A double-layer tail wing device and vehicle

Abstract

The utility model relates to a double-layer tail wing device belongs to the technical field of automobile exterior, double-layer tail wing device includes: fixed support, first wing board, second wing board and drive assembly. First wing board activity sets up on fixed support, second wing board fixedly sets up with fixed support, drive assembly drives first wing board to lift. Still relate to a kind of vehicle, including vehicle body, vehicle body has vehicle body covering, double-layer tail wing device is set on the vehicle body covering. The first wing board can be lifted between the first position and the second position by the first wing board activity installation of the present application, when the vehicle high-speed running needs larger down pressure, double-layer tail wing structure is formed;When the vehicle is in the driving condition other than high-speed running, the first wing board and the second wing board are integrated into a whole, the adjustable double-layer tail wing structure is realized, both can meet the performance demand of vehicle under different driving conditions, and can reduce driving resistance to a certain extent, improve vehicle economy.

Description

Technical Field

[0001] This application relates to the technical field of automotive exteriors, and more particularly to a double-layer rear wing device and vehicle. Background Technology

[0002] A car is mainly composed of four parts: engine (or electric motor), chassis, body, and electrical equipment. The body structure includes components such as the roof, doors, windows, and exterior systems. As an important part of the car's appearance, the exterior system not only affects the vehicle's aesthetics but also plays a crucial role in its aerodynamic performance and driving stability. The rear spoiler is one of the key components in the exterior system used to improve the vehicle's high-speed stability.

[0003] Currently, many cars use a double-layer rear wing structure, which includes a rear wing section and a support section. The rear wing section includes a first rear wing plate and a second rear wing plate. The first rear wing plate and the second rear wing plate are arranged one above the other and are fixed to the support section. During the car's operation, both rear wing plates can generate downforce, thereby increasing the downforce received by the car and improving the vehicle's stability at high speeds.

[0004] However, existing dual-layer rear wing structures have design limitations. The first and second rear wing panels are typically fixed, with the first panel always positioned above the second. This fixed, non-adjustable structure means the dual-layer rear wing always occupies a significant amount of height, and both panels consistently generate downforce simultaneously. While this improves stability at high speeds, under other driving conditions, the increased downforce can increase friction between the car and the ground, thus increasing drag. Although some dual-layer rear wing structures employ adjustable designs, allowing switching between single and dual wing modes by flipping one panel onto the other, this design still results in both panels occupying considerable height, and the downforce remains excessive when switching to single wing mode. Furthermore, the higher height of the dual-layer rear wing structure significantly increases air resistance. These two factors combined negatively impact the vehicle's fuel economy during driving. Utility Model Content

[0005] This utility model aims to at least partially solve one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a dual-layer tail wing device and vehicle, with a new structural design for the tail wing device to achieve single and dual adjustment, which can not only generate sufficient downforce at high speeds, but also reduce the frontal area under other driving conditions, so as to solve the problem of increased driving drag caused by the fixed and non-adjustable dual-layer tail wing structure in the prior art.

[0007] To achieve the above objectives, in a first aspect, this application provides a double-layer tail fin device, comprising:

[0008] Fixed support, used for mounting on vehicles;

[0009] The first wing plate is movably mounted on a fixed support;

[0010] The second wing plate is fixedly mounted on the fixed support;

[0011] A drive assembly for mounting on a vehicle; the drive assembly is connected to the first wing.

[0012] The drive assembly moves the first wing plate up and down between a first position and a second position. When the first wing plate is in the first position, the surface of the first wing plate near the second wing plate is attached to the surface of the second wing plate. When the first wing plate is in the second position, the first wing plate and the second wing plate are spaced apart in the vertical direction.

[0013] In existing technologies, dual-layer rear wing structures are typically fixedly installed. The first rear wing is fixedly positioned above the second rear wing, which is usually also spaced apart from the vehicle body. This results in the dual-layer rear wing structure always occupying a significant amount of vertical space. Under driving conditions other than high speeds, the dual-layer rear wing structure, occupying a large vertical space, has a large frontal area, thus increasing air resistance. Furthermore, both rear wings simultaneously generate downforce, even though the vehicle does not require much downforce to maintain stability. Excessive downforce increases the pressure of the tires on the road surface, thereby increasing friction between the vehicle and the ground. Friction increases drag, which in turn increases vehicle energy consumption, leading to decreased fuel economy. Some dual-layer rear wing structures employ an adjustable design, with the lower second rear wing fixed and the upper first rear wing rotating. By flipping the first rear wing downwards and attaching it to the second rear wing, the upper surfaces of the first and second rear wing panels are combined into a single airflow surface, thus switching from a dual-wing to a single-wing configuration. However, in this design, the two rear wing panels still occupy a significant amount of height space, and the combined airflow surface area is large, resulting in a larger frontal area and generating more air resistance and excessive downforce, which still affects vehicle fuel economy. This application, through the aforementioned solution, allows the first wing plate to be movably installed, enabling it to rise and fall between a first position and a second position. When the vehicle is traveling at high speed and requires greater downforce, the drive assembly can move the first wing plate to the second position, vertically spacing the first and second wing plates to form a double-layer tail wing structure. This increases the force-bearing area, generates greater downforce, and enhances the vehicle's high-speed stability. When the vehicle is in driving conditions other than high speed, the drive assembly can move the first wing plate to the second position, integrating the first and second wing plates into a single unit. This reduces the frontal area and even the overall height, lowering air resistance and achieving an adjustable double-layer tail wing structure. This not only meets the vehicle's performance requirements under different driving conditions but also reduces driving resistance to a certain extent, improving vehicle economy.

[0014] In some embodiments of this application, a storage compartment is provided inside the first wing plate; an opening is provided on the surface of the first wing plate so that the storage compartment passes through the opening towards the second wing plate;

[0015] When the first wing plate is in the first position, the second wing plate is located in the opening, and the surface of the second wing plate away from the first wing plate is positioned opposite the surface of the first wing plate near the second wing plate in the horizontal direction.

[0016] In the technical solution, the structural design allows the second wing to be integrated into the first wing when the first wing is in the first position. This makes the combined structure of the first and second wings roughly the same in shape as the first wing, reducing the thickness of the combined structure, further reducing air resistance. In addition, the lower surface of the combined structure is flat, optimizing the aerodynamic performance of the vehicle, and also helping to reduce the noise generated during vehicle operation.

[0017] In some embodiments of this application, the fixed support is provided with a guide hole; the guide hole is arranged vertically and extends through the fixed support in a direction close to the first wing plate;

[0018] A support column is provided on the first wing plate, and the support column is slidably disposed in the guide hole;

[0019] One end of the support column is connected to the inner wall of the storage compartment away from the second wing plate; the support column is located on the side with the opening in the horizontal direction, so as to pass through the assembly hole opened on the surface of the first wing plate.

[0020] In the technical solution, the structural design provides precise guidance for the lifting and lowering of the first wing plate through the guide structure formed by the support column and guide hole, ensuring that the first wing plate maintains stable vertical movement during the lifting and lowering process, avoiding swaying or deviation during the movement, thereby improving the overall stability and reliability of the tail wing device. Furthermore, when the first wing plate descends to the first position, the fixed support can form a sleeve around the support column, so that only the fixed support faces the wind during vehicle movement, avoiding increased air resistance. On the other hand, the support column penetrates the hollow internal space of the first wing plate and connects to the upper side of the first wing plate, so that the support column can fully support the first wing plate and improve the stability of the first wing plate.

[0021] In some embodiments of this application, a reinforcing plate is provided inside the storage compartment; the reinforcing plate is attached to the inner wall of the storage compartment near the second wing plate and fixedly connected thereto; the reinforcing plate is sleeved around the support column and fixedly connected thereto.

[0022] In the technical solution, the structural design enhances the structural strength of the storage compartment, enabling it to better withstand various forces generated during the lifting and lowering of the first wing plate, preventing the storage compartment from deforming due to stress. Furthermore, the reinforcing plate, located near the opening on the first wing plate, also strengthens the edge of the opening. On the other hand, the reinforcing plate allows the first wing plate to withstand various forces generated during lifting and lowering over a larger area. In addition, the reinforcing plate also improves the connection strength between the first wing plate and the support column, enhancing the stability and reliability of the tail wing device, while also improving the load-bearing capacity of the entire tail wing device.

[0023] In some embodiments of this application, it further includes:

[0024] A decorative panel is used to be installed on a vehicle; a fixed support is connected to the decorative panel at the end away from the first wing; a guide hole passes through the fixed support in a direction away from the first wing, so that a support column passes through the decorative panel.

[0025] In the technical solution, the structural design allows the decorative panel to serve as a cover, enhancing the aesthetics of the rear wing device and enabling it to better integrate with the overall vehicle design. It also hides one end of the support column and the drive components inside the vehicle body, providing a certain degree of protection.

[0026] In some embodiments of this application, the second wing includes:

[0027] Main body;

[0028] The side wings are arranged opposite to the main body in the horizontal direction; there are two side wings, which are respectively arranged at both ends of the main body.

[0029] The side wing is fitted around the periphery of the fixed support and is fixedly connected to it.

[0030] In the technical solution, the structural design allows the second wing to extend further outward in the horizontal direction of the fixed support, eliminating the limitation of the space between the fixed supports on the length of the second wing and generating greater downforce. On the other hand, the side wing can reinforce one end of the fixed support, thereby supporting the second wing more stably and enhancing the structural strength of the tail wing device to a certain extent, so that it can better withstand the impact of airflow.

[0031] In some embodiments of this application, the thickness of the main body is greater than the thickness of the side wings.

[0032] In the technical solution, this structural design helps to improve the structural strength and stiffness of its second wing plate, enabling the second wing plate to work more stably and generate downforce better.

[0033] In some embodiments of this application, the first wing plate is a hollow structure and is connected to the external space through an opening on the surface of the first wing plate; a storage groove is provided on the surface of the first wing plate.

[0034] When the first wing plate is in the first position, the main body is located in the opening, the side wing is located in the storage groove, and the surface of the main body away from the first wing plate and the surface of the side wing away from the first wing plate are both arranged opposite to the surface of the first wing plate near the second wing plate in the horizontal direction.

[0035] In the technical solution, the structural design not only reduces the overall weight of the tail wing device and lowers the vehicle's energy consumption, but also reduces the thickness of the combined structure and lowers air resistance when the first wing plate rises to the first position and forms a combined structure with the second tail wing. The flat lower surface of the combined structure optimizes the vehicle's aerodynamic performance. At the same time, the first tail wing does not need to have a large opening, thus maintaining a certain structural strength.

[0036] In some embodiments of this application, the driving component includes:

[0037] Drive motor assembly;

[0038] A drive shaft connects to a drive motor assembly; the drive motor assembly drives the drive shaft to rotate.

[0039] The gearbox contains a drive gear, a driven gear, and a transmission screw. A drive shaft connects to the drive gear, causing the drive shaft to rotate the drive gear. The drive gear meshes with the driven gear, causing the drive gear to rotate the driven gear. The driven gear is sleeved around the transmission screw and threadedly connected to it, causing the driven gear to drive the transmission screw to move axially. The transmission screw is vertically positioned and connected to a first wing plate, causing the axially moving transmission screw to raise and lower the first wing plate.

[0040] In the technical solution, the structure is compact, has high transmission efficiency, and precise control, enabling stable and reliable lifting of the first wing plate and meeting the vehicle's need for rapid adjustment of the tail wing position under different driving conditions. On the other hand, the combination of gear transmission and screw transmission can also provide a large driving force, ensuring that the first wing plate can overcome various resistances and stably reach the designated position during the lifting process.

[0041] Secondly, this application provides a vehicle, including:

[0042] The body, which includes body panels;

[0043] The double-layer rear wing device shown above is mounted on the body panels.

[0044] In this technical solution, the structural design can significantly improve the stability of the vehicle at high speeds, while also taking into account the vehicle's economy and aerodynamic performance under other driving conditions. It not only enhances the vehicle's aesthetic appearance but also provides strong protection for the vehicle's driving safety and performance, enabling the vehicle to maintain good driving conditions under various road conditions and improving the user's driving experience and satisfaction.

[0045] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of the overall structure of the double-tail fin device according to an embodiment of this application. Figure 1 ;

[0047] Figure 2 This is a schematic diagram of the overall structure of the double-tail fin device according to an embodiment of this application. Figure 2 ;

[0048] Figure 3 This is a schematic diagram of the overall structure of the double-tail fin device according to an embodiment of this application. Figure 3 ;

[0049] Figure 4 This is a partial enlarged view of the double-tail fin device according to an embodiment of this application;

[0050] Figure 5 This is a schematic diagram of the overall structure of the double-tail fin device according to an embodiment of this application. Figure 4 ;

[0051] Figure 6 This is a cross-sectional view of the double-layer tail fin device according to an embodiment of this application;

[0052] In the above figures: 100, fixed support; 101, guide hole; 200, first wing plate; 201, storage compartment; 202, opening; 203, support column; 204, reinforcing plate; 205, storage slot; 300, second wing plate; 301, main body; 302, side wing; 400, drive assembly; 401, drive motor assembly; 402, drive shaft; 403, gearbox; 500, decorative panel. Detailed Implementation

[0053] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0054] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0055] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0056] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0058] It's important to note that in the automotive field, a car primarily comprises an engine (or electric motor), chassis, body, and electrical equipment. The body is the car's outer shell, serving to protect the occupants and equipment, and providing a comfortable riding environment. Its shape and design also affect the car's aerodynamic performance. The rear wing, as a key component of the exterior system, is typically installed at the rear of the vehicle. Its main function is to optimize the vehicle's aerodynamic performance. During high-speed driving, the rear wing generates downforce, thereby enhancing the vehicle's grip and improving driving stability. Especially during cornering and high-speed lane changes, it effectively prevents instability caused by the rear of the vehicle lifting up, reduces wind resistance, and improves fuel economy and vehicle handling performance.

[0059] In existing technologies, the downforce generated by a single-layer tail wing structure is insufficient to meet the needs of high-speed vehicle operation, hence the emergence of a double-layer tail wing structure. A dual-layer rear wing structure typically includes a first rear wing and a second rear wing. The first rear wing is positioned above the second rear wing, allowing both wings to generate downforce simultaneously at two different heights. The first and second wings are usually fixedly installed, maintaining a fixed vertical distance between them. The second rear wing is also typically spaced at a fixed interval from the vehicle body. This ensures the dual-layer rear wing structure always occupies a significant vertical space. In driving conditions other than high speeds, the dual-layer rear wing structure, occupying a large vertical space, maintains a large frontal area, increasing air resistance. Furthermore, since both winglets generate downforce simultaneously, and the vehicle doesn't require much downforce for stable driving, excessive downforce increases tire pressure on the road surface, increasing friction between the vehicle and the ground. This excessive grip increases drag, both air and road resistance, leading to increased fuel consumption and decreased fuel economy. In addition, some dual-layer rear wing structures adopt an adjustable design. The lower second rear wing is fixed, while the upper first rear wing can be rotated. The first rear wing can be flipped down and attached to the second rear wing, so that the upper surfaces of the first and second rear wing are combined into a whole airflow guide surface, thereby realizing the mode switching from dual rear wings to single rear wings. However, in this design, the two rear wing panels still occupy a large height space, and the combined airflow guide surface area is large, resulting in a large frontal surface and generating more air resistance and excessive downforce, which still affects the vehicle's fuel economy.

[0060] Based on this, this application proposes a dual-layer tail wing device, which aims to achieve single and dual adjustment of the tail wing device through a new structural design. This not only generates sufficient downforce at high speeds but also reduces the frontal area under other driving conditions, thereby solving the problem of increased driving drag caused by the fixed and non-adjustable dual-layer tail wing structure in the prior art.

[0061] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0062] See Figures 1 to 6 In one illustrative embodiment of the dual-layer rear wing device of this application, the dual-layer rear wing device includes a fixed support 100. The fixed support 100 is disposed on the vehicle body, and one end of the fixed support 100 is usually provided with a mounting structure that matches the body panel, such as mounting holes, connecting ears, etc., for securely connecting to the vehicle body by fasteners such as bolts.

[0063] See Figures 1 to 6 In some embodiments, the dual-layer tail wing device further includes a first wing plate 200. The first wing plate 200 is movably mounted on the fixed support 100, allowing the first wing plate 200 to be raised and lowered, changing its height position. The first wing plate 200 is typically arranged horizontally and inclined relative to the horizontal plane, so that the upper surface of the first wing plate 200 faces the direction of vehicle travel to a certain extent. When the vehicle is moving, the airflow flows over the upper surface of the first wing plate 200, generating downforce, which acts downward on the vehicle through the fixed support 100.

[0064] See Figures 1 to 6 In some embodiments, the dual-layer tail wing device further includes a second wing plate 300. The second wing plate 300 is fixedly mounted on the fixed support 100, such that the raising and lowering of the first wing plate 200 can change the vertical distance between the first wing plate 200 and the second wing plate 300. The second wing plate 300 is typically arranged horizontally and inclined relative to the horizontal plane, so that the upper surface of the second wing plate 300 faces the direction of vehicle travel to a certain extent. When the vehicle is moving, the airflow flows over the upper surface of the second wing plate 300, generating downforce, which acts downward on the vehicle through the fixed support 100.

[0065] Furthermore, two fixed supports 100 are usually provided, with the two ends of the first wing plate 200 and the two ends of the second wing plate 300 respectively connected to the two fixed supports 100, thereby ensuring the stability of the installation of the first wing plate 200 and the second wing plate 300.

[0066] Furthermore, the first wing 200 and the second wing 300 are typically arranged in parallel to ensure smooth airflow between the first wing 200 and the second wing 300, reducing airflow interference and turbulence. Under the action of the airflow, the first wing 200 and the second wing 300 generate downforce respectively. Due to the interaction between the airflow between the first wing 200 and the second wing 300, the first wing 200 and the second wing 300 generate uniform downforce over a larger area, resulting in a more reasonable distribution of downforce and thus enhancing the stability of the vehicle at high speeds.

[0067] See Figures 1 to 4 as well as Figure 6 In some embodiments, the dual-layer tail wing device further includes a drive assembly 400. The drive assembly 400 is disposed on the vehicle body and connected to the first wing 200. Driven by the drive assembly 400, the first wing 200 rises and falls between a first position and a second position. When the first wing 200 rises and falls to the first position, the surface of the first wing 200 near the second wing 300 is attached to the surface of the second wing 300, so that the first wing 200 and the second wing 300 are integrated into a combined structure. When the first wing 200 rises and falls to the second position, the first wing 200 and the second wing 300 are vertically spaced apart, and at this time, the upper surfaces of both the first wing 200 and the second wing 300 serve as windward surfaces to guide airflow and generate downforce.

[0068] Furthermore, the first wing 200 is typically positioned above the second wing 300. When the first wing 200 descends to its first position, its lower surface adheres to the upper surface of the second wing 300. At this point, the first wing 200 covers the upper surface of the second wing 300, allowing airflow only to pass over the upper surface of the first wing 200. This ensures that the double-layer rear wing device generates downforce solely through the first wing 200, thus meeting the needs of the vehicle at lower speeds. Simultaneously, the descent of the upper first wing 200 lowers the overall height of the double-layer rear wing device, thereby reducing its frontal area during vehicle movement and decreasing drag.

[0069] The second wing 300 can also be positioned above the first wing 200. The first wing 200 moves upward to a first position, with its upper surface touching the lower surface of the second wing 300. At this point, the second wing 300 covers the upper surface of the first wing 200, allowing airflow only to pass over its upper surface. This ensures the double-layer tail wing device generates downforce solely through the second wing 300, thus meeting the requirement for lower downforce during non-high-speed vehicle operation. Furthermore, even though the upper second wing 300 remains fixed, the overall height of the double-layer tail wing device remains unchanged. The upper surface of the first wing 200 being covered by the second wing 300 still reduces the frontal area of ​​the double-layer tail wing device during vehicle operation, thereby reducing drag.

[0070] This structural design allows the first wing 200 to be raised and lowered between a first position and a second position through movable installation. When the vehicle is traveling at high speed and requires greater downforce, the drive assembly 400 can drive the first wing 200 to rise and fall to the second position, so that the first wing 200 and the second wing 300 are vertically spaced apart to form a double-layer tail wing structure, increasing the force-bearing area, generating greater downforce, and enhancing the vehicle's stability at high speed. When the vehicle is in driving conditions other than high speed, the drive assembly 400 can drive the first wing 200 to rise and fall to the second position, so that the first wing 200 and the second wing 300 are integrated into a single combined structure, reducing the frontal area and even reducing the overall height, thus reducing air resistance. This achieves single and double adjustability of the double-layer tail wing structure, which can not only meet the performance requirements of the vehicle under different driving conditions, but also reduce driving resistance to a certain extent and improve vehicle economy.

[0071] See Figures 3 to 5 In some embodiments, a storage compartment 201 is provided inside the first wing plate 200. The storage compartment 201 makes the interior of the first wing plate 200 hollow, reducing the weight of the first wing plate 200. An opening 202 is formed on the surface of the first wing plate 200, and the storage compartment 201 is connected to the external space of the first wing plate 200 through the opening 202. The opening 202 is usually provided on the surface of the first wing plate 200 near the second wing plate 300, so that when the first wing plate 200 is raised or lowered to the first position, the second wing plate 300 enters the opening 202, or even partially enters the storage compartment 201, thereby hiding the second wing plate 300 inside the first wing plate 200. After the first wing plate 200 and the second wing plate 300 are integrated into a whole combined structure, the thickness of the combined structure is further reduced.

[0072] Furthermore, when the first wing plate 200 is raised and lowered to the first position, the surface of the second wing plate 300 away from the first wing plate 200 and the surface of the first wing plate 200 close to the second wing plate 300 are arranged opposite each other in the horizontal direction, so that after the first wing plate 200 and the second wing plate 300 are integrated into a whole combined structure, the upper and lower surfaces of the combined structure are both flat surfaces.

[0073] This structural design allows the second wing 300 to integrate into the first wing 200 when the first wing 200 is raised or lowered to the first position. This ensures that the combined structure of the first and second wing 300 has a shape roughly the same as the first wing 200, reducing the thickness of the combined structure and further reducing the frontal area of ​​the double-layer tail wing device, thus reducing air resistance. Furthermore, both the upper and lower surfaces of the combined structure are flat, optimizing the vehicle's aerodynamic performance and ensuring smooth airflow over the structure. The upper or lower surface of the combined structure will not have any protrusions due to the second wing 300, preventing noise from airflow over uneven surfaces.

[0074] See Figure 6 In some embodiments, the fixed support 100 has a guide hole 101, which is vertically oriented. A support column 203 is provided on the first wing plate 200, and the support column 203 is typically vertically oriented. One end of the guide hole 101 extends through the fixed support 100 towards the first wing plate 200, allowing the support column 203 to be inserted into the guide hole 101 from the corresponding end. The outer wall of the support column 203 typically slides in contact with the inner wall of the guide hole 101, allowing the support column 203 to slide up and down along the guide hole 101, thus enabling the first wing plate 200 to rise and fall. The cross-section of the fixed support 100 is typically elliptical, with its length parallel to the vehicle's direction of travel, allowing airflow to pass smoothly through the fixed support 100. The cross-section of the support column 203 is typically arranged in the same way as the fixed support 100, ensuring smooth airflow when the support column 203 extends out of the fixed support 100.

[0075] One end of the support column 203 is connected to the inner wall of the storage compartment 201 on the side away from the second wing plate 300, so that when the first wing plate 200 is above the second wing plate 300, the end of the support column 203 is connected to the upper side of the first wing plate 200. The support column 203 is located on the horizontal side of the opening 202, so that the support column 203 does not extend beyond the first wing plate 200 through the opening 202. An assembly hole is formed on the surface of the first wing plate 200 near the second wing plate 300. The assembly hole is located on the side of the opening 202, so that the support column 203 extends out of the first wing plate 200 through the assembly hole and connects with the guide hole 101.

[0076] Furthermore, since two fixed supports 100 are usually provided, two support columns 203 are provided accordingly, with each support column 203 being provided on a corresponding fixed support 100.

[0077] This structural design, on the one hand, provides precise guidance for the raising and lowering of the first wing plate 200 through the guiding structure formed by the support column 203 and the guide hole 101, ensuring that the first wing plate 200 maintains stable vertical movement during raising and lowering, preventing it from swaying or deviating during movement, thereby improving the overall stability and reliability of the tail wing device. On the other hand, when the first wing plate 200 is above the second wing plate 300, the first wing plate 200 descends to the first position, and the fixed support 100 can cover the support column 203. During vehicle movement, only the fixed support 100 and the upper surface of the first wing plate 200 face the wind, avoiding increased air resistance. In addition, the support column 203 connects to the upper side of the first wing plate 200, directly supporting the windward upper surface of the first wing plate 200, improving the stability of the first wing plate 200 under the action of airflow, and enabling the first wing plate 200 to generate downforce stably.

[0078] Furthermore, when the second wing plate 300 is above the first wing plate 200, the first wing plate 200 does not need to be equipped with a support column 203, and the guide hole 101 needs to be opened on the first wing plate 200. The fixed support 100 is slidably disposed in the guide hole 101, so that the first wing plate 200 can be raised and lowered under the guidance of the fixed support 100.

[0079] See Figures 4 to 5 In some embodiments, a reinforcing plate 204 is provided inside the storage compartment 201. The reinforcing plate 204 is attached to and fixedly connected to the inner wall of the storage compartment 201 on the side near the second wing plate 300. When the first wing plate 200 is above the second wing plate 300, the reinforcing plate 204 is attached to the lower inner wall of the storage compartment 201. The reinforcing plate 204 and the first wing plate 200 are usually metal components, and the reinforcing plate 204 is usually welded to the inner wall of the storage compartment 201.

[0080] Furthermore, the reinforcing plate 204 is fitted around the periphery of the support column 203 and fixedly connected thereto. The reinforcing plate 204 typically has an opening through which the support column 203 passes, allowing the reinforcing plate 204 to fit onto the support column 203. The support column 203 is typically made of metal, and the periphery of the opening in the reinforcing plate 204 is welded to the outer wall of the support column 203.

[0081] This structural design enhances the structural strength of the storage compartment 201. More specifically, because the opening 202 reduces the strength of one side of the first wing plate 200, the reinforcing plate 204, located on the same side of the first wing plate 200 as the opening 202, reinforces the side of the first wing plate 200 with respect to the opening 202, thereby improving the overall structural strength of the first wing plate 200. On the other hand, because the support column 203 protrudes from the first wing plate 200 through the mounting hole adjacent to the opening 202, and the reinforcing plate 204 is fitted onto the support column 203, making the support column 203 also adjacent to the opening 202, it reinforces the first wing plate 200 on the side of the opening 202, thus strengthening the edge on the side of the opening 202 and preventing cracking at the opening 202. Furthermore, one side of the first wing plate 200 is connected to one end of the lifting column, and the other side of the first wing plate 200 is connected to the lifting column via the reinforcing plate 204, allowing the lifting column to be fixedly connected to the first wing plate 200 at two points, thus providing more stable support for the first wing plate 200. Furthermore, the force generated during the lifting and lowering of the first wing plate 200 is transmitted from the support column 203 to the reinforcing plate 204, and then from the reinforcing plate 204 to the first wing plate 200. This allows the first wing plate 200 to withstand various forces generated during the lifting and lowering process over a larger area, improving the stability and reliability of the tail wing device, and also helping to enhance the load-bearing capacity of the entire tail wing device.

[0082] See Figures 1 to 6In some embodiments, the double-layer rear wing device further includes a trim panel 500. The trim panel 500 is disposed on the vehicle body as part of the body covering. The drive assembly 400 is typically disposed inside the vehicle body, such that the trim panel 500 covers and protects the drive assembly 400. A fixed support 100 is connected to the trim panel 500 at one end away from the first wing 200, such that the fixed support 100 is mounted on the vehicle body via a mounting bracket. A guide hole 101 extends through the fixed support 100 in a direction away from the first wing 200, such that the guide hole 101 passes through both ends of the fixed support 100, and a support column 203 inserted into the guide hole 101 can pass through the fixed support 100. The trim panel 500 typically has an opening opposite to the guide hole 101, such that the support column 203 further passes through the trim panel 500 and connects to the drive assembly 400 inside the vehicle body, thereby enabling the drive assembly 400 to drive the raising and lowering of the support column 203. This structural design allows the decorative panel 500 to function as a cover, enhancing the aesthetics of the rear wing device and allowing it to better integrate with the overall vehicle design. It also conceals one end of the support pillar 203 and the drive assembly 400 within the vehicle body, providing a degree of protection.

[0083] See Figures 2 to 4 In some embodiments, the second wing plate 300 includes a main body 301 and a side wing 302. Since two fixed supports 100 are typically provided, two side wings 302 are also provided, respectively located at both ends of the main body 301. The side wings 302 are fitted around the periphery of the fixed supports 100 and are fixedly connected thereto, so that the second wing plate 300 is fixed to the two fixed supports 100. The side wings 302 and the main body 301 are arranged opposite each other in the horizontal direction, so that they are aligned horizontally. Furthermore, when the main body 301 is a flat plate, the side wings 302 are also flat plates, and the main body 301 and the side wings 302 are on the same plane; or, when the cross-section of the main body 301 is arc-shaped, the cross-section of the side wings 302 is also arc-shaped, and the curvature of both is the same.

[0084] Since the second wing 300 is typically positioned below the first wing 200, and the first wing 200 is usually connected to two fixed supports 100 via two support columns 203, the second wing 300 is situated in the space between the two support columns 203, thus limiting its horizontal length. This structural design allows the second wing 300 to extend further outward in the horizontal direction from the fixed supports 100, eliminating the limitation imposed on its length by the space between the two fixed supports 100. This results in a larger wing surface, a larger frontal area, and greater downforce within the limited installation space. On the other hand, the side wing portion 302 is arranged in a horizontal direction, and the fixed support 100 is usually arranged in a vertical direction, so that the side wing portion 302 is vertical and fixed to the fixed support 100, which can serve as a reinforcing rib of the fixed support 100, improve the stability of the fixed support 100, and enable the fixed support 100 to support the second wing plate 300 more stably through the side wing portion 302, thereby improving the structural strength of the double tail wing device, better withstanding the airflow impact force and generating downforce.

[0085] See Figures 2 to 4 In some embodiments, the thickness of the main body 301 is greater than the thickness of the side wing 302. This structural design improves the structural strength and rigidity of the second wing 300 itself, and by fitting a connecting fixed support 100, the second wing 300 can be stably connected to the fixed support 100. The second wing 300 can also be more stable under airflow impact and generate downforce better. On the other hand, the thinner side wing 302 is also easier to drill holes for fitting and connecting with the fixed support 100, making processing and installation easier.

[0086] See Figures 3 to 5 In some embodiments, the first wing plate 200 is a hollow structure, thereby enabling a portion of its internal space to serve as a storage compartment 201. An opening 202 is provided on the surface of the first wing plate 200 near the second wing plate 300, through which the internal space of the first wing plate 200 communicates with the external space. A storage groove 205 is further provided on the surface of the first wing plate 200 near the second wing plate 300, located on the horizontal side of the opening 202. When the first wing plate 200 is raised or lowered to the first position, the main body 301 enters the opening 202, while the side wing 302 enters the storage groove 205, thus concealing both the main body 301 and the connected side wing 302 within the first wing plate 200. This further reduces the thickness of the combined structure after the first wing plate 200 and the second wing plate 300 are integrated into a single unit.

[0087] Furthermore, when the first wing plate 200 is raised and lowered to the first position, the surface of the main body 301 away from the first wing plate 200 and the surface of the side wing 302 away from the first wing plate 200 are both horizontally opposite to the surface of the first wing plate 200 near the second wing plate 300, so that after the first wing plate 200 and the second wing plate 300 are integrated into a whole combined structure, the upper and lower surfaces of the combined structure are both flat surfaces.

[0088] This structural design, through the hollow design of the first wing plate 200, not only reduces the overall weight of the double-layer tail wing device and lowers the vehicle's energy consumption, but also provides space for the second wing plate 300. When the first wing plate 200 is raised to the first position and forms a combined structure with the second tail wing, the thickness of the combined structure is reduced, thereby reducing air resistance. The upper and lower surfaces of the combined structure are flat, thus optimizing the vehicle's aerodynamic performance. At the same time, the first tail wing does not need to have a large opening 202 to accommodate both the main body 301 and the side wing 302 of the second wing plate 300, thereby maintaining a certain structural strength.

[0089] See Figure 2 and Figure 3 In some embodiments, the drive assembly 400 includes a drive motor assembly 401, a drive shaft 402, and a gearbox 403. The drive shaft 402 is connected to the drive motor assembly 401, causing the drive motor assembly 401 to drive the drive shaft 402 to rotate. The drive motor assembly 401 typically has an output shaft, which is connected to the drive shaft 402 via a coupling, or two meshing gears are respectively provided on the drive shaft 402 and the output shaft, thereby achieving the connection between the drive motor assembly 401 and the drive shaft 402 and realizing the transmission between them.

[0090] The gearbox 403 contains a drive gear, a driven gear, and a transmission screw. A drive shaft 402 connects to the drive gear, causing it to rotate. The drive gear meshes with the driven gear, causing it to rotate. The driven gear is fitted around the transmission screw and threadedly connected to it, forming a lead screw structure. The rotating driven gear drives the transmission screw to move axially. The driven gear is typically located in a gear slot within the gearbox 403, which restricts its axial movement. The transmission screw is vertically positioned and connected to a first wing plate 200, causing it to move up and down. The transmission screw typically slides within a guide groove in the gearbox 403, guiding its axial movement. When a support column 203 is connected to the first wing plate 200, the top end of the transmission screw is connected to the bottom end of the support column 203. Since two fixed supports 100 are typically provided, two gearboxes 403 are correspondingly provided. The drive shaft 402 is horizontally positioned, with each end connected to the drive gear in the corresponding gearbox 403 on one side. This allows the drive motor assembly 401 to synchronously drive the first wing plate 200 to rise and fall on both sides via the same drive shaft 402. This structural design makes the drive assembly 400 compact, efficient in transmission, and precise in control, enabling stable and reliable raising and lowering of the first wing plate 200 and meeting the vehicle's need for rapid adjustment of the tail wing position under different driving conditions. Furthermore, the combination of gear transmission and screw transmission provides significant driving force, ensuring that the first wing plate 200 can overcome various resistances and stably reach the designated position during raising and lowering. Additionally, the screw structure composed of the transmission screw and the driven gear has a certain self-locking capability, thus stably supporting the first wing plate 200 and ensuring that the first wing plate 200 stably generates downward pressure.

[0091] Furthermore, this application also provides a vehicle, which includes a body. The body is the core structure of the vehicle, including a chassis and body panels. The chassis provides basic support and driving functions for the vehicle, while the body panels constitute the vehicle's appearance and protect internal components. The vehicle further includes the aforementioned double-layer rear wing device, which is disposed on the body panels. By incorporating the optimized double-layer rear wing device into the vehicle, the stability of the vehicle at high speeds can be significantly improved, while also considering the vehicle's economy and aerodynamic performance under other driving conditions. This not only enhances the vehicle's aesthetic appearance but also provides strong protection for driving safety and performance improvement, enabling the vehicle to maintain good driving conditions under various road conditions and improving the user's driving experience and satisfaction.

[0092] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A double-layer tail fin device, characterized in that, include: A fixed support (100) is used for mounting on a vehicle; The first wing plate (200) is movably mounted on the fixed support (100); The second wing plate (300) is fixedly mounted on the fixed support (100); A drive assembly (400) is provided on a vehicle; the drive assembly (400) is connected to the first wing (200). The drive assembly (400) drives the first wing plate (200) to rise and fall between a first position and a second position. When the first wing plate (200) is in the first position, the surface of the first wing plate (200) near the second wing plate (300) is attached to the surface of the second wing plate (300). When the first wing plate (200) is in the second position, the first wing plate (200) and the second wing plate (300) are vertically spaced apart.

2. The double-layer tail fin device according to claim 1, characterized in that, The first wing plate (200) has a storage compartment (201) inside; an opening (202) is provided on the surface of the first wing plate (200) so that the storage compartment (201) can pass through the first wing plate (200) in a direction close to the second wing plate (300) through the opening (202). When the first wing plate (200) is in the first position, the second wing plate (300) is located in the opening (202), and the surface of the second wing plate (300) away from the first wing plate (200) and the surface of the first wing plate (200) close to the second wing plate (300) are arranged opposite each other in the horizontal direction.

3. The double-layer tail fin device according to claim 2, characterized in that, The fixed support (100) is provided with a guide hole (101); the guide hole (101) is arranged vertically and extends through the fixed support (100) in a direction close to the first wing plate (200). A support column (203) is provided on the first wing plate (200), and the support column (203) is slidably disposed in the guide hole (101); One end of the support column (203) is connected to the inner wall of the storage compartment (201) on the side away from the second wing plate (300); the support column (203) is located on the side of the opening (202) in the horizontal direction, and is used to pass through the assembly hole opened on the surface of the first wing plate (200) to exit the first wing plate (200).

4. The double-layer tail fin device according to claim 3, characterized in that, The storage compartment (201) is provided with a reinforcing plate (204); the reinforcing plate (204) is attached to the inner wall of the storage compartment (201) near the second wing plate (300) and fixedly connected thereto; the reinforcing plate (204) is sleeved around the support column (203) and fixedly connected thereto.

5. The double-layer tail fin device according to claim 3, characterized in that, Further includes: Decorative panel (500), the decorative panel (500) is used to be installed on the vehicle; the fixed support (100) is connected to the decorative panel (500) at one end away from the first wing (200); the guide hole (101) passes through the fixed support (100) in a direction away from the first wing (200) so that the support column (203) passes through the decorative panel (500).

6. The double-layer tail fin device according to claim 1, characterized in that, The second wing (300) includes: Main body (301); Side wing portion (302), the side wing portion (302) and the main body portion (301) are arranged opposite each other in the horizontal direction; there are two side wing portions (302), which are respectively arranged at both ends of the main body portion (301); The side wing (302) is fitted around the periphery of the fixed support (100) and is fixedly connected to it.

7. The double-layer tail fin device according to claim 6, characterized in that, The thickness of the main body (301) is greater than the thickness of the side wing (302).

8. The double-layer tail fin device according to claim 7, characterized in that, The first wing plate (200) is a hollow structure and is connected to the external space through an opening (202) on the surface of the first wing plate (200); a storage groove (205) is provided on the surface of the first wing plate (200). When the first wing plate (200) is in the first position, the main body (301) is located in the opening (202), the side wing (302) is located in the storage groove (205), and the surface of the main body (301) away from the first wing plate (200) and the surface of the side wing (302) away from the first wing plate (200) are both arranged in a horizontal direction opposite to the surface of the first wing plate (200) near the second wing plate (300).

9. The double-layer tail fin device according to claim 1, characterized in that, The drive component (400) includes: Drive motor assembly (401); A drive shaft (402) is connected to the drive motor assembly (401); the drive motor assembly (401) drives the drive shaft (402) to rotate. A gearbox (403) is provided with a drive gear, a driven gear, and a transmission screw; a drive shaft (402) is connected to the drive gear to drive the drive gear to rotate; the drive gear meshes with the driven gear to drive the driven gear to rotate; the driven gear is sleeved around the transmission screw and threadedly connected to it to drive the transmission screw to move axially; the transmission screw is vertically arranged and connected to the first wing plate (200) to drive the first wing plate (200) to rise and fall as the axially moving transmission screw drives the first wing plate (200) to rise and fall.

10. A vehicle, characterized in that, include: The vehicle body has body panels; The dual-layer tail wing device as described in any one of claims 1 to 9 is disposed on the vehicle body panel.

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