Supporting unit for fender and vehicle body assembly with supporting unit

Abstract

The invention relates to the field of vehicle bodies, in particular to a supporting unit for a fender and a vehicle body assembly with the supporting unit, and the supporting unit comprises a first-stage supporting unit and a second-stage supporting unit; the first-stage supporting unit comprises a supporting bracket; the secondary supporting unit comprises at least one energy absorption block arranged on the supporting bracket; the supporting bracket provides basic supporting force, the flexible energy absorption block absorbs impact energy, and the supporting bracket and the flexible energy absorption block have a synergistic effect, so that the sinking resistance of the fender is remarkably improved; large-area pressing deformation (under the action of a support) can be resisted, and point-shaped impact such as stone impact (under the action of an energy absorption block) can be buffered; the elastic buffering of the energy-absorbing block reduces the direct action of external force on the paint surface of the fender, and the cracking risk of the paint surface is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle bodies, specifically to a fender support unit and a vehicle body assembly having the support unit. Background Technology

[0002] As an important component of the car body panel, the fender is located above the wheels and primarily serves to protect the car body, reduce air resistance, and enhance the car's appearance. Currently, most car fenders on the market are made by stamping thin steel sheets or aluminum alloy sheets. While this meets the requirements of lightweight design, it suffers from poor dent resistance.

[0003] Therefore, in order to improve or solve the above-mentioned technical problems, an auxiliary device is needed to increase the dent resistance of the fender. Summary of the Invention

[0004] The purpose of this invention is to provide a fender support unit that can increase the dent resistance of the fender.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A support unit for a fender includes a primary support unit and a secondary support unit;

[0007] The primary support unit includes a support bracket;

[0008] The secondary support unit includes at least one energy-absorbing block mounted on the support bracket.

[0009] The support bracket includes a bracket body, the bracket body includes a bracket end plate, and the bracket end plate is provided with lateral support plates on opposite sides; each lateral support plate is provided with an overlapping connecting plate at the end away from the bracket end plate; the vertical cross-section of the support bracket is Z-shaped.

[0010] The lap joint plate includes a central joint plate; a lateral joint plate is provided at each of the opposite ends of the central joint plate; the central joint plate and the lateral joint plates are staggered; the lateral joint plates and the bridging joint plate are connected to the central joint plate; the lateral joint plates and the bridging joint plate form an assembly sink.

[0011] The energy-absorbing block includes an energy-absorbing block body, which is provided with a transverse flow channel and a longitudinal flow channel; the transverse flow channel and the longitudinal flow channel are arranged to intersect.

[0012] A connecting hole is provided at the connection between the transverse flow channel and the longitudinal flow channel.

[0013] The support bracket is arranged along the X direction of the vehicle; the secondary support unit includes multiple energy-absorbing blocks, and the thickness of the energy-absorbing block in the middle of the support bracket is greater than the thickness of the energy-absorbing blocks at both ends of the support bracket.

[0014] A vehicle body assembly includes an A-pillar vertical plate and a fender, wherein the A-pillar vertical plate is connected to the fender via a fender support unit; and the fender support unit is connected to the A-pillar vertical plate via a fixing unit.

[0015] The fixing unit includes a screw connection mechanism mounted on the support bracket; the screw connection mechanism is located at the end of the bracket body near the front of the vehicle; the screw connection mechanism includes a waist-shaped hole mounted on the bracket body and a fixing hole mounted on the A-pillar vertical plate; the end of the support bracket away from the screw connection mechanism is connected to the A-pillar vertical plate by welding.

[0016] The A-pillar vertical plate includes a vertical plate body, and the vertical plate body is provided with a reinforcing rib; the fender is fitted onto the reinforcing rib with an assembly groove in the support unit.

[0017] When installing the body assembly, the support unit must first be connected to the A-pillar vertical plate;

[0018] The support unit is connected to the vertical plate of the A-pillar through the fixing unit. The support bracket is first connected to the vertical plate of the A-pillar through the screw mechanism. Then the position of the support bracket is adjusted. After the position of the support bracket is adjusted, the support bracket is welded to the vertical plate of the A-pillar.

[0019] After the support unit is installed;

[0020] Next, assemble the fenders; the fenders must fit snugly against the support unit.

[0021] The advantages of this invention are:

[0022] The rigid support bracket provides basic support force, while the flexible energy-absorbing block absorbs impact energy. The two work together to significantly improve the fender's resistance to dents. It can resist large-area pressure deformation (bracket function) and buffer point impacts such as stone impacts (energy-absorbing block function). The elastic buffer of the energy-absorbing block reduces the direct impact of external forces on the fender paint surface and reduces the risk of paint cracking.

[0023] The vertical cross-section of the support bracket is shaped like a "Z", which gives it excellent bending section modulus and provides higher bending and torsional stiffness with the same amount of material.

[0024] The mounting groove works in conjunction with the reinforcing rib on the A-pillar vertical plate to provide guidance and positioning during installation, reducing assembly difficulty; the mounting groove is fitted onto the reinforcing rib to form a "groove-rib" interlocking structure, increasing the torsional resistance of the support unit.

[0025] In this invention, the energy-absorbing block is provided with transverse flow channels and longitudinal flow channels, and a connecting hole is provided at the intersection; the transverse flow channels and longitudinal flow channels form a three-dimensional drainage network to avoid rainwater accumulation and prevent the inner side of the fender from rusting; air can circulate in the flow channels to accelerate moisture evaporation and delay the aging of the energy-absorbing block.

[0026] In addition, the through holes serve to effectively avoid obstacles and reduce weight. They also facilitate the application of adhesive to the energy-absorbing block, and the through holes effectively prevent adhesive overflow.

[0027] In addition, the lateral and longitudinal flow channels in this invention can guide the airflow inside the fender, reduce turbulence, and make a positive contribution to the aerodynamic performance of the whole vehicle.

[0028] The thickness of the energy-absorbing block in the middle of the support bracket is greater than that of the energy-absorbing blocks at both ends; the middle of the fender is usually the area with the greatest stress and the most prone to dents, and the thickened energy-absorbing block provides stronger buffer support; at the same time, it can better adapt to the curvature of the inner wall of the fender, thus ensuring the fit between the energy-absorbing block and the fender.

[0029] This invention employs a two-step installation method: first, fine-tuning via bolting, followed by welding for fixation. Firstly, the elongated shape of the slotted hole allows for fine-tuning in the X-axis, compensating for vehicle body manufacturing tolerances and fender assembly deviations. Through actual matching and adjustment, an ideal fit between the support unit and the inner wall of the fender is ensured, avoiding stress concentration caused by "hard-on-hard" installation. During the bolting pre-tightening stage, repeated adjustments can be made to find the optimal position before welding and solidification, reducing rework rates. Attached Figure Description

[0030] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0031] Figure 1 This is a schematic diagram of the support unit in this invention.

[0032] Figure 2 for Figure 1 A magnified view of a portion of region A.

[0033] Figure 3 This is a structural diagram of the supporting unit connected to the fixed unit in this invention.

[0034] Figure 4 This is a schematic diagram of the energy-absorbing block in this invention.

[0035] Figure 5 This is a schematic diagram of the structure of the fender connected to the vertical plate of the A-pillar via a support unit in this invention.

[0036] Figure 6 This is a magnified view of a portion of the structure when the support unit is connected to the vertical plate of column A in this invention.

[0037] The markings in the above figures are all:

[0038] 1-1. Fender, 1-2. Support unit, 1-3. A-pillar vertical plate. Detailed Implementation

[0039] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and the description of the preferred embodiments.

[0040] A fender support unit 1-3 includes a primary support unit and a secondary support unit 3; the primary support unit includes a support bracket 1; the secondary support unit 3 includes at least one energy-absorbing block 31 disposed on the support bracket 1; the present invention discloses a rigid-flexible composite hierarchical support system, wherein the primary support unit (support bracket 1) of the present invention mainly undertakes the rigid support function; while the secondary support unit 3 (energy-absorbing block 31) undertakes the flexible buffer function.

[0041] The primary support unit and the secondary support unit 3 of this invention can form a complementary and collaborative whole: the secondary support unit 3 (energy-absorbing block 31) is set on the primary support unit (support bracket 1) and located between the support bracket 1 and the fender 1-1; the force transmission path is: external force → fender 1-1 → secondary support unit 3 (energy-absorbing buffer) → primary support unit (rigid support) → vehicle body; the primary support provides basic stiffness to resist deformation; the secondary support provides the buffering capacity to absorb impact and the ability to regulate pressure evenly.

[0042] This invention employs a rigid-flexible composite support system, resulting in a significant leap in the dent resistance of the fender 1-1. It can withstand large-area pressure: when the fender 1-1 is subjected to external force, the pressure is transmitted to the support bracket 1 through the energy-absorbing block 31. The high rigidity of the support bracket 1 effectively resists bending deformation, preventing permanent dents in the fender 1-1.

[0043] When a flying stone impacts the fender 1-1, the energy-absorbing block 31 absorbs the impact energy through its own compression deformation, dispersing the concentrated load into a surface load and transferring it to the support bracket 1, thus preventing local dents or paint cracks in the fender 1-1.

[0044] The rigid support and flexible buffer create a synergistic effect of "1+1>2". Without the energy-absorbing block 31, the rigid support may cause stress concentration on the fender 1-1; without the support, the energy-absorbing block 31 cannot provide sufficient anti-dip stiffness.

[0045] The energy-absorbing block 31 in this invention improves the contact stress distribution between the fender 1-1 and the supporting structure, preventing local overload. Due to manufacturing tolerances and assembly deviations, it is difficult to achieve perfect surface contact between the support bracket 1 and the inner side of the fender 1-1. The elastic deformation of the energy-absorbing block 31 can adaptively fill the gap, increasing the contact area and reducing the contact stress, thus preventing deformation or damage caused by excessive local stress in the fender 1-1.

[0046] The energy-absorbing block 31, acting as a vibration isolation layer, is located between the fender 1-1 and the rigid support. During vehicle operation, the vibration of the fender 1-1 must first pass through the damping loss of the energy-absorbing block 31 before being transmitted to the vehicle body, and vice versa. Foamed materials such as EPP have excellent damping characteristics, which can effectively absorb high-frequency vibration energy, reduce the vibration radiation noise of the fender 1-1, and improve the acoustic comfort inside the vehicle.

[0047] In the automobile manufacturing process, there are unavoidable tolerances in the installation position of the A-pillar vertical plate 1-2 and the forming shape of the fender 1-1. The compressibility of the energy-absorbing block 31 provides compensation space. Even if there are small gaps or interferences between the support bracket 1 and the fender 1-1, the energy-absorbing block 31 can achieve a good fit through compression or rebound.

[0048] The support bracket 1 adopts a Z-shaped, uniform cross-section optimized design to achieve maximum rigidity with minimal material. The energy-absorbing block 31 is made of lightweight foam materials such as EPP.

[0049] As a non-metallic component, the energy-absorbing block 31 is easy to integrate additional functional features through molding.

[0050] Furthermore, in this invention, the support bracket 1 includes a bracket body, which includes a bracket end plate 11. Lateral support plates 12 are provided on opposite sides of the bracket end plate. Each lateral support plate 12 has an overlapping connecting plate 13 at its end away from the bracket end plate 11. The vertical cross-section of the support bracket 1 is U-shaped. The vertical cross-section of the support bracket 1 in this invention is U-shaped, and this geometric shape consists of three functional parts: the bracket end plate 11 serves as the top horizontal plate of the U-shape, constituting the main bearing surface of the bracket; the lateral support plates 12 are provided on opposite sides of the bracket end plate 11, forming a web structure; and the overlapping connecting plate 13 is provided at the end of the lateral support plate 12 away from the bracket end plate 11, serving as a base plate connecting to the A-column vertical plate 1-2. The U-shaped cross-section is essentially a high-rigidity, lightweight structure with optimized morphology, achieving maximum structural rigidity with minimal material usage.

[0051] The support end plate 11 and the side support plate 12 are connected by integral molding or welding to form a vertically or obliquely intersecting L-shaped connection structure; the side support plate 12 and the overlapping connecting plate 13 are also connected by integral molding or welding to form a vertically intersecting L-shaped connection structure. The three are integrally stamped or welded to form a rigid whole, ensuring continuous and uninterrupted force transmission.

[0052] The outer side of the bracket end plate 11 is bonded to the energy-absorbing block 31 with structural adhesive to fix the secondary support unit 3; the overlapping connecting plate 13 is fixedly connected to the A-pillar vertical plate 1-2 by both screwing and welding to realize the installation of the bracket on the vehicle body; the fender 1-1 is bonded to the energy-absorbing block 31 with self-adhesive to indirectly obtain the support of the support bracket 1.

[0053] From the perspective of force transmission path, when the fender 1-1 is pressed or impacted, the external force first acts on the energy-absorbing block 31 for buffering and energy absorption, and then is transmitted to the support end plate 11 for bearing, and then the force is transmitted to the overlapping connecting plate 13 through the side support plate 12, and finally distributed by the overlapping connecting plate 13 to the A-pillar vertical plate 1-2 and the body structure.

[0054] The zigzag structure exhibits excellent process adaptability. This structure is a developable curved surface, which can be formed in one step through a simple sheet metal stamping process, resulting in low manufacturing costs, eliminating the need for complex molds and multiple forming processes, and maximizing material utilization. The overlapping connecting plate 13 resembles a flat plate structure, allowing for various welding methods such as resistance spot welding and CO2 shielded welding. The smooth welding surface ensures welding quality and consistency, and the good weld accessibility facilitates automated welding.

[0055] In terms of spatial adaptation, the Z-shaped structure makes full use of the narrow space between the fender 1-1 and the A-pillar vertical plate 1-2. Through its contour-following design, this structure can perfectly adapt to this irregular space.

[0056] Furthermore, in this invention, the overlapping connecting plate 13 includes a central connecting plate 131; a lateral connecting plate 132 is provided at each of the opposite ends of the central connecting plate 131; the central connecting plate 131 and the lateral connecting plates 132 are staggered; the lateral connecting plates 132 and the bridging connecting plate 133 are connected to the central connecting plate 131; the lateral connecting plates 132 and the bridging connecting plate 133 form an assembly groove; the overlapping connecting plate 13 of this invention is not a simple flat plate structure, but a connecting component with complex geometric features. Specifically, the overlapping connecting plate 13 includes a central connecting plate 131, which serves as the base of the overlapping connecting plate 13. At opposite ends of the central connecting plate 131, two lateral connecting plates 132 are respectively provided, staggered from the central connecting plate 131. A bridging connecting plate 133 is also provided, connecting to the central connecting plate 131. The lateral connecting plates 132 and the bridging connecting plates 133 together form an assembly recess. The staggered distribution means that the lateral connecting plates 132 are not on the same plane as the central connecting plate 131, but rather have a certain spatial offset; the recess indicates that the lateral connecting plates 132 and the bridging connecting plates 133 form a recessed receiving space. This structural design upgrades the originally simple overlapping connecting plate 13 into a complex connection structure with three-dimensional geometric features.

[0057] The central connecting plate 131 serves as the reference section. Lateral connecting plates 132 extend from both ends of the central connecting plate 131 and are offset. A bridging connecting plate 133 forms a connecting bridge between the central connecting plate 131 and the lateral connecting plates 132. Together, these three components create a connection interface with localized groove features. The mounting groove on the overlapping connecting plate 13 fits precisely onto the reinforcing rib 1-21. This connection relationship forms a "groove-rib" interlocking structure, with the inner wall of the mounting groove contacting the outer surface of the reinforcing rib 1-21. The lateral connecting plate 132 near the door or parking space forms a welding area 5 where it meets the A-pillar vertical plate 1-2.

[0058] The fitting of the assembly groove and the reinforcing ribs 1-21 provides auxiliary positioning. Together, they constitute a dual positioning system consisting of primary positioning and auxiliary positioning.

[0059] In terms of assembly positioning, the assembly slot offers significant advantages. This slot engages with the reinforcing ribs 1-21 on the A-pillar vertical plate 1-2, acting as a guide during installation and directing the support bracket 1 into the correct position. This slotted rib structure acts as a pre-positioning mechanism, greatly reducing assembly difficulty and the skill requirements of operators, while improving assembly efficiency and consistency. Simultaneously, the engagement restricts the movement and rotational freedom of the support bracket 1 relative to the A-pillar vertical plate 1-2, maintaining the bracket's positional stability during bolt tightening and welding, thus ensuring final installation accuracy.

[0060] In this invention, the energy-absorbing block 31 includes an energy-absorbing block body 311, on which a transverse flow channel 312 and a longitudinal flow channel 313 are provided; the transverse flow channel 312 and the longitudinal flow channel 313 are arranged intersectingly; the energy-absorbing block body 311 of this invention serves as the basic entity of the energy-absorbing block 31; the transverse flow channel 312 and the longitudinal flow channel 313 are provided on the energy-absorbing block body 311, and the transverse flow channel 312 and the longitudinal flow channel 313 are arranged intersectingly, forming a grid-like groove system on the surface of the energy-absorbing block body 311; the combined use of the transverse flow channel 312 and the longitudinal flow channel 313 of this invention can reduce the strength of the energy-absorbing block 31 near the fender 1-1; facilitating the deformation of the fender 1-1 to absorb energy.

[0061] In this invention, the transverse flow channel 312 and the longitudinal flow channel 313 are not isolated, but rather intersect in space to form a connected network structure. This structural design upgrades the originally simple solid energy-absorbing block 31 into a structured energy-absorbing element with surface functional features. The transverse flow channel 312 extends along the width direction of the energy-absorbing block 311, and the longitudinal flow channel 313 extends along the length direction of the energy-absorbing block 311. The two are interconnected at their intersection points, forming a surface topology structure similar to a "well" shape or a grid. The cross-sectional shape of the flow channel can be rectangular, trapezoidal, or semi-circular, and can be selected according to the molding process and functional requirements.

[0062] The transverse flow channel 312 and the longitudinal flow channel 313 intersect at a cross-shaped connection, allowing the flow channels in both directions to be interconnected. This interconnection is crucial because it connects the originally independent channels into a unified network system, allowing air or liquid to flow freely throughout the entire network without being obstructed at any intersection. The flow channels are interconnected through these intersections, forming a three-dimensional grid channel.

[0063] The transverse flow channel 312 and the longitudinal flow channel 313 form a gap channel between the energy-absorbing block 31 and the fender 1-1. When the energy-absorbing block 31 is attached to the inner side of the fender 1-1, the flow channel does not contact the fender 1-1, but leaves a cavity between the two. These cavities are interconnected, forming a concealed channel system between the energy-absorbing block 31 and the fender 1-1.

[0064] During vehicle use, rainwater may seep into the interior through the gaps in the fender 1-1, and water may also enter the inner space of the fender 1-1 during car washing. Without a drainage channel design, the seeping water will accumulate at the contact surface between the energy-absorbing block 31 and the fender 1-1, causing long-term stagnation and corrosion of the inner side of the fender 1-1, while also accelerating the aging and degradation of the energy-absorbing block 31 material. This invention solves this problem by setting transverse and longitudinal drainage channels 313 on the surface of the energy-absorbing block 31, which are interconnected at their intersections, forming a complete drainage network. The seeping water can flow quickly along the channels and be discharged from the edge of the energy-absorbing block 31, preventing long-term accumulation at the contact surface.

[0065] In terms of ventilation and drying, the flow channel structure also plays a crucial role. Even without significant moisture infiltration, condensation can occur in the inner space of the fender 1-1 due to temperature changes. The flow channel system allows air to circulate between the energy-absorbing block 31 and the fender 1-1, carrying away moisture and keeping the contact surface dry. Especially during vehicle operation, the airflow forms a micro-circulation through the flow channel, accelerating moisture evaporation and preventing the energy-absorbing block 31 from becoming moldy or aging due to prolonged exposure to a humid environment. This ventilation and drainage function work together to maintain a dry and clean environment on the inner side of the fender 1-1.

[0066] When a vehicle is traveling at high speed, the airflow near the fender 1-1 is complex and variable, and the airflow state inside the fender 1-1 also affects the overall aerodynamic performance of the vehicle. The flow channel system on the energy-absorbing block 31 can guide the orderly flow of air inside the fender 1-1, reducing the generation of turbulence and eddies, thereby reducing air resistance. Although the flow channel of a single energy-absorbing block 31 has a limited impact on the overall vehicle drag, the cumulative effect of the flow channels of multiple energy-absorbing blocks 31 and the synergistic effect with other aerodynamic measures can still make a positive contribution to fuel economy.

[0067] Furthermore, in this invention, a connecting hole 314 is provided at the connection between the transverse flow channel 312 and the longitudinal flow channel 313; when the energy-absorbing block 31 is bonded to the support bracket 1 with structural adhesive, the connecting hole 314 can facilitate the overflow of adhesive; in addition, in this invention, both sides of the energy-absorbing block 311 can be provided with transverse flow channels 312 and longitudinal flow channels 313; the connecting hole 314 can realize the connection between the two sides of the energy-absorbing block 311, which facilitates the actual drainage and ventilation function.

[0068] In this invention, the support bracket 1 is arranged along the X-direction of the vehicle; the secondary support unit 3 includes multiple energy-absorbing blocks 31, with the thickness of the energy-absorbing block 31 located in the middle of the support bracket 1 being greater than the thickness of the energy-absorbing blocks 31 located at both ends of the support bracket 1; the X-direction generally refers to the longitudinal direction of the vehicle, i.e., the longitudinal axis from the front to the rear of the vehicle. The support bracket 1 is arranged along the X-direction, meaning that the length direction of the bracket is parallel to the driving direction of the vehicle, and the support bracket 1 is horizontally positioned; in addition, in this invention, a channel structure is formed in the middle of the support bracket 1 to avoid excessively increasing wind resistance due to the placement of the support bracket 1.

[0069] The secondary support unit 3 of this invention includes multiple energy-absorbing blocks 31, which are disposed at different positions on the support bracket 1. The thickness of each energy-absorbing block 31 is not uniform; the energy-absorbing blocks 31 in the middle of the support bracket 1 are thicker, while those at both ends of the support bracket 1 are thinner. The multiple energy-absorbing blocks 31 are arranged along the X-direction of the support bracket 1, forming a thickness profile that is raised in the middle and flat at both ends. This thickness distribution is adapted to the spatial curvature of the inner side of the fender 1-1 and also matches the stress requirements of different areas of the fender 1-1.

[0070] The support bracket 1 is connected to the A-pillar vertical plate 1-2 via the mounting features on the overlapping connecting plate 13. The screw connection mechanism 2 is arranged at the end of the bracket body near the front of the vehicle and welded to the end of the bracket away from the screw connection mechanism 2. This arrangement of connection points is also distributed along the X direction, forming fixation in both the front and rear areas.

[0071] The other side of the energy-absorbing block 31 is bonded to the inner wall of the fender 1-1 via adhesive. Due to the different thicknesses of the energy-absorbing blocks 31, the contact point between the thicker middle energy-absorbing block 31 and the inner wall of the fender 1-1 is relatively closer, while the contact point between the thinner ends of the energy-absorbing blocks 31 is shallower. This differential thickness allows the energy-absorbing blocks 31 to adapt to the curved surface changes of the inner side of the fender 1-1, ensuring good contact between each energy-absorbing block 31 and the fender 1-1 even if the inner wall of the fender 1-1 is not completely flat. The fender 1-1 typically has a complex spatial curved surface shape, with its central region often exhibiting a greater outward convexity and a larger gap with the support bracket 1; while the two end regions are relatively flat or inward-curving, with smaller gaps with the support bracket 1. The variable thickness design of the energy-absorbing block 31 corresponds precisely to this gap change: a thicker energy-absorbing block 31 is used where the gap is large in the middle, and a thinner energy-absorbing block 31 is used where the gaps are small at both ends, so that each energy-absorbing block 31 can maintain appropriate contact pressure with the fender 1-1 after installation.

[0072] A vehicle body assembly includes an A-pillar vertical plate 1-2 and a fender 1-1. The A-pillar vertical plate 1-2 is connected to the fender 1-1 via a support unit 1-3. The fender 1-1 is connected to the A-pillar vertical plate 1-2 via a fixing unit using the support unit 1-3. The fixing unit includes a screwing mechanism 2 mounted on a support bracket 1. The screwing mechanism 2 is located at the end of the bracket body near the front of the vehicle. The screwing mechanism 2 includes a waist-shaped hole 201 on the bracket body and a fixing hole on the A-pillar vertical plate 1-2. The end of the support bracket 1 away from the screwing mechanism 2 is connected to the A-pillar vertical plate 1-2 by welding. The A-pillar vertical plate 1-2 includes a vertical plate body with reinforcing ribs 1-21. The fender 1-1 is fitted onto the reinforcing ribs 1-21 via an assembly groove in the support unit 1-3. The vehicle body assembly disclosed in this invention is a three-level assembly system. The first level is the basic body structure, including the A-pillar vertical plate 1-2; the second level is the intermediate connection structure, namely the fender 1-1 with support unit 1-3; the third level is the body panel structure, namely the fender 1-1.

[0073] The A-pillar vertical plate 1-2, as an important component of the vehicle body side panel, serves as the mounting base for the support unit 1-3. The fender 1-1 uses the support unit 1-3 as an intermediate force-transmitting component, connecting the vehicle body to the body panel. The fender 1-1, as an outer body panel, constitutes the exterior surface of the vehicle side. There are two levels of connection in the vehicle body assembly. The first level is the connection between the support unit 1-3 and the A-pillar vertical plate 1-2, achieved through a fixing unit. The second level is the connection between the support unit 1-3 and the fender 1-1, achieved through the bonding of the energy-absorbing block 31 to the fender 1-1.

[0074] The fixing unit serves as the connection medium between the support unit 1-3 and the A-pillar vertical plate 1-2. The screw-on mechanism 2 is located at the end of the support bracket 1 near the front of the vehicle, including a waist-shaped hole 201 on the support bracket 1 and a fixing hole on the A-pillar vertical plate 1-2. The end of the support bracket 1 away from the screw-on mechanism 2 is connected to the A-pillar vertical plate 1-2 by welding. This combined fixing unit achieves a balance between adjustability and reliability. This arrangement is also necessary because the front bulkhead is connected to the inner side of the A-pillar vertical plate 1-2, and the rear end of the A-pillar vertical plate 1-2 is inside the vehicle; if bolted connections were used, the overall vehicle sealing would be affected.

[0075] In this invention, the support unit 1-3 and the A-pillar upright plate 1-2 are double-connected via a fixing unit. At the end of the support bracket 1 closest to the front of the vehicle, an adjusting bolt passes through the oblong hole 201 on the support bracket 1 and is screwed into the fixing hole or projection weld nut on the A-pillar upright plate 1-2, forming an adjustable connection. At the end of the support bracket 1 furthest from the front of the vehicle, the support bracket 1 is directly welded to the A-pillar upright plate 1-2 via CO2 shielded welding, forming a permanent fixed connection. This connection layout, with one end screwed and the other welded, allows the support unit 1-3 to form two fixing points on the A-pillar upright plate 1-2, creating a stable support system.

[0076] The mounting groove on the support bracket 1 is fitted onto the reinforcing rib 1-21 of the vertical plate 1-2 of the A-pillar, forming an auxiliary connection. Although this groove-rib fitting structure is not the main load-bearing connection, it provides additional positioning and constraint, enhancing the reliability and stability of the connection.

[0077] When the fender 1-1 is subjected to external force, the load first acts on the fender 1-1 body, and then is transferred to the energy-absorbing block 31 through the adhesive. The energy-absorbing block 31 absorbs part of the energy through compression deformation and then transfers the remaining load to the support end plate 11 of the support bracket 1. The support bracket 1 transfers the load to the overlapping connecting plate 13 through the lateral support plate 12. The overlapping connecting plate 13 transfers the load to the A-pillar vertical plate 1-2 through bolt and welding connections, and finally the load is distributed to the vehicle body structure by the A-pillar vertical plate 1-2. This path is clearly hierarchical and directional, with each level undertaking a corresponding function.

[0078] Furthermore, during the installation of the vehicle body assembly in this invention, the support unit 1-3 is required to be connected to the A-pillar vertical plate 1-2 first; the support unit 1-3 is connected to the A-pillar vertical plate 1-2 through a fixing unit, and the support bracket 1 is first connected to the A-pillar vertical plate 1-2 through a screw mechanism 2. Then, the position of the support bracket 1 is adjusted. After the position of the support bracket 1 is adjusted, the support bracket 1 is welded to the A-pillar vertical plate 1-2. After the support unit 1-3 is installed, the fender 1-1 is then assembled. The fender 1-1 is required to fit snugly with the support unit 1-3. The vehicle body assembly installation process described in this invention is mainly divided into three stages.

[0079] The first stage is the pre-assembly stage of support unit 1-3. In this stage, support unit 1-3 establishes a preliminary connection with the A-pillar vertical plate 1-2 through the fixing unit. Specifically, the screw mechanism 2 on the support bracket 1 is screwed into the fixing hole on the A-pillar vertical plate 1-2. At this time, the support bracket 1 is only connected to the A-pillar vertical plate 1-2 through the screw connection point, the welded end is not yet fixed, and support unit 1-3 is in an adjustable state.

[0080] The second stage is the position adjustment and final fixing stage. Building upon the first stage, the operator uses the adjustment space provided by the slotted hole 201 to move the support bracket 1 along the design direction until it ideally aligns with the fender 1-1. After confirming the position, the end of the support bracket 1 furthest from the bolted mechanism 2 is permanently fixed to the A-pillar upright plate 1-2 by welding. At this point, the connection between the support unit 1-3 and the A-pillar upright plate 1-2 is complete, and the support unit 1-3 enters a fixed, non-adjustable state.

[0081] The third stage is the fender 1-1 assembly stage. With the support unit 1-3 fully fixed, the fender 1-1 is installed onto the vehicle body, so that the inner side of the fender 1-1 is in contact with the energy-absorbing block 31 on the support unit 1-3, and is fixed with adhesive. At this time, the fender 1-1 and the support unit 1-3 form an elastic connection, and the entire vehicle body assembly is completed.

[0082] In the position adjustment stage, the oblong hole 201 on the support bracket 1 plays a crucial role. The length of the oblong hole 201 is greater than the bolt diameter, allowing the bolt to move along its length within the hole. When the bolt is pre-tightened to a certain extent but not fully locked, the support bracket 1 can move within a limited range, guided by the oblong hole 201, using the bolt as a fulcrum. The operator pushes or taps the support bracket 1 to reach the target position, then fully tightens the bolt and applies welding for fixation.

[0083] After the first stage is completed, a temporary connection is established between the support unit 1-3 and the A-pillar vertical plate 1-2. The screwed end forms an adjustable hinge point. The bolt passes through the oblong hole 201 and connects to the fixing hole of the A-pillar vertical plate 1-2, but the bolt is not fully tightened, and the support bracket 1 can move within the range of the oblong hole 201. The welded end is not yet connected at this time, and this end of the support bracket 1 is in a free state. The assembly groove and the reinforcing rib 1-21 can also form a preliminary fit.

[0084] Phase Two: Connection Status During Adjustment; During the position adjustment process, the connection between support unit 1-3 and A-pillar vertical plate 1-2 is dynamically changing. When the operator applies external force to move support bracket 1, the posture of support bracket 1 adjusts accordingly. When support bracket 1 reaches the target position, the operator tightens the bolts at the threaded end, making that point a fixed hinge fulcrum. At this time, support unit 1-3 is fixed at the threaded end, but the welded end is still in a free state.

[0085] Second stage: Connection status after welding is completed;

[0086] After welding, the connection between support unit 1-3 and A-pillar vertical plate 1-2 reaches its final stable state. The screwed end forms a detachable fixed connection, the welded end forms a non-detachable permanent connection, and the mounting groove and reinforcing rib 1-21 form a tight fit. The three connection points work together to completely constrain support unit 1-3 to A-pillar vertical plate 1-2, restricting all degrees of freedom, and support unit 1-3 becomes a fixed component of the vehicle body.

[0087] Connection status of fender 1-1 after assembly:

[0088] After the fender 1-1 is assembled, an elastic connection is established between the support unit 1-3 and the fender 1-1. One side of the energy-absorbing block 31 is fixedly connected to the support bracket 1 with structural adhesive, and the other side is bonded to the inside of the fender 1-1 with adhesive. This connection has a certain degree of elasticity, allowing the fender 1-1 to undergo slight displacement when under stress, while also transferring the load to the support unit 1-3. At this point, a complete connection chain is formed: the fender 1-1 is connected to the support unit 1-3 through the energy-absorbing block 31, the support unit 1-3 is connected to the A-pillar vertical plate 1-2 through the fixing unit, and the A-pillar vertical plate 1-2 is connected to the vehicle body.

[0089] Installing support unit 1-3 before installing fender 1-1 provides ample operating space for its installation. At this stage, fender 1-1 is not yet installed, and there are no obstructions around the A-pillar vertical plate 1-2, allowing operators easy access to bolt and weld points. This enables tightening bolts with a wrench and welding with a welding torch. If the order were reversed, with fender 1-1 installed before the support, the installation space for support unit 1-3 would be severely restricted by fender 1-1, making it difficult to access tools and extremely challenging to operate.

[0090] To avoid damage, the support unit 1-3 was installed before the fender 1-1, preventing accidental damage to the fender 1-1's paint finish from tools. The installation of the support unit 1-3 involves bolt tightening and welding, both of which carry potential risks, such as scratching or burning surrounding components. Performing these operations before the fender 1-1 is installed completely eliminates the risk of damage to it. As an exterior covering, the fender 1-1 requires extremely high paint quality, making damage prevention crucial.

[0091] In terms of controllable fit, the support unit 1-3 is installed first, followed by the fender 1-1, making the fit of the fender 1-1 more controllable. Once the support unit 1-3 is installed and fixed, its position and orientation are determined; the fender 1-1 simply needs to align with this fixed support unit 1-3. The operator can focus on the contact state between the fender 1-1 and the support unit 1-3, ensuring even fit and reliable adhesion. If the order were reversed, multiple connection points, such as between the fender 1-1 and the support unit 1-3, and between the support unit 1-3 and the A-pillar vertical plate 1-2, would need to be aligned simultaneously, significantly increasing the difficulty.

[0092] The sequence of bolting before welding fully utilizes the adjustability of the slotted hole 201. Both body manufacturing and support bracket 1 manufacturing have unavoidable tolerances. If directly welded, the accumulation of these tolerances could cause the support bracket 1 to deviate from the design target, failing to achieve an ideal fit with the fender 1-1. By adjusting with bolting first, operators can fine-tune the position of the support bracket 1 on-site according to the actual assembly situation, compensating for the cumulative effects of various tolerances, ensuring the support bracket 1 reaches the optimal position before welding. This on-site adjustment capability is impossible with direct welding; the slotted hole 201 provides a visual adjustment reference. Operators can directly observe the relative position of the bolts in the slotted hole 201, determining the current adjustment margin and direction, making the adjustment process more intuitive and controllable. If the adjustment range is insufficient, it can also be detected and addressed promptly.

[0093] In subsequent maintenance, the assembly sequence of the fender 1-1 aftermarket assembly is consistent with the disassembly sequence. When fender 1-1 needs repair or replacement, only fender 1-1 needs to be removed; the support unit 1-3 is usually left on the vehicle body and does not need to be removed. This consistency in sequence simplifies maintenance operations and avoids damage to the body connection points caused by repeated disassembly and assembly of the support unit 1-3.

[0094] Example:

[0095] The present invention discloses a support unit 1-3 for a fender 1-1 and a vehicle body assembly having the support unit 1-3 for the fender 1-1.

[0096] The support unit 1-3 disclosed in this invention has rigid support and flexible buffer functions. Without significantly increasing the weight of the vehicle body, it significantly improves the dent resistance of the fender 1-1, reduces the repair cost after the fender 1-1 is dented, and extends the service life of the fender 1-1.

[0097] The support units 1-3 disclosed in this invention mainly include a primary support unit and a secondary support unit 3. The support bracket 1 adopts a Z-shaped structure, with reinforcing ribs 6 at the corners. An elongated hole is provided on the left side for screwing to the A-pillar vertical plate, and the right side is welded to the A-pillar vertical plate, allowing for fine-tuning of the support bracket 1's installation position on the vehicle body. The buffer energy-absorbing layer mainly includes energy-absorbing blocks 31, made of expanded polypropylene (EPP) material. Multiple buffer energy-absorbing layers are provided and arranged at different positions on the support bracket 1. One side of the buffer energy-absorbing layer is bonded to the fender 1-1 body with adhesive, and the other side is bonded to the support bracket 1 with structural adhesive. This invention significantly improves the dent resistance of the fender 1-1 through the synergistic effect of the rigid support of the support bracket 1 and the flexible buffer energy-absorbing layer.

[0098] The support bracket 1 disclosed in this invention adopts a Z-shaped structure, with reinforcing ribs 6 at its corners. These reinforcing ribs 6 are distributed along the length of the main support structure to further enhance the bending and torsional strength of the support bracket 1. Two elongated holes are opened on the left side of the support bracket 1. Adjusting bolts are passed through these holes and screwed onto the A-pillar vertical plate. The right side of the support bracket 1 is welded to the A-pillar vertical plate using MIG welding. During assembly, the support bracket is first screwed onto the A-pillar vertical plate, and then welded to it. The position of the main support structure can be adjusted along the length of the elongated holes, allowing for fine-tuning of the bracket's installation position.

[0099] The adjusting bolt is made of high-strength carbon steel, and its head is provided with anti-slip texture to facilitate tightening during installation. A spring washer is provided between the adjusting bolt and the support bracket 1 to prevent the adjusting bolt from loosening due to vibration during vehicle operation.

[0100] The energy-absorbing buffer layer is made of expanded polypropylene (EPP) material and is located between the main support structure and the fender 1-1. Multiple energy-absorbing buffer layers are installed and arranged at different positions on the support bracket 1. One side of the energy-absorbing buffer layer is bonded to the fender 1-1 body using self-adhesive, and the other side is bonded to the support bracket 1 using structural adhesive. The bonding strength of both the structural adhesive and the self-adhesive is not less than the strength specified in regulations. Several transverse and longitudinal flow channels are formed on the surface of the energy-absorbing buffer layer to guide airflow during vehicle operation, reduce air resistance, and prevent rainwater from accumulating between the energy-absorbing buffer layer and the fender 1-1, which could lead to aging of the energy-absorbing buffer layer or rusting of the inner side of the fender 1-1. The support bracket 1 is a Z-shaped structure adapted to the inner wall contour of the fender 1-1, and its surface is galvanized. Reinforcing ribs 6 are provided at its corners, distributed along the length of the main support structure, to further enhance the bending and torsional strength of the support bracket 1. Two elongated holes, 15mm long and 10mm wide, are provided on the left side of the support bracket 1. The adjusting bolt first passes through the elongated holes of the bracket and is screwed to the A-pillar vertical plate. Then, the right side of the support bracket 1 is welded to the A-pillar vertical plate using M2O2 welding. This assembly method allows for adjustment of the position of the support bracket 1 along the length of the elongated holes, enabling fine-tuning of the bracket's installation position. The adjusting bolt is made of high-strength carbon steel, model M6, with anti-slip texture on the head. After passing through the elongated holes of the connecting bracket, it is screwed to the projection-welded nut on the A-pillar vertical plate. A spring washer 4, 18mm in diameter and 1.6mm thick, is provided between the adjusting bolt and the support bracket 1 to prevent the adjusting bolt from loosening due to vibration during vehicle operation.

[0101] The buffer energy-absorbing block 31 is disposed between the support bracket 1 and the inner wall of the fender 1-16. It is 6mm thick and made of expanded polypropylene (EPP) material. One side of the buffer energy-absorbing block 31 is bonded to the fender 1-1 body 6 with acrylic self-adhesive, and the other side is bonded to the support bracket 1 with epoxy resin structural adhesive. Three transverse and two longitudinal guide grooves are formed on its surface. A 3mm diameter through hole 314 is provided at the intersection of the guide grooves, which penetrates the buffer energy-absorbing block 31.

[0102] Advantage 1 of the present invention: Excellent dent resistance: The support bracket 1 of the present invention is provided with reinforcing ribs 6, which have high rigidity and bending strength, and can provide stable rigid support for the fender 1-1, effectively resisting dent deformation under external force; at the same time, the buffer energy absorption layer is made of polypropylene foam (EPP) material, which has good elasticity and buffer performance, and can absorb some energy when subjected to external force impact, reducing the direct effect of external force on the fender 1-1. Through the synergistic effect of rigid support and flexible buffer, the dent resistance of the fender 1-1 is significantly improved.

[0103] Advantage 2: Easy installation: The support bracket 1 of the present invention adopts an adjustable structure. By adjusting the bolt and cooperating with the elongated hole of the support bracket 1, the support bracket 1 can be finely adjusted in the installation position on the vehicle body. At the same time, the anti-dent structure of the fender 1-1 is bonded to the fender 1-1 with the self-adhesive of the buffer energy-absorbing layer, and is fixed to the A-pillar vertical plate by the support bracket 1 and the adjusting bolt. There is no need to perform destructive processing such as drilling on the vehicle body or the fender 1-1. The installation process is simple and convenient, reducing the installation cost and difficulty.

[0104] Advantage 3: Lightweight design: The support bracket 1 adopts the design of reinforcing rib 6, which minimizes the amount of material used and reduces the weight of the bracket while ensuring structural strength; the buffer energy absorption layer is made of lightweight polypropylene foam (EPP) material, which will not affect the overall lightweight design of the vehicle.

[0105] Advantage 4: Combines aerodynamic performance: The guide grooves and drainage holes on the surface of the buffer energy-absorbing layer can not only guide the airflow and reduce the air resistance during vehicle operation, but also prevent rainwater from accumulating between the buffer energy-absorbing layer and the fender 1-1, preventing the inner side of the fender 1-1 from rusting, and further improving the durability of the fender 1-1 and the overall performance of the vehicle.

[0106] Obviously, the specific implementation of this invention is not limited to the above-described methods. Any non-substantial improvements made using the inventive concept and technical solution of this invention are within the protection scope of this invention.

Claims

1. A support unit for a fender, characterized in that, Includes primary support units and secondary support units; The primary support unit includes a support bracket; The secondary support unit includes at least one energy-absorbing block mounted on the support bracket.

2. The fender support unit according to claim 1, characterized in that, The support bracket includes a bracket body, the bracket body includes a bracket end plate, and the bracket end plate is provided with lateral support plates on opposite sides; each lateral support plate is provided with an overlapping connecting plate at the end away from the bracket end plate; the vertical cross-section of the support bracket is Z-shaped.

3. A support unit for a fender according to claim 2, characterized in that, The lap joint plate includes a central joint plate; a lateral joint plate is provided at each of the opposite ends of the central joint plate; the central joint plate and the lateral joint plates are staggered; the lateral joint plates and the bridging joint plate are connected to the central joint plate; the lateral joint plates and the bridging joint plate form an assembly sink.

4. A support unit for a fender according to claim 1, characterized in that, The energy-absorbing block includes an energy-absorbing block body, which is provided with a transverse flow channel and a longitudinal flow channel; the transverse flow channel and the longitudinal flow channel are arranged to intersect.

5. A support unit for a fender according to claim 4, characterized in that, A connecting hole is provided at the connection between the transverse flow channel and the longitudinal flow channel.

6. A support unit for a fender according to claim 1, characterized in that, The support bracket is arranged along the X direction of the vehicle; the secondary support unit includes multiple energy-absorbing blocks, and the thickness of the energy-absorbing block in the middle of the support bracket is greater than the thickness of the energy-absorbing blocks at both ends of the support bracket.

7. A vehicle body assembly, characterized in that, It includes an A-pillar vertical plate and a fender, wherein the A-pillar vertical plate is connected to the fender via a fender support unit as described in any one of claims 1-6; the fender support unit is connected to the A-pillar vertical plate via a fixing unit.

8. A vehicle body assembly according to claim 7, characterized in that, The fixing unit includes a screw connection mechanism mounted on the support bracket; the screw connection mechanism is located at the end of the bracket body near the front of the vehicle; the screw connection mechanism includes a waist-shaped hole mounted on the bracket body and a fixing hole mounted on the A-pillar vertical plate; the end of the support bracket away from the screw connection mechanism is connected to the A-pillar vertical plate by welding.

9. A vehicle body assembly according to claim 7, characterized in that, The A-pillar vertical plate includes a vertical plate body, and the vertical plate body is provided with a reinforcing rib; the fender is fitted onto the reinforcing rib with an assembly groove in the support unit.

10. A vehicle body assembly according to any one of claims 7-9, characterized in that, When installing the body assembly, the support unit must first be connected to the A-pillar vertical plate; The support unit is connected to the vertical plate of the A-pillar through the fixing unit. The support bracket is first connected to the vertical plate of the A-pillar through the screw mechanism. Then the position of the support bracket is adjusted. After the position of the support bracket is adjusted, the support bracket is welded to the vertical plate of the A-pillar. After the support unit is installed; Next, assemble the fenders; The fenders must fit snugly against the support unit.

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