CN221221294U - Speed reducing mechanism, electric tail wing and vehicle - Google Patents

Abstract

The application discloses a speed reducing mechanism, an electric tail wing and a vehicle, and solves the technical problem of how to reduce the volume of the speed reducing mechanism. The speed reducing mechanism comprises at least two stages of transmission mechanisms which are connected in a transmission way, so that multistage speed reduction and torque increase are realized. The motion direction of the input part of at least one stage of transmission mechanism in the speed reducing mechanism is different from that of the output part, so that reversing transmission is realized, the speed reducing mechanism can be arranged in a more abundant space of the vehicle, and torque is transmitted to a compact space. Compared with the speed reducing mechanisms with different transmission ratios, the speed reducing mechanism has smaller volume, and under the condition that the structure and the size parameters of the speed reducing mechanisms are the same, the same parts of the different stages of transmission mechanisms can be designed into the same common parts, so that the development cost and the management cost of the parts are saved.

Description

Speed reducing mechanism, electric tail wing and vehicle

Technical Field

The application belongs to the technical field of speed reducing mechanisms, and particularly relates to a speed reducing mechanism for a vehicle, an electric tail wing and the vehicle.

Background

With technology upgrade, automobiles are developing to automation, intellectualization and accessory integration. Automobiles typically have a plurality of electrically powered shutters, such as an electrically powered tail wing, an electrically powered tail gate, an electrically powered rear view mirror, etc., that are actuated to open and close by an electrically driven system.

The electric drive system generally comprises a motor and a speed reducing mechanism, the motor is limited by the arrangement space inside the vehicle body, the motor cannot be too large in size, the motor has the characteristics of high rotating speed and low torque, and the speed reduction and torque increase are realized through the speed reducing mechanism. Therefore, how to reduce the volume of the speed reducing mechanism becomes an important point in the design of the electric drive system.

Disclosure of Invention

In order to solve the technical problem of reducing the volume of a speed reducing mechanism, the application provides the speed reducing mechanism, an electric tail wing and a vehicle.

In a first aspect of the present application, there is provided a speed reducing mechanism comprising at least two stages of transmission mechanisms in transmission connection, the direction of movement of an input member of at least one stage of said transmission mechanism being different from the direction of movement of an output member; the transmission ratio of each transmission mechanism is the same.

In some embodiments, the reduction mechanism includes a primary transmission mechanism and a secondary transmission mechanism in driving connection.

In some embodiments, the primary and secondary drive mechanisms are both worm and 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 is parallel to the axis of the worm wheel of the secondary transmission mechanism.

In some embodiments, each of the transmission mechanisms is identical in structure and size.

In a second aspect of the application, there is provided an electric tail comprising:

The tail fin assembly comprises a tail fin and a transmission unit which are connected;

a power element;

The power input end of the speed reducing mechanism is in transmission connection with the power element, and the power output end of the speed reducing mechanism is in transmission connection with the transmission unit and is used for driving the tail wing to move.

In some embodiments, the tail assembly further comprises a power housing, wherein the speed reduction mechanism and the power element are both mounted in the power housing.

In some embodiments, the power output end of the speed reducing mechanism is coaxially installed on a transmission shaft of the transmission unit, and both ends of the transmission shaft extend out of the power shell.

In some embodiments, the power element is juxtaposed with the drive shaft in a horizontal or height direction.

In some embodiments, the transmission unit includes the transmission shaft, a multi-link hinge, and a mount, which are sequentially connected, and the tail fin is mounted on the mount.

In a third aspect of the application there is provided a vehicle comprising the electric tail of the second aspect.

In some embodiments, the electric tail is mounted to a trunk lid of the vehicle; at least part of the transmission unit, the speed reducing mechanism and the power element are all positioned on the inner side of the trunk cover; the trunk cover is provided with a through hole for the transmission unit to extend out.

According to the speed reducing mechanism provided by one or more embodiments of the application, the speed reducing mechanism comprises at least two stages of transmission mechanisms which are in transmission connection, so that multistage speed reduction and torque increase are realized. The motion direction of the input part of at least one stage of transmission mechanism in the speed reducing mechanism is different from that of the output part, so that reversing transmission is realized, the speed reducing mechanism can be arranged in a more abundant space of the vehicle, and torque is transmitted to a compact space. Compared with the speed reducing mechanisms with different transmission ratios, the speed reducing mechanism has smaller volume, and under the condition that the structure and the size parameters of the speed reducing mechanisms are the same, the same parts of the different stages of transmission mechanisms can be designed into the same common parts, so that the development cost and the management cost of the parts are saved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 shows a schematic structural view of a reduction mechanism in one or more embodiments of the present application.

Fig. 2 shows a schematic structural view of an electric tail in one or more embodiments of the application.

Fig. 3 shows an assembled structure of the speed reducing mechanism, the power element and the power housing in the electric tail of fig. 2.

Fig. 4 shows a schematic diagram of the drive unit in the electric tail of fig. 2.

Fig. 5 shows a schematic diagram of an assembled structure of a trunk lid tail of a vehicle in one or more embodiments of the application, the tail being in a closed state.

Fig. 6 shows a second schematic diagram of an assembled structure of a trunk lid tail of a vehicle in one or more embodiments of the application, the tail being in an open state.

Reference numerals illustrate: 100-an electric tail; 10-a speed reducing mechanism; 11-primary transmission mechanism, 11 a-worm wheel, 11 b-worm; 12-two-stage transmission mechanism, 12 a-worm wheel, 12 b-worm; 20-power element, 21-coupling; 30-tail fin; 40-transmission units, 41-transmission shafts, 42-multi-link hinges, 421-input hinges, 422-output hinges and 43-installation seats; 50-power shell. 200-trunk lid, 201-through hole.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present application provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

In the first aspect of the present application, a speed reducing mechanism 10 is provided, and the speed reducing mechanism 10 can be applied to an electric tail wing, an electric tail gate, an electric rearview mirror, etc. for reducing and increasing torque of high-speed and low-torque power input by a power element so as to output low-speed and high-torque power.

Referring to FIG. 1, a schematic diagram of a reduction mechanism 10 is shown. The speed reducing mechanism 10 comprises at least two stages of transmission mechanisms which are connected in a transmission way, and realizes multistage speed reduction and torque increase. Each stage of transmission mechanism is provided with an input piece and an output piece, and power reversing and/or speed reduction and torque increase are realized through the coupling effect of the input piece and the output piece. In the multi-stage transmission mechanism, part of the transmission mechanism can be used for power reversing only, and the rest of the transmission mechanism is used for speed reduction and torque increase only; the device can also be arranged to have the functions of power reversing and speed and torque increasing for each level of speed and torque increasing, such as a bevel gear set, a worm gear mechanism, a belt pulley transmission mechanism and the like with a speed reducing function.

Referring to fig. 1, in some embodiments, the motion direction of the input member of at least one stage of the speed reduction mechanism 10 is different from the motion direction of the output member, so as to implement reversing transmission, the different motion directions represent that the rotation axis of the input member is not coaxial with the rotation axis of the output member, and the rotation axes of the input member and the output member may be arranged at an angle or parallel, so that the speed reduction mechanism 10 can be arranged with a relatively abundant space of the vehicle, and torque can be transmitted to a compact space. For example, since the electric tail fin 100 is generally mounted on the deck lid 200, the deck lid 200 has a sufficient Y-direction (vehicle width direction) space, and an X-direction (vehicle length direction) space is smaller than the Y-direction space, and a Z-direction (vehicle height direction) space is smallest, the parts having a large volume such as the propeller shaft and the motor should be arranged so as to extend in the Y-direction and be arranged side by side in the X-direction, or so as to extend in the X-direction and be arranged side by side in the Y-direction, and the Z-direction duty should be reduced as much as possible.

In the related art, the transmission ratios of the transmission mechanisms of the various stages of the speed reducing mechanism 10 are different, so that a scheme of matching an oversized part with an oversized part occurs, and the oversized part causes the overall size of the speed reducing mechanism 10 to be larger. Referring to fig. 1, in some embodiments of the present application, the transmission ratios of the transmission mechanisms of each stage in 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, the transmission ratio of the second-stage transmission mechanism 12 is i2, and the transmission ratio is i1=i2, so that the size difference between the parts of the first-stage transmission mechanism 11 and the parts of the second-stage transmission mechanism 12 is not too large, and the overall size of the reduction mechanism 10 is smaller.

Referring to FIG. 1, in some embodiments, the reduction mechanism 10 includes a primary transmission 11 and a secondary transmission 12 in driving connection. The primary transmission mechanism 11 and the secondary transmission mechanism 12 are both worm and gear mechanisms, and the transmission efficiency is high. The worm 11b of the primary transmission mechanism 11 serves as a power input end of the speed reduction mechanism 10, and the worm wheel 12a of the secondary transmission mechanism 12 serves as a power output end of the speed reduction mechanism 10. 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 realize power transmission, and the worm wheel 11a of the primary transmission mechanism 11 and the worm 12b of the secondary transmission mechanism 12 may be in spline connection or interference fit, or realize transmission through a planar pin structure. The worm 11b of the primary transmission mechanism 11 is parallel to the axis of the worm wheel 12a of the secondary transmission mechanism 12, and the worm 11b of the primary transmission mechanism 11 and the worm wheel 12a of the secondary transmission mechanism 12 are arranged side by side along the X direction, so that 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 clearance in order to avoid mutual interference of the primary transmission mechanism 11 and the secondary transmission mechanism 12.

In some embodiments, the structure and size of each transmission are identical. Taking a two-stage reduction mechanism as an example, the structure and the size of the primary transmission mechanism 11 and the secondary transmission mechanism 12 are identical. That is, the primary transmission mechanism 11 and the secondary transmission mechanism 12 have the same structure and configuration, and the same dimensional parameters of the parts are the same, so that the speed reducing mechanism 10 has compact structure, small volume and smooth movement, the electric tail wing 100 is simpler to arrange and easier to realize, and meanwhile, the same parts of different stages of transmission mechanisms can be designed into the same common parts, thereby saving the development cost and the management cost of the parts.

In a second aspect of the present application, an electric tail 100 is provided, and referring to fig. 2, a schematic structural diagram of the electric tail 100 is shown. The electric tail fin 100 is configured to enable the tail fin 30 to be adjusted in a lifting manner while the vehicle is running. When the speed of the vehicle is reduced, the tail wing 30 is enabled to be flush with the outer surface of the vehicle body, and the effect of reducing wind resistance is achieved. When the vehicle speed is high, the tail wing 30 is opened, and the tail wing 30 generates downward pressure on the vehicle by utilizing an aerodynamic principle, so that the running stability of the vehicle is improved.

Referring to fig. 2 and 3, the electric tail 100 includes a tail assembly, a power element 20, and a speed reducing mechanism 10 according to any of the embodiments of the first aspect, where the power element 20 may be an independent motor or a motor, or may be a power input to the whole vehicle through several mechanisms. The tail assembly comprises a tail 30 and a transmission unit 40, wherein the transmission unit 40 is connected with the tail 30 and drives the tail 30 to move. The power input end of the speed reducing mechanism 10 is in transmission connection with the power element 20, and the power output end of the speed reducing mechanism 10 is in transmission connection with the transmission unit 40 and is used for driving the tail wing 30 to move, and the movement mode of the tail wing 30 is not limited to translation, fixed-axis rotation, space rotation and the like.

In certain embodiments, the power element 20 is an electric motor. Limited by the space for arranging the rear tail 30 mechanism of the vehicle, the motor cannot be too large in size, and the tail 30 needs to overcome aerodynamic force in the lifting process due to the characteristics of high rotating speed and low torque of the motor, so that the motor needs to bear large load. Through the use of the above-mentioned first aspect of the reduction mechanism 10, the reduction mechanism 10 is efficient in transmission and compact in structure, and can convert the motor output with high rotation speed and low torque into the rotation shaft of the tail wing 30 with low rotation speed and high torque, so that the tail wing 30 can overcome aerodynamic force to perform opening and closing actions, and is suitable for a smaller installation space at the installation position of the tail wing.

Referring to FIG. 3, in some embodiments, the tail assembly further includes a power housing 50, and the reduction mechanism 10 and the power element 20 are mounted in the power housing 50. The power housing 50 may be a closed housing including upper and lower openable and closable housings; the power shell 50 can be installed on a vehicle body structure, so that the inner cavity of the power shell 50 forms a closed space, and external foreign matters are prevented from entering the inner cavity of the power shell 50 to influence the operation of the speed reducing mechanism 10 and the power element 20.

Referring to fig. 3 and 4, in some embodiments, the transmission unit 40 has a transmission shaft 41 for inputting power, and the power output end of the reduction mechanism 10 is coaxially mounted to the transmission shaft 41 of the transmission unit 40. In the case where the reduction mechanism 10 employs a worm wheel and worm mechanism, the worm wheel 12a of the last stage transmission mechanism serves as the power output end of the reduction mechanism 10, the transmission shaft 41 may be integrally formed with the worm wheel 12a, or the transmission shaft 41 may be spline-connected with the worm wheel 12a, or the transmission shaft 41 may be interference-fitted with the worm wheel 12a, or the transmission shaft 41 may be driven with the worm wheel 12a through a planar pin structure. In some embodiments, the power element 20 and the transmission shaft 41 are arranged in parallel along the horizontal direction or the height direction, specifically along the X direction or the Z direction, and the arrangement manner of the power element 20 and the transmission shaft 41 can be determined according to the space where the electric tail 100 is installed.

To reduce the space occupied by the power element 20 and the reduction mechanism 10, referring to fig. 3 and 4, in some embodiments, the cavity of the power housing 50 is configured to just accommodate the power element 20 and the reduction mechanism 10, and lubricating grease is disposed at the internal transmission of the reduction mechanism 10, so as to reduce friction loss during transmission. Both ends of the transmission shaft 41 extend out of the power housing 50, and the transmission shaft 41 may be directly connected to the tail wing 30 or indirectly drive the tail wing 30 through other mechanisms.

Referring to fig. 4, in some embodiments, the transmission unit 40 includes a transmission shaft 41, a multi-link hinge 42, and a mount 43 connected in sequence, and the tail wing 30 is mounted on the mount 43. The two multi-link hinges 42 and the mounting seat 43 are respectively arranged at two ends 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 the multi-link hinge 42 is driven by the transmission shaft 41 to rotate around the axis of the transmission shaft 41 so as to be unfolded. The mounting seat 43 is mounted on the output hinge 422 of the multi-link hinge 42, and the mounting seat 43 is fixedly connected with the tail wing 30 through a plurality of threaded fasteners. The specific construction of the multi-link hinge 42 may be found in related disclosures of the prior art, such as the application publication number CN 113511275A.

Taking an embodiment in which the speed reducing mechanism 10 includes a two-stage worm gear mechanism as an example, the electric tail wing 100 operates as follows:

in an inactive condition, such as a vehicle speed below a set vehicle speed, the tail 30 is closed, as shown in FIG. 5.

When the tail wing 30 needs to be opened, referring to fig. 3, the tail wing motor (i.e. the power element 20) transmits the rotation torque to the worm 11b of the primary transmission mechanism 11 through the coupling 21, the worm 11b converts the axial rotation motion into the transverse rotation motion through the worm wheel 11a, and the transmission ratio between the worm 11b of the primary transmission mechanism 11 and the worm wheel is i1. The worm wheel 11a of the primary transmission mechanism 11 is tightly and fixedly connected with 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 transverse rotation motion into axial rotation motion through the worm wheel 12a, and the transmission ratio between the worm 12b of the secondary transmission mechanism 12 and the worm wheel 12a is i2. In order to make the mechanism structure small and move smoothly, the transmission ratio is designed to be i1=i2, so that the two-stage worm gear reduction mechanism 10 is compact, and the structural arrangement is facilitated. The whole set of motor and speed reducing mechanism 10 is arranged in the power shell 50, the transmission shaft 41 is connected with the worm wheel 12a of the secondary transmission mechanism 12, and the rotation power in the power shell 50 is output to the multi-link hinge 42. The transmission shaft 41 is connected to the multi-link hinge 42, and the rotary motion of the transmission shaft 41 is converted into the opening and closing motions of the hinge by the multi-link hinge 42, thereby driving the elevating and lowering of the tail wing 30 and realizing the opening and closing motions of the electric tail wing 100. The opened state of the tail wing 30 is shown in fig. 6.

In a third aspect of the present application, there is provided a vehicle comprising an electric tail 100 according to any of the second aspect of the present application. The motor tail 100 is mounted to a rear end of a vehicle, such as a trunk lid 200 or a rear end of a passenger compartment.

Referring to fig. 5 and 6, in some embodiments, the electric tail 100 is mounted to a trunk lid 200 of a vehicle. In the electric tail wing 100, the tail wing 30 is located at the outer side of the trunk lid 200, and the tail wing 30 is not connected to the trunk lid 200. At least part of the transmission unit 40, the reduction mechanism 10 and the power element 20 are located inside the trunk lid 200, and are shielded 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, the rear wing 30 is parked on the trunk lid 200 to cover the through-hole 201 as shown in fig. 5; when it is desired to open the tail wing 30, the multi-link hinge 42 is opened and extended from the through-hole 201 so that the tail wing 30 is opened to a certain angle, as shown in fig. 6. The tail wing 30 generates a downward force on the vehicle by using an aerodynamic principle, thereby increasing the driving stability of the vehicle.

In the present application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" indicate orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present application and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

It should be noted that all the directional indicators in the embodiments of the present application are only used to explain the relative positional relationship, movement conditions, etc. between the components in a specific posture, and if the specific posture is changed, the directional indicators are correspondingly changed.

In the present application, unless specifically stated and limited otherwise, the terms "connected," "affixed," and the like are to be construed broadly, and for example, "affixed" may be a fixed connection, a removable connection, or an integral body; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

Furthermore, descriptions such as those referred to as "first," "second," and the like, are provided for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying an order of magnitude of the indicated technical features in the present disclosure. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.

In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present application.

While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the application, the scope of which is defined by the claims and their equivalents.

Claims (9)

1. A speed reducing mechanism, characterized in that: the device comprises a primary transmission mechanism and a secondary transmission mechanism which are in transmission connection, wherein the motion direction of an input piece and the motion direction of an output piece of at least one of the primary transmission mechanism and the secondary transmission mechanism are different; the transmission ratio of the primary transmission mechanism and the secondary transmission mechanism is the same.

2. The reduction mechanism of claim 1, wherein the primary and secondary drive mechanisms are both worm and 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 is parallel to the axis of the worm wheel of the secondary transmission mechanism.

3. A reduction mechanism according to any one of claims 1 to 2, wherein each of the transmission mechanisms is identical in structure and size.

4. An electric tail comprising:

The tail fin assembly comprises a tail fin and a transmission unit which are connected;

a power element;

A speed reducing mechanism as claimed in any one of claims 1 to 3, wherein a power input end of the speed reducing mechanism is in driving connection with the power element, and a power output end of the speed reducing mechanism is in driving connection with the transmission unit for driving the tail wing to move.

5. The electric tail assembly of claim 4 wherein said tail assembly further comprises a power housing, said speed reduction mechanism and said power element each being mounted in said power housing.

6. The electric tail wing according to claim 5, wherein the power output end of the speed reducing mechanism is coaxially installed on a 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.

7. The electric tail according to claim 6, wherein the transmission unit comprises the drive shaft, a multi-link hinge and a mount, which are connected in sequence, the tail being mounted on the mount.

8. A vehicle comprising an electric tail as claimed in any one of claims 4 to 7.

9. The vehicle of claim 8, wherein the electric tail is mounted to a trunk lid of the vehicle; at least part of the transmission unit, the speed reducing mechanism and the power element are all positioned on the inner side of the trunk cover; the trunk cover is provided with a through hole for the transmission unit to extend out.