New continuously variable electric rear wing

Abstract

This utility model relates to the field of electric tail wing technology, and in particular to a novel continuously variable transmission (CVT) electric tail wing. It includes a drive motor whose shaft is coaxially connected to a first-stage worm gear. The first-stage worm gear meshes with a first-stage worm wheel, transmitting rotational motion to the worm wheel. The first-stage worm wheel and a second-stage worm gear are coaxially arranged and rotate synchronously. The second-stage worm gear meshes with a gear-shaped portion on the output shaft, which has an external gear tooth structure. Actuators are connected to both ends of the output shaft, and these actuators are connected to spoilers. The rotational motion of the output shaft drives the actuators to perform extension and retraction movements, thereby precisely controlling the deployment angle and position of the spoiler. This utility model employs a two-stage worm gear transmission structure, combined with a linkage design of the actuators, to achieve stepless speed adjustment of the spoiler's deployment angle and position. It also simplifies components and reduces assembly costs while ensuring accuracy.

Description

Technical Field

[0001] This utility model relates to the field of electric tail wing technology, and in particular to a novel continuously variable electric tail wing. Background Technology

[0002] As a widely used means of transportation in modern society, automobiles are significantly affected by wind resistance during high-speed driving. The magnitude of wind resistance is directly proportional to the square of the vehicle speed. As the vehicle speed increases, wind resistance increases sharply. This not only increases the vehicle's energy consumption but also limits the vehicle's maximum speed and adversely affects the vehicle's handling stability.

[0003] To reduce wind resistance and optimize vehicle aerodynamics, racing cars and high-end sports cars were the first to adopt spoilers. By altering the direction of airflow, spoilers can effectively reduce air resistance and increase downforce, thereby improving vehicle stability and fuel economy, and were once a symbol of high-performance vehicles.

[0004] With the development of the automotive industry, electric rear wings have emerged to ensure convenience for daily use. However, most existing electric rear wings can only perform simple opening and closing actions, and cannot precisely and continuously adjust the spoiler's deployment angle according to the design characteristics of different vehicle models, different driving speeds, and different road conditions. This functional limitation prevents electric rear wings from fully realizing their role in optimizing vehicle aerodynamic performance, making it difficult to meet the dynamic aerodynamic requirements of diverse driving scenarios. Utility Model Content

[0005] The present invention aims to solve the above-mentioned defects and provide a novel continuously variable electric tail wing.

[0006] To overcome the deficiencies in the background technology, the technical solution adopted by this utility model to solve its technical problem is: a novel continuously variable electric tail wing, including a drive motor, whose shaft is coaxially connected to a first-stage worm gear. The first-stage worm gear meshes with a first-stage worm wheel, transmitting rotational motion to the first-stage worm wheel. The first-stage worm wheel is coaxially arranged with a second-stage worm gear and rotates synchronously. The second-stage worm gear meshes with a toothed portion of an output shaft that has an external gear tooth structure. Both ends of the output shaft are respectively connected to an actuator, and the actuator is respectively connected to a spoiler. The rotational motion of the output shaft drives the actuator to perform extension and retraction actions, thereby precisely controlling the deployment angle and position of the spoiler.

[0007] Further improvements include the fact that the secondary worm gear, primary worm wheel, output shaft, and primary worm gear are all rotatably mounted inside the mounting box, the drive motor is mounted outside the mounting box, and the two ends of the output shaft extend through the side wall of the mounting box to the outside and connect with the actuator.

[0008] Further improvements include mounting the mounting box below the mounting base, wherein the mounting base is recessed inward to form a recessed platform for accommodating the actuator.

[0009] Further improvements include a ring body coaxially disposed on the output shaft, and a trigger cam that protrudes radially outward on the side wall of the ring body. The trigger cam has a fan-shaped structure, and a push switch is installed on the mounting box.

[0010] Further improvements include the actuator comprising a bottom support and a top support, the bottom support and the top support being hinged at two points via a fourth link and a second link respectively, a hinge shaft being rotatably connected to the horizontal section of the bottom support, the power input end of the hinge shaft being connected to the output shaft, the output end of the hinge shaft being connected to one end of a third link, the other end of the third link being hinged sequentially to the middle of the second link and the first link, and the fourth link being parallel to the first link and the second link.

[0011] The beneficial effects of this utility model are as follows: This design adopts a two-stage worm gear transmission structure, combined with the linkage design of the actuator, which can realize stepless speed regulation of the spoiler's deployment angle and position. At the same time, it simplifies the parts and reduces assembly costs while ensuring accuracy. This feature allows it to accurately optimize aerodynamic performance according to different vehicle models, speeds, and road conditions, overcoming the limitation of traditional electric spoilers that can only be simply opened and closed. The trigger cam on the output shaft, in conjunction with the push switch, can convert the rotational position into an electrical signal, providing real-time feedback on the spoiler's status and providing precise basis for the next adjustment, thus improving the intelligence level of spoiler control. Attached Figure Description

[0012] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0013] Figure 1 This is an axonometric view of the drive structure in this utility model. Figure 1 ;

[0014] Figure 2 This is the axonometric view of the present invention. Figure 1 ;

[0015] Figure 3 This is an axonometric view of the drive structure in this utility model. Figure 2 (Installation box not shown);

[0016] Figure 4 This is the axonometric view of the present invention. Figure 2 ;

[0017] Figure 5 This is an axonometric view of the actuator in this utility model;

[0018] Figure 6 yes Figure 4 Side section view;

[0019] In the diagram, 1-drive motor, 2-first-stage worm gear, 3-first-stage worm wheel, 4-second-stage worm gear, 5-output shaft, 6-spoiler, 7-mounting base, 8-mounting box, 9-ring body, 10-trigger cam, 11-press switch, 12-connecting pipe, 13-sunken platform, 14-actuator;

[0020] 1401 - Top support, 1402 - Fourth link, 1403 - Bottom support, 1404 - Hinge shaft, 1405 - Third link, 1406 - Second link, 1407 - First link. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. All other embodiments obtained by those skilled in the art without creative effort in accordance with the embodiments of the basic utility model are within the scope of protection of this utility model.

[0022] refer to Figure 1 , Figure 2 , Figure 3 and Figure 4 A novel continuously variable transmission (CVT) electric tail wing includes a drive motor 1, whose shaft is coaxially connected to a first-stage worm gear 2. The first-stage worm gear 2 meshes with a first-stage worm wheel 3, transmitting rotational motion to the first-stage worm wheel 3. The first-stage worm wheel 3 is coaxially arranged with a second-stage worm gear 4 and rotates synchronously. The second-stage worm gear 4 meshes with a gear-shaped portion on an output shaft 5, which has an external gear tooth structure. This structure transmits power to the output shaft 5 through a two-stage reduction transmission, realizing continuously variable rotation of the output shaft 5. The two ends of the output shaft 5 are respectively connected to actuators 14, and the actuators 14 are respectively connected to spoilers 6. The rotational motion of the output shaft 5 drives the actuators 14 to perform extension and retraction actions, thereby precisely controlling the deployment angle and position of the spoilers 6 and realizing continuously variable adjustment of aerodynamic performance.

[0023] This design achieves efficient speed reduction and torque increase through a two-stage worm gear transmission structure. Combined with the linkage design of the output shaft 5 and the actuator 14, the transmission is smooth and the speed adjustment is precise, which improves the response speed and working stability of the electric tail wing. At the same time, it simplifies the parts and reduces the assembly cost while ensuring accuracy.

[0024] For specific embodiments, please refer to Figure 1 and Figure 3The secondary worm 4, primary worm wheel 3, output shaft 5, and primary worm 2 are all rotatably mounted inside the mounting box 8, forming a compact integrated transmission assembly. The drive motor 1 is mounted outside the mounting box 8, and both ends of the output shaft 5 extend through the side wall of the mounting box 8 to the outside and connect with the actuator 14, ensuring the stability of power transmission.

[0025] In a further embodiment, the drive motor 1 can also be installed inside the mounting housing 8, with its shaft directly axially connected to the first-stage worm gear 2. This built-in layout optimizes the internal space structure, reduces the overall size, minimizes the exposure of external connectors, and improves the protection level under harsh operating conditions, making it particularly suitable for dusty or high-humidity environments.

[0026] For specific embodiments, please refer to Figure 2 and Figure 4 The mounting box 8 is installed below the mounting base 7, and the two form an upper and lower split assembly structure. The mounting base 7 is recessed inward to form a recessed platform 13 that can accommodate the actuator 14. This design can hide the actuator 14 in the recessed platform 13.

[0027] For specific embodiments, please refer to Figure 1 A ring 9 is coaxially mounted on the output shaft 5, and a trigger cam 10 protruding radially outward is formed on the side wall of the ring 9. The trigger cam 10 has a fan-shaped structure. A push switch 11 is mounted on the mounting box 8. The push switch 11 can also be mounted on other components besides the output shaft 5. When the output shaft 5 rotates, the trigger contact of the push switch 11 contacts the contour surface of the trigger cam 10 to realize the position signal feedback of the output shaft 5. When the output shaft 5 drives the ring 9 to rotate, the trigger cam 10 rotates synchronously with it. The contour surface of the trigger cam 10 contacts the trigger contact of the push switch 11 to obtain the position signal of the output shaft 5. This design uses the mechanical cooperation between the trigger cam 10 and the push switch 11 to convert the rotation position of the output shaft 5 into electrical signal pulses. The control system accurately identifies the position of the output shaft 5 by counting the number of pulses, and then monitors the deployment angle of the spoiler 6 in real time.

[0028] In a specific embodiment, to enable quick disassembly and maintenance, the output shaft 5 is detachably connected to the actuator 14 via the connecting pipe 12.

[0029] For specific embodiments, please refer to Figure 5 and Figure 6The actuator 14 employs a four-bar linkage mechanism, comprising a bottom support 1403 and a top support 1401. The bottom support 1403 and the top support 1401 are hinged at two points via a fourth link 1402 and a second link 1406, respectively. The ends of each link are hinged to ear plates on the supports via self-lubricating bushings to ensure smooth rotation. A hinge shaft 1404 is rotatably connected to the horizontal section of the bottom support 1403. The power input end of the hinge shaft 1404 is connected to the output shaft 5, and the output end of the hinge shaft 1404 is connected to one end of the third link 1405. The other end of the third link 1405 is hinged to the middle of the second link 1406 and the first link 1407 in sequence, forming a series rotating pair and constituting a multi-link linkage mechanism. The fourth link 1402 is parallel to the first link 1407 and the second link 1406, which can realize the extension and retraction of the top support 1401. When the output shaft 5 drives the hinge shaft 1404 to rotate, the third link 1405 rotates in a circle with it, thereby driving the first link 1407 to swing around the hinge point of the bottom support 1403. Under the coordinated action of the four links, the top support 1401 can achieve a smooth extension and retraction movement.

[0030] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A novel continuously variable transmission (CVT) electric tail wing, characterized in that, The device includes a drive motor (1), whose shaft is coaxially connected to a first-stage worm (2). The first-stage worm (2) meshes with a first-stage worm wheel (3) to transmit rotational motion to the first-stage worm wheel (3). The first-stage worm wheel (3) is coaxially arranged with a second-stage worm (4) and rotates synchronously. The second-stage worm (4) meshes with a gear tooth structure on an output shaft (5). Both ends of the output shaft (5) are connected to actuators (14), and the actuators (14) are connected to spoilers (6). The rotational motion of the output shaft (5) drives the actuators (14) to perform extension and retraction actions, thereby precisely controlling the unfolding angle and position of the spoilers (6).

2. A novel continuously variable electrically powered tailplane as claimed in claim 1 characterised in that: The secondary worm (4), primary worm wheel (3), output shaft (5) and primary worm (2) are all rotatably disposed inside the mounting box (8). The drive motor (1) is installed outside the mounting box (8). The two ends of the output shaft (5) extend through the side wall of the mounting box (8) to the outside and connect with the actuator (14).

3. A novel electrically variable drag tail fin as claimed in claim 2, characterized in that: The mounting box (8) is installed below the mounting base (7), and the mounting base (7) is recessed inward to form a recessed platform (13) that can accommodate the actuator (14).

4. A novel electrically powered variable incidence tailplane as claimed in claim 2 characterised in that: A ring (9) is coaxially arranged on the output shaft (5), and a trigger cam (10) is formed on the side wall of the ring (9) that protrudes radially outward. The trigger cam (10) has a fan-shaped structure, and a push switch (11) is installed on the mounting box (8).

5. A novel electrically powered variable incidence tailplane as claimed in claim 1 characterised in that: The actuator (14) includes a bottom bracket (1403) and a top bracket (1401). The bottom bracket (1403) and the top bracket (1401) are respectively hinged at two points by a fourth link (1402) and a second link (1406). A hinge shaft (1404) is rotatably connected on the horizontal section of the bottom bracket (1403). The power input end of the hinge shaft (1404) is connected to the output shaft (5). The output end of the hinge shaft (1404) is connected to one end of a third link (1405). The other end of the third link (1405) is sequentially hinged to the middle of the second link (1406) and the first link (1407). The fourth link (1402) is parallel to the first link (1407) and the second link (1406).

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