CN216078145U

CN216078145U - Transmission mechanism, automobile tail fin and automobile

Info

Publication number: CN216078145U
Application number: CN202122263127.0U
Authority: CN
Inventors: 罗显洲; 梁帅锋
Original assignee: Dongguan Zhaowei Electromechanical Co ltd
Current assignee: Dongguan Zhaowei Electromechanical Co ltd
Priority date: 2021-09-17
Filing date: 2021-09-17
Publication date: 2022-03-18
Anticipated expiration: 2031-09-17

Abstract

The utility model belongs to the technical field of automobiles, and particularly relates to a transmission mechanism, an automobile tail fin and an automobile. A transmission mechanism comprises a driving device, an output shaft and a transmission device, wherein the transmission device comprises a first transmission assembly, the first transmission assembly is provided with a first input part and a first output part, the first input part is a first worm, and the first output part is a first gear. The first worm is in driving connection with the output end of the driving device, the first worm is meshed with the first gear, and the first gear is in driving connection with the output shaft. The first worm and the first gear are arranged in a way that: the first worm drives the first gear to rotate, and the first gear cannot drive the first worm to rotate, so that a self-locking function is realized, the problem that the angle of the tail wing is easy to change due to the complex acting force of airflow on the tail wing is solved, the stability of the tail wing is improved, and the driving safety of an automobile is enhanced.

Description

Transmission mechanism, automobile tail fin and automobile

Technical Field

The utility model belongs to the technical field of automobiles, and particularly relates to a transmission mechanism, an automobile tail fin and an automobile.

Background

The vehicle will experience airflow effects during travel and the faster the vehicle speed, the greater the airflow effect. Generally, when the speed of the automobile exceeds 60km/h, the influence of airflow on the automobile is very obvious, and the influence is visually shown as that the effective power of an engine is reduced due to the increase of air resistance, so that the oil consumption is increased, and the grabbing force of rear wheels is reduced due to the shaking and deflection of the automobile body, particularly the shaking and deflection of the automobile body, so that the automobile is easy to drift or even rotate in the process of turning when the automobile runs at high speed, and the running safety is seriously influenced. In order to effectively solve the problem that the automobile body shakes and deflects due to the influence of air flow when the automobile runs at high speed, the automobile tail fin is designed, and the ground grabbing force of the rear wheel of the automobile on the ground is enhanced through the tail fin, so that the running stability is improved.

The traditional empennage can not adjust the angle, and the empennage angle can not be reasonably selected according to the driving speed and the lane characteristics, so that the practicability of the traditional empennage is not strong. At present, some novel fin though can adjust the every single move angle to the fin, perhaps provide power through the motor and adjust through artifical manual angle regulation, but all do not have self-locking function, the car in-process of traveling, because the influence of air current to the car receives the influence of the circumstances such as bend, speed, make the stability of current fin not high, the life-span is lower, especially when going at big bend at a high speed, because the unable auto-lock of fin, the air current makes the angle of fin change easily to the effort of fin complicacy, security when can't guarantee to go at a high speed. Therefore, the tail wing needs to be improved to solve the problem that the pitch angle of the existing tail wing is easy to change due to the action force of the airflow during the driving process.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a transmission mechanism, an automobile tail wing and an automobile, and aims to solve the problem that the pitch angle of the existing automobile tail wing is easy to change due to airflow acting force in the driving process.

In order to achieve the purpose, the utility model adopts the technical scheme that: a transmission mechanism comprises a driving device 1, an output shaft 233 and a transmission device 2, wherein the transmission device 2 comprises a first transmission assembly 21, the first transmission assembly 21 has a first input part and a first output part, the first input part is a first worm 211, the first output part is a first gear 212, the first worm 211 is in driving connection with the output end of the driving device 1, the first worm 211 and the first gear 212 are meshed with each other, the first gear 212 is in driving connection with the output shaft 233, and a space between the first worm 211 and the first gear 212 is set as follows: the first worm 211 drives the first gear 212 to rotate, and the first worm 211 and the first gear 212 realize reverse self-locking.

Further, the transmission device 2 includes a second transmission assembly 22 and a first connection shaft 231, the second transmission assembly 22 has a second input portion and a second output portion, the first gear 212 is connected with the second input portion of the second transmission assembly 22 through the first connection shaft 231, and the second output portion of the second transmission assembly 22 is connected with the output shaft 233.

Further, the second transmission assembly 22 includes a second gear 221 and a third gear 222, the second gear 221 is a second input portion, the third gear 222 is a second output portion, the second gear 221, the first connecting shaft 231 and the first gear 212 are coaxially connected, the second gear 221 and the third gear 222 are meshed with each other, and the axes of the second gear 221 and the third gear 222 are parallel to each other.

Further, the transmission device 2 further includes a third transmission assembly 24 and a second connection shaft 232, the third transmission assembly 24 has a third input portion and a third output portion, the first output portion and the third input portion are connected through the second connection shaft 232 so that the third input portion and the first output portion rotate synchronously, and the third output portion is connected with the output shaft 233.

Further, the third transmission assembly 24 includes a second worm gear 241 and a fourth gear 242, which are engaged with each other, the second worm gear 241 is a third input portion, the fourth gear 242 is a third output portion, the second worm gear 241 is coaxially connected with the second connecting shaft 232 and the third gear 222, and the fourth gear 242 is connected with the output shaft 233.

According to another aspect of the present invention, an automobile tail is provided, which comprises a tail body, a housing body 5 and the transmission mechanism, wherein the tail body is connected to the housing body 5 through the output shaft 233.

Further, the housing body 5 includes a bearing provided at an assembly position of the transmission mechanism and the housing body 5.

Further, the housing body 5 contains a rolling bearing 31, and the transmission mechanism is assembled to the housing body 5 through the rolling bearing 31.

Further, the housing body 5 includes a thrust bearing 34, and the thrust bearing 34 is disposed between the transmission mechanism and the rolling bearing 31;

or, an elastic washer 33 and a sliding bearing 32, the sliding bearing 32 is disposed between the transmission mechanism and the rolling bearing 31, and the elastic washer 33 is disposed between the rolling bearing 31 and the housing body 5 or/and between the transmission mechanism and the sliding bearing 32.

According to another aspect of the utility model, a vehicle is provided, which comprises the vehicle tail fin.

The utility model has at least the following beneficial effects:

the transmission mechanism provided by the utility model comprises a driving device, an output shaft and a transmission device, wherein the transmission device comprises a first transmission assembly, the first transmission assembly is provided with a first input part and a first output part, the first input part is a first worm, the first output part is a first gear, the first worm is in driving connection with the output end of the driving device, the first worm is meshed with the first gear, and the first gear is in driving connection with the output shaft. The first worm and the first gear are arranged in a way that: the first worm drives the first gear to rotate, and the first gear cannot drive the first worm to rotate, so that a self-locking function is realized, the problem that the angle of the tail wing is easy to change due to the complex acting force of airflow on the tail wing is solved, the stability of the tail wing is improved, and the driving safety of an automobile is enhanced.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

Fig. 1 is a schematic perspective view of a transmission mechanism according to a first embodiment of the present invention;

FIG. 2 is a perspective view of a transmission mechanism according to a second embodiment of the present invention;

FIG. 3 is a schematic view of an assembly structure of the second transmission assembly with the first connecting shaft and the second connecting shaft;

FIG. 4 is a perspective view of a transmission mechanism according to a third embodiment of the present invention;

FIG. 5 is a schematic view of an assembly structure of a transmission mechanism and a housing in a third embodiment;

FIG. 6 is a perspective view of a transmission mechanism according to a fourth embodiment of the present invention;

fig. 7 is a perspective view of the fourth assembly of fig. 6.

Wherein, in the figures, the respective reference numerals:

1. a drive device; 2. a transmission device; 21. a first transmission assembly; 211. a first worm; 212. a first gear; 22. a second transmission assembly; 221. a second gear; 222. a third gear; 231. a first connecting shaft; 232. A second connecting shaft; 233. an output shaft; 24. a third transmission assembly; 241. a second worm; 242. a fourth gear; 25. a fourth transmission assembly; 251. a drive bevel gear; 252. a driven bevel gear; 31. a rolling bearing; 32. a sliding bearing; 33. an elastic washer; 34. a thrust bearing; 5. a housing body; 51. an upper shell; 52. a receiving cavity.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the utility model and are not to be construed as limiting the utility model.

In the description of the present invention, it is to be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships illustrated in the drawings, and are used merely for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be construed as limiting the present invention.

Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

As shown in fig. 1, the transmission mechanism of the first embodiment includes: the transmission device 2 comprises a first transmission assembly 21, the first transmission assembly 21 has a first input part and a first output part, the first input part is a first worm 211, and the first output part is a first gear 212. The first worm 211 is in driving connection with the output of the drive 1, the first worm 211 and the first gear 212 are in engagement with each other, and the first gear 212 is in driving connection with the output shaft 233. The first worm 211 and the first gear 212 are arranged such that: the first worm 211 drives the first gear 212 to rotate, and the first worm 211 and the first gear 212 realize reverse self-locking (i.e. the first gear 212 cannot drive the first worm 211 to rotate, it can also be understood that the unwinding helix angle of the first worm 211 is smaller than the friction angle of the first gear 212 in contact with the first worm 211). For the automobile tail wing mechanism and the automobile with the scheme, the first worm 211 and the first gear 212 realize reverse self-locking, so that the problem that the angle of the tail wing is easy to change due to the complex acting force of airflow on the tail wing is solved (when the common tail wing which cannot be self-locked meets the airflow resistance in various directions, the tail wing is easy to turn over, the adhesive force of the automobile on the ground is further reduced), the stability of the tail wing is improved, and the driving safety of the automobile is enhanced. Compared with an electric control tail wing mechanism in the prior art, the electric control tail wing mechanism is higher in flexibility and stronger in stability.

As a further limitation of the present embodiment, the first gear 212 may be a helical gear or a worm gear, the first worm 211 is meshed with the helical gear (the first gear 212) to rotate the helical gear (the first gear 212), and an axis of the helical gear (the first gear 212) is perpendicular to an axis of the first worm 211. The first gear 212 is in driving connection with the output shaft 233, and the first gear 212 drives the output shaft 233 to rotate, so that the problem that the transmission mechanism is limited by space can be solved under certain circumstances.

As a further limitation of the present embodiment, the driving device 1 is not limited to a power source such as a driving motor, and may be other speed changing devices, such as a belt transmission, a gear transmission, and other speed changing driving components, and the output end of the driving device 1 may be connected to the first worm 211.

According to another aspect of the present invention, an automobile tail is provided, which comprises a tail body, a housing body 5 and the above-mentioned transmission mechanism, wherein the tail body is connected to the housing body 5 through an output shaft 233. Wherein the housing body 5 includes an upper case 51 and an accommodation chamber 52. Optionally, the transmission mechanism is arranged in the accommodating cavity 52, and two ends of the output shaft 233 penetrate through the shell body 5 and then are fixedly connected with the automobile tail wing body; alternatively, the case body 5 is provided inside the tail body of the automobile tail and is connected to the case body 5 through the output shaft 233. The output shaft 233 rotates to drive the tail body to rotate a certain angle around the axis of the output shaft 233, and then a proper tail pitching angle is selected according to wind speed, driving speed and the like in different scenes.

As a further limitation of the present embodiment, an end (i.e., an open end) of the first worm 211 remote from the driving device 1 may be rotatably connected with the housing body 5; optionally, the end of the corresponding first worm 211 on the housing body 5 is provided with a slot for the first worm 211 to rotate, so as to support the first worm 211 and prevent the first worm 211 from shifting greatly during transmission.

As a further limitation of this embodiment, the housing body 5 includes a bearing, and the bearing is disposed at the assembly position of the transmission mechanism and the housing body 5, and it can be understood that the bearing can be disposed at the assembly position of the first worm 211 and the housing body 5 (i.e. the inner ring of the bearing is connected to the open end of the first worm 211, and the outer ring of the bearing is fixedly connected to the housing body 5), and can also be disposed at the assembly position of the output shaft 233 and the housing body 5 (i.e. the inner ring of the bearing is connected to the open end of the output shaft 233, and the outer ring of the bearing is fixedly connected to the housing body 5), and plays a role of supporting the transmission mechanism. When the airflow generates resistance and reverse acting force at different angles to the tail wing, the angle of the tail wing is easy to change, the transmission mechanism is subjected to large axial load (when the resistance of the tail wing is large, the first gear 212 generates one axial force to the first worm 211) and radial load (mainly from the integral gravity of the transmission mechanism), the bearing can further balance the axial force and the radial force applied to the transmission mechanism, the first worm 211 or the output shaft 233 is prevented from moving, and then large noise is generated, and meanwhile the service life of the transmission mechanism is prolonged.

As a further limitation of the present embodiment, the housing body 5 contains a rolling bearing 31, and the transmission mechanism is assembled to the housing body 5 through the rolling bearing 31 (in the present embodiment, it may be preferably assembled at an assembling position of the output shaft 233, the open end of the first worm 211, and the housing body 5). The better aligning performance and the ability of bearing radial load of the rolling bearing 31 enable the output shaft 233 and the first worm 211 not to be eccentric easily, and friction between gears is reduced.

As a further limitation of the present embodiment, the housing body 5 includes a thrust bearing 34, and the thrust bearing 34 is provided between the transmission mechanism and the rolling bearing 31. Preferably, to maintain the stability of the transmission (i.e. to maintain the output shaft 233 or the first worm 211 against eccentricity), the thrust bearing 34 may be a bidirectional thrust bearing for carrying loads in both directions, and preferably, the bidirectional thrust bearing may be used in combination with a radial bearing (rolling bearing 31) to further enhance the accuracy of the transmission.

Alternatively, the housing body 5 comprises an elastic washer 33 and a sliding bearing 32, wherein the sliding bearing 32 is disposed between the transmission mechanism and the rolling bearing 31, and the elastic washer 33 is disposed between the rolling bearing 31 and the housing body 5 or between the transmission mechanism and the sliding bearing 32. Correspondingly, in order to improve the transmission accuracy and the service life, an elastic washer 33 may be provided between the rolling bearing 31 and the housing body 5 or between the transmission mechanism and the sliding bearing 32. The same applies to the technical solutions described in the third and fourth embodiments described below.

According to another aspect of the utility model, the utility model provides an automobile, which comprises the automobile tail wing, and the automobile tail wing is fixedly arranged at the tail part of the automobile through a connecting piece such as a bolt.

As the further restriction of this embodiment, car fin body is equipped with wind speed and direction sensor and main control unit, and wind speed and direction sensor passes through wire and main control unit electric connection. The wind speed and direction sensor sends related information to the main controller, and the main controller controls the driving device 1 to transmit, so that the pitching angle of the automobile tail wing is controlled.

Fig. 2 is a perspective view of a second embodiment of the transmission mechanism of the present invention. The second embodiment has the following differences compared with the first embodiment.

In the second embodiment, the transmission device 2 further includes a second transmission assembly 22 and a first connection shaft 231, the second transmission assembly 22 has a second input portion and a second output portion, the first gear 212 is fixedly connected with the second input portion of the second transmission assembly 22 through the first connection shaft 231, and the second output portion of the second transmission assembly 22 is connected with the output shaft 233.

As a further limitation of this embodiment, the second transmission assembly 22 includes a second gear 221 and a third gear 222, the second gear 221 is a second input portion, the third gear 222 is a second output portion, the second gear 221, the first connecting shaft 231 and the first gear 212 are coaxially connected (i.e. the second gear 221 rotates to drive the first connecting shaft 231 and the first gear 212 to rotate synchronously), the second gear 221 and the third gear 222 are engaged with each other, and the axes of the second gear 221 and the third gear 222 are parallel to each other. It is understood that the second transmission assembly 22 may further comprise a plurality of second gears 221, a plurality of third gears 222 and a plurality of first connecting shafts 231, and perform a multi-step variable transmission arrangement. Alternatively, the plurality of second gears 221 and the plurality of third gears 222 are not limited to spur gears, and may be helical gears or the like. It can be understood that, after the tail wing in this embodiment is subjected to a large resistance, the second gear 221 and the third gear 222 will be reversely driven for a period of time to realize self-locking (the second transmission assembly 22 is reversely driven, and self-locking is realized when the transmission process reaches the first transmission assembly 21), that is, the reverse rotation is stopped.

As a further limitation of the present embodiment, a bearing is provided between the first connecting shaft 231 and the housing body 5 (the rolling bearing 31, the elastic washer 33 and the sliding bearing 32 are used in cooperation with each other; or the thrust bearing 34 and the rolling bearing 31 are used in cooperation with each other), and optionally, a bearing is also provided between the output shaft 233 and the housing body 5 at the assembling position of the open end of the first worm 211 and the housing body 5.

Compared with the first embodiment, the second embodiment has the same structure except that the above structure is different, and the description thereof is omitted.

Fig. 4 is a perspective view showing a third embodiment of the transmission mechanism of the present invention. The second embodiment has the following differences compared with the first embodiment.

In the third embodiment, the transmission 2 further comprises a third transmission assembly 24 and a second connecting shaft 232, the third transmission assembly 24 has a third input portion and a third output portion, the first output portion and the third input portion are connected through the second connecting shaft 232 so that the third input portion and the first output portion rotate synchronously, and the third output portion is connected with the output shaft 233.

As a further limitation of the present embodiment, the third transmission assembly 24 includes a second worm 241 and a fourth gear 242, which are engaged with each other, the second worm 241 is a third input portion, the fourth gear 242 is a third output portion, the second worm 241 is coaxially connected with the second connecting shaft 232 and the third gear 222 (the third gear 222 rotates to drive the second worm 241 to rotate synchronously with the second connecting shaft 232), and the fourth gear 242 is connected with the output shaft 233. Correspondingly, the fourth gear 242 may be a helical gear, a worm gear, or the like. It can be understood that, after the tail wing in this embodiment is subjected to a large resistance, the third transmission assembly 24 can rapidly realize self-locking, and a double self-locking function is provided, so that the driving safety of the automobile is enhanced. In addition, in the scheme, the extending direction of the output shaft 233 can be consistent with the direction of the output end (the first worm 211) of the transmission device 2, the direction is changed for many times, the transmission mechanism is compact in structure, and more design spaces are reserved for the modeling design of the empennage body.

As a further limitation of this embodiment, both ends of the second connecting shaft 232 are also connected to the housing body 5, and both ends of the second connecting shaft 232 are also supported by bearings (the rolling bearing 31, the elastic washer 33 and the sliding bearing 32 are mutually matched, or the thrust bearing 34 and the rolling bearing 31 are mutually matched), so as to reduce the wear condition in the transmission and improve the service life and precision of the product. Alternatively, bearings are also provided between the output shaft 233 and the case body 5 (automobile tail body), at the assembly position of the open end of the first worm 211 and the case body 5 (automobile tail body), and at both ends of the first connecting shaft 231.

Compared with the first and second embodiments, the third embodiment has the same structure except for the above structure, and is not repeated herein.

As shown in fig. 6, it shows a perspective view of a fourth embodiment of the transmission mechanism of the present invention. The fourth embodiment has the following differences compared with the third embodiment.

In the fourth embodiment, the transmission device 2 further includes a fourth transmission assembly 25 including a driving bevel gear 251 and a driven bevel gear 252 engaged with each other, the driving bevel gear 251 is a third input portion, the driven bevel gear 252 is a third output portion, the driving bevel gear 251 is coaxially connected with the second connecting shaft 232 and the third gear 222 (the third gear 222 rotates to drive the driving bevel gear 251 and the second connecting shaft 232 to synchronously rotate), and the driven bevel gear 252 is connected with the output shaft 233. It can be understood that, after the tail wing in this embodiment is subjected to a large resistance, the fourth transmission assembly 25 will continue to rotate in the reverse direction (the driven bevel gear 252 is subjected to a force to drive the driving bevel gear 251 to rotate in the reverse direction, so as to drive the second transmission assembly 22 to rotate in the reverse direction, and when the transmission process reaches the first transmission assembly 21, self-locking is achieved) for a while, and then self-locking is performed. In addition, in the scheme, the extending direction of the output shaft 233 can be consistent with the direction of the output end (the first worm 211) of the transmission device 2, the direction is changed for many times, the transmission mechanism is compact in structure, and more design spaces are reserved for the modeling design of the empennage body.

The transmission mechanism, the automobile tail fin and the automobile have the following advantages:

1. the transmission mechanism realizes the function of reverse self-locking, avoids the problem that the angle of the tail fin is easy to change due to the complex acting force of airflow on the tail fin, improves the stability of the tail fin and enhances the driving safety of the automobile;

2. the multi-stage steering transmission effectively reduces the volume of a transmission mechanism, and the occupied space structure is small;

3. the worm gear and worm transmission mode is adopted, so that the precision of the tail wing is higher and more stable when the angle is adjusted, and the load borne by the tail wing is larger.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims

1. A transmission mechanism, comprising:

a drive device (1);

an output shaft (233);

a transmission device (2), the transmission device (2) includes a first transmission assembly (21), the first transmission assembly (21) has a first input portion and a first output portion, the first input portion is a first worm (211), the first output portion is a first gear (212), the first worm (211) is in driving connection with an output end of the driving device (1), the first worm (211) and the first gear (212) are engaged with each other, the first gear (212) is in driving connection with the output shaft (233), and the first worm (211) and the first gear (212) are arranged therebetween: the first worm (211) drives the first gear (212) to rotate, and the first worm (211) and the first gear (212) realize reverse self-locking.

2. Transmission mechanism according to claim 1, wherein the transmission device (2) comprises a second transmission assembly (22) and a first connecting shaft (231), the second transmission assembly (22) having a second input and a second output, the first gear wheel (212) being connected with the second input of the second transmission assembly (22) by the first connecting shaft (231), the second output of the second transmission assembly (22) being connected with the output shaft (233).

3. The transmission mechanism according to claim 2, wherein the second transmission assembly (22) comprises a second gear (221) and a third gear (222), the second gear (221) is a second input, the third gear (222) is a second output, the second gear (221), the first connecting shaft (231) and the first gear (212) are coaxially connected, the second gear (221) and the third gear (222) are meshed with each other, and the axes of the second gear (221) and the third gear (222) are parallel to each other.

4. A transmission mechanism as claimed in claim 1 or 3, characterised in that the transmission device (2) further comprises a third transmission assembly (24) and a second connecting shaft (232), the third transmission assembly (24) having a third input and a third output, the first and third outputs being connected by the second connecting shaft (232) so that the third input and the first output rotate synchronously, the third output being connected to the output shaft (233).

5. The transmission mechanism according to claim 4, wherein the third transmission assembly (24) comprises a second worm (241) and a fourth gear (242) which are engaged with each other, the second worm (241) is a third input portion, the fourth gear (242) is a third output portion, the second worm (241) is coaxially connected with the second connecting shaft (232) and the third gear (222), and the fourth gear (242) is connected with the output shaft (233).

6. Automobile tail, characterized in that it comprises a tail body, a housing body (5) and a transmission according to any one of claims 1 to 5, the tail body being connected to the housing body (5) via the output shaft (233).

7. The vehicle rear wing according to claim 6, characterized in that the housing body (5) contains bearings which are provided at the assembly location of the transmission and the housing body (5).

8. The automobile tail according to claim 7, characterized in that the housing body (5) contains a rolling bearing (31), by means of which rolling bearing (31) the transmission is fitted on the housing body (5).

9. The motor vehicle rear wing according to claim 8, characterized in that the housing body (5) contains a thrust bearing (34), the thrust bearing (34) being provided between the transmission and the rolling bearing (31);

or an elastic washer (33) and a sliding bearing (32), wherein the sliding bearing (32) is arranged between the transmission mechanism and the rolling bearing (31), and the elastic washer (33) is arranged between the rolling bearing (31) and the shell body (5) or/and between the transmission mechanism and the sliding bearing (32).

10. A motor vehicle, characterized in that it comprises a motor vehicle rear wing according to any one of claims 6 to 9.