Speed reducing mechanism, electric rear spoiler, and vehicle

Abstract

A speed reduction mechanism (10), an electric rear spoiler (100), and a vehicle. The speed reduction mechanism (10) comprises at least two transmission mechanism stages in transmission connection with each other; the movement direction of an input member of at least one transmission mechanism stage (11) in the speed reduction mechanism (10) is different from the movement direction of an output member thereof; and the transmission ratio of each transmission mechanism stage in the speed reduction mechanism (10) is the same.

Description

Speed ​​reduction mechanism, electric tail wing and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application No. 202322935965.7 filed on October 31, 2023, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to the technical field of speed reduction mechanisms, and in particular to a speed reduction mechanism for a vehicle, an electric tail wing, and a vehicle. Background Art

[0004] As technology advances, automobiles are moving toward automation, intelligence, and integrated components. Cars often have multiple electrically operated openings and closing components, such as power spoilers, power tailgates, and power mirrors. These components are typically opened or closed by an electric drive system.

[0005] Electric drive systems typically consist of a motor and a reduction gear mechanism. Limited by the space inside the vehicle body, the motor cannot be too large. However, it must also offer high speed and low torque. Therefore, a reduction gear mechanism is used to achieve deceleration and torque amplification. Therefore, minimizing the size of the reduction gear mechanism has become a key focus in electric drive system design.

[0006] Summary of the Invention

[0007] In order to solve the technical problem of how to reduce the volume of a deceleration mechanism, the present disclosure provides a deceleration mechanism, an electric tail wing and a vehicle.

[0008] In a first aspect of the present disclosure, a reduction mechanism is provided, comprising at least two transmission mechanisms in transmission connection, wherein the movement direction of the input member of at least one transmission mechanism is different from the movement direction of the output member; and the transmission ratios of the transmission mechanisms are the same.

[0009] In a second aspect of the present disclosure, an electric tail is provided, comprising: a tail assembly, including a connected tail and a transmission unit; a power element; and a reduction mechanism of the first aspect above, wherein a power input end of the reduction mechanism is transmission-connected to the power element, and a power output end of the reduction mechanism is transmission-connected to the transmission unit for driving the tail to move.

[0010] In a third aspect of the present disclosure, a vehicle is provided, comprising the electric rear wing according to the second aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0012] FIG1 shows a schematic structural diagram of a speed reduction mechanism according to one or more embodiments of the present disclosure.

[0013] FIG2 shows a schematic structural diagram of an electric tail wing according to one or more embodiments of the present disclosure.

[0014] FIG3 shows an assembly structure diagram of the speed reduction mechanism, the power element and the power housing in the electric tail wing of FIG2 .

[0015] FIG4 shows a schematic structural diagram of a transmission unit in the electric tail wing of FIG2 .

[0016] FIG5 shows a first schematic diagram of the assembly structure of a trunk lid spoiler of a vehicle according to one or more embodiments of the present disclosure. In the figure, the spoiler is in a closed state.

[0017] FIG6 shows a second schematic diagram of the assembly structure of the trunk lid spoiler of a vehicle according to one or more embodiments of the present disclosure. In the figure, the spoiler is in an open state.

[0018] Explanation of the accompanying reference numerals: 100, electric tail wing; 10, reduction mechanism; 11, primary transmission mechanism; 11a, worm gear; 11b, worm; 12, secondary transmission mechanism; 12a, worm gear; 12b, worm; 20, power element; 21, coupling; 30, tail wing; 40, transmission unit; 41, transmission shaft; 42, multi-link hinge; 421, input hinge; 422, output hinge; 43, mounting seat; 50, power housing; 200, trunk lid; 201, through hole. DETAILED DESCRIPTION

[0019] The following will be combined with the accompanying drawings in the embodiments of the present disclosure to clearly and completely describe the technical solutions in the embodiments of the present disclosure. Obviously, the embodiments described are only part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present disclosure.

[0020] In addition, the present disclosure may repeat reference numbers and / or reference letters in different examples. This repetition is for the purpose of simplicity and clarity and does not in itself indicate the relationship between the various embodiments and / or arrangements discussed. In addition, the present disclosure provides examples of various specific processes and materials, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0021] In a first aspect, according to some embodiments of the present disclosure, a deceleration mechanism 10 is provided, which can be applied to an electric rear wing, an electric tailgate, an electric rearview mirror, etc., and is used to decelerate and increase the torque of the high-speed and low-torque power input by the power element to output low-speed and high-torque power.

[0022] As shown in FIG1 , a schematic structural diagram of a reduction mechanism 10 according to one or more embodiments of the present disclosure is shown. The reduction mechanism 10 includes at least two stages of transmission mechanisms connected in a transmission manner to achieve multi-stage reduction and torque increase. Each stage of the transmission mechanism has an input member and an output member, and power reversing and / or reduction and torque increase are achieved through the coupling of the input member and the output member. In a multi-stage transmission mechanism, it can be configured so that part of the transmission mechanism is only used for power reversing, and the remaining part of the transmission mechanism is only used for reduction and torque increase; it can also be configured so that each stage of reduction and torque increase has the functions of power reversing and reduction and torque increase, such as a bevel gear set, a worm gear mechanism, a pulley transmission mechanism, etc. with a reduction function.

[0023] As shown in FIG1 , in some embodiments, the motion direction of the input member of at least one transmission mechanism in the reduction mechanism 10 differs from the motion direction of the output member, thereby achieving reversing transmission. The different motion directions indicate that the rotational axis of the input member and the rotational axis of the output member are not coaxial; their rotational axes can be arranged at an angle or parallel to each other. This allows the reduction mechanism 10 to be arranged in a relatively spacious space in the vehicle and achieve torque transmission to a compact area. For example, the electric rear wing 100 is typically mounted on the trunk lid 200. The trunk lid 200 has ample space in the Y direction (body width), less space in the X direction (body length), and the smallest space in the Z direction (body height). Therefore, larger components such as the drive shaft and motor should be arranged to extend in the Y direction and arranged side by side in the X direction, or to extend in the X direction and arranged side by side in the Y direction, to minimize the space occupied in the Z direction.

[0024] In the related art, the transmission ratios of the various transmission mechanisms of the reduction mechanism 10 are different, resulting in a solution where oversized parts are matched with undersized parts. The oversized parts will result in a larger overall volume of the reduction mechanism 10. As shown in Figure 1, in certain embodiments of the present disclosure, the transmission ratios of the various transmission mechanisms of the reduction mechanism 10 are the same. Taking a two-stage transmission mechanism as an example, the transmission ratio of the first-stage transmission mechanism 11 is i1, and the transmission ratio of the second-stage transmission mechanism 12 is i2. The designed transmission ratio is i1 = i2. In this way, the size difference between the various parts of the first-stage transmission mechanism 11 and the various parts of the second-stage transmission mechanism 12 will not be too large, and the overall volume of the reduction mechanism 10 will be smaller.

[0025] As shown in Figure 1, in some embodiments, the reduction mechanism 10 may include a primary transmission mechanism 11 and a secondary transmission mechanism 12 that are transmission-connected. The primary transmission mechanism 11 and the secondary transmission mechanism 12 are both worm gear mechanisms with high transmission efficiency. The worm 11b of the primary transmission mechanism 11 serves as the power input end of the reduction mechanism 10, and the worm wheel 12a of the secondary transmission mechanism 12 serves as the power output end of the reduction mechanism 10. In order to reduce the volume of the reduction mechanism 10, the worm wheel 11a of the primary transmission mechanism 11 and the worm 12b of the secondary transmission mechanism 12 are coaxially arranged to achieve power transmission. The worm wheel 11a of the primary transmission mechanism 11 and the worm 12b of the secondary transmission mechanism 12 can be set to a spline connection or interference fit, or transmission can be achieved through a flat pin structure. The axes of the worm 11b of the primary transmission mechanism 11 and the worm wheel 12a of the secondary transmission mechanism 12 are parallel, and the two are arranged side by side along the X direction. In order to avoid mutual interference between the primary transmission mechanism 11 and the secondary transmission mechanism 12, the worm 11b of the primary transmission mechanism 11 and the worm wheel 12a of the secondary transmission mechanism 12 should have an X-direction gap.

[0026] In some embodiments, the structure and dimensions of each transmission mechanism can be identical. For example, in a two-stage reduction mechanism, the structure and dimensions of the primary transmission mechanism 11 and the secondary transmission mechanism 12 can be identical. In other words, the primary transmission mechanism 11 and the secondary transmission mechanism 12 have the same structure and configuration, and the dimensional parameters of identical parts can also be identical. This makes the reduction mechanism 10 compact, compact, and smooth in motion, making the layout of the electric tail wing 100 simpler and easier to implement. Furthermore, identical parts of the different stages of the transmission mechanism can be designed as shared components, saving on component development and management costs.

[0027] In a second embodiment of the present disclosure, an electric rear wing 100 is provided. FIG. 2 shows a schematic diagram of the structure of the electric rear wing 100 according to one or more embodiments of the present disclosure. The electric rear wing 100 for a vehicle is a structure that enables the rear wing 30 to be raised or lowered while the vehicle is in motion. When the vehicle speed decreases, the rear wing 30 is aligned with the exterior surface of the vehicle body, thereby reducing wind resistance. At higher speeds, the rear wing 30 is opened, and aerodynamic principles are utilized to generate downforce on the vehicle, thereby increasing the vehicle's driving stability.

[0028] FIG3 shows an assembly structure diagram of the reduction mechanism, power element and power housing in the electric tail wing of FIG2 . As shown in FIG2 and FIG3 , the electric tail wing 100 includes a tail component, a power element 20 and a reduction mechanism 10 of any embodiment of the first aspect described above. The power element 20 can be an independent motor or a motor, or it can be a power source for the entire vehicle to travel introduced through a number of mechanisms. The tail component includes a tail wing 30 and a transmission unit 40. The transmission unit 40 is connected to the tail wing 30 and drives the tail wing 30 to move. The power input end of the reduction mechanism 10 is in transmission connection with the power element 20, and the power output end of the reduction mechanism 10 is in transmission connection with the transmission unit 40, which is used to drive the tail wing 30 to move. The movement mode of the tail wing 30 is not limited to translation, fixed-axis rotation, spatial rotation, etc.

[0029] In some embodiments, the power element 20 may be a motor. Limited by the space required to accommodate the rear wing 30 at the rear of the vehicle, the motor cannot be too large. Since the motor has high speed and low torque characteristics, the rear wing 30 must overcome aerodynamic forces during the raising and lowering process, thus bearing a significant load. By utilizing the reduction mechanism 10 of the first aspect described above, the reduction mechanism 10 offers efficient transmission and a compact structure. It can convert the high-speed, low-torque output of the motor to the low-speed, high-torque shaft of the rear wing 30, thereby enabling the rear wing 30 to overcome aerodynamic forces to open and close, and adapt to the relatively small installation space at the rear wing installation location.

[0030] As shown in FIG3 , in some embodiments, the tail assembly may further include a power housing 50, in which the reduction mechanism 10 and the power element 20 are both mounted. The power housing 50 may be a closed housing, comprising an upper housing and a lower housing that can be opened and closed, or a housing with an open top. By mounting the power housing 50 on the vehicle body structure, the interior of the power housing 50 forms a closed space, thereby preventing foreign matter from entering the interior of the power housing 50 and affecting the operation of the reduction mechanism 10 and the power element 20.

[0031] FIG4 illustrates a schematic diagram of the transmission unit in the electric tail wing of FIG2 . As shown in FIG3 and FIG4 , in some embodiments, the transmission unit 40 includes a drive shaft 41 for inputting power, and the power output of the reduction mechanism 10 is coaxially mounted to the drive shaft 41 of the transmission unit 40. In the case where the reduction mechanism 10 employs a worm gear mechanism, the worm gear 12a of the final transmission stage serves as the power output of the reduction mechanism 10. The drive shaft 41 can be integrally formed with the worm gear 12a, or can be splined to the worm gear 12a, or can have an interference fit with the worm gear 12a, or can be coupled to the worm gear 12a via a planar pin structure. In some embodiments, the power element 20 and the drive shaft 41 are arranged side by side horizontally or vertically, specifically in the X-direction or the Z-direction. The arrangement of the power element 20 and the drive shaft 41 can be determined based on the space available at the installation location of the electric tail wing 100.

[0032] To reduce the space occupied by the power element 20 and the reduction mechanism 10, as shown in Figures 3 and 4 , in some embodiments, the inner cavity of the power housing 50 can be configured to precisely accommodate the power element 20 and the reduction mechanism 10. Lubricating grease is provided at the internal transmission portion of the reduction mechanism 10 to reduce frictional losses during transmission. Both ends of the transmission shaft 41 extend from the power housing 50. The transmission shaft 41 can be directly connected to the empennage 30 or indirectly drive the empennage 30 through other mechanisms.

[0033] As shown in FIG4 , in some embodiments, the transmission unit 40 may include a transmission shaft 41, a multi-link hinge 42, and a mounting base 43, which are connected in sequence. The empennage 30 is mounted on the mounting base 43. Two multi-link hinges 42 and two mounting bases 43 are provided, with the two multi-link hinges 42 being mounted at either end of the transmission shaft 41. The input hinge 421 of the multi-link hinge 42 is in transmission connection with the transmission shaft 41 and rotates about the axis of the transmission shaft 41 under the drive of the transmission shaft 41 to unfold the multi-link hinge 42. The mounting base 43 is mounted on the output hinge 422 of the multi-link hinge 42 and is fixedly connected to the empennage 30 via a plurality of threaded fasteners. For the specific structure of the multi-link hinge 42, reference may be made to relevant prior art disclosures, such as the invention application with publication number CN113511275A.

[0034] Taking the embodiment in which the reduction mechanism 10 includes a two-stage worm gear mechanism as an example, the working process of the electric tail wing 100 is as follows:

[0035] FIG5 shows a first schematic diagram of the assembly structure of a vehicle trunk lid spoiler according to one or more embodiments of the present disclosure. In the figure, the spoiler is in a closed state. In a non-operating state, such as when the vehicle speed is below a set speed, the spoiler 30 is closed, as shown in FIG5 .

[0036] When the tail 30 needs to be opened, as shown in Figure 3, the tail motor (i.e., the power element 20) transmits the rotational torque to the worm 11b of the primary transmission mechanism 11 through the coupling 21. The worm 11b converts the axial rotational motion into lateral rotational motion through the worm wheel 11a. The transmission ratio between the worm 11b and the worm wheel of the primary transmission mechanism 11 is i1. The worm wheel 11a of the primary transmission mechanism 11 is tightly and fixedly connected to the worm 12b of the secondary transmission mechanism 12. The rotation of the worm wheel 11a of the primary transmission mechanism 11 drives the worm 12b of the secondary transmission mechanism 12 to rotate. The worm 12b converts the lateral rotational motion into axial rotational motion through the worm wheel 12a. The transmission ratio between the worm 12b and the worm wheel 12a of the secondary transmission mechanism 12 is i2. In order to make the mechanism structure small and the movement smooth, the design transmission ratio is i1=i2, making the two-stage worm gear reduction mechanism 10 compact and conducive to structural layout. The entire motor and reduction mechanism 10 are arranged in the power housing 50, and the transmission shaft 41 is connected to the worm gear 12a of the secondary transmission mechanism 12, and realizes the output of the rotational power in the power housing 50 to the multi-link hinge 42. The transmission shaft 41 is connected to the multi-link hinge 42, and the rotational motion of the transmission shaft 41 is converted into the opening and closing action of the hinge through the multi-link hinge 42, thereby driving the rise and fall of the tail wing 30, realizing the opening and closing action of the electric tail wing 100. Figure 6 shows a second schematic diagram of the assembly structure of the trunk lid tail wing of a vehicle according to one or more embodiments of the present disclosure. In the figure, the tail wing is in the open state. The open state of the tail wing 30 is shown in Figure 6.

[0037] In a third embodiment of the present disclosure, a vehicle is provided, comprising the electric rear wing 100 according to any one of the second embodiments. The electric rear wing 100 is mounted at the rear end of the vehicle, such as a trunk lid 200 or the rear end of a passenger compartment.

[0038] As shown in Figures 5 and 6, in some embodiments, the electric rear wing 100 is mounted on the vehicle's trunk lid 200. In the electric rear wing 100, the rear wing 30 is located outside the trunk lid 200 and is not connected to the trunk lid 200. At least a portion of the transmission unit 40, the reduction mechanism 10, and the power element 20 are located inside the trunk lid 200 and are obscured by the trunk lid 200. The trunk lid 200 is provided with a through-hole 201 through which the transmission unit 40 extends. When the rear wing 30 is closed, it rests on the trunk lid 200, covering the through-hole 201, as shown in Figure 5. When the rear wing 30 is to be opened, the multi-link hinge 42 opens and extends from the through-hole 201, allowing the rear wing 30 to open to a certain angle, as shown in Figure 6. Utilizing aerodynamic principles, the rear wing 30 generates downforce on the vehicle, thereby increasing the vehicle's driving stability.

[0039] According to the reduction mechanism provided by one or more embodiments of the present disclosure, the reduction mechanism includes at least two stages of transmission mechanisms connected in a transmission manner, thereby realizing multi-stage reduction and torque increase. The movement direction of the input member of at least one stage of the transmission mechanism in the reduction mechanism is different from the movement direction of the output member, thereby realizing reversing transmission, being able to utilize the relatively ample space of the vehicle to arrange the reduction mechanism, and realizing the transmission of torque to a compact space. The transmission ratios of the transmission mechanisms at each stage in the reduction mechanism are the same. Compared with reduction mechanisms with different transmission ratios, the reduction mechanism of the present disclosure is smaller in size, and when the structures and dimensional parameters of the transmission mechanisms at each stage are the same, the same parts of the transmission mechanisms at different stages can be designed as the same common parts, thereby saving the development costs and management costs of the parts.

[0040] In the present disclosure, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0041] In the description of the present disclosure, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present disclosure.

[0042] It should be noted that all directional indications in the embodiments of the present disclosure are only used to explain the relative position relationship, movement status, etc. between various components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0043] In this disclosure, unless otherwise expressly specified or limited, the terms "connect," "fix," etc. should be understood in a broad sense. For example, "fix" can mean a fixed connection, a detachable connection, or an integral connection; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean internal communication between two elements or an interaction between two elements, unless otherwise expressly specified. Those skilled in the art will understand the specific meanings of the above terms in this disclosure based on specific circumstances.

[0044] In addition, the terms "first," "second," and so on, used in this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this disclosure, "plurality" means two or more, unless otherwise specifically defined.

[0045] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0046] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this disclosure.

[0047] Although the embodiments of the present disclosure have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and alterations may be made to the embodiments without departing from the principles and spirit of the present disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A speed reduction mechanism, comprising at least two stages of transmission mechanisms in transmission connection, wherein: The moving direction of the input member of at least one transmission mechanism is different from the moving direction of the output member; and the transmission ratios of the transmission mechanisms are the same.

2. The speed reduction mechanism according to claim 1 further comprises a primary transmission mechanism and a secondary transmission mechanism which are transmission-connected.

3. The speed reduction mechanism according to claim 2, wherein: The primary transmission mechanism and the secondary transmission mechanism are both worm gear mechanisms; the worm wheel of the primary transmission mechanism and the worm of the secondary transmission mechanism are coaxially arranged; the worm of the primary transmission mechanism and the worm axis of the secondary transmission mechanism are parallel.

4. The speed reduction mechanism according to any one of claims 1 to 3, wherein: The structures and dimensions of the transmission mechanisms are completely the same.

5. An electric tail wing, comprising: The tail assembly includes a connected tail and transmission unit; Power components; as well as The speed reduction mechanism according to any one of claims 1 to 4, wherein the power input end of the speed reduction mechanism is transmission-connected to the power element, and the power output end of the speed reduction mechanism is transmission-connected to the transmission unit, for driving the tail wing to move.

6. The electric tail wing according to claim 5, wherein: The tail component also includes a power housing, and the speed reduction mechanism and the power element are both installed in the power housing.

7. The electric tail wing according to claim 6, wherein: The power output end of the speed reduction mechanism is coaxially mounted on the transmission shaft of the transmission unit, and both ends of the transmission shaft extend out of the power housing; The power element and the transmission shaft are arranged in parallel along the horizontal direction or the height direction.

8. The electric tail wing according to claim 7, wherein: The transmission unit comprises the transmission shaft, a multi-link hinge and a mounting seat which are connected in sequence, and the tail wing is mounted on the mounting seat.

9. A vehicle comprising the electric rear wing according to any one of claims 5 to 8.

10. The vehicle according to claim 9, wherein: The electric rear wing is installed on the trunk cover of the vehicle; at least part of the transmission unit, the speed reduction mechanism and the power element are all located on the inner side of the trunk cover; and a through hole is provided on the trunk cover for the transmission unit to extend out.

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