A control method for reducing cracking of a tail lamp lens on a pass-through tail lamp assembly

Abstract

The present application relates to the production technical field of the through type tail lamp assembly, specifically to a control method for reducing the cracking of the tail lamp cover of the through type tail lamp assembly, the through type tail lamp assembly comprising a tail lamp cover and a tail lamp shell; the tail lamp cover is connected to the tail lamp shell; the control method comprises the following steps: step 1: determining the through type tail lamp assembly; step 2: determining the injection mold structure; step 3: tail lamp cover injection; step 4: through type tail lamp assembly welding: welding between the tail lamp cover and the tail lamp shell; step 5: through type tail lamp assembly annealing; step 6: through type tail lamp assembly assembly; the control method can effectively reduce the cracking risk of the tail lamp cover and greatly increase the service life of the through type tail lamp assembly through the control of the production, assembly and other processes of the through type tail lamp assembly.

Description

Technical Field

[0001] The present invention relates to the technical field of production of through-type taillight assemblies, in particular to a control method for reducing cracking of a taillight cover on a through-type taillight assembly. Background Art

[0002] The current mainstream design in the automotive market has developed into full-through-type taillights.

[0003] With the development and evolution of automotive industry technology, headlights have transformed from traditional, single-function products to sophisticated and beautiful appearance products.

[0004] Automotive taillights are crucial components that influence the overall vehicle's styling and appearance. In the past two years, through-type taillights have gradually replaced traditional fixed taillights and taillights, becoming the mainstream design in the current market.

[0005] The through-type taillights are much longer than traditional taillights in terms of product length.

[0006] The huge difference in product sizes presents some technical challenges and difficulties in the engineering implementation process.

[0007] One of them is the problem that the surface of the through-type taillight cover is prone to various forms of cracking.

[0008] The cracking of the through-type taillight cover not only affects the appearance quality of the taillight, but may also cause water to enter the taillight, which is a serious product quality problem.

[0009] Regarding this issue, due to the numerous influencing factors, research within the industry is relatively scattered and incomplete, and no systematic, accurate and effective solution has been formed.

[0010] The existing patent 201920262091.4 - a structure for preventing cracking of a two-color spliced ​​lampshade can reduce the problem of lampshade cracking to a certain extent; however, the solution is limited and cannot solve the problem of lampshade cracking in a more systematic and comprehensive way.

[0011] Therefore, in order to improve or solve at least one of the above problems, it is necessary to optimize the design of the existing through-type taillight cover solution. Summary of the Invention

[0012] An object of the present invention is to provide a control method capable of reducing the risk of cracking of a through-type taillight cover.

[0013] In order to achieve the above object, the technical solution adopted by the present invention is:

[0014] A control method for reducing cracking of a taillight cover on a through-type taillight assembly, wherein the through-type taillight assembly includes a taillight cover and a taillight housing; the taillight cover is connected to the taillight housing; the control method comprises the following steps:

[0015] Step 1: Determine the through-type taillight assembly; and calibrate the counterpart connected to it based on the through-type taillight assembly;

[0016] Step 2: Determine the injection mold structure: Based on the through-type taillight assembly determined in Step 1, determine the injection mold structure. The injection mold structure is required to include multiple gates, with adjacent gates spaced 200mm-230mm apart.

[0017] Step 3: Injection molding of taillight cover: Use the injection mold structure in step 2 to perform injection molding of the taillight cover. The dimensional deformation of the taillight cover after injection molding is required to not exceed the set standard of 1.5mm.

[0018] Step 4: Welding of through-type taillight assembly: Welding between the taillight cover and the taillight housing;

[0019] Step 5: Annealing the through-type taillight assembly: Anneal the through-type taillight assembly after welding in step 4;

[0020] Step 6: Assemble the through-type taillight assembly: Assemble the through-type taillight assembly on the vehicle. When assembling the through-type taillight assembly on the vehicle, it is required that the through-type taillight assembly and the vehicle be positioned horizontally only in the middle of the through-type taillight assembly.

[0021] In step 1, a positioning structure for positioning the taillight structure in the horizontal direction of the vehicle is required to be provided at the middle position of the taillight housing.

[0022] When designing the through-type taillight assembly in step 1, it is required that the assembly clearance between the through-type taillight assembly and its surrounding components on the vehicle be no less than 0.7 mm.

[0023] After the through-type taillight assembly is assembled on the vehicle, a buffer rubber pad is added between the through-type taillight assembly and surrounding components.

[0024] In step 2, it is required to control the dimensional deformation of the taillight cover after injection molding by adjusting the injection molding parameters.

[0025] In step 5, when the through-type taillight assembly is annealed, the annealing furnace temperature is required to be controlled at 88°±2° and the annealing time is 90 minutes.

[0026] In step 5, when the through-type taillight assembly is annealed, the through-type taillight assembly is required to be assembled on a shaping tool to simulate the assembly state of the through-type taillight assembly on a complete vehicle.

[0027] Before starting step 4, the tail lamp cover is required to be stored without load for at least 24 hours before being welded to the tail lamp housing.

[0028] In step 6, after the through-type taillight assembly is positioned on the vehicle by the central positioning structure, the through-type taillight assembly and the vehicle are fixed in a sequence from the middle of the through-type taillight assembly to both ends of the through-type taillight assembly.

[0029] The control method also includes a detection process; the detection process is to verify the cracking of the lampshade through an alcohol test and a test under high temperature conditions.

[0030] The advantages of the present invention are:

[0031] The invention discloses a control method for reducing cracking of a taillight cover on a through-type taillight assembly.

[0032] The control method disclosed in the present invention can effectively reduce the risk of taillight cover cracking and greatly increase the service life of the through-type taillight assembly by controlling the production and assembly processes of the through-type taillight assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The following is a brief description of the contents of the drawings in the specification of the present invention:

[0034] Figure 1 This is a system framework diagram of the present invention. DETAILED DESCRIPTION

[0035] The specific implementation of the present invention will be further explained in detail below by describing the best embodiment with reference to the accompanying drawings.

[0036] A control method for reducing cracking of a taillight cover on a through-type taillight assembly, wherein the through-type taillight assembly includes a taillight cover and a taillight housing; the taillight cover is connected to the taillight housing; the control method comprises the following steps:

[0037] Step 1: Determine the through-type taillight assembly; and calibrate the counterpart connected to it based on the through-type taillight assembly;

[0038] Step 2: Determine the injection mold structure: Based on the through-type taillight assembly determined in Step 1, determine the injection mold structure. The injection mold structure is required to include multiple gates, with adjacent gates spaced 200mm-230mm apart.

[0039] Step 3: Injection molding of taillight cover: Use the injection mold structure in step 2 to perform injection molding of the taillight cover. The dimensional deformation of the taillight cover after injection molding is required to not exceed the set standard of 1.5mm.

[0040] Step 4: Welding of through-type taillight assembly: Welding between the taillight cover and the taillight housing;

[0041] Step 5: Annealing the through-type taillight assembly: Anneal the through-type taillight assembly after welding in step 4;

[0042] Step 6: Assemble the through-type taillight assembly: Assemble the through-type taillight assembly on the vehicle. When assembling the through-type taillight assembly on the vehicle, it is required that the through-type taillight assembly and the vehicle be positioned horizontally only in the middle of the through-type taillight assembly.

[0043] The control method disclosed in the present invention can effectively reduce the risk of taillight cover cracking and greatly increase the service life of the through-type taillight assembly by controlling the production and assembly processes of the through-type taillight assembly.

[0044] The present invention systematically reduces the risk of cracking of the taillight cover during production, assembly and use by optimizing the injection mold design, injection molding process, welding process, annealing process and assembly process.

[0045] The specific steps are as follows:

[0046] 1. Determine the through-type taillight assembly and its counterpart;

[0047] Clarify the structure and connection relationship of the through-type taillight assembly to ensure the targeted design of subsequent processes.

[0048] Determine the structure of the through-type taillight assembly, including the taillight cover and taillight housing.

[0049] Calibrate the counterparts connecting the through-type taillight assembly to the entire vehicle to ensure positioning accuracy and matching relationship during assembly.

[0050] Generally, the requirement is for the back door, and the tolerance of the key positioning dimensions of the back door is required to not exceed ±1.0mm.

[0051] 2. Determine the injection mold structure;

[0052] By optimizing the injection mold design, the internal stress generated during the injection molding process is reduced, thereby reducing the risk of lampshade cracking.

[0053] The injection mold design requires multiple gates, and the interval between adjacent gates is 200mm-230mm.

[0054] Reasonable distribution of gates can effectively improve the flow balance during injection molding and reduce the internal stress caused by uneven injection.

[0055] At the same time, a gate size that is too small will affect the initial stress of the injection molded part. Considering the actual evaluation criteria, a gate size of 2.0mm-3.0mm is generally recommended.

[0056] 3. Taillight cover injection molding

[0057] Ensure the dimensional accuracy and quality stability of the lampshade after injection molding.

[0058] Use the injection mold designed in step 2 to perform taillight cover injection molding.

[0059] The dimensional deformation after injection molding needs to be controlled within 1.5mm, which is a key indicator for measuring injection molding quality.

[0060] By adjusting the injection molding parameters (such as temperature, pressure, speed, etc.) to control the deformation, the initial quality of the lampshade is ensured.

[0061] Injection molding parameters mainly include mold temperature, barrel temperature, holding time, holding pressure, injection speed and cooling time.

[0062] At the same time, in actual use, a single parameter can be controlled. First, a taillight shade is produced, and then the taillight shade is tested to obtain the quality of the taillight shade. If the quality of the produced taillight shade meets the design requirements, production will continue according to the standard. If the quality of the produced taillight does not meet the design, the corresponding parameters need to be adjusted until it meets the design requirements.

[0063] Based on this design, the last adjusted parameters can be applied to the next production, which has an obvious coordination effect. It can reduce the continuous production of defective products caused by continuous production of the production line.

[0064] Analyze test results;

[0065] Inspection content: Check the key indicators of taillight cover such as dimensional deformation, surface quality, and strength.

[0066] Problem location:

[0067] If the dimensional deformation exceeds the allowable range (such as more than 1.5mm), the injection temperature, pressure or speed may be set improperly.

[0068] If there are defects on the surface of the lampshade or the strength is insufficient, it may be that the material temperature is too high or too low, or the injection pressure is insufficient.

[0069] Adjust injection molding parameters:

[0070] According to the test results, the injection molding parameters are adjusted in a targeted manner. Common adjustment directions include:

[0071] Temperature: If the deformation is too large, it may be that the temperature is too high, resulting in excessive material fluidity. The injection temperature can be appropriately lowered.

[0072] If the surface of the lampshade appears to be underfilled or lacks intensity, it may be that the temperature is too low and you can increase the temperature appropriately.

[0073] pressure:

[0074] If the deformation is large, the injection pressure may be too high, causing excessive flow of the material. The pressure can be reduced appropriately.

[0075] If there are bubbles on the surface of the lampshade or it is not full, it may be that the pressure is insufficient and you need to increase the pressure appropriately.

[0076] speed:

[0077] If the deformation is large, it may be that the injection speed is too fast, resulting in uneven material flow. The speed can be reduced appropriately.

[0078] If there are cold material lines or insufficient filling on the surface of the lampshade, it may be that the speed is too slow and you need to increase the speed appropriately to produce and test again.

[0079] Small batch trial production: After adjusting the parameters, produce a small number of taillight covers for re-testing.

[0080] Testing and comparison: Compare the adjusted lampshade with the design standard to check whether it meets the requirements.

[0081] Determine the optimal parameters

[0082] Parameter optimization: Through multiple adjustments and tests, the injection molding parameters are gradually optimized until the quality of the taillight cover produced meets the design requirements.

[0083] Record the optimal parameters: Record the final injection molding parameters (temperature, pressure, speed, etc.) as standard parameters for subsequent production.

[0084] Continuous production and quality monitoring

[0085] Production according to standard parameters: After determining the optimal parameters, mass production is carried out according to these parameters.

[0086] Quality monitoring: Regularly conduct spot checks on taillight covers during the production process to ensure the stability and consistency of product quality.

[0087] Dynamic adjustment: If quality problems are found in subsequent production, the causes will be analyzed and parameters adjusted in a timely manner to ensure continuous optimization of the production process.

[0088] 4. Welding of through-type taillight assembly

[0089] The taillight cover is firmly connected to the taillight housing while avoiding additional stress introduced during the welding process.

[0090] Weld the taillight cover and the taillight housing.

[0091] Before welding, the taillight cover must be stored without load for at least 24 hours to release some internal stress and reduce stress accumulation during welding.

[0092] 5. Annealing of through-type taillight assembly

[0093] The annealing process eliminates the internal stress generated during welding and injection molding, further reducing the risk of lampshade cracking.

[0094] The through-type taillight assembly is annealed after welding.

[0095] Annealing process parameters:

[0096] Temperature: 88℃±2℃; Time: 90 minutes.

[0097] The through-type taillight assembly needs to be assembled on a shaping tool and annealed to simulate the assembly state of the entire vehicle to ensure dimensional accuracy and uniform stress distribution after annealing.

[0098] 6. Assembly of through-type taillight assembly

[0099] By optimizing the assembly process and reducing the external stress introduced during the assembly process, the stability and reliability of the through-type taillight assembly on the vehicle are ensured.

[0100] When the through-type taillight assembly is assembled on the vehicle, it is only positioned in the middle of the through-type taillight assembly in the horizontal direction.

[0101] Assembly sequence: Fix gradually from the middle to both ends to avoid stress concentration.

[0102] The assembly clearance between the through-type taillight assembly and surrounding components is not less than 0.7mm, and buffer rubber pads are added to reduce the risk of hard contact and interference.

[0103] The present invention is based on the above design.

[0104] From injection molding, welding, annealing to assembly, the entire process is optimized to reduce the superposition of internal and external stresses.

[0105] Precise process control: Ensure the stability of product quality through strict process parameters (such as gate spacing, annealing temperature and time).

[0106] Assembly optimization: The application of central positioning and buffer rubber pads effectively reduces assembly stress and hard contact risks.

[0107] Testing and verification: Cracking tests are performed under alcohol and high temperature conditions to ensure the reliability of the product in actual use.

[0108] The method is suitable for the production and assembly of automobile through-type taillight assemblies, especially products such as through-type taillight lampshades that have high requirements on strength and assembly precision.

[0109] This control method can significantly reduce the risk of taillight cover cracking, improving product reliability and user experience.

[0110] Furthermore, in step 1 described in the present invention, a positioning structure is required to be provided at the middle position of the taillight housing for positioning the taillight structure in the horizontal direction of the vehicle; the positioning structure can be a positioning protrusion or a pin structure, which is mainly used for the insertion and positioning of the through-type taillight assembly on the vehicle.

[0111] When the through-type taillight assembly is assembled to the vehicle, it is necessary to ensure the assembly accuracy and stability of the taillight cover and the vehicle.

[0112] The main function of the positioning structure in the middle of the taillight housing is: horizontal positioning: ensuring the accurate position of the through-type taillight assembly in the horizontal direction of the vehicle, and avoiding assembly stress caused by assembly deviation.

[0113] Reduce stress concentration: Through reasonable positioning design, the stress that may be generated during the assembly process is dispersed, avoiding stress concentration on the lampshade, thereby reducing the risk of lampshade cracking.

[0114] The positioning structure is located in the middle of the taillight housing.

[0115] The reason for choosing the middle position is that the middle is near the symmetry axis of the through-type taillight assembly, which can provide more stable support and positioning.

[0116] From a mechanical point of view, the central positioning can better balance the weight distribution of the through-type taillight assembly and reduce the uneven stress caused by eccentric assembly.

[0117] Positioning structures can take the following forms:

[0118] Locating pin: A locating pin is designed in the middle of the taillight housing to match the corresponding hole on the vehicle for precise positioning.

[0119] Buckle structure: The designed buckle structure enables the through-type taillight assembly to be quickly positioned and fixed to the vehicle during assembly.

[0120] Buffer rubber pad: Add buffer rubber pads around the positioning structure to reduce hard contact during assembly and reduce the risk of stress concentration

[0121] Reduce assembly deviation: The central positioning structure can effectively reduce the horizontal assembly deviation of the through-type taillight assembly, ensuring the appearance consistency of the taillight and the body.

[0122] Reasonable positioning design can disperse the stress generated during the assembly process, avoid stress concentration on the lampshade, and thus reduce the risk of lampshade cracking.

[0123] The design of the positioning structure can simplify the assembly process, improve assembly efficiency and reduce assembly time.

[0124] Links to next steps

[0125] Assembly sequence: As mentioned in step 6, when the through-type taillight assembly is assembled on the vehicle, it is required to be fixed gradually from the middle to the two ends; the central positioning structure provides the basis for this assembly sequence, ensuring the stability and reliability of the assembly process; in step 5, the through-type taillight assembly needs to simulate the assembly state of the vehicle during annealing; the existence of the central positioning structure enables the through-type taillight assembly to maintain a stress distribution similar to that during vehicle assembly during the annealing process, thereby better eliminating internal stress.

[0126] Furthermore, in the design of the through-type taillight assembly in step 1 of the present invention, the assembly clearance between the through-type taillight assembly and its surrounding components on the vehicle is required to be no less than 0.7 mm; in the design of the through-type taillight assembly, the assembly clearance between the through-type taillight assembly and its surrounding components on the vehicle is required to be no less than 0.7 mm.

[0127] This requirement is to ensure the appearance quality, sealing and reliability of the through-type taillight assembly after assembly.

[0128] During assembly, the clearance between the through-type taillight assembly and surrounding components must account for manufacturing tolerances and assembly errors. A 0.7mm gap provides some room for adjustment while avoiding assembly difficulties caused by a gap that is too small.

[0129] Reasonable assembly clearance can reduce the stress concentration on the through-type taillight assembly during assembly and use, thereby reducing the risk of cracking the taillight cover.

[0130] Furthermore, in the present invention, after the through-type taillight assembly is assembled on the vehicle, a buffer rubber pad is added between the through-type taillight assembly and the surrounding components; the buffer rubber pad can effectively absorb and disperse the impact force received by the through-type taillight assembly during assembly or use, reduce the hard contact between the taillight and the surrounding components, and thus reduce the risk of cracking of the taillight cover due to collision or vibration.

[0131] Furthermore, in step 2 of the present invention, it is required to control the dimensional deformation of the taillight cover after injection molding by adjusting the injection molding parameters. During the injection molding process, multiple parameters will affect the dimensional deformation of the taillight cover; mainly including:

[0132] Injection molding temperature: Too high a temperature may cause material degradation or excessive fluidity, resulting in warping; too low a temperature may result in insufficient filling.

[0133] Mold temperature: Too high a mold temperature will increase the shrinkage of the product and cause dimensional instability; too low a temperature may cause surface defects.

[0134] Injection pressure: Insufficient pressure may result in insufficient filling, while excessive pressure may cause overflow or flash.

[0135] Holding pressure and time: Insufficient holding pressure may cause uneven shrinkage of the product, resulting in dents or dimensional deformation; too long a holding time may reduce production efficiency.

[0136] Injection speed: Too fast a speed may cause surface defects, while too slow a speed may affect production efficiency.

[0137] General requirements: Melt temperature: 240℃~245℃.

[0138] Mold temperature: 75℃~80℃.

[0139] Injection pressure: 70MPa~90MPa.

[0140] Holding pressure: 80MPa.

[0141] Holding time: 10s~15s.

[0142] Injection speed: medium speed, avoid too fast or too slow.

[0143] The raw materials should be fully dried before injection molding to avoid bubbles or dimensional instability caused by moisture.

[0144] Regularly check the wear of the mold to ensure mold accuracy and surface quality.

[0145] After optimizing the parameters, repeated experiments were performed to ensure the stability and reliability of the results.

[0146] Furthermore, in step 5 of the present invention, when the through-type taillight assembly is annealed, the annealing furnace temperature is required to be controlled at: 88°±2°C, and the annealing time is 90 minutes; in the annealing process of the through-type taillight assembly, the annealing furnace temperature is controlled at 88°±2°C, and the annealing time is 90 minutes. This process parameter is set to effectively eliminate the internal stress generated by the through-type taillight assembly during the injection molding and welding process, while ensuring its dimensional stability and appearance quality.

[0147] The role of annealing process:

[0148] Eliminate internal stress: The annealing process releases residual stress in the through-type taillight assembly through slow heating and heat preservation, thereby reducing the risk of cracking caused by stress concentration.

[0149] By controlling the annealing temperature and time, it is ensured that the through-type taillight assembly will not be deformed due to stress release during subsequent use.

[0150] Annealing can reduce surface defects caused by injection molding and welding processes and improve the overall appearance of the product.

[0151] Furthermore, in step 5 described in the present invention, when the through-type taillight assembly is annealed, the through-type taillight assembly is required to be assembled on a shaping tool to simulate the assembly state of the through-type taillight assembly on the whole vehicle; the shaping tool here is essentially a tailgate profiling tool, which is used to simulate the actual assembly state of the through-type taillight assembly.

[0152] The shaping tool is used to simulate the assembly state of the through-type taillight assembly on the vehicle during the annealing process. Its main functions include:

[0153] Simulating assembly status: By fixing the through-type taillight assembly on the shaping fixture, the stress distribution during the annealing process is maintained similar to that during vehicle assembly.

[0154] Stress uniformization: Shaping tooling can help the through-type taillight assembly evenly release internal stress during the annealing process, avoiding deformation or cracking caused by local stress concentration.

[0155] Improve assembly accuracy: The shaping tooling can ensure the dimensional accuracy and appearance quality of the through-type taillight assembly after annealing, reducing errors in subsequent assembly.

[0156] By performing annealing treatment on the shaping tooling, the stress distribution of the through-type taillight assembly is more uniform, significantly reducing the risk of cracking caused by stress concentration.

[0157] At the same time, the application of shaping tooling improves the assembly accuracy and reliability of the through-type taillight assembly and optimizes the overall quality of the product.

[0158] Furthermore, before starting step 4 of the present invention, the taillight shade is required to be stored without load for at least 24 hours before being welded to the taillight housing; storage without load means that the taillight shade is placed alone without any external force or load before welding.

[0159] The main purpose of this process is: stress release: the taillight cover after injection molding will produce certain internal stress due to the injection molding process (such as temperature changes, pressure effects, etc.).

[0160] By storing the lampshade without load, these internal stresses can be gradually released in a natural state, reducing the risk of deformation or cracking caused by stress accumulation during welding.

[0161] Unloaded storage can help the lampshade reach a stable state in terms of dimensions before welding, thus avoiding dimensional deviation caused by immediate welding after injection molding.

[0162] Furthermore, in step 6 of the present invention, after the through-type taillight assembly is positioned on the vehicle by the central positioning structure, the fixing order between the through-type taillight assembly and the vehicle is required to be gradually fixed from the middle of the through-type taillight assembly to the two ends of the through-type taillight assembly; the assembly process is optimized to reduce stress concentration and assembly errors caused by improper assembly sequence; the central positioning structure of the through-type taillight assembly on the vehicle is a key reference point in the assembly process, and its main functions include: providing a stable assembly reference: the central positioning structure ensures that the through-type taillight assembly has an accurate reference point during assembly, thereby ensuring assembly accuracy.

[0163] By central positioning, the weight and stress of the through-type taillight assembly can be evenly distributed to the vehicle body structure, avoiding stress concentration caused by eccentric assembly.

[0164] The principle of gradually fixing from the middle to both ends:

[0165] When fixing the through-type taillight assembly to the entire vehicle, the order of gradually fixing from the middle to both ends is adopted. Starting from the middle, the stress can be gradually and evenly transferred to both ends of the through-type taillight assembly, avoiding stress concentration caused by fixing one side or both ends first.

[0166] This step-by-step fixing strategy can effectively reduce the risk of taillight cover cracking due to assembly stress.

[0167] After positioning in the middle, it is gradually fixed towards both ends to ensure that the through-type taillight assembly maintains symmetry and consistency with the vehicle body during the entire assembly process, reducing dimensional deviations caused by improper assembly sequence.

[0168] The body structure of the entire vehicle usually has a certain degree of elasticity. Gradually fixing it from the middle to the two ends can better adapt to the deformation characteristics of the body and ensure that the through-type taillight assembly fits tightly with the body.

[0169] A specific operation in a fixed order.

[0170] During the actual assembly process, the fixing order of the through-type taillight assembly is as follows:

[0171] Center positioning: First, connect the through-type taillight assembly to the vehicle body through the center positioning structure to ensure its accurate horizontal position.

[0172] Of course, after the central positioning is completed, the positioning of the through-type taillight assembly in other directions also needs to be connected to the body; after the positioning of the through-type taillight assembly and the body is completed, the subsequent specific fixing operations are carried out.

[0173] Middle fixation: After the through-type taillight assembly is positioned, start fixing it from the middle of the through-type taillight assembly. Usually, bolts, clips or other fasteners are used to connect the through-type taillight assembly to the vehicle body.

[0174] Gradually fix towards both ends: Start from the middle and gradually fix towards both ends of the through-type taillight assembly; after each step of fixing, check the fit between the through-type taillight assembly and the vehicle body to ensure assembly accuracy.

[0175] After the fixation is completed, check the appearance, gap and sealing of the through-type taillight assembly to ensure the assembly quality.

[0176] Through the assembly strategy of gradually fixing from the middle to both ends, the assembly process of the through-type taillight assembly can effectively reduce stress concentration and improve assembly accuracy and reliability.

[0177] Furthermore, the control method in the present invention also includes a detection process; the detection process is to verify the cracking of the lampshade through an alcohol test and a test under high temperature conditions.

[0178] In the production process of through-type taillight assemblies, the inspection process is an important link in ensuring product quality.

[0179] The detection process is verified by alcohol testing and high temperature conditions to test the cracking of the lampshade.

[0180] The following are the details of this testing method:

[0181] Breathalyzer test

[0182] The alcohol test is a testing method that simulates actual usage scenarios and is mainly used to evaluate the taillight cover's resistance to cracking after contact with organic solvents.

[0183] The specific operations are as follows:

[0184] Test method: Expose the taillight cover to a certain concentration of alcohol, usually ethanol or isopropyl alcohol.

[0185] Test conditions: After wiping the surface of the lampshade with alcohol, observe its cracking within a certain period of time.

[0186] Alcohol can penetrate into the tiny cracks in the lampshade material, accelerating the expansion of the cracks and quickly exposing potential cracking risks.

[0187] If the lampshade shows no visible cracks or splits after testing, it is considered to have passed the test.

[0188] High temperature test

[0189] The high temperature test is used to evaluate the stability and crack resistance of the taillight cover in a high temperature environment.

[0190] The specific operations are as follows:

[0191] Test method: Place the taillight cover in a high temperature environment, usually set between 60℃ and 90℃.

[0192] Test time: The lampshade is continuously exposed to high temperature for a certain period of time, generally 4 hours.

[0193] Principle: High temperature environment will accelerate the aging and stress release of the lampshade material, thereby exposing potential cracking risks.

[0194] Judgment criteria: After the test, the lampshade should have no obvious deformation, cracking or material damage.

[0195] Combining the alcohol test with the high-temperature operating condition test can more comprehensively evaluate the taillight cover's anti-cracking performance in actual use.

[0196] Advantages of this testing method include:

[0197] Simulating actual working conditions: The alcohol test simulates the scenario where the taillight cover comes into contact with windshield washer fluid (usually containing alcohol) during the cleaning process, while the high-temperature working condition test simulates the use scenario of the taillight in a high-temperature environment.

[0198] Accelerated problem exposure: Through accelerated testing conditions, potential problems in the lampshade's design, materials or workmanship can be quickly discovered.

[0199] Improve reliability: Ensure that the taillight cover can withstand various harsh conditions in actual use and reduce after-sales problems caused by cracking.

[0200] This detection method can not only effectively identify the potential cracking risk of the taillight cover, but also provide a basis for optimizing the production process. By discovering and resolving cracking problems in advance, the reliability and service life of the through-type taillight assembly can be significantly improved.

[0201] When the whole vehicle is used in the future, the alcohol concentration of the glass water used for glass cleaning should be controlled, and the recommended ethanol content should not exceed 50%.

[0202] specific:

[0203] The present invention mainly solves the problem of taillight cover cracking by:

[0204] Reduce stress on the taillight cover:

[0205] Internal stress control:

[0206] Optimize the injection molding process and control the dimensional deformation after injection molding.

[0207] Before welding, the taillight cover must be stored without load for at least 24 hours to release internal stress.

[0208] Annealing process is used to eliminate internal stress generated during injection molding and welding.

[0209] External stress control:

[0210] Control the installation posture deviation of the through-type taillight assembly to ensure assembly accuracy.

[0211] The assembly method is optimized, and a central positioning structure is adopted, which is gradually fixed from the middle to both ends.

[0212] Adding cushioning rubber pads between the through-type taillight assembly and surrounding components reduces hard contact. Controlling the ethanol content in windshield washer fluids prevents increased stress caused by chemical components.

[0213] Improve the structural strength of the taillight cover

[0214] Material Upgrade:

[0215] Upgrading the lampshade material from conventional PMMA to ASA improves the material's strength and weather resistance. Structural optimization:

[0216] Increase the thickness of the lampshade while taking weight and cost into consideration.

[0217] Increase the material thickness of the welding ribs and adopt a design with added chamfers and reinforcement ribs.

[0218] Mold design optimization:

[0219] To avoid the problem of weak strength in the multi-color splicing area, a sequential valve injection molding solution is adopted.

[0220] Add heating wires around the mold parting line to improve the strength of the splicing area.

[0221] Develop effective testing and verification methods:

[0222] Simulate actual environment verification:

[0223] The actual operating conditions of the taillight cover are simulated through vehicle environmental testing.

[0224] Simulate harsh environment verification:

[0225] The alcohol wipe test combined with high temperature working conditions is used to verify the anti-cracking performance of the lampshade.

[0226] Specific implementation steps

[0227] 1. Determine the through-type taillight assembly and its counterpart:

[0228] Clarify the structure and connection relationship of the through-type taillight assembly.

[0229] Calibrate the counterparts connecting the through-type taillight assembly to the vehicle to ensure assembly accuracy.

[0230] 2. Determine the injection mold structure:

[0231] The injection mold design requires multiple gates, with adjacent gates spaced 200mm-230mm apart. The recommended gate size is 2.0mm-3.0mm to reduce internal stress.

[0232] 3. Taillight cover injection molding:

[0233] Use the optimized injection mold for taillight cover injection molding.

[0234] Control the dimensional deformation after injection molding within 1.5mm.

[0235] Adjust injection molding parameters (such as temperature, pressure, speed, etc.) to ensure the quality of the lampshade.

[0236] 4. Through-type taillight assembly welding:

[0237] Connect the taillight cover to the taillight housing securely.

[0238] Before welding, the taillight cover must be stored without load for at least 24 hours to release internal stress.

[0239] 5. Annealing of through-type taillight assembly:

[0240] The through-type taillight assembly is annealed after welding.

[0241] Annealing process parameters: temperature 88℃±2℃, time 90 minutes.

[0242] The through-type taillight assembly needs to be assembled on a shaping tool and annealed to simulate the assembly state of the entire vehicle.

[0243] 6. Assembly of through-type taillight assembly:

[0244] When the through-type taillight assembly is assembled on the vehicle, it is only positioned in the middle of the through-type taillight assembly in the horizontal direction.

[0245] Assembly order: Fix gradually from the middle to both ends.

[0246] The assembly clearance between the through-type taillight assembly and surrounding components shall not be less than 0.7mm, and a buffer rubber pad shall be added.

[0247] Testing and Verification

[0248] Alcohol test: Expose the taillight cover to a certain concentration of alcohol and observe its cracking over a certain period of time.

[0249] High-temperature test: The taillight cover is placed in a high-temperature environment (60°C to 90°C) for 4 hours to test its crack resistance.

[0250] This patented invention systematically solves the problem of taillight cover cracking by optimizing the injection mold design, injection molding process, welding process, annealing process and assembly process.

[0251] Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, they are all within the scope of protection of the present invention.

Claims

1. A control method for reducing cracking of a taillight cover on a through-type taillight assembly, wherein the through-type taillight assembly comprises a taillight cover and a taillight housing; the taillight cover is connected to the taillight housing; and the method is characterized in that: The control method comprises the following steps: Step 1: Determine the through-type taillight assembly; and calibrate the counterpart connected to it based on the through-type taillight assembly; Step 2: Determine the injection mold structure: Based on the through-type taillight assembly determined in Step 1, determine the injection mold structure. The injection mold structure is required to include multiple gates, with adjacent gates spaced 200mm-230mm apart. Step 3: Injection molding of the taillight cover: Use the injection mold structure in step 2 to perform injection molding of the taillight cover; The taillight cover is required to have a dimensional deformation of no more than 1.5mm after injection molding, which is a set standard; Step 4: Welding of through-type taillight assembly: Welding between the taillight cover and the taillight housing; Step 5: Annealing the through-type taillight assembly: Anneal the through-type taillight assembly after welding in step 4; Step 6: Assemble the through-type taillight assembly: Assemble the through-type taillight assembly on the vehicle. When assembling the through-type taillight assembly on the vehicle, it is required that the through-type taillight assembly and the vehicle be positioned horizontally only in the middle of the through-type taillight assembly.

2. The control method for reducing cracking of the taillight cover on a through-type taillight assembly according to claim 1, characterized in that: In step 1, a positioning structure for positioning the taillight structure in the horizontal direction of the vehicle is required to be provided at the middle position of the taillight housing.

3. The control method for reducing cracking of the taillight cover on a through-type taillight assembly according to claim 1, characterized in that: When designing the through-type taillight assembly in step 1, it is required that the assembly clearance between the through-type taillight assembly and its surrounding components on the vehicle be no less than 0.7 mm.

4. The control method for reducing cracking of the taillight cover on a through-type taillight assembly according to claim 3, characterized in that: After the through-type taillight assembly is assembled on the vehicle, a buffer rubber pad is added between the through-type taillight assembly and surrounding components.

5. The control method for reducing cracking of the taillight cover on a through-type taillight assembly according to claim 1, characterized in that: In step 2, it is required to control the dimensional deformation of the taillight cover after injection molding by adjusting the injection molding parameters.

6. The control method for reducing cracking of a taillight cover on a through-type taillight assembly according to claim 1, characterized in that: In step 5, when the through-type taillight assembly is annealed, the annealing furnace temperature is required to be controlled at 88°±2° and the annealing time is 90 minutes.

7. A control method for reducing cracking of a taillight cover on a through-type taillight assembly according to any one of claims 1 or 6, characterized in that: In step 5, when the through-type taillight assembly is annealed, the through-type taillight assembly is required to be assembled on a shaping tool to simulate the assembly state of the through-type taillight assembly on a complete vehicle.

8. The method for reducing cracking of a taillight cover on a through-type taillight assembly according to claim 1, characterized in that: Before starting step 4, the tail lamp cover is required to be stored without load for at least 24 hours before being welded to the tail lamp housing.

9. The control method for reducing cracking of a taillight cover on a through-type taillight assembly according to claim 1, characterized in that: In step 6, after the through-type taillight assembly is positioned on the vehicle by the central positioning structure, the through-type taillight assembly and the vehicle are fixed in a sequence from the middle of the through-type taillight assembly to both ends of the through-type taillight assembly.

10. The control method for reducing cracking of a taillight cover on a through-type taillight assembly according to claim 1, characterized in that: The control method also includes a detection process; the detection process is to verify the cracking of the lampshade through an alcohol test and a test under high temperature conditions.

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