Cantilever device, fender assembly and rigidity test adjusting method

Abstract

The embodiment of the invention provides a cantilever device, a fender assembly and a rigidity test adjusting method. The cantilever device comprises a cantilever assembly, the cantilever assembly comprises a first arm beam and a first mounting part, the first arm beam extends in the left-right direction of the vehicle and penetrates through the mounting hole, and one end of the first arm beam is connected with a vehicle frame through the first mounting part; the supporting assembly comprises a connecting part, a supporting beam and a second mounting part, the connecting part and the second mounting part are located at the two ends of the supporting beam in the axial direction respectively, the second mounting part is connected with a vehicle frame, the connecting part is arranged on the first arm beam, and the supporting beam is arranged on the second mounting part. The connecting part is adjustable in the axial position on the first arm beam, and the supporting beam is detachably connected with the connecting part and the second mounting part. According to the cantilever device, the rigidity of the cantilever device can be quickly changed, the test efficiency is improved, and the research and development cost is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle component testing, and in particular to a cantilever device, a fender assembly, and a stiffness testing and adjustment method. Background Art

[0002] In the heavy-duty truck industry, cantilever supports are a crucial component of vehicle structures. Common cantilever supports include fender supports, front bumper supports, fuel tank supports, air filter supports, and skirt supports. These supports are subject to complex loads and vibrations during vehicle operation, especially when traveling on uneven roads, where vibration and impact are more severe. This harsh vibration environment places higher demands on cantilever support design, particularly in terms of vibration fatigue resistance.

[0003] Currently, the design and verification of heavy-duty truck cantilever brackets typically follows a "structural design - computer-aided analysis - experimental verification" technical approach. First, during the structural design phase, the bracket's functional requirements must be met, a reasonable force transmission path must be designed, and appropriate materials and processes must be selected. Next, the design is theoretically verified through CAE (Computer-Aided Engineering) analysis, including modal analysis, strength analysis, and vibration fatigue analysis. However, the discrete nature of vibration fatigue loads directly affects the accuracy of CAE analysis, posing design challenges.

[0004] During the test verification phase, each company typically conducts tests based on its own durability road test specifications. However, due to the complexity of the vibration system, the differences in the conditions of the prototype vehicles, and the discrete nature of the test methods, troubleshooting the causes of test problems becomes difficult and time-consuming. This results in a long period of time for problem analysis and rectification, and optimization solutions cannot be quickly implemented and verified, often requiring multiple rounds of testing to verify the effectiveness of improvements. This not only increases the cost of problem rectification but also reduces R&D efficiency. Summary of the Invention

[0005] An embodiment of the present application provides a cantilever device, a fender assembly, and a stiffness test and adjustment method. By changing the relative position of the connection portion of the support assembly on the first arm beam, the support beam is supported at different positions, thereby quickly changing the stiffness of the cantilever device and improving the test efficiency.

[0006] In a first aspect, an embodiment of the present application provides a cantilever device, which is suitable for supporting a fender body, and the fender body is provided with a mounting hole passing through the left-right direction of the vehicle, and the cantilever device includes: a cantilever assembly, including a first arm beam and a first mounting portion, the first arm beam extends along the left-right direction of the vehicle and passes through the mounting hole, and one end of the first arm beam is connected to the frame through the first mounting portion; a support assembly, including a connecting portion, a support beam and a second mounting portion, the connecting portion and the second mounting portion are respectively located at the two ends of the support beam in the axial direction, the second mounting portion is connected to the frame, the second mounting portion is connected to the frame, the connecting portion is arranged on the first arm beam, and the axial position of the connecting portion along the first arm beam is adjustable, and the support beam is detachable from the connecting portion and the second mounting portion respectively.

[0007] The cantilever device of the present invention supports an object (such as a fender body) mounted on a vehicle frame via a cantilever assembly. By changing the relative position of the connecting portion of the support assembly on the first arm beam, the support beam is supported at different positions, thereby quickly changing the stiffness of the cantilever device and improving test efficiency.

[0008] Furthermore, the cantilever device of the present invention can complete multiple strength tests with a single set of devices, eliminating the need to produce multiple sets of testing equipment, thereby saving testing funds and reducing R&D costs.

[0009] In some embodiments, the support beam is tilted relative to the first arm beam, and the angle α between the axis of the support beam and the axis of the first arm beam satisfies: 30°≤α≤75°.

[0010] In some embodiments, the connecting portion includes: a connecting body, the connecting body includes an embracing section and a connecting section, the first end of the embracing section is fixedly connected to the connecting section, the second end of the embracing section extends along the circumference of the first arm beam to surround the peripheral wall of the first arm beam, and the second end is opposite to the side wall of the connecting section, the support beam is connected to the connecting section, the second end is provided with a first mounting hole penetrating along the thickness direction, the connecting section is provided with a second mounting hole penetrating along the thickness direction, the first mounting hole corresponds to the second mounting hole; a tension adjustment device, the tension adjustment device is passed through the first mounting hole and the second mounting hole, the tension adjustment device is suitable for adjusting the interval between the second end and the connecting section so that the position of the connecting portion on the first arm beam is adjustable.

[0011] According to some embodiments of the present invention, the tension adjustment device includes a column and an adjusting member, the column passes through the first mounting hole and the second mounting hole, one end of the column along the axial direction is provided with a limiting protrusion protruding along the circumferential direction, the limiting protrusion abuts against the side wall of the connecting section, the adjusting member is provided at the end of the column away from the limiting protrusion, the peripheral wall of the column is provided with an external thread, the adjusting member defines an adjusting hole, the adjusting hole is provided with an internal thread, and the adjusting member is threadedly matched with the column.

[0012] In some embodiments, the tension adjustment device further includes: a gasket, which is arranged between the limiting protrusion, at least one of the adjusting member and the connecting body.

[0013] In some embodiments, the first mounting portion includes a first connecting plate, the first connecting plate extends along the front-to-rear direction of the vehicle, the first connecting plate is provided with a first connecting hole extending along the left-to-right direction of the vehicle, the first connecting hole corresponds to the first matching hole on the frame, and the first fastener passes through the first connecting hole and the first matching hole to fix the first connecting plate to the frame; the first connecting plate is fixedly connected to a first connecting wall plate extending along the left-to-right direction of the vehicle, the first connecting wall plate is provided with a second connecting hole extending along the front-to-rear direction of the vehicle, the first arm beam is provided with a second matching hole, and the first connecting member passes through the second connecting hole and the second matching hole to connect the first arm beam and the first mounting portion.

[0014] In some embodiments, the second mounting portion includes a second connecting plate, the second connecting plate extends along the front-to-rear direction of the vehicle, the second connecting plate is provided with a third connecting hole extending along the left-to-right direction of the vehicle, the third connecting hole corresponds to the third matching hole on the frame, and the second fastener passes through the third connecting hole and the third matching hole to fix the second connecting plate to the frame; the second connecting plate is fixedly connected to a second connecting wall plate extending along the left-to-right direction of the vehicle, the second connecting wall plate is provided with a fourth connecting hole extending along the front-to-rear direction of the vehicle, the support beam is provided with a fourth matching hole, and the second connecting member passes through the fourth connecting hole and the fourth matching hole to connect the support beam and the second mounting portion.

[0015] In the second aspect, an embodiment of the present application provides a fender assembly, comprising: a fender body, the fender body being provided with a mounting hole extending along the left-right direction of the vehicle; the above-mentioned cantilever device, the cantilever device comprising: a cantilever assembly, comprising a first arm beam and a first mounting portion, the first arm beam extending along the left-right direction of the vehicle and passing through the mounting hole, one end of the first arm beam being connected to the vehicle frame through the first mounting portion; a support assembly, the support assembly being provided on the first arm beam, the support assembly being suitable for adjusting the stiffness of the fender assembly.

[0016] The fender assembly of the present invention uses the above-mentioned cantilever device. During the test process, the stiffness of the fender assembly can be changed by changing the support position of the support component on the first arm beam. There is no need to replace another fender assembly for testing. The adjustment speed is fast and the testing efficiency is high. At the same time, it is also beneficial to reduce research and development costs.

[0017] In a third aspect, an embodiment of the present application provides a stiffness test and adjustment method applicable to the above-mentioned fender assembly, the method comprising:

[0018] S1: Perform an acceleration signal analysis test on the fender assembly in a durability road test in its initial state to obtain the initial signal response results;

[0019] S2: changing the support position of the support assembly, performing the acceleration signal analysis test of the durability road test multiple times, and obtaining multiple test signal response results;

[0020] S3: extracting the test response amplitude of each test signal response result;

[0021] S4: Comparing the test response amplitudes, and determining the support position corresponding to the minimum response amplitude as the stiffness optimization position.

[0022] The stiffness test and adjustment method of the present invention can change the stiffness of the fender assembly by simply adjusting the support component during the R&D test process. The adjustment speed is fast, and the test time is effectively reduced, thereby reducing the R&D cost.

[0023] In some embodiments, changing the support position of the support assembly includes:

[0024] Replace support beams of different lengths;

[0025] moving the connecting portion along the first arm beam to a position suitable for connecting with the support beam;

[0026] Connect the replaced support beam to the connecting portion and the second mounting portion respectively. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0028] Figure 1 This is a schematic structural diagram of a stiffness adjustment device according to an embodiment of the present application;

[0029] Figure 2 This is a schematic diagram of a stiffness adjustment device according to an embodiment of the present application being provided on a fender body;

[0030] Figure 3This is a schematic structural diagram of the support beam in different positions according to an embodiment of the present application;

[0031] Figure 4 This is a graph showing the acceleration load spectrum of the support beam in different gears according to an embodiment of the present application;

[0032] Figure 5 This is a diagram showing the stiffness test results of the cantilever device when the support beam of an embodiment of the present application is in different positions.

[0033] Reference numerals:

[0034] 100. Cantilever device;

[0035] 110, cantilever assembly; 111, first arm beam; 112, first mounting portion; 1121, first connecting plate; 1122, first connecting wall plate;

[0036] 120, support assembly; 121, connecting portion; 1211, connecting body; 1211a, surrounding section; 1211b, connecting section;

[0037] 122, support beam; 123, second mounting portion; 1231, second connecting plate; 1232, second connecting wall plate;

[0038] 200. Mudguard assembly; 210. Mudguard body.

[0039] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0040] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0041] During the R&D process, the testing and verification phase of existing heavy-duty truck cantilever brackets was difficult and time-consuming due to the complexity of the vibration system, the differences in prototype vehicle conditions, and the discrete nature of the testing methods. This resulted in a long period of time for problem analysis and rectification, and optimization solutions could not be quickly implemented and verified, often requiring multiple rounds of testing to verify the effectiveness of the improvements. This not only increased the cost of problem rectification but also reduced R&D efficiency.

[0042] In view of this, an embodiment of the present application provides a cantilever device, a fender assembly and a stiffness test and adjustment method. By changing the relative position of the connection part of the support assembly on the first arm beam, the support beam is supported at different positions, the stiffness of the cantilever device is quickly changed, and the test efficiency is improved.

[0043] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0044] refer to Figures 1 to 3 In a first aspect, an embodiment of the present application provides a cantilever device 100, which can be suitable for supporting a fender body 210, and the fender body 210 is provided with a mounting hole that passes through the left-right direction of the vehicle.

[0045] The cantilever device 100 may include a cantilever assembly 110 and a support assembly 120 .

[0046] The cantilever assembly 110 may include a first arm beam 111 and a first mounting portion 112. The first arm beam 111 is the primary load-bearing structure of the cantilever device 100. The first arm beam 111 extends in the left-right direction of the vehicle and is inserted through a mounting hole. One end of the first arm beam 111 is connected to the vehicle frame via the first mounting portion 112. For example, the first mounting portion 112 may be a bracket structure that can be mounted to the vehicle frame using fasteners such as bolts. Alternatively, the first mounting portion 112 may be fixed to the vehicle frame by means of a clamping connection or welding. A connecting member, such as a connecting shaft or bolt, is provided at the end of the first arm beam 111 facing the first mounting portion 112. The first arm beam 111 is connected to the first mounting portion 112 via the connecting member, thereby connecting the first arm beam 111 to the vehicle frame. This ensures that the first arm beam 111 is securely connected to the vehicle frame, ensuring that the cantilever assembly 110 can withstand vibration and impact from the road during vehicle operation, thereby improving the structural reliability of the cantilever device 100.

[0047] The support assembly 120 may include a connecting portion 121, a support beam 122 and a second mounting portion 123. The connecting portion 121 and the second mounting portion 123 are respectively located at the two ends of the support beam 122 along the axial direction. The second mounting portion 123 is connected to the frame. For example, the second mounting portion 123 can be connected to the frame by welding or connecting parts such as bolts to provide a stable support point for the support beam 122.

[0048] The second mounting portion 123 is connected to the vehicle frame, and the connecting portion 121 is provided on the first arm beam 111. The connecting portion 121 is adjustable in its axial position along the first arm beam 111. In other words, the relative position of the connecting portion 121 on the first arm beam 111 can be changed, so that the support point of the support beam 122 on the first arm beam 111 can be relatively changed, thereby changing the stiffness of the cantilever device 100.

[0049] The support beam 122 is detachable from the connecting portion 121 and the second mounting portion 123, respectively. For example, portions of the connecting portion 121 and the second mounting portion 123 may be formed as slots corresponding to the axial ends of the support beam 122. The ends of the support beam 122 are directly engaged in the two slots, so that the support beam 122 provides support for the first arm beam 111. It should be noted that the opening direction of the slots should be as perpendicular as possible to the force direction of the support beam 122 to prevent the support beam 122 from falling off during support.

[0050] Alternatively, the connecting portion 121 and the second mounting portion 123 may be provided with structures such as perforations, and both ends of the support beam 122 are respectively connected to the connecting portion 121 and the second mounting portion 123 via detachable pins, bolts, and other structures.

[0051] The cantilever device 100 of the present invention supports an object (such as a fender body 210) mounted on a vehicle frame via a cantilever assembly 110. By changing the relative position of the connecting portion 121 of the support assembly 120 on the first arm beam 111, the support beam 122 is supported at different positions, thereby quickly changing the stiffness of the cantilever device 100 and improving test efficiency.

[0052] Furthermore, the cantilever device 100 of the present invention can complete multiple strength tests with a single set of devices, eliminating the need to produce multiple sets of testing equipment, thereby saving testing funds and reducing R&D costs.

[0053] It can be understood that supporting the fender body 210 is only one application of the cantilever device 100 of this embodiment. In fact, the cantilever device 100 of this embodiment can also be used in the research and development and testing process of other vehicle components with cantilever structures (such as front bumper brackets, fuel tank brackets, air filter brackets, and skirt brackets, etc.) to improve research and development efficiency and reduce research and development costs.

[0054] refer to Figure 3 In some embodiments, the supporting beams 122 are multiple and have different lengths, and the multiple supporting beams 122 can be interchangeably connected to the connecting portion 121 and the second mounting portion 123 .

[0055] In this way, when the position of the connection point between the second mounting portion 123 and the vehicle frame remains unchanged, the relative position of the connection portion 121 on the first arm beam 111 is changed by changing the length of the support beam 122 of the cantilever device 100. In other words, the supporting position of the support beam 122 on the first arm beam 111 is changed, thereby achieving a change in the structural stiffness of the cantilever device 100 without replacing the entire set of testing equipment, which is conducive to reducing R&D costs.

[0056] Of course, in other embodiments of the present application, the support beam 122 may also be a retractable structure. For example, the support beam 122 may include an inner beam and an outer beam. The outer beam and the inner beam may slide relative to each other along the length direction to change the length of the support beam 122 without replacing the support beam 122, which is beneficial to improving testing efficiency.

[0057] It should be noted that when the support beam 122 is a retractable structure, a limited locking structure can be set on the support beam 122, such as a locking pin that can move perpendicular to the retractable direction of the support beam 122, so as to improve the structural stability of the support beam 122 during the test process through the locking pin.

[0058] In some embodiments, the support beam 122 is tilted relative to the first arm beam 111. The tilted support beam 122 provides a stable triangular support structure, so that the cantilever device 100 can more effectively disperse and transmit vibration and impact loads from vehicle driving, thereby reducing the stress on individual components of the fender assembly 200.

[0059] The included angle α between the axis of the support beam 122 and the axis of the first arm beam 111 satisfies the following: 30°≤α≤75°. For example, the included angle α can be 30°, 45°, 60°, or 75°. Of course, the included angle α can also be other angles, which can be selected by the designer according to their needs and are not limited in this embodiment.

[0060] By selecting a suitable angle α, the length of the support beam 122 connected to the cantilever device 100 can be made different, so that the relative position of the connecting part 121 on the first arm beam 111 is changed, and the supporting position of the support beam 122 on the first arm beam 111 is changed, thereby changing the structural stiffness of the cantilever device 100 without replacing the entire set of test equipment, which is conducive to reducing R&D costs.

[0061] Specifically, during the test, multiple adjustment gears can be set according to different angles α, such as gear 1 when the angle α is 30°, gear 2 when the angle α is 45°, gear 3 when the angle α is 60°, etc. During the test, support beams 122 of different lengths are connected according to the gear changes to facilitate recording during the test.

[0062] refer to Figure 2In some embodiments, the connecting portion 121 may include a connecting body 1211 and a tension adjusting device.

[0063] The connecting body 1211 may include an embracing section 1211a and a connecting section 1211b. The first end of the embracing section 1211a is fixedly connected to the connecting section 1211b. The second end of the embracing section 1211a extends along the circumference of the first arm beam 111 to surround the peripheral wall of the first arm beam 111, so that the connecting part 121 will not fall off from the first arm beam 111, which is conducive to the support beam 122 providing stable support for the first arm beam 111.

[0064] The second end of the embracing section 1211a is opposite to the side wall of the connecting section 1211b, and the support beam 122 is connected to the connecting section 1211b. For example, the support beam 122 can be connected to the connecting section 1211b through a detachable pin or other structure.

[0065] The second end is provided with a first mounting hole extending through the thickness direction, and the connecting section 1211b is provided with a second mounting hole extending through the thickness direction. The first mounting hole corresponds to the second mounting hole, thereby providing an installation structural basis for the tension adjustment device so that the tightness between the connecting body 1211 and the first arm beam 111 can be adjusted, so as to adjust the relative position of the connecting part 121 on the first arm beam 111, thereby changing the structural stiffness of the cantilever device 100.

[0066] The tension adjustment device is provided through the first mounting hole and the second mounting hole, and the tension adjustment device is suitable for adjusting the interval between the second end and the connecting section 1211b, so that the position of the connecting portion 121 on the first arm beam 111 is adjustable. Exemplarily, the tension adjustment device can be a bolt passing through the first mounting hole and the second mounting hole and fixed by a nut. By rotating the nut, the interval between the second end of the embracing section 1211a and the connecting section 1211b can be adjusted, thereby changing the tightness of the connecting portion 121 on the first arm beam 111. Alternatively, the tension adjustment device can also be a screw with a spring, and the screw can be threadedly connected to at least one of the first mounting hole and the second mounting hole. It should be noted that the mounting hole threadedly connected to the screw is located at the outlet end of the screw, so that when the screw rotates relative to each other, the distance between the second end and the connecting section 1211b changes, thereby adjusting the distance between the second end and the connecting section 1211b.

[0067] According to some embodiments of the present invention, a tension adjustment device includes a column and an adjustment member. The column passes through a first mounting hole and a second mounting hole. One axial end of the column is provided with a circumferentially projecting stopper protrusion that abuts the sidewall of the connecting section 1211b. The adjustment member is located at the end of the column facing away from the stopper protrusion. The circumferential wall of the column is provided with external threads, and the adjustment member defines an adjustment hole, which is provided with internal threads. The adjustment member engages with the column thread. To adjust the position of the connecting portion 121, researchers can rotate the adjustment member. Due to the threaded engagement between the adjustment member and the column, rotating the adjustment member causes the adjustment member to move axially along the column, thereby moving the distance between the connecting section 1211b and the second end of the embracing section 1211a closer (or further apart), thereby securing (or loosening) the connection between the connecting portion 121 and the first arm beam 111. This simple structure and ease of adjustment facilitate improved R&D and testing efficiency.

[0068] In some embodiments, the tension adjustment device may further include a gasket, which is disposed between at least one of the limiting protrusion and the adjusting member and the connecting body 1211. For example, the gasket may be disposed between the limiting protrusion and the connecting body 1211, or the gasket may be disposed between the adjusting member and the connecting body 1211, or the gasket may be disposed between both the limiting protrusion and the connecting body 1211 and the adjusting member and the connecting body 1211.

[0069] In this embodiment, the gasket can be made of a wear-resistant material, such as metal, rubber, or engineering plastic, to provide excellent durability and cushioning properties. Thus, the gasket can provide a certain degree of cushioning capacity, absorbing and dissipating the pressure and vibration generated during vehicle operation, thereby reducing direct impact on the connecting body 1211 and extending the service life of the cantilever assembly 100. Furthermore, the gasket can also increase the friction between the stopper protrusion or adjustment member and the connecting body 1211, thereby improving the stability of the cantilever assembly 100.

[0070] In some embodiments, the first mounting portion 112 includes a first connecting plate 1121 extending in the front-to-rear direction of the vehicle. The first connecting plate 1121 is provided with a first connecting hole extending in the left-to-right direction of the vehicle. The first connecting hole corresponds to a first mating hole on the vehicle frame. A first fastener passes through the first connecting hole and the first mating hole to securely connect the first connecting plate 1121 to the vehicle frame. Thus, by passing the first fastener (e.g., a bolt and nut) through the first connecting hole and the first mating hole, the first connecting plate 1121 can be securely secured to the vehicle frame. This connection ensures that the cantilever assembly 100 can withstand loads from all directions while the vehicle is in motion.

[0071] The first connecting plate 1121 is fixedly connected to a first connecting wall plate 1122 extending along the left-right direction of the vehicle. The first connecting wall plate 1122 is provided with a second connecting hole running through the front-rear direction of the vehicle. The first arm beam 111 is provided with a second matching hole. In other words, the first mounting portion 112 can be formed as a first U-shaped bracket, the back plate of the first U-shaped bracket constitutes the first connecting plate 1121, and the arm plate of the first U-shaped bracket forms the first connecting wall plate 1122, which is conducive to saving materials and also meets the design requirements of lightweight vehicles.

[0072] The first connecting member passes through the second connecting hole and the second matching hole to connect the first arm beam 111 and the first mounting portion 112. This connection method provides a stable supporting structure to ensure that the first arm beam 111 can effectively transfer loads.

[0073] In this way, through connection in two directions (front-rear direction and left-right direction of the vehicle), the first mounting portion 112 provides a stable mounting base, which is beneficial for reducing vibration and impact on the cantilever device 100 during vehicle driving.

[0074] In some embodiments, the second mounting portion 123 includes a second connecting plate 1231 extending in the front-to-rear direction of the vehicle. A third connecting hole is defined in the second connecting plate 1231, extending in the left-to-right direction of the vehicle. The third connecting hole corresponds to a third mating hole in the vehicle frame. A second fastener passes through the third connecting hole and the third mating hole to securely connect the second connecting plate 1231 to the vehicle frame. Thus, by inserting the second fastener (e.g., a bolt and nut) through the third connecting hole and the third mating hole, the second connecting plate 1231 can be securely secured to the vehicle frame. This connection ensures that the cantilever assembly 100 can withstand loads from all directions while the vehicle is in motion.

[0075] The second connecting plate 1231 is fixedly connected to a second connecting wall plate 1232 extending along the left-right direction of the vehicle. The second connecting wall plate 1232 is provided with a fourth connecting hole passing through the front-rear direction of the vehicle. The support beam 122 is provided with a fourth matching hole. In other words, the second mounting portion 123 can be formed as a second U-shaped bracket, the back plate of the second U-shaped bracket constitutes the second connecting plate 1231, and the arm plate of the second U-shaped bracket forms the second connecting wall plate 1232, which is conducive to saving materials and also meets the design requirements of lightweight vehicles.

[0076] The second connecting member passes through the fourth connecting hole and the fourth matching hole to connect the support beam 122 and the second mounting portion 123. This connection method provides a stable supporting structure to ensure that the support beam 122 can effectively transfer the load.

[0077] In this way, through connection in two directions (front-rear direction and left-right direction of the vehicle), the first mounting portion 112 provides a stable mounting base, which is beneficial for reducing vibration and impact on the cantilever device 100 during vehicle driving.

[0078] In a second aspect, an embodiment of the present application provides a fender assembly 200, comprising: a fender body 210, wherein the fender body 210 is provided with a mounting hole extending in the left-right direction of the vehicle; and the aforementioned cantilever device 100, wherein the cantilever device 100 may include:

[0079] The cantilever assembly 110 includes a first arm beam 111 and a first mounting portion 112. The first arm beam 111 extends in the left-right direction of the vehicle and is inserted into the mounting hole. One end of the first arm beam 111 is connected to the vehicle frame via the first mounting portion 112.

[0080] The support assembly 120 is disposed on the first arm beam 111 . The support assembly 120 is suitable for adjusting the stiffness of the fender assembly 200 .

[0081] The fender assembly 200 of the present invention uses the above-mentioned cantilever device 100. During the test process, the stiffness of the fender assembly 200 is changed by changing the support position of the support component 120 on the first arm beam 111. There is no need to replace another fender assembly 200 for testing. The adjustment speed is fast and the testing efficiency is high. At the same time, it is also beneficial to reduce R&D costs.

[0082] refer to Figure 4 and Figure 5 In a third aspect, an embodiment of the present application provides a stiffness test and adjustment method applicable to the above-mentioned fender assembly 200, the method comprising:

[0083] S1: The fender assembly 200 is subjected to an acceleration signal analysis test for a durability road test in an initial state to obtain an initial signal response result;

[0084] S2: changing the support position of the support assembly 120, performing a durability road test acceleration signal analysis test multiple times, and obtaining multiple test signal response results;

[0085] S3: extracting the test response amplitude of each test signal response result;

[0086] S4: Compare the test response amplitudes and determine the support position corresponding to the minimum response amplitude as the stiffness optimization position.

[0087] Among them, the acceleration signal analysis test of the durability road test is the core technology for evaluating the durability and reliability of vehicle structures in automobile development. By collecting and analyzing the acceleration signals of the vehicle driving on actual or simulated roads, the test process is optimized and the development cycle is shortened.

[0088] In the adjustment method, the initial signal response result of the fender assembly 200 in the initial state is first obtained, and then the support position of the support assembly 120 is changed to perform a test to obtain multiple test signal response results (response results such as Figure 4 ). The test response amplitudes of the test signal response results are extracted for comparison. The lower the test response amplitude, the more stable the structural strength of the corresponding fender assembly 200. Therefore, the support position corresponding to the minimum response amplitude is used as the stiffness optimization position.

[0089] It can be understood that the method for extracting the test response amplitude may be a time domain amplitude analysis method, or a frequency domain amplitude analysis method.

[0090] The stiffness test adjustment method of the present invention can change the stiffness of the fender assembly 200 by simply adjusting the support assembly 120 during the R&D test process. The adjustment speed is fast, which effectively reduces the test time and thus reduces the R&D cost.

[0091] In some embodiments, changing the support position of the support assembly 120 includes: replacing the support beam 122 with a different length; moving the connecting portion 121 along the first arm beam 111 to a position suitable for connection with the support beam 122; and connecting the replaced support beam 122 to the connecting portion 121 and the second mounting portion 123, respectively.

[0092] Among them, the replacement steps can be: release the connection between the connecting part 121 and the second mounting part 123 and the support beam 122, move the connecting part 121 along the first arm beam 111, and change the distance between the connecting part 121 and the second mounting part 123. When the distance between the connecting part 121 and the second mounting part 123 is equal to the length of the new support beam 122 (that is, the replaced support beam 122), the new support beam 122 is respectively connected to the connecting part 121 and the second mounting part 123, and subsequent testing can be carried out, which is conducive to improving test efficiency. At the same time, since there is no need to replace the cantilever beam assembly, the testing cost is also saved.

[0093] In some embodiments, the stiffness test adjustment method may further include: performing strength analysis and fatigue analysis tests on the fender assembly 200 with the support assembly 120 in steps S1 and S2 located at different support positions to obtain feasibility results.

[0094] refer to Figure 5 By performing CAE analysis on the fender assembly 200 with the support component 120 located at different support positions (including the support position corresponding to the minimum response amplitude), the stress distribution of the fender assembly 200 can be obtained. The corresponding stress-strain curve can also be obtained by the amplitude counting method. The damage value can be further calculated based on the stress-strain curve using the narrowband model.

[0095] In a specific embodiment, the strength requirements for the optimized solution (the support position corresponding to the minimum response amplitude) can be: stress at all locations <470 MPa, and damage value <1. This ensures that the optimized solution has sufficient structural strength and service life, improving the feasibility of the test results.

[0096] Finally, it should be noted that those skilled in the art will readily identify other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary techniques in the art not disclosed herein. The present invention is not limited to the precise structure described above and illustrated in the accompanying drawings, and various modifications and variations may be made without departing from the scope thereof. The scope of the present invention is limited solely by the appended claims.

Claims

1. A cantilever device (100), characterized in that: The cantilever device (100) is suitable for supporting a fender body (210), the fender body (210) being provided with a mounting hole penetrating in the left-right direction of the vehicle, and the cantilever device (100) comprises: A cantilever assembly (110) comprises a first arm beam (111) and a first mounting portion (112), wherein the first arm beam (111) extends in the left-right direction of the vehicle and is passed through the mounting hole, and one end of the first arm beam (111) is connected to the vehicle frame via the first mounting portion (112); A support assembly (120) comprises a connecting portion (121), a support beam (122) and a second mounting portion (123), wherein the connecting portion (121) and the second mounting portion (123) are respectively located at two ends of the support beam (122) along the axial direction, the second mounting portion (123) is connected to the vehicle frame, the connecting portion (121) is arranged on the first arm beam (111), and the axial position of the connecting portion (121) along the first arm beam (111) is adjustable, and the support beam (122) is detachable from the connecting portion (121) and the second mounting portion (123).

2. The cantilever device (100) according to claim 1, characterized in that: The support beam (122) is arranged obliquely relative to the first arm beam (111), and an included angle α between an axis of the support beam (122) and an axis of the first arm beam (111) satisfies the following condition: 30°≤α≤75°.

3. The cantilever device (100) according to any one of claims 1-2, characterized in that: The connecting portion (121) includes: A connecting body (1211), the connecting body (1211) comprising an embracing section (1211a) and a connecting section (1211b), the first end of the embracing section (1211a) being fixedly connected to the connecting section (1211b), the second end of the embracing section (1211a) extending along the circumference of the first arm beam (111) to surround the peripheral wall of the first arm beam (111), and the second end being opposite to the side wall of the connecting section (1211b), the supporting beam (122) being connected to the connecting section (1211b), the second end being provided with a first mounting hole extending through the section along the thickness direction, the connecting section (1211b) being provided with a second mounting hole extending through the section along the thickness direction, the first mounting hole corresponding to the second mounting hole; A tension adjustment device is provided, the tension adjustment device being passed through the first mounting hole and the second mounting hole, the tension adjustment device being suitable for adjusting the interval between the second end and the connecting section (1211b) so that the position of the connecting portion (121) on the first arm beam (111) is adjustable.

4. The cantilever device (100) according to claim 3, characterized in that: The tension adjustment device includes a column and an adjusting member, the column passes through the first mounting hole and the second mounting hole, one end of the column along the axial direction is provided with a limiting protrusion protruding along the circumferential direction, the limiting protrusion abuts against the side wall of the connecting section (1211b), the adjusting member is provided at the end of the column away from the limiting protrusion, the peripheral wall of the column is provided with an external thread, the adjusting member defines an adjusting hole, the adjusting hole is provided with an internal thread, and the adjusting member is threadedly matched with the column.

5. The cantilever device (100) according to claim 4, characterized in that: The tension adjustment device further comprises a gasket, which is arranged between at least one of the limiting protrusion and the adjustment member and the connection body (1211).

6. The cantilever device (100) according to claim 1, characterized in that The first mounting portion (112) includes a first connecting plate (1121), the first connecting plate (1121) extending in the front-rear direction of the vehicle, the first connecting plate (1121) being provided with a first connecting hole penetrating in the left-right direction of the vehicle, the first connecting hole corresponding to a first matching hole on the vehicle frame, and a first fastener passing through the first connecting hole and the first matching hole to securely connect the first connecting plate (1121) to the vehicle frame; The first connecting plate (1121) is fixedly connected to a first connecting wall plate (1122) extending in the left-right direction of the vehicle, the first connecting wall plate (1122) is provided with a second connecting hole penetrating in the front-rear direction of the vehicle, the first arm beam (111) is provided with a second matching hole, and the first connecting member passes through the second connecting hole and the second matching hole to connect the first arm beam (111) and the first mounting portion (112).

7. The cantilever device (100) according to claim 1, characterized in that The second mounting portion (123) includes a second connecting plate (1231), the second connecting plate (1231) extending in the front-rear direction of the vehicle, the second connecting plate (1231) being provided with a third connecting hole penetrating in the left-right direction of the vehicle, the third connecting hole corresponding to a third matching hole on the vehicle frame, and a second fastener passing through the third connecting hole and the third matching hole to securely connect the second connecting plate (1231) to the vehicle frame; The second connecting plate (1231) is fixedly connected to a second connecting wall plate (1232) extending in the left-right direction of the vehicle, the second connecting wall plate (1232) is provided with a fourth connecting hole penetrating in the front-rear direction of the vehicle, the support beam (122) is provided with a fourth matching hole, and the second connecting member passes through the fourth connecting hole and the fourth matching hole to connect the support beam (122) and the second mounting portion (123).

8. A fender assembly (200), characterized in that: include: A fender body (210), wherein the fender body (210) is provided with a mounting hole penetrating along the left-right direction of the vehicle; The cantilever device (100) according to any one of claims 1 to 7, comprising: A cantilever assembly (110) comprises a first arm beam (111) and a first mounting portion (112), wherein the first arm beam (111) extends in the left-right direction of the vehicle and is passed through the mounting hole, and one end of the first arm beam (111) is connected to the vehicle frame via the first mounting portion (112); A support assembly (120), the support assembly (120) being provided on the first arm beam (111), and the support assembly (120) being suitable for adjusting the rigidity of the fender assembly (200).

9. A stiffness test and adjustment method, characterized in that: Applicable to the fender assembly (200) according to claim 8, the method comprising: S1: The fender assembly (200) is subjected to a durability road test acceleration signal analysis test in an initial state to obtain an initial signal response result; S2: changing the support position of the support assembly (120), performing the acceleration signal analysis test of the durability road test multiple times, and obtaining multiple test signal response results; S3: extracting the test response amplitude of each test signal response result; S4: Comparing the test response amplitudes, and determining the support position corresponding to the minimum response amplitude as the stiffness optimization position.

10. The method according to claim 9, characterized in that Changing the supporting position of the supporting assembly (120) comprises: Replacement of support beams (122) of different lengths; Moving the connecting portion (121) along the first arm beam (111) to a position suitable for connecting with the support beam (122); The replaced support beam (122) is connected to the connecting portion (121) and the second mounting portion (123) respectively.

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