Rear wing connecting rod mechanism, rear wing assembly, and vehicle

Abstract

A vehicle, comprising a rear wing assembly. The rear wing assembly is provided with a rear wing connecting rod mechanism. The rear wing connecting rod mechanism comprises a base, an A connecting rod, an F connecting rod, and a support. The support is configured to mount a rear wing. A first end of the A connecting rod is hinged to the base, and a second end of the A connecting rod is hinged to the support. One end of the F connecting rod is configured to be transmittingly connected to a driving mechanism, and the other end of the F connecting rod is hinged to the A connecting rod, wherein a hinge point between the F connecting rod and the A connecting rod is located between the first end and the second end of the A connecting rod.

Description

Tail wing connecting rod mechanism, tail wing assembly and vehicle

[0001] Cross Reference to Related Applications

[0002] The present disclosure claims priority to the Chinese patent application No. 2024108478903, filed on June 27, 2024, and entitled "Tail wing connecting rod mechanism, tail wing assembly and vehicle", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to the technical field of vehicle tail wing, in particular, to a tail wing connecting rod mechanism, a tail wing assembly and a vehicle. BACKGROUND

[0004] A tail wing is installed at the tail of a vehicle, which can guide the flow direction of the air flow at the tail of the vehicle, so that the vehicle can be subjected to less resistance, and can also increase the grip during the driving of the vehicle. The tail wing is connected with the vehicle through a connecting rod mechanism, which can control the lifting and lowering of the tail wing, so as to raise or lower the tail wing in different vehicle use scenarios. In the related art, the connecting rod mechanism has many parts and a complex structure, and has low transmission efficiency. SUMMARY

[0005] The purpose of the present disclosure is to provide a tail wing connecting rod mechanism, a tail wing assembly and a vehicle to at least partially solve the above technical problems.

[0006] In order to achieve the above purpose, as a first aspect of the present disclosure, the present disclosure provides a tail wing connecting rod mechanism, comprising a base, an A connecting rod, an F connecting rod and a bracket, the bracket being used for installing a tail wing;

[0007] a first end of the A connecting rod is hinged to the base, a second end of the A connecting rod is hinged to the bracket, one end of the F connecting rod is used for transmission connection with a driving mechanism, and the other end of the F connecting rod is hinged to the A connecting rod,

[0008] wherein the hinge point between the F connecting rod and the A connecting rod is located between the first end and the second end of the A connecting rod.

[0009] Optionally, the hinge point between the F connecting rod and the A connecting rod is located at the middle of the length direction of the A connecting rod.

[0010] Optionally, the A connecting rod comprises a first rod segment and a second rod segment, the first rod segment and the second rod segment are arranged at an angle, so that the A connecting rod is configured as a bent rod.

[0011] Optionally, one end of the first rod segment away from the second rod segment is the first end of the A connecting rod, one end of the second rod segment away from the first rod segment is the second end of the A connecting rod, and the hinge point between the F connecting rod and the A connecting rod is located at the connection position of the first rod segment and the second rod segment.

[0012] The first rod segment and the second rod segment are connected to a Q point, the F connecting rod is adapted to be connected to the T point with the driving mechanism, and the Q point and the T point are located on both sides of the line connecting the first end and the second end.

[0013] Optionally, the empennage connecting rod mechanism further comprises an E connecting rod, one end of the E connecting rod is hinged to the base, and the other end of the E connecting rod is hinged to one end of the F connecting rod.

[0014] The E connecting rod is used to be connected to the transmission shaft of the driving mechanism.

[0015] Optionally, the empennage connecting rod mechanism has a lifting state and a stowed state, and the empennage connecting rod mechanism further comprises a first limiting piece.

[0016] The first limiting piece is arranged on the E connecting rod and is used to limit the rotation of the A connecting rod in the direction of the stowed state when the empennage connecting rod mechanism is in the lifting state, so that the support can be kept at a preset lifting position in the lifting state.

[0017] Optionally, the empennage connecting rod mechanism further comprises a B connecting rod and a C connecting rod hinged to each other, the B connecting rod is hinged to the support, and the C connecting rod is hinged to the base.

[0018] Optionally, the empennage connecting rod mechanism further comprises a second limiting piece, and the second limiting piece is used to limit the rotation of the B connecting rod and / or the C connecting rod when the empennage connecting rod mechanism is in the lifting state, so that the support can be kept at a preset lifting position in the lifting state.

[0019] Optionally, the second limiting piece is arranged on the A connecting rod.

[0020] Optionally, one end of the second limiting piece is connected to the A connecting rod, and the other end extends towards the thickness direction of the base, and the A connecting rod and the B connecting rod are arranged apart along the thickness direction.

[0021] Optionally, the second limiting piece is integrally formed on the A connecting rod.

[0022] Optionally, the part of the second limiting piece used to contact the B connecting rod is provided with a flexible coating layer.

[0023] Optionally, the empennage connecting rod mechanism further comprises a third limiting piece.

[0024] The third limiting member is adapted to limit the C-link from rotating in the direction of further lifting when the tail wing linkage mechanism is in the lifting state.

[0025] Optionally, the third limiting member is arranged on the base.

[0026] Optionally, the third limiting member is integrally formed on the base.

[0027] Optionally, the part of the third limiting member used to contact the C-link is provided with a flexible coating.

[0028] Optionally, the A-link is hinged to the bracket at a first hinge point, and the B-link is hinged to the bracket at a second hinge point, and the first hinge point and the second hinge point are respectively located at the two ends of the length direction of the bracket.

[0029] Optionally, the tail wing linkage mechanism further comprises a D-link;

[0030] One end of the D-link is hinged to the base, and the other end of the D-link is hinged to the B-link at a third hinge point.

[0031] The C-link is hinged to the B-link at a fourth hinge point, and the third hinge point is located between the second hinge point and the fourth hinge point.

[0032] Optionally, a plurality of hinge positions are prearranged on the B-link, and the D-link selectively cooperates with the plurality of hinge positions.

[0033] Optionally, the tail wing linkage mechanism comprises a plurality of B-links with different lengths and a plurality of brackets with different lengths.

[0034] The plurality of brackets are selectively used, the plurality of B-links are selectively used, and each B-link is used in cooperation with a corresponding bracket.

[0035] Optionally, the tail wing linkage mechanism has a lifting state and a stowed state, and the tail wing linkage mechanism further comprises a first buffer member, and the first buffer member is arranged on the bracket.

[0036] The bracket is adapted to contact the tail wing through the first buffer member in any one or more of the following states: the lifting state, the stowed state, and the process of switching between the lifting state and the stowed state.

[0037] Optionally, the first buffer member comprises at least a first part and a second part.

[0038] The first part of the bracket is adapted to face a first surface of the tail wing, and the second part of the bracket is adapted to face a second surface of the tail wing; the tail wing linkage further comprises a B linkage, a C linkage and a D linkage, the B linkage and the C linkage are hingedly connected to each other, the B linkage is hingedly connected to the bracket, and the C linkage is hingedly connected to the base;

[0039] One end of the D linkage is hingedly connected to the base, and the other end of the D linkage is hingedly connected to the B linkage at a third hinge point;

[0040] In the stowed state, the bracket is adapted to contact the D linkage through the second part.

[0041] Optionally, the tail wing linkage further comprises a second buffer, and the second buffer is arranged on the base or the A linkage;

[0042] In the stowed state, the A linkage is adapted to contact the base through the second buffer.

[0043] Optionally, the tail wing linkage has a stowed state, the tail wing linkage further comprises a third buffer, and the third buffer is arranged on the base or the bracket;

[0044] In the stowed state, the bracket is adapted to contact the base through the third buffer.

[0045] Optionally, the base comprises a bottom wall, a first side wall and a second side wall;

[0046] The first side wall and the second side wall are arranged in a spaced manner along the thickness direction of the base, and the bottom wall is connected between the first side wall and the second side wall;

[0047] The first side wall, the second side wall, the bottom wall and the bracket enclose a mounting space for mounting the hinged structure of the tail wing linkage.

[0048] Optionally, the upper end of the base has two extension arms arranged in a spaced manner along the thickness direction of the base, the highest point of each extension arm is higher than any point of other parts of the base, each extension arm extends upwardly and obliquely, one end of the D linkage is hingedly connected to the upper end of the extension arm through a hinge shaft, and the D linkage is located between the two extension arms in the thickness direction of the base.

[0049] As a second aspect provided by the present disclosure, the present disclosure provides a tail wing assembly, comprising a tail wing and the tail wing linkage described above, and the tail wing is mounted on the bracket.

[0050] As a third aspect provided by the present disclosure, the present disclosure provides a vehicle comprising the tail wing assembly described above.

[0051] In the tail wing linkage mechanism provided in the present disclosure, the two ends of the A linkage are respectively hinged to the bracket and the base, and the A linkage can be rotated around the corresponding hinge points through the driving of the driving mechanism, so as to drive the bracket to be lifted or stowed, and further enable the tail wing linkage mechanism to have a lifting state, a stowed state and switching between the lifting state and the stowed state, so that the bracket and the tail wing are in different positions, such as a lifting position and a stowed position. Moreover, in the present disclosure, the base, the A linkage, the F linkage and the bracket correspond to a four-bar linkage structure, and the position of the tail wing is changed through the transmission of the four-bar linkage structure, which is simple in structure, and since the number of parts required by the tail wing linkage mechanism is reduced, the transmission efficiency is improved, and in the case of driving the tail wing under the same conditions, a motor with lower power can be selected, thereby also reducing the manufacturing cost of the tail wing linkage mechanism.

[0052] Other features and advantages of the present disclosure will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0053] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and together with the following specific embodiments, serve to explain the present disclosure but do not constitute a limitation thereof. In the drawings:

[0054] Fig. 1 is a side view schematic diagram of a tail wing linkage mechanism according to an embodiment of the present disclosure.

[0055] Fig. 2 is an enlarged view of part A in Fig. 1.

[0056] Fig. 3 is an enlarged view of part B in Fig. 1.

[0057] Fig. 4 is a perspective view schematic diagram of a tail wing linkage mechanism according to an embodiment of the present disclosure, wherein the tail wing linkage mechanism is in a lifting state.

[0058] Fig. 5 is a perspective view schematic diagram of a tail wing linkage mechanism according to an embodiment of the present disclosure (different from the view angle of Fig. 4), wherein the tail wing linkage mechanism is in a lifting state.

[0059] Fig. 6 is a perspective view schematic diagram of part of the structure of a tail wing linkage mechanism according to an embodiment of the present disclosure, wherein the base, the E linkage and the F linkage are shown.

[0060] Fig. 7 is a perspective view schematic diagram of the hinge structure of a tail wing linkage mechanism according to an embodiment of the present disclosure, wherein the transmission shaft of the driving mechanism is shown.

[0061] Fig. 8 is a perspective view schematic diagram of a tail wing linkage mechanism according to an embodiment of the present disclosure, wherein the tail wing linkage mechanism is in a stowed state.

[0062] FIG. 9 is a perspective view of the tail wing linkage mechanism according to an embodiment of the present disclosure (different from the perspective view of FIG. 8), in which the tail wing linkage mechanism is in the stowed state.

[0063] FIG. 10 is a perspective view of a first buffer of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0064] FIG. 11 is a perspective view of a bracket of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0065] FIG. 12 is a perspective view of a base of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0066] FIG. 13 is a side view of a hinge structure of the tail wing linkage mechanism according to an embodiment of the present disclosure, in which the hinge structure is in an assembled state with the bracket.

[0067] FIG. 14 is a perspective view of an A-link of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0068] FIG. 15 is a perspective view of a B-link of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0069] FIG. 16 is a perspective view of a C-link of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0070] FIG. 17 is a perspective view of a D-link of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0071] FIG. 18 is a perspective view of an E-link of the tail wing linkage mechanism according to an embodiment of the present disclosure.

[0072] FIG. 19 is a perspective view of an F-link of the tail wing linkage mechanism according to an embodiment of the present disclosure. FIG. 20 is a structural block diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0073] The specific embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present disclosure, and are not intended to limit the present disclosure.

[0074] In the present disclosure, the orientation words such as "upper" and "lower" are generally defined based on the state of the tail linkage mechanism in normal use, 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 particular orientation, and a particular orientation configuration and operation, and therefore cannot be understood as a limitation on the present disclosure. Alternatively, the "upper" and "lower" can be the upper and lower of the tail linkage mechanism in the normal use state, which can be the same as the upper and lower of the vehicle in the normal driving state. "Inner" and "outer" refer to the inner and outer of the profile of the corresponding component. In addition, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0075] In the description of the present disclosure, it should also be noted that, unless otherwise explicitly specified and limited, the terms "provided", "connected", "connected", "mounted" should be understood broadly, for example, can be fixedly connected, can also be detachably connected, or integrally connected; can be directly connected, or indirectly connected through an intermediate medium. For those skilled in the art, the specific meanings of the above terms in the present disclosure can be understood according to the specific circumstances.

[0076] As shown in FIGS. 1-19, as a first aspect of the present disclosure, the present disclosure provides a tail linkage mechanism 100, comprising a base 1, an A linkage 23, an F linkage 30, and a bracket 4 for mounting a tail fin 200, a first end 233 of the A linkage 23 is hinged to the base 1, a second end 234 of the A linkage 23 is hinged to the bracket 4, one end of the F linkage 30 is used for transmission connection with a driving mechanism 16, for example, as shown in FIGS. 4, 6 and 7, the F linkage 30 is adapted to be in transmission connection with a transmission shaft 15 of the driving mechanism 16 through an E linkage 29. The other end of the F linkage 30 is hinged to the A linkage 23, wherein the hinge point between the F linkage 30 and the A linkage 23 is located between the first end 233 and the second end 234 of the A linkage 23.

[0077] In the tail wing linkage mechanism 100 provided in the present disclosure, the two ends of the A linkage 23 are respectively hinged with the bracket 4 and the base 1, and through the driving of the driving mechanism 16, the A linkage 23 can be rotated around the corresponding hinge point, thereby driving the bracket 4 to be lifted or stowed, and further enabling the tail wing linkage mechanism 100 to have a lifting state, a stowed state and switching between the lifting state and the stowed state, so that the bracket 4 and the tail wing 200 are in different positions, such as a lifting position and a stowed position. Moreover, in the present disclosure, the base 1, the A linkage 23, the F linkage 30 and the bracket 4 correspond to a four-bar linkage structure, and the position of the tail wing 200 is changed through the transmission of the four-bar linkage structure, which is simple in structure, and since the number of parts required by the tail wing linkage mechanism 100 is reduced, the transmission efficiency is improved, and in the case of driving the tail wing 200 under the same conditions, a motor with lower power can be selected, thereby also being conducive to reducing the manufacturing cost of the tail wing linkage mechanism 100. In summary, the tail wing linkage mechanism 100 provided in the present disclosure can reduce the number of parts required by the tail wing linkage mechanism 100 while achieving the functions of lifting and stowing the tail wing 200, thereby improving the transmission efficiency of the tail wing linkage mechanism 100.

[0078] The present disclosure does not limit the specific hinge position between the F linkage 30 and the A linkage, and in an embodiment of the present disclosure, as shown in FIGS. 1 and 13, the hinge point between the F linkage 30 and the A linkage 23 is located at the middle of the length direction of the A linkage 23, which is conducive to improving the stability of the F linkage 30 in driving the A linkage 23 to rotate.

[0079] As shown in FIGS. 1 and 13, the A linkage 23 can include a first rod segment 231 and a second rod segment 232, and the first rod segment 231 and the second rod segment 232 are connected at an angle to form a bent rod. By arranging the first rod segment 231 and the second rod segment 232 of the A linkage 23 to be connected at an angle, the A linkage 23 is configured as a bent rod, and when the tail wing linkage mechanism 100 is in the lifting state or the stowed state, the A linkage 23 occupies less space in the height direction of the tail wing linkage mechanism 100 (which can be the same as the height direction of the vehicle), which is conducive to reducing the space occupied by the tail wing linkage mechanism 100.

[0080] As shown in FIG. 7 and FIG. 13, one end of the first rod segment 231 away from the second rod segment 232 is the first end 233 of the A-link 23, i.e. the one end of the first rod segment 231 away from the second rod segment 232 is hinged to the base 1, and the other end of the second rod segment 232 away from the first rod segment 231 is the second end 234 of the A-link 23, i.e. the other end of the second rod segment 232 is hinged to the bracket 4. The hinge point between the F-link 30 and the A-link 23 is located at the connection position of the first rod segment 231 and the second rod segment 232, the first rod segment 231 and the second rod segment 232 are connected at the Q point, the F-link 30 is connected to the driving mechanism 16 at the T point (as shown in FIG. 13), and the Q point and the T point are located on both sides of the line connecting the first end 233 and the second end 234, in other words, by locating the Q point and the T point on both sides of the line connecting the first end 233 and the second end 234, the A-link 23 can be bent towards the direction of the F-link 30 and the driving mechanism 16, and the projection of the F-link 30 and the A-link 23 on the base 1 extends along the length direction of the base 1 (e.g. the left-right direction of the drawing plane in FIG. 13), i.e. the bending opening of the A-link 23 faces the F-link 30, so that the F-link 30 can be at least partially accommodated in the bending opening of the A-link 23. In this way, it is beneficial to reduce the size of the overall structure of the A-link 23 and the F-link 30 in the length direction of the base 1, and to reduce the space occupation.

[0081] It can be understood that the T point can be located on the F-link 30 itself, or on an intermediate piece connected between the F-link 30 and the driving mechanism 16, such as the E-link 29 connecting the F-link 30 and the transmission shaft 15 of the driving mechanism 16.

[0082] In addition, during the process of converting the empennage linkage mechanism 100 from the stowed state to the raised state, since the F-link 30 is hinged to the connection position of the first rod segment 231 and the second rod segment 232, the F-link 30 can drive the first rod segment 231 and the second rod segment 232 to rotate around the base 1 and the bracket 4 respectively under the drive of the driving mechanism 16, thereby lifting the bracket 4, and the A-link 23 is rotated to the supporting position, and at the same time, by reasonable design, in the embodiment as shown in FIG. 13, the E-link 29 and the F-link 30 are collinear, a self-locking structure can be formed. At this time, under the abutting action of the F-link 30, the A-link 23 will not move along the length direction and the height direction of the empennage linkage mechanism 100, thereby forming a larger self-locking structure with the E-link 29 and the F-link 30, and ensuring the stability of the empennage linkage mechanism 100.

[0083] As shown in FIG. 1, FIG. 4, FIG. 5, FIG. 6, FIG. 7 and FIG. 13, the tail wing linkage mechanism can further comprise an E linkage 29, that is, the hinged structure 2 can further comprise the E linkage 29, one end of the E linkage 29 is hinged to the base 1, the other end of the E linkage 29 is hinged to one end of the F linkage 30, and the E linkage 29 is used to be connected with the transmission shaft 15 of the driving mechanism 16. That is, the F linkage 30 is in transmission connection with the driving mechanism 16 through the E linkage 29. The E linkage 29 is adapted to be connected with the transmission shaft 15 of the driving mechanism 16, and the E linkage 29 can be configured as a crank. The tail wing linkage mechanism 100 can be switched between the lifting state and the stowed state under the driving of the driving mechanism 16, the E linkage 29 is in transmission connection with the driving mechanism 16 and is configured as a crank, so that the E linkage 29 can drive the F linkage 30 to make a planar compound motion of both swinging and moving when rotating, thereby driving the A linkage 23 to rise or fall to lift or stow the support 4.

[0084] In the related art, the raised tail wing will sway under the action of airflow during the driving of the vehicle, which affects the normal work of the tail wing. Since the tail wing linkage mechanism is in the lifting state, the tail wing will be affected by the airflow, which may cause a tendency to move in the direction of continuing to lift. In order to ensure the guiding effect of the tail wing on the airflow at the rear of the vehicle and increase the downforce, it is necessary to keep the tail wing in the lifted position.

[0085] In view of this, as shown in FIG. 1 and FIG. 13, the tail wing linkage mechanism 100 can further comprise a first limiting piece 8, which is arranged on the E linkage 29 and is used to limit the rotation of the A linkage 23 in the direction of the stowed state in the lifting state, so that the support 4 can be kept at the preset lifting position in the lifting state. That is, the tail wing linkage mechanism 100 is provided with a limiting structure 3 comprising the first limiting piece 8, which limits the position of the A linkage 23 in the lifting state, so that the A linkage 23 can be kept at the preset lifting position and cannot easily rotate, thereby improving the stability of the tail wing linkage mechanism 100 in the lifting state, thereby facilitating the guarantee of the guiding effect of the tail wing 200, so as to achieve the effects of reducing wind resistance, increasing downforce, etc.

[0086] As shown in FIG. 1 and FIG. 13, the tail wing linkage mechanism 100 further comprises the B linkage 21 and the C linkage 22 which are hinged to each other, the B linkage 21 is hinged to the support 4, and the C linkage 22 is hinged to the base 1. In the present disclosure, the hinged structure 2 between the base 1 and the support 4 can comprise the B linkage 21 and the C linkage 22 in addition to the A linkage 23 described above. During the lifting or stowing of the support 4, the B linkage 21 or the C linkage 22 rotates around the corresponding hinge point, and the B linkage 21 and the C linkage 22 can also play a supporting role, which is conducive to improving the carrying capacity of the support 4 and improving the reliability and stability of the support 4 in supporting the tail wing 200.

[0087] In the present disclosure, the position where the B-link 21 and the C-link 22 are hinged is not limited. Alternatively, as shown in FIG. 1, one end of the B-link 21 is hinged to the support 4, the other end of the B-link 21 is hinged to one end of the C-link 22, and the other end of the C-link 22 is hinged to the base 1. That is, the oppositely arranged one end of the B-link 21 is hinged to the support 4, the oppositely arranged other end of the B-link 21 is hinged to the oppositely arranged one end of the C-link 22, and the oppositely arranged other end of the C-link 22 is hinged to the base 1.

[0088] The B-link 21 and the C-link 22 are hinged at the ends. In this way, the length of the B-link 21 and the C-link 22 can be reduced in the case of lifting the same height, and meanwhile, the size of the tail wing linkage mechanism 100 in the length direction of the support 4 in the stowed state can be reduced, and the occupied space of the tail wing linkage mechanism 100 can be further reduced.

[0089] As shown in FIGS. 1-5, the tail wing linkage mechanism 100 can further comprise a second limiting member 31, that is, the limiting structure 3 can further comprise the second limiting member 31, and the second limiting member 31 is used to limit the rotation of the B-link 21 and / or the C-link 22 when the tail wing linkage mechanism 100 is in the lifted state, so that the support 4 can be kept at a preset lifting position in the lifted state.

[0090] The second limiting member 31 is used to limit the rotation of the B-link 21 and / or the C-link 22, so that the support 4 can be kept at a preset lifting position in the lifted state. That is, the second limiting member 31 is used to limit the rotation of any one of the B-link 21 and the C-link 22, for example, by limiting the position of the B-link 21 in the lifted state through the second limiting member 31, so that the B-link 21 will not rotate in the direction of continuing to lift under the driving of the tail wing, thereby ensuring the stability of the tail wing linkage mechanism 100 in the lifted state. Thus, the effects of reducing wind resistance, increasing downforce, etc. are achieved, and finally the support 4 can be kept at a preset lifting position in the lifted state. The support 4 kept in the lifting position, that is, the tail wing 200 can be kept in the lifting position.

[0091] The present disclosure does not limit the arrangement position of the second limiting member 31. In one embodiment provided by the present disclosure, as shown in FIGS. 1, 2 and 4, the second limiting member 31 is arranged on the A-link 23. In the process of converting the tail wing linkage mechanism 100 from the stowed state to the lifted state, the B-link 21 can rotate around the hinge point of the B-link 21 and the support 4, the C-link 22 can rotate around the hinge point of the C-link 22 and the base 1, and the B-link 21 and the C-link 22 gradually approach the collinear state from the folded state; meanwhile, since the two ends of the A-link 23 are hinged to the support 4 and the base 1 respectively, the two ends of the A-link 23 rotate around the hinge points of the A-link 23 and the support 4 and the base 1 respectively, and the second limiting member 31 arranged on the A-link 23 can rotate with the A-link 23.

[0092] As shown in FIG. 4, when the support 4 is raised to the preset height, the driving mechanism 16 can be stopped, the A connecting rod 23 is in the lifting state, the second limiting piece 31 abuts against the B connecting rod 21, and the position of the B connecting rod 21 is limited; at the same time, due to the limitation of the stop of the driving mechanism 16, the A connecting rod 23 cannot easily return to the storage state, and the self-locking property of the driving mechanism 16 is utilized to further limit the position of the B connecting rod 21 through the second limiting piece 31, so as to ensure the stability of the tail wing connecting rod mechanism 100.

[0093] The specific structure of the second limiting piece 31 is not limited in the present application. In an embodiment of the present disclosure, as shown in FIG. 4 and FIG. 5, one end of the second limiting piece 31 is connected to the A connecting rod 23, and the other end extends towards the thickness direction of the base 1. The A connecting rod 23 and the B connecting rod 21 are arranged in the thickness direction of the base 1, that is, the direction in which the A connecting rod 23 and the B connecting rod 21 are spaced apart is the thickness direction of the base 1. Since the A connecting rod 23 and the B connecting rod 21 need to rotate at the same time during the conversion of the tail wing connecting rod mechanism 100, in order to prevent interference during rotation, the A connecting rod 23 and the B connecting rod 21 are spaced apart in the thickness direction of the base 1, so that the A connecting rod 23 and the B connecting rod 21 can rotate in their own rotation planes respectively. At the same time, the second limiting piece 31 is connected to the A connecting rod 23 and extends towards the thickness direction of the base 1, so as to stop the B connecting rod 21 under the drive of the A connecting rod 23, thereby facilitating the limitation of the position of the B connecting rod 21 in the lifting state.

[0094] In the present disclosure, the second limiting piece 31 can be connected to the A connecting rod 23 in any appropriate manner, and the two can be an integral piece or a separate piece, which is not limited in the present disclosure. Optionally, the second limiting piece 31 is integrally formed on the A connecting rod 23, that is, the second limiting piece 31 and the A connecting rod 23 are an integral piece. Compared with the separately processed and connected manner, the second limiting piece 31 is integrally formed on the A connecting rod 23, so that the connection between the second limiting piece 31 and the A connecting rod 23 is more firm and accurate, and the structural abnormal sound caused by improper assembly can be reduced. At the same time, it is also convenient for processing.

[0095] In order to reduce the structural abnormal sound during the rotation of the hinge structure 2, optionally, as shown in FIG. 5, the part of the second limiting piece 31 used to contact the B connecting rod 21 is provided with a flexible coating layer 32. Since the second limiting piece 31 and the B connecting rod 21 will contact each other during the conversion of the tail wing connecting rod mechanism 100 between different states, the flexible coating layer 32 provided on the second limiting piece 31 can provide cushioning when the second limiting piece 31 and the B connecting rod 21 contact, thereby reducing the abnormal sound caused by the impact of the second limiting piece 31 and the B connecting rod 21, playing a noise reduction role, and further improving the user's riding experience. In addition, by providing the flexible coating layer 32, damage to the B connecting rod 21 caused by the abutment of the second limiting piece 31 and the B connecting rod 21 can be avoided.

[0096] Optionally, as shown in FIG. 3, FIG. 5 and FIG. 6, the tail wing linkage mechanism 100 further comprises a third limiting piece 33, that is, the limiting structure 3 can further comprise a third limiting piece 33, and the third limiting piece 33 is adapted to limit the rotation of the C linkage 22 in the direction of further lifting in the lifting state. Since the C linkage 22 provides support for the B linkage 21 during the rotation of the B linkage 21, and on the other hand, the C linkage 22 also rotates together with the B linkage 21, by arranging the third limiting piece 33, the movement range of the B linkage 21 can be further limited through the C linkage 22, so that the B linkage 21 will not rotate in the direction of further lifting driven by the tail wing 200, thereby ensuring the stability of the tail wing linkage mechanism 100 in the lifting state. Thus, the effects of reducing wind resistance and increasing downward pressure are achieved.

[0097] The present disclosure does not limit the arrangement position of the third limiting piece 33. Optionally, as shown in FIG. 6, the third limiting piece 33 is arranged on the base 1. Since the C linkage 22 rotates around the hinge joint between the C linkage 22 and the base 1 during the rotation, arranging the third limiting piece 33 on the base 1 can stop and limit the C linkage 22 in the rotation path of the C linkage 22, thereby limiting the movement range of the B linkage 21 and improving the stability of the tail wing linkage mechanism 100.

[0098] In the present disclosure, the third limiting piece 33 can be connected to the base 1 in any appropriate manner, and the two can be an integral part or separate parts, which is not limited in the present disclosure. Optionally, the third limiting piece 33 is integrally formed on the base 1, that is, the third limiting piece 33 and the base 1 are an integral part. Compared with the separately processing and connecting mode, the third limiting piece 33 is integrally formed on the base 1, the connection between the third limiting piece 33 and the base 1 is more firm and precise, and the structural abnormal noise caused by improper assembly can be reduced. At the same time, it is also convenient for processing.

[0099] In order to reduce the structural abnormal noise during the rotation of the hinge structure 2, optionally, as shown in FIG. 3, FIG. 5 and FIG. 6, the part of the third limiting piece 33 used to contact the C linkage 22 is provided with a flexible coating layer 32. Since the third limiting piece 33 and the C linkage 22 will contact each other during the transformation of the tail wing linkage mechanism 100 between different states, arranging the flexible coating layer 32 on the third limiting piece 33 can provide a buffer when the third limiting piece 33 and the C linkage 22 contact, thereby reducing the abnormal noise caused by the impact of the third limiting piece 33 and the C linkage 22, playing a noise reduction role and further improving the user's riding experience. In addition, by arranging the flexible coating layer 32, damage to the C linkage 22 caused by the contact between the third limiting piece 33 and the C linkage 22 can be avoided.

[0100] In order to improve the supporting effect of the hinged structure 2, optionally, as shown in FIG. 1, the A connecting rod 23 is hinged to the bracket 4 at a first hinge point 24, and the B connecting rod 21 is hinged to the bracket 4 at a second hinge point 25. The first hinge point 24 and the second hinge point 25 are respectively located at two ends of the length direction of the bracket 4.

[0101] It can be understood that, here, the first hinge point 24 and the second hinge point 25 respectively located at two ends of the length direction of the bracket 4 can refer to that the first hinge point 24 and the second hinge point 25 are respectively located at two end portions of the length direction of the bracket 4, which includes end faces of the two end portions of the length direction of the bracket 4, and also includes portions close to the end faces. In other words, the distance between the first hinge point 24 and the end face of one end of the length direction of the bracket 4 is less than the distance between the first hinge point 24 and the center line in the length direction of the bracket 4, and the distance between the second hinge point 25 and the end face of the other end of the length direction of the bracket 4 is less than the distance between the second hinge point 25 and the center line in the length direction of the bracket 4.

[0102] The length direction of the bracket 4 is the same as the width direction of the empennage 200. Since the bracket 4 of the empennage connecting rod mechanism 100 extends along the width direction of the empennage 200, the first hinge point 24 and the second hinge point 25 are respectively arranged at two ends of the length direction of the bracket 4, so that the A connecting rod 23 and the B connecting rod 21 can respectively provide support at two ends of the length direction of the bracket 4, that is, at two ends of the width direction of the empennage 200. In this way, even if the width of the empennage 200 is large, the stability of supporting the empennage 200 can be ensured. Moreover, the stable support of the empennage 200 can be achieved by using the two connecting rods of the A connecting rod 23 and the B connecting rod 21, which simplifies the structure of the empennage connecting rod mechanism 100 and reduces the manufacturing cost.

[0103] Optionally, as shown in FIG. 1 and FIG. 7, the empennage connecting rod mechanism 100 further comprises a D connecting rod 26, that is, the hinged structure 2 further comprises the D connecting rod 26. One end of the D connecting rod 26 is hinged to the base 1, and the other end of the D connecting rod 26 is hinged to the B connecting rod 21 at a third hinge point 27. The C connecting rod 22 is hinged to the B connecting rod 21 at a fourth hinge point 28. The third hinge point 27 is located between the second hinge point 25 and the fourth hinge point 28. When the empennage connecting rod mechanism 100 is in the lifting state, the A connecting rod 23 and the B connecting rod 21 are respectively hinged to two ends of the length direction of the bracket 4. The B connecting rod 21 extends obliquely upward along the length direction of the bracket 4 and is connected to the bracket 4. The D connecting rod 26 is hinged to the B connecting rod 21 at the third hinge point 27, and the third hinge point 27 is located between the second hinge point 25 and the fourth hinge point 28. Therefore, when the B connecting rod 21 supports one end of the bracket 4, the D connecting rod 26 can also support the B connecting rod 21, which can make up for the problem of insufficient support caused by the long length of the B connecting rod 21, can avoid the shaking of the empennage connecting rod mechanism 100, and can further improve the reliability of supporting the empennage 200.

[0104] In order to improve the compatibility of the tail wing connecting rod mechanism 100, optionally, in an embodiment of the present disclosure, a plurality of hinge positions are provided on the B connecting rod 21, and the D connecting rod 26 is selectively matched with the plurality of hinge positions. Since different tail wings 200 have different widths, the positions of the centers of gravity of the tail wings 200 are also different. By providing a plurality of hinge positions on the B connecting rod 21, the hinge position between the D connecting rod 26 and the B connecting rod 21 can be adjusted for different center of gravity positions of tail wings 200 of different widths, so that the hinge position of the D connecting rod 26 and the B connecting rod 21 is always close to the center of gravity of the tail wing 200, thereby being able to provide stable support for tail wings 200 of different specifications.

[0105] In another embodiment provided by the present disclosure, the tail wing connecting rod mechanism 100 can include a plurality of B connecting rods 21 of different lengths and a plurality of supports 4 of different lengths. The plurality of supports 4 are selectively used, the plurality of B connecting rods 21 are selectively used, and each B connecting rod 21 is used in cooperation with a corresponding support 4. For tail wings 200 of different widths, by replacing the support 4 that is adapted to the width of the tail wing 200, more effective support can be provided for the tail wing 200 to avoid the problem of insufficient support caused by the support 4 being too short. Moreover, according to the length of the support 4, a corresponding B connecting rod can be selected, which can also make the center of gravity of the tail wing 200 closer to the support center of the support 4, thereby improving the support force and support effect of the tail wing connecting rod mechanism 100 on the tail wing 200.

[0106] Optionally, referring to FIGS. 7 and 15, the B connecting rod 21 can include a third rod segment 211 and a fourth rod segment 212 connected in series. The third rod segment 211 is a part of the B connecting rod 21 between the fourth hinge point 28 and the third hinge point 27, and the fourth rod segment 212 is a part of the B connecting rod 21 between the third hinge point 27 and the second hinge point 25. The third rod segment 211 and the fourth rod segment 212 are connected at an angle in the height direction of the tail wing connecting rod mechanism 100. The height direction is the direction in which the base 1 and the support 4 are arranged apart.

[0107] The B connecting rods 21 of different lengths can include third rod segments 211 of fixed lengths and fourth rod segments 212 of different lengths, and a plurality of supports 4 of different lengths. The plurality of supports 4 are selectively used, the plurality of fourth rod segments 212 are selectively used, and each fourth rod segment 212 is used in cooperation with a corresponding support 4. For tail wings 200 of different widths, by replacing the support 4 that is adapted to the width of the tail wing 200, more comprehensive support can be provided for the tail wing 200 to avoid the problem of insufficient support caused by the support 4 being too short. Moreover, by adjusting the length of the fourth rod segment 212 according to the length of the support 4, the center of gravity of the tail wing 200 can be made closer to the support center of the support 4, thereby improving the support force and support effect of the tail wing connecting rod mechanism 100 on the tail wing 200.

[0108] In order to further increase the integrity of the tail wing linkage mechanism 100, the B linkage 21 is optionally provided with an arc-shaped protrusion which protrudes towards the D linkage 26 in the thickness direction of the base 1, as shown in FIG. 7 and FIG. 15. The protrusion is located at the position where the third rod segment 211 and the fourth rod segment 212 are connected. One end of the D linkage 26 is hingedly connected to the B linkage 21, and the other end of the D linkage 26 is hingedly connected to the base 1. In order to ensure the supporting effect of the D linkage 26, the hinge point of the D linkage 26 to the base 1 is located at the middle of the bracket 4 in the width direction. The arrangement of the protrusion allows the B linkage 21 to be close to the D linkage 26 located in the middle, so that the B linkage 21 is directly connected to the D linkage 26 through the protrusion, reducing the arrangement of the connecting structure, thereby making the connection between the D linkage 26 and the B linkage 21 more integral and the force transmission path more direct, and reducing the shaking easily caused by too many connection points.

[0109] In addition, reducing the connecting structure can also reduce the occupation of the connecting structure to the accommodation space, further reducing the space occupied by the tail wing linkage mechanism 100.

[0110] In order to improve the stability of the tail wing linkage mechanism 100, the A linkage 23 is hingedly connected to the base 1 at the fifth hinge point 9, the C linkage 22 is hingedly connected to the base 1 at the sixth hinge point 10, and the D linkage 26 is hingedly connected to the base 1 at the seventh hinge point 14, as shown in FIG. 4 and FIG. 7. The fifth hinge point 9, the sixth hinge point 10 and the seventh hinge point 14 are respectively located at the three vertices of the same triangle. The bracket 4 is directly or indirectly connected to the base 1 through the A linkage 23, the B linkage 21, the C linkage 22 and the D linkage 26. The fifth hinge point 9, the sixth hinge point 10 and the seventh hinge point 14 are respectively arranged at the three vertices of the same triangle, so that the three linkages can support each other, thereby preventing the three linkages from easily changing the supporting state when subjected to force in the lifting state of the tail wing linkage mechanism 100, and always maintaining the supporting effect on the tail wing 200.

[0111] In order to reduce the abnormal sound during the operation of the tail wing linkage mechanism 100, optionally, as shown in FIGS. 8 and 9, the tail wing linkage mechanism 100 further comprises a first buffer 5 arranged on the support 4. The support 4 is adapted to contact the tail wing 200 through the first buffer 5 in any one or more of the lifting state, the stowed state, and the process of switching between the lifting state and the stowed state. That is, the support 4 can contact the tail wing 200 through the first buffer 5 in the lifting state, the support 4 can contact the tail wing 200 through the first buffer 5 in the stowed state, the support 4 can contact the tail wing 200 through the first buffer 5 in both the lifting state and the stowed state, and the support 4 can also contact the tail wing 200 through the first buffer 5 during the process of switching between the lifting state and the stowed state. In this way, the first buffer 5 arranged on the support 4 can contact the tail wing 200, thereby avoiding the tail wing 200 directly contacting the support 4 and colliding to produce abnormal sound, reducing the collision probability of the tail wing 200 and the support 4 during the use of the tail wing linkage mechanism 100, and improving the user's riding experience.

[0112] In order to further improve the buffering effect, optionally, as shown in FIGS. 8 and 9, the number of the first buffers 5 is at least two, and the two first buffers 5 are arranged in the length direction of the support 4. Since the support 4 extends along the width direction of the tail wing 200, arranging the two first buffers 5 in the length direction of the support 4 can improve the contact area between the first buffer 5 and the tail wing 200, so that different positions of the tail wing 200 can contact the first buffer 5, further reducing the probability of collision between the tail wing 200 and the support 4, and reducing the number of abnormal sound occurrences.

[0113] Optionally, as shown in FIGS. 8 and 9, the two first buffers 5 are arranged at both ends of the length direction of the support 4. The support 4 is used to support the tail wing 200, and the length direction of the support 4 coincides with the width direction of the tail wing 200. Arranging one first buffer 5 at each end of the length direction of the support 4 can provide support for the tail wing 200 at both ends of the support 4, thereby further increasing the contact area between the tail wing 200 and the first buffer 5 and reducing the probability of abnormal sound occurrence.

[0114] The connection mode of the support 4 and the first buffer 5 is not limited in the present disclosure. In an embodiment provided by the present disclosure, as shown in FIGS. 10 and 11, one of the support 4 and the first buffer 5 is provided with a plug-in protrusion 41, and the other one of the support 4 and the first buffer 5 is provided with a plug-in slot 53, and the plug-in protrusion 41 and the plug-in slot 53 are plug-in matched. The plug-in protrusion 41 and the plug-in slot 53 are plug-in matched, which can increase the convenience of connecting the first buffer 5 and the support 4, and facilitate the disassembly and replacement of the first buffer 5.

[0115] In another implementation provided in the present disclosure, the first buffer 5 can be integrally formed with the bracket 4, thereby improving the durability of the first buffer 5.

[0116] The material of the first buffer 5 is not limited in the present disclosure, for example, it can include one or more of rubber, resin or foam plastic.

[0117] In order to reduce the abnormal sound inside the tail wing linkage mechanism 100, optionally, as shown in FIGS. 10 and 11, the first buffer 5 at least includes a first part 51 and a second part 52, the first part 51 protrudes from the first face 411 of the bracket 4 facing the tail wing 200, and the second part 52 protrudes from the second face 421 of the bracket 4 away from the tail wing 200, that is, the first part 51 protrudes from the first face 411 of the bracket 4, and the second part 52 protrudes from the second face 421 of the bracket 4. The tail wing linkage mechanism 100 can also include a hinge structure 2, and the bracket 4 is installed on the hinge structure 2. When the tail wing linkage mechanism 100 is in the stowed state, the face of the bracket 4 away from the tail wing 200 can be attached to the hinge structure 2, and when the tail wing linkage mechanism 100 is in the raised state, the face of the bracket 4 away from the tail wing 200 can be separated from the hinge structure 2. By setting the first part 51 of the first buffer 5 to protrude from the first face 411 of the bracket 4 facing the tail wing 200, and setting the second part 52 of the first buffer 5 to protrude from the second face 521 of the bracket 4 away from the tail wing 200, when the tail wing linkage mechanism 100 is in the stowed state, the second part 52 can be in contact with the hinge structure 2, which is conducive to achieving the buffering between the bracket 4 and other parts of the tail wing linkage mechanism 100 (for example, the D-link 26 of the hinge structure 2 introduced below). The first part 51 can be in contact with the tail wing 200, and when the tail wing linkage mechanism 100 is in the raised state, the first part 51 can also be in contact with the tail wing 200, thereby further eliminating the abnormal sound of the tail wing linkage mechanism 100 in different states and improving the user's riding experience.

[0118] Optionally, as shown in FIG. 9, the tail wing linkage mechanism 100 can also include a D-link 26, that is, the hinge structure 2 also includes the D-link 26, one end of the D-link 26 is hinged to the base 1, and the other end of the D-link 26 is hinged to the third hinge point 27 with the B-link 21, and the bracket 4 is adapted to contact the D-link 26 through the second part 52 during the stowing process.

[0119] The D-link 26 can connect the base 1 and the bracket 4 and provide support for the bracket 4 when the tail wing linkage mechanism 100 is in the raised state, and the D-link 26 can be attached to the second face of the bracket 4 away from the tail wing 200 when the tail wing linkage mechanism 100 is in the stowed state. By setting the second part 52 of the first buffer 5 to contact the D-link 26, when the tail wing linkage mechanism 100 is in the stowed state, the D-link 26 will not directly collide with the second face of the bracket 4, thereby reducing the abnormal sound caused by the collision.

[0120] In order to further reduce the abnormal sound in use, optionally, as shown in FIG. 4 and FIG. 6, in the embodiment in which the hinged structure 2 comprises an A-link 23, one end of the A-link 23 is hinged to the bracket 4, and the other end of the A-link 23 is hinged to the base 1, the tail wing linkage mechanism 100 further comprises a second buffer 7, which is arranged on the base 1 or the A-link 23. In the stowed state, the A-link 23 is adapted to be in contact with the base 1 through the second buffer 7. In the stowed state, the A-link 23 is accommodated in the accommodation space formed between the bracket 4 and the base 1. In the raised state, the A-link 23 can rotate around the hinge point between the A-link 23 and the base 1, thereby lifting the bracket 4 to a predetermined height. In the process of switching the A-link 23 from the raised state to the stowed state, the second buffer 7 prevents the A-link 23 from directly contacting the base 1, thereby generating an abnormal sound. On the other hand, the second buffer 7 also provides support and limiting for the A-link 23, thereby improving the stability of the bracket 4.

[0121] Optionally, a through hole can be formed on the bracket 4, which is used to accommodate part of the A-link 23 in the stowed state.

[0122] In order to further reduce the abnormal sound in use of the tail wing linkage mechanism 100, optionally, as shown in FIG. 1, FIG. 4, FIG. 5, FIG. 6 and FIG. 12, the tail wing linkage mechanism 100 further comprises a third buffer 6, which is arranged on the base 1 or the bracket 4. In the stowed state, the bracket 4 is adapted to be in contact with the base 1 through the third buffer 6. In the stowed state of the tail wing linkage mechanism 100, in order to prevent the bracket 4 from interfering with the base 1, a gap exists between the bracket 4 and the base 1. Since the hinged structure 2 will sway during the movement of lifting or stowing, the third buffer 6 is arranged on the base 1 or the bracket 4, and the third buffer 6 is in contact with the base 1 or the bracket 4 during the stowing of the bracket 4, thereby preventing the base 1 from colliding with the bracket 4 and eliminating the abnormal sound of the tail wing linkage mechanism 100 in use.

[0123] The present disclosure does not limit the specific arrangement of the first buffer 5, the second buffer 7, and the third buffer 6. In an embodiment provided by the present disclosure, as shown in FIGS. 6 and 12, the base 1 includes a bottom wall 11, a first side wall 12, and a second side wall 13. The first side wall 12 and the second side wall 13 are arranged in a spaced manner along the thickness direction of the base 1, and the bottom wall 11 is connected between the first side wall 12 and the second side wall 13. The first side wall 12, the second side wall 13, the bottom wall 11, and the bracket form a mounting space for mounting the hinged structure 2 of the tail linkage mechanism 100. The third buffer 6 is arranged at one end of the first side wall 12 close to the bracket 4. The third buffer 6 protrudes from the surface of the first side wall 12 away from the second side wall 13 along the thickness direction of the base 1. On the one hand, the third buffer 6 does not occupy the volume of the mounting space, thereby avoiding the hinged structure 2. On the other hand, the third buffer 6 can also increase the coverage of the third buffer 6, thereby reducing the possibility of direct contact between the bracket 4 and the base 1.

[0124] Optionally, as shown in FIGS. 4 and 6, the second buffer 7 can be located in the mounting space, and the third buffer 6 is arranged at one end of the first side wall 12 close to the bracket 4. The second buffer 7 is located in the mounting space. When the tail linkage mechanism 100 is in the lifting state, the A-link 23 can abut against the second buffer 7. On the one hand, the second buffer 7 prevents the A-link 23 from directly contacting the bottom wall 11, thereby generating an abnormal sound. On the other hand, the second buffer 7 also provides support for the A-link 23, thereby improving the stability of the bracket 4.

[0125] The third buffer 6 protrudes from the surface of the first side wall 12 away from the second side wall 13 along the thickness direction of the base 1. On the one hand, the third buffer 6 does not occupy the volume of the mounting space, thereby avoiding the hinged structure 2. On the other hand, the third buffer 6 can also increase the coverage of the third buffer 6, thereby reducing the possibility of direct contact between the bracket 4 and the base 1.

[0126] Optionally, the connection position of two components connected in the tail linkage mechanism 100 is subjected to plastic packaging treatment. For example, at the hinge position of the A-link 23 and the base 1, the connection holes on the base 1 and the A-link 23 are subjected to plastic packaging treatment, thereby reducing the abnormal sound generated by the A-link 23 due to mutual collision or friction when the A-link 23 rotates relative to the base 1.

[0127] In order to improve the consistency of the tail linkage mechanism 100, at least one component in the tail linkage mechanism 100 is an integrated plastic packaging part. The integrated plastic packaging part has high processing integration. Compared with separate processing and then assembly, or plastic packaging after processing, the position accuracy and stiffness of the component are higher, which is conducive to forming a tail linkage mechanism 100 with better cooperation and higher integration.

[0128] The present disclosure does not make specific limitations on the length of each connecting rod. In an embodiment provided by the present disclosure, the ratio between the lengths of the E connecting rod 29, the F connecting rod 30, the first rod segment 231, the second rod segment 232, the third rod segment 211, the D connecting rod 26 and the C connecting rod 22 can be any appropriate ratio. The lengths of each connecting rod can be scaled proportionally under the condition of meeting the ratio range to meet the needs of the support effect of tail wings 200 of different specifications, so that smaller connecting rod lengths are used to meet the support effect of the tail wing 200, reduce the requirement for the driving force of the driving mechanism 16, and make the entire tail wing connecting rod mechanism 100 smaller in size and lighter in weight under the premise of meeting the support needs of the tail wing 200.

[0129] Optionally, as shown in FIGS. 1, 4 and 5, the base 1 includes a bottom wall 11, a first side wall 12 and a second side wall 13; the first side wall 12 and the second side wall 13 are arranged in a thickness direction of the base 1, and the bottom wall 11 is connected between the first side wall 12 and the second side wall 13; the first side wall 12, the second side wall 13, the bottom wall 11 and the bracket enclose a mounting space, and the embodiment in which the hinge structure 2 is located in the mounting space. When the tail wing connecting rod mechanism 100 is in the stowed state, the hinge structure 2 can be accommodated in the mounting space, and when the tail wing connecting rod mechanism 100 is in the raised state, the first side wall 12 and the second side wall 13 can be hinged with the A connecting rod 23 and the D connecting rod 26 to provide support for the bracket 4. The base 1 is used to connect with the vehicle, thereby fixing the tail wing 200 on the vehicle.

[0130] Optionally, as shown in FIG. 11, the bracket 4 further includes a first plate 42 and a second plate 43 connected with each other, and a connecting portion 44 extending in a height direction of the tail wing connecting rod mechanism 100 is formed between the first plate 42 and the second plate 43. A first protrusion 45 is formed on the first plate 42 in the height direction of the tail wing connecting rod mechanism 100, one end of the B connecting rod 21 is hinged with the connecting portion 44, and the first protrusion 45 is used to be hinged with the A connecting rod 23.

[0131] Optionally, as shown in FIGS. 5 and 6, the upper end of the base 1 has two extension arms 101 oppositely arranged in a thickness direction of the base 1, the highest point of the extension arm 101 is higher than any point of other parts of the base 1, each extension arm 101 extends upwardly and obliquely, one end of the D connecting rod 26 is hinged to the upper end of the extension arm 101 through the hinge shaft 17, and the D connecting rod 26 is located between the two extension arms 101 in the thickness direction of the base 1. The D connecting rod 26 is installed through the two extension arms 101, which facilitates installation and can improve the support effect of the base 1.

[0132] Specifically, the two extension arms 101 can be arranged on the first side wall 12 and the second side wall 13 of the base 1, respectively.

[0133] As a second aspect provided by the present disclosure, as shown in FIG. 20, the present disclosure provides a tail wing assembly 300, comprising the tail wing 200 and the tail wing linkage mechanism 100 described above, and the tail wing is mounted on the bracket 4.

[0134] As a third aspect provided by the present disclosure, as shown in FIG. 20, the present disclosure provides a vehicle 400, comprising the tail wing assembly 300 described above.

[0135] The preferred embodiments of the present disclosure are described in detail above with reference to the drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

[0136] In addition, it should be noted that each specific technical feature described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, various possible combinations are not described again by the present disclosure.

[0137] In addition, various different embodiments of the present disclosure can also be combined in any manner, as long as it does not deviate from the idea of the present disclosure, and it should also be considered as disclosed by the present disclosure.

Claims

1. A tail fin linkage mechanism (100), characterized in that, It includes a base (1), an A-link (23), an F-link (30), and a bracket (4), wherein the bracket (4) is used to mount the tail wing; The first end (233) of the A-link (23) is hinged to the base (1), the second end (234) of the A-link (23) is hinged to the bracket (4), one end of the F-link (30) is used for transmission connection with the drive mechanism (16), and the other end of the F-link (30) is hinged to the A-link (23). The hinge point between the F link (30) and the A link (23) is located between the first end (233) and the second end (234) of the A link (23).

2. The tail fin linkage mechanism (100) according to claim 1, characterized in that, The hinge point between the F link (30) and the A link (23) is located at the middle of the length of the A link (23).

3. The tail fin linkage mechanism (100) according to claim 1 or 2, characterized in that, The A-link (23) includes a first segment (231) and a second segment (232), the first segment (231) and the second segment (232) being arranged at an angle so that the A-link (23) is constructed as a bent rod.

4. The tail fin linkage mechanism (100) according to claim 3, characterized in that, The end of the first rod segment (231) away from the second rod segment (232) is the first end (233) of the A link (23), and the end of the second rod segment (232) away from the first rod segment (231) is the second end (234) of the A link (23). The hinge point between the F link (30) and the A link (23) is located at the connection position of the first rod segment (231) and the second rod segment (232). The first rod segment (231) and the second rod segment (232) are connected at point Q, and the F link (30) is adapted to be connected to the drive mechanism (16) at point T. The Q point and the T point are located on both sides of the line connecting the first end (233) and the second end (234).

5. The tail fin linkage mechanism (100) according to any one of claims 1-4, characterized in that, The tail wing linkage mechanism (100) further includes an E-link (29), one end of which is hinged to the base (1), and the other end of which is hinged to one end of the F-link (30). The E-link (29) is used to connect to the drive shaft (15) of the drive mechanism (16).

6. The tail fin linkage mechanism (100) according to claim 5, characterized in that, The tail wing linkage mechanism (100) has a raised state and a retracted state, and the tail wing linkage mechanism also includes a first limiting member (8); The first limiting member (8) is disposed on the E link (29) and is used to restrict the A link (23) from rotating in the direction of the retracted state when the lifting state is in the lifting state, so that the bracket (4) can be maintained at a preset lifting position when the lifting state is in the lifting state.

7. The tail fin linkage mechanism (100) according to any one of claims 1-6, characterized in that, The tail wing linkage mechanism (100) further includes a B-link (21) and a C-link (22) that are hinged to each other. The B-link (21) is hinged to the bracket (4), and the C-link (22) is hinged to the base (1).

8. The tail fin linkage mechanism (100) according to claim 7, characterized in that, The tail wing linkage mechanism (100) further includes a second limiting member (31). When the tail wing linkage mechanism (100) is in the lifting state, the second limiting member (31) is used to restrict the rotation of the B link (21) and / or the C link (22) so that the bracket (4) can be maintained in the preset lifting position in the lifting state.

9. The tail fin linkage mechanism (100) according to claim 8, characterized in that, The second limiting member (31) is provided on the A link (23).

10. The tail fin linkage mechanism (100) according to claim 9, characterized in that, One end of the second limiting member (31) is connected to the A link (23), and the other end extends toward the thickness direction of the base (1). The A link (23) and the B link (21) are arranged at intervals along the thickness direction.

11. The tail fin linkage mechanism (100) according to claim 10, characterized in that, The second limiting member (31) is integrally formed on the A connecting rod (23).

12. The tail fin linkage mechanism (100) according to claim 11, characterized in that, The portion of the second limiting member (31) that contacts the B connecting rod (21) is provided with a flexible covering layer (32).

13. The tail fin linkage mechanism (100) according to any one of claims 7-12, characterized in that, The tail fin linkage mechanism (100) also includes a third limiting member (33); The third limiting member (33) is adapted to restrict the C-link (22) from rotating in the direction of continued lifting when the tail wing linkage mechanism (100) is in the lifting state.

14. The tail fin linkage mechanism (100) according to claim 13, characterized in that, The third limiting member (33) is disposed on the base (1).

15. The tail fin linkage mechanism (100) according to claim 14, characterized in that, The third limiting member (33) is integrally formed on the base (1).

16. The tail fin linkage mechanism (100) according to claim 14, characterized in that, The third limiting member (33) is provided with a flexible covering layer (32) for the part that contacts the C connecting rod (22).

17. The tail fin linkage mechanism (100) according to any one of claims 7-16, characterized in that, The A link (23) is hinged to the bracket (4) at the first hinge point (24), and the B link (21) is hinged to the bracket (4) at the second hinge point (25). The first hinge point (24) and the second hinge point (25) are located at the two ends of the length direction of the bracket (4).

18. The tail fin linkage mechanism (100) according to claim 17, characterized in that, The tail fin linkage mechanism also includes a D-link (26); One end of the D-link (26) is hinged to the base (1), and the other end of the D-link (26) is hinged to the B-link (21) at the third hinge point (27). The C link (22) and the B link (21) are hinged at the fourth hinge point (28), and the third hinge point (27) is located between the second hinge point (25) and the fourth hinge point (28).

19. The tail fin linkage mechanism (100) according to claim 18, characterized in that, The B link (21) has multiple hinge positions, and the D link (26) is selected to cooperate with one of the multiple hinge positions.

20. The tail fin linkage mechanism (100) according to claim 18, characterized in that, The tail fin linkage mechanism (100) includes multiple B-links (21) of different lengths and multiple brackets (4) of different lengths; Multiple brackets (4) can be used in one way, multiple B-links (21) can be used in one way, and each B-link (21) can be used in conjunction with the corresponding bracket (4).

21. The tail fin linkage mechanism (100) according to any one of claims 1-20, characterized in that, The tail wing linkage mechanism (100) has a raised state and a retracted state. The tail wing linkage mechanism (100) also includes a first buffer (5), which is disposed on the bracket (4). The bracket (4) is adapted to contact the tail fin (200) via the first buffer (5) during any one or more of the processes of the raised state, the retracted state, and the switching between the raised state and the retracted state.

22. The tail fin linkage mechanism (100) according to claim 21, characterized in that, The first buffer (5) includes at least a first part (51) and a second part (52); The first part (51) protrudes from the bracket (4) and is adapted to face the first surface (411) of the tail fin (200), and the second part (52) protrudes from the bracket (4) and is adapted to face the second surface (421) away from the tail fin (200); the tail fin linkage mechanism (100) further includes a B-link (21), a C-link (22) and a D-link (26), the B-link (21) and the C-link (22) being hinged to each other, and the B-link (21) being hinged to the bracket (4), and the C-link (22) being hinged to the base (1); One end of the D-link (26) is hinged to the base (1), and the other end of the D-link (26) is hinged to the B-link (21) at the third hinge point (27). When the bracket (4) is in the retracted state, it is adapted to contact the D-link (26) through the second part (52).

23. The tail fin linkage mechanism (100) according to claim 21 or 22, characterized in that, The tail wing linkage mechanism (100) further includes a second buffer (7), which is disposed on the base (1) or the A linkage (23); When the A link (23) is in the retracted state, it is adapted to contact the base (1) via the second buffer (7).

24. The tail fin linkage mechanism (100) according to any one of claims 1-23, characterized in that, The tail wing linkage mechanism (100) has a retracted state, and the tail wing linkage mechanism (100) further includes a third buffer (6), which is disposed on the base (1) or the bracket (4); When the bracket (4) is in the retracted state, it is adapted to contact the base (1) through the third buffer (6).

25. The tail fin linkage mechanism (100) according to any one of claims 1-24, characterized in that, The base (1) includes a bottom wall (11), a first side wall (12), and a second side wall (13); The first sidewall (12) and the second sidewall (13) are arranged at intervals along the thickness direction of the base (1), and the bottom wall (11) is connected between the first sidewall (12) and the second sidewall (13); The first sidewall (12), the second sidewall (13), the bottom wall (11) and the bracket (4) enclose an installation space for the hinge structure (2) for installing the tail wing linkage mechanism (100).

26. The tail fin linkage mechanism (100) according to any one of claims 18-20, characterized in that, The upper end of the base (1) has two extension arms (101) arranged opposite each other along the thickness direction of the base (1). The highest point of the extension arm (101) is higher than any other point of the base (1). Each extension arm (101) extends upward at an angle. One end of the D-link (26) is hinged to the upper end of the extension arm (101) through a hinge shaft (17). The D-link (26) is located between the two extension arms (101) in the thickness direction of the base (1).

27. A tail fin assembly (300), characterized in that, It includes a tail fin (200) and a tail fin linkage mechanism (100) according to any one of claims 1-26, wherein the tail fin (200) is mounted on the bracket (4).

28. A vehicle (400), characterized in that, Includes the tail wing assembly (300) according to claim 27.

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