Bumper inner grille and bumper assembly

Abstract

This utility model discloses a bumper inner grille and a bumper assembly, relating to the field of automotive parts technology. The bumper inner grille includes an inner grille body, a connecting mechanism, and an mounting mechanism. The connecting mechanism includes a connecting plate and a reinforcing rib, with the connecting plate connected to the inner grille body. The mounting mechanism includes a first mounting component, a second mounting component, a first collapsible guide component, and a second collapsible guide component. The technical solution of this utility model forms a multi-level weakening structure by setting a first structural weakening part on the connecting plate and a second structural weakening part on the reinforcing rib. The first and second collapsible guide components constitute a collapsible guiding mechanism, enabling the bumper inner grille to retain its original function while also possessing controllable deformation capabilities in the vehicle's front-to-rear direction and controllable release characteristics at the connection points. This effectively mitigates the rigid impact on pedestrian legs, significantly improving pedestrian protection performance while maintaining the flexibility of the vehicle's front-end design.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to a bumper inner grille and bumper assembly. Background Technology

[0002] With China's economic and social development, the protection of pedestrian safety in the event of a collision is receiving increasing attention from the authorities. Therefore, major automakers in the industry not only need to meet national standards but also achieve a five-star rating under the C-NCAP (China New Car Assessment Program). Simultaneously, automotive styling is evolving, with front-end designs becoming increasingly diverse, including but not limited to the use of continuous front lights. While these designs enhance the product's marketability, the high rigidity of the lights themselves, coupled with their location in the lower limb collision zone, significantly increases the risk of pedestrian injury. Even without continuous lights, the design and structure of the vehicle's front end must balance aesthetics and safety, resulting in front bumpers and their supporting structures (such as the inner grille) typically possessing high structural rigidity, making it difficult to achieve the C-NCAP five-star pedestrian protection score. Therefore, the current vehicle front-end structure struggles to balance styling freedom with pedestrian protection performance, becoming a technological bottleneck restricting product development. Utility Model Content

[0003] The main purpose of this utility model is to propose an inner grille and bumper assembly for the bumper, which aims to solve the problem of how to effectively improve the vehicle's ability to protect pedestrians in a frontal collision while maintaining the flexibility of the vehicle's front-end styling.

[0004] To achieve the above objectives, this utility model proposes an inner grille for a bumper, the inner grille comprising:

[0005] An inner grille body, which is used to connect to the bumper;

[0006] A connecting mechanism includes a connecting plate and a reinforcing rib. The connecting plate is connected to the inner grid body, and the reinforcing rib is disposed on the side of the connecting plate away from the inner grid body. The connecting plate is provided with a first structural weakening part, and the reinforcing rib is provided with a second structural weakening part. The first structural weakening part and the second structural weakening part are respectively used to reduce the structural strength of the connecting plate and the reinforcing rib, so that the connecting plate and the reinforcing rib will deform when subjected to an impact force along a first direction to absorb impact energy.

[0007] The mounting mechanism includes a first mounting member, a second mounting member, a first collapsible guide member, and a second collapsible guide member. Both the first and second mounting members are located on the side of the connecting plate opposite to the inner grille body. The first mounting member is connected to the connecting plate via the first collapsible guide member, and the second mounting member is also connected to the connecting plate via the second collapsible guide member. The first and second collapsible guide members are respectively used to restrict the movement of the first and second mounting members relative to the connecting plate in a non-stressed state. When the first and second mounting members are subjected to an impact force along the first direction, the first and second collapsible guide members break, thereby releasing the restriction imposed by the connecting plate on the first and second mounting members, allowing them to move relative to the connecting plate. The first mounting member is used to connect to the front-end module of the vehicle, and the second mounting member is used to connect to the trim panel.

[0008] In one embodiment, the second structural weakening portion includes an active bending groove disposed on the reinforcing rib.

[0009] In one embodiment, the opening of the active bending groove faces away from the connecting plate.

[0010] In one embodiment, the first structural weakening portion further includes a hollowed-out area disposed on the connecting plate.

[0011] In one embodiment, the number of the first structural weakening portions is at least one;

[0012] And / or,

[0013] The number of reinforcing ribs is multiple, and the multiple reinforcing ribs are spaced apart along the length direction of the connecting plate. Each reinforcing rib is provided with the second structural weakening part.

[0014] In one embodiment, the first collapse guide includes a plurality of first collapse guide plates, which are spaced apart along the length of the connecting plate. There is a gap between any two adjacent first collapse guide plates. Both ends of each first collapse guide plate are connected to the first mounting member and the connecting plate, respectively. Each first collapse guide plate is used to restrict the movement of the first mounting member relative to the connecting plate when it is not under stress. When the first mounting member is subjected to an impact force along the first direction, at least one first collapse guide plate breaks to release the restriction of the connecting plate on the first mounting member, so that the first mounting member can move relative to the connecting plate.

[0015] In one embodiment, the second collapse guide includes a second collapse guide plate, with both ends of the second collapse guide plate connected to the second mounting member and the connecting plate, respectively. The second collapse guide plate is used to restrict the movement of the second mounting member relative to the connecting plate in a non-stressed state. A collapse trigger hole is provided in the connection area between the second collapse guide plate and the connecting plate. When the second mounting member is subjected to an impact force along the first direction, the second collapse guide plate breaks to release the restriction of the connecting plate on the second mounting member, so that the second mounting member can move relative to the connecting plate.

[0016] In one embodiment, there are multiple first mounting members, which are arranged at intervals along the length of the connecting plate, and at least one first mounting member is connected to the connecting plate through the first collapsible guide.

[0017] And / or,

[0018] The number of the second mounting components is multiple, and the multiple second mounting components are arranged at intervals along the length direction of the connecting plate. At least one of the second mounting components is connected to the connecting plate through the second collapsible guide.

[0019] In one embodiment, the inner grille body includes a first connecting portion and a second connecting portion. The first connecting portion is connected to the connecting plate. The first connecting portion and the second connecting portion are located on the side of the connecting plate away from the first mounting member. The first connecting portion and the first mounting member are spaced apart along the width direction of the connecting plate. The second connecting portion is connected to the first connecting portion and extends in a direction away from the first mounting member. The first connecting portion is used for detachable connection with a through light, and the second connecting portion is used for detachable connection with the bumper.

[0020] And / or,

[0021] The first mounting component is detachably connected to the front-end module of the vehicle;

[0022] And / or,

[0023] The second mounting component is detachably connected to the trim panel.

[0024] In addition, this utility model also proposes a bumper assembly, which includes a bumper, a through light, a trim panel, and an inner grille as described in any of the above technical solutions. The bumper and the through light are both connected to the main body of the inner grille, and the trim panel is connected to the second mounting member. The first mounting member is used to connect to the front module of the vehicle.

[0025] In this embodiment of the utility model, the first direction is the front-to-back direction, which is also the front-to-back direction of the vehicle. As a key integrated component of the vehicle's front structure, the inner grille of the bumper has multiple functions in vehicles with continuous lights: firstly, it serves as an intermediate connecting medium, reliably connecting the front bumper to the front-end module of the vehicle body, realizing force transmission and system integration; secondly, it serves as a load-bearing bracket, supporting the overall weight of the bumper assembly and resisting vertical vibrations and dynamic loads during normal vehicle operation, maintaining structural stability; thirdly, it serves as a mounting base for the continuous lights, providing precise mounting points and structural support, ensuring the assembly accuracy and durability of the lighting system. To improve the pedestrian protection performance of the vehicle, address the development needs of the bumper assembly, and enhance the overall product appeal of the vehicle, this embodiment of the utility model provides an optimized design scheme that reduces rigid impact injuries to pedestrians from the headlight area by controlling the energy transfer path during a collision. Specifically, the inner grille of the bumper includes an inner grille body, a connecting mechanism, and a mounting mechanism. The connecting mechanism includes a connecting plate fixedly connected to the inner grille body, and a reinforcing rib disposed on the side of the connecting plate opposite to the inner grille body. The reinforcing rib enhances the overall structural rigidity of the connecting plate and maintains its vertical load-bearing capacity. It also has a second structural weakening part, which, together with the first structural weakening part on the connecting plate, forms a controllable weakening structure in the first direction. When the vehicle experiences a frontal collision and is subjected to an impact force in the longitudinal direction, the connecting plate and the reinforcing rib can sequentially undergo controllable yielding and plastic deformation to absorb the initial impact energy and achieve the first stage of energy dissipation. The mounting mechanism includes a first mounting component and a second mounting component, respectively used to connect to the vehicle's front-end module and trim panel, and respectively connected to the connecting plate via a first and a second crumple zone guide. In the unloaded state, the first and second crumple zone guides maintain structural integrity, effectively limiting the movement of the first and second mounting components relative to the connecting plate and ensuring connection reliability during daily use. As the impact continues, when the impact force reaches a preset threshold, the first and second crumple guides fracture under concentrated stress, releasing the connection constraint between the connecting plate and the first and second mounting parts. This allows the connecting plate, the inner grille body, and the bumper connected to the inner grille body to form a movable unit, enabling the bumper assembly to crumple in a controlled manner towards the rear of the vehicle. This achieves the second stage of active avoidance, preventing high-rigidity components from causing serious injury to pedestrians' legs. This design fully considers the different load characteristics of the vehicle under normal use and collision conditions. It maintains sufficient connection strength in the vertical direction to support weight and resist vibration, while in the first direction, it achieves optimal balance of structural performance through a synergistic mechanism of deformation-energy absorption followed by fracture-crunching.Furthermore, it should be noted that, unlike existing solutions that only address the design of the through-light structure, this solution integrates a multi-level weakening structure and a multi-level crumple-guide structure, eliminating reliance on specific front-end functional components. This allows for reliable collision response even on vehicles without through-lights, significantly improving the versatility and platform scalability of the technical solution. This embodiment of the invention forms a multi-level weakening structure by setting a first structural weakening part on the connecting plate and a second structural weakening part on the reinforcing rib. A crumple-guide mechanism is constructed using a first and a second crumple-guide component, enabling the inner grille of the bumper to retain its original function while also possessing controllable deformation capabilities in the vehicle's longitudinal direction and controllable release characteristics at the connection points. In a frontal collision, the multi-level weakening structure preferentially absorbs energy, followed by the crumple-guide mechanism triggering fracture, causing the inner grille body and other connected components to move backward as a whole. This effectively mitigates the rigid impact on the pedestrian's legs, significantly improving pedestrian protection performance while maintaining the flexibility of the vehicle's front-end styling. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the structure of an embodiment of the inner grille of the bumper of this utility model;

[0028] Figure 2 This is a schematic diagram of another perspective of an embodiment of the inner grille of the bumper of this utility model;

[0029] Figure 3 This is a schematic diagram of a partial embodiment of the inner grille of the bumper of this utility model;

[0030] Figure 4 This is a schematic diagram of another perspective of a partial embodiment of the inner grille of the bumper of this utility model;

[0031] Figure 5 for Figure 3 A magnified view of a section at point A in the middle;

[0032] Figure 6 This is a schematic diagram of an embodiment of the first collapsible guide for the inner grille of the bumper of this utility model;

[0033] Figure 7 This is a structural schematic diagram of an embodiment of the bumper assembly of this utility model.

[0034] Explanation of icon numbers:

[0035] 100. Inner grille of bumper; 1. Main body of inner grille; 11. First connecting part; 12. Second connecting part; 2. Connecting mechanism; 21. Connecting plate; 211. First structural weakening part; 2111. Hollowed-out area; 22. Reinforcing rib; 221. Second structural weakening part; 2211. Active bending groove; 22111. Opening; 3. Mounting mechanism; 31. First mounting component; 32. Second mounting component; 33. First collapse guide; 331. First collapse guide plate; 332. Gap; 34. Second collapse guide; 341. Second collapse guide plate; 342. Collapse trigger hole;

[0036] 200. Bumper assembly; 210. Bumper; 220. Continuous light; 230. Trim panel;

[0037] 300. Front-end module.

[0038] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0039] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0040] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, and back), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0041] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0042] With China's economic and social development, the protection of pedestrian safety in the event of a collision is receiving increasing attention from the authorities. Therefore, major automakers in the industry not only need to meet national standards but also achieve a 5-star rating under the CNCAP (China New Car Assessment Program). Simultaneously, automotive styling is evolving, with front continuous lights becoming a popular choice for many manufacturers. While this design enhances product appeal, the high rigidity of the lights themselves, coupled with their location in the lower limb collision zone, significantly increases the risk of pedestrian injury. This makes it difficult to balance styling freedom with pedestrian protection performance in existing structures, becoming a technical bottleneck restricting product development.

[0043] With the development of China's economy and society, the protection of pedestrian safety in the event of a collision is receiving increasing attention from the authorities. Therefore, major automakers in the industry not only need to meet national standards but also achieve a five-star rating in C-NCAP tests. Simultaneously, automotive styling is evolving, with front-end designs becoming increasingly diverse, including but not limited to the use of continuous front lights. While these designs enhance the product's marketability, the high rigidity of the lights themselves, coupled with their location in the lower limb collision zone, significantly increases the risk of pedestrian injury. Even without continuous lights, the design and structure of the vehicle's front end must balance aesthetics and safety, resulting in front bumpers and their supporting structures (such as the inner grille) typically possessing high structural rigidity, making it difficult to achieve a five-star pedestrian protection score in C-NCAP tests. Therefore, the current vehicle front-end structure struggles to balance styling freedom with pedestrian protection performance, becoming a technological bottleneck restricting product development.

[0044] After careful investigation, the applicant discovered that the root cause of the aforementioned problems lies in the failure of traditional design approaches to effectively reconcile the contradiction between front-end structural layout and collision energy management. On the one hand, in vehicles with continuous taillights, to meet the injury limits for the head and lower legs required by evaluation systems such as CNCAP, the industry generally adopts a passive avoidance strategy of moving the taillights as far back as possible, making the bumper itself the foremost contact surface. However, this approach forces the front of the bumper to be designed with a smooth and full shape to reduce impact acceleration, severely limiting the designer's creative space in the overall front-end styling and making it difficult to adapt to diverse and personalized market demands. On the other hand, even if the local energy absorption capacity is improved through styling optimization, the front bumper and its supporting structure (such as the inner grille) usually have high structural rigidity, which may still form hard points in real collisions, resulting in the inability to effectively dissipate impact energy. Key indicators such as tibial acceleration and knee flexion angle are prone to exceeding the limits, making it difficult to achieve the CNCAP five-star standard in pedestrian protection tests. Therefore, how to achieve efficient energy absorption and dynamic obstacle avoidance of the front structure through structural innovation without sacrificing the freedom of the vehicle's front-end design has become a core technical challenge that urgently needs to be solved.

[0045] The main objective of this invention is to propose an inner grille and bumper assembly to address the problem of how to effectively improve the vehicle's ability to protect pedestrians in a frontal collision while maintaining the flexibility of the vehicle's front-end styling.

[0046] Please see Figure 1 and Figure 2In one embodiment of this utility model, the inner grille 100 of the bumper includes an inner grille body 1, a connecting mechanism 2, and an installation mechanism 3. The inner grille body 1 is used to connect with the bumper 210. The connecting mechanism 2 includes a connecting plate 21 and a reinforcing rib 22. The connecting plate 21 is connected to the inner grille body 1, and the reinforcing rib 22 is disposed on the side of the connecting plate 21 away from the inner grille body 1. A first structural weakening part 211 is provided on the connecting plate 21, and a second structural weakening part 221 is provided on the reinforcing rib 22. The first structural weakening part 211 and the second structural weakening part 221 are respectively used to reduce the structural strength of the connecting plate 21 and the reinforcing rib 22, so that the connecting plate 21 and the reinforcing rib 22 deform when subjected to an impact force along the first direction to absorb the impact energy. The installation mechanism 3 includes a first mounting member 31, a second mounting member 32, a first collapsible guide member 33, and a second collapsible guide member 34. Both the first mounting member 31 and the second mounting member 32 are located on the side of the connecting plate 21 opposite to the inner grille body 1. The first mounting member 31 is connected to the connecting plate 21 through the first collapsible guide 33, and the second mounting member 32 is connected to the connecting plate 21 through the second collapsible guide 34. The first collapsible guide 33 and the second collapsible guide 34 are respectively used to restrict the movement of the first mounting member 31 and the second mounting member 32 relative to the connecting plate 21 in an unloaded state. When the first mounting member 31 and the second mounting member 32 are subjected to an impact force along the first direction, the first collapsible guide 33 and the second collapsible guide 34 break, so that the restriction of the connecting plate 21 on the first mounting member 31 and the second mounting member 32 is released, so that the first mounting member 31 and the second mounting member 32 can move relative to the connecting plate 21. The first mounting member 31 is used to connect with the front module 300 of the vehicle, and the second mounting member 32 is used to connect with the trim panel 230.

[0047] In the embodiments of this utility model, such as Figure 1As shown, the first direction is the front-to-back direction, which is also the front-to-back direction of the vehicle. The inner grille 100 of the bumper, as a key integrated component of the vehicle's front structure, has multiple functions in models with a through-beam light 220: First, it serves as an intermediate connecting medium, reliably connecting the front bumper 210 to the front-end module 300 of the vehicle body, realizing force transmission and system integration; second, it acts as a load-bearing bracket, supporting the overall weight of the bumper assembly 200 and resisting vertical vibrations and dynamic loads during normal vehicle operation, maintaining structural stability; third, it serves as a mounting base for the through-beam light 220, providing precise mounting points and structural support, ensuring the assembly accuracy and durability of the lighting system. To improve the pedestrian protection performance of the vehicle, address the development needs of the bumper assembly 200, and enhance the overall product appeal of the vehicle, this utility model embodiment provides an optimized design scheme that reduces rigid impact injuries to pedestrians from the headlight area by controlling the energy transfer path during a collision. Specifically, the inner grille 100 of the bumper includes an inner grille body 1, a connecting mechanism 2, and a mounting mechanism 3. The connecting mechanism 2 includes a connecting plate 21 fixedly connected to the inner grille body 1, and a reinforcing rib 22 disposed on the side of the connecting plate 21 facing away from the inner grille body 1. The reinforcing rib 22 enhances the overall structural rigidity of the connecting plate 21 and maintains its load-bearing capacity in the vertical direction. Simultaneously, it has a second structural weakening part 221, which, together with the first structural weakening part 211 on the connecting plate 21, constitutes a controllable weakening structure in the first direction. When the vehicle experiences a frontal collision and is subjected to an impact force in the longitudinal direction, the connecting plate 21 and the reinforcing rib 22 can sequentially undergo controllable yielding and plastic deformation to absorb the initial impact energy and achieve the first stage of energy dissipation. The mounting mechanism 3 includes a first mounting member 31 and a second mounting member 32, which are respectively used to connect to the front-end module 300 and the trim panel 230 of the vehicle, and are respectively connected to the connecting plate 21 through a first collapsible guide member 33 and a second collapsible guide member 34. In the unloaded state, the first collapsible guide member 33 and the second collapsible guide member 34 maintain structural integrity, effectively limiting the movement of the first mounting member 31 and the second mounting member 32 relative to the connecting plate 21, ensuring connection reliability in daily use. As the impact continues, when the impact force reaches a preset threshold, the first collapsible guide member 33 and the second collapsible guide member 34 break under concentrated stress, releasing the connection constraint between the connecting plate 21 and the first mounting member 31 and the second mounting member 32. This allows the connecting plate 21, the inner grille body 1, and the bumper 210 connected to the inner grille body 1 to form a movable unit, enabling the bumper assembly 200 to collapse controllably towards the rear of the vehicle, achieving the second stage of active avoidance and preventing high-rigidity components from causing serious injury to pedestrians' legs. The design fully considers the different load characteristics of vehicles under normal use and collision conditions. It maintains sufficient connection strength in the vertical direction to support weight and resist vibration, while in the first direction, it achieves the optimal balance of structural performance through a cooperative working mechanism of first deforming to absorb energy and then fracture and collapse.In addition, it should be noted that, unlike existing solutions that only target the 220-level continuous light structure, this solution integrates a multi-level weakening structure and a multi-level crumple-guide structure, thus eliminating the dependence on specific front-end functional components. It can achieve reliable collision response even on vehicles without the 220-level continuous light, significantly improving the versatility and platform scalability of the technical solution.

[0048] The technical solution of this utility model forms a multi-level weakening structure by setting a first structural weakening part 211 on the connecting plate 21 and a second structural weakening part 221 on the reinforcing rib 22. A crumple-guiding mechanism is formed by the first crumple guide 33 and the second crumple guide 34, allowing the inner grille 100 of the bumper to retain its original function while also possessing controllable deformation capability in the front-rear direction and controllable release characteristics at the connection points. In the event of a frontal collision, the multi-level weakening structure preferentially absorbs energy, followed by the crumple-guiding mechanism triggering fracture, causing the inner grille body 1 and other connected components to move backward as a whole. This effectively mitigates the rigid impact on the pedestrian's legs, significantly improving pedestrian protection performance while maintaining the flexibility of the vehicle's front-end design.

[0049] Please see Figure 3 and Figure 5 In one embodiment, the second structural weakening part 221 includes an active bending groove 2211 disposed on the reinforcing rib 22. Specifically, the active bending groove 2211 is a groove structure pre-formed on the reinforcing rib 22, serving as an artificially designed stress concentration area to guide the reinforcing rib 22 to undergo controllable plastic bending deformation at a designated position during the collision. Through this structure, the reinforcing rib 22 can initiate yielding under a preset load as the impact force gradually increases, cooperating with the first structural weakening part 211 on the connecting plate 21 to achieve phased energy absorption. At the same time, the design of the active bending groove 2211 ensures the repeatability and consistency of deformation behavior, avoiding response instability due to material differences or process fluctuations. This not only improves the reliability of the multi-level weakening structure but also enhances the protection capability of the inner grille 100 of the bumper for pedestrian legs in a frontal collision, demonstrating good engineering application value and manufacturability. In addition, the active bending groove 2211 can be a V-shaped groove or a U-shaped groove; this embodiment does not limit the specific shape of the active bending groove 2211.

[0050] According to one embodiment of the present invention, the second structural weakening part 221 includes a thinned area, an opening or a discontinuous rib structure disposed on the reinforcing rib 22.

[0051] Please see Figure 5In one embodiment, the opening 22111 of the active bending groove 2211 faces away from the connecting plate 21. Specifically, experimental verification shows that setting the opening 22111 of the active bending groove 2211 away from the collision source makes the active bending groove 2211 more sensitive to impact loads along the first direction. When the vehicle experiences a forward impact, the second structural weakening part 221 preferentially reaches the material yield strength due to stress concentration, guiding the reinforcing rib 22 to undergo controllable folding deformation towards the vehicle interior, avoiding the formation of sharp edges or flying fragments on the outside. This inward bending deformation mode is more constrained by the surrounding structure, and the deformation path is more stable, which helps to form a coordinated response with the first structural weakening part 211 on the connecting plate 21. This ensures that the multi-level weakening structure works sequentially in the order of local yielding followed by directional bending, achieving phased energy absorption and orderly collapse, thereby improving the reliability, safety, and response consistency of the inner grille 100 of the bumper under pedestrian protection conditions.

[0052] Please see Figures 1 to 4 In one embodiment, the first structural weakening part 211 further includes a hollow area 2111 disposed on the connecting plate 21. Specifically, the hollow area 2111 is a through-hole structure penetrating the connecting plate 21. By partially removing material, a clear mechanical weak area is formed. When a frontal collision occurs, stress can be effectively concentrated and the connecting plate 21 can be guided to yield or undergo micro-deformation preferentially at a preset position, thereby initiating the first stage of energy absorption process. Compared with local thinning or shallow groove structures, the hollow area 2111 has a stronger weakening capability and can respond quickly under lower impact loads, improving the sensitivity and reliability of the energy absorption mechanism. At the same time, its shape, size, and distribution can be optimized according to the collision simulation results to achieve precise control of the degree of weakening and take into account the requirements of structural lightweighting. This design works in conjunction with the second structural weakening part 221 on the reinforcing rib 22 to jointly form a multi-level weakening system with graded response, ensuring that the inner grille 100 of the bumper remains connected stably under normal working conditions and achieves orderly deformation and energy dissipation under collision conditions.

[0053] According to one embodiment of the present invention, the first structural weakening part 211 includes a thinning area or groove disposed on the connecting plate 21.

[0054] Please see Figure 1 and Figure 2 In one embodiment, the number of first structural weakening portions 211 is at least one; and / or, the number of reinforcing ribs 22 is multiple, with the multiple reinforcing ribs 22 spaced apart along the length direction of the connecting plate 21, and each reinforcing rib 22 is provided with a second structural weakening portion 221; specifically, as shown in the figure Figure 1As shown, the connecting plate 21 extends horizontally. This design, by setting one or more first structural weakening parts 211 on the connecting plate 21, forms a multi-point stress concentration area, enabling the connecting plate 21 to achieve local or synchronous yielding according to the impact distribution during a frontal collision, thus improving the stability and controllability of initial energy absorption. Simultaneously, multiple reinforcing ribs 22 are evenly arranged along the horizontal direction, with a second structural weakening part 221 set on each reinforcing rib 22, forming an array-type multi-level weakening system. During the collision, this system can collaboratively undergo directional bending deformation, achieving uniform energy absorption and orderly collapse across the entire width. This layout not only avoids the risk of pedestrian leg injury due to sudden changes in local stiffness but also enhances the adaptability of the inner grille 100 under different collision offset conditions, improving the consistency and reliability of pedestrian protection performance. Furthermore, this structure facilitates performance tuning by adjusting the number and distribution of the first structural weakening parts 211 and the second structural weakening parts 221, exhibiting good engineering feasibility and platform scalability. In this embodiment, there are two first structural weakening parts 211, and the two first structural weakening parts 211 are arranged at intervals along the length direction of the connecting plate 21.

[0055] Please see Figure 4 and Figure 6In one embodiment, the first crumple guide 33 includes a plurality of first crumple guide plates 331, which are spaced apart along the length of the connecting plate 21. There is a gap 332 between any two adjacent first crumple guide plates 331. The two ends of each first crumple guide plate 331 are respectively connected to the first mounting member 31 and the connecting plate 21. Each first crumple guide plate 331 is used to restrict the movement of the first mounting member 31 relative to the connecting plate 21 in an unloaded state. When the first mounting member 31 is subjected to an impact force along the first direction, at least one first crumple guide plate 331 breaks to release the restriction of the connecting plate 21 on the first mounting member 31, so that the first mounting member 31 can move relative to the connecting plate 21. Specifically, the two ends of each first crumple guide plate 331 are respectively connected to the first mounting member 31 and the connecting plate 21, and can jointly bear the load in an unloaded state, effectively restricting the movement of the first mounting member 31 relative to the connecting plate 21 and ensuring the installation stability of the inner grille 100 of the bumper and the front module 300 of the vehicle. Since each of the first collapsible guide plates 331 is separated from each other along the length of the connecting plate 21, there is a gap 332 between any two adjacent first collapsible guide plates 331. The gap 332 forms a structural discontinuity area, which makes the first collapsible guide 33 form a hollow shape similar to a railing. Experiments have verified that the first collapsible guide 33 with this structure has high resistance to deformation in the radial (up and down direction) direction, but exhibits relatively low stiffness in the tangential (front and back direction) direction, forming a significant difference in directional stiffness. When the first mounting component 31 is impacted by a pedestrian protection leg model along the first direction, the load is transmitted through each of the first crumple guide plates 331, and stress concentration occurs at the edge of the gap 332 and the root of the first crumple guide plate 331. This causes at least one of the first crumple guide plates 331 to break under a low load, thereby quickly releasing the connection constraint of the connecting plate 21 on the first mounting component 31, allowing relative displacement between the two. This enables the bumper assembly 200 to achieve controlled crumple towards the rear of the vehicle, realizing the second stage of active avoidance and preventing serious injury to the pedestrian's leg from high-rigidity components. This design achieves directional weakening through geometric layout, achieving controlled crumple without additional thinning or openings. It not only improves the sensitivity and consistency of the collision response but also ensures the reliability of the connection in daily use, demonstrating good engineering practicality and manufacturability.

[0056] Please see Figure 3 and Figure 4In one embodiment, the second crumple guide 34 includes a second crumple guide plate 341. The two ends of the second crumple guide plate 341 are respectively connected to the second mounting member 32 and the connecting plate 21. The second crumple guide plate 341 is used to restrict the movement of the second mounting member 32 relative to the connecting plate 21 in an unloaded state. A crumple trigger hole 342 is provided in the connection area between the second crumple guide plate 341 and the connecting plate 21. When the second mounting member 32 is subjected to an impact force along the first direction, the second crumple guide plate 341 breaks to release the restriction of the connecting plate 21 on the second mounting member 32, so that the second mounting member 32 can move relative to the connecting plate 21. Specifically, the two ends of the second crumple guide plate 341 are respectively connected to the second mounting member 32 and the connecting plate 21. In an unloaded state, it can effectively restrict the movement of the second mounting member 32 relative to the connecting plate 21, ensuring the connection stability and appearance integrity of the inner grille 100 or trim panel 230 of the bumper during daily use. Specifically, the connection area between the second crumple guide plate 341 and the connecting plate 21 is provided with a crumple trigger hole 342. This crumple trigger hole 342 serves as a pre-designed stress concentration area, significantly weakening the structural strength of this part. When a frontal collision occurs and the second mounting member 32 is subjected to an impact force along the first direction, this load is transmitted rearward to the second mounting member 32 through the second crumple guide plate 341. The area around the crumple trigger hole 342 quickly reaches the material fracture threshold, causing the second crumple guide plate 341 to undergo controllable fracture at this point. This releases the constraint of the connecting plate 21 on the second mounting member 32, allowing relative displacement between the two. This enables the bumper assembly 200 to achieve controllable crumple towards the rear of the vehicle, realizing the second stage of active avoidance and preventing serious injury to the pedestrian's legs from high-rigidity components. This design not only ensures the reliability of the connection under non-collision conditions but also achieves rapid and reliable connection release during a collision, effectively reducing the impact risk of high-rigidity components to the pedestrian's legs. Meanwhile, the introduction of the collapse trigger hole 342 improves the predictability and consistency of fracture behavior, making it easier to match the pedestrian protection needs of different vehicle models through structural parameter adjustment, and has good engineering practicality and manufacturability.

[0057] Please see Figure 1 and Figure 2In one embodiment, there are multiple first mounting members 31, which are spaced apart along the length of the connecting plate 21, and at least one first mounting member 31 is connected to the connecting plate 21 via a first collapsible guide 33; and / or, there are multiple second mounting members 32, which are spaced apart along the length of the connecting plate 21, and at least one second mounting member 32 is connected to the connecting plate 21 via a second collapsible guide 34; specifically, this design allows for multiple configuration relationships between the number of collapsible guides and the corresponding number of mounting members, thereby adapting to the performance requirements and cost targets of different vehicle models. Specifically, the number of crumple zones can be less than or equal to the number of corresponding mounting components, each with its own technical advantages: When the number of crumple zones is less than the number of mounting components, crumple zones are only installed at critical locations (such as high-risk pedestrian collision areas or structural stress concentration areas), while the remaining mounting points remain rigidly connected. This configuration achieves a minimal controllable crumple response while ensuring overall connection stiffness and vibration durability, effectively reducing system complexity, material costs, and manufacturing and assembly difficulties. It is suitable for cost-sensitive vehicles or those with moderate pedestrian protection requirements, achieving a balance between performance and economy. When the number of crumple zones equals the number of mounting components, each mounting component is equipped with an independent crumple zone structure, forming a fully controllable release mechanism. This configuration enables synchronous or orderly breakage of all connection points during a collision, ensuring coordinated rearward movement of the front-end structure, avoiding localized hard points, and significantly improving energy absorption efficiency and deformation consistency. It is particularly suitable for high-safety-level vehicles or designs with prominent front fascias and high collision risks, maximizing compliance with the stringent requirements for pedestrian protection performance under multiple conditions in the C-NCAP five-star rating. Through the above flexible configuration, this solution supports both lightweight strategies of focused crumple and localized release, and high-performance solutions of global response and overall avoidance, exhibiting good scalability and platform adaptability. Regardless of whether the through-beam 220 is configured, this structure effectively enhances the vehicle's ability to protect pedestrians in frontal collisions, while also considering styling freedom and engineering feasibility. In this embodiment, the number of the first mounting component 31, the first crumple guide 33, the second mounting component 32, and the second crumple guide 34 are all four.

[0058] Please see Figure 1 and Figure 2In one embodiment, the inner grille body 1 includes a first connecting portion 11 and a second connecting portion 12. The first connecting portion 11 is connected to a connecting plate 21. The first connecting portion 11 and the second connecting portion 12 are located on the side of the connecting plate 21 opposite to the first mounting member 31. The first connecting portion 11 and the first mounting member 31 are spaced apart along the width direction of the connecting plate 21. The second connecting portion 12 is connected to the first connecting portion 11 and extends away from the first mounting member 31. The first connecting portion 11 is detachably connected to the through light 220, and the second connecting portion 12 is detachably connected to the bumper 210; and / or, the first mounting member 31 is detachably connected to the front module 300 of the vehicle; and / or, the second mounting member 32 is detachably connected to the trim panel 230; specifically, as Figure 1 As shown, the width of the connecting plate 21 is vertical. In vehicles with a through light 220, the first connecting part 11 is used to snap onto the through light 220, enabling quick positioning and stable installation of the light body; the second connecting part 12 is used for detachable connection with the bumper 210, thereby enhancing the overall structural rigidity and deformation resistance of the bumper assembly 200. This dual-connecting-part design not only improves the connection reliability of the inner grille 100 under vibration, wind load, and other conditions, but also provides an independent and coordinated installation interface for the through light 220 and the bumper 210, significantly improving pedestrian protection performance while retaining the design advantages of the through light 220. In addition, the first mounting part 31 and the front module 300 of the vehicle, and the second mounting part 32 and the trim panel 230 are all detachable, facilitating assembly and maintenance, achieving synergistic optimization of functional integration and structural reinforcement, and possessing good engineering practicality and platform scalability. In this embodiment, the first connecting part 11 and the through light 220, the second connecting part 12 and the bumper 210, the first mounting part 31 and the front module 300 of the vehicle, and the second mounting part 32 and the trim panel 230 can all be detachably connected by screwing or snapping. This embodiment does not limit this.

[0059] Please see Figure 6This utility model also proposes a bumper assembly 200, which includes a bumper 210, a through light 220, a trim panel 230, and an inner bumper grille 100. The specific structure of the inner bumper grille 100 is as described in the above embodiments. Since this bumper assembly 200 adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here. The bumper 210 and the through light 220 are both connected to the inner grille body 1, the trim panel 230 is connected to the second mounting piece 32, and the first mounting piece 31 is used to connect to the front-end module 300 of the vehicle. Specifically, through the above-mentioned integrated structural design, the bumper assembly 200 achieves a high degree of integration between functional components and safety structure. The front-end module 300 achieves a stable connection with the vehicle through the first mounting piece 31. The connection between the through light 220 and the bumper 210 and the inner grille body 1 ensures installation accuracy and convenience. The trim panel 230 is connected to the inner grille 100 of the bumper through the second mounting piece 32. In the event of a collision, the through light 220, bumper 210, trim panel 230, and the collapsible guide structure on the inner grille 100 can move backward synchronously and release according to a preset path under impact load. This bumper assembly 200 not only improves assembly efficiency and structural reliability but also effectively supports the overall controllable collapse of the inner grille under frontal collision conditions, significantly enhancing the leg protection performance for pedestrians while retaining the design advantages of the through light 220.

[0060] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model.

Claims

1. A bumper inner grille, characterized in that, The inner grille of the bumper includes: An inner grille body, which is used to connect to the bumper; A connecting mechanism includes a connecting plate and a reinforcing rib. The connecting plate is connected to the inner grid body, and the reinforcing rib is disposed on the side of the connecting plate away from the inner grid body. The connecting plate is provided with a first structural weakening part, and the reinforcing rib is provided with a second structural weakening part. The first structural weakening part and the second structural weakening part are respectively used to reduce the structural strength of the connecting plate and the reinforcing rib, so that the connecting plate and the reinforcing rib will deform when subjected to an impact force along a first direction to absorb impact energy. The mounting mechanism includes a first mounting member, a second mounting member, a first collapsible guide member, and a second collapsible guide member. Both the first and second mounting members are located on the side of the connecting plate opposite to the inner grille body. The first mounting member is connected to the connecting plate via the first collapsible guide member, and the second mounting member is also connected to the connecting plate via the second collapsible guide member. The first and second collapsible guide members are respectively used to restrict the movement of the first and second mounting members relative to the connecting plate in a non-stressed state. When the first and second mounting members are subjected to an impact force along the first direction, the first and second collapsible guide members break, thereby releasing the restriction imposed by the connecting plate on the first and second mounting members, allowing them to move relative to the connecting plate. The first mounting member is used to connect to the front-end module of the vehicle, and the second mounting member is used to connect to the trim panel.

2. The inner grille of the bumper as described in claim 1, characterized in that, The second structural weakening part includes an active bending groove disposed on the reinforcing rib.

3. The inner grille of the bumper as described in claim 2, characterized in that, The opening of the active bending groove faces away from the connecting plate.

4. The inner grille of the bumper as described in claim 1, characterized in that, The first structural weakening part also includes a hollow area disposed on the connecting plate.

5. The inner grille of the bumper as described in claim 1, characterized in that, The number of the first structural weakening parts is at least one; And / or, The number of reinforcing ribs is multiple, and the multiple reinforcing ribs are spaced apart along the length direction of the connecting plate. Each reinforcing rib is provided with the second structural weakening part.

6. The inner grille of the bumper as described in any one of claims 1 to 5, characterized in that, The first collapsible guide includes a plurality of first collapsible guide plates, which are spaced apart along the length of the connecting plate. There is a gap between any two adjacent first collapsible guide plates. The two ends of each first collapsible guide plate are respectively connected to the first mounting member and the connecting plate. Each first collapsible guide plate is used to restrict the movement of the first mounting member relative to the connecting plate when it is not under force. When the first mounting member is subjected to an impact force along the first direction, at least one first collapsible guide plate breaks to release the restriction of the connecting plate on the first mounting member, so that the first mounting member can move relative to the connecting plate.

7. The inner grille of the bumper as described in any one of claims 1 to 5, characterized in that, The second collapse guide includes a second collapse guide plate, with its two ends connected to the second mounting member and the connecting plate, respectively. The second collapse guide plate is used to restrict the movement of the second mounting member relative to the connecting plate when it is not under stress. A collapse trigger hole is provided in the connection area between the second collapse guide plate and the connecting plate. When the second mounting member is subjected to an impact force along the first direction, the second collapse guide plate breaks to release the restriction of the connecting plate on the second mounting member, so that the second mounting member can move relative to the connecting plate.

8. The inner grille of the bumper as described in any one of claims 1 to 5, characterized in that, The number of the first mounting components is multiple, and the multiple first mounting components are arranged at intervals along the length direction of the connecting plate. At least one of the first mounting components is connected to the connecting plate through the first collapsible guide. And / or, The number of the second mounting components is multiple, and the multiple second mounting components are arranged at intervals along the length direction of the connecting plate. At least one of the second mounting components is connected to the connecting plate through the second collapsible guide.

9. The inner grille of the bumper as described in any one of claims 1 to 5, characterized in that, The inner grille body includes a first connecting part and a second connecting part. The first connecting part is connected to the connecting plate. The first connecting part and the second connecting part are located on the side of the connecting plate away from the first mounting member. The first connecting part and the first mounting member are spaced apart along the width direction of the connecting plate. The second connecting part is connected to the first connecting part and extends away from the first mounting member. The first connecting part is used for detachable connection with the through light, and the second connecting part is used for detachable connection with the bumper. And / or, The first mounting component is detachably connected to the front-end module of the vehicle; And / or, The second mounting component is detachably connected to the trim panel.

10. A bumper assembly, characterized in that, The bumper assembly includes a bumper, a through light, a trim panel, and an inner grille as described in any one of claims 1 to 9. The bumper and the through light are both connected to the inner grille body, and the trim panel is connected to the second mounting member. The first mounting member is used to connect to the front end module of the vehicle.

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