Car trunk lid buffering structure

Abstract

The utility model provides a car trunk lid buffering structure. The car trunk lid buffering structure comprises an assembling part, a threaded part and an impacting part. The impact part is made of a rubber material, the whole impact part is in a conical column shape with the front end diameter smaller than the rear end diameter, the outer end face of the impact part is a plane, and the impact part is used as a direct impact area; the threaded part is connected between the assembly part and the impact part, the threaded part comprises an inner core and a thread formed outside the inner core, the inner core and the thread are both made of rubber, and the threaded part is used for being connected with an assembly hole in a matched mode and providing deformation compression amount; the assembling part comprises a plane formed at the tail end of the thread part and a conical boss formed in the center of the plane, the assembling part is made of rubber, and the assembling part is used as an assembling positioning mechanism. The car trunk lid buffer structure has the advantages of being high in compression capacity, good in toughness and good in rebound resilience.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, in particular to a buffer structure of a luggage compartment cover for a vehicle. Background Art

[0002] Whether it is a private car, bus or other type of passenger car, it is often equipped with a trunk for storing carry-on luggage. In the design of the trunk lid switch, in order to ensure the stability and safety of the locking structure, it is often designed to open and close the trunk lid with a large buckling force, thereby ensuring the stability of the trunk lid after it is locked.

[0003] Among these, it is necessary to fully consider the ability of the trunk lid to resist impact. This is because the design structure of the trunk lid is not regular. If a suitable buffer design is not adopted, long-term use will cause local deformation of the trunk lid and affect its sealing performance.

[0004] In existing designs, a two-pronged approach is often used. Elastic parts such as springs are used on the overall level to ensure the overall cushioning performance of the trunk lid, and gaskets are used locally to isolate the two colliding parties.

[0005] However, in actual practice, it was found that in local structures, when the gasket structure is too long, it is easy to affect the sealing, or easily cause local jacking and deformation. When the gasket is too short, it is easy to cause sheet metal collision in weak areas, resulting in bumps, friction scratches and other problems. These problems will eventually lead to damage to the paint surface, exposure and rust of internal metal, and ultimately affect the safety of the vehicle body structure.

[0006] Therefore, it is necessary to design a buffer structure with better performance, so that it has better flexibility, compression performance and rebound performance, and performs better on the basis of the above-mentioned gasket. Utility Model Content

[0007] The utility model aims to address the deficiencies of the prior art and thus provide a vehicle trunk cover buffer structure with strong compression capability, good toughness and good resilience.

[0008] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: a vehicle trunk cover buffer structure, including an assembly part, a threaded part and an impact part;

[0009] The impact part is made of rubber, and is in the shape of a cone column with a front diameter smaller than a rear diameter. The outer end surface of the impact part is a plane, and the impact part is used as a direct impact area.

[0010] The threaded portion is connected between the assembly portion and the impact portion, and includes an inner core and a thread formed outside the inner core. The inner core and the thread are both made of rubber. The threaded portion is used to cooperate with the assembly hole and provide deformation compression.

[0011] The assembly part comprises a plane formed at the tail end of the threaded part and a conical boss formed at the center of the plane. The material of the assembly part is rubber material, and the assembly part is used as an assembly positioning mechanism.

[0012] Based on the above, the assembly portion, the threaded portion and the impact portion are vulcanized and integrally formed.

[0013] Based on the above, the diameters of the threaded portions are uniform.

[0014] Based on the above, the ratio of the length of the impact portion to the length of the threaded portion is between 1:0.8 and 1:1.5.

[0015] Based on the above, the ratio of the front end diameter to the rear end diameter of the impact portion is between 1:2 and 3:4.

[0016] Based on the above, the interval of the threaded portion is ≥1.25mm, and the thickness of the thread in the threaded portion is ≥2.5mm.

[0017] Based on the above, it also includes a trunk cover and a trunk cover matching part, the free end sheet metal structure of the trunk cover is provided with an assembly hole, the threaded part is screwed and fixed in the assembly hole, and the trunk cover matching part is provided with a collision groove corresponding to the impact part.

[0018] Based on the above, the middle portion of the threaded portion is locked with the assembly hole.

[0019] Based on the above, a rubber gasket is arranged in the collision groove corresponding to the collision part.

[0020] Based on the above, a positioning groove is provided at the inner end of the luggage compartment cover corresponding to the assembly portion.

[0021] The present invention has substantial features and progress over the prior art. Specifically, the present invention designs a novel buffer structure specifically for a trunk lid, which is made of rubber as a whole, wherein the threaded portion is also made of rubber. The threaded portion has two functions: one is to be screwed and fixed with the assembly hole, and the other is to provide a certain compression capacity. When a collision occurs when closing the trunk lid, the better compression capacity can ensure that the buffer structure has a better elastic deformation stroke, so that the overall effective length can be set relatively longer and can be shortened to a shorter length when deformed. There will be no local convex deformation caused by the excessive length of the traditional buffer pad, and there will be no bumps and wear caused by the excessively short setting of the traditional buffer pad. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 The utility model is a structural schematic diagram of a vehicle luggage compartment cover buffer structure.

[0023] Figure 2 yes Figure 1 AA section view.

[0024] Figure 3 The utility model is an assembly relationship diagram of a vehicle luggage compartment cover buffer structure.

[0025] Figure 4 The utility model is one of the luggage compartment cover assembly drawings of a vehicle luggage compartment cover buffer structure.

[0026] Figure 5 This is the second assembly drawing of a luggage compartment cover of a vehicle luggage compartment cover buffer structure in the utility model.

[0027] In the figure: 1. impact part; 2. threaded part; 3. assembly part; 4. trunk cover; 5. assembly hole; 6. trunk cover matching part; 7. collision groove; 21. inner core; 22. thread; 31. boss. DETAILED DESCRIPTION

[0028] The technical solution of the utility model is further described in detail below through specific implementation methods.

[0029] like Figure 1 and Figure 2 As shown, a vehicle trunk cover buffer structure includes an assembly portion 3, a threaded portion 2 and an impact portion 1. In this embodiment, the assembly portion 3, the threaded portion 2 and the impact portion 1 are integrally formed by rubber vulcanization to form a unified structure.

[0030] The impact part 1 is made of rubber and is in the shape of a cone with a front end diameter smaller than a rear end diameter. The outer end surface of the impact part 1 is a plane. The impact part 1 is used as a direct collision area. In the present embodiment, the impact part 1 serves as a point of impact.

[0031] The threaded portion 2 is connected between the assembly portion 3 and the impact portion 1, and the threaded portion 2 includes an inner core 21 and a thread 22 formed outside the inner core. The inner core 21 and the thread 22 are both made of rubber. The thread 22 is used to cooperate with the assembly hole 5. The diameter of the threaded portion 2 is uniform to ensure that the deformation direction is not skewed and to provide deformation compression. In traditional designs, ordinary bolt sleeves are usually used to form a buffer structure on the outside. In this embodiment, the threaded portion 2 is directly integrally formed with rubber material. The rubber material itself has elasticity and compression capacity. On the one hand, it can be screwed and fixed to the assembly hole 5 on the trunk cover 4. On the other hand, it can provide compression deformation for the entire buffer structure, so that the initial length of the entire buffer structure is longer and the length after compression is shorter, thereby ensuring the excellent buffer performance.

[0032] The assembly part 3 includes a plane formed at the tail end of the threaded part and a conical boss 31 formed at the center of the plane. The assembly part 3 is made of rubber material. The assembly part is used as an assembly positioning mechanism, which is convenient for ensuring that the entire buffer structure is installed without deviation through the setting of installation tools or positioning structures.

[0033] In a preferred embodiment, a positioning hole or positioning groove can be set behind the assembly hole of the trunk cover as needed, and its shape is adapted to the shape of the conical boss. During installation, the threaded portion is screwed into the assembly hole, and the positioning hole or positioning groove located at the rear can effectively prevent the screw-in direction from being skewed.

[0034] In order to control the stability and effectiveness of the buffer structure itself, the ratio of the length of the impact part 1 to the threaded part 2 is between 1:0.8 and 1:1.5, the ratio of the front diameter to the rear diameter of the impact part 1 is between 1:2 and 3:4, the interval of the threaded part is ≥1.25mm, and the thickness of the thread in the threaded part is ≥2.5mm. Under this size ratio, the force under the effective action length of the buffer structure is more reasonable.

[0035] like Figure 3-Figure 5 As shown, in the application structure, it also includes a trunk lid 4 and a trunk lid matching part 6, the free end sheet metal structure of the trunk lid 4 is provided with an assembly hole 5, the threaded part 2 is screwed and fixed in the assembly hole 5, and the trunk lid matching part 6 is provided with a collision groove 7 corresponding to the impact part. For example, in a family car, the trunk lid 4 is the trunk lid of the family car, and the trunk lid matching part 6 is the part of the frame that matches the trunk lid of the family car, and the area that collides and closes with the trunk lid.

[0036] In actual assembly, it is necessary to control the middle of the threaded portion 2 to be locked with the assembly hole 5 so as to retain a certain length of the threaded portion 2 to play a role of compression deformation.

[0037] In order to improve collision safety, a rubber gasket is provided in the collision groove 7 corresponding to the collision portion.

[0038] Working principle description:

[0039] The present application is a modification and upgrade based on the traditional trunk lid. In the traditional design, buffering is either achieved directly in the form of a buffer gasket, or a spring is added to the buffer structure to achieve buffering. In the present application, the entire buffer structure is designed as an integrated structure, which includes a rubber threaded portion in a threaded form. The threaded portion can be screwed to the assembly hole and can also generate compression during a collision to offset the collision force.

[0040] Under this design, the exposed length of the impact part 1 can be set relatively longer, because this section can be shortened to a shorter length after collision compression, so as to ensure its buffering performance, so that the buffering structure as a whole will not be too hard or too soft, and has a relatively reasonable elastic deformation capacity.

[0041] At the same time, since the threaded portion has a certain length, the threaded position can be adjusted according to the actual collision phenomenon to control the exposed length of the impact portion 1 to achieve appropriate buffering performance.

[0042] Finally, it should be noted that: The above describes in detail the preferred implementation of this patent, but this patent is not limited to the above implementation. Various changes can be made within the knowledge scope of ordinary technicians in this field without departing from the purpose of this patent.

Claims

1. A vehicle trunk cover buffer structure, characterized in that: It includes a fitting part, a threaded part and a striking part; The impact part is made of rubber, and is in the shape of a cone column with a front diameter smaller than a rear diameter. The outer end surface of the impact part is a plane, and the impact part is used as a direct impact area. The threaded portion is connected between the assembly portion and the impact portion, and includes an inner core and a thread formed outside the inner core. The inner core and the thread are both made of rubber. The threaded portion is used to cooperate with the assembly hole and provide deformation compression. The assembly part comprises a plane formed at the tail end of the threaded part and a conical boss formed at the center of the plane. The material of the assembly part is rubber material, and the assembly part is used as an assembly positioning mechanism.

2. The vehicle trunk lid buffer structure according to claim 1, characterized in that: The assembly portion, the threaded portion and the impact portion are integrally formed by vulcanization.

3. The vehicle trunk lid buffer structure according to claim 1 or 2, characterized in that: The threaded portion has a uniform diameter.

4. The vehicle trunk lid buffer structure according to claim 1 or 2, characterized in that: The ratio of the length of the impact portion to the length of the threaded portion is between 1:0.8 and 1:1.

5.

5. The vehicle trunk lid buffer structure according to claim 3, characterized in that: The ratio of the front end diameter to the rear end diameter of the impact portion is between 1:2 and 3:

4.

6. The vehicle trunk lid buffer structure according to claim 3, characterized in that: The interval of the threaded portion is ≥1.25 mm, and the thickness of the thread in the threaded portion is ≥2.5 mm.

7. The vehicle trunk lid buffer structure according to claim 6, characterized in that: It also includes a trunk cover and a trunk cover matching part. The free end sheet metal structure of the trunk cover is provided with an assembly hole, the threaded part is screwed and fixed in the assembly hole, and the trunk cover matching part is provided with a collision groove corresponding to the impact part.

8. The vehicle trunk lid buffer structure according to claim 7, characterized in that: The middle portion of the threaded portion is locked with the assembly hole.

9. The vehicle trunk lid buffer structure according to claim 8, characterized in that: A rubber gasket is arranged in the collision groove corresponding to the collision part.

10. The vehicle trunk lid buffer structure according to claim 7 or 8, characterized in that: The inner end of the luggage compartment cover is provided with a positioning groove corresponding to the assembly portion.

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