A middle support structure and a connecting structure of a front bumper and a front anti-collision beam

Abstract

The application discloses a middle support structure and a connecting structure of a front bumper and a front anti-collision cross beam, characterized in that the connecting structure comprises an upper support surface supported on the upper end surface of the front anti-collision cross beam, the upper support surface is connected with a lower limiting surface through a connecting installation surface, the lower limiting surface is an inclined surface, and the lower limiting surface is inserted into a limiting groove arranged at the rear of the front anti-collision cross beam. The middle support structure and the connecting structure of the front bumper and the front anti-collision cross beam are simple in structure, convenient to install, can effectively prevent the front bumper from being deformed, increase the leg protection score of pedestrians, and have strong practicability and good application prospect.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobiles, and more particularly to a middle support structure and a connecting structure of a front bumper and a front anti-collision beam. BACKGROUND

[0002] In recent years, with the continuous progress of automobile manufacturing technology, the safety measures of automobiles are increasingly improved, thereby greatly improving the safety of driving and the protection of passengers. However, in road traffic accidents, pedestrians are often the largest victim group, and through statistical analysis, pedestrian casualties account for about 30% of the total casualties. Therefore, it is of great significance to carry out collision analysis and research on pedestrian safety, and it is also the responsibility of collision safety developers.

[0003] In the development of passive safety pedestrian protection, in addition to meeting the strong inspection regulations, it is also necessary to meet the star rating development target, and the score rate of pedestrian protection directly affects the overall star rating evaluation, so in order to get good results, the total score of the head and leg of the pedestrian protection needs to meet the design definition target. However, due to the problem of vehicle modeling, the head score is usually limited by the score ceiling, and it is impossible to get a very high score by modeling or engineering optimization; and when the head score is constrained by the design style of the modeling, the leg score needs to be improved to meet the score loss caused by the design constraint of the modeling. However, the development concept of pedestrian protection is to weaken the safety of pedestrians outside the vehicle as much as possible, which is in conflict with the design concept of vehicle part durability and reliability.

[0004] "Pedestrian protection", as the name implies, aims to protect pedestrians. It is a main direction of passive safety research, including all measures designed specifically for automobiles to reduce the harm of automobiles to external personnel in accidents. Through analysis of accidents, it is found that in most car-pedestrian collision accidents, the human body collides with the front of the vehicle, and in about 2 / 3 of car-pedestrian collision accidents, the collision speed between the pedestrian and the vehicle is less than 40km / h. Therefore, the C-NCAP management rules and C-IASI management methods both clearly require a collision speed of 40km / h in the pedestrian protection collision condition, so the present application is also based on the analysis of pedestrian protection at 40km / h.

[0005] Through analysis, it is found that due to the weight of the front bumper and the lack of Z-direction support in the middle part of the front bumper, there is a downward deformation in the long-term use process, which directly increases the rigid structure support. The front bumper and the front anti-collision beam are hard connected, which cannot better meet the passive safety pedestrian protection. SUMMARY

[0006] The application aims at solving the problems in the prior art, and provides a middle support structure and a connecting structure of a front bumper and a front anti-collision beam, which are simple in structure, convenient to install, can effectively prevent the front bumper from deforming, and increase the leg protection score of pedestrians.

[0007] In order to achieve the above-mentioned purpose, the technical scheme adopted by the application is as follows: the middle support structure comprises an upper support surface supported on the upper end surface of the front anti-collision beam, a connecting installation surface connecting a lower limiting surface, and the lower limiting surface is an inclined surface and is inserted into a limiting groove arranged at the rear of the front anti-collision beam.

[0008] In order to make the above-mentioned technical scheme more detailed and specific, the application further provides the following further preferred technical schemes to obtain satisfactory practical effects.

[0009] The front end of the upper support surface is provided with a front bumper installation buckle which is connected to the front bumper from the rear to the front.

[0010] The front bumper is provided with a hook which is correspondingly connected to the front bumper installation buckle, and the front bumper installation buckle comprises a buckle body and a clamping tongue.

[0011] The buckle body is a frame structure connected to the front end edge of the upper support surface, the clamping tongue is arranged at the middle part of the buckle body, one end of the clamping tongue is connected to the front end edge of the upper support surface, the other end is an open clamping end, and a clamping block protruding downward is arranged on the clamping tongue.

[0012] The middle support structure is provided with a plurality of front bumper installation buckles arranged at intervals in the width direction of the vehicle body, and a lap joint plate is arranged between adjacent front bumper installation buckles and is lap jointed to the front bumper during installation.

[0013] The connecting installation surface is formed by extending downward from the rear end edge of the upper support surface along the rear end surface of the front anti-collision beam, and the lower limiting surface is inclined from the lower end edge of the connecting installation surface to the front anti-collision beam and extends into the limiting groove.

[0014] The angle between the lower limiting surface and the connecting installation surface is 110-130 degrees, and the gap between the lower end of the lower limiting surface and the bottom surface of the limiting groove of the front anti-collision beam is 2-5 mm.

[0015] The connecting installation surface is provided with a support hole, the front anti-collision beam is provided with a threaded hole correspondingly arranged with the support hole, and a mounting screw is connected into the threaded hole through the support hole.

[0016] The diameter of the support hole is greater than the diameter of the mounting screw, and the mounting screw is provided with a mounting washer with a diameter greater than the diameter of the support hole.

[0017] The application discloses a connection structure of a front bumper and a front anti-collision beam.

[0018] Compared with the prior art, the application has the following advantages: the middle support structure and the connection structure of the front bumper and the front anti-collision beam are simple in structure, convenient to install, can effectively prevent the front bumper from deforming, increase the leg protection score of pedestrians, and have strong practicability and good application prospect. BRIEF DESCRIPTION OF DRAWINGS

[0019] The following briefly describes the content expressed by the drawings of the present specification and the marks in the drawings:

[0020] Figure 1 The figure is a schematic view of the middle support structure in the application;

[0021] Figure 2 The figure is a schematic view of the X-direction stress structure of the middle support in the application;

[0022] Figure 3 The figure is a schematic view of the connection structure of the front bumper and the front anti-collision beam in the application;

[0023] Figure 4 The figure is a schematic view of the cross section of the connection structure of the front bumper and the front anti-collision beam in the application.

[0024] The marks in the figure are: 10, middle support;

[0025] 101, upper support surface; 102, connecting installation surface; 1021, support hole; 103, lower limiting surface; 104, front bumper installation buckle; 1041, buckle body; 1042, clamping tongue;

[0026] 20, front bumper; 30, front anti-collision beam; 40, installation screw; 50, installation gasket. DETAILED DESCRIPTION

[0027] The following further describes the specific embodiments of the application by comparing the drawings and describing the embodiments.

[0028] In the description of the application, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only used for the convenience of describing the application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the application.

[0029] The middle support structure in the application, such as Figure 1 , 2As shown in Figure 3, the central support 10 includes an upper support surface 101 supported on the upper end surface of the front bumper beam 30. The upper support surface 101 is connected to a lower limiting surface 103 via a connecting mounting surface 102. The lower limiting surface 103 is an inclined surface and is inserted into a limiting groove located behind the front bumper beam 30. This central support structure utilizes the weight of the front bumper in the Z direction and the front bumper beam as a lever support point to meet the Z-direction support function of the front bumper beam. Simultaneously, the absence of fixed constraints between the central support and the front bumper beam meets the pedestrian protection requirements for buffering deformation of the front bumper and the front bumper beam support. This central support structure is simple, easy to install, and effectively prevents front bumper deformation, increasing the pedestrian protection leg score.

[0030] In this invention, the front end of the upper support surface 101 is provided with a front bumper mounting buckle 104 that is snapped onto the front bumper 20 from rear to front. The front bumper 20 is provided with corresponding hooks that snap onto the front bumper mounting buckle 104. The front bumper mounting buckle 104 includes a buckle body 1041 and a latch 1042. Figure 4 cross section and Figure 1 As shown in the diagram, the buckle body 1041 is a frame-shaped structure connected to the front edge of the upper support surface 101. The latch 1042 is located in the middle of the buckle body 1041. One end of the latch 1042 is connected to the front edge of the upper support surface 101, and the other end is an open snap-fit ​​end. A downwardly protruding snap-fit ​​block is provided on the latch 1042. During installation, the latch is installed onto the front bumper 20 from the open snap-fit ​​end, with the hook snapping downwards onto the frame-shaped buckle body 1041. The latch 1042 is positioned above, and the downwardly protruding snap-fit ​​block snaps into the slot on the front bumper 20, thus achieving the positioning and installation of the middle bracket 10 and the front bumper 20.

[0031] In this invention, such as Figure 1 , 2 As shown in Figure 3, the central support structure 10 has multiple front bumper mounting clips 104 spaced apart in the vehicle body width direction, and an overlap plate is provided between adjacent front bumper mounting clips to overlap onto the front bumper during installation. The multiple front bumper mounting clips 104 can ensure the stable installation of the central support 10. The overlap plate and the clip structure allow the structure to move smoothly backward in the event of a collision, freeing up space and reducing pedestrian injury.

[0032] In this invention, such as Figure 2 As shown, the connecting mounting surface 102 is formed by extending downward from the rear end edge of the upper support surface 101 along the rear end surface of the front anti-collision beam 30, and the lower limiting surface 103 is inclined towards the front anti-collision beam 30 from the lower end edge of the connecting mounting surface 102 and extends into the limiting groove.

[0033] In this invention, such as Figure 4As shown in the figure, the angle between the lower limit surface 103 and the connecting mounting surface 102 is 110-130 degrees, and the gap between the lower end of the lower limit surface 103 and the limit groove bottom surface of the front anti-collision cross beam 30 is 2-5 mm. Under the influence of the gravity of the front bumper 20, the middle support 10 will be pressed downward, and at the same time, due to the lever support point effect of the front anti-collision cross beam 30, the middle support of the application will rotate around the front anti-collision cross beam 30. The inclination and small gap setting can effectively prevent the support deformation between the components, and can also ensure that the middle support will interfere with the anti-collision cross beam during the rotation around the front anti-collision cross beam, so as to prevent the middle support structure from continuing to rotate and separate.

[0034] The application provides a connection structure of a front bumper and a front anti-collision cross beam, which is connected by the above-mentioned middle support structure. The structure can effectively prevent the deformation of the front bumper, supports the bumper, and at the same time, takes into account safety, increases the leg score of pedestrian protection, and better meets the use requirements.

[0035] In the traditional front bumper middle support, the middle support is connected to the front anti-collision cross beam by multiple bolts to ensure that the middle support supports the front anti-collision cross beam in the Z direction to support the front bumper, but cannot well play the role of pedestrian protection. Under the influence of the gravity of the front bumper 20, the middle support 10 will be pressed downward, and at the same time, due to the lever support point effect of the front anti-collision cross beam 30, the middle support of the application will rotate around the front anti-collision cross beam 30. The application tilts and opens the lower limit surface 103, the opening is greater than 110°, and the gap between the lower limit surface 103 and the limit groove of the front anti-collision cross beam 30 is controlled to be 3 mm. The small gap setting can effectively prevent the support deformation between the components, and can also ensure that the middle support will interfere with the anti-collision cross beam during the rotation around the front anti-collision cross beam, so as to prevent the middle support structure from continuing to rotate and separate. In addition, with the long-term use of the vehicle, the front bumper will deform and increase due to the accumulation of dust and soil on the bumper, and the weight of the front bumper on the middle support structure will increase, so that the interference between the middle support structure of the application and the front anti-collision cross beam will be deepened, and the friction will be deepened, thereby effectively preventing the front bumper from sagging, and ensuring the reliable use of the middle support of the front bumper.

[0036] In order to further ensure that the application and the front bumper assembly and the front anti-collision cross beam can withstand 5000km intensive durability harsh verification, in the application, the connecting mounting surface 102 is provided with a support hole 1021, the front anti-collision cross beam 30 is provided with a threaded hole corresponding to the support hole 1021, and a mounting screw 40 is connected to the threaded hole through the support hole 1021. The diameter of the support hole 1021 is greater than the diameter of the mounting screw 40, and the mounting screw 40 is provided with a mounting washer 50 with a diameter greater than the diameter of the support hole 1021.

[0037] AsFigure 2 As shown, the present application provides an embodiment, the middle support 10 and the front bumper beam 30 are fixedly connected by three mounting screws 40 with a diameter of 4.8 mm and a thread length of 16 mm and three plastic round pads 50 with a thickness of 2.5 mm and a diameter of 30 mm. The mounting screws 40 pass through the support holes 1021 and are connected to the threaded holes. The diameter of the support holes 1021 is greater than the diameter of the mounting screws 40. The mounting screws 40 are provided with mounting pads 50 with a diameter greater than the diameter of the support holes 1021. Here, the support holes 1021 serve as supports and are not threadedly connected. In the case of a certain X-direction impact force, the front bumper moves backward, reducing pedestrian injury.

[0038] As Figure 2 shown, when the front bumper beam 30 is subjected to a horizontal X-direction impact force, the force will be transmitted to the middle support 10 due to the connection of the middle support 10 and the front bumper 20. However, the middle support 10 of the present application is not bolted in the vehicle head direction and is only in a lap joint relationship in the Z-direction, so it will not constrain the rear movement of the middle support 10 and the rear transmission of the vehicle head direction (i.e. the X-direction impact force). When the X-direction impact force exceeds 6KN (the value of 6KN is obtained in the TRL axial force*08 evaluation protocol of E-NCAP), the mounting pad 50 breaks, releasing the fixed constraint relationship between the middle support 10 and the front bumper beam 30. To ensure that the front bumper 20 and the middle support 10 can move in the X-direction without being hindered by the threaded connection relationship between the mounting screws and the front bumper beam, a support hole 1021 with a diameter greater than that of the mounting screw is provided on the middle support 10. When the mounting pad 50 fails and breaks, the mounting screw and the front bumper beam are still in threaded fixed connection, and the middle support 10 can be hindered by the screw cap constraint, so that the front bumper and the middle support 10 can move backward when a serious pedestrian collision occurs, releasing space and reducing pedestrian injury.

[0039] According to the comparison of the test results in Table 1, the middle support structure of the present application can effectively improve the leg protection score of pedestrians compared to the traditional fixed design, thereby reducing the modeling constraints of pedestrian protection development. The following table shows the test results of pedestrian leg protection:

[0040]

[0041]

[0042] The front bumper is a plastic part, and in the long-term use process, the plastic is stretched and deformed due to heat and stress, and finally the matching gap of the front bumper in the Z direction becomes larger and larger. However, this change will make customers worry about safety during later use, so such problems should be eliminated during vehicle development. Therefore, in order to prevent the above-mentioned situation, a middle support is installed on the front bumper beam during vehicle development and design. In order to improve the leg score of pedestrian protection, the buffer energy absorption space between the front bumper and the front bumper beam needs to be increased, so during vehicle development and design, the structure hardware between the front bumper beam and the front bumper is eliminated. Through analysis, it is found that due to the weight of the front bumper and the lack of Z direction support in the middle part of the front bumper, there is a sagging deformation in the long-term use process, and the pedestrian protection development needs to have no structural hard point in the X direction between the front bumper and the front bumper beam, and there is a large buffer energy absorption space, so as to ensure that the leg impactor maintains the vertical posture as much as possible during movement. The middle support structure of the application can effectively prevent the front bumper from sagging, establish support and constraint between the front bumper and the front bumper beam, and effectively improve the leg score of pedestrian protection.

[0043] The middle support structure of the application is arranged between the front bumper 10 and the front bumper beam 30, and the Z direction self-weight stress of the front bumper and the front bumper beam are used as the lever support point to satisfy the Z direction support of the front bumper beam. At the same time, there is no fixed constraint between the middle support of the front bumper beam and the front bumper beam, which satisfies the buffer deformation requirement of the front bumper and the front bumper beam support of pedestrian protection.

[0044] Through the above design idea guidance, and after many rounds of structure optimization and simulation analysis, as well as durability and reliability road test verification and pedestrian protection test verification, it is finally confirmed that the application can satisfy the solution of the above-mentioned design contradiction.

[0045] The middle support structure and the connection structure of the front bumper and the front bumper beam of the application can reduce the limitation or constraint of the styling style, and can fully play the design of the styling highlight; compared with the development of the active pop-up type cover, the design can increase the head impact score rate of pedestrian protection, and is more simple and easy in technology; and does not cause additional development cost and increase of single vehicle cost. The installation time of the middle support of the front bumper is reduced; the part generalization and standardization design can be maintained. In summary, the application can improve the leg score and reduce the demand for head score, so as to reduce the limitation or constraint of the styling style.

[0046] The middle support structure and the connection structure of the front bumper and the front bumper beam of the application are simple in structure, convenient to install, can effectively prevent the deformation of the front bumper, increase the leg score of pedestrian protection, and have strong practicability and good application prospect.

[0047] In the description of the application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.

[0048] The application is described above in conjunction with the drawings, but the application is not limited to the above manner, as long as various non-essential improvements or direct application to other occasions are made by using the method concept and technical solutions of the application, they all fall within the protection scope of the application.

Claims

1. A midfoot cradle structure, characterized by: The upper support surface is connected with the lower limiting surface through a connecting installation surface, the lower limiting surface is an inclined surface, and the lower limiting surface is inserted into a limiting groove arranged at the rear of the front anti-collision cross beam; the front end of the upper support surface is provided with a front bumper installation buckle which is connected to the front bumper from back to front; the front bumper is provided with a hook which is correspondingly connected to the front bumper installation buckle, and the front bumper installation buckle comprises a buckle body and a clamping tongue; the buckle body is a frame structure connected to the front end edge of the upper support surface, the clamping tongue is arranged at the middle part of the buckle body, one end of the clamping tongue is connected to the front end edge of the upper support surface, the other end is an open clamping end, and a clamping block protruding downward is arranged on the clamping tongue; the middle support structure is provided with a plurality of front bumper installation buckles arranged at intervals in the width direction of the vehicle body, and a lap plate is arranged between adjacent front bumper installation buckles and lap-connected to the front bumper during installation; the connecting installation surface is formed by extending downward from the rear end edge of the upper support surface along the rear end surface of the front anti-collision cross beam, the lower limiting surface is inclined from the lower end edge of the connecting installation surface towards the front anti-collision cross beam and extends into the limiting groove, the angle between the lower limiting surface and the connecting installation surface is 110-130 degrees, and the gap between the lower end of the lower limiting surface and the bottom surface of the limiting groove of the front anti-collision cross beam is 2-5 mm.

2. The mid-pod structure of claim 1, wherein: A support hole is arranged on the connecting installation surface, a threaded hole corresponding to the support hole is arranged on the front anti-collision cross beam, and a mounting screw is connected to the threaded hole through the support hole.

3. The mid-pod structure of claim 2, wherein: The diameter of the support hole is greater than the diameter of the mounting screw, and the mounting screw is provided with a mounting washer with a diameter greater than that of the support hole.

4. A structure for connecting a front bumper to a front impact beam, characterized by: The middle support structure is connected by using any one of claims 1 to 3.

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