A fender assembly and automobile

Abstract

This application discloses a fender assembly, including a fender body, a front fender reinforcement plate, and a headlight mounting bracket. The edge of the fender body is provided with an overlapping plate for connection to the front fender reinforcement plate. The overlapping plate, the front fender reinforcement plate, and the headlight mounting bracket are arranged sequentially from high to low. The headlight mounting bracket, the front fender reinforcement plate, and the fender body are arranged from the inside of the vehicle to the outside. The front fender reinforcement plate has a connected base plate and an extension plate. The base plate is fixedly connected to the top bearing surface of the headlight mounting bracket by bolts. This effectively increases the vertical deformation space required for pedestrian head impact while reducing the hard point height.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, specifically to a fender assembly and an automobile. Background Technology

[0002] Currently, new energy vehicles, especially new energy sedans, are typically designed with a low and flat hood and fender areas to enhance their aesthetics and reduce drag coefficient, thereby increasing driving range. Meanwhile, the automotive industry is placing increasing emphasis on pedestrian safety, leading to stricter regulations regarding head impact tests. Key approaches to improving head impact performance in pedestrian protection include: maintaining sufficient vertical deformation space and reducing the connection strength of components within the head impact test area to ensure crumple zone after a head impact.

[0003] In existing fender assembly structures, the front fender reinforcement plate is typically bolted to the fender body in the vertical direction, and the depth of the fender assembly mounting surface directly determines the buffer space for pedestrian head collisions. However, due to the limitations of the stamping forming process of the fender body as an outer covering, the maximum depth of this mounting surface cannot be further increased, resulting in insufficient vertical deformation space. Summary of the Invention

[0004] The purpose of this application is to provide a fender assembly to solve the problems of insufficient deformation space and poor deformation capacity in the vertical direction of traditional fender assemblies.

[0005] To achieve the above objectives, this application provides the following technical solution: a fender device, including a fender body, a fender front reinforcing plate, and a headlight mounting bracket; the edge of the fender body is provided with a connecting plate for connecting with the fender front reinforcing plate, and the connecting plate, the fender front reinforcing plate, and the headlight mounting bracket are arranged sequentially from high to low. The headlight mounting bracket, the front fender reinforcement plate, and the fender body are arranged from the inside of the vehicle to the outside. The front fender reinforcement plate has a connected base plate and an extension plate. The base plate is fixedly connected to the top bearing surface of the headlight mounting bracket by bolts. The extension plate is higher than the base plate, and one end of the extension plate away from the base plate extends toward the overlapping plate. The extension plate and the overlapping plate are connected by at least one threaded fastener. The axis of the threaded fastener is parallel to or intersects the horizontal plane.

[0006] Based on the above technical means, the fender body no longer needs to be punched with a deep and long mounting surface. Its own stamping depth only needs to meet the shape requirements of the outer covering, and is no longer subject to the additional requirements of the functional component installation depth. In this way, the vertical deformation space required for pedestrian head collision is effectively increased, while the hard point height is reduced.

[0007] Furthermore, the included angle between the substrate and the extension plate is an obtuse angle.

[0008] Based on the above technical means, the obtuse angle avoids the problem of local stress concentration caused by sharp right angle transition, thereby improving the fatigue life of the front fender reinforcement plate under long-term vibration and alternating load; secondly, when a pedestrian head collision occurs, the obtuse angle area between the base plate and the extension plate can generate controllable elastic or plastic bending deformation, absorb part of the impact energy, and promote the collapse of the front fender reinforcement plate along the preset direction.

[0009] Furthermore, the fender assembly includes a fender mounting plate, and the headlight mounting bracket includes a vertical plate and a horizontal plate that are connected and perpendicular to each other. The horizontal plate is higher than the vertical plate, and the vertical plate is fixedly connected to the fender mounting plate. The base plate of the front reinforcing plate of the fender is fixed to the horizontal plate by a second bolt, and the axis of the second bolt is perpendicular to the horizontal plate.

[0010] Based on the above technical means, the vertical plate and the fender mounting plate are fixedly connected, ensuring the overall rigidity of the bracket. The base plate of the fender front reinforcing plate is vertically fixed to the horizontal plate by the second bolt. The bolt axis is perpendicular to the horizontal plate, so that the connection point can withstand pure shear and tensile loads, and the fastening is reliable. This provides a stable and reliable Z-axis positioning and fixing for the fender front reinforcing plate.

[0011] Furthermore, the end of the overlapping plate away from the fender body is provided with at least one weakening notch, and when the fender body collides, the fender body deforms at the weakening notch.

[0012] According to the above-mentioned technical means, due to the existence of the weakening gap, the stress will concentrate at the gap, causing the fender body to preferentially undergo plastic deformation at the weakening gap, so as to guide the collision energy to be released along the desired path, thereby reducing the injury to the pedestrian's head.

[0013] Furthermore, the extension plate is provided with several weakening holes to improve the collapse deformation capability of the front reinforcing plate of the fender.

[0014] According to the above technical means, when the impact force of a pedestrian's head collision is transmitted through the fender body to the front reinforcing plate of the fender, the material around the weakening hole will first yield and plastically deform, so that the extension plate can partially fold or compress and collapse, instead of transmitting the entire impact force downward as a rigid pillar.

[0015] Furthermore, the vertical plate is bent toward the side where the fender mounting plate is located in the middle area between its top and bottom.

[0016] According to the above-mentioned technical means, because the middle area of ​​the vertical plate is bent toward the fender mounting plate, the vertical plate is prone to buckling or bending deformation in the bending area when subjected to Z-axis compressive load, thereby absorbing collision energy and reducing the acceleration acting on the pedestrian's head.

[0017] Furthermore, a support plate is provided on the side of the extension plate away from the base plate, the support plate being used to support the fender body, and the included angle formed between the support plate and the extension plate is an obtuse angle.

[0018] According to the above technical means, the main function of the support plate is to support the fender body, especially the front sharp corner area of ​​the fender body. The upper surface of the support plate is connected to the inner surface of the fender body by expanding adhesive. This connection method does not add additional fasteners, and can provide effective support for the sharp corner of the fender body to prevent deformation or vibration.

[0019] Furthermore, the system includes a fender connecting bracket, a fender front mounting bracket, and a fender adapter bracket, which are arranged sequentially along the direction from the fender mounting plate to the fender body. One end of the fender adapter bracket is welded and fixed to the fender mounting plate. The fender adapter bracket and the front fender mounting bracket, as well as the front fender mounting bracket and the fender connecting bracket, are all fixedly connected by bolts. The fender connecting bracket is fixedly connected to the fender body by bolts.

[0020] Based on the aforementioned technical means, this layout, which transitions from the outside in and step by step, forms a clear force transmission chain. The load from the fender body is first transferred to the fender connecting bracket, and then sequentially transferred to the fender front mounting bracket and the fender adapter bracket, and finally borne by the fender mounting plate. Compared with the integrated fender mounting structure, this split fender mounting structure reduces the overall rigidity, ensuring that it can deform and collapse during a head-on collision.

[0021] Furthermore, the fender adapter bracket and the fender front mounting bracket are fixed together by at least one fifth bolt, the axis of which extends along the first direction; The front fender mounting bracket and the fender connecting bracket are fixed together by at least one fourth bolt, which extends along a second direction, the second direction being the arrangement direction of the headlight mounting bracket to the fender connecting bracket, and the first direction being perpendicular to the second direction.

[0022] Based on the above technical means, the fourth bolt and the fifth bolt are perpendicular to each other. When they work together, they form a two-way constraint in the horizontal plane. The connection of these two mutually perpendicular bolts can effectively resist the relative slippage caused by the above load, ensuring that the front of the fender does not loosen or make abnormal noises under long-term vibration and alternating loads.

[0023] An automobile includes the aforementioned fender assembly.

[0024] According to the aforementioned technical means, since the car adopts the fender device, the stepped structure independently provided by the front fender reinforcement plate effectively increases the vertical distance between the overlapping plate and the headlight mounting bracket, providing ample deformation space for pedestrian head collisions. At the same time, the multi-stage crumple design in the fender device allows the collision energy to be absorbed in an orderly manner and dissipated along a preset path when a pedestrian head impact occurs, significantly reducing the peak acceleration acting on the head, thereby improving the pedestrian protection performance of the car.

[0025] Compared with the prior art, the beneficial effects of this application are: By designing the front fender reinforcement as a stepped structure with a base plate and an extension plate, and making the extension plate roughly parallel to the fender body's overlapping plate in the horizontal direction, the front fender reinforcement can independently lower the height of the base plate to increase the vertical height between the overlapping plate and the headlight mounting bracket. The downward reduction in base plate height (i.e., the Z-direction drop between the base plate and the top of the extension plate) can be designed independently, and, provided the stamping process allows, can be made much greater than the original stamping depth of the fender body. The depth of the fender assembly mounting surface (i.e., the Z-direction distance from the overlapping plate to the headlight mounting bracket) is no longer determined by the stamping depth of the fender body, but by the step height of the front fender reinforcement. In this way, the fender body no longer needs to be stamped with a deep mounting surface; its stamping depth only needs to meet the shape requirements of the outer covering, and is no longer subject to additional requirements for the mounting depth of functional components. This effectively increases the vertical (Z-direction) deformation space required for pedestrian head impact, while simultaneously reducing the hard point height. Attached Figure Description

[0026] Figure 1This is a schematic diagram of the fender assembly of this application; Figure 2 This is a structural diagram of the front fender reinforcement plate of this application; Figure 3 This is a schematic diagram showing the connection between the fender assembly of this application and the automobile.

[0027] In the diagram: 1. Fender body; 101. Overlap plate; 102. Weakening notch; 2. Front fender reinforcement plate; 21. Base plate; 211. First top surface; 212. Second top surface; 213. Third top surface; 22. Extension plate; 23. Support plate; 24. Edge plate; 25. Locking hole; 26. Weakening hole; 27. Glue extrusion groove; 28. Hole body; 3. Fender connecting bracket; 4. Headlight mounting bracket; 5. Front fender mounting bracket; 6. Fender adapter bracket; 7. Fender mounting plate; 8. First bolt; 9. Second bolt; 10. Third bolt; 11. Fourth bolt; 12. Fifth bolt. Detailed Implementation

[0028] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0029] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0030] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0031] To facilitate understanding of the embodiments of this application, the following will provide further explanation and description with reference to the accompanying drawings and specific embodiments. These embodiments do not constitute a limitation on the embodiments of this application.

[0032] Existing fender front reinforcement plates are typically bolted vertically to the fender body. The Z-axis distance between the fender assembly mounting surface depth (i.e., the distance between the fender body and the lower mounting bracket, such as the headlight mounting bracket) determines the buffer space for pedestrian head impact. To achieve a greater mounting surface depth, the top mounting surface of the fender body needs to be stamped downwards to create a deeper recess or flange to form a mating surface for connection with the lower mounting bracket. However, since the fender body is an outer covering, its stamping process has limitations; the drawing depth cannot be too deep, otherwise defects such as cracking, wrinkling, or excessive springback will occur. Therefore, currently, there is an upper limit to the stamping depth of the fender body, which directly limits the maximum depth of the fender assembly mounting surface, thereby limiting the Z-axis deformation space required for pedestrian protection. This makes it difficult to effectively reduce the actual hard point height between the fender assembly and the lower mounting bracket, resulting in insufficient vertical deformation space to fully absorb impact energy during a head impact.

[0033] To address the technical problems of insufficient vertical deformation space and poor deformation capacity in existing fender assemblies, the first aspect of this application provides a fender device, including a fender body 1, a front fender reinforcing plate 2, and a headlight mounting bracket 4; the edge of the fender body 1 is provided with an overlapping plate 101 for connecting with the front fender reinforcing plate 2, and the overlapping plate 101, the front fender reinforcing plate 2, and the headlight mounting bracket 4 are arranged sequentially from high to low; The headlight mounting bracket 4, the front fender reinforcement plate 2, and the fender body 1 are arranged from the inside of the vehicle to the outside. The front fender reinforcement plate 2 has a connected base plate 21 and an extension plate 22. The base plate 21 is fixedly connected to the top bearing surface of the headlight mounting bracket 4 by bolts. The extension plate 22 is higher than the base plate 21, and one end of the extension plate 22 away from the base plate 21 extends toward the overlapping plate 101. The extension plate 22 and the overlapping plate 101 are connected by at least one threaded fastener. The axis of the threaded fastener is parallel to or intersects the horizontal plane.

[0034] In this embodiment, by designing the fender front reinforcing plate 2 as a stepped structure with a base plate 21 and an extension plate 22, and making the extension plate 22 and the overlapping plate 101 of the fender body 1 generally parallel in the horizontal direction (Y direction), the fender front reinforcing plate 2 can independently lower the height of the base plate 21 to increase the vertical height between the overlapping plate 101 and the headlight mounting bracket 4. The height at which the base plate 21 is lowered (i.e., the Z-direction drop between the top of the base plate 21 and the extension plate 22) can be designed independently. As long as the stamping process allows, it can be made much greater than the original stamping depth of the fender body 1. The depth of the fender assembly mounting surface (i.e., the Z-direction distance from the overlapping plate 101 to the headlight mounting bracket 4) is no longer determined by the stamping depth of the fender body 1, but by the step height of the fender front reinforcing plate 2. In this way, the fender body 1 no longer needs to be stamped with a deep mounting surface. Its own stamping depth only needs to meet the shape requirements of the outer covering, and is no longer subject to the additional requirements of the functional component mounting depth. This effectively increases the vertical (Z-direction) deformation space required for pedestrian head collisions, while simultaneously reducing the hard point height.

[0035] It should be noted that the fender body 1 is part of the vehicle's external body panel, typically located above the front wheels, and is formed by stamping or molding from sheet metal (such as aluminum alloy or high-strength steel) or composite materials. The fender body 1 has a complex three-dimensional curved surface to match the vehicle's low drag styling requirements, and its front area corresponds spatially to the fender front reinforcement 2 and the headlight mounting bracket 4.

[0036] In this embodiment, in order to achieve a reliable connection with the front fender reinforcement plate 2 and optimize collision performance, a connecting plate 101 is provided at the edge of the fender body 1 (specifically, the area facing the vehicle interior and close to the headlights). The connecting plate 101 is a generally flat structure extending from the main body of the fender body 1, with its planar direction having a small tilt angle relative to the horizontal plane. In addition, several circular holes are provided on the connecting plate 101 for connecting with the front fender reinforcement plate 2.

[0037] It should be noted that the overlapping plate 101 is integrally formed with the fender body 1, specifically formed by bending the edge of the fender body 1.

[0038] In some embodiments, the fender front reinforcement plate 2 includes a connected base plate 21 and an extension plate 22. The bottom end of the extension plate 22 is connected to one side of the base plate 21, and the top end of the extension plate 22 extends upward toward the base plate 21. The angle formed between the base plate 21 and the extension plate 22 is an obtuse angle. This obtuse angle avoids the problem of local stress concentration caused by sharp right-angle transition, thereby improving the fatigue life of the fender front reinforcement plate 2 under long-term vibration and alternating loads. Secondly, when a pedestrian head collision occurs, the obtuse angle region between the base plate 21 and the extension plate 22 can generate controllable elastic or plastic bending deformation, absorb part of the impact energy, and promote the collapse of the fender front reinforcement plate 2 in a preset direction. In addition, the obtuse angle design makes the extension plate 22 extend outward relative to the base plate 21, providing more Z-axis assembly space for the connection between the lower base plate 21 and the headlight mounting bracket 4.

[0039] Since the angle between the base plate 21 and the extension plate 22 is an obtuse angle, and the extension plate 22 and the overlapping plate 101 are parallel, and the first bolt 8 is perpendicular to the extension plate 22 and the overlapping plate 101, the angle between the axis of the first bolt 8 and the horizontal plane is an obtuse angle.

[0040] In some embodiments, the front fender reinforcement plate 2 includes a connected base plate 21 and an extension plate 22, the base plate 21 and the extension plate 22 being perpendicular to each other. Since the extension plate 22 and the overlapping plate 101 are parallel to each other, the axis of the first bolt 8 is parallel to the horizontal plane at this time.

[0041] In some embodiments, the extension plate 22 has a plurality of holes 28 that correspond one-to-one with the round holes on the overlapping plate 101. Thus, the extension plate 22 and the overlapping plate 101 can be stably connected by passing the first bolt 8 through the holes 28 on the extension plate 22 and the round holes on the overlapping plate 101, and then tightening the nut.

[0042] It should be noted that the headlight mounting bracket 4 is an independent bracket part, usually made of high-strength metal sheet by stamping, used to support and fix the headlight and connect the front fender reinforcement plate 2.

[0043] In this embodiment, the fender assembly also includes a fender mounting plate 7, which is part of the vehicle body and is usually a large stamped structural component located in the front side panel area of ​​the vehicle. It forms the basic frame for mounting the fender assembly. The fender mounting plate 7 has high structural rigidity and is used to support and fix multiple external coverings and functional components.

[0044] In some embodiments, a plurality of triangular suction ribs are provided at the connection between the extension plate 22 and the base plate 21. The triangular suction ribs are located in the transition area between the extension plate 22 and the base plate 21, that is, at the root of the corner where the two meet, and the plurality of triangular suction ribs are distributed at intervals along the length direction of the fender front reinforcing plate 2. Specifically, the triangular suction ribs have a triangular protrusion structure, with their bottom surface coplanar with the surface of the extension plate 22 or the base plate 21, and their top protruding outward to form a local reinforcement feature. The main function of the triangular suction ribs is to control the material springback of the fender front reinforcing plate 2 during the stamping process. Since the fender front reinforcing plate 2 has a stepped structure, a large Z-direction drop is formed between the base plate 21 and the extension plate 22. After stamping, residual stress can easily cause the extension plate 22 to spring back at an angle or twist relative to the base plate 21, thereby affecting the assembly accuracy of the subsequent overlapping plate 101 with the fender body 1 and the headlight mounting bracket 4. By setting triangular anti-wrinkle ribs at the connection, the local stiffness of the area can be significantly increased, and the distribution path of residual stress can be changed, so that the amount of stamping springback can be effectively suppressed.

[0045] In this embodiment, the headlight mounting bracket 4 is located outside the fender mounting plate 7. It includes a vertical plate and a horizontal plate that are connected and perpendicular to each other. The horizontal plate is higher than the vertical plate, meaning that the headlight mounting bracket 4 is generally L-shaped. When the headlight mounting bracket 4 is connected to the fender mounting plate 7, the vertical plate of the headlight mounting bracket 4 is fixed to the fender mounting plate 7 by welding (e.g., multiple resistance welding points), so that the vertical plate of the headlight mounting bracket 4 and the fender mounting plate 7 form an integral whole, ensuring overall rigidity. The horizontal plate of the headlight mounting bracket 4 extends away from the fender mounting plate 7, and at least one through hole is provided on the horizontal plate. Correspondingly, locking holes 25 corresponding to the through holes are provided on the base plate 21 of the fender front reinforcing plate 2.

[0046] When connecting the headlight mounting bracket 4 to the fender front reinforcement plate 2, place the base plate 21 of the fender front reinforcement plate 2 on the horizontal plate of the headlight mounting bracket 4, aligning the locking hole 25 on the base plate 21 with the through hole on the horizontal plate. Then, use the second bolt 9 to pass through the locking hole 25 on the base plate 21 and the through hole on the horizontal plate in sequence, and finally tighten it with a nut. The axis of the second bolt 9 is perpendicular to the horizontal plate, allowing the connection point to withstand pure shear and tensile loads, ensuring reliable fastening and providing a stable and reliable Z-axis positioning and fixation for the fender front reinforcement plate 2.

[0047] In some embodiments, such as Figure 1As shown, on the fender body 1, at least one weakening notch 102 is provided at the end of the overlapping plate 101 away from the fender body 1 (i.e., the free end of the overlapping plate 101). The weakening notch 102 is located between two adjacent mounting holes on the overlapping plate 101. The function of the weakening notch 102 is to reduce the area and bending stiffness of the overlapping plate 101 at this location. When the fender body 1 is subjected to a downward impact force in a pedestrian head collision, the overlapping plate 101 will bear a bending load. Due to the presence of the weakening notch 102, the stress will concentrate at the notch, causing the fender body 1 to preferentially undergo plastic deformation at the weakening notch 102, so as to guide the collision energy to be released along the desired path, thereby reducing the injury to the pedestrian's head.

[0048] In some embodiments, the weakening notch 102 may be a U-shaped, V-shaped, or semi-circular notch.

[0049] In some embodiments, such as Figure 2 and Figure 3 As shown, several weakening holes 26 are provided on the extension plate 22 to improve the collapse deformation capability of the front fender reinforcement plate 2. In a specific example, the weakening holes 26 are three elongated holes, arranged along the length of the extension plate 22 and located in the transition area between the extension plate 22 and the base plate 21. When the impact force of a pedestrian's head collision is transmitted through the fender body 1 to the front fender reinforcement plate 2, the material around the weakening holes 26 will first yield and undergo plastic deformation, allowing the extension plate 22 to partially fold or compress and collapse, rather than acting as a rigid pillar to transmit the entire impact force downwards.

[0050] In some embodiments, the shape, size, and number of the weakening holes 26 can be optimized according to the collision energy requirements of a specific vehicle model and the stiffness of the surrounding structure. For example, the weakening holes 26 can be elongated holes, round holes, or elliptical holes.

[0051] In some embodiments, a support plate 23 is provided on the side of the extension plate 22 of the fender front reinforcing plate 2 away from the base plate 21 (i.e., the top free end of the extension plate 22). The angle formed between the support plate 23 and the extension plate 22 is an obtuse angle. That is, the support plate 23 is not perpendicular to the extension plate 22. The main function of the support plate 23 is to support the fender body 1, especially the front sharp corner area of ​​the fender body 1. In the existing design, the front sharp corner of the fender is prone to sagging or vibration after assembly due to its sharp shape and lack of support below.

[0052] In this embodiment, one end of the support plate 23 is provided with an extrusion groove 27, so that the upper surface of the support plate 23 and the inner surface of the fender body 1 are connected by expanding adhesive. This connection method does not add additional fasteners (avoiding the introduction of new hard spots) and can provide effective support for the sharp corners of the fender body 1, preventing deformation or vibration.

[0053] In this embodiment, as Figure 1 and Figure 2 As shown, the base plate 21 of the front fender reinforcement plate 2 is not a single flat plate, but rather has a stepped distribution along its length direction (i.e., the vehicle width direction). Specifically, the base plate 21 has a first top surface 211, a second top surface 212, and a third top surface 213 arranged sequentially along its length direction, with the height of these three top surfaces decreasing in a stepped manner. Among them, the first top surface 211 has the highest Z-direction height, the second top surface 212 is adjacent to the first top surface 211 and its height is lower than the first top surface 211, and the third top surface 213 has a lower height than the second top surface 212, thus forming a three-level descending stepped structure. The locking hole 25 for bolting connection with the lower headlight mounting bracket 4 is specifically provided on the second top surface 212.

[0054] Secondly, the length of the extension plate 22 is shorter than the length of the base plate 21. The extension plate 22 corresponds to the first two steps of the base plate 21. The extension plate 22 of the fender front reinforcing plate 2 can be considered to consist of two parts, which are respectively connected to the first top surface 211 and the second top surface 212 of the base plate 21. That is to say, the extension plate 22 is not a continuous plate of a single width, but is divided into two segments according to the step height of the base plate 21. Each segment bends upward and outward from the corresponding top edge, and finally cooperates with the overlapping plate 101 of the fender body 1. This segmented base plate 21 and extension plate 22 make the stiffness distribution of the fender front reinforcing plate 2 in the length direction no longer uniform, but exhibiting a gradual characteristic.

[0055] In this embodiment, designing the base plate 21 and the extension plate 22 as a stepped, gradually changing structure has the following significant advantages: First, the overall stiffness of the fender front reinforcing plate 2 changes in a stepped manner along its length, which can more effectively avoid local stress concentration compared to a single planar structure. Second, the portion of the base plate 21 where the second top surface 212 is located is fixedly connected to the horizontal plate of the headlight mounting bracket 4 by the second bolt 9, ensuring that the fender assembly has a larger vertical head-impact deformation space. In addition, since the mounting structure of the headlight body is highly rigid and is an important collision hard point, in this embodiment, the headlight body mounting structure is connected to the circular hole of the third top surface 213 by bolts. Furthermore, since the third top surface 213 is lower than the second top surface 212, the Z-axis spatial distance between the fender body 1 and the hard point of the third top surface 213 can be increased, thus reducing the height of the hard point at that location.

[0056] In this embodiment, the connection between the first top surface 211 and the second top surface 212 on the substrate 21 is smoothly transitioned, as is the connection between the second top surface 212 and the third top surface 213. Correspondingly, the connection between the two sections of the extension plate 22 is also smoothly transitioned. This greatly reduces the stress at these connections and avoids local stress concentration.

[0057] In some embodiments, the substrate 21 has an edge plate 24 on the side of the third top surface 213 away from the second top surface 212, and the top surface of the edge plate 24 forms a headlight assembly guide surface.

[0058] In some embodiments, such as Figure 3 As shown, the vertical plate of the headlight mounting bracket 4 is located in the middle area between the top and bottom, and bends towards the side where the fender mounting plate 7 is located. That is to say, the cross-section of the vertical plate is not a straight line, but presents a C-shape or arc-shaped bend. In this way, while ensuring that the vertical plate has sufficient rigidity, a preset deformation guiding mechanism is introduced. When the pedestrian's head collides with the upper area of ​​the fender device, the downward impact force will be transmitted to the headlight mounting bracket 4 through the fender body 1 and the front fender reinforcing plate 2. Due to the bending of the middle area of ​​the vertical plate towards the fender mounting plate 7, the vertical plate is prone to buckling or bending deformation in the bending area when subjected to Z-axis compressive load, thereby absorbing collision energy and reducing the acceleration acting on the pedestrian's head.

[0059] In summary, this fender assembly designs the connection direction between the overlapping plate 101 of the fender body 1 and the front reinforcing plate 2 of the fender to be generally along the horizontal direction (Y direction). The front reinforcing plate 2 of the fender acts as an independent Z-direction height compensation component, increasing the vertical height between the overlapping plate 101 and the headlight mounting bracket 4. Since this vertical height is entirely determined by the front reinforcing plate 2 of the fender, and the front reinforcing plate 2 of the fender is an internal structural component, its stamping depth is not limited by the quality of the outer surface and can be much greater than the stamping depth limit of the fender body 1. Therefore, the Z-direction deformation space is changed from being limited by the outer covering process to being limited by the internal structural component process, achieving an order-of-magnitude improvement.

[0060] It should be noted that in traditional fender mounting structures, the lower front mounting point of the fender body 1 is usually designed directly on the sheet metal of the fender body 1 itself. That is, the fender body 1 extends downwards with a mounting foot, which is directly connected to the body structure (fender mounting plate 7) through a suspension beam. Although this integrated design reduces the number of parts, the position of the lower front mounting point of the fender body 1 is far from the main body structure (fender mounting plate 7), resulting in an excessively long mounting cantilever. In order to meet the stiffness requirements under normal working conditions, this long cantilever structure must increase the wall thickness or design complex reinforcing ribs. This makes it difficult for it to deform and collapse during a pedestrian head collision, instead becoming a rigid force transmission component that directly transmits the impact energy to the body frame, exacerbating head injuries.

[0061] To solve the above problems, the fender device in this embodiment also includes a fender connecting bracket 3, a fender front mounting bracket 5, and a fender adapter bracket 6, wherein the fender adapter bracket 6, the fender front mounting bracket 5, and the fender connecting bracket 3 are arranged sequentially along the direction from the fender mounting plate 7 to the fender body 1.

[0062] The fender body 1 serves as the outer covering, with mounting points in its lower front area for connection to the fender connecting bracket 3. The fender connecting bracket 3 is an independent stamped sheet metal part directly connected to the fender body 1. The fender front mounting bracket 5 is an intermediate transition bracket located between the fender connecting bracket 3 and the fender transition bracket 6. The fender transition bracket 6 is located on the innermost side and directly connected to the fender mounting plate 7. The fender body 1 is located on the outermost side, followed by the fender connecting bracket 3, then the fender front mounting bracket 5, and the fender transition bracket 6 on the innermost side. The fender mounting plate 7 serves as the final load-bearing foundation and is located on the innermost side. This layout, transitioning from the outside to the inside, forms a clear force transmission chain. The load from the fender body 1 is first transferred to the fender connecting bracket 3, then sequentially transferred to the fender front mounting bracket 5 and the fender transition bracket 6, and finally borne by the fender mounting plate 7. Compared to a one-piece fender mounting structure, this split fender mounting structure reduces overall rigidity, ensuring that it can deform and collapse during a head-on collision.

[0063] Because the fender connecting bracket 3, the front fender mounting bracket 5, and the fender adapter bracket 6 are connected by bolts rather than by welding or integral molding, the stiffness of the connection points is much lower than that of continuous materials. When the impact force is transmitted to the connection points between the fender connecting bracket 3, the front fender mounting bracket 5, and the fender adapter bracket 6, these connection points will experience relative slippage, bolt bending, or hole wall yielding, thereby weakening the overall rigidity and ensuring deformability and crumpling during the head-on collision.

[0064] In this embodiment, a mounting plane with moderate rigidity is reserved below the fender body 1, and the fender connecting bracket 3 is fixedly connected to the mounting plane of the fender body 1 by the third bolt 10.

[0065] In this embodiment, the fender connecting bracket 3 and the front fender mounting bracket 5 are fixedly connected by at least one fourth bolt 11, the axis of which extends along the Y direction (the front-to-rear direction of the vehicle body). The front fender mounting bracket 5 and the fender adapter bracket 6 are fixedly connected by a fifth bolt 12, the fifth bolt 12 extending along the X direction (the left-to-right direction of the vehicle body).

[0066] It should be noted that the fourth bolt 11 and the fifth bolt 12 are perpendicular to each other. When they work together, they form a bidirectional constraint in the horizontal plane (XY plane). During vehicle operation, the acceleration and braking loads are mainly along the Y direction, and the lateral loads during turning are mainly along the X direction. The connection of these two mutually perpendicular bolts can effectively resist the relative slippage caused by the above loads, ensuring that the front of the fender does not loosen or make abnormal noises under long-term vibration and alternating loads.

[0067] Unlike existing technologies that use a single, high-rigidity fender front mounting bracket, this embodiment employs a separate structure consisting of a fender connecting bracket 3, a fender adapter bracket 6, and a fender front mounting bracket 5, connected by bolts rather than welding or being integrally formed. This design significantly reduces the overall structural rigidity. In the event of a pedestrian head collision, the impact force is transmitted through the fender body 1 to the fender connecting bracket 3, and then to the fender front mounting bracket 5 and the fender adapter bracket 6. Because the fender connecting bracket 3, the fender adapter bracket 6, and the fender front mounting bracket 5 are relatively independent and connected by bolts, they can undergo independent deformation (e.g., bending or torsion), and the bolted connections may also experience relative rotation or slippage, thereby absorbing collision energy and reducing the acceleration transmitted to the pedestrian's head. Simultaneously, the fender connecting bracket 3, the fender adapter bracket 6, and the fender front mounting bracket 5 possess sufficient structural strength, ensuring the basic mounting strength of the fender at the front and avoiding the risk of component detachment due to excessive weakening.

[0068] In an optional assembly process of this embodiment, the fender adapter bracket 6 can be welded to the fender mounting plate 7 first. Then, the front fender mounting bracket 5 is installed onto the fender adapter bracket 6 using the fifth bolt 12. Next, the fender connecting bracket 3 is installed onto the front fender mounting bracket 5 using the fourth bolt 11. Finally, when assembling the fender body 1, the fender body 1 is connected to the fender connecting bracket 3 using the third bolt 10. This step-by-step assembly method improves the flexibility and adjustability of the assembly, and facilitates the control of the gap surface difference between the fender and surrounding parts (such as the hood and front bumper).

[0069] In another feasible assembly process, the fender connecting bracket 3 is first bolted to the fender body 1 to form a sub-assembly of the fender. This sub-assembly is then bolted to the front fender mounting bracket 5 (the front fender mounting bracket 5, fender adapter bracket 6, and fender mounting plate 7 have already been pre-connected to form the body-in-white assembly). This sequence is used in actual production primarily to prioritize the positional accuracy between the fender body 1 and the fender connecting bracket 3, as other parts (such as the front bumper and headlights) also have mounting points on the fender connecting bracket 3. This sequence facilitates ensuring the matching accuracy of these other parts with the exterior surfaces of the fender body 1. In theory, both of these installation sequences can optimize pedestrian protection levels and are not strictly enforced.

[0070] In summary, the fender body 1, as an external covering, is connected to the extension plate 22 of the fender front reinforcement plate 2 via an integrally bent overlapping plate 101 formed by bending its edges. Specifically, the holes 28 on the extension plate 22 and the circular holes on the overlapping plate 101 are locked together by a first bolt 8, and the axis of the first bolt 8 is perpendicular to the overlapping plate 101, so that the overlapping plate 101 and the extension plate 22 form an approximately horizontal (Y-direction) connection. The base plate 21 of the fender front reinforcement plate 2 is fixedly connected to the horizontal plate at the top of the headlight mounting bracket 4 by a second bolt 9 passing through the locking hole 25. Plate 2 has a stepped structure, and there is a Z-direction drop between its base plate 21 and extension plate 22. The size of this drop can be designed independently of the stamping depth of the fender body 1. As long as the stamping process allows, it can be much greater than the original limit of the deep stamping of the fender body 1. Therefore, the vertical height between the overlapping plate 101 and the headlight mounting bracket 4 is completely determined by the step height of the fender front reinforcing plate 2. The fender body 1 does not need to stamp a deep mounting surface downwards. Its own stamping depth only needs to meet the requirements of low wind resistance appearance. Thus, in the normal assembly state, sufficient vertical (Z-direction) deformation space is reserved.

[0071] Meanwhile, the lower front part of the fender body 1 is connected to the fender mounting plate 7 through a three-stage split mounting structure, namely, from the outside to the inside, the fender connecting bracket 3, the front fender mounting bracket 5, and the fender adapter bracket 6. The fender connecting bracket 3 is fixedly connected to the mounting plane of the fender body 1 by the third bolt 10. The fender connecting bracket 3 and the front fender mounting bracket 5 are fixedly connected by the fourth bolt 11, and the axis of the fourth bolt 11 extends along the front-rear direction (Y direction) of the vehicle. The front fender mounting bracket 5 and the fender adapter bracket 6 are fixedly connected by the fifth bolt 12, and the axis of the fifth bolt 12 extends along the width direction (X direction) of the vehicle. The fender adapter bracket 6 is welded to the fender mounting plate 7. This split bolt connection structure forms a two-way constraint in the horizontal plane, ensuring the installation rigidity and dimensional stability of the fender body 1 under normal driving conditions, and avoiding loosening or abnormal noise caused by acceleration, braking and turning loads.

[0072] It should be noted that in the past, the fender body and the front fender reinforcement plate were mostly made of high-strength steel sheet by stamping. Their own structural rigidity was large, and no effective weakening and guiding structure was set. During a head impact, these parts are not easy to undergo plastic deformation or collapse. The collision energy can be directly transferred to the body frame below through rigid connection, thereby aggravating the peak acceleration of the pedestrian's head.

[0073] In contrast, in this embodiment, when a vehicle experiences a pedestrian head collision and the pedestrian's head impacts the fender assembly from top to bottom, the fender assembly activates a multi-stage crumple zone energy absorption mechanism: First, the impact force acts on the fender body 1. Because the free end of the overlapping plate 101 has a weakening notch 102 between two adjacent mounting holes, and this weakening notch 102 is U-shaped or V-shaped, it significantly reduces the bending stiffness of the overlapping plate 101 at that location. Therefore, the fender body 1 preferentially undergoes local plastic deformation at the weakening notch 102, guiding the impact energy to be released along a preset path and reducing the initial peak acceleration; subsequently, the impact... The impact force is transmitted through the overlapping plate 101 to the extension plate 22 of the front reinforcing plate 2 of the fender. The extension plate 22 and the base plate 21 are connected by an obtuse angle rather than a right angle. This obtuse angle area can produce controllable elastic or plastic bending deformation under Z-direction compressive load, avoiding stress concentration and brittle fracture at sharp corners. At the same time, the multiple weakening holes 26 (e.g., elongated holes) on the extension plate 22 cause the material around the weakening holes 26 to yield first when subjected to a downward impact, so that the extension plate 22 can partially fold or compress and collapse, instead of acting as a rigid pillar to directly transmit all the impact energy downward. The impact force continues to be transmitted downward to the base plate 21. The base plate 21 is fixedly connected to the horizontal plate of the headlight mounting bracket 4 by the second bolt 9. The vertical plate of the headlight mounting bracket 4 is bent into a C-shape or arc shape in the middle area towards the side where the fender mounting plate 7 is located. When the vertical plate is subjected to a Z-direction compressive load from the base plate 21, the bent area will buckle or bend, thereby absorbing additional collision energy and further reducing the acceleration transmitted to the pedestrian's head.

[0074] Meanwhile, the impact force in the lower front region of the fender body 1 is transmitted through a three-stage split force transmission chain consisting of the fender connecting bracket 3, the fender front mounting bracket 5, and the fender adapter bracket 6. Since the fender connecting bracket 3 and the fender front mounting bracket 5, and the fender front mounting bracket 5 and the fender adapter bracket 6 are all connected by bolts rather than by welding or integral molding, the stiffness of these connection points is much lower than that of continuous materials. Under the impact of a collision, relative slippage, bolt bending, or hole wall yielding will occur at the connection points, allowing each bracket to undergo independent bending or torsional deformation, thereby significantly weakening the overall rigidity. This ensures that the entire lower front mounting structure can deform and collapse during a head-on collision, rather than becoming a rigid force transmission component that directly transmits the impact energy to the vehicle frame, as is the case with traditional integral long cantilever mounting feet. Finally, the fender mounting plate 7, as the innermost load-bearing base, bears the remaining load. However, due to the above-mentioned multi-stage collapse mechanism, most of the impact energy has been absorbed or dissipated, and the acceleration transmitted to the pedestrian's head is significantly reduced.

[0075] In summary, this fender assembly transfers the Z-axis height compensation function from the fender body 1 to the front reinforcing plate 2, so that the vertical deformation space is no longer limited by the stamping depth of the outer covering. At the same time, by utilizing the obtuse angle transition of the weakened notch 102, the base plate 21, the extension plate 22, the weakened hole 26, the C-shaped bend of the headlight mounting bracket 4, and the split bolt connection bracket, etc., it achieves orderly absorption of collision energy and precise guidance of deformation path while ensuring normal use rigidity and accuracy. Thus, it effectively solves the technical problems of insufficient vertical deformation space and poor deformation capacity of the fender assembly in the prior art.

[0076] In summary, this fender device has at least the following advantages: First, the Z-axis height compensation function is transferred from the fender body 1 to the independent fender front reinforcing plate 2. The fender body 1 no longer needs to be deep-stamped downwards, and its depth only needs to meet the external shape requirements. The step height of the fender front reinforcing plate 2 (the difference in height between the base plate 21 and the extension plate 22) can be designed independently, which is much greater than the stamping limit of the body, effectively increasing the vertical (Z-axis) deformation space required for pedestrian head collision.

[0077] Second, the multi-stage crumple zone design significantly enhances the fender's collision energy absorption and deformation capabilities. For example... The base plate 21 and the extension plate 22 adopt an obtuse angle transition to avoid stress concentration and allow for controlled bending deformation upon impact. Furthermore, the extension plate 22 has a weakening hole 26, which preferentially yields and folds under impact, reducing rigid force transmission. Additionally, the overlapping plate 101 has a weakening notch 102, guiding the fender body 1 to preferentially deform plastically at this location. Moreover, the vertical plate of the headlight mounting bracket 4 has a C-shaped bend, which buckles and bends under Z-axis compression, absorbing additional energy. The combination of these measures significantly enhances the fender's impact energy absorption and deformation capabilities.

[0078] Third, the integrated long cantilever mounting feet are abandoned in favor of a three-stage split structure consisting of fender connecting bracket 3, fender adapter bracket 6, and fender front mounting bracket 5, which are connected sequentially by bolts. The stiffness of the connection points is much lower than that of continuous materials. During a collision, the connection points will experience relative slippage, bolt bending, or hole wall yielding, thereby absorbing energy and reducing head acceleration.

[0079] This application also provides a car body, which includes a body and a fender assembly mounted on the front side panel area of ​​the body, specifically employing the aforementioned fender assembly.

[0080] Specifically, the car body includes a fender mounting plate 7 as a load-bearing base. A fender adapter bracket 6 is welded to the fender mounting plate 7. A front fender mounting bracket 5 is connected to the fender adapter bracket 6 via a fifth bolt 12. A fender connecting bracket 3 is connected to the front fender mounting bracket 5 via a fourth bolt 11. The fender body 1 is connected to the fender connecting bracket 3 via a third bolt 10, thus forming a progressively transitioning mounting chain from the outside in. Simultaneously, the overlapping plate 101 at the edge of the fender body 1 is connected to the extension plate 22 of the front fender reinforcing plate 2 via a first bolt 8. The base plate 21 of the front fender reinforcing plate 2 is fixedly connected to the horizontal plate of the headlight mounting bracket 4 via a second bolt 9. The vertical plate of the headlight mounting bracket 4 is welded to the fender mounting plate 7.

[0081] Because this vehicle integrates the aforementioned fender assembly, without altering the low-drag external shape of the fender body 1, the stepped structure independently provided by the front fender reinforcement 2 effectively increases the vertical (Z-direction) distance between the overlapping plate 101 and the headlight mounting bracket 4, providing ample deformation space for pedestrian head impacts. Simultaneously, the multi-stage crumple design within the fender assembly ensures that collision energy is absorbed systematically and dissipated along a predetermined path during a pedestrian head impact, significantly reducing the peak acceleration acting on the head and thus improving the vehicle's pedestrian protection performance. Therefore, this vehicle achieves excellent technical results in balancing low-drag styling, fender mounting rigidity, and pedestrian collision safety.

[0082] It should be noted that the terms "one implementation," "embodiment," "exemplary embodiment," and "some embodiments" used in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0083] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0084] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A fender assembly, characterized in that, It includes a fender body (1), a fender front reinforcing plate (2), and a headlight mounting bracket (4); the edge of the fender body (1) is provided with an overlap plate (101) for connecting with the fender front reinforcing plate (2), and the overlap plate (101), the fender front reinforcing plate (2), and the headlight mounting bracket (4) are arranged in sequence from high to low. The headlight mounting bracket (4), the fender front reinforcement plate (2) and the fender body (1) are arranged from the inside of the vehicle to the outside of the vehicle; The front reinforcing plate (2) of the fender has a connected base plate (21) and an extension plate (22). The base plate (21) is fixedly connected to the top bearing surface of the headlight mounting bracket (4) by bolts. The extension plate (22) is higher than the base plate (21), and one end of the extension plate (22) away from the base plate (21) extends toward the overlapping plate (101). The extension plate (22) and the overlapping plate (101) are connected by at least one threaded fastener. The axis of the threaded fastener is parallel to or intersects the horizontal plane.

2. The fender assembly according to claim 1, characterized in that, The angle formed between the substrate (21) and the extension plate (22) is an obtuse angle.

3. A fender assembly according to claim 2, characterized in that, The fender assembly includes a fender mounting plate (7), and the headlight mounting bracket (4) includes a vertical plate and a horizontal plate that are connected and perpendicular to each other. The horizontal plate is higher than the vertical plate. The vertical plate is fixedly connected to the fender mounting plate (7). The base plate (21) of the fender front reinforcing plate (2) is fixed to the horizontal plate by a second bolt (9). The axis of the second bolt (9) is perpendicular to the horizontal plate.

4. A fender assembly according to claim 1, characterized in that, The overlapping plate (101) has at least one weakening notch (102) at one end away from the fender body (1). When the fender body (1) collides, the fender body (1) deforms at the weakening notch (102).

5. A fender assembly according to claim 1, characterized in that, The extension plate (22) has several weakening holes (26) for improving the collapse deformation capability of the front reinforcing plate (2) of the fender.

6. A fender assembly according to claim 3, characterized in that, The vertical plate is located in the middle area between its top and bottom, and bends toward the side where the fender mounting plate (7) is located.

7. A fender assembly according to claim 3, characterized in that, The extension plate (22) has a support plate (23) on the side away from the base plate (21). The support plate (23) is used to support the fender body (1). The included angle between the support plate (23) and the extension plate (22) is an obtuse angle.

8. A fender assembly according to claim 7, characterized in that, Includes a fender connecting bracket (3), a fender front mounting bracket (5), and a fender adapter bracket (6). Along the direction from the fender mounting plate (7) to the fender body (1), the fender adapter bracket (6), the fender front mounting bracket (5), and the fender connecting bracket (3) are arranged in sequence. One end of the fender adapter bracket (6) is welded and fixed to the fender mounting plate (7). The fender adapter bracket (6) and the fender front mounting bracket (5) and the fender front mounting bracket (5) and the fender connecting bracket (3) are all fixedly connected by bolts. The fender connecting bracket (3) and the fender body (1) are fixedly connected by bolts.

9. A fender assembly according to claim 8, characterized in that, The fender adapter bracket (6) and the fender front mounting bracket (5) are fixed together by at least one fifth bolt (12), the axis of which extends along a first direction; The front fender mounting bracket (5) and the fender connecting bracket (3) are fixed together by at least one fourth bolt (11), the fourth bolt (11) extending along a second direction, the second direction being the arrangement direction from the front headlight mounting bracket (4) to the fender connecting bracket (3), the first direction being perpendicular to the second direction.

10. A car, characterized in that, Includes a fender device as described in any one of claims 1-9.

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