Automobile front wheel brow assembly

Abstract

The utility model relates to an automobile front wheel brow assembly which comprises a front wheel brow outer plate, a front wheel brow inner plate, adhesive tapes, foam strips and a plurality of buckles, the front wheel brow outer plate is connected with the front wheel brow inner plate in a bonding mode through the multiple adhesive tapes, the multiple buckles are connected to a clamping table of the front wheel brow inner plate in an inserted mode, the front wheel brow inner plate is fixedly connected with a fender in a clamped mode through the buckles, and the foam strips are arranged on the front wheel brow outer plate. A plurality of adhesive tapes are adhered to the front wheel brow inner plate, the front wheel brow inner plate is fixedly connected with the fender through the plurality of adhesive tapes, the foam strip is adhered to the front wheel brow inner plate, and the foam strip is connected with the fender and is used for auxiliary supporting, so that the front wheel brow inner plate is in clearance fit with the fender; the utility model has the advantages that: while the structural strength of the wheel brow is ensured, the warping and the adduction deformation of the wheel brow can be effectively controlled, and the quality and the appearance precision of a vehicle can be considered at the same time.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile wheel arches, in particular to an automobile front wheel arch assembly. Background Art

[0002] At present, more and more vehicle models are equipped with automobile wheel arches. The reason is that automobile wheel arches can visually enhance the streamline arc of the automobile, improve the aesthetics of the vehicle, and at the same time reduce the wind resistance coefficient and lower the fuel consumption of the automobile.

[0003] Since the automobile wheel arch belongs to a long strip arc-shaped thin plate structure, the product has a large deformation after injection molding. The out-of-tolerance of the size matching after the wheel arch is installed on the vehicle is the most difficult problem to overcome for wheel arch parts. The main forms of wheel arch deformation are the inward contraction deformation at both ends of the wheel arch, the warping deformation of the large head of the wheel arch, and the downward collapse deformation of the upper edge of the wheel arch. The existing technology can only play a weak role in improving the wheel arch deformation from the perspective of the injection molding process; although reducing the wall thickness in the product structure can reduce the deformation amount of the wheel arch (reducing the main wall thickness will reduce the warping deformation amount of the wheel arch, and reducing the wall thickness of the flanging will reduce the inward contraction deformation amount of the wheel arch), but reducing the wall thickness will affect the structural strength of the wheel arch and the anti-stone impact performance. Summary of the Utility Model

[0004] In view of the above problems, the purpose of the utility model is to provide an automobile front wheel arch assembly, which can effectively control the warping and inward contraction deformation of the wheel arch while ensuring the structural strength of the wheel arch, and can take into account both the quality and appearance refinement of the vehicle to overcome the above-mentioned deficiencies of the existing technology.

[0005] To achieve the above purpose, the utility model adopts the following technical solutions:

[0006] An automobile front wheel arch assembly includes: an outer front wheel arch panel, an inner front wheel arch panel, tapes, foam strips, and a plurality of buckles. The outer front wheel arch panel is adhesively connected to the inner front wheel arch panel through a plurality of tapes. A plurality of the buckles are inserted into the chucks on the inner front wheel arch panel. The inner front wheel arch panel is snap-connected and fixed to the fender through the buckles. A plurality of tapes are adhesively attached to the inner front wheel arch panel. The inner front wheel arch panel is connected and fixed to the fender through a plurality of tapes. The foam strip is adhesively attached to the inner front wheel arch panel. The foam strip is connected to the fender and used for auxiliary support to make the inner front wheel arch panel and the fender in clearance fit.

[0007] As a preference of the utility model, ten of the buckles are evenly installed on the chucks on the arc-shaped side surface of the outer front wheel arch panel.

[0008] As a preference of the utility model, the tape is a double-sided tape block. The double-sided tape block is pasted at the middle position of the arc-shaped side surface of the outer front wheel arch panel, and the double-sided tape block is pasted at the bottom position of the side surface of the outer front wheel arch panel.

[0009] As a preference of the present utility model, a plurality of limiting holes are evenly arranged on one side where the inner front fender panel is connected to the outer front fender panel. The plurality of limiting holes are used for connecting and fixing with the positioning ribs of the outer front fender panel. A plurality of lower limiting protrusions are evenly arranged at the lower end of the side surface of the inner front fender panel. The plurality of lower limiting protrusions are connected to the outer front fender panel and are used as support and limit between the inner front fender panel and the outer front fender panel.

[0010] As a preference of the present utility model, a plurality of upper limiting protrusions are evenly arranged at the upper end of the side surface of the inner front fender panel. The upper limiting protrusions are connected to the foam strip. The upper limiting protrusions and the foam strip are provided with a pre-compression amount, which can effectively ensure the size of the gap 10.

[0011] As a preference of the present utility model, the wall thickness of the outer front fender panel is 3 mm.

[0012] As a preference of the present utility model, two root buckles and two root positioning holes are further arranged at the bottom position of the side surface of the outer front fender panel. The two root buckles are clamped and fixed with the fender. The two root positioning holes are used for auxiliary limiting with the limiting ribs on the sill to prevent the root of the wheel arch from warping.

[0013] The advantages and positive effects of the present utility model are:

[0014] 1. The front wheel arch of the present utility model can effectively control the warping and inward deformation of the wheel arch while ensuring the structural strength of the wheel arch, and can take into account both the quality and the appearance refinement of the vehicle.

[0015] 2. The wheel arch of the present utility model has high structural strength and good clearance matching effect after being installed, ensuring the quality and aesthetics of the vehicle. Brief Description of the Drawings

[0016] Figure 1 It is a schematic diagram of the connection between the front wheel arch of the present utility model and surrounding components.

[0017] Figure 2 It is an exploded view of the front wheel arch assembly of the present utility model.

[0018] Figure 3 It is a side view of the front wheel arch of the present utility model.

[0019] Figure 4 It is a schematic diagram of the limiting structure of the inner front fender panel of the present utility model.

[0020] Figure 5 It is a longitudinal sectional view of the outer front fender panel and the inner front fender panel of the present utility model.

[0021] Figure 6 It is a schematic diagram of the limiting structure on the large-head side of the outer front fender panel of the present utility model.

[0022] Figure 7 is Figure 6 the A-A sectional view of

[0023] Figure 8 is a partial schematic view of the front fender inner panel support structure of the present utility model.

[0024] Figure 9 is Figure 8 the enlarged view of part B of

[0025] Reference numerals: front fender assembly 1, front fender outer panel 101, positioning hole 101-1, first tape 102, front fender inner panel 103, limit holes 103-1, 103-2, 103-3, 103-4, limit bumps 103-5, 103-6, 103-7, 103-8, 103-9, 103-10, 103-11, 103-12, 103-13, 103-14, 103-15, 103-16, 103-17, 103-18, 103-19, 103-20, 103-21, 103-22, buckle group 104, buckles 104-1, 104-2, 104-3, 104-4, 104-5, 104-6, 104-7, 104-8, 104-9, 104-10, second tape 105, double-sided tape blocks 105-1, 105-2, foam strip 106, bumper side fender 2, bumper skin 3, fender 4, front door sheet metal 5, front door trim 6, sill 7, front wheelhouse 8, gap between front fender and front door trim 9, gap between front fender and fender 10. Detailed implementation manners

[0026] In the following description, for the purpose of illustration, in order to provide a comprehensive understanding of one or more embodiments, many specific details are set forth. However, it is obvious that these embodiments can also be implemented without these specific details. In other instances, well-known structures and devices are shown in block diagram form for the purpose of facilitating the description of one or more embodiments.

[0027] As Figures 1-9 shown, the front fender assembly 1 provided in this embodiment is fixed on the fender 4. The mating parts around the fender assembly include the fender 4, the front door trim 6, the sill 7, and the bumper side fender 2. There are the following three key matching problems of the fender:

[0028] 1) Warping deformation during the injection molding of the large-head side of the wheel arch is likely to cause a step difference in the fit gap 9 between the front wheel arch and the front door trim panel, affecting the appearance quality of the vehicle. 2) The inward deformation during the injection molding of the wheel arch is likely to cause the gap 10 between the front wheel arch and the fender and the gap 9 between the front wheel arch and the front door trim panel to exceed the tolerance. Uneven gaps will affect the appearance quality of the vehicle. 3) The downward collapse deformation of the upper edge of the wheel arch is likely to cause the gap 10 to decrease or even fit with the fender. The fit between the wheel arch and the fender will affect the anti-corrosion performance of the fender.

[0029] The following will introduce in detail the effective solutions of this Embodiment 1 for the above three difficulties in the following attached drawings, all of which have been verified to be effective through actual tests.

[0030] As Figure 2 shown, this embodiment proposes an automotive front wheel arch assembly, including: a front wheel arch outer panel 101, a front wheel arch inner panel 103, a first tape 102, a second tape 105, a foam strip 106, and a buckle group 104. The front wheel arch outer panel 101 is adhesively connected to the front wheel arch inner panel 103 through five tapes 102. The buckle group 104 is inserted into the clamping platform of the front wheel arch inner panel 103. The front wheel arch inner panel 103 is clamped and fixed to the fender 4 through the buckle group 104. Two tapes 105 are adhesively bonded to the front wheel arch inner panel 103. The front wheel arch inner panel 103 is fixedly connected to the fender 4 through two tapes 105. The foam strip 106 is adhesively bonded to the front wheel arch inner panel 103. The foam strip 106 is connected to the fender 4 and is used for auxiliary support to make the front wheel arch inner panel 103 and the fender 4 have a clearance fit.

[0031] As Figure 3 shown, it is a schematic diagram of the fixing points of the front wheel arch assembly 1 and the fender 4. The buckle group 104 on the front wheel arch outer panel 101 is used for clamping and fixing to the fender 4. There are a total of ten buckles 104-1 to 104-10 in the buckle group on the clamping platform of the arc-shaped side of the front wheel arch outer panel 101. The second tape 105 is divided into two double-sided tape blocks 105-1 and 105-2. The double-sided tape block 105-1 is pasted at the middle position of the arc-shaped side of the front wheel arch outer panel 101. The double-sided tape block 105-2 is pasted at the bottom (root large-head end) position of the side of the front wheel arch outer panel 101. The double-sided tape blocks 105-1 and 105-2 are used for adhesively fixing to the fender 4.

[0032] As Figure 4As shown in the figure, it is a schematic diagram of the limit of the inner panel 103 of the front fender. The inner panel 103 of the front fender is firmly limited by a sufficient number of buckles to the sheet metal, that is, the inner panel can be shaped by the fender 4. The inner panel 103 of the front fender needs to be provided with a reasonable limit structure with the outer panel 101 of the front fender to ensure that the contour of the outer panel 101 of the front fender meets the product tolerance requirements. In this embodiment, the inner panel 103 of the front fender is limited by the positioning ribs of the outer panel 101 of the front fender through the limit holes 103-1 to 103-4. At the same time, the limit bumps 103-5 to 103-13 of the inner panel 103 of the front fender are used for supporting and limiting with the outer panel 101 of the front fender. The cooperation of the limit holes 103-1 to 103-4 and the limit bumps 103-5 to 103-13 can effectively inhibit the inward deformation of the outer panel 101 of the front fender.

[0033] As Figure 5 shown, it is a longitudinal sectional view of the limit structure between the inner panel 103 of the front fender and the outer panel 101 of the front fender. It can be seen from the longitudinal sectional view that the outer panel 101 of the front fender has a uniform wall thickness of 3 mm, and the wall thickness is relatively thick, including the flanging thickness is also the same as the main wall thickness, so that the overall structure strength of the fender is high and the anti-stone impact performance is good. In order to ensure the gap 10 between the front fender and the fender, and prevent the upper edge of the fender from collapsing and deforming, resulting in the fender fitting with the fender 4, in this embodiment, the inner panel 103 of the front fender is provided with uniformly arranged limit bumps 103-14 to 103-22. The limit bumps 103-14 to 103-22 and the foam strip 106 are provided with a pre-compression amount, which can effectively ensure the size of the gap 10.

[0034] As Figure 6 and 7 shown, it is a schematic diagram of the limit structure on the large head side of the fender. In order to inhibit the warping deformation of the large head side of the fender, in this embodiment, two buckles 104-1 and 104-2 are used as the main limit points. At the same time, two positioning holes 101-1 at the root of the fender are used in combination with the limit ribs on the sill 7 for auxiliary limit to prevent the root of the fender from warping. In order to further control the warping deformation at the large head corner of the fender, a second tape 105 (at the double-sided tape block 105-2) bonded to the fender is provided at the corner position. In order to ensure the effective transmission of the adhesion force of the second tape 105, a first tape 102 is provided between the inner and outer panels at the corner position of the fender. Due to the product shape, there is a large gap between the first tape 102 and the second tape 105. For plastic parts, if the gap between the second tape 105 and the first tape 102 is filled with the inner panel, the product wall thickness will be too thick, which will cause the product to shrink and deform. Therefore, the staggered support ribs can not only effectively ensure the adhesion force of the first tape 102, but also avoid the shrinkage deformation problem caused by the too thick inner panel wall thickness.

[0035] The above are only the specific implementation manners of the present utility model, but the protection scope of the present utility model is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present utility model can easily think of changes or substitutions, which should all be covered within the protection scope of the present utility model. Therefore, the protection scope of the present utility model shall be subject to the protection scope of the claims.

Claims

1. An automobile front fender assembly, characterized in that, Including: The outer front fender panel, the inner front fender panel, adhesive tapes, foam strips, and a plurality of buckles. The outer front fender panel is adhesively connected to the inner front fender panel through a plurality of adhesive tapes. A plurality of the buckles are inserted into the latches on the inner front fender panel. The inner front fender panel is snap-connected and fixed to the fender through the buckles. A plurality of adhesive tapes are adhesively attached to the inner front fender panel. The inner front fender panel is connected and fixed to the fender through the plurality of adhesive tapes. The foam strip is adhesively attached to the inner front fender panel. The foam strip is connected to the fender and used for auxiliary support to make the inner front fender panel and the fender in clearance fit.

2. The automotive front fender assembly according to claim 1, wherein, The ten buckles are evenly installed on the latches on the arc-shaped side surface of the outer front fender panel.

3. The front fender assembly of an automobile according to claim 1, characterized in that, The adhesive tapes are double-sided adhesive tape blocks. Double-sided adhesive tape blocks are pasted at the middle position of the arc-shaped side surface of the outer front fender panel, and double-sided adhesive tape blocks are pasted at the bottom position of the side surface of the outer front fender panel.

4. The front fender assembly of an automobile according to claim 1, wherein, A plurality of limit holes are evenly arranged on one side of the inner front fender panel where it is connected to the outer front fender panel. The plurality of limit holes are used for connecting and fixing with the positioning ribs of the outer front fender panel. A plurality of lower limit protrusions are evenly arranged at the lower end of the side surface of the inner front fender panel. The plurality of lower limit protrusions are connected to the outer front fender panel and are used as support and limit between the inner front fender panel and the outer front fender panel.

5. The automotive front fender assembly according to claim 1, characterized in that, A plurality of upper limit protrusions are evenly arranged at the upper end of the side surface of the inner front fender panel. The upper limit protrusions are connected to the foam strip.

6. The automotive front fender assembly according to claim 1, wherein, The wall thickness of the outer front fender panel is 3 mm.

7. The automotive front fender assembly according to claim 1, wherein, Two root buckles and two root positioning holes are further arranged at the bottom position of the side surface of the outer front fender panel. The two root buckles are snap-connected and fixed to the fender. The two root positioning holes are used for auxiliary positioning with the limit ribs on the sill to prevent the root of the fender from warping.

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