Bumper and fender connecting structure

Abstract

The utility model discloses a bumper and fender connecting structure relates to the technical field of automobile parts, wherein, bumper and fender connecting structure includes bumper, fender and fastener, and bumper includes main body, first flanging and second flanging, and first flanging includes first connecting portion and second connecting portion, and the distance of first connecting portion and tire envelope is greater than the distance of second flanging and tire envelope, and second connecting portion is connected with fender and is matched, first connecting portion is detachably connected with fender through fastener. The utility model discloses a technical scheme through the connecting function of bumper and fender is centralized in first flanging, and the connecting relation between second flanging and fender is cancelled, so that first connecting portion realizes hard connection through fastener, and second connecting portion realizes soft connection through the clamping, realizes the car body width direction extension size of second flanging on bumper is reduced in avoiding the intrusion of connecting structure in tire envelope area, and effectively reduces the interference risk.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to a connection structure between a bumper and a fender. Background Technology

[0002] With the continuous development of the automotive industry and the increasing aesthetic demands of consumers, large-size wheels have become an important feature of mid-to-high-end vehicles due to their more visually striking appearance, improved handling stability, and stronger grip. However, the increase in wheel size directly leads to a significant expansion of the tire's dynamic envelope during vehicle operation. During vehicle development, to ensure vehicle safety under extreme conditions (such as fully loaded steering and driving on bumpy roads), it is crucial to strictly avoid interference between the tire and surrounding components (such as bumpers, fenders, fender mounting brackets, wheel covers, etc.). Bumper boundary areas typically require flanged structures for mounting points. Considering the necessity of a rigid connection between the bumper and fender to ensure reliable connection, at least 22mm of Y-axis (transverse direction of the vehicle, i.e., the width of the body) space is required to meet assembly process and connector layout needs. However, the larger the Y-axis space, the easier it is for the bumper structure to encroach on the tire envelope area, thus increasing the risk of interference. Utility Model Content

[0003] The main purpose of this utility model is to propose a connection structure between the bumper and the fender, which aims to solve the problem of how to avoid interference with the tire envelope caused by excessive space occupation in the width direction of the vehicle body while ensuring a reliable connection between the bumper and the fender.

[0004] To achieve the above objectives, this utility model proposes a bumper-fender connection structure, which includes:

[0005] Fender;

[0006] The bumper includes a main body, a first flange, and a second flange. The first flange is disposed on the side of the main body near the fender along a first direction, and the second flange is disposed on the side of the main body near the tire envelope along a second direction. Both the first flange and the second flange extend along a third direction near the tire envelope. The first flange includes a first connecting portion and a second connecting portion, which are sequentially arranged in a direction away from the second flange. The distance between the first connecting portion and the tire envelope is greater than the distance between the second flange and the tire envelope. The second connecting portion engages with the fender. The first direction, the second direction, and the third direction are perpendicular to each other.

[0007] Fastener, wherein the first connecting part is detachably connected to the fender via the fastener.

[0008] In one embodiment, the fastener includes an expansion clip and a screw. The fender and the first connecting portion are both engaged with the expansion clip. The expansion clip has a guide hole, and the screw engages with the guide hole through a self-tapping thread to restrict the movement of the first connecting portion relative to the expansion clip.

[0009] In one embodiment, the expansion buckle includes a snap-fit ​​section and an expansion section. The snap-fit ​​section is connected to the expansion section. A stop is provided on the side of the snap-fit ​​section facing the expansion section. The expansion section has the guide hole. A first mounting hole is provided on the first connecting portion. A second mounting hole is provided on the fender. The snap-fit ​​section passes through the first mounting hole and the second mounting hole so that the stop can abut against the fender to restrict the fender from moving away from the first connecting portion. The screw engages with the self-tapping thread of the guide hole so that the outer wall of the expansion section can abut against the wall of the first mounting hole to restrict the first connecting portion from moving relative to the expansion section.

[0010] In one embodiment, the first connecting part includes a connecting plate, a first support member, and a second support member. The connecting plate is connected to the main body and has a first mounting hole. The first support member and the second support member are disposed on the side of the connecting plate facing the fender, and the first support member and the second support member are respectively located on opposite sides of the first mounting hole. Both the first support member and the second support member can abut against the fender.

[0011] In one embodiment, the second connecting part includes a cantilevered claw, which is connected to the main body. A slot is provided on the fender, and the cantilevered claw engages with the slot.

[0012] In one embodiment, the cantilever claw includes an insertion section and a locking section connected to each other. The insertion section is connected to the main body, and the locking section is provided with an undercut structure that engages with the slot.

[0013] In one embodiment, the two sides of the undercut structure are a guide slope and a stop surface, respectively. The guide slope is used to guide the undercut structure into the slot, and the stop surface can abut against the edge of the slot to restrict the undercut structure from separating from the slot.

[0014] In one embodiment, the fender includes a base plate and a fixing bracket. The fixing bracket includes a first connecting bracket and a second connecting bracket. Both the first connecting bracket and the second connecting bracket are connected to the base plate. The first connecting part is detachably connected to the first connecting bracket by the fastener. The second connecting bracket is provided with the slot.

[0015] In one embodiment, the second connecting frame includes a frame body and a limiting boss, the frame body and the limiting boss forming the slot, the insertion section having a groove, the groove engaging with the limiting boss to restrict the movement of the limiting boss relative to the insertion section.

[0016] In one embodiment, the extension length of the second flange along the third direction is defined as D, then D = 6mm.

[0017] In this embodiment of the invention, the first direction is the front-to-back direction, the second direction is the up-and-down direction, and the third direction is the left-to-right direction, which is also the width direction of the vehicle body. Unlike traditional structures where a connection structure to the fender is typically located at the second flange, resulting in a large space occupation in the width direction of the vehicle body and easy interference with the tire envelope, this embodiment transfers all connection functions to the first flange. Utilizing the advantage of the first flange's higher spatial position and greater distance from the tire envelope, it effectively avoids the dynamic movement range of the tire, significantly reducing the amount of interference between the bumper structure and the tire envelope. Since the connection requirement between the second flange and the fender is eliminated, the second flange no longer needs to reserve installation space for the connector. Its extension length along the third direction can be designed without interference, thereby minimizing the space arrangement in the width direction of the vehicle body, significantly reducing the width of the second flange structure, and reducing the space occupied by the installation structure. At the same time, this design avoids the defects caused by moving the connection point inward to a large area of ​​the fender in traditional structures to avoid the tire envelope, preventing appearance problems such as shrinkage marks on the bumper surface due to stress concentration, and resolving the technical contradiction of sacrificing appearance quality for space saving. Although the second flange no longer serves a connecting function, it is still retained, primarily to maintain the structural strength and overall rigidity of the bumper body in this area, ensuring the feasibility of the molding process and local load-bearing capacity. The first connecting part on the first flange, through a hard connection achieved by fasteners, ensures the reliability and secure fixation of the connection. The second connecting part, on the other hand, achieves a soft connection through a snap-fit ​​mechanism, possessing elastic deformation capability. This allows it to absorb positional deviations during assembly and buffer relative displacement caused by vibrations and thermal expansion and contraction during vehicle operation, improving the adaptability and fatigue resistance of the connection and reducing abnormal noises. This bumper and fender connection structure, through a redesigned connection position, provides a bumper and fender connection design method suitable for vehicles with large wheel hubs, achieving both space compactness and reduced interference risk, while maintaining connection reliability and appearance quality. This utility model embodiment concentrates the connection function between the bumper and fender on the first flange, and eliminates the connection between the second flange and the fender. This allows the first connection to achieve a rigid connection via fasteners, while the second connection achieves a flexible connection via snap-fit. This avoids the connection structure encroaching on the tire envelope area while reducing the extension dimension of the second flange on the bumper in the vehicle width direction, effectively reducing interference risks and preventing appearance shrinkage caused by inward shift of the connection point. Thus, it saves space while maintaining connection reliability and appearance quality. The overall structural layout is reasonable, the functions are clear, and it has high versatility and lateral flexibility, suitable for bumper and fender connection designs on various vehicle platforms. It provides a reliable, efficient, and widely applicable technical solution for the development of vehicles with large-size wheels. Attached Figure Description

[0018] 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.

[0019] Figure 1 This is an exploded view of an embodiment of the bumper and fender connection structure of this utility model;

[0020] Figure 2 This is a schematic diagram of one embodiment of the bumper and fender connection structure of this utility model;

[0021] Figure 3 This is a schematic diagram of another perspective of an embodiment of the bumper and fender connection structure of this utility model;

[0022] Figure 4 for Figure 2 AA sectional view;

[0023] Figure 5 for Figure 2 BB cross-sectional diagram;

[0024] Figure 6 for Figure 3 CC cross-sectional view.

[0025] Explanation of icon numbers:

[0026] 100. Bumper and fender connection structure; 1. Bumper; 11. Main body; 12. First flange; 121. First connecting part; 1211. Connecting plate; 12111. First mounting hole; 1212. First support member; 1213. Second support member; 122. Second connecting part; 1221. Cantilevered claw; 12211. Insertion section; 12211a. Groove; 12212. Locking section; 122121. Inverted buckle structure; 122121 a. Guide slope; b. Stop surface; 13. Second flange; 2. Fender; 21. Base plate; 22. Fixing bracket; 221. First connecting frame; 2211. Second mounting hole; 222. Second connecting frame; 2221. Frame body; 2222. Limiting boss; 2223. Slot; 3. Fastener; 31. Expansion buckle; 311. Snap-fit ​​section; 3111. Stop platform; 312. Expansion section; 3121. Guide hole; 32. Screw;

[0027] 200. Tire envelope.

[0028] 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

[0029] 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.

[0030] 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.

[0031] 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.

[0032] With the continuous development of the automotive industry and the increasing aesthetic demands of consumers, large-size wheels have become an important feature of mid-to-high-end vehicles due to their more visually striking appearance, improved handling stability, and stronger grip. However, the increase in wheel size directly leads to a significant expansion of the tire's dynamic envelope during vehicle operation. During vehicle development, to ensure vehicle safety under extreme conditions (such as fully loaded steering and driving on bumpy roads), it is crucial to strictly avoid interference between the tire and surrounding components (such as bumpers, fenders, fender mounting brackets, wheel covers, etc.). Bumper boundary areas typically require flanged structures for mounting points. Considering the necessity of a rigid connection between the bumper and fender to ensure reliable connection, at least 22mm of Y-axis (transverse direction of the vehicle, i.e., the width of the body) space is required to accommodate assembly processes and connector placement. However, the larger the Y-axis space, the more easily the bumper structure encroaches on the tire envelope area, thus increasing the risk of interference.

[0033] After careful research, the applicant discovered that the industry currently employs two main solutions to address this issue: First, widening the safety clearance between the tire edge and surrounding components. However, this often requires adjusting the overall vehicle styling, sacrificing design freedom and overall aesthetic harmony. Second, moving the bumper flange structure inwards and connecting it to a large area of ​​the fender. While this avoids tire envelopment to some extent, the connection point's distance from the edge easily causes shrinkage marks on the bumper surface, severely impacting appearance quality. Furthermore, the inward shift of the connection position increases assembly difficulty and reduces workability. In summary, traditional structures, when addressing tire envelopment interference issues caused by large wheels, generally face a contradiction between large space requirements, high interference risk, and the need for structural adjustments, reduced appearance quality, or assembly difficulties. A comprehensive solution that effectively reduces installation space while maintaining connection reliability and appearance quality is lacking.

[0034] The main purpose of this utility model is to propose a bumper and fender connection structure to solve the problem of how to avoid interference with the tire envelope caused by excessive space occupation in the width direction of the vehicle body while ensuring a reliable connection between the bumper and fender.

[0035] Please see Figures 1 to 3In one embodiment of this utility model, the bumper-fender connection structure 100 includes a bumper 1, a fender 2, and a fastener 3. The bumper 1 includes a main body 11, a first flange 12, and a second flange 13. The first flange 12 is disposed on the side of the main body 11 along a first direction close to the fender 2, and the second flange 13 is disposed on the side of the main body 11 along a second direction close to the tire envelope 200. Both the first flange 12 and the second flange 13 extend along a third direction close to the tire envelope 200. The first flange 12 includes a first connecting portion 121 and a second connecting portion 122. The first connecting portion 121 and the second connecting portion 122 are arranged sequentially in a direction away from the second flange 13. The distance between the first connecting portion 121 and the tire envelope 200 is greater than the distance between the second flange 13 and the tire envelope 200. The second connecting portion 122 is engaged with the fender 2. The first direction, the second direction, and the third direction are perpendicular to each other. The first connecting portion 121 is detachably connected to the fender 2 by the fastener 3.

[0036] In the embodiments of this utility model, such as Figure 1As shown, the first direction is the front-to-back direction, the second direction is the up-and-down direction, and the third direction is the left-to-right direction, which is also the width direction of the vehicle body. Unlike traditional structures where a connection structure to the fender 2 is typically located at the second flange 13, resulting in a large space occupation in the width direction of the vehicle body and potential interference with the tire envelope 200, this embodiment transfers all connection functions to the first flange 12. Utilizing the advantage of the first flange 12's higher spatial position and greater distance from the tire envelope 200, the dynamic movement range of the tire is effectively avoided, significantly reducing the amount of interference between the bumper 1 structure and the tire envelope 200. Since the connection requirement between the second flange 13 and the fender 2 is eliminated, the second flange 13 no longer needs to reserve installation space for the connector. Its extension length along the third direction can be designed to avoid interference, thereby minimizing the space arrangement in the width direction of the vehicle body, significantly reducing the width of the second flange 13 structure, and reducing the space occupied by the installation structure. Meanwhile, this design avoids the defects caused by moving the connection point inward to the large area of ​​the fender 2 to avoid the tire envelope 200 in traditional structures, preventing appearance problems such as shrinkage on the surface of the bumper 1 due to stress concentration, and resolving the technical contradiction of sacrificing appearance quality for saving space. Although the second flange 13 no longer serves a connecting function, it is still retained, mainly to maintain the structural strength and overall rigidity of the main body 11 of the bumper 1 in this area, ensuring the feasibility of the molding process and local load-bearing capacity. The first connecting part 121 on the first flange 12 achieves a hard connection through the fastener 3, ensuring the reliability and secure fixation of the connection. The second connecting part 122 achieves a soft connection through a snap-fit, which has elastic deformation capability. It can absorb positional deviations during assembly and buffer relative displacement caused by vibration, thermal expansion and contraction during vehicle operation, improving the adaptability and fatigue resistance of the connection and reducing abnormal noise. The bumper-fender connection structure 100, through a redesigned connection position, provides a method for connecting the bumper 1 and fender 2 to vehicles with large wheel arches. This achieves both space optimization and reduced interference risk, while maintaining connection reliability and aesthetic quality. The tire envelope 200 refers to the spatial range occupied by the tire within its maximum rotation angle and suspension system's maximum travel range during vehicle operation. The tire envelope 200 is a three-dimensional spatial concept used to describe the maximum position and trajectory the tire may reach under various dynamic conditions. Furthermore, it should be noted that the specific number of second connecting parts 122 can be selected based on the actual length of the first flange 12. Generally, at least two to three second connecting parts 122 are engaged with the fender 2, and the multiple second connecting parts 122 are arranged sequentially away from the second flange 13.

[0037] The technical solution of this utility model concentrates the connection function between the bumper 1 and the fender 2 into the first flange 12, and eliminates the connection relationship between the second flange 13 and the fender 2. This allows the first connecting part 121 to achieve a hard connection through fasteners 3, and the second connecting part 122 to achieve a soft connection through snap-fit. This achieves a reduction in the extension dimension of the second flange 13 on the bumper 1 in the vehicle width direction while avoiding the connection structure from encroaching on the tire envelope 200 area. This effectively reduces the risk of interference and prevents appearance shrinkage caused by the inward shift of the connection point. Thus, it saves space while maintaining connection reliability and appearance quality. The overall structural layout is reasonable, the functions are clear, and it has high versatility and lateral flexibility. It is suitable for the connection design of the bumper 1 and fender 2 on various vehicle platforms, providing a reliable, efficient, and widely applicable technical solution for the development of vehicles with large-size wheels.

[0038] Please see Figure 1 and Figure 4In one embodiment, the fastener 3 includes an expansion buckle 31 and a screw 32. The fender 2 and the first connecting part 121 are both engaged with the expansion buckle 31. The expansion buckle 31 is provided with a guide hole 3121. The screw 32 engages with the guide hole 3121 to restrict the movement of the first connecting part 121 relative to the expansion buckle 31. Specifically, considering that the fender 2 is usually a thin-walled stamped part with limited material thickness, it can only be punched and cannot be directly tapped or withstand the locking force of the screw 32. If the screw 32 is used for direct connection, it is easy to cause tearing of the hole edge, loose connection or appearance defects. Therefore, this embodiment provides an expansion buckle 31 as an intermediate connecting part. This structure uses an expansion clip 31 to achieve a pre-fixed elastic snap-fit ​​between the first connecting part 121 of the bumper 1 and the fender 2, allowing for quick initial assembly without tools and improving work efficiency. Subsequently, by screwing the screw 32 into the guide hole 3121 on the expansion clip 31, the first connecting part 121 is pressed together, forming a final locked state. This effectively prevents loosening or detachment due to vibration or external force during vehicle operation, significantly improving the reliability and durability of the connection. The expansion clip 31, acting as an intermediate connector, simultaneously snaps into the structures on both sides, enhancing the overall connection stability and providing a certain assembly tolerance to accommodate dimensional deviations between components. This composite hard connection method of snap-fit ​​and threaded locking retains the convenience of snap-fit ​​connections while possessing the high strength and anti-loosening performance of threaded connections, achieving a balance between efficient assembly and highly reliable fixing. It also supports non-destructive disassembly for easy maintenance and is suitable for the connection area between the bumper 1 and the fender 2, where high connection performance is required. Furthermore, this connection method not only overcomes the technical obstacle that the thin-walled fender 2 cannot be directly connected to the screw 32, but also achieves high reliability and high efficiency in assembly. It combines the convenience of pre-installation with the final locking strength, and solves the technical problem of firmly connecting the bumper 1 and the fender 2 under limited space and process constraints. It has good practicality and scalability.

[0039] According to one embodiment of the present invention, the fastener 3 includes a bolt and a nut, and the first connecting part 121 is detachably connected to the fender 2 by the bolt and the nut.

[0040] Please see Figure 1 and Figure 4In one embodiment, the expansion buckle 31 includes a snap-fit ​​section 311 and an expansion section 312. The snap-fit ​​section 311 is connected to the expansion section 312. A stop 3111 is provided on the side of the snap-fit ​​section 311 facing the expansion section 312. A guide hole 3121 is provided on the expansion section 312. A first mounting hole 12111 is provided on the first connecting part 121. A second mounting hole 2211 is provided on the fender 2. The snap-fit ​​section 311 passes through the first mounting hole 12111 and the second mounting hole 2211, so that the stop 3111 can abut against the fender 2 to restrict the fender 2 from moving away from the first connecting part 121. The screw 32 engages with the self-tapping thread of the guide hole 3121, so that the outer wall of the expansion section 312 can engage with the first mounting hole 3121. The wall of the hole 2111 abuts against the first connecting part 121 to restrict the movement of the expansion section 312. Specifically, during assembly, the snap-fit ​​section 311 passes through the first mounting hole 12111 and the second mounting hole 2211 in sequence until the stop 3111 abuts against the fender 2, thereby restricting the movement of the fender 2 away from the first connecting part 121 and achieving axial pre-fixation. Subsequently, the screw 32 is screwed into the guide hole 3121 of the expansion section 312. As the screw 32 is screwed in, the expansion section 312 undergoes elastic or plastic deformation, and its outer wall expands outward and abuts tightly against the wall of the first mounting hole 12111, generating sufficient radial pressure and axial clamping force to restrict the movement of the first connecting part 121 relative to the expansion snap 31, completing the final locking. This structure, through the synergistic effect of the stop 3111 and the expansion lock, forms a clamping fixation for the fender 2 and the first connecting part 121, ensuring both high strength and reliability of the connection, and good vibration resistance and anti-loosening performance. Meanwhile, this connection method requires no additional fastening structure, is easy to install, supports quick assembly and non-destructive disassembly, and takes into account manufacturability, reliability and maintainability. It is suitable for connection scenarios between bumper 1 and fender 2 where connection performance requirements are high.

[0041] Please see Figure 4In one embodiment, the first connecting portion 121 includes a connecting plate 1211, a first support member 1212, and a second support member 1213. The connecting plate 1211 is connected to the main body 11. A first mounting hole 12111 is provided on the connecting plate 1211. The first support member 1212 and the second support member 1213 are disposed on the side of the connecting plate 1211 facing the fender 2, and the first support member 1212 and the second support member 1213 are respectively located on opposite sides of the first mounting hole 12111. Both the first support member 1212 and the second support member 1213 can be connected to the main body 11. The fender 2 abuts against the wall. Specifically, by symmetrically arranging a first support member 1212 and a second support member 1213 on both sides of the first mounting hole 12111, a cross-hole double-point support layout is formed. During the tightening process of the fastener 3, the first support member 1212 and the second support member 1213 simultaneously contact the surface of the fender 2 and apply uniform pressure. This not only effectively disperses the connection load and prevents the connecting plate 1211 from bending or locally deforming due to eccentric force, but also ensures that the force is evenly transmitted to the inner surface of the fender 2, preventing appearance defects such as shrinkage marks on its outer surface due to stress concentration. At the same time, the double-support structure enhances the overall rigidity of the connection area, improves vibration resistance and fatigue resistance, and ensures long-term stable and reliable connection. The overall design takes into account structural strength, assembly process, and appearance quality, and is suitable for high-requirement automotive exterior part connection applications.

[0042] Please see Figure 1 and Figure 5In one embodiment, the second connecting part 122 includes a cantilevered claw 1221, which is connected to the main body 11. A slot 2223 is provided on the fender 2, and the cantilevered claw 1221 engages with the slot 2223. Specifically, by setting the cantilevered claw 1221 to engage with the slot 2223 on the fender 2, a flexible connection structure requiring no additional fastening structure is formed. The cantilevered claw 1221, relying on its cantilever structure connected to the main body 11 of the bumper 1, can undergo elastic deformation during assembly, facilitating smooth insertion into the slot 2223. When the cantilevered claw 1221 is fully inserted into the slot 2223, the structure returns to its original state, forming a mechanical interlock, achieving reliable limiting, and effectively preventing the bumper 1 from loosening or falling off due to vibration or impact during vehicle operation. This connection method not only simplifies the assembly process and improves production line efficiency but also absorbs manufacturing tolerances and assembly deviations between parts, improving assembly fault tolerance. Meanwhile, the cantilever-type clamps can buffer relative displacement caused by vibration and thermal expansion and contraction during vehicle operation, reducing stress concentration in the connection area and minimizing the risk of abnormal noise. As an auxiliary connection point between the bumper 1 and the fender 2, this flexible connection achieves pre-fixation, anti-detachment, and dynamic adaptation functions without increasing the space occupied in the width direction of the vehicle body. It balances connection reliability, ease of manufacturing, and durability, making it suitable for automotive exterior parts connection applications with high requirements for assembly efficiency and overall vehicle quality.

[0043] According to one embodiment of the present invention, a slot 2223 is provided on the second connecting part 122, and a cantilevered claw 1221 is provided on the fender 2, the cantilevered claw 1221 engaging with the slot 2223.

[0044] According to another embodiment of this utility model, the second connecting part 122 includes an elastic buckle pre-installed on the main body 11. The elastic buckle is made of elastic plastic material, with a snap-fit ​​part at one end and a mounting foot at the other end. The mounting foot is fixedly connected to the main body 11 of the bumper 1. A snap-fit ​​hole is provided on the fender 2, and the snap-fit ​​part of the elastic buckle passes through the snap-fit ​​hole and snaps in place. During assembly, the elastic buckle is deformed by pressure and passes through the snap-fit ​​hole, and forms an axial lock after restoring its original shape. This structure can complete the connection without tools, has good anti-vibration and loosening ability, and is easy to disassemble, making it suitable for scenarios with high assembly efficiency requirements.

[0045] Please see Figure 5In one embodiment, the cantilevered latch 1221 includes an insertion section 12211 and a locking section 12212 connected to each other. The insertion section 12211 is connected to the main body 11, and the locking section 12212 is provided with a buckle structure 122121, which engages with the latch groove 2223. Specifically, during assembly, the insertion section 12211 is inserted along the direction of the latch groove 2223, and the latch groove 2223 guides the insertion section 12211, allowing it to smoothly enter the mating position. When the locking section 12212 reaches the corresponding area of ​​the latch groove 2223, the buckle structure 122121 on it engages with the latch groove 2223, restricting the relative movement of the bumper 1 and the fender 2 in the connection direction, thus achieving a stable connection. This connection method does not require additional fastening structures, is easy to operate, helps to simplify the assembly process, and improves assembly efficiency. Meanwhile, the segmented design of the insertion section 12211 and the locking section 12212 makes the connection function clear and the cooperation relationship clear, which is conducive to improving the reliability and consistency of the connection, and provides a simple and easy-to-implement auxiliary connection solution between the bumper 1 and the fender 2.

[0046] Please see Figure 5 In one embodiment, the two sides of the inverted structure 122121 opposite to each other are a guide slope 122121a and a stop surface 122121b. The guide slope 122121a is used to guide the inverted structure 122121 into the slot 2223, and the stop surface 122121b can abut against the edge of the slot 2223 to restrict the separation of the inverted structure 122121 from the slot 2223. Specifically, by providing the guide slope 122121a on the inverted structure 122121, during the assembly process, when the locking section 12212 of the cantilever claw 1221 approaches the slot 2223, the guide slope 122121a contacts the entrance of the slot 2223, guiding the inverted structure 122121 to slide smoothly into the slot 2223, reducing assembly resistance, improving centering, and helping to achieve a smooth and stable insertion action. When the inverted structure 122121 is fully inserted into the slot 2223, the stop surface 122121b forms surface contact with the edge of the slot 2223 and abuts against it, preventing the inverted structure 122121 from moving in the pull-out direction. This restricts the separation between the claw and the slot 2223, improving the stability and pull-out resistance of the connection. This design, through the rational distribution of functional surfaces, ensures both ease of assembly and enhanced reliability of the connection. It allows the snap-fit ​​structure to maintain a stable connection even without additional fastening structures, making it suitable for scenarios where both assembly efficiency and connection strength are required when connecting the bumper 1 and fender 2.

[0047] Please see Figure 1 , Figure 4 and Figure 5In one embodiment, the fender 2 includes a base plate 21 and a fixing bracket 22. The fixing bracket 22 includes a first connecting bracket 221 and a second connecting bracket 222. Both the first connecting bracket 221 and the second connecting bracket 222 are connected to the base plate 21. The first connecting part 121 is detachably connected to the first connecting bracket 221 by a fastener 3. The second connecting bracket 222 is provided with a slot 2223. Specifically, this structure achieves functional division by setting an independent fixing bracket 22 on the base plate 21 of the fender 2 and dividing the fixing bracket 22 into a first connecting bracket 221 and a second connecting bracket 222. The first connecting bracket 221 is used to detachably connect to the first connecting part 121 of the bumper 1 by a fastener 3, and undertakes the main fixing function to ensure the reliability and load-bearing capacity of the connection. The second connecting bracket 222 is used to set the slot 2223 to form a snap-fit ​​with the cantilever claw 1221 on the bumper 1 to achieve auxiliary positioning and anti-detachment connection. This design separates rigid and flexible connections onto different connecting frames, ensuring a clear force transmission path and avoiding the superposition of multiple stresses in the same structural area, thus improving the overall stability of the connection system. This layout helps optimize the assembly sequence, first achieving pre-positioning through snap-fit, and then completing the final locking with fastener 3, improving assembly efficiency and precision. It provides a structurally sound, functionally clear, and easy-to-implement connection solution between the bumper 1 and the fender 2.

[0048] Please see Figure 5In one embodiment, the second connecting frame 222 includes a frame body 2221 and a limiting boss 2222. The frame body 2221 and the limiting boss 2222 enclose a slot 2223. The insertion section 12211 is provided with a groove 12211a. The groove 12211a engages with the limiting boss 2222 to restrict the movement of the limiting boss 2222 relative to the insertion section 12211. Specifically, by providing the frame body 2221 and the limiting boss 2222 on the second connecting frame 222, the two together enclose a slot 2223 for accommodating the cantilever claw 1221, ensuring the stability and alignment of the engagement structure. When the insertion section 12211 of the cantilevered claw 1221 is inserted into the slot 2223, the groove 12211a on it engages with the limiting boss 2222 on the second connecting frame 222. The limiting boss 2222 is embedded in the groove 12211a, forming a local limit, restricting the relative movement of the insertion section 12211 and the second connecting frame 222 in the connection direction, thereby enhancing the stability of the engagement connection. This design, through the engagement of the groove 12211a and the limiting boss 2222, improves the vibration resistance and loosening resistance of the engagement structure, helping to maintain the reliability of the connection between the bumper 1 and the fender 2. At the same time, this engagement relationship can provide clear assembly feedback after assembly, which is conducive to ensuring assembly quality. The overall structure is simple, the engagement relationship is clear, and no additional fastening structure is required, providing an effective and easy-to-implement technical solution for the auxiliary connection of the bumper 1 and the fender 2.

[0049] Please see Figure 6 In one embodiment, the extension length of the second flange 13 along a third direction is defined as D, then D = 6mm. Specifically, by reducing the extension length of the second flange 13 to 6mm, its space occupation in the vehicle width direction is significantly reduced. Since the location of the second flange 13 is close to the tire envelope 200 area, if a hard connection structure with the fender 2 is set at this location in a conventional design, at least 22mm of installation space needs to be reserved to meet the requirements of the connector arrangement and assembly process. This can easily cause the bumper 1 structure to intrude into the dynamic envelope of the tire, increasing the risk of interference. This embodiment eliminates the hard connection function between the second flange 13 and the fender 2, removing the installation point at this location, thus eliminating the need to reserve redundant space for the connection structure. Based on this, the width of the second flange 13 can be significantly reduced from the original 22mm to a minimum of only 6mm, retaining only the minimum size required to meet the edge forming process, structural rigidity, and appearance transition of the bumper 1. This design effectively frees up space in the width direction of the vehicle body, providing greater clearance for the tire envelope 200 and significantly reducing the possibility of interference between the tire and the bumper 1 under extreme conditions such as fully loaded steering and bumpy roads. At the same time, it takes into account the structural integrity and appearance quality of the components, providing an efficient space optimization solution for the bumper 1 layout of large-size wheel models.

[0050] 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-fender connection structure, characterized in that, The connection structure between the bumper and the fender includes: Fender; The bumper includes a main body, a first flange, and a second flange. The first flange is disposed on the side of the main body near the fender along a first direction, and the second flange is disposed on the side of the main body near the tire envelope along a second direction. Both the first flange and the second flange extend along a third direction near the tire envelope. The first flange includes a first connecting portion and a second connecting portion, which are sequentially arranged in a direction away from the second flange. The distance between the first connecting portion and the tire envelope is greater than the distance between the second flange and the tire envelope. The second connecting portion engages with the fender. The first direction, the second direction, and the third direction are perpendicular to each other. Fastener, wherein the first connecting part is detachably connected to the fender via the fastener.

2. The bumper and fender connection structure as described in claim 1, characterized in that, The fastener includes an expansion clip and a screw. The fender and the first connecting part are both engaged with the expansion clip. The expansion clip is provided with a guide hole for the screw to pass through. The screw engages with the guide hole through a self-tapping thread to restrict the movement of the first connecting part relative to the expansion clip.

3. The bumper and fender connection structure as described in claim 2, characterized in that, The expansion buckle includes a snap-fit ​​section and an expansion section. The snap-fit ​​section is connected to the expansion section. A stop is provided on the side of the snap-fit ​​section facing the expansion section. The expansion section is provided with the guide hole. A first mounting hole is provided on the first connecting part. A second mounting hole is provided on the fender. The snap-fit ​​section passes through the first mounting hole and the second mounting hole so that the stop can abut against the fender to restrict the fender from moving away from the first connecting part. The screw engages with the self-tapping thread of the guide hole so that the outer wall of the expansion section can abut against the hole wall of the first mounting hole to restrict the movement of the first connecting part relative to the expansion section.

4. The bumper and fender connection structure as described in claim 3, characterized in that, The first connecting part includes a connecting plate, a first support member, and a second support member. The connecting plate is connected to the main body. The connecting plate is provided with the first mounting hole. The first support member and the second support member are provided on the side of the connecting plate facing the fender, and the first support member and the second support member are respectively located on opposite sides of the first mounting hole. Both the first support member and the second support member can abut against the fender.

5. The bumper and fender connection structure as described in claim 1, characterized in that, The second connecting part includes a cantilevered claw, which is connected to the main body. A slot is provided on the fender, and the cantilevered claw engages with the slot.

6. The bumper and fender connection structure as described in claim 5, characterized in that, The cantilevered gripper includes an insertion section and a locking section connected to each other. The insertion section is connected to the main body, and the locking section is provided with an undercut structure that engages with the slot.

7. The bumper and fender connection structure as described in claim 6, characterized in that, The two sides of the inverted structure are a guide slope and a stop surface, which are arranged opposite each other. The guide slope is used to guide the inverted structure to be inserted into the slot, and the stop surface can abut against the edge of the slot to prevent the inverted structure from separating from the slot.

8. The bumper and fender connection structure as described in claim 6, characterized in that, The fender includes a base plate and a fixing bracket. The fixing bracket includes a first connecting frame and a second connecting frame. Both the first connecting frame and the second connecting frame are connected to the base plate. The first connecting part is detachably connected to the first connecting frame by the fastener. The second connecting frame is provided with the slot.

9. The bumper and fender connection structure as described in claim 8, characterized in that, The second connecting frame includes a frame body and a limiting boss. The frame body and the limiting boss together form the slot. The insertion section is provided with a groove. The groove engages with the limiting boss to restrict the movement of the limiting boss relative to the insertion section.

10. The bumper-fender connection structure as described in any one of claims 1 to 9, characterized in that, Define the extension length of the second flange along the third direction as D, then: D = 6mm.

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