 can also be a gear and rack assembly, with the rack connected to the first wing plate 11, and the gear rotatably mounted on the roof 22 and meshing with the rack. In this case, the power source 23 that generates force can be an electric motor. The output shaft of the electric motor is connected to the gear to drive the gear to rotate forward and backward, thereby driving the rack and the first wing plate 11 to reciprocate in the length direction of the vehicle body.

[0058] It is understood that, in addition to the specific implementation structure of the first adjusting member 13 as illustrated above, sprocket assemblies, lead screw and nut assemblies, crank-slider assemblies, etc., can also be used. This embodiment does not limit this and the choice can be made according to the specific circumstances.

[0059] It is understandable that during vehicle 200's operation, when the airflow flows from the front of the roof 22 to the rear of the roof 22 and separates from the vehicle 200 at the rear, turbulence is generated at the rear, thus creating resistance to the vehicle 200 and resulting in higher energy consumption. Generally speaking, the larger the cross-section of the rear of the vehicle 200, the higher the resistance exerted on the vehicle 200 when the airflow separates from the vehicle 200.

[0060] Therefore, in this embodiment, to reduce the air resistance experienced by the vehicle 200, the rear wing mechanism 100 can be activated. Specifically, the first adjusting member 13 drives the first rear wing to move towards the rear of the vehicle, thereby increasing the length of the roof 22 in the vehicle's length direction. This guides the airflow from the roof 22 to a more rearward position, allowing the turbulence originally generated at the rear to regenerate some distance behind the tailgate 21 of the vehicle 200. This reduces the impact of turbulence on the vehicle, thereby reducing the drag generated by turbulence on the vehicle 200, thus lowering the vehicle 200's wind resistance and consequently reducing its energy consumption.

[0061] Specifically, for gasoline vehicles, it can improve fuel economy. For electric vehicles, it can improve range. For hybrid vehicles or range-extended vehicles, it can improve both fuel economy and range.

[0062] In addition, the translational motion of the first wing plate 11 not only reduces the air resistance of the vehicle 200, but also creates a three-dimensional visual effect through the two different actions and appearance effects of starting and returning, making the vehicle 200 unique and enhancing its aesthetics.

[0063] Please see Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the structure of the second tail fin mechanism 100 provided in the exemplary embodiment of this disclosure. Figure 4 This is a schematic diagram of the structure of the second type of rear wing mechanism 100 provided in the exemplary embodiment of this disclosure, moving towards the rear of the vehicle. In some embodiments, the rear wing mechanism 100 further includes a second wing plate 12 and a second adjusting member 14. The second adjusting member 14 is connected to the second wing plate 12. The second adjusting member 14 is configured to drive the second wing plate 12 to move towards the front of the vehicle along the length direction of the vehicle body or return to its original position under the action of a force. Wherein, in the original position, the first wing plate 11 and the second wing plate 12 are at least partially stacked.

[0064] It is understood that the second adjusting member 14 can be located between the roof 22 and the second wing 12, or it can be arranged side by side with the second wing 12 on the roof 22. The arrangement of the second adjusting member 14 does not interfere with the first adjusting member 13.

[0065] It is understood that the structure of the second adjusting member 14 may be the same as or different from the structure of the first adjusting member 13. Its specific implementation structure can refer to the various exemplary structures of the first adjusting member 13 mentioned above, which will not be repeated here.

[0066] For example, the first wing 11 is located above the second wing 12, or the first wing 11 is located below the second wing 12. Specifically, the second wing 12 is located between the first wing 11 and the roof 22. And in its original position, the second wing 12 is covered by the first wing 11, as... Figure 5 As shown, Figure 5 This is a schematic diagram of the structure of the second tail wing mechanism 100 provided in the exemplary embodiment of this disclosure when it is retracted.

[0067] To reduce the wind resistance of vehicle 200, the first rear wing is moved towards the rear of the vehicle via the first adjusting member 13, and the second rear wing is moved towards the front of the vehicle via the second adjusting member 14. Figure 4 and Figure 6 As shown, Figure 6 This is a schematic diagram of the second type of rear wing mechanism 100 provided in the exemplary embodiment of this disclosure when deployed. This allows the first and second rear wings to be fully deployed at the rear of the vehicle 200. At this time, viewed from the side of the vehicle, the first and second rear wings form a single unit, and the top windward surface of the vehicle 200 smoothly transitions to the second and first rear wings. This is equivalent to lengthening the roof 22 of the vehicle 200, allowing airflow to flow continuously backward over the roof 22, and forming vortices at a distance behind the vehicle that would create resistance during the vehicle's movement, thereby reducing wind resistance.

[0068] In this embodiment, by providing a second wing 12, the gap between the first wing 11 moving towards the rear of the vehicle and the roof 22 can be filled. This allows the airflow on the roof 22 to smoothly transition to the first wing 11 via the second wing 12, guiding the airflow smoothly backward as the vehicle 200 moves forward, thereby reducing the resistance of the airflow from the roof 22 to the first wing 11. This reduces the wind resistance of the vehicle 200 and its energy consumption.

[0069] Please see Figure 6 In some embodiments, the first wing 11 has a first windward surface 111. The second wing 12 has a second windward surface 121. When the first wing 11 is located on the side of the second wing 12 near the rear of the vehicle, the second windward surface 121 smoothly transitions to the first windward surface 111.

[0070] It is understood that when the first wing 11 and the second wing 12 are in working state, that is, when the first wing 11 moves to the rear of the vehicle to the target position and the second wing 12 moves to the front of the vehicle to the target position, the second windward surface 121 smoothly transitions to the first windward surface 111.

[0071] It is understood that to reduce the wind resistance of vehicle 200, the first rear wing is moved towards the rear of the vehicle by the first adjusting member 13, and the second rear wing is moved towards the front of the vehicle by the second adjusting member 14, so that the first wing 11 is located on the side of the second wing 12 closer to the rear of the vehicle. In this state, the second windward surface 121 smoothly transitions onto the first windward surface 111. Furthermore, the windward surface of the top of vehicle 200 smoothly transitions onto the second windward surface 121. Additionally, when the first wing 11 and the second wing 12 are retracted, the windward surface of the top of vehicle 200 smoothly transitions onto the first windward surface 111.

[0072] In this embodiment, the aforementioned limitations allow the airflow located on the roof 22 to smoothly transition to the first wing 11 via the second wing 12, thereby reducing the resistance when the airflow from the roof 22 reaches the first wing 11. This reduces the wind resistance of the vehicle 200 and lowers its energy consumption.

[0073] Please see Figure 3 , Figure 4 and Figure 7 , Figure 7 This is a schematic diagram of the structure of the first adjusting member 13 and the second adjusting member 14 provided in an exemplary embodiment of this disclosure. In some embodiments, the first adjusting member 13 is a linkage assembly. The first adjusting member 13 is hinged to the first wing plate 11. The first adjusting member 13 is also configured to be hinged to the carrier. The first adjusting member 13 is configured to rotate about the hinged portion between the first adjusting member 13 and the carrier under the action of force, thereby driving the first wing plate 11 to move back and forth in the length direction of the vehicle body, that is, driving the first wing plate 11 to move towards the rear of the vehicle or return to its original position along the length direction of the vehicle body.

[0074] The carrier can be a component of the roof 22 or a component disposed between the roof 22 and the first adjusting member 13, such as the base 19.

[0075] It is understandable that the linkage assembly, due to its numerous hinge joints, possesses a certain degree of flexibility and elasticity. Therefore, during the movement of the vehicle 200, the elasticity and flexibility of the linkage assembly can be used to buffer the first wing plate 11, reducing the impact on the first wing plate 11 caused by the vibration of the vehicle 200.

[0076] Furthermore, the linkage assembly can not only move the first wing plate 11 in the length direction of the vehicle body, but also adjust the position of the first wing plate 11 in the Z direction so that the first windward surface 111 of the first wing plate 11 can smoothly transition to the windward surface of the second wing plate 12, thereby reducing wind resistance.

[0077] Please see Figure 3 , Figure 4 and Figure 7In some embodiments, the second adjusting member 14 is a linkage assembly, which is hinged to the second wing plate 12 and configured to be hinged to the carrier. The second adjusting member 14 is configured to rotate about the hinge portion between the second adjusting member 14 and the carrier under the action of force, so as to drive the second wing plate 12 to move back and forth in the length direction of the vehicle body, that is, to drive the second wing plate 12 to move towards the front of the vehicle or return to its original position along the length direction of the vehicle body.

[0078] It is understood that the second adjusting member 14, like the first adjusting member 13, is a linkage assembly. The second adjusting member 14 has the same technical effect as the first adjusting member 13, which will not be elaborated here.

[0079] Please see Figure 3 , Figure 4 and Figure 7 In some embodiments, a transmission rod 15 is also included. The two ends of the transmission rod 15 are hinged to the first adjusting member 13 and the second adjusting member 14, respectively. The transmission rod 15 transmits the rotational power of the first adjusting member 13 to the second adjusting member 14 to drive the second adjusting member 14 to rotate around the hinge portion between the second adjusting member 14 and the carrier.

[0080] Specifically, when the tail fin is deployed, the structures of the first adjusting member 13 and the second adjusting member 14 change from... Figure 3 Become Figure 4 As shown in the diagram, the first adjusting member 13 rotates clockwise under the action of force, thereby moving the first rear wing towards the rear of the vehicle. Simultaneously, the first adjusting member 13 pushes the transmission rod 15 towards the front of the vehicle, which in turn pushes the second adjusting member 14 counterclockwise through the transmission rod 15, moving the second rear wing towards the front of the vehicle. This completes the deployment of the rear wing, as shown in the diagram. Figure 4 , Figure 6 and Figure 9 As shown, Figure 9 This is a schematic diagram of the structure of the first adjusting member 13 and the second adjusting member 14 after the tail fin is deployed, provided in an exemplary embodiment of this disclosure.

[0081] Specifically, when the tail fin is retracted, the structures of the first adjusting member 13 and the second adjusting member 14 change from... Figure 4 Become Figure 3 As shown in the diagram, the first adjusting member 13 rotates counterclockwise under the action of force, thereby causing the first tail wing to return to its original position. Simultaneously, the first adjusting member 13 pulls the transmission rod 15 towards the rear of the vehicle, which in turn pulls the second adjusting member 14 clockwise through the transmission rod 15, causing the second tail wing to return to its original position. This completes the tail wing retraction, as shown in the diagram. Figure 3 , Figure 5 , Figure 7 and Figure 8 As shown.

[0082] In this embodiment, by setting the transmission rod 15, the tail wing mechanism 100 can be equipped with a motor to enable the first tail wing and the second tail wing to move in different directions, which helps to control manufacturing costs and reduce the overall weight.

[0083] Please see Figure 3 , Figure 4 and Figure 7 In some embodiments, the first adjusting member 13 includes a first connecting rod 131 and a second connecting rod 132. The two ends of the first connecting rod 131 are hinged to the first wing plate 11 and the carrier, respectively. The two ends of the second connecting rod 132 are connected to the first wing plate 11 and one end of the transmission rod 15, respectively. The middle portion of the second connecting rod 132 is hinged to the carrier. The second adjusting member 14 includes two third connecting rods 141. The two ends of the third connecting rod 141 are hinged to the second wing plate 12 and the carrier, respectively. The other end of the transmission rod 15 is hinged to one of the third connecting rods 141. The first connecting rods 131 and 132 are configured to rotate around the hinge point between themselves and the carrier under the action of force, thereby driving the first wing plate 11 to move back and forth along the length of the vehicle body, that is, driving the first wing plate 11 to move towards the rear of the vehicle or return to its original position along the length of the vehicle body. The third link 141 is configured to rotate around the hinge between the third link 141 and the carrier under the action of force, so as to drive the second wing plate 12 to move back and forth in the length direction of the vehicle body, that is, to drive the second wing plate 12 to move towards the front of the vehicle or return to its original position along the length direction of the vehicle body.

[0084] Specifically, the second link 132 is located between the first link 131 and the third link 141, which is hinged to the transmission rod 15. The third link 141, which is hinged to the transmission rod 15, is located between the other third link 141 and the second link 132.

[0085] Specifically, when the tail fin is deployed, the structures of the first adjusting member 13 and the second adjusting member 14 change from... Figure 3 Become Figure 4 As shown in the diagram, the first link 131 and the second link 132 rotate clockwise under the action of force, thereby moving the first rear wing towards the rear of the vehicle. Simultaneously, the second link 132 pushes the transmission rod 15 towards the front of the vehicle, which in turn drives the third link 141 to rotate counterclockwise, thus moving the second rear wing towards the front of the vehicle. This completes the deployment of the rear wing, as shown in the diagram. Figure 4 , Figure 6 and Figure 9 As shown.

[0086] Specifically, when the tail fin is retracted, the structures of the first adjusting member 13 and the second adjusting member 14 change from... Figure 4 Become Figure 3As shown in the diagram, the first link 131 and the second link 132 rotate counterclockwise under the action of force, thereby causing the first tail wing to return to its original position. Simultaneously, the second link 132 pulls the transmission rod 15 towards the rear of the vehicle, which in turn pulls the third link 141 clockwise through the transmission rod 15, causing the second tail wing to return to its original position. This completes the tail wing retraction, as shown in the diagram. Figure 3 , Figure 5 , Figure 7 and Figure 8 As shown.

[0087] In this embodiment, the first adjusting member 13 and the second adjusting member 14 use the above-described structure to drive the first tail fin and the second tail fin, which makes the overall structure simple and the movement stable.

[0088] Please see Figure 3 , Figure 4 and Figure 7 In some embodiments, the tail wing mechanism 100 further includes a transmission member 16. The transmission member 16 includes a drive shaft 163, a first crank 161, and a second crank 162. The drive shaft 163 is rotatably mounted on a carrier. One end of the drive shaft 163 is connected to one end of the first crank 161, and the other end is configured to connect to a motor. The other end of the first crank 161 is hinged to one end of the second crank 162. The other end of the second crank 162 is hinged to one of the first connecting rod 131 and the second connecting rod 132. This allows for smooth power output from the motor driving the first adjusting member 13, and facilitates buffering and vibration reduction at the hinge joint between the first crank 161 and the second crank 162, improving the smoothness of movement when the tail wing opens and retracts.

[0089] The motor drives the transmission shaft 163 to rotate. The transmission shaft 163 drives the first crank 161 to rotate. The first crank 161 drives the second crank 162 to rotate. The second crank 162 pushes one of the first connecting rod 131 and the second connecting rod 132, which are hinged to it, to rotate, and drives the other to follow suit. At the same time, the second connecting rod 132 drives the transmission rod 15 to move, so as to drive the third connecting rod 141 to rotate.

[0090] Please see Figure 3 , Figure 4 or Figure 7 In some embodiments, the second link 132 is located between the first link 131 and the third link 141. The other end of the second crank 162 is hinged to the second link 132. This allows the transmission member 16 to be positioned in a more central position within the rear wing mechanism 100, thereby improving the force balance of the rear wing mechanism 100 and reducing the layout difficulty of mounting the rear wing mechanism 100 on the roof 22.

[0091] Please see Figure 3 , Figure 4 or Figure 8In some embodiments, the portion of the second connecting rod 132 that is hinged to the carrier is the first hinge point 1321. The portion of the second connecting rod 132 located between the first wing plate 11 and the first hinge point 1321 is hinged to the second crank 162. This allows for a greater distance between the portion of the second connecting rod 132 that is hinged to the second crank 162 and the portion of the second connecting rod 132 that is hinged to the transmission rod 15, thereby reducing the installation difficulty of hinged connections between the second connecting rod 132 and the corresponding components.

[0092] Please see Figure 7 or Figure 8 or Figure 9 In some embodiments, the tail wing mechanism 100 further includes a mounting plate 17. The mounting plate 17 is located between the second wing plate 12 and the second adjusting member 14. The mounting plate 17 is connected to the second wing plate 12 and the second adjusting member 14. In this embodiment, by providing the mounting plate 17, the reliability of the connection between the second wing plate 12 and the second adjusting member 14 can be increased, thereby improving the smoothness of the movement of the second wing plate 12.

[0093] Please see Figure 10 , Figure 10 This is a schematic diagram of the structure of the first adjusting member 13 and the second adjusting member 14 provided in an exemplary embodiment of this disclosure. In some embodiments, the tail wing mechanism 100 includes two second adjusting members 14. The two second adjusting members 14 are respectively located at both ends of the second wing plate 12 in the longitudinal direction.

[0094] It is understandable that the length direction of the second wing plate 12 is the Y direction of the vehicle 200.

[0095] It is understandable that, in order to reduce the space occupied by the tail fin mechanism 100 when it is retracted, the first link 131 is L-shaped, and the corner of the first link 131 is located close to the transmission component 16, such as... Figure 10 As shown.

[0096] In this embodiment, the above-mentioned limitations can improve the uniformity of force distribution on the second wing plate 12 and enhance the load-bearing capacity and motion stability of the tail wing mechanism 100.

[0097] Please see Figure 7 or Figure 8 or Figure 9 In some embodiments, the tail wing mechanism 100 further includes a mounting base 18. The mounting base 18 is located between the first wing plate 11 and the first adjusting member 13. The mounting base 18 is connected to the first wing plate 11 and the first adjusting member 13. In this way, the reliability of the connection between the first wing plate 11 and the first adjusting member 13 can be increased, thereby improving the smoothness of the movement of the second wing plate 12.

[0098] Please see Figure 10In some embodiments, the tail wing mechanism 100 includes two first adjusting members 13. The two first adjusting members 13 are located at opposite ends of the length of the first wing plate 11.

[0099] It can be understood that the length direction of the first wing plate 11 is the Y direction of the vehicle 200.

[0100] In this embodiment, the above-mentioned limitations can improve the uniformity of force distribution on the first wing plate 11 and enhance the load-bearing capacity and motion stability of the tail wing mechanism 100.

[0101] Please see Figure 7 In some embodiments, the rear wing mechanism 100 also includes a base 19. A first adjusting member 13 is connected to the base 19. The base 19 is configured to connect to the vehicle body. This allows the rear wing mechanism 100 to be modularized, enabling it to be assembled as a whole and then mounted on the vehicle body via the base 19, thereby improving manufacturing efficiency.

[0102] It is understood that the first link 131, the second link 132, and the third link 141 are all hinged to the base 19, that is, the first link 131, the second link 132, and the third link 141 are all connected to the vehicle body through the base 19.

[0103] Please see Figure 1 and Figure 2 In some embodiments, the first adjusting member 13 includes a first connecting rod 131 and a second connecting rod 132. The two ends of the first connecting rod 131 are hinged to the first wing plate 11 and the carrier, respectively, and the second connecting rod 132 is hinged to both the first wing plate 11 and the carrier. This allows the first adjusting member 13 to have multiple hinge points, thereby giving the connecting rod assembly a certain degree of flexibility and elasticity. During the movement of the vehicle 200, the elasticity and flexibility of the connecting rod assembly can be used to buffer the first wing plate 11, reducing the impact on the first wing plate 11 caused by the vibration of the vehicle 200.

[0104] Please see Figure 1 and Figure 2 In some embodiments, the tail wing mechanism 100 further includes a transmission member 16. The transmission member 16 includes a drive shaft 163, a first crank 161, and a second crank 162. The drive shaft 163 is rotatably mounted on a carrier. One end of the drive shaft 163 is connected to one end of the first crank 161, and the other end is configured to connect to a motor. The other end of the first crank 161 is hinged to one end of the second crank 162. The other end of the second crank 162 is hinged to one of the first connecting rod 131 and the second connecting rod 132. This allows for smooth power output from the motor driving the first adjusting member 13, and facilitates buffering and vibration reduction at the hinge joint between the first crank 161 and the second crank 162, improving the smoothness of movement when the tail wing opens and retracts.

[0105] Please see Figure 11 and Figure 12 , Figure 11 This is a partial structural schematic diagram of the vehicle 200 provided in an exemplary embodiment of this disclosure. Figure 12 This is a schematic diagram of the structure of the first and second tail wings after deployment, provided in an exemplary embodiment of this disclosure. According to a second aspect of this application, a vehicle 200 is provided. The vehicle 200 includes a tailgate 21, a power source 23, and the aforementioned tail wing mechanism 100. A first adjusting member 13 is fixed to the roof 22. A first wing plate 11 is located at the top of the tailgate 21. The power source 23 is drively connected to the first adjusting member 13. The power source 23 drives the first wing plate 11 to reciprocate along the length of the vehicle body via the adjusting member, that is, drives the first wing plate 11 to move towards the rear of the vehicle or return to its original position along the length of the vehicle body. When the first wing plate 11 moves towards the rear of the vehicle, at least a portion of the first wing plate 11 is located on the side of the tailgate 21 opposite to the front of the vehicle.

[0106] It is understood that the vehicle 200 can be a fuel vehicle 200, a plug-in hybrid vehicle 200, or a new energy vehicle 200, etc., and this disclosure does not make any specific restrictions.

[0107] It's understandable that when the rear wing isn't needed, it folds back into the roof (22mm). Figure 11 As shown. When using the tail fin, the tail fin deploys, as... Figure 12 As shown.

[0108] It is understood that the power source can be a rotary motor, hydraulic rod, pneumatic rod, etc. The power source is selected according to the specific implementation structure of the first adjusting component 13, as described above, and will not be repeated here.

[0109] It is understood that the vehicle 200 includes the aforementioned tail wing mechanism 100, and the vehicle 200 has all the beneficial effects of the aforementioned tail wing mechanism 100, which will not be repeated here.

[0110] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0111] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0112] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0113] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A tail fin mechanism (100), characterized in that, include: First wing plate (11); as well as, The first adjusting member (13) is connected to the first wing plate (11). The first adjusting member (13) is configured to drive the first wing plate (11) to move towards the rear of the vehicle along the length of the vehicle body or return to its original position under the action of force. The tail fin mechanism (100) also includes: Second wing plate (12); and, The second adjusting member (14) is connected to the second wing plate (12), and the second adjusting member (14) is configured to drive the second wing plate (12) to move towards the front of the vehicle along the length direction of the vehicle body or return to its original position under the action of force; In the in-situ, the first wing plate (11) and the second wing plate (12) are at least partially stacked.

2. The tail wing mechanism (100) according to claim 1, characterized in that The first wing (11) has a first windward surface (111), and the second wing (12) has a second windward surface (121); when the first wing (11) is located on the side of the second wing (12) near the rear of the vehicle, the second windward surface (121) smoothly transitions to the first windward surface (111).

3. The tail fin mechanism (100) according to claim 1, characterized in that, The first adjusting member (13) is a linkage assembly. The first adjusting member (13) is hinged to the first wing plate (11), and the first adjusting member (13) is configured to be hinged to the carrier. The first adjusting member (13) is configured to rotate around the hinge portion between the first adjusting member (13) and the carrier under the action of force, so as to drive the first wing plate (11) to move towards the rear of the vehicle along the length of the vehicle body or return to its original position.

4. The tail fin mechanism (100) according to claim 3, characterized in that, The second adjusting member (14) is a linkage assembly. The second adjusting member (14) is hinged to the second wing plate (12) and configured to be hinged to the carrier. The second adjusting member (14) is configured to rotate around the hinge portion between the second adjusting member (14) and the carrier under the action of force, so as to drive the second wing plate (12) to move towards the front of the vehicle along the length direction of the vehicle body or return to its original position.

5. The tail fin mechanism (100) according to claim 4, characterized in that, It also includes a transmission rod (15), the two ends of which are hinged to the first adjusting member (13) and the second adjusting member (14) respectively. The transmission rod (15) transmits the rotational power of the first adjusting member (13) to the second adjusting member (14) to drive the second adjusting member (14) to rotate around the hinge portion between the second adjusting member (14) and the carrier.

6. The tail wing mechanism (100) according to claim 5, characterized in that The first adjusting member (13) includes a first connecting rod (131) and a second connecting rod (132). The two ends of the first connecting rod (131) are respectively hinged to the first wing plate (11) and the carrier. The two ends of the second connecting rod (132) are respectively connected to one end of the first wing plate (11) and the transmission rod (15). The middle part of the second connecting rod (132) is hinged to the carrier. The second adjusting member (14) includes two third connecting rods (141), the two ends of which are respectively hinged to the carrier of the second wing plate (12), and the other end of the transmission rod (15) is hinged to one of the third connecting rods (141); The first link (131) and the second link (132) are configured to rotate around the hinge between themselves and the carrier under the action of force, so as to drive the second wing plate (12) to move towards the rear of the vehicle along the length of the vehicle body or return to its original position; The third link (141) is configured to rotate around the hinge between the third link (141) and the carrier under the action of force, so as to drive the first wing plate (11) to move towards the front of the vehicle along the length of the vehicle body or return to its original position.

7. The tail wing mechanism (100) according to claim 6, characterized in that The tail wing mechanism (100) further includes a transmission component (16), which includes a transmission shaft (163), a first crank (161), and a second crank (162). The transmission shaft (163) is rotatably mounted on the carrier. One end of the transmission shaft (163) is connected to one end of the first crank (161), and the other end is configured to be connected to a motor. The other end of the first crank (161) is hinged to one end of the second crank (162), and the other end of the second crank (162) is hinged to one of the first connecting rod (131) and the second connecting rod (132).

8. The tail wing mechanism (100) according to claim 7, characterized in that The second link (132) is located between the first link (131) and the third link (141), and the other end of the second crank (162) is hinged to the second link (132).

9. The tail wing mechanism (100) according to claim 8, characterized in that The part where the second connecting rod (132) is hinged to the carrier is the first hinge point (1321). The part of the second connecting rod (132) located between the first wing plate (11) and the first hinge point (1321) is hinged to the second crank (162).

10. The tail fin mechanism (100) according to any one of claims 1-9, characterized in that, The tail wing mechanism (100) further includes a mounting plate (17) located between the second wing plate (12) and the second adjusting member (14), and the mounting plate (17) is connected to the second wing plate (12) and the second adjusting member (14).

11. The tail wing mechanism (100) according to any one of claims 1-9, characterized in that, The tail wing mechanism (100) includes two second adjusting members (14), which are located at both ends of the second wing plate (12) along its length.

12. The tail fin mechanism (100) according to any one of claims 1-9, characterized in that, The tail wing mechanism (100) further includes a mounting base (18) located between the first wing plate (11) and the first adjusting member (13), and the mounting base (18) is connected to the first wing plate (11) and the first adjusting member (13).

13. The tail wing mechanism (100) according to any one of claims 1-9, characterized in that, The tail wing mechanism (100) includes two first adjusting members (13), which are located at both ends of the first wing plate (11) along its length.

14. The tail wing mechanism (100) according to any one of claims 1-9, characterized in that, The tail wing mechanism (100) also includes a base (19), to which the first adjusting member (13) is connected, and the base (19) is configured to be connected to the vehicle body.

15. The tail fin mechanism (100) according to any one of claims 1-5, characterized in that, The first adjusting member (13) includes a first connecting rod (131) and a second connecting rod (132). The two ends of the first connecting rod (131) are respectively hinged to the first wing plate (11) and the carrier, and the second connecting rod (132) is hinged to the first wing plate (11) and the carrier.

16. The tail wing mechanism (100) according to claim 15, characterized in that The tail wing mechanism (100) further includes a transmission component (16), which includes a transmission shaft (163), a first crank (161), and a second crank (162). The transmission shaft (163) is rotatably mounted on the carrier. One end of the transmission shaft (163) is connected to one end of the first crank (161), and the other end is configured to be connected to a motor. The other end of the first crank (161) is hinged to one end of the second crank (162), and the other end of the second crank (162) is hinged to one of the first connecting rod (131) and the second connecting rod (132).

17. A vehicle (200), characterized by include: Back door (21) ； The tail wing mechanism (100) as described in any one of claims 1-16, wherein the first adjusting member (13) is fixed to the roof (22), and the first wing plate (11) is located on top of the tailgate (21); and, The power source is connected to the first adjusting component via a transmission connection; wherein, The power source drives the first wing plate (11) to move towards the rear of the vehicle or return to its original position along the length of the vehicle body through the adjusting component, and the first wing plate (11) moves towards the rear of the vehicle, with at least a portion of the first wing plate (11) located on the side of the tailgate (21) away from the front of the vehicle.

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