Luggage rack and vehicle

Abstract

The embodiment of the present application provides a luggage rack and a vehicle, the luggage rack is suitable for being mounted on a vehicle body, the luggage rack has a first position and a second position, and the luggage rack comprises: an end support, the end support is connected to the vehicle body in a lifting manner, so as to be switched between the first position and the second position; the end support comprises two ends arranged away from each other, and the two ends of the end support have different lifting amplitudes; wherein the first position is a limit position of the luggage rack rising, and the second position is a limit position of the luggage rack descending. Through the luggage rack, the problem that a gap is generated between the luggage rack and a roof panel after the luggage rack descends is solved.

Description

Technical Field

[0001] This application relates to the field of luggage rack technology, and more particularly to a luggage rack and a vehicle. Background Technology

[0002] Roof racks are installed on the roof of a vehicle and can be used to secure large items or luggage, improving the vehicle's storage capacity. However, roof racks can increase wind resistance and wind noise during vehicle operation. By installing a lifting mechanism under the roof rack to lower its height, the problems of wind resistance and wind noise can be alleviated to some extent.

[0003] However, depending on the roof design requirements of different vehicles, there may be situations where the end of the roof rack is not parallel to the roof. In this case, after the roof rack is lowered, there will be a large gap between its end and the roof sheet metal, which has an adverse effect on reducing wind resistance and wind noise, and also affects the appearance of the vehicle. Summary of the Invention

[0004] This application provides a luggage rack and a vehicle, which aims to improve the problem of a large gap between the luggage rack and the roof sheet metal after the luggage rack is lowered.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows:

[0006] In a first aspect, this application discloses a luggage rack suitable for installation on the body of a vehicle, the luggage rack having a first position and a second position, the luggage rack comprising:

[0007] An end bracket, which is vertically and flexibly connected to the vehicle body to switch between the first position and the second position;

[0008] The end bracket includes two opposite ends, and the two ends of the end bracket have different lifting ranges;

[0009] Wherein, the first position is the limit position of the luggage rack when raised, and the second position is the limit position of the luggage rack when lowered.

[0010] Through the above technical solution, the roof rack includes end brackets that are vertically and flexibly connected to the vehicle body, allowing switching between a first position and a second position. This positional change reduces the impact of the roof rack on wind resistance and wind noise during vehicle operation. Since the two ends of the end brackets have different lifting ranges, even when the ends of the roof rack are not parallel to the roof, the different lifting ranges at both ends of the end brackets can control the gap between the ends of the end brackets and the roof sheet metal when the roof rack is lowered to the second position. This addresses the issue of large gaps between the roof rack and the roof sheet metal at the end position caused by the end brackets lowering at the same amplitude. This further controls the adverse effects of the roof rack on wind resistance and wind noise, and also improves the overall integrity and aesthetics of the vehicle after the roof rack is lowered.

[0011] Optionally, the luggage rack further includes a middle support, which is vertically connected to the vehicle body, and two end supports, which are respectively disposed on both sides of the middle support.

[0012] Through the above technical solution, the luggage rack forms a multi-segment structure along the first direction. The two ends of the two end supports can be designed with different lifting ranges to match the different appearance shapes that may exist at both ends of the luggage rack, thereby improving the flexibility of the luggage rack design.

[0013] Optionally, the end bracket includes a first end close to the intermediate bracket and a second end away from the intermediate bracket, wherein the lifting range of the first end is greater than that of the second end.

[0014] The above technical solution can be adapted to the more common design of roof racks with ends curving downwards towards the roof, thus improving the applicability of the roof rack.

[0015] Optionally, the intermediate support includes a main support and an auxiliary support arranged adjacent to each other. When the luggage rack is in the first position, the main support is in clearance fit with one of the end supports, and the auxiliary support is in clearance fit with the other end support.

[0016] Through the above technical solution, the length of the main support and the auxiliary support in the first direction can be designed to be relatively small, thereby avoiding swaying during the lifting process caused by excessive length and mass of the main support or the auxiliary support, and ensuring the stability of the main support and the auxiliary support during the lifting process.

[0017] Optionally, the luggage rack further includes a first drive assembly connected to the end bracket and used to drive the end bracket to rise and fall.

[0018] The above technical solutions improve the automation of the luggage rack lifting process, simplify the operation process, and optimize the user experience.

[0019] Optionally, the first drive assembly includes a first drive member and a linkage mechanism, the first drive member being adapted to be connected to the vehicle body, and the linkage mechanism including an input end and an output end;

[0020] The input end is movably connected to the output end of the first driving component. The output end includes a fixed end and a movable end. The fixed end is rotatably connected to the vehicle body, and the movable end is rotatably connected to the end bracket.

[0021] The first driving member is used to drive the linkage mechanism to move, so as to drive the end bracket to rise and fall;

[0022] Along the first direction, the movable end is located between the first end and the second end, and the fixed end is closer to the first end than the second end.

[0023] The above technical solution enables precise control of the lifting amplitude at both ends of the end bracket, thereby ensuring the stability and accuracy of the lifting motion at the end.

[0024] Optionally, the linkage mechanism includes a rocker arm, a connecting rod, and a first connecting rod. One end of the rocker arm is connected to the output end of the first driving member, and the other end of the rocker arm is movably connected to one end of the connecting rod. The other end of the connecting rod is movably connected to the middle of the first connecting rod. The two ends of the first connecting rod are configured as the fixed end and the movable end, and are respectively rotatably connected to the vehicle body and the end bracket. The first driving member is used to drive the rocker arm to rotate.

[0025] The above technical solution achieves different lifting amplitude control at both ends of the end bracket through a relatively simple mechanical structure, reducing the number of parts and complexity in the first drive assembly.

[0026] Optionally, the linkage mechanism further includes a second connecting rod, which is spaced apart from the first connecting rod, and both ends of the second connecting rod are rotatably connected to the vehicle body and the end bracket, respectively.

[0027] The above technical solution improves the connection strength between the entire linkage mechanism and even the first drive component, the vehicle body, and the end brackets, making the movement of the entire linkage mechanism smoother.

[0028] Optionally, the luggage rack further includes two second drive components. The main support is connected to one of the second drive components, and the auxiliary support is connected to the other second drive component. The two second drive components are respectively used to drive the main support and the auxiliary support to rise and fall, so that the main support and the auxiliary support can switch between the first position and the second position.

[0029] The main support and the auxiliary support have different lifting ranges.

[0030] With the above technical solution, in the second position, the position of the auxiliary support can be higher or lower than the position of the main support, so as to avoid interference caused by both the main support and the auxiliary support being at the same height as the end support, which would lead to the lifting and lowering of each support getting stuck.

[0031] Optionally, the second drive assembly includes a second drive member, a guide seat, and a guide sleeve, wherein the guide seat is movably connected to the vehicle body, and the guide sleeve is fixedly connected to the vehicle body;

[0032] The guide seat is provided with a guide groove extending in a third direction, the guide sleeve has a guide space extending in the second direction, and the main support or the auxiliary support both include a main body and a first guide post and a second guide post connected to the main body. The first guide post is movably connected in the guide groove, and the second guide post is movably connected in the guide space.

[0033] The output end of the second driving member is connected to the guide seat. The second driving member is used to drive the guide seat to move along the first direction. The main support or the auxiliary support moves along the second direction under the constraint of the guide groove and the guide sleeve. The first direction, the second direction and the third direction intersect each other.

[0034] The above technical solution forms a dual constraint on the main support and auxiliary support, reducing the probability of the intermediate support swaying or deviating during the lifting process and ensuring the stability of the intermediate support during the lifting process.

[0035] Optionally, the guide groove on the guide seat connected to the main support is a first guide groove, and the guide groove on the guide seat connected to the auxiliary support is a second guide groove; wherein, the length of the first guide groove is less than the length of the second guide groove, and / or, the inclination angle of the first guide groove is less than the inclination angle of the second guide groove.

[0036] By changing the size and angle of some of the components, the main support and auxiliary support can be adjusted to different lifting ranges, thus avoiding increasing the complexity of the structure.

[0037] Optionally, the second driving component includes a drive motor and a gear, the gear being connected to the output shaft of the drive motor, and the guide seat being provided with a rack, the gear meshing with the rack.

[0038] The above technical solution uses a simpler drive structure to drive the guide seat, and the drive method is reliable and simple.

[0039] Secondly, this application also discloses a vehicle including a luggage rack of any of the above embodiments. Attached Figure Description

[0040] Figure 1 This is a schematic diagram illustrating a gap between the lowered end of a roof rack and the roof sheet metal in existing technology.

[0041] Figure 2 This is a schematic diagram of a luggage rack structure provided in one embodiment of this application;

[0042] Figure 3 This is a schematic diagram of the structure of a luggage rack in a first position according to an embodiment of this application;

[0043] Figure 4 yes Figure 3 Enlarged view of a portion of the image;

[0044] Figure 5 yes Figure 3 A magnified view of a part from another angle;

[0045] Figure 6 This is a schematic diagram of the luggage rack auxiliary support after it has been lowered according to an embodiment of this application;

[0046] Figure 7 yes Figure 6 Enlarged view of a portion of the image;

[0047] Figure 8 This is a schematic diagram of the rear end support of the luggage rack after it has been lowered, according to an embodiment of this application;

[0048] Figure 9 yes Figure 8 Enlarged view of a portion of the image;

[0049] Figure 10 This is a schematic diagram of the main support frame of the luggage rack provided in one embodiment of this application after it has been lowered.

[0050] Figure 11 yes Figure 10 One of the enlarged schematic diagrams of a part in the middle;

[0051] Figure 12 yes Figure 10 Partial enlarged schematic diagram (2);

[0052] Figure 13 This is a partial schematic diagram of the front end support of a luggage rack provided in one embodiment of this application after it has been lowered;

[0053] Figure 14 This is a schematic diagram of an auxiliary support structure provided in one embodiment of this application;

[0054] Figure 15 This is a schematic diagram of an end bracket in a first position and a second position according to an embodiment of this application.

[0055] Explanation of reference numerals in the attached figures:

[0056] 100-Luggage rack, 10-End bracket, 101-First end, 102-Second end, 10a-Front end bracket, 10b-Rear end bracket, 11-Fourth fixing plate, 20-Intermediate bracket, 20a-Main body bracket, 20b-Auxiliary bracket, 21-Main body, 22-First guide post, 221-Snap-fit ​​boss, 23-Second guide post, 30-First drive assembly, 31-First drive component, 32-Linkage mechanism, 321-Rock arm, 322-Linkage, 323-First link Frame rod, 3231-fixed end, 3232-moving end, 324-second connecting rod, 40-second drive assembly, 41-second drive component, 411-drive motor, 412-gear, 42-guide seat, 421-guide groove, 422-rack, 43-guide sleeve, 200-body, 201-roof, 2011-first fixed plate, 2012-third fixed plate, 202-side panel, 2021-second fixed plate, X-first direction, Y-second direction, Z-third direction. Detailed Implementation

[0057] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0058] Roof racks are installed on the roof of a vehicle and can be used to secure large items or luggage, improving the vehicle's storage capacity. However, roof racks can increase wind resistance and wind noise during vehicle operation. By installing a lifting mechanism under the roof rack to lower its height, the problems of wind resistance and wind noise can be alleviated to some extent.

[0059] However, depending on the roof design requirements of different vehicles, there may be situations where the end of the roof rack is not parallel to the roof. For example, the end of the roof rack may be designed to be upturned or downturned. In this case, after the roof rack is lowered, there will be a gap between its end and the roof sheet metal, which will have an adverse effect on reducing wind resistance and wind noise, and will also affect the appearance of the vehicle.

[0060] To address the aforementioned problems, this application provides a luggage rack 100. The luggage rack 100 disclosed in this application can be concealed within the vehicle roof 201, controlling the aforementioned gap problem, helping to keep the vehicle's wind resistance and noise within a low range, and also improving the vehicle's aesthetics. The luggage rack 100 provided in this application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0061] The luggage rack 100 disclosed in this application is suitable for installation on the body 200 of a vehicle. The luggage rack 100 has a first position and a second position, such as... Figure 2 As shown, the luggage rack 100 includes: an end bracket 10, which is vertically connected to the vehicle body 200 to switch between a first position and a second position; the end bracket 10 includes two opposite ends, which have different lifting ranges; wherein, the first position is the limit position of the luggage rack 100 when raised, and the second position is the limit position of the luggage rack 100 when lowered.

[0062] For example, such as Figure 15 In the end bracket shown, the first end 101 of the end bracket has a first height difference H1 between the first position and the second position, and the second end 102 of the end bracket 10 has a second height difference H2 between the first position and the second position, wherein H2 < H1. In this embodiment, the roof rack 100 includes an end bracket 10, which is vertically connected to the vehicle body 200, allowing it to switch between a first position and a second position. This positional change reduces the impact of the roof rack 100 on wind resistance and wind noise during vehicle operation. Since the two ends of the end bracket 10 have different lifting ranges, when the ends of the roof rack 100 are not parallel to the roof 201, the different lifting ranges at the two ends of the end bracket 10 can control the gap between the ends of the end bracket 10 and the sheet metal of the roof 201 when the roof rack 100 is lowered to the second position. This controls the problem of a large gap between the roof rack 100 and the sheet metal of the roof 201 at the end position caused by the end bracket 10 lowering at the same amplitude. This further controls the adverse effects of the roof rack 100 on wind resistance and wind noise, and also improves the overall integrity and aesthetics of the vehicle after the roof rack 100 is lowered.

[0063] The vehicle body 200 may include a roof 201 and side panels 202. A roof rack 100 may be installed between the roof 201 and the side panels 202. The length of the end bracket 10 is set along a first direction X, and the lifting movement of the end bracket 10 is approximately along the height direction of the vehicle, where the first direction X is the length direction of the vehicle. In specific applications, the lifting range at both ends of the end bracket 10 can be designed according to its specific shape.

[0064] Optionally, the luggage rack 100 further includes a middle support 20, which is vertically connected to the vehicle body 200. Two end supports 10 are provided, each positioned on one side of the middle support 20. In this embodiment, the support assembly includes two end supports 10 and a middle support 20 positioned between the two ends. The luggage rack 100 forms a multi-segment structure along the first direction X. Different lifting ranges can be provided at the two ends of the two end supports 10 to match different appearance shapes that may exist at the two ends of the luggage rack 100, thus improving the flexibility of the luggage rack 100's design.

[0065] Specifically, of the two end brackets 10, the one located at the front of the vehicle is the front end bracket 10a, and the one located at the rear of the vehicle is the rear end bracket 10b. The front end bracket 10a, the middle bracket 20, and the rear end bracket 10b all extend along the first direction X and are arranged sequentially along the first direction X to form the entire luggage rack 100. The front end bracket 10a and the rear end bracket 10b can both be designed as upward-curving structures, or both as downward-curving structures, or one end bracket 10 can be an upward-curving structure while the other end bracket 10 is a downward-curving structure. This application does not impose specific limitations on this.

[0066] In some alternative embodiments, the end bracket 10 includes a first end 101 near the intermediate bracket 20 and a second end 102 away from the intermediate bracket 20, wherein the lifting range of the first end 101 is greater than the lifting range of the second end 102.

[0067] It should be noted that the design of the roof rack 100 bending downwards towards the roof 201 is more common in practical applications. That is, the second end 102 of the end bracket 10 is closer to the roof 201 than the first end 101. Because the lifting range of the first end 101 is greater than that of the second end 102 during the lifting process, the height difference between the first and second positions of the second end 102 is smaller. This allows it to remain in a position closer to the roof 201 after lowering, controlling the gap between the second end 102 and the roof 201 that would occur if the first end 101 and the second end 102 lowered by the same amount of time. This helps control wind resistance and wind noise caused by the gap, while also ensuring the overall appearance of the vehicle.

[0068] Optionally, the intermediate support 20 includes a main support 20a and an auxiliary support 20b arranged adjacent to each other. When the luggage rack 100 is in the first position, the main support 20a is in clearance fit with one end support 10, and the auxiliary support 20b is in clearance fit with the other end support 10. Through this segmented design of the intermediate support 20, the lengths of the main support 20a and the auxiliary support 20b in the first direction X can be designed to be smaller, thereby avoiding swaying during lifting and lowering caused by excessive length or mass of the main support 20a or the auxiliary support 20b, and ensuring the stability of the main support 20a and the auxiliary support 20b during lifting and lowering.

[0069] In the embodiments of this application, such as Figure 3 As shown, the main support 20a is positioned near the front end support 10a, and the auxiliary support 20b is positioned near the rear end support 10b. The main support 20a has a longer length along the first direction X, while the auxiliary support 20b has a shorter length. The main support 20a can serve as the main load-bearing structure of the luggage rack 100, undertaking the main function of securing luggage on the roof 201. The main support 20a and the auxiliary support 20b can be connected to the vehicle body 200 as part of the intermediate support 20. In this structure, the main support 20a and the auxiliary support 20b can achieve redundant securing functions. That is, if the stability of the connection between one of the main support 20a and the auxiliary support 20b and the vehicle body 200 is insufficient, the reliable connection between the other and the vehicle body 200 can ensure the reliability of securing the luggage.

[0070] It should be noted that, in the embodiments of this application, when the luggage rack 100 is in the first position, the main support 20a is in clearance fit with one end support 10, and the auxiliary support 20b is in clearance fit with another end support 10 to form a continuous structure. When the luggage rack 100 is in the second position, the luggage rack 100 is actually in a hidden state, and both the end support 10 and the middle support 20 are hidden in the roof 201. In this state, the main support 20a and the two end supports 10 may not be at the same height and may not form a continuous structure. This application does not specifically limit the fit relationship between the various structures of the luggage rack 100 in the second position.

[0071] Optionally, the luggage rack 100 also includes a first drive assembly 30, which is connected to the end bracket 10 and is used to drive the end bracket 10 to rise and fall. By driving the end bracket 10 through the first drive assembly 30, the automation level of the luggage rack 100's rising and falling process is improved, the operation process is simplified, and the user experience is optimized.

[0072] In this embodiment, the first drive assembly 30 includes a first drive member 31 and a linkage mechanism 32. The first drive member 31 is adapted to be connected to the vehicle body 200. The linkage mechanism 32 includes an input end and an output end. The input end is movably connected to the output end of the first drive member 31. The output end includes a fixed end 3231 and a movable end 3232. The fixed end 3231 is rotatably connected to the vehicle body 200, and the movable end 3232 is rotatably connected to the end bracket 10. The first drive member 31 is used to drive the linkage mechanism 32 to move, thereby driving the end bracket 10 to rise and fall. In the first direction X, the movable end 3232 is located between the first end 101 and the second end 102, and the fixed end 3231 is closer to the first end 101 than the second end 102.

[0073] Specifically, the roof 201 of the vehicle body 200 is provided with a first fixed plate 2011, and the first driving component 31 is fixedly connected to the first fixed plate 2011. The first driving component 31 is a motor, and its output end is provided with a motor shaft. When the motor is working, the motor shaft can rotate. The input end of the linkage mechanism 32 is connected to the motor shaft, so that it can follow the rotation of the motor shaft and perform a preset movement. It should be noted that, through the cooperation of the first driving member 31 and the linkage mechanism 32, the first driving member 31 can drive the linkage mechanism 32 to move. Since the fixed end 3231 of the linkage mechanism 32 is rotatably connected to the vehicle body 200, the height of the fixed end 3231 does not change. During the movement of the linkage mechanism 32, the movable end 3232 connected to the end bracket 10 can rotate with the fixed end 3231 as the origin, thereby driving the end bracket 10 to rise and fall. Since the movable end 3232 is located between the first end 101 and the second end 102, and the fixed end 3231 is closer to the first end 101 than the second end 102, the first end 101 of the end bracket 10, which is closer to the middle bracket 20, can have a larger range of motion, thereby reducing the gap between the second end 102 and the sheet metal of the roof 201 after the end bracket 10 is lowered.

[0074] like Figure 9 , Figure 12 , Figure 13 As shown, the linkage mechanism 32 includes a rocker arm 321, a connecting rod 322, and a first connecting rod 323. One end of the rocker arm 321 is connected to the output end of the first driving member 31, and the other end of the rocker arm 321 is movably connected to one end of the connecting rod 322. The other end of the connecting rod 322 is movably connected to the middle of the first connecting rod 323. The two ends of the first connecting rod 323 are configured as a fixed end 3231 and a movable end 3232, and are rotatably connected to the vehicle body 200 and the end bracket 10, respectively. The first driving member 31 is used to drive the rocker arm 321 to rotate.

[0075] In specific applications, by controlling the operation of the first driving component 31, the output end of the first driving component 31 outputs power, which can drive the rocker arm 321 connected to it to move. The movement of the rocker arm 321 drives the connecting rod 322 and the first connecting rod 323 to move, thereby realizing the lifting and lowering of the end bracket 10 connected to the first connecting rod 323. Since the fixed end 3231 of the first connecting rod 323 is connected to the vehicle body 200 and the movable end 3232 is connected to the end bracket 10, the lifting and lowering of the two ends with different amplitudes can be realized, thereby solving the problem of gaps between the roof rack 100 and the sheet metal of the roof 201 caused by the overall descent of the roof rack 100.

[0076] Specifically, such as Figure 9 In the first drive assembly 30 shown, one end of the rocker arm 321 is fixedly connected to the motor shaft, a third fixing plate 2012 is provided on the body 200, a fourth fixing plate 11 is provided on the end bracket 10, the fixed end 3231 of the first connecting rod 323 is hinged to the third fixing plate 2012, and the movable end 3232 of the first connecting rod 323 is hinged to the fourth fixing plate 11. In practical applications, when the luggage rack 100 needs to be lowered to switch to a hidden state, the motor, in its working state, controls the motor shaft to rotate counterclockwise, thereby causing the rocker arm 321 to rotate counterclockwise around the motor shaft as the rotation center. The rocker arm 321 further drives the connecting rod 322 connected to it to move counterclockwise. During the counterclockwise movement of the connecting rod 322, the end of the connecting rod 322 connected to the first connecting rod 323 has a downward movement tendency, thereby causing the first connecting rod 323 to descend. Furthermore, since the fixed end 3231 of the first connecting rod 323 is connected to the vehicle body 200, its height does not change, and it only rotates relative to the vehicle body 200. Therefore, during the descent of the connecting rod 322, the movable end 3232 of the first connecting rod 323 follows the connecting rod 322 to descend, thereby causing the end bracket 10 movably connected to the movable end 3232 to descend.

[0077] In specific applications, the lifting range of the end bracket 10 can be adjusted by adjusting the size of the rocker arm 321, the connecting rod 322, and the first connecting rod 323 and their connection positions to match different roof shapes.

[0078] Furthermore, the linkage mechanism 32 also includes a second connecting rod 324, which is spaced apart from the first connecting rod 323. The two ends of the second connecting rod 324 are rotatably connected to the vehicle body 200 and the end support 10, respectively. The second connecting rod 324 connects the vehicle body 200 and the end support 10, thereby improving the connection strength between the entire linkage mechanism 32 and even the first drive assembly 30 with the vehicle body 200 and the end support 10. This makes the movement of the entire linkage mechanism 32 smoother and improves the stability of the end support 10 during descent.

[0079] Specifically, the second connecting rod 324 is located on the side of the first connecting rod 323 away from the connecting rod 322 and close to the end bracket 10. The second connecting rod 324 has a similar structure to the first connecting rod 323. The two ends of the second connecting rod 324 are hinged to the third fixing plate 2012 and the fourth fixing plate 11 respectively, which ensures the stability of the end bracket 10 relative to the vehicle body 200 during the lifting process and helps to ensure the overall safety and reliability of the structure.

[0080] Optionally, the luggage rack 100 also includes two second drive components 40. The main support 20a is connected to one second drive component 40, and the auxiliary support 20b is connected to the other second drive component 40. The two second drive components 40 are used to drive the main support 20a and the auxiliary support 20b to rise and fall, so that the main support 20a and the auxiliary support 20b can switch between a first position and a second position. The main support 20a and the auxiliary support 20b have different rising and falling ranges.

[0081] In this embodiment, since the two end supports 10 have different lifting amplitudes at both ends during the lifting process, in reality, as shown... Figure 15 The diagram shows the end support 10 in the first and second positions. The second end 102 of the end support 10 tends to move closer to each other during the descent. In this case, the end support 10 will interfere with the middle support 20. By designing the lifting amplitude of the main support 20a and the auxiliary support 20b to be different, in the second position, the position of the auxiliary support 20b can be higher or lower than the position of the main support 20a, so as to avoid the main support 20a and the auxiliary support 20b being at the same height as the end support 10 and thus causing interference, and to avoid the problem of lifting jamming between the supports.

[0082] The second drive assembly 40 improves the automation of the lifting of the main support 20a and the auxiliary support 20b. The first drive assembly 30 and the second drive assembly 40 can be connected to the roof 201 or the side panel 202, which is not specifically limited in this application.

[0083] like Figures 3 to 5 ,as well as Figures 10 to 11 As shown, the second drive assembly 40 includes a second drive member 41, a guide seat 42, and a guide sleeve 43. The guide seat 42 is movably connected to the vehicle body 200, and the guide sleeve 43 is fixedly connected to the vehicle body 200. The guide seat 42 is provided with a guide groove 421 extending along a third direction Z, and the guide sleeve 43 has a guide space extending along a second direction Y. Figure 14As shown, both the main support 20a and the auxiliary support 20b include a main body 21 and a first guide post 22 and a second guide post 23 connected to the main body 21. The first guide post 22 is movably connected in the guide groove 421, and the second guide post 23 is movably connected in the guide space. The output end of the second drive member 41 is connected to the guide seat 42. The second drive member 41 is used to drive the guide seat 42 to move along the first direction X. The main support 20a or the auxiliary support 20b moves along the second direction Y under the constraint of the guide groove 421 and the guide sleeve 43. The first direction X, the second direction Y and the third direction Z intersect each other.

[0084] A second fixing plate 2021 is provided on the side panel 202 of the vehicle body 200, such as Figure 4 As shown, the second driving member 41 is fixedly connected to the second fixed plate 2021. In the working state, the second driving member 41 can drive the guide seat 42 to move along the first direction X. During the movement of the guide seat 42 along the first direction X, the guide groove 421 also moves along the first direction X. Since the first guide post 22 of the main support 20a or the auxiliary support 20b is movably connected in the guide groove 421, and the second guide post 23 is movably connected in the guide space, when the guide groove 421 moves along the first direction X, the main support 20a and the auxiliary support 20b are subject to the dual constraint of the guide groove 421 and the guide sleeve 43, thereby generating movement along the second direction Y. That is, the main support 20a or the auxiliary support 20b rises or falls relative to the height direction of the vehicle body 200, thereby realizing the switching of the intermediate support 20 between the first position and the second position. It should be noted that the guide seat 42, as the connecting component between the second driving component 41 and the main support 20a or the auxiliary support 20b, can provide stable support and guidance for the movement of the intermediate support 20, ensuring the stability and reliability of the intermediate support 20 during the lifting process.

[0085] In this embodiment, the bottom of the guide seat 42 is movably connected to the second driving member 41. The guide seat 42 is a guide plate, with its height direction along the vehicle height direction and its thickness direction along the vehicle width direction. The guide groove 421 is a through groove extending through the thickness direction of the guide plate, and its length direction extends along the second direction Y. The guide sleeve 43 is a cylindrical structure with a hollow interior. The second guide post 23 can extend into the guide space to move along the length direction of the guide sleeve 43 during lifting. The main body 21 of the main support 20a or auxiliary support 20b is located at the top and can be used to fix luggage in the first position. The first guide post 22 and the second guide post 23 are both connected to the lower part of the main body 21. The first guide post 22 is movably connected in the guide groove 421, and the second guide post 23 is movably connected in the guide space. Thus, when the guide plate moves relative to the second driving member 41, the main support 20a or auxiliary support 20b rises or falls relative to the guide plate. The guiding engagement between the guide groove 421 and the first guide post 22, and the guiding engagement between the guide sleeve 43 and the second guide post 23, can form a double constraint on the intermediate support 20, reducing the probability of the intermediate support 20 swinging or deviating during the lifting process, ensuring the reliability of the lifting process of the intermediate support 20, and reducing the probability of the entire second drive assembly 40 failing to drive the intermediate support 20 to lift.

[0086] Optionally, one end of the first guide post 22 is fixedly connected to the main body 21, and the other end of the first guide post 22 is provided with a snap-fit ​​boss 221. At least a portion of the snap-fit ​​boss 221 is movably connected within the guide groove 421, thereby ensuring a reliable guiding relationship between the intermediate support 20 and the guide seat 42. The snap-fit ​​boss 221 protrudes from the first guide post 22 along the thickness direction of the guide plate. Optionally, snap-fit ​​bosses 221 are provided on both sides of the first guide post 22, thereby improving the flexibility of the fit between the first guide post 22 and the guide groove 421 and reducing the risk of assembly failure due to manufacturing tolerances.

[0087] In this embodiment of the application, the guide groove 421 on the guide seat 42 connected to the main support 20a is the first guide groove 421, and the guide groove 421 on the guide seat 42 connected to the auxiliary support 20b is the second guide groove 421; wherein, the length of the first guide groove 421 is less than the length of the second guide groove 421, and / or, the inclination angle of the first guide groove 421 is less than the inclination angle of the second guide groove 421.

[0088] It is understandable that, since the lifting and lowering of the main support 20a or the auxiliary support 20b is constrained by the guide groove 421 of the guide seat 42, by limiting the length of the first guide groove 421 and the second guide groove 421, and / or the tilt angle of the first guide groove 421 and the second guide groove 421, the lifting and lowering range of the main support 20a or the auxiliary support 20b between the first position and the second position can be controlled. Furthermore, by designing the lifting and lowering range of the main support 20a and the auxiliary support 20b between the first position and the second position, interference between the end support 10 and the main support 20a or the auxiliary support 20b in the middle support 20 in the first direction X can be avoided when the luggage rack 100 switches positions between the first position and the second position, reducing the motion jamming problem caused by interference, thereby ensuring the reliability of the lifting and lowering of the end support 10 and the middle support 20.

[0089] For example, such as Figure 3 As shown in this embodiment, when the luggage rack 100 is in the second position, the height of the guide seat 42 connected to the main support 20a is higher than the height of the guide seat 42 connected to the auxiliary support 20b, and the inclination angle of the first guide groove 421 is smaller than the inclination angle of the second guide groove 421, so that the position of the auxiliary support 20b can be lower than the position of the main support 20a when the luggage rack 100 is in the second position, thereby avoiding interference between the main support 20a, the auxiliary support 20b and the end support 10.

[0090] Optionally, the second driving component 41 includes a drive motor 411 and a gear 412. The gear 412 is connected to the output shaft of the drive motor 411, and the guide seat 42 is provided with a rack 422. The gear 412 meshes with the rack 422. When the second driving component 41 is working, the rotation of the output shaft of the drive motor 411 can drive the gear 412 to rotate. Since the gear 412 meshes with the rack 422, the rotation of the gear 412 can drive the rack 422 to move linearly, thereby driving the guide seat 42 to move along the first direction X. Using this driving structure to drive the guide seat 42, the driving method is reliable and simple.

[0091] In specific applications, the lifting and lowering of the front end bracket 10a, the rear end bracket 10b, the main body bracket 20a, and the auxiliary bracket 20b can be controlled separately to achieve switching of the luggage rack 100 between a first position and a second position. For example, in this embodiment, the auxiliary bracket 20b can be lowered first, such as... Figure 6 , Figure 7 As shown, then control the rear end support 10b to descend, as... Figure 8 As shown, the main support 20a is then lowered as follows. Figure 10 As shown, the front end support 10a is finally lowered, as... Figure 13As shown, it should be noted that since the end bracket and the intermediate bracket 20 are driven independently, the descent sequence can be flexibly designed, and this application does not impose specific limitations on this.

[0092] In summary, the luggage rack 100 provided in this application embodiment has at least the following advantages:

[0093] In this embodiment, the roof rack 100 includes an end bracket 10, which is vertically connected to the vehicle body 200, allowing it to switch between a first position and a second position to reduce the impact of the roof rack 100 on wind resistance and wind noise during vehicle operation. Since the two ends of the end bracket 10 have different lifting ranges, the roof rack 100 can use the different lifting ranges of the two ends of the end bracket 10 to match the different gaps between the two ends of the roof rack 100 and the roof 201 caused by the roof rack 100 not being parallel to the roof 201. This can control the problem of a large gap between the roof rack 100 and the roof 201 sheet metal at the end position caused by the end bracket 10 lowering at the same amplitude, further controlling the adverse effects of the roof rack 100 on the vehicle's wind resistance and wind noise, and also improving the overall integrity and aesthetics of the vehicle after the roof rack 100 is lowered.

[0094] Secondly, this application also discloses a vehicle including the luggage rack 100 in any of the above embodiments.

[0095] The vehicle also includes a roof 201, a side panel 202, and the aforementioned luggage rack 100; the roof 201 is provided with a first fixing plate 2011, the side panel 202 is provided with a second fixing plate 2021, the first drive assembly 30 is at least partially connected to the first fixing plate 2011, and the second drive assembly 40 is at least partially connected to the second fixing plate 2021.

[0096] It should be noted that in this embodiment, the structure of the luggage rack 100 is the same as that of the luggage rack 100 in any of the above embodiments, and its beneficial effects are similar, so it will not be described in detail here.

[0097] Terminology Explanation

[0098] In this application, "multiple" refers to two or more.

[0099] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0100] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0101] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0102] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0103] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A luggage rack suitable for installation on the body of a vehicle, characterized in that, The luggage rack has a first position and a second position, and the luggage rack includes: An end bracket, which is vertically and flexibly connected to the vehicle body to switch between the first position and the second position; The end bracket includes two opposite ends, and the two ends of the end bracket have different lifting ranges; Wherein, the first position is the limit position of the luggage rack when raised, and the second position is the limit position of the luggage rack when lowered.

2. The luggage rack according to claim 1, characterized in that, The luggage rack also includes a middle support, which is vertically connected to the vehicle body, and two end supports, which are respectively located on both sides of the middle support.

3. The luggage rack according to claim 2, characterized in that, The end bracket includes a first end close to the intermediate bracket and a second end away from the intermediate bracket, wherein the lifting range of the first end is greater than that of the second end.

4. The luggage rack according to claim 2, characterized in that, The intermediate support includes a main support and an auxiliary support arranged adjacent to each other. When the luggage rack is in the first position, the main support is in clearance fit with one of the end supports, and the auxiliary support is in clearance fit with the other end support.

5. The luggage rack according to claim 3, characterized in that, The luggage rack also includes a first drive assembly connected to the end bracket and used to drive the end bracket to rise and fall.

6. The luggage rack according to claim 5, characterized in that, The first drive assembly includes a first drive member and a linkage mechanism. The first drive member is adapted to be connected to the vehicle body, and the linkage mechanism includes an input end and an output end. The input end is movably connected to the output end of the first driving component. The output end includes a fixed end and a movable end. The fixed end is rotatably connected to the vehicle body, and the movable end is rotatably connected to the end bracket. The first driving member is used to drive the linkage mechanism to move, so as to drive the end bracket to rise and fall; Along the first direction, the movable end is located between the first end and the second end, and the fixed end is closer to the first end than the second end.

7. The luggage rack according to claim 6, characterized in that, The linkage mechanism includes a rocker arm, a connecting rod, and a first connecting rod. One end of the rocker arm is connected to the output end of the first driving member, and the other end of the rocker arm is movably connected to one end of the connecting rod. The other end of the connecting rod is movably connected to the middle of the first connecting rod. The two ends of the first connecting rod are configured as the fixed end and the movable end, and are respectively rotatably connected to the vehicle body and the end bracket. The first driving member is used to drive the rocker arm to rotate.

8. The luggage rack according to claim 7, characterized in that, The linkage mechanism further includes a second connecting rod, which is spaced apart from the first connecting rod, and the two ends of the second connecting rod are rotatably connected to the vehicle body and the end bracket, respectively.

9. The luggage rack according to claim 4, characterized in that, The luggage rack also includes two second drive components. The main support is connected to one of the second drive components, and the auxiliary support is connected to the other second drive component. The two second drive components are respectively used to drive the main support and the auxiliary support to rise and fall, so that the main support and the auxiliary support can switch between the first position and the second position. The main support and the auxiliary support have different lifting ranges.

10. The luggage rack according to claim 9, characterized in that, The second drive assembly includes a second drive member, a guide seat, and a guide sleeve. The guide seat is movably connected to the vehicle body, and the guide sleeve is fixedly connected to the vehicle body. The guide seat is provided with a guide groove extending in a third direction, the guide sleeve has a guide space extending in a second direction, and the main support or the auxiliary support both include a main body and a first guide post and a second guide post connected to the main body. The first guide post is movably connected in the guide groove, and the second guide post is movably connected in the guide space. The output end of the second driving member is connected to the guide seat. The second driving member is used to drive the guide seat to move along the first direction. The main support or the auxiliary support moves along the second direction under the constraint of the guide groove and the guide sleeve. The first direction, the second direction and the third direction intersect each other.

11. The luggage rack according to claim 10, characterized in that, The guide groove on the guide seat connected to the main support is the first guide groove, and the guide groove on the guide seat connected to the auxiliary support is the second guide groove; wherein, the length of the first guide groove is less than the length of the second guide groove, and / or, the inclination angle of the first guide groove is less than the inclination angle of the second guide groove.

12. The luggage rack according to claim 10, characterized in that, The second driving component includes a drive motor and a gear. The gear is connected to the output shaft of the drive motor, and the guide seat is provided with a rack. The gear meshes with the rack.

13. A vehicle, characterized in that, The luggage rack includes any one of claims 1-12.

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