Air deflector bracket structure

Abstract

The present application provides a fairing bracket structure, including a first fixing member, a second fixing member and an adjustment assembly, wherein one end of the first fixing member is fixedly connected to the fairing, the other end of the first fixing member is fixedly connected to the vehicle body, and the second fixing member is fixedly connected to the fairing. The adjustment assembly includes a concave rotating part and a convex rotating part, the convex rotating part is arranged on the second fixing member, the concave rotating part is arranged on the first fixing member, and a gap is arranged between the concave rotating part and the convex rotating part. When the fairing shakes, the concave rotating part rotates around the convex rotating part and approaches or moves away from the concave rotating part, thereby reducing the possibility of metal fatigue fracture at the connection between the fairing and the bracket, thereby reducing the possibility of failure of the fairing or tearing of the iron sheet on the side of the cab, and effectively protecting the personal safety of the driver.

Description

Technical Field

[0001] The present application relates to the technical field of deflector devices for commercial vehicles, and in particular to a deflector support structure. Background Art

[0002] The side deflector, also known as the side deflector, is an important deflector for commercial vehicles. When the vehicle is driving, the airflow will be directed from the front of the cab along the side of the cab to the rear of the vehicle through the side deflector, thereby reducing wind resistance, reducing fuel consumption, and improving the economy of the vehicle.

[0003] The existing air deflector is mainly connected to the vehicle body through a fixed bracket. However, when the vehicle is traveling at high speed, although most of the wind will be guided out through the air deflector, a small amount of wind will still enter the inside of the air deflector, forming turbulence in the internal area of ​​the air deflector. Under the combined influence of the internal turbulence and the external air pressure, the air deflector is subjected to alternating stress and produces a slight swing, which in turn causes the fixed connection between the air deflector and the bracket to break due to metal fatigue. In severe cases, it may even cause the air deflector to fail or tear the iron sheet on the side of the cab, endangering the personal safety of the driver. Summary of the invention

[0004] Based on this, it is necessary to provide a guide cover bracket structure to address the problem that the connection between the side guide cover and the bracket is easily broken due to alternating stress.

[0005] A deflector support structure, comprising:

[0006] a first fixing member, wherein one end of the first fixing member is fixedly connected to the air deflector, and the other end of the first fixing member is fixedly connected to the vehicle body;

[0007] a second fixing member, wherein one end of the second fixing member is fixedly connected to the air deflector, and the other end of the second fixing member is connected to the first fixing member;

[0008] An adjustment component, the adjustment component includes an inner concave rotating part and an outer convex rotating part, the inner concave rotating part is arranged on the second fixing member, and the outer convex rotating part is arranged on the first fixing member, and a gap is provided between the inner concave rotating part and the outer convex rotating part. When the air duct shakes, the inner concave rotating part rotates around the outer convex rotating part and approaches or moves away from the outer convex rotating part.

[0009] In one embodiment, the first fixing member comprises:

[0010] an abutting frame, the abutting frame being fixedly connected to the air deflector, the abutting frame being a hollow structure, the vehicle body being provided with a first groove, the first groove comprising a first surface facing the air deflector, the abutting frame abutting against the first surface;

[0011] A fixed frame, the fixed frame is fixedly connected to the vehicle body;

[0012] A first fitting portion, wherein the abutting frame and the fixing frame are connected with each other through the first fitting portion.

[0013] In one of the embodiments, when the vehicle body is provided with a rear panel, the first fixing member also includes a mounting block, the air deflector bracket structure also includes a clamping member, the clamping member is connected to the mounting block, the rear panel is arranged between the clamping member and the abutment frame, and abuts against the clamping member and the abutment frame respectively.

[0014] In one of the embodiments, the abutting frame further includes a second surface, the second surface is disposed toward the rear panel, and the second surface is in contact with the rear panel.

[0015] In one of the embodiments, one end of the clamping member is rotatably connected to the fixed frame, and the other end of the clamping member is provided with a buffer protrusion, the buffer protrusion is made of elastic material, and the buffer protrusion abuts against the rear panel.

[0016] In one embodiment, the pressing member comprises:

[0017] A rotating member, the rotating member is rotatably connected to the fixed frame, and the buffer protrusion is arranged on the rotating member;

[0018] A rotating pin, the rotating member is provided with a mounting groove, and the rotating pin is fixedly connected to the rotating member through the mounting groove;

[0019] The limiting bolt is provided with a first sliding groove, the second fixing member is provided with a second sliding groove, and the rotating member is provided with a third sliding groove; the rotating pin is provided with a fixing hole, and the limiting bolt is respectively slidably connected with the first sliding groove, the second sliding groove, and the third sliding groove, and then fixedly connected with the fixing hole.

[0020] In one embodiment, the second fixing member comprises:

[0021] A connecting frame, wherein the connecting frame is fixedly connected to the air deflector;

[0022] A limiting frame, wherein the limiting frame is slidably connected to the fixed frame;

[0023] A second fitting portion, wherein the limiting frame and the connecting frame are connected via the second fitting portion, and the second fitting portion is arranged to fit the first fitting portion.

[0024] In one embodiment, the connecting frame is a truss structure; reinforcing ribs are provided at the connection between the connecting frame and the second fitting portion.

[0025] In one of the embodiments, the fixed frame is provided with a limiting groove, the limiting frame is provided with a limiting member, and the limiting member is slidably connected to the limiting groove.

[0026] In one of the embodiments, a buffer member is provided between the limiting member and the limiting groove.

[0027] The above-mentioned air deflector bracket fixes the air deflector on the vehicle body through the first fixing member, and then through the second fixing member and the adjustment component, the connection between the air deflector and the vehicle body is changed from a rigid connection to a flexible connection. When the air deflector is subjected to alternating stress and produces a slight swing, the second fixing member can move together with the air deflector, thereby driving the inner concave rotating part to rotate around the outer convex rotating part. At the same time, due to the gap between the inner concave rotating part and the outer convex rotating part and the fact that the second fixing member and the air deflector do not rotate coaxially, the inner concave rotating part will approach or move away from the outer convex rotating part at this time; by the inner concave rotating part approaching or moving away from the outer convex rotating part, the effect of the stress is changed from pulling the connection to driving the inner concave rotating part to move, thereby reducing the tensile stress at the connection; and then through the rotation of the inner concave rotating part, the second fixing member can maintain the angle with the air deflector unchanged (reducing the torque at the connection), reducing a part of the alternating bending stress, reducing the possibility of metal fatigue fracture at the connection between the air deflector and the bracket, and thereby reducing the possibility of failure of the air deflector or tearing of the iron sheet on the side of the cab, effectively protecting the personal safety of the driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a left view of the air duct support structure of some embodiments of the present application.

[0029] Figure 2 for Figure 1 A local enlarged schematic diagram of point A in the middle.

[0030] Figure 3 for Figure 1 A local enlarged schematic diagram of point B in the middle.

[0031] Figure 4 This is a schematic diagram of the three-dimensional structure of the first fixing member in some embodiments of the present application.

[0032] Figure 5 for Figure 1 A partial view of the clamping part of the air duct support structure.

[0033] Figure 6 for Figure 1 Exploded view of the clamping parts of the air deflector bracket structure.

[0034] Figure 7 It is a schematic diagram of the three-dimensional structure of the second fixing member in some embodiments of the present application.

[0035] Figure Number:

[0036] 10, first fixing member; 110, abutting frame; 120, fixing frame; 1210, second surface; 121, limiting groove; 130, first fitting portion; 140, mounting block; 11, first sliding groove; 20, air deflector; 30, vehicle body; 310, first groove; 3110, first surface; 31, rear panel; 40, second fixing member; 410, connecting frame; 4110, reinforcing rib; 420, limiting frame; 42 2. Limiting member; 423. Buffering member; 430. Second fitting portion; 41. Second sliding groove; 50. Adjusting assembly; 510. Inner concave rotating portion; 520. Outer convex rotating portion; 60. Pressing member; 610. Buffering protrusion; 620. Rotating member; 6210. Mounting groove; 6220. Rotating shaft; 621. Third sliding groove; 630. Rotating pin; 6320. Fixing hole; 640. Limiting bolt; 70. Mounting portion. DETAILED DESCRIPTION

[0037] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0038] In the description of the present application, it should be understood that if the terms "center", "lateral", "left", "right", "clockwise", "counterclockwise", etc. appear, the directions or positional relationships indicated by these terms are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on the present application.

[0039] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0040] In this application, unless otherwise clearly specified and limited, if the terms "connection", "fixed", etc. appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0041] The terms "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation methods.

[0042] In order to improve the economy of commercial vehicles, a deflector device is often installed between the main vehicle and the cargo box of commercial vehicles. Especially in market segments such as van cargo or long-distance traction, the deflector has a significant effect on reducing wind resistance and fuel consumption and improving the economy of the vehicle.

[0043] At present, the air deflectors on both sides of the cab of commercial vehicles are usually fixed to the rear wall of the vehicle body by bolted brackets. The applicant has found that the existing air deflector brackets often break inexplicably, and are accompanied by air deflector failure, rear wall of the vehicle body being torn, etc., which in turn causes serious market quality problems.

[0044] Based on the above problems, the applicant first thought of increasing the structural rigidity of the fairing or bracket to reduce the risk of the fairing bracket root breaking. However, after experiments, the applicant found that after increasing the structural rigidity, the risk of the fairing bracket root breaking was not improved. When driving at high speeds, the fairing will still have problems such as bracket breakage, tearing the rear of the vehicle body, and fairing failure.

[0045] After a lot of observation, thinking and experiments, the applicant found that the main problem causing the bolts of the air deflector bracket to break is that when the vehicle is driving at high speed, the air deflector at the rear side of the vehicle body will generate a turbulent flow inside the air deflector due to the combined action of the air deflector and the vehicle body. Under the combined action of the side wind and turbulence, the air deflector itself shakes slightly relative to the vehicle body. Since the connecting bolts are fixed, it is difficult to adapt to this shaking. Therefore, a large amount of alternating stress acts on the connecting bolts, causing metal fatigue of the bolts, and then causing the connecting bolts to break or fail. At the same time, since the shaking amplitude of the air deflector is very small and the shaking is irregular, there is currently no product on the market that can truly discover and solve the problem of easy breakage of the air deflector bracket.

[0046] Based on the above considerations, the applicant started over and designed a fairing bracket structure to reduce alternating bending stress, lower the possibility of metal fatigue fracture at the connection between the fairing and the bracket, and thus reduce the possibility of the fairing failure or tearing of the iron sheet on the side of the cab, thereby effectively protecting the personal safety of the driver.

[0047] See also Figures 1 to 7 , Figure 1 This is a left view of the support structure of the air deflector 20 in some embodiments of the present application. Figure 2 for Figure 1 A partial enlarged schematic diagram of point A in the middle. Figure 3 for Figure 1 A partial enlarged schematic diagram of point B in the middle. Figure 4 Schematic diagram of the three-dimensional structure of the first fixing member 10 in some embodiments of the present application, Figure 5 for Figure 1 A partial view of the pressing member 60 of the support structure of the air deflector 20, Figure 6 for Figure 1 An exploded view of the pressing member 60 of the support structure of the air deflector 20, Figure 7 Schematic diagram of the three-dimensional structure of the second fixing member 40 in some embodiments of the present application.

[0048] Please refer again Figure 1 and Figure 2 The present application provides a deflector bracket structure, including a first fixing member 10, a second fixing member 40 and an adjustment assembly 50, one end of the first fixing member 10 is fixedly connected to the deflector 20, the other end of the first fixing member 10 is fixedly connected to the vehicle body 30, the second fixing member 40 is fixedly connected to the deflector 20, the adjustment assembly 50 includes an inner concave rotating portion 510 and an outer convex rotating portion 520, the inner concave rotating portion 510 is arranged on the second fixing member 40, the outer convex rotating portion 520 is arranged on the first fixing member 10, a gap is arranged between the inner concave rotating portion 510 and the outer convex rotating portion 520, when the deflector 20 shakes, the inner concave rotating portion 510 rotates around the outer convex rotating portion 520 and approaches or moves away from the outer convex rotating portion 520.

[0049] Specifically, in one of the embodiments, in order to make the principle explanation clearer, as shown in FIG. Figure 2 As shown, point S is set on the inner concave rotating portion 510, and point P is set on the outer convex rotating portion 520, as shown in FIG. Figure 1As shown, both point O and point X are set on the air deflector, and point O is set as the point where the air deflector 20 is fixedly connected to the first fixing member 10, and point X is set as the point where the air deflector 20 is fixedly connected to the second fixing member 40. When the air deflector 20 shakes, since point O is the only point that fixes the air deflector 20 and the vehicle body 30, the air deflector 20 will take point O as the fulcrum and shake slightly in the left and right directions. Here, the rightward shaking of the air deflector 20 is taken as an example for detailed explanation (the left and right directions are taken from Figure 1 When the air deflector 20 moves to the right, since the second fixing member 40 is fixedly connected to the air deflector 20 and is not fixedly connected to the vehicle body 30, the second fixing member 40 moves together with the air deflector 20, thereby driving the concave rotating portion 510 to rotate in the clockwise direction (the clockwise and counterclockwise directions are taken from Figure 2 Meanwhile, since the length of the second fixing member 40 cannot be changed (that is, the distance from point X to point S will not change), when the air deflector 20 is shaken to the right with point 0 as the fulcrum, point X will move to the lower right, and therefore, point S will also move to the lower right. At this time, point S will gradually approach point P, and the gap between point S and point P will also decrease accordingly.

[0050] It is understandable that when the bracket swings to the left, the concave rotating portion 510 will rotate in the counterclockwise direction, and point P will gradually move away from point S, thereby increasing the gap between point S and point P. Since the principles are similar, this application will not elaborate on this.

[0051] The above-mentioned air deflector 20 bracket fixes the air deflector 20 on the vehicle body 30 through the first fixing member 10, and then through the second fixing member 40 and the adjustment assembly 50, so that the connection between the air deflector 20 and the vehicle body 30 is changed from a rigid connection to a flexible connection. When the air deflector 20 is subjected to alternating stress and produces a slight swing, the second fixing member 40 can move together with the air deflector 20, thereby driving the inner concave rotating part 510 to rotate around the outer convex rotating part 520. At the same time, due to the gap between the inner concave rotating part 510 and the outer convex rotating part 520 and the fact that the second fixing member 40 and the air deflector 20 do not rotate completely coaxially, the inner concave rotating part 510 will move toward the outer convex rotating part 520. Approaching or moving away; by moving the concave rotating portion 510 closer to or away from the convex rotating portion 520, the effect of the stress is changed from pulling the connection between the air deflector bracket structure and the air deflector 20 to driving the concave rotating portion 510 to rotate, thereby reducing the tensile stress at the connection; and by rotating the concave rotating portion 510, the second fixing member 40 can maintain an unchanged angle with the air deflector 20 (reducing the lateral torque at the connection), reducing a part of the alternating bending stress, reducing the possibility of metal fatigue fracture at the connection between the air deflector 20 and the bracket, and thereby reducing the possibility of failure of the air deflector 20 or tearing of the iron sheet on the side of the cab, thereby effectively protecting the personal safety of the driver.

[0052] Please refer again Figure 1 and Figure 4 In some specific embodiments, the first fixing member 10 includes a contact frame 110, a fixed frame 120 and a first fitting portion 130. The contact frame 110 is fixedly connected to the air deflector 20. The contact frame 110 is a hollow structure. The vehicle body 30 is provided with a first groove 310. The first groove 310 includes a first surface 3110 facing the air deflector 20. The contact frame 110 contacts the first surface 3110. The fixed frame 120 is fixedly connected to the vehicle body 30. The contact frame 110 and the fixed frame 120 are connected via the first fitting portion 130.

[0053] Specifically, the abutting frame 110, the fixing frame 120, and the first fitting portion 130 are integrally formed, the abutting frame 110 is fixed to the air deflector 20 by a first bolt, the fixing frame 120 is fixed to the vehicle body 30 by a second bolt, and the air deflector 20 and the vehicle body 30 are fixed by the first fixing member 10, so as to reduce the large-scale shaking of the air deflector 20 during use, which may cause the air deflector 20 to be unstable and fail to be installed. More specifically, an additional mounting portion 70 may be provided on the air deflector, so that even if the mounting portion 70 of the air deflector 20 is torn, the air deflector 20 can continue to work without failing or breaking. In some embodiments, the mounting portion 70 may be integrally formed with the air deflector 20 to further reduce the damage to the air deflector 20 caused by bending stress. The application does not limit how to specifically set the mounting portion 70.

[0054] Preferably, in some embodiments, the abutment frame 110 is configured to be hollow. The hollow shape is more convenient for the production and manufacture of the abutment frame 110. During the manufacture, if the abutment frame 110 is made into a solid rectangular frame, it is not only easier to generate more bubbles during injection molding, affecting the stability of the abutment frame 110, but also increases the production cost of the abutment frame 110, which is not conducive to large-scale production.

[0055] Please refer again Figure 1 , Figure 5 and Figure 6 In some specific embodiments, when the vehicle body 30 is provided with a rear panel 31, the air deflector bracket structure is correspondingly provided with a clamping piece 60, the clamping piece 60 is connected to the fixed frame 120, and the rear panel 31 is provided between the clamping piece 60 and the abutting frame 110, and abuts against the clamping piece 60 and the abutting frame 110 respectively.

[0056] Specifically, in some embodiments, the rear panel 31 can be made of flexible material. In one embodiment, the rear panel 31 is made of a metal material that can be stretched, bent, twisted, and deformed without losing performance. The rear panel 31 made of this material can better absorb and buffer stress, thereby protecting the air deflector bracket structure and reducing the possibility of breakage of the air deflector bracket structure.

[0057] Through the abutment of the clamping piece 60 and the abutment frame 110 on the rear panel 31, on the one hand, the clamping piece 60 and the abutment frame 110 can be transformed into clamps to clamp the rear panel 31, so that the air deflector bracket structure is fixed more stably. On the other hand, since the abutment frame 110 and the clamping piece 60 are respectively abutted with the rear panel 31 instead of being fixedly connected, when the air deflector 20 shakes, the abutment frame 110 will preferentially move with the air deflector 20 to produce a small displacement; and when the air deflector 20 shakes to the left, the clamping piece 60 transfers part of the stress on the air deflector bracket structure to the rear panel 31, and when the air deflector 20 shakes to the right, the abutment frame 110 transfers part of the stress on the air deflector bracket structure to the rear panel 31, so that the rear panel 31 can buffer the stress.

[0058] In some specific embodiments, the abutting frame 110 further includes a second surface 1210 , which is disposed toward the rear panel 31 and is in contact with the rear panel 31 .

[0059] Specifically, by fitting the second surface 1210 to the rear panel 31 , the abutment frame 110 can fit the rear panel, so that when the air deflector swings to the left, the stress transmitted to the rear panel 31 by the clamping member 60 can be better buffered by the second surface, reducing the possibility of breakage of the rear panel 31 .

[0060] Please refer again Figure 1 , Figure 3 and 4 In some specific embodiments, one end of the clamping member 60 is rotatably connected to the fixed frame 120, and the other end of the clamping member 60 is fixedly connected to the second fixing member 40. The clamping member 60 is provided with a buffer protrusion 610, and the buffer protrusion 610 is made of elastic material. The buffer protrusion 610 abuts against the rear panel 31.

[0061] Specifically, in some embodiments, the buffer protrusion 610 is made of soft metal, rubber and other elastic materials. The rear panel 31 is pressed by the protrusion of the buffer protrusion 610, and the buffer protrusion 610 itself has the elasticity of the elastic material, so that the buffer protrusion 610 can buffer part of the stress, thereby reducing the possibility of breakage of the rear panel 31.

[0062] Please refer again Figure 1 , Figure 5 and Figure 6 In some specific embodiments, the clamping member 60 includes a rotating member 620, a rotating pin 630 and a limiting bolt 640. The rotating member 620 is rotatably connected to the fixed frame 120. The buffer protrusion 610 is arranged on the rotating member 620. The rotating member 620 is provided with a mounting groove 6210. The rotating pin 630 is fixedly connected to the rotating member 620 through the mounting groove 6210. The first fixing member 10 is provided with a first sliding groove 11, the second fixing member 40 is provided with a second sliding groove 41, and the rotating member 620 is provided with a third sliding groove 621; the rotating pin 630 is provided with a fixing hole 6320, and the limiting bolt 640 is fixedly connected to the fixing hole 6320 after being slidably connected to the first sliding groove 11, the second sliding groove 41, and the third sliding groove 621 respectively.

[0063] Specifically, the first fixing member 10 is provided with a rotation groove 140, and the rotating member 620 is provided with a rotation shaft 6220. By rotatably connecting the rotation shaft 6220 and the rotation groove 140, the rotating member 620 can rotate in the rotation groove 140, and further the clamping member 60 can rotate to adapt to the rotation of the second fixing member 40.

[0064] More specifically, in some embodiments, the rear panel 31 can serve as a sacrificial part of the vehicle body 30. By transferring the stress of the shaking of the fairing 20 to the rear panel 31, even if the rear panel 31 is torn due to the alternating stress, it will not interfere much with the normal driving of the vehicle body. By tearing the rear panel 31, the vehicle body 30 is protected and the possibility of the vehicle body 30 being torn is reduced.

[0065] With the arrangement of the above-mentioned clamping member 60, when the air deflector 20 shakes, not only the second fixing member 40 will move together with the air deflector 20, but the limiting bolt 640 will also move therewith. Taking the air deflector 20 shaking to the left as an example, when the air deflector 20 shakes to the left, the second fixing member 40 will also rotate counterclockwise, driving the limiting bolt 640 on the second fixing member 40 to slide in the first sliding groove 11, the second sliding groove 41 and the third sliding groove 621 in the counterclockwise direction. At this time, the rotating pin 630 fixedly connected to the limiting bolt 640 also rotates in the counterclockwise direction, driving the rotating member 620 and the buffer protrusion 610 fixedly connected thereto to rotate, thereby applying a downward left pressure to the rear panel 31, so as to complete the purpose of transmitting the stress generated when the air deflector 20 shakes to the rear panel 31 through the clamping member 60.

[0066] Please refer again Figure 1 and Figure 7In some specific embodiments, the second fixing member 40 includes a connecting frame 410, a limiting frame 420 and a second fitting portion 430. The connecting frame 410 is fixedly connected to the air deflector 20. The connecting frame 410 includes a truss structure. The limiting frame 420 is connected to the fixed frame 120. The limiting frame 420 is used to limit the movement range of the connecting frame 410. The limiting frame 420 is connected to the connecting frame 410 through the second fitting portion 430.

[0067] Specifically, the connection between the first fixing member 10 and the second fixing member 40 is completed by bonding the first bonding portion 130 and the second bonding portion 430. Compared with the situation where the first fixing member 10 and the second fixing member 40 are fixed by bolts or welding, it not only meets the requirements of force and stress transfer, but also reduces the possibility of stress due to the fixed connection, reduces the possibility of over-constraint of the first fixing member 10 and the second fixing member 40, and reduces the hidden danger of over-constraint.

[0068] In some specific embodiments, the connection frame 410 is provided with reinforcing ribs 4110, which are used to improve the overall rigidity of the connection frame 410. Specifically, in some embodiments, reinforcing ribs 4110 are used at the bottom of the connection frame 410 and the vertical root of the vertical part to improve the overall rigidity of the bracket and further attenuate stress.

[0069] Please refer again Figure 1 , Figure 3 and Figure 4 In some specific implementations, the fixed frame 120 is provided with a limiting groove 121 , and the limiting frame 420 is provided with a limiting member 422 , and the limiting member 422 is slidably connected to the limiting groove 121 .

[0070] Specifically, in one embodiment, when the first fixing member 10 rotates, the limiting member 422 will slide in the limiting groove 121 until one end of the limiting groove 121 is aligned with the limiting member 422. At this time, the limiting member 422 reaches the maximum swing amplitude. The swing amplitude of the first fixing member 10 and the air guide cover 20 is limited by the limiting groove 121 and the limiting member 422, thereby further reducing the possibility of tearing due to the swing of the air guide cover 20.

[0071] In some specific embodiments, a buffer member 423 is provided between the limit member 422 and the limit groove. Specifically, buffer members 423 are provided on both sides of the limit member 422. In some embodiments, the buffer member 423 includes a buffer pad made of an elastic soft material, and the buffer pad can further play a role in vibration reduction and stress buffering. The specific selection of material and how to make the buffer member are not limited in this application.

[0072] Please refer again Figures 1 to 7Preferably, when the air deflector bracket structure of an embodiment of the present application is working, taking the air deflector 20 shaking to the right as an example, by flexibly connecting the inner concave rotating part 510 and the outer convex rotating part 520, the connecting frame 410 will rotate in the counterclockwise direction. At this time, since the connecting frame 410 and the air deflector 20 are relatively stationary, and are in a state of relative motion with the vehicle body 30, the bending stress on the point where the connecting frame 410 and the air deflector 20 are fixedly connected is greatly reduced, a part of the alternating bending stress is reduced, and the possibility of the air deflector bracket structure breaking is reduced. At the same time, since the second fixing member 40 rotates in the counterclockwise direction, the second fitting part 430 will slide to the lower right along the surface of the first fitting part 130, driving the limiting bolt 640 to rotate counterclockwise. The needle rotates and drives the rotating pin 630 fixedly connected to the limiting bolt 640. The rotation of the rotating pin 630 drives the buffer protrusion 610 to be pressed toward the rear panel 31. The rectangular structure of the abutment frame 110 and the elastic rear panel 31 withstand the buffer stress during rotation, thereby reducing the possibility of metal fatigue fracture at the connection between the air deflector 20 and the bracket. Finally, the limiting groove 121 and the limiting member 422 are additionally provided to limit the rotation amplitude of the second fixing member 40, further limiting the shaking amplitude of the second fixing member 40 and the air deflector 20, thereby reducing the possibility of fracture due to large shaking of the air deflector 20. The above-mentioned air deflector bracket structure reduces the possibility of failure of the air deflector 20 or tearing of the iron sheet on the side of the cab, thereby effectively protecting the personal safety of the driver.

[0073] The above-mentioned air deflector 20 bracket fixes the air deflector 20 on the vehicle body 30 through the first fixing member 10, and then through the second fixing member 40 and the adjustment assembly 50, the connection between the air deflector 20 and the vehicle body 30 is changed from a rigid connection to a flexible connection. When the air deflector 20 is subjected to alternating stress and produces a slight swing, the second fixing member 40 can move together with the air deflector 20, thereby driving the inner concave rotating part 510 to rotate around the outer convex rotating part 520. At the same time, due to the gap between the inner concave rotating part 510 and the outer convex rotating part 520 and the fact that the second fixing member 40 and the air deflector 20 do not rotate coaxially, the inner concave rotating part 510 will move closer to or away from the outer convex rotating part 520; The approach or distance of 520 changes the effect of the stress from pulling the connection to driving the concave rotating part 510 to move, thereby reducing the tensile stress at the connection; and the rotation of the concave rotating part 510 enables the second fixing member 40 to maintain the angle with the air deflector 20 unchanged (reducing the torque on the connection), thereby reducing a part of the alternating bending stress, and reducing the possibility of metal fatigue fracture at the connection between the air deflector 20 and the bracket, thereby reducing the possibility of failure of the air deflector 20 or tearing of the iron sheet on the side of the cab, thereby effectively protecting the personal safety of the driver; the air deflector 20 and the vehicle body 30 are fixed by the first fixing member 10, thereby reducing the large-scale shaking of the air deflector 20 during use, which may lead to unstable installation and failure of the air deflector 20; By setting the abutment frame 110 to be hollow, the abutment frame 110 is easier to produce and manufacture, thereby reducing the cost of production and manufacturing; through the abutment effect of the clamping piece 60 and the abutment frame 110 on the rear panel 31, on the one hand, the clamping piece 60 and the abutment frame 110 can be turned into clamps to clamp the rear panel 31, so that the air deflector bracket structure is fixed more stably; on the other hand, since the abutment frame 110 and the clamping piece 60 are respectively abutted with the rear panel 31 instead of being fixedly connected, when the air deflector 20 shakes, the abutment frame 110 will preferentially move together with the air deflector 20 to produce a small displacement; and when the air deflector 20 shakes to the left, the clamping piece 60 transfers part of the stress on the air deflector bracket structure to the The rear panel 31, when the air deflector 20 swings to the right, the abutting frame 110 transfers part of the stress on the air deflector support structure to the rear panel 31, so that the rear panel 31 can buffer the stress; the second surface 1210 is attached to the rear panel 31, so that the abutting frame 110 can be attached to the rear panel, so that when the air deflector swings to the left, the stress transferred to the rear panel 31 by the pressing member 60 can be better buffered by the second surface, thereby reducing the possibility of the rear panel 31 breaking; the rear panel 31 is pressed by the protruding part of the buffer protrusion 610, and then the buffer protrusion 610 itself has the elasticity of the elastic material, so that the buffer protrusion 610 can buffer part of the stress, thereby reducing the possibility of the rear panel 31 breaking;By setting the clamping piece 60, when the air deflector 20 shakes, not only the second fixing piece 40 will move with the air deflector 20, but the limiting bolt 640 will also move therewith. Taking the air deflector 20 shaking to the left as an example, when the air deflector 20 shakes to the left, the second fixing piece 40 will also rotate counterclockwise, driving the limiting bolt 640 on the second fixing piece 40 to slide in the first sliding groove 11, the second sliding groove 41 and the third sliding groove 621 in the counterclockwise direction. At this time, the rotating pin 630 fixedly connected to the limiting bolt 640 also rotates counterclockwise, driving the rotating piece 620 and the buffer protrusion 610 fixedly connected thereto to rotate, thereby applying a downward left pressure to the rear panel 31, so as to complete the transmission of the stress generated when the air deflector 20 shakes to the rear panel through the clamping piece 60. 31 purpose; the first fitting part 130 and the second fitting part 430 are fitted together to complete the connection between the first fixing part 10 and the second fixing part 40. Compared with the situation of fixing the first fixing part 10 and the second fixing part 40 by bolts or welding, it not only meets the requirements of force and stress transmission, but also reduces the possibility of stress due to fixed connection, reduces the possibility of over-constraint of the first fixing part 10 and the second fixing part 40, and reduces the hidden danger of over-constraint; by using reinforcing ribs 4110 at the bottom of the connecting frame 410 and the vertical root of the vertical part, the overall rigidity of the bracket is improved, and the stress is further attenuated; the swing amplitude of the first fixing part 10 and the air deflector 20 is limited by the limiting groove 121 and the limiting member 422, further reducing the possibility of tearing caused by the shaking of the air deflector 20. ;

[0074] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0075] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A deflector support structure, It is characterized in that The air deflector bracket comprises: a first fixing member, wherein one end of the first fixing member is fixedly connected to the air deflector, and the other end of the first fixing member is fixedly connected to the vehicle body; the first fixing member comprises: an abutting frame, wherein the abutting frame is fixedly connected to the air deflector, and the abutting frame is a hollow structure, and the vehicle body is provided with a first groove, and the first groove comprises a first surface facing the air deflector, and the abutting frame abuts against the first surface; a fixing frame, wherein the fixing frame is fixedly connected to the vehicle body; a first abutting portion, wherein the abutting frame and the fixing frame are connected through the first abutting portion; when the vehicle body is provided with a rear panel, the first fixing member further comprises a mounting block, and the air deflector bracket structure further comprises a pressing member, wherein the pressing member is connected to the mounting block, and the rear panel is arranged between the pressing member and the abutting frame, and abuts against the pressing member and the abutting frame respectively; one end of the pressing member is rotatably connected to the fixing frame, and the other end of the pressing member is provided with a buffer protrusion, wherein the buffer protrusion is made of an elastic material, and the buffer protrusion abuts against the rear panel; a second fixing member, wherein one end of the second fixing member is fixedly connected to the air deflector, and the other end of the second fixing member is connected to the first fixing member; An adjustment component, the adjustment component includes an inner concave rotating part and an outer convex rotating part, the inner concave rotating part is arranged on the second fixing member, and the outer convex rotating part is arranged on the first fixing member, and a gap is provided between the inner concave rotating part and the outer convex rotating part. When the air duct shakes, the inner concave rotating part rotates around the outer convex rotating part and approaches or moves away from the outer convex rotating part.

2. The air deflector support structure according to claim 1, It is characterized in that The abutting frame further includes a second surface, the second surface is disposed toward the rear panel, and the second surface is in contact with the rear panel.

3. The air deflector support structure according to claim 1, It is characterized in that The pressing member comprises: A rotating member, the rotating member is rotatably connected to the fixed frame, and the buffer protrusion is arranged on the rotating member; A rotating pin, the rotating member is provided with a mounting groove, and the rotating pin is fixedly connected to the rotating member through the mounting groove; The limiting bolt is provided with a first sliding groove, the second fixing member is provided with a second sliding groove, and the rotating member is provided with a third sliding groove; the rotating pin is provided with a fixing hole, and the limiting bolt is respectively slidably connected with the first sliding groove, the second sliding groove, and the third sliding groove, and then fixedly connected with the fixing hole.

4. The air deflector support structure according to any one of claims 2 to 3, It is characterized in that The second fixing member comprises: A connecting frame, wherein the connecting frame is fixedly connected to the air deflector; A limiting frame, wherein the limiting frame is slidably connected to the fixed frame; A second fitting portion, wherein the limiting frame and the connecting frame are connected via the second fitting portion, and the second fitting portion is arranged to fit the first fitting portion.

5. The air deflector support structure according to claim 4, It is characterized in that The connecting frame is a truss structure; reinforcing ribs are provided at the connection between the connecting frame and the second fitting portion.

6. The air deflector support structure according to claim 4, It is characterized in that The fixing frame is provided with a limiting groove, the limiting frame is provided with a limiting member, and the limiting member is slidably connected with the limiting groove.

7. The air deflector support structure according to claim 6, It is characterized in that A buffer member is arranged between the limiting member and the limiting groove.

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