CN221293278U - Support, radar assembly and vehicle - Google Patents

Support, radar assembly and vehicle Download PDF

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Publication number
CN221293278U
CN221293278U CN202322678941.8U CN202322678941U CN221293278U CN 221293278 U CN221293278 U CN 221293278U CN 202322678941 U CN202322678941 U CN 202322678941U CN 221293278 U CN221293278 U CN 221293278U
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China
Prior art keywords
radar
vehicle
bracket
mounting
reference plane
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CN202322678941.8U
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Chinese (zh)
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刘兆岩
石刚
王琢
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Beijing Baidu Netcom Science and Technology Co Ltd
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Beijing Baidu Netcom Science and Technology Co Ltd
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Priority to CN202322678941.8U priority Critical patent/CN221293278U/en
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Abstract

The disclosure provides a support, a radar assembly and a vehicle, relates to the technical field of automobiles, and particularly relates to a support, a radar assembly and a vehicle. The implementation scheme is as follows: there is provided a bracket for mounting a radar to a body of a vehicle, the bracket comprising: the bracket comprises a bracket body, a first connecting part and a second connecting part. The bracket body comprises a first surface and a second surface which are opposite; the first connecting part is positioned on the first surface of the bracket body and used for being connected with the vehicle body, and comprises a plurality of first mounting parts which are arranged at intervals; the second connecting part is positioned on the second surface of the bracket body and is used for being connected with a radar; the second connecting part comprises a plurality of second mounting parts which are arranged at intervals; wherein the minimum distance between any two first mounting portions is greater than the maximum distance between any two second mounting portions.

Description

Support, radar assembly and vehicle
Technical Field
The disclosure relates to the technical field of automobiles, in particular to a bracket, a radar assembly and a vehicle.
Background
Under the support of the Internet of vehicles technology and the artificial intelligence technology, the automatic driving technology can coordinate the travel route and the planning time, so that the travel efficiency is greatly improved, potential safety hazards such as drunk driving and fatigue driving can be avoided, driver errors are reduced, and driving safety is improved. The automatic driving function is needed to depend on sensors such as a radar to a certain extent, the installation requirement of the radar is high, the assembly difficulty is high, and the application scene and the function of the radar are severely restricted.
The approaches described in this section are not necessarily approaches that have been previously conceived or pursued. Unless otherwise indicated, it should not be assumed that any of the approaches described in this section qualify as prior art merely by virtue of their inclusion in this section. Similarly, the problems mentioned in this section should not be considered as having been recognized in any prior art unless otherwise indicated.
Disclosure of utility model
The present disclosure provides a bracket, a radar assembly, and a vehicle.
According to one aspect of the present disclosure, there is provided a bracket for mounting a radar to a body of a vehicle, the bracket comprising: the bracket comprises a bracket body, a first connecting part and a second connecting part. The bracket body comprises a first surface and a second surface which are opposite; the first connecting part is positioned on the first surface of the bracket body and used for being connected with the vehicle body, and comprises a plurality of first mounting parts which are arranged at intervals; the second connecting part is positioned on the second surface of the bracket body and is used for being connected with a radar; the second connecting part comprises a plurality of second mounting parts which are arranged at intervals; wherein the minimum distance between any two first mounting portions is greater than the maximum distance between any two second mounting portions.
According to another aspect of the present disclosure, there is provided a radar assembly comprising a cradle as described above and a radar connected to a second connection portion of the cradle.
According to another aspect of the present disclosure, there is provided a vehicle comprising a body and a radar assembly as described above, the radar assembly being connected to the body.
According to one or more embodiments of the present disclosure, the mounting accuracy of the radar to the vehicle body can be improved.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the disclosure, nor is it intended to be used to limit the scope of the disclosure. Other features of the present disclosure will become apparent from the following specification.
Drawings
The accompanying drawings illustrate exemplary embodiments and, together with the description, serve to explain exemplary implementations of the embodiments. The illustrated embodiments are for exemplary purposes only and do not limit the scope of the claims. Throughout the drawings, identical reference numerals designate similar, but not necessarily identical, elements.
FIG. 1 shows a schematic structural view of a vehicle according to an embodiment of the present disclosure;
FIG. 2 shows a schematic structural view of a bracket according to an embodiment of the present disclosure;
FIG. 3 is a front view of FIG. 2 along the length of the vehicle;
fig. 4 is a left side view of fig. 2 in the vehicle width direction;
FIG. 5 is a top view of FIG. 2 in the height direction of the vehicle;
FIG. 6 shows a schematic view of a projection of a first connection and a second connection of a bracket onto a reference plane according to an embodiment of the present disclosure;
FIG. 7 illustrates a verification result of radar mounted directly to a vehicle body in accordance with an embodiment of the present disclosure;
FIG. 8 illustrates a verification result of a radar mounted to a vehicle body by a bracket according to an embodiment of the present disclosure;
FIG. 9 illustrates a schematic structural diagram of a radar assembly according to an embodiment of the present disclosure;
fig. 10 shows an assembly schematic of a radar assembly according to an embodiment of the present disclosure.
Reference numerals illustrate:
The vehicle (1000),
100 Parts of a bracket, 200 parts of a radar, 300 parts of a radar assembly, 400 parts of a vehicle body and 500 parts of a tool;
The bracket comprises a bracket body 110, a first surface 111, a second surface 112, a first connecting part 120, a first mounting part 121, a second connecting part 130, a second mounting part 131, a first pattern P1, a second pattern P2, a reference plane Q, projections P1', P2', a first positioning part 510, a second positioning part 520, a first adjusting part 530 and a second adjusting part 540.
Detailed Description
Exemplary embodiments of the present disclosure are described below in conjunction with the accompanying drawings, which include various details of the embodiments of the present disclosure to facilitate understanding, and should be considered as merely exemplary. Accordingly, one of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope of the present disclosure. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.
In the present disclosure, the use of the terms "first," "second," and the like to describe various elements is not intended to limit the positional relationship, timing relationship, or importance relationship of the elements, unless otherwise indicated, and such terms are merely used to distinguish one element from another element. In some examples, a first element and a second element may refer to the same instance of the element, and in some cases, they may also refer to different instances based on the description of the context.
The terminology used in the description of the various illustrated examples in this disclosure is for the purpose of describing particular examples only and is not intended to be limiting. Unless the context clearly indicates otherwise, the elements may be one or more if the number of the elements is not specifically limited. Furthermore, the term "and/or" as used in this disclosure encompasses any and all possible combinations of the listed items.
The autopilot function of a vehicle relies on sensors such as lidar, which is similar to a person's eyes, and which is not shielded by Field of View (FOV) at extreme position and angle tolerances. Taking the installation of the rear radar of the vehicle roof as an example, the functionality of the rear laser radar of the vehicle roof requires that the FOV of the laser radar is ensured to cover the front and rear scanning of the vehicle body during the working, and the coverage area is ensured not to be scanned to peripheral parts such as the vehicle body, so that the zero blind area coverage around the vehicle is ensured to be 360 degrees. Because manufacturing errors objectively exist in the vehicle processing and manufacturing process, corresponding manufacturing tolerances also exist on the vehicle roof for mounting the radar, and the tolerance requirements, especially the angle tolerance requirements, of the whole vehicle mounting of the sensor such as the laser radar are difficult to meet, so that the mounting difficulty is high, the assembly is difficult to be qualified at one time, and further the problems of more mounting man-hours consumption or high off-line repair rate, poor maintainability and the like of the whole vehicle are caused.
Embodiments of the present disclosure provide a bracket, a radar assembly, and a vehicle, by which a sensor such as a radar can be more simply mounted to a vehicle surface and the requirement of mounting accuracy can be satisfied.
Embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.
Fig. 1 illustrates a schematic structural view of a vehicle 1000 according to an embodiment of the present disclosure, fig. 2 illustrates a schematic structural view of a bracket 100 according to an embodiment of the present disclosure, fig. 3 is a front view of fig. 2 in a vehicle length direction, fig. 4 is a left view of fig. 2 in a vehicle width direction, and fig. 5 is a plan view of fig. 2 in a vehicle height direction.
Referring to fig. 1, a radar assembly 300 is mounted on a body 400 of a vehicle 1000, and the radar assembly 300 includes a bracket 100 and a radar 200. Wherein the X axis is parallel to the longitudinal direction of the vehicle, the Y axis is parallel to the width direction of the vehicle, and the Z axis is parallel to the height direction of the vehicle.
Radar 200 may be a post-roof lidar, where a plurality of mounting points are required for the post-roof lidar to be fixed, for example, three or more mounting points of the post-roof lidar may form a mounting surface. Because the precision of automobile body processing manufacturing is limited, a plurality of corresponding mounting points on the automobile can have certain deviation in height and position, for example the height of a plurality of mounting points is different, and the installation face that forms can form certain contained angle with the reference surface. This angle can be defined in different directions as: pitch angle (Pitch) rotated about the Y-axis, yaw angle (Yaw) rotated about the Z-axis, roll angle (Roll) rotated about the X-axis.
As shown in fig. 1, an included angle α formed between a mounting surface formed by a mounting point of the radar and a reference plane Q, which is parallel to the reference plane, is a pitch angle. When the lidar is installed, the included angle alpha needs to be controlled to meet the corresponding tolerance requirement, namely, the included angle alpha is located in the corresponding angle deviation range. The angle deviation range refers to the range of the included angle allowed by the laser radar when the laser radar is installed under the condition that the normal use of the function of the laser radar is not affected. When the included angle alpha is within a specified angle deviation range, the laser radar can be kept to function normally, and when the included angle alpha exceeds the angle deviation range, the laser radar can function abnormally.
Under the standard of the same height deviation, the distance between the horizontal planes of the mounting points is increased, the included angle alpha of the mounting surface formed by the mounting points relative to the reference surface Q is reduced, the angle deviation (namely the included angle alpha) of the laser radar after the corresponding vehicle roof is reduced, and the angle tolerance requirement is met more easily. Similarly, under the same angle deviation standard, the distance between the horizontal planes of the mounting points is increased, the deviation of the mounting surfaces in height is increased in equal proportion, and the allowable deviation of the mounting points of the laser radar in height behind the vehicle roof is increased, namely the allowable deviation range in height is increased.
Referring to fig. 2 to 5, the bracket 100 includes a bracket body 110, a first connection part 120, and a second connection part 130. The first connection part 120 includes a plurality of first mounting parts 121 disposed at intervals, and the second connection part 130 includes a plurality of second mounting parts 131 disposed at intervals, and a minimum distance between any adjacent two of the first mounting parts 121 is greater than a maximum distance between any adjacent two of the second mounting parts 131.
The stand body 110 has a plate-like structure, and the stand body 110 includes a first surface 111 and a second surface 112 opposite to each other. The first connection portion 120 is provided at the first surface 111 for connection with a vehicle, and the second connection portion 130 is provided at the second surface 112 for connection with a radar.
The material of the bracket body 110 may be plastic or metal (such as aluminum alloy), and the bracket body 110 may be manufactured by injection molding or integral stamping.
The first surface 111 may be an uneven surface, and in some embodiments, the first surface 111 may be a surface that mates with a surface of a vehicle for mounting a radar, such as an outer surface (i.e., an upper surface) of a body 400 of the vehicle to which the bracket 100 is mounted, the roof may be curved, and the first surface 111 may also be a curved surface that mates with a surface of the roof to enable the first surface 111 to conform to the surface of the roof when the bracket 110 is mounted.
The first mounting portion 121 may be of any structural form corresponding to a connection structure of a vehicle, such as a bolt, a screw hole, a through hole, or the like. The second mounting portion 131 may be of any structural form corresponding to a connection structure of the radar, such as a bolt, a screw hole, a through hole, etc. The second mounting portion 131 may have the same mounting structure as the first mounting portion 121 or may be different.
In this embodiment, the radar connected to the stand 100 may be a lidar or other sensor type. The vehicle body 400 connected to the bracket 100 may be a roof, or may be a surface of a vehicle at other locations where radar may be mounted, such as a side fascia, an impact beam, a cross beam, or a side rail.
As shown in fig. 5, the number of the first mounting portions 121 may be four, and the number of the second mounting portions 131 may be three, which may be located at the side and rear of the radar mounting position, respectively, at four regions near the four corners of the first surface 111. The minimum distance between two adjacent first mounting portions 121 is L1, and the maximum distance between two adjacent second mounting portions 131 is L2, where L1 is greater than L2.
The distance between the adjacent two first mounting portions 121 may be the center distance of the positions of the two first mounting portions 121 on the first surface 111, and likewise, the distance between the adjacent two second mounting portions 131 may be the center distance of the positions of the two second mounting portions on the second surface 112.
Thus, by arranging the first mounting part 121 and the second mounting part 131 on the bracket 100, the mounting surface of the radar 200 when being connected with the vehicle body 400 is not determined by the second mounting part 131, but is determined by the first mounting part 121, and the mounting size of the radar 200 and the vehicle body 400 can be enlarged, so that on one hand, the deviation of the included angle of the radar mounting can be better controlled when the accuracy error of the vehicle is fixed, and the radar mounting efficiency and maintainability are improved. On the other hand, under the requirement of the same angle deviation range, the enlarged mounting surface can allow the surface of the radar mounted on the vehicle to have larger deviation in height, namely, the whole vehicle is allowed to be manufactured to have larger deviation, the requirement on the precision of the vehicle body is lower, the difficulty of processing and manufacturing can be reduced, and the cost of processing and manufacturing can be reduced.
Fig. 6 shows a schematic view of a projection of a first connection and a second connection of a bracket onto a reference plane Q according to an embodiment of the present disclosure.
In some embodiments, as shown in fig. 6, the plurality of first mounting portions 121 are sequentially connected to form a closed first pattern P1, and the plurality of second mounting portions 131 are sequentially connected to form a closed second pattern P2, and a minimum dimension of a projection P1 'of the first pattern P1 on the reference plane Q along the first direction is greater than a maximum dimension of a projection P2' of the second pattern P2 on the reference plane Q along the first direction. The reference plane Q is a plane in which a longitudinal direction of the vehicle and a width direction of the vehicle are located, and the first direction is parallel to the reference plane Q.
The reference plane Q is an arbitrary plane parallel to the ground reference plane, that is, a plane in which the longitudinal direction (for example, the direction in which the X axis is parallel) and the width direction (the direction in which the Y axis is parallel) of the vehicle are located. The first direction may be any direction parallel to the reference plane Q.
The number of the first mounting portions 121 is three or more, and the projections of the plurality of first mounting portions 121 on the reference plane Q are not on the same straight line, so that a plurality of degrees of freedom of reliable constraint can be formed between the bracket 100 and the vehicle body 400. The plurality of first mounting portions 121 are sequentially connected to form a closed first pattern P1, and in some examples, the number of first mounting portions 121 is four, and a projection P1' of the formed first pattern P1 on the reference plane Q is a quadrangle.
The number of the second mounting portions 131 is three or more, and the projections of the plurality of second mounting portions 131 on the reference plane Q are not on the same straight line, so that reliable constraints of a plurality of degrees of freedom can be formed between the stand 100 and the radar 300. The plurality of second mounting portions 131 are sequentially connected to form a closed second pattern P2, and in some examples, the number of second mounting portions 131 is three, and a projection P2' of the formed second pattern P2 on the reference plane Q is triangular.
In some embodiments, as shown in fig. 6, the first direction is a direction parallel to the X-axis direction, the minimum size of the projection P1 'of the first pattern P1 on the reference plane Q is S1, the maximum size of the projection P2' of the second pattern P2 on the reference plane Q is S2, and S1 is greater than S2 is satisfied.
By defining the dimensional relationship between the first pattern P1 of the first mounting portion 121 on the reference plane Q and the second pattern P2 of the second mounting portion 131 on the reference plane Q, the mounting size defined by the first mounting portion 121 can be larger than the mounting size defined by the second mounting portion 131, so that the control of the radar mounting angle deviation is facilitated, and the accuracy requirements of vehicle machining and assembly are better met.
In some embodiments, as shown in fig. 6, along the length direction (X-axis direction) of the vehicle, the ratio R of the minimum dimension S1 of the projection P1 'of the first pattern P1 on the reference plane Q to the maximum dimension S2 of the projection P2' of the second pattern P2 on the reference plane Q satisfies: 1<R =s1/s2.ltoreq.10.
In some embodiments, as shown in fig. 6, in the width direction (Y-axis direction) of the vehicle, the ratio R of the minimum dimension B1 of the projection P1 'of the first pattern P1 on the reference plane Q to the maximum dimension B2 of the projection P2' of the second pattern P2 on the reference plane Q satisfies: 1<R =b1/b2.ltoreq.10.
In some embodiments, the ratio R of the minimum dimension of the projection P1 'of the first pattern P1 on the reference plane Q in the longitudinal direction (X-axis direction) of the vehicle and in the width direction (Y-axis direction) of the vehicle to the maximum dimension of the projection P2' of the second pattern P2 on the reference plane Q in the corresponding direction satisfies: 1<R is less than or equal to 10.
In some embodiments, the ratio R may take the form of 2, 2.5, 3, 5, or 10.
In view of the detection range of the radar 200 and the connection relation with the vehicle body 400, it is more meaningful to control the angular deviation thereof by controlling the mounting dimension of the radar 200 in the longitudinal direction and/or the width direction of the vehicle, relative to other directions. In addition, since the installation location on the vehicle is necessarily limited, unlimited increase in installation size cannot be achieved by the bracket 100, and too large an installation interface also puts higher demands on the structural strength of the bracket, so that the installation economy of the radar starts to deteriorate. Therefore, considering the size of the radar and the size of the mounting area of the vehicle, the dimensional relationship between the projections of the first pattern P1 and the second pattern P2 on the reference plane Q is limited to a certain range, which is more conducive to both accuracy control of radar mounting and mounting economy.
In some embodiments, the ratio R of the minimum dimension of the projection P1 'of the first pattern P1 on the reference plane Q to the maximum dimension of the projection P2' of the second pattern P2 on the reference plane Q satisfies the ratio R along the length direction (X-axis direction) of the vehicle, and/or along the width direction (Y-axis direction) of the vehicle: r is more than or equal to 2 and less than or equal to 3.
In some examples, the ratio R may take the form of 2, 2.5, or 3. In the radar installation process, the deviation of the radar installation angle can be checked through six sigma, the super-differential rate of radar installation is calculated, and whether the designed angle tolerance requirement can be met is evaluated. The super-difference rate is the difference between the actual value and the target value and is used for measuring the production quality and evaluating the condition that the machining or assembly of the part exceeds the specified error, and the larger the super-difference rate is, the larger the corresponding assembly deviation is.
Fig. 7 illustrates a checking result of a radar directly mounted on a vehicle body according to an embodiment of the present disclosure, and fig. 8 illustrates a checking result of a radar mounted on a vehicle body through a bracket according to an embodiment of the present disclosure.
Referring to fig. 7 and 8, taking a post-roof lidar as an example, the body 400 may be a roof with a height tolerance of ±1.5mm, and an angle tolerance of Pitch rotated along the Y-axis after radar installation of ±1.2°. The laser radar is directly installed on the roof, six sigma obtained through checking is 3.02 degrees, the calculated angle deviation result is +/-1.51 degrees, the corresponding out-of-tolerance rate is 1.70 percent, and the angle tolerance requirement of the Pitch for the angle tolerance +/-1.2 degrees is not met.
And the radar 200 is mounted to the vehicle body 400 by the bracket 100, wherein a ratio R of a minimum size of projection of the first pattern P1 formed by the first mounting portion 121 on the bracket 100 to a maximum size of projection P2' of the second pattern P2 formed by the second mounting portion 131 on the reference plane Q in the length direction of the vehicle is taken as 2. At the moment, the six sigma obtained by checking is 1.81 degrees, the calculated angle deviation result is +/-0.91 degrees, the corresponding super-difference rate is 0, and the angle tolerance requirement of the angle tolerance of Pitch +/-1.2 degrees is met.
And as the ratio R exceeds 3, the improvement of the angular deviation result of the radar 200 by the bracket 100 becomes no longer obvious as the ratio R increases, and the larger the ratio R, the larger the dimension specification of the bracket 100 is, the larger the dimension requirement on the mounting area and the processing requirement on the bracket 100 are, and the overall benefit of the radar 200 mounting is not improved. The ratio R is selected to be 2-3, so that the installation accuracy and the installation economy of the radar 200 can be better considered.
In some embodiments, the projection P2 'of the second pattern P2 on the reference plane Q at least partially overlaps the projection P1' of the first pattern P1 on the reference plane Q.
In some examples, the projection P2 'of the second pattern P2 on the reference plane Q may fall entirely within the range of the projection P1' of the first pattern P1 on the reference plane Q.
Since the second mounting portions 131 are actually arranged around the edge of the radar, the second pattern P2 formed by the plurality of second mounting portions 131 actually reflects the arrangement position of the radar, and overlaps at least partially with the projection of the first pattern P1 formed by the first mounting portion 121, meaning that the first mounting portion 121 is at least partially close to the radar position, thereby providing a constraint for the connection mounting of the radar to the vehicle, and effectively improving the reliability of the connection of the radar to the vehicle.
In some embodiments, at least one of the first and second connection portions 120 and 130 is integrally formed with the bracket body 110.
In some examples, at least one of the first mounting portion 121 and the second mounting portion 131 may be a stud structure integrally formed with the bracket body 110, e.g., the first mounting portion 121 is a stud extending from the first surface 111 of the bracket body 110 in a direction away from the bracket body 110, and the second mounting portion 131 is a stud extending from the second surface 112 of the bracket body 110 in a direction away from the bracket body 110. In other examples, at least one of the first and second mounting parts 121 and 131 may be further detachably connected with the bracket body 110. In some examples, the body 400 may be provided with mounting holes that mate with the first mounting portion 121, and the radar 200 may be provided with mounting holes that mate with the second mounting portion 131. It will be appreciated that the first connection 120 and the second connection 130 may also be other possible connection structures, which the present disclosure is not limited to.
By integrally molding at least one of the first and second connection parts 120 and 130 with the bracket body 110, man-hours of processing and assembly can be reduced, and assembly efficiency can be improved.
In some embodiments, the material of the bracket 100 may be plastic. In some examples, the plastic may be nylon, such as PA66, which has high mechanical strength, good toughness, good abrasion and heat resistance, can provide sufficient support strength for the radar while facilitating manufacturing,
Fig. 9 shows a schematic structural view of a radar assembly 300 according to an embodiment of the present disclosure. Fig. 10 shows an assembled schematic view of a radar assembly 300 according to an embodiment of the present disclosure.
An embodiment of the second aspect of the present disclosure provides a radar assembly 300, referring to fig. 9, where the radar assembly 300 includes a stand 100 and a radar 200, the stand 100 may be the stand 100 described in the above embodiment, and includes a second connection portion 130, and the radar 200 is connected with the second connection portion 130 of the stand 100.
In some examples, the second connection portion 130 includes a plurality of second mounting portions 131, the second mounting portions 131 are studs, the radar 200 is provided with mounting holes corresponding to the second mounting portions 131, and the second mounting portions 131 are inserted into the corresponding mounting holes and then locked by nuts when mounted.
In some embodiments, referring to fig. 10, the assembly of radar 200 and bracket 100 to form radar assembly 300 may be accomplished by tooling 500. Specifically, the tooling 500 includes a first positioning portion 510, a second positioning portion 520, a first adjusting portion 530, and a second adjusting portion 540. The first positioning portion 510 is used for supporting and positioning the radar 200 along the Z axis, and the second positioning portion 520 is connected with the first positioning portion 510 for positioning the radar 200 along the X axis and the Y axis. The first adjusting part 530 is used for realizing the height position of the radar 200 along the Z axis, and the second adjusting part 540 is used for realizing the position adjustment of the radar 200 along the X axis and the Y axis.
In the installation process, the bracket 100 is placed on the first positioning part 510 of the tool 500, so as to complete the positioning along the Z direction. The second positioning portion 520 is then moved to a designated position, for example, a position laterally rearward of the radar 200, for completing positioning of the radar 200 along the X-axis and the Y-axis. At least one of the first adjusting part 530 and the second adjusting part 540 is driven to adjust the position of the radar 200 along the X-axis, the Y-axis or the Z-axis, and finally, the position of the radar 200 on the stand 100 is completed.
After fixedly connecting the radar 200 and the bracket 100, the limit of the tool 500 to the radar 200 is canceled, and the radar assembly 300 is obtained. Finally, radar assembly 300 is integrally mounted to the surface of body 400.
The tool 500 can provide positioning reference for the radar 200 and the bracket 100, thereby improving accuracy of relative relation between the radar 200 and the bracket 100, and improving installation accuracy of the radar on the whole vehicle as much as possible, so as to ensure normal use of radar functions
Embodiments of the third aspect of the present disclosure provide a vehicle 1000 comprising a body 400 and a radar assembly 300 as described above, the radar assembly 300 being connected to the body 400.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps recited in the present disclosure may be performed in parallel, sequentially or in a different order, provided that the desired results of the disclosed aspects are achieved, and are not limited herein.
Although embodiments or examples of the present disclosure have been described with reference to the accompanying drawings, it is to be understood that the foregoing methods, systems, and apparatus are merely illustrative embodiments or examples and that the scope of the present disclosure is not limited by these embodiments or examples but only by the claims following the grant and their equivalents. Various elements of the embodiments or examples may be omitted or replaced with equivalent elements thereof. Furthermore, the steps may be performed in a different order than described in the present disclosure. Further, various elements of the embodiments or examples may be combined in various ways. It is important that as technology evolves, many of the elements described herein may be replaced by equivalent elements that appear after the disclosure.

Claims (9)

1. A bracket for mounting a radar to a body of a vehicle, the bracket comprising:
The bracket body comprises a first surface and a second surface which are opposite;
the first connecting part is positioned on the first surface of the bracket body and used for being connected with a vehicle body, and comprises a plurality of first mounting parts which are arranged at intervals; and
The second connecting part is positioned on the second surface of the bracket body and is used for being connected with a radar; the second connecting part comprises a plurality of second mounting parts which are arranged at intervals;
wherein the minimum distance between any two first mounting parts is larger than the maximum distance between any two second mounting parts.
2. The bracket of claim 1, wherein a plurality of the first mounting portions are sequentially connected to form a closed first pattern, a plurality of the second mounting portions are sequentially connected to form a closed second pattern, a minimum dimension of a projection of the first pattern on a reference plane along a first direction is larger than a maximum dimension of a projection of the second pattern on the reference plane along the first direction, and the reference plane is a plane in which a length direction of the vehicle and a width direction of the vehicle are located, and the first direction is parallel to the reference plane.
3. The bracket according to claim 2, characterized in that a ratio R of a minimum dimension of a projection of the first pattern on the reference plane in a first direction to a maximum dimension of a projection of the second pattern on the reference plane in the first direction in a longitudinal direction of the vehicle and/or a width direction of the vehicle satisfies: 1<R is less than or equal to 10.
4. A stent according to claim 3 wherein the ratio R satisfies 2.ltoreq.r.ltoreq.3.
5. The stent of claim 2, wherein the projection of the second pattern onto the reference plane at least partially overlaps the projection of the first pattern onto the reference plane.
6. The stent of any one of claims 1 to 5, wherein at least one of the first and second connection portions is integrally formed with the stent body.
7. The bracket according to any one of claims 1 to 5, wherein the bracket is made of plastic.
8. A radar assembly, comprising
The stent of any one of claims 1-7, and
And the radar is connected with the second connecting part of the bracket.
9. A vehicle, characterized by comprising
Vehicle body, and
The radar assembly of claim 8, the radar assembly being coupled to the vehicle body.
CN202322678941.8U 2023-10-07 2023-10-07 Support, radar assembly and vehicle Active CN221293278U (en)

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Application Number Priority Date Filing Date Title
CN202322678941.8U CN221293278U (en) 2023-10-07 2023-10-07 Support, radar assembly and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202322678941.8U CN221293278U (en) 2023-10-07 2023-10-07 Support, radar assembly and vehicle

Publications (1)

Publication Number Publication Date
CN221293278U true CN221293278U (en) 2024-07-09

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CN202322678941.8U Active CN221293278U (en) 2023-10-07 2023-10-07 Support, radar assembly and vehicle

Country Status (1)

Country Link
CN (1) CN221293278U (en)

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