A fender assembly and a vehicle

Abstract

The application discloses a mudguard assembly and a car, and relates to the technical field of automobile parts, and the mudguard assembly comprises a mudguard and a bracket body; wherein the bracket body is connected with a vehicle frame and the mudguard at a first end and a tail end respectively; the bracket body is in a U-shaped cross section in the length direction, and a recess in the middle of the bracket body is used for mounting a tail lamp. The bracket body with the U-shaped structure in the application has different profile sizes in the Z direction and the X direction, so that the overall weight of the bracket body is reduced, and the rigidity requirement for coping with the bumping of the tail end of the vehicle frame is met. Further, the bracket body is in a U-shaped structure, and the relative flexibility of the middle position of the U-shaped bracket body makes the bracket assembly meet the rigidity design requirement, does not affect the relative position of the position of the existing automobile body and the mudguard, and improves the universality of the parts.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, specifically to a mudguard assembly and an automobile. Background Technology

[0002] Mudguards are typically plate-like structures mounted behind the outer frame of the wheel, usually made of high-quality rubber, though engineering plastics are also used. As the name suggests, mudguards serve to block mud, water, and gravel from being thrown into surrounding components by the tires, preventing damage. They also serve a decorative purpose. Vehicle mudguards are plate-like structures mounted outside the wheels, preventing mud and sand from splashing onto the vehicle frame during driving. They are fixed to the frame via mudguard brackets.

[0003] Commercial vehicle mudguard bracket assemblies are generally cantilever structures, with one end fixed to the web of the longitudinal beam of the vehicle frame and the other end connected to the mudguard. In related technologies, the mudguard bracket uses a one-piece bent tube welded bracket. When the vehicle travels on bumpy roads, the rear end of the frame experiences significant vibration and acceleration. Therefore, to ensure sufficient rigidity to withstand rear-end impacts, the mudguard bracket located at the rear end of the frame must be thickened; for example, the diameter of the round tube bracket is often greater than 50mm, and the wall thickness is greater than 4mm. This undoubtedly increases the weight of the mudguard bracket assembly, making it difficult to meet the requirements of vehicle lightweighting. Summary of the Invention

[0004] To address the problem in existing technologies where significant acceleration changes at the rear end due to vehicle bumps necessitate increased bracket stiffness and thickness, leading to excessive overall weight of the bracket assembly, this application provides a mudguard assembly comprising: a mudguard and a bracket body; wherein...

[0005] The bracket body has its front and rear ends connected to the vehicle frame and the mudguard, respectively. The cross-section of the bracket body along its length is shaped like a "Z", and the recessed part in the middle of the bracket body is used to install the taillight.

[0006] In some embodiments, the overall length of the bracket body in the Z direction of the vehicle gradually decreases from its front end to its rear end.

[0007] In some embodiments, the bracket body has an upper wing and a lower wing on both sides in the vehicle height direction, the lower wing being parallel to the horizontal plane, and the upper wing satisfying a parabolic equation:

[0008]

[0009] in, Let x be the straight-line distance from any point on the upper wing surface to the lower wing surface, and let x be the straight-line distance along the length of the support body from any point on the upper wing surface to the connection point of the frame on the support body. Let m be the first coefficient, n be the second coefficient, and c be the third coefficient. The coefficients m, n, and c satisfy the formula:

[0010]

[0011]

[0012]

[0013] Where F is the weight of the mudguard, σ is the stress received by the support body, and L is the length of the support body. The coefficients of the cubic term of the moment of inertia, The coefficients of the quadratic term of the moment of inertia, For the first-order term coefficient of the moment of inertia;

[0014] coefficient , and Satisfying the formula:

[0015]

[0016]

[0017]

[0018] Wherein, T is the overall thickness of the bracket body 1 in the X direction of the vehicle, t is the thickness of the bracket body plate, and b is the width of the bracket body flange in the X direction of the vehicle.

[0019] In some embodiments, the cross-section of the bracket body in the X direction of the vehicle is trapezoidal.

[0020] In some embodiments, the bracket body has an upper wing and a lower wing on both sides in the vehicle height direction, the lower wing is parallel to the horizontal plane, and the cross-section of the bracket body in the vehicle X direction is a right trapezoid.

[0021] In some embodiments, the front end of the bracket body is fitted against the side of the rear crossbeam of the vehicle frame.

[0022] In some embodiments, a transition bracket is provided at the tail end of the support body, and the support body is connected to the mudguard through the transition bracket.

[0023] In some embodiments, the support body is provided with at least one weight-reducing hole.

[0024] In some embodiments, the support body is provided with three spaced-apart weight-reducing holes, and the diameter of the three weight-reducing holes decreases sequentially from the first end to the last end of the support body.

[0025] On the other hand, this application provides a vehicle comprising: a fender assembly as described in any of the preceding claims.

[0026] It should be noted that, during actual testing, the applicant found that when the vehicle was traveling on bumpy roads, the rear end of the chassis experienced significant vibration. However, its acceleration in the Z-direction (i.e., the vehicle's height direction) was much greater than its acceleration in the X-direction (the vehicle's length direction). The Z-shaped support body in this application has different profile dimensions in the Z and X directions, allowing for a reduction in overall weight while meeting the requirements for approximately 8G acceleration vibration in the Z-direction and 1G acceleration / braking conditions in the X-direction. Furthermore, the Z-shaped support body of this application features a relatively flexible design in the middle section, allowing the support assembly to meet rigidity design requirements without affecting the relative positions of the existing vehicle body and fenders, thus improving the versatility of the parts. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the structure of the rear end of the vehicle frame in an embodiment of the present invention;

[0029] Figure 2 This is a front view of the mudguard bracket assembly in an embodiment of the present invention;

[0030] Figure 3 This is a top view of the mudguard bracket assembly in an embodiment of the present invention;

[0031] Figure 4 This is a cross-sectional schematic diagram of the mudguard bracket assembly in the Y direction of the vehicle in an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the force analysis of the mudguard bracket assembly in the X direction of the vehicle in an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of the upper wing surface outline in an embodiment of the present invention.

[0034] In the figure: 1. Bracket main body; 11. Flange; 12. Frame mounting hole; 13. Fender mounting hole; 14. Tail lamp mounting hole; 15. Weight reduction hole; 16. Concave part; 17. Upper wing surface; 18. Lower wing surface; 2. Frame; 21. Rear end cross beam; 22. Rear end longitudinal beam; 3. Fender; 4. Transition bracket; 5. Tail lamp. Detailed implementation manners

[0035] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some but not all of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the scope of protection of the present application.

[0036] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Aiming at the problem that the large acceleration change at the rear end caused by the bumpy driving of the vehicle in the prior art, it is necessary to increase the stiffness of the bracket and increase the thickness of the bracket, resulting in an excessive total weight of the bracket assembly. As Figure 1 、 Figure 2 and Figure 3 shown, the present application provides a fender assembly, which includes: a fender 3 and a bracket main body 1; wherein,

[0037] The front end and the rear end of the bracket main body 1 are respectively connected to the frame 2 and the fender 3, the cross-section of the bracket main body 1 in its length direction is in a U-shape, and the concave part 16 in the middle of the bracket main body 1 is used for mounting the tail lamp 5.

[0038] It can be understood that the applicant obtained data through tests. When the vehicle is driving on a bumpy road condition, the acceleration of the rear end of the frame in the Z direction of the vehicle is sometimes as high as 8G (1G is about 9.8 m / s²), but the acceleration in the X direction of the vehicle is less than 1G. Thus, it can be seen that the requirements for stiffness on both sides of the bracket main body 1 of the fender in the X direction and the Y direction of the vehicle are very different. Therefore, the scheme of simply increasing the thickness of the bracket main body 1 in the related art to cope with the tail end bounce of the frame will cause stiffness redundancy of the bracket main body 1 in the X direction of the vehicle, and the bracket main body 1 has a large weight and high cost. In the present application, the bracket main body 1 is designed in a U-shape, and the position of the concave part 16 in the middle of the U-shaped bracket main body 1 is relatively flexible. The tail lamp 5 can be directly connected to the bracket main body 1 of the fender, so that while meeting the stiffness design requirements, the relative positions of the existing vehicle frame 2, fender 3 and tail lamp 5 are not affected, and the universality of vehicle parts is improved.

[0039] It should be noted that the X direction of the car mentioned above refers to the length direction of the entire vehicle, the Y direction refers to the width direction of the entire vehicle, and the Z direction refers to the height direction of the entire vehicle.

[0040] In some specific embodiments, the bracket body 1 has multiple frame mounting holes 12 and multiple mudguard mounting holes 13 on the flanges 11 on both sides of the vehicle in the Z direction. The bracket body 1 has a taillight mounting hole 14 in the recessed part 16 in the middle of the Z-shaped structure. The bracket body 1 can be directly connected to the taillight 5 through the taillight mounting hole 14.

[0041] Optionally, the upper and lower flanges 11 of the bracket body 1 are provided with four frame mounting holes 12 and four mudguard mounting holes 13.

[0042] Preferably, such as Figure 1 As shown, the front end of the bracket body 1 is fitted to the side of the rear end crossbeam 21 of the frame 2, and the bracket body 1 and the rear end crossbeam 21 are tightly fitted together by bolts.

[0043] It should be noted that the main body of the bracket 1 is directly bolted to the rear crossbeam 21, so that the rear longitudinal beam 22 does not need to be extended to provide an installation point for the main body of the bracket 1. This shortens the rear longitudinal beam 22, reduces the weight of the frame, and contributes to the overall vehicle lightweighting.

[0044] Optionally, such as Figure 1 As shown, to facilitate the assembly of the mudguard 3, a transition bracket 4 is provided at the tail end of the support body 1, and the support body 1 is connected to the mudguard 3 through the transition bracket 4. Specifically, the support body 1 is provided with four transition brackets 4.

[0045] Furthermore, in order to reduce the weight of the support body 1, at least one weight-reducing hole 15 is provided on the support body 1.

[0046] Preferably, such as Figure 1 As shown, the recessed portion 16 of the support body 1 is provided with three spaced-apart weight-reducing holes 15, and the diameter of the three weight-reducing holes 15 decreases sequentially from the first end to the last end of the support body 1.

[0047] In some preferred embodiments, the applicant found that the stress level of the support body 1 is not consistent from the first end to the last end. By adopting an equal stress design in the support body 1, the mudguard support can be subjected to more uniform stress, eliminate redundancy, and reduce weight and cost.

[0048] In order to achieve the equal stress design of the Z-shaped support body 1 in this application, the overall length of the support body 1 in the Z direction of the vehicle gradually decreases from its front end to its rear end. The variable cross-section design enables the support body 1 to meet the equal stress requirements while minimizing the use of materials.

[0049] Specifically, the support body 1 has an upper wing surface 17 and a lower wing surface 18 on both sides in the vehicle height direction, the lower wing surface 18 is parallel to the horizontal plane, and the contour of the upper wing surface 17 satisfies the parabolic equation:

[0050]

[0051] in, Let x be the straight-line distance from any point on the upper wing surface 17 to the lower wing surface 18, and let x be the straight-line distance from any point on the upper wing surface 17 to the connection point of the frame 2 on the support body 1 along the length direction of the support body 1. The coefficients m, n, and c satisfy the formula:

[0052]

[0053]

[0054]

[0055] Where F is the weight of the mudguard 3, σ is the stress on the support body 1, and L is the length of the support body 1. The coefficients of the cubic term of the moment of inertia, The coefficients of the quadratic term of the moment of inertia, For the first-order term coefficient of the moment of inertia;

[0056] coefficient , and Satisfying the formula:

[0057]

[0058]

[0059]

[0060] Wherein, T is the overall thickness of the bracket body 1 in the X direction of the vehicle, t is the plate thickness of the bracket body 1, and b is the width of the flange of the bracket body 1 in the X direction of the vehicle.

[0061] It should be noted that, as Figure 4 , Figure 5 and Figure 6 As shown, the design method for the profile of the upper wing surface 17 is derived through the following steps:

[0062] Step S1. Let L be the length of the support body 1, then the straight-line distance from any point on the upper wing surface 17 to the beginning of the support body 1 is x, and the bending moment W at any point on the upper wing surface 17 is F(Lx).

[0063] It is worth noting that in step S1 above, the length of the support body 1 refers to the straight-line distance in the length direction of the support body 1 from the point where the weight of the mudguard 3 acts on the support body 1 to the bolt connection point between the support body 1 and the frame 2 closest to the mudguard 2 (the weight of the support body 1 is ignored), and x is the straight-line distance from any point on the upper wing surface 17 to the bolt connection point between the support body 1 and the frame 2.

[0064] Step S2. Calculate the moment of inertia at any point on the upper wing surface 17. .

[0065] Specifically, according to the formula, the moment of inertia at any point on the upper wing surface 17... :

[0066]

[0067] After simplification, the calculation equation is obtained:

[0068]

[0069] in, The coefficients of the cubic term of the moment of inertia, The coefficients of the quadratic term of the moment of inertia, The coefficients of the first-order term of the moment of inertia, The constant term of the moment of inertia. Coefficient. , , and The calculation formula is:

[0070]

[0071]

[0072]

[0073]

[0074] Step S3. Let the straight-line distance a (i.e., the cross-sectional height of the support body 1) from the part on the upper wing surface 17 at a distance x from the mounting surface of the support body 1 and the frame 2 to the lower wing surface 18 be a function of distance x:

[0075] The maximum stress at this location can be expressed as:

[0076]

[0077] In order to achieve equal stress design in all parts of the support body 1, that is... Then the following equation must be satisfied:

[0078] .

[0079] Step S4. Substituting the equation obtained in step S3, we get:

[0080]

[0081] As can be seen, only when The above equation is satisfied only when the degree is 0.5, that is... When f(x) in the above formula has an analytical expression, expanding it by assuming all coefficients are equal, we can solve for:

[0082]

[0083]

[0084]

[0085] Therefore, as Figure 6 As shown, the upper wing surface 17 of the main body 1 of the support has a parabolic profile, and the calculation equation is:

[0086]

[0087] In other preferred embodiments, to simplify the shape of the part, the cross section of the upper wing surface 17 in the X direction of the vehicle can be approximated as a straight line, that is, the equation of the straight line is obtained by fitting the above parabolic calculation equation to achieve an approximate equal stress design.

[0088] To achieve this design, preferably, the cross-section of the bracket body 1 in the X direction of the vehicle is trapezoidal.

[0089] Furthermore, the support body 1 is provided with an upper wing surface 17 and a lower wing surface 18 on both sides in the vehicle height direction. The lower wing surface 18 is arranged parallel to the horizontal plane, and the cross section of the support body 1 in the vehicle X direction is a right trapezoid.

[0090] It should be noted that the overall thickness T of the main body 1 in the X direction of the vehicle can be designed according to the acceleration in the X direction during actual vehicle operation. The distance between the upper wing 17 and the lower wing 18 of the trapezoid (i.e. the height of the main body 1) is designed according to the height of the frame 2 on the belly of the rear crossbeam 21 and the acceleration of the whole vehicle in the Z direction, so as to maximize the use of materials and eliminate redundant design.

[0091] This application also provides a rear-end structure for an automobile, comprising: a mudguard assembly, the mudguard assembly including:

[0092] Mudguard 3 and support body 1; wherein,

[0093] The front end and the rear end of the bracket main body 1 are respectively connected to the vehicle frame 2 and the fender 3. The cross-section of the bracket main body 1 in its length direction is in a U-shaped. And the recessed part 16 in the middle of the bracket main body 1 is used for installing the tail lamp 5.

[0094] It can be understood that the applicant obtained data through tests. When the vehicle is driving on bumpy roads, the acceleration of the rear end of the vehicle frame in the Z direction of the vehicle sometimes reaches up to 8G (1G is approximately 9.8 m / s²), but its acceleration in the X direction of the vehicle is less than 1G. Thus, it can be seen that the requirements for stiffness on both sides of the bracket main body 1 of the fender in the X direction and Y direction of the vehicle are very different. Therefore, the solution of simply increasing the thickness of the bracket main body 1 in the related art to cope with the jitter of the rear end of the vehicle frame will cause stiffness redundancy of the bracket main body 1 in the X direction of the vehicle, and the bracket main body 1 has a large weight and high cost. In this application, the bracket main body 1 is designed in a U-shaped. The position of the recessed part 16 in the middle of the U-shaped bracket main body 1 is relatively flexible. The tail lamp 5 can be directly connected to the bracket main body 1 of the fender, so that while meeting the stiffness design requirements, the bracket assembly does not affect the relative positions of the existing vehicle frame 2, fender 3 and tail lamp 5 of the vehicle, and improves the universality of vehicle parts.

[0095] It should be noted that the above-mentioned X direction of the vehicle refers to the length direction of the whole vehicle, the Y direction of the vehicle refers to the width direction of the whole vehicle, and the Z direction is the height direction of the whole vehicle.

[0096] In some specific embodiments, a plurality of vehicle frame mounting holes 12 and a plurality of fender mounting holes 13 are provided on the flanges 11 on both sides of the bracket main body 1 in the Z direction of the vehicle. A tail lamp mounting hole 14 is opened at the recessed part 16 in the middle of the U-shaped structure of the bracket main body 1. The bracket main body 1 can be directly connected to the tail lamp 5 through the tail lamp mounting hole 14.

[0097] Optionally, the upper and lower flanges 11 of the bracket main body 1 are respectively provided with four vehicle frame mounting holes 12 and four fender mounting holes 13.

[0098] Preferably, as Figure 1 shown, the front end of the bracket main body 1 is arranged in a side-by-side fit with the side surface of the rear end cross beam 21 of the vehicle frame 2, and the bracket main body 1 and the rear end cross beam 21 are tightly fitted by bolt connection.

[0099] It should be noted that the bracket main body 1 is directly bolt-connected to the rear end cross beam 21, so that the rear end longitudinal beam 22 does not need to be extended to provide an installation point for the bracket main body 1, shortening the rear end longitudinal beam 22 and reducing the weight of the vehicle frame, contributing to the lightweight of the whole vehicle.

[0100] Optionally, as Figure 1As shown, to facilitate the assembly of the mudguard 3, a transition bracket 4 is provided at the tail end of the support body 1, and the support body 1 is connected to the mudguard 3 through the transition bracket 4. Specifically, the support body 1 is provided with four transition brackets 4.

[0101] Furthermore, in order to reduce the weight of the support body 1, at least one weight-reducing hole 15 is provided on the support body 1.

[0102] Preferably, such as Figure 1 As shown, the recessed portion 16 of the support body 1 is provided with three spaced-apart weight-reducing holes 15, and the diameter of the three weight-reducing holes 15 decreases sequentially from the first end to the last end of the support body 1.

[0103] In some preferred embodiments, the applicant found that the stress level of the support body 1 is not consistent from the first end to the last end. By adopting an equal stress design in the support body 1, the mudguard support can be subjected to more uniform stress, eliminate redundancy, and reduce weight and cost.

[0104] In order to achieve the equal stress design of the Z-shaped support body 1 in this application, the overall length of the support body 1 in the Z direction of the vehicle gradually decreases from its front end to its rear end. The variable cross-section design enables the support body 1 to meet the equal stress requirements while minimizing the use of materials.

[0105] Specifically, the support body 1 has an upper wing surface 17 and a lower wing surface 18 on both sides in the vehicle height direction, the lower wing surface 18 is parallel to the horizontal plane, and the contour of the upper wing surface 17 satisfies the parabolic equation:

[0106]

[0107] in, Let x be the straight-line distance from any point on the upper wing surface 17 to the lower wing surface 18, and let x be the straight-line distance from any point on the upper wing surface 17 to the connection point of the frame 2 on the support body 1 along the length direction of the support body 1. The coefficients m, n, and c satisfy the formula:

[0108]

[0109]

[0110]

[0111] Where F is the weight of the mudguard 3, σ is the stress on the support body 1, and L is the length of the support body 1. The coefficients of the cubic term of the moment of inertia, The coefficients of the quadratic term of the moment of inertia, is the first-order coefficient of the moment of inertia;

[0112] Coefficient , and satisfy the formula:

[0113]

[0114]

[0115]

[0116] where T is the overall thickness of the bracket body 1 in the X direction of the vehicle, t is the plate thickness of the bracket body 1, and b is the width of the flange of the bracket body 1 in the X direction of the vehicle.

[0117] In some other preferred solutions, to simplify the part shape, the cross-section of the upper wing surface 17 in the X direction of the vehicle can be approximated as a straight line, that is, the equation of the straight line is obtained by fitting according to the above parabola calculation equation, so as to achieve an approximate equal-stress design.

[0118] To achieve this design, preferably, the cross-section of the bracket body 1 in the X direction of the vehicle is trapezoidal.

[0119] Furthermore, the upper wing surface 17 and the lower wing surface 18 are respectively provided on both sides of the bracket body 1 in the vehicle height direction, the lower wing surface 18 is arranged parallel to the horizontal plane, and the cross-section of the bracket body 1 in the X direction of the vehicle is a right trapezoid.

[0120] It should be noted that the overall thickness T of the bracket body 1 in the X direction of the vehicle can be designed according to the acceleration in the X direction during the actual operation of the vehicle, and the distance between the upper wing surface 17 and the lower wing surface 18 of the trapezoid (that is, the height of the bracket body 1) is designed according to the height of the ventral surface of the tail crossbeam 21 of the frame 2 and the acceleration in the Z direction of the whole vehicle, so as to maximize the utilization of materials and eliminate redundant design.

[0121] On the other hand, the present application provides a vehicle, which includes: a fender assembly, and the fender assembly includes:

[0122] a fender 3 and a bracket body 1; where

[0123] the head end and the tail end of the bracket body 1 are respectively connected to the frame 2 and the fender 3, the cross-section of the bracket body 1 in its length direction is in a U shape, and the concave portion 16 in the middle of the bracket body 1 is used for installing the tail lamp 5.

[0124] It should be noted that the X direction of the vehicle mentioned above is the length direction of the whole vehicle, the Y direction of the vehicle refers to the width direction of the whole vehicle, and the Z direction is the height direction of the whole vehicle.

[0125] In some specific embodiments, the bracket body 1 has multiple frame mounting holes 12 and multiple mudguard mounting holes 13 on the flanges 11 on both sides of the vehicle in the Z direction. The bracket body 1 has a taillight mounting hole 14 in the recessed part 16 in the middle of the Z-shaped structure. The bracket body 1 can be directly connected to the taillight 5 through the taillight mounting hole 14.

[0126] Optionally, the upper and lower flanges 11 of the bracket body 1 are provided with four frame mounting holes 12 and four mudguard mounting holes 13.

[0127] Preferably, such as Figure 1 As shown, the front end of the bracket body 1 is fitted to the side of the rear end crossbeam 21 of the frame 2, and the bracket body 1 and the rear end crossbeam 21 are tightly fitted together by bolts.

[0128] It should be noted that the main body of the bracket 1 is directly bolted to the rear crossbeam 21, so that the rear longitudinal beam 22 does not need to be extended to provide an installation point for the main body of the bracket 1. This shortens the rear longitudinal beam 22, reduces the weight of the frame, and contributes to the overall vehicle lightweighting.

[0129] Optionally, such as Figure 1 As shown, to facilitate the assembly of the mudguard 3, a transition bracket 4 is provided at the tail end of the support body 1, and the support body 1 is connected to the mudguard 3 through the transition bracket 4. Specifically, the support body 1 is provided with four transition brackets 4.

[0130] Furthermore, in order to reduce the weight of the support body 1, at least one weight-reducing hole 15 is provided on the support body 1.

[0131] Preferably, such as Figure 1 As shown, the recessed portion 16 of the support body 1 is provided with three spaced-apart weight-reducing holes 15, and the diameter of the three weight-reducing holes 15 decreases sequentially from the first end to the last end of the support body 1.

[0132] In some preferred embodiments, the applicant found that the stress level of the support body 1 is not consistent from the first end to the last end. By adopting an equal stress design in the support body 1, the mudguard support can be subjected to more uniform stress, eliminate redundancy, and reduce weight and cost.

[0133] In some preferred embodiments, in order to achieve the equal stress design of the Z-shaped support body 1 of this application, the overall length of the support body 1 in the Z direction of the vehicle gradually decreases from its first end to its last end.

[0134] Understandably, the use of a variable cross-section design allows the main body 1 of the support to meet the requirements of equal stress while minimizing the use of materials.

[0135] Specifically, the support body 1 has an upper wing surface 17 and a lower wing surface 18 on both sides in the vehicle height direction, the lower wing surface 18 is parallel to the horizontal plane, and the contour of the upper wing surface 17 satisfies the parabolic equation:

[0136]

[0137] in, Let x be the straight-line distance from any point on the upper wing surface 17 to the lower wing surface 18, and let x be the straight-line distance from any point on the upper wing surface 17 to the connection point of the frame 2 on the support body 1 along the length direction of the support body 1. The coefficients m, n, and c satisfy the formula:

[0138]

[0139]

[0140]

[0141] Where F is the weight of the mudguard 3, σ is the stress on the support body 1, and L is the length of the support body 1. The coefficients of the cubic term of the moment of inertia, The coefficients of the quadratic term of the moment of inertia, For the first-order term coefficient of the moment of inertia;

[0142] coefficient , and Satisfying the formula:

[0143]

[0144]

[0145]

[0146] Wherein, T is the overall thickness of the bracket body 1 in the X direction of the vehicle, t is the plate thickness of the bracket body 1, and b is the width of the flange of the bracket body 1 in the X direction of the vehicle.

[0147] In other preferred embodiments, to simplify the shape of the part, the cross section of the upper wing surface 17 in the X direction of the vehicle can be approximated as a straight line, that is, the equation of the straight line is obtained by fitting the above parabolic calculation equation to achieve an approximate equal stress design.

[0148] To achieve this design, preferably, the cross-section of the bracket body 1 in the X direction of the vehicle is trapezoidal.

[0149] Furthermore, the support body 1 is provided with an upper wing surface 17 and a lower wing surface 18 on both sides in the vehicle height direction. The lower wing surface 18 is arranged parallel to the horizontal plane, and the cross section of the support body 1 in the vehicle X direction is a right trapezoid.

[0150] In summary, the Z-shaped bracket body in this application has different profile dimensions in the Z and X directions, which reduces the overall weight of the bracket body while meeting the requirements of approximately 8G acceleration vibration in the Z direction and 1G acceleration / braking conditions in the X direction at the rear end of the vehicle frame. Furthermore, the Z-shaped bracket body of this application has a relatively flexible design in the middle position of the Z-shape, allowing the bracket assembly to meet rigidity design requirements without affecting the relative positions of the existing vehicle body and fenders, thus improving the versatility of the parts. The bracket body is directly connected to the rear crossbeam, while shortening the longitudinal beam length saves material input. Simultaneously, the bracket body adopts an equal stress design, making the stress on the fender bracket more even, eliminating redundancy, and reducing weight and cost. Furthermore, the taillight bracket is eliminated, allowing the taillight to be directly connected to the fender bracket, reducing cost and weight, and improving manufacturing efficiency.

[0151] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0152] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0153] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A mudguard assembly characterised in that, The mudguard assembly comprises: a fender (3); a bracket body (1) connected with a frame (2) at a front end and connected with the fender (3) at a tail end, the bracket body (1) having a U-shaped cross section in a length direction from the front end to the tail end, and a recess (16) in a middle part of the bracket body (1) for mounting a tail lamp (5); the overall length of the bracket body (1) in a Z direction of the vehicle gradually decreases from the front end to the tail end; both sides of the bracket body (1) in a height direction of the vehicle are respectively provided with an upper wing surface (17) and a lower wing surface (18), the lower wing surface (18) is arranged in parallel with a horizontal plane, and the profile of the upper wing surface (17) satisfies a parabolic equation: wherein, is the straight line distance from any point on the upper wing surface (17) to the lower wing surface (18), x is the straight line distance between any point on the upper wing surface (17) and the connecting point of the vehicle frame (2) on the support body (1) in the length direction of the support body (1), and the coefficients m, n, and c satisfy the formula: wherein F is the weight of the mudguard (3), σ is the stress received by the bracket body (1), L is the length of the bracket body (1), is a cubic term coefficient of the moment of inertia, is a quadratic term coefficient of the moment of inertia, is a linear term coefficient of the moment of inertia; coefficient , and satisfy the formula: wherein T is the overall thickness of the bracket body (1) in an X direction of the vehicle, t is the plate thickness of the bracket body (1), and b is the width of a flange of the bracket body (1) in the X direction of the vehicle, the X direction of the vehicle is a length direction of the vehicle, the Y direction of the vehicle is a width direction of the vehicle, and the Z direction of the vehicle is a height direction of the vehicle.

2. The mudguard assembly of claim 1, wherein: the cross section of the bracket body (1) in the X direction of the vehicle is trapezoidal.

3. The mudguard assembly of claim 2, wherein: both sides of the bracket body (1) in the height direction of the vehicle are respectively provided with the upper wing surface (17) and the lower wing surface (18), the lower wing surface (18) is arranged in parallel with the horizontal plane, and the cross section of the bracket body (1) in the X direction of the vehicle is a right-angled trapezoid.

4. The mudguard assembly of claim 1, wherein: the front end of the bracket body (1) is arranged in abutment with a side surface of a tail end cross beam (21) of the frame (2).

5. The mudguard assembly of claim 1, wherein: a transition bracket (4) is arranged at the tail end of the bracket body (1), and the bracket body (1) is connected with the fender (3) through the transition bracket (4).

6. The mudguard assembly of claim 1, wherein: at least one weight-reducing hole (15) is arranged on the bracket body (1).

7. The mudguard assembly of claim 6, wherein: three weight-reducing holes (15) are arranged on the recess (16) of the bracket body (1) at intervals, and the aperture of the three weight-reducing holes (15) decreases in sequence from the front end to the tail end of the bracket body (1).

8. An automobile characterized by comprising: The mudguard assembly comprises: the mudguard assembly according to any one of claims 1-7.

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