Fender support and vehicle

Abstract

The invention discloses a fender support and a vehicle, the fender support is connected between a fender and an upper longitudinal beam, and the fender support comprises an upper support body, a lower support body and a buffer support; wherein the upper side of the upper bracket body is fixedly connected with a fender; the lower side of the lower support body is fixedly connected with the upper longitudinal beam, and the lower side of the upper support body is connected with the upper side of the lower support body through a riveting structure. The upper end of the buffering support is connected to the upper support body, the lower end of the buffering support is connected to the lower support body, and a crushing buffering cavity is defined by the buffering support, the upper support body and the lower support body. Supporting stability and durability can be guaranteed under the normal working condition of a vehicle, collision energy of the head of a pedestrian is absorbed through crushing deformation of the buffering support under the collision working condition, the impact acceleration of the head of the pedestrian is reduced, and safety of the head of the pedestrian is protected.

Description

Technical Field

[0001] This invention relates to the field of vehicle pedestrian protection structure technology, and particularly to a fender bracket for a vehicle. Background Technology

[0002] With the continuous growth of car ownership, road traffic safety issues have become increasingly prominent, and the protection of pedestrians' personal safety after collisions with vehicles has become one of the core issues of concern in the automotive industry. In collisions between vehicles and pedestrians, the pedestrian's head is often the most vulnerable part to fatal injury, and a large amount of collision data shows that the hood, fenders, and related supporting structures of a car are the primary contact areas for the pedestrian's head. This area encompasses several key components such as the fender, fender bracket, gas spring strut, hood bumper, engine compartment trim panel, and hood hinge reinforcement plate. Among these, the fender bracket, as the core load-bearing structure supporting the fender, directly affects the severity of pedestrian head injuries in a collision.

[0003] In existing technologies, fender bracket design faces dual technical constraints: on the one hand, to meet automotive NVH (noise, vibration, and harshness) performance requirements, the fender bracket needs high rigidity to avoid resonance or abnormal vibration during driving; on the other hand, as the main supporting structure of the fender, it must ensure sufficient structural strength and dent resistance to prevent deformation or detachment of the fender during vehicle movement or minor collisions, ensuring the stability of the vehicle body structure. Due to these constraints, existing fender brackets mostly adopt an integrated rigid structure design, which is complex and has high strength. This means that when a pedestrian's head impacts this area, the bracket cannot effectively absorb the collision energy, and the impact force is directly transmitted to the pedestrian's head, easily causing severe traumatic brain injury, making it difficult to meet increasingly stringent pedestrian protection regulations.

[0004] Therefore, how to achieve controllable crumple zone energy absorption during a collision through structural optimization, while ensuring that the fender bracket meets the basic requirements of NVH performance, structural strength and dent resistance, and reduce the injury to pedestrians' heads, has become a technical problem that urgently needs to be solved in the field of automotive passive safety design. Summary of the Invention

[0005] Based on this, the present invention provides a collapsible fender support structure that balances structural load-bearing requirements with pedestrian protection functions.

[0006] To address the aforementioned technical problems, the present invention provides the following technical solution: A fender bracket, connected between a fender and an upper longitudinal beam, includes: an upper bracket body, a lower bracket body, and a buffer bracket; wherein, the upper side of the upper bracket body is fixedly connected to the fender; the lower side of the lower bracket body is fixedly connected to the upper longitudinal beam, and the lower side of the upper bracket body is connected to the upper side of the lower bracket body by a riveting structure; the upper end of the buffer bracket is connected to the upper bracket body, and the lower end of the buffer bracket is connected to the lower bracket body, and the buffer bracket, the upper bracket body, and the lower bracket body form a crushing buffer cavity.

[0007] In some embodiments of the present invention, the buffer support has at least two bending areas to form a crushing buffer cavity that communicates with the upper support body and the lower support body.

[0008] In some embodiments of the present invention, the upper support body is constructed as an L-shaped support, wherein the plate extending horizontally in the L-shaped support is connected to the fender, and the plate extending vertically in the L-shaped support is connected to the lower support body.

[0009] In some embodiments of the present invention, the lower support body is constructed as a Z-shaped support, which includes a first lower support plate on the upper side, a second lower support plate on the lower side, and a bending transition plate located between the two and bending transition; wherein the first lower support plate and the second lower support plate extend in the vertical direction respectively.

[0010] In some embodiments of the present invention, the buffer bracket includes a first support plate located in the central region and extending horizontally, a second support plate located above the first support plate, and a third support plate located below the first support plate. The upper side of the second support plate is bent toward the upper bracket body and connected thereto by fastening screws; the lower side of the third support plate is bent toward the lower bracket body and connected thereto by fastening screws.

[0011] In some embodiments of the present invention, the area where the first support plate of the buffer bracket and the bending transition plate of the lower bracket body are located are on approximately the same horizontal plane.

[0012] In some embodiments of the present invention, the gap between the second support plate of the buffer bracket and the upper support body is greater than the gap between the third support plate of the buffer bracket and the second lower support plate of the lower support body.

[0013] In some embodiments of the present invention, the first support plate, the second support plate, and the third support plate are integrally formed.

[0014] In some embodiments of the present invention, the riveting structure is made of zinc alloy, aluminum alloy or composite material.

[0015] The present invention also provides a vehicle, including a front longitudinal beam, a fender, and a fender bracket.

[0016] The technical solution of the present invention has the following technical effects compared with the prior art: The fender bracket provided by this invention includes an upper bracket body, a lower bracket body, and an independent buffer bracket. The upper and lower bracket bodies are connected by a riveting structure, and the buffer bracket, together with the upper and lower bracket bodies, forms a crushing buffer cavity. Under normal vehicle operating conditions, the static load and vibration load of the fender are transmitted to the vehicle body through a rigid path from the upper to the lower bracket body. The shear strength of the riveting structure ensures the stability and durability of the connection, meeting daily load-bearing requirements. At this time, the buffer bracket does not bear the main structural load. Under collision conditions, the riveting structure breaks, and the load is guided to the independent energy-absorbing path of the buffer bracket. The crushing deformation of the buffer bracket can absorb the impact energy of the pedestrian's head, reducing the impact acceleration of the pedestrian's head and protecting the pedestrian's head safety. This fender bracket structure balances daily reliability and collision safety, avoiding the contradiction of a single structure being too rigid during a collision to meet strength requirements, or weakening the stability of the daily connection to meet energy absorption requirements. Attached Figure Description

[0017] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, which will help to understand the purpose and advantages of the present invention, wherein: Figure 1 This is a schematic diagram of the structure of the fender bracket mounted on the vehicle body in one embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of a fender bracket in one embodiment of the present invention; Figure 3 This is another structural schematic diagram of the fender bracket in one embodiment of the present invention. Detailed Implementation

[0018] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0020] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0021] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0022] The collapsible fender bracket provided in this invention, through a multi-level, orderly force transmission and energy absorption structure design, effectively addresses pedestrian collision conditions and reduces the risk of head injury to pedestrians while ensuring the structural rigidity and connection reliability of the fender during daily vehicle use.

[0023] See attached document Figure 1 In this embodiment, the fender bracket 100 is integrally connected between the vehicle's fender 200 and the upper longitudinal beam 300 (or shotgun). Figure 2 As shown, the fender bracket 100 includes an upper bracket body 10, a lower bracket body 20, and a buffer bracket 30. The upper bracket body 10 is fixedly connected to the fender 200, and the lower bracket body 20 is fixedly connected to the upper longitudinal beam 300 of the vehicle body structure. The two are connected by a riveting structure 40 (a pre-designed weak connection point). The buffer bracket 30, as an independent energy-absorbing element, is connected to both the upper and lower bracket bodies 20, and together they enclose a crushing buffer cavity A with a specific geometric shape. This design achieves functional integration of a load-bearing structural component and an energy-absorbing element.

[0024] Under normal operating conditions, the static load of the fender and the vibration load during driving are transmitted to the vehicle body through a rigid path from the upper support body 10 to the lower support body 20. The shear strength of the riveting structure 40 ensures the stability and durability of the connection, meeting daily load-bearing requirements. At this time, the buffer support 30 does not bear the main structural load. Under collision conditions, the pre-designed weak point (riveting structure 40) breaks, the rigid path fails, and the load is guided to the independent energy-absorbing path of the buffer support 30. This structure can balance daily reliability and collision safety, avoiding the contradiction of a single structure being too rigid during a collision to meet strength requirements, or weakening the stability of the daily connection to meet energy absorption requirements.

[0025] Specifically, in one alternative implementation, such as Figure 2 , Figure 3 As shown, the upper bracket body 10 is preferably constructed as an L-shaped sheet metal part. This L-shaped bracket comprises two mutually perpendicular (or substantially perpendicular) plates: a horizontal plate 10a extending in a substantially horizontal direction, with mounting holes, which is securely connected to the inner reinforcing structure of the fender via bolts or other fasteners; and a vertical plate 10b extending in a substantially vertical direction, whose lower end mates with the lower bracket body 20 and is connected via the riveting structure 40 described later. The L-shaped design cleverly utilizes space, separating the fender's mounting surface from the plane connecting to the vehicle body, facilitating assembly and adjustment.

[0026] Specifically, in one alternative implementation, such as Figure 2 , Figure 3 As shown, the lower support body 20 is preferably constructed as a Z-shaped sheet metal part. Specifically, it includes a first lower support plate 20a, a bending transition plate 20c, and a second lower support plate 20b distributed from top to bottom. The first lower support plate 20a and the second lower support plate 20b both extend mainly in the vertical direction and are usually parallel to each other. The bending transition plate 20c located between the two is inclined or stepped, realizing a height transition of the connecting plane. The upper end of the first lower support plate 20a is used for riveting to the vertical plate 10b of the upper support body 10; the lower end of the second lower support plate 20b is provided with mounting holes, and is rigidly fixed to the corresponding mounting points of the longitudinal beam 300 on the vehicle body by bolts. The Z-shaped structure not only provides the necessary mounting interface, but its bending transition area also creates conditions for the transmission path of collision force and the arrangement of the buffer support 30.

[0027] Specifically, in one optional embodiment, the riveting structure 40 connecting the vertical plate 10b of the upper support body 10 and the first lower support plate 20a of the lower support body 20 is made of a material with precisely designed shear strength, such as zinc alloy, aluminum alloy, or specific engineering composite materials. Under normal vehicle operation, this riveting structure 40 can reliably transmit the vibrations and loads borne by the fender, maintaining overall structural stability. Upon collision, under a specific shear force threshold, the riveting structure 40 will undergo a clean shear fracture, thereby releasing the rigid connection between the upper and lower support bodies 20 and creating conditions for the subsequent buffering and energy absorption process to begin.

[0028] Specifically, in one optional embodiment, the buffer support 30 is also a thin-walled beam structure, which naturally forms at least two bending areas, thereby forming a through crushing buffer cavity A together with the upper and lower support bodies 20. This multi-bending thin-walled beam structure is a highly efficient energy absorption configuration that can absorb more collision energy within a limited deformation space.

[0029] More specifically, the buffer bracket 30 is constructed as a one-piece stamped sheet metal part, and its structure mainly includes: a first support plate 30a extending substantially horizontally, a second support plate 30b extending upward from the upper edge of the first support plate 30a, and a third support plate 30c extending downward from the lower edge of the first support plate 30a. The free end (upper side) of the second support plate 30b is bent towards the upper bracket body 10 and connected to the L-shaped corner area of ​​the upper bracket body 10 or a suitable position of the vertical plate 10b by fastening screws. The free end (lower side) of the third support plate 30c is bent towards the lower bracket body 20 and connected to the second lower support plate 20b of the lower bracket body 20 by fastening screws.

[0030] like Figure 3 As shown, after installation, the first support plate 30a of the buffer bracket 30 (i.e., the horizontal section located in the middle region) is approximately on the same horizontal plane as the bending transition plate 20c of the lower bracket body 20. This aligned arrangement ensures a smoother flow of force during the transmission of impact force, which is beneficial for inducing the buffer bracket 30 to undergo the expected deformation mode.

[0031] In the initial state, such as Figure 3 As shown, the reserved gap t1 between the second support plate 30b and the vertical plate 10b of the upper support body 10 is designed to be larger than the reserved gap t2 between the third support plate 30c and the second lower support plate 20b of the lower support body 20. This dimensional difference constitutes a key link in the graded collapse triggering mechanism. The role of this gap difference will be described in detail below through the crushing process of this fender.

[0032] At the moment of collision between the vehicle and the pedestrian, the pedestrian's head impacts the fender, and the impact force is transmitted through the fender to the upper support body 10, which is rigidly connected to it. The upper support body 10 achieves crushing fracture and deformation energy absorption through the following three stages.

[0033] In the first stage, the impact force is converted into a shear force acting on the riveted structure 40. When this force reaches the design threshold, the riveted structure 40 undergoes shear fracture, and the main rigid connection between the upper support body 10 and the lower support body 20 is released. This prevents the impact force from being transmitted directly to the vehicle frame too early and too large, providing independent deformation space and time for subsequent energy absorption.

[0034] In the second stage, after the riveted structure 40 breaks, the upper support body 10 begins to move relative to the fixed lower support body 20 under the action of inertial force. Because the gap between the second support plate 30b of the buffer support 30 and the upper support body 10 is large, while the gap between the third support plate 30c of the buffer support 30 and the lower support body 20 is small, the movement first eliminates the gap at the third support plate 30c, allowing the lower connection point of the buffer support 30 to quickly enter the load-bearing state. Subsequently, the upper support body 10 pulls the upper connection point of the buffer support 30 (the end of the second support plate 30b), and the buffer support 30, as a whole, begins to bear the combined axial compression and bending loads. Its special multi-bend thin-walled structure undergoes orderly and progressive buckling deformation (i.e., crushing) along the preset bending areas. During this process, the collision energy is continuously and stably absorbed through the plastic deformation of the metal material.

[0035] Third stage: As the buffer support 30 is crushed and deformed, the upper support body 10 itself may also bend and deform, further dissipating energy.

[0036] Through the above-mentioned multi-level and orderly force transmission and energy absorption, it effectively responds to pedestrian collision conditions, significantly reduces the peak impact acceleration transmitted to the pedestrian's head, and achieves the purpose of protecting the pedestrian's head.

[0037] This invention also provides a specific embodiment of a vehicle equipped with the aforementioned fender bracket 100. This vehicle, due to the inclusion of the collapsible fender bracket 100, balances structural strength under daily loads with pedestrian safety performance during collisions. Simultaneously, the fender utilizes a two-stage energy absorption mechanism—a sequentially triggered fracture at the riveting point and a crushing effect from the buffer bracket 30—to achieve orderly and controllable absorption of collision energy. The collapse process is predictable and repeatable. The entire system, by reducing the peak collision load and extending the duration of impact, directly reduces biomechanical indicators of pedestrian head injury (such as the HIC value), significantly improving the vehicle's pedestrian protection performance.

[0038] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A fender bracket, connecting the fender and the upper longitudinal beam, characterized in that, include: The system comprises an upper support body, a lower support body, and a buffer support; wherein the upper side of the upper support body is fixedly connected to the fender; the lower side of the lower support body is fixedly connected to the upper longitudinal beam, and the lower side of the upper support body is connected to the upper side of the lower support body by a riveting structure; the upper end of the buffer support is connected to the upper support body, and the lower end of the buffer support is connected to the lower support body, and the buffer support, the upper support body, and the lower support body form a crushing buffer cavity.

2. A fender bracket according to claim 1, characterized in that, The buffer support has at least two bending areas to form a crushing buffer cavity that communicates with the upper support body and the lower support body.

3. A fender bracket according to claim 1, characterized in that, The upper support body is an L-shaped support, with the horizontally extending plate of the L-shaped support connected to the fender, and the vertically extending plate of the L-shaped support connected to the lower support body.

4. A fender bracket according to claim 3, characterized in that, The lower support body is a Z-shaped support, which includes a first lower support plate on the upper side, a second lower support plate on the lower side, and a bending transition plate located between the two and bending transition; wherein the first lower support plate and the second lower support plate extend in the vertical direction respectively.

5. A fender bracket according to claim 4, characterized in that, The buffer bracket includes a first support plate located in the central region and extending horizontally, a second support plate located above the first support plate, and a third support plate located below the first support plate. The upper side of the second support plate is bent toward the upper support body and connected thereto by fastening screws; the lower side of the third support plate is bent toward the lower support body and connected thereto by fastening screws.

6. A fender bracket according to claim 5, characterized in that, The area where the first support plate of the buffer bracket and the bending transition plate of the lower support body are located are on approximately the same horizontal plane.

7. A fender bracket according to claim 5, characterized in that, The gap between the second support plate of the buffer bracket and the upper support body is greater than the gap between the third support plate of the buffer bracket and the second lower support plate of the lower support body.

8. A fender bracket according to claim 5, characterized in that, The first support plate, the second support plate, and the third support plate are integrally formed.

9. A fender bracket according to claim 1, characterized in that, The riveting structure is made of zinc alloy, aluminum alloy or composite material.

10. A vehicle, characterized in that, It includes a front longitudinal beam, a fender, and a fender bracket as described in any one of claims 1-9.

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