Spare tire cushion, spare tire cushion structure, and vehicle

Abstract

The application discloses a spare tire buffer block, a spare tire buffer structure and a vehicle. The spare tire buffer block comprises a bolt and a buffer. The bolt is used for being threadedly connected with a nut on one side of a back door outer plate and on the other side of the back door outer plate. The buffer is arranged around the bolt and is tightly embedded with the bolt. The bolt is exposed at opposite ends in the length direction and is arranged by the buffer. The bolt is provided with stable pre-tightening force by using a threaded fastening mode. The bolt is exposed at the two ends to facilitate connection with the nut and provide installation operation space. The buffer is tightly embedded with the bolt to form a high-strength combined interface, so that the buffer and the bolt are combined as a functional whole and are not prone to peeling or displacement when alternating stress or environmental temperature changes. The problem of loose and aging of a traditional clamping type buffer block is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle component technology, specifically to a spare tire buffer block, a spare tire buffer structure, and a vehicle. Background Technology

[0002] In existing technology, the spare tire buffer block is fixed to the outer panel of the vehicle's door and abuts against the spare tire to dampen and attenuate the vibration amplitude generated by the spare tire during vehicle operation. Currently, the most common spare tire buffer blocks are made of rubber. When the spare tire buffer block is subjected to a large lateral force, the root of the spare tire buffer block that engages with the outer panel of the door and the top that abuts against the spare tire are prone to loosening and cracking. The spare tire buffer block structure is also prone to creep, resulting in a loose and unsecured structure, which can lead to it falling off and increasing the burden on the spare tire bracket during driving. Utility Model Content

[0003] This application provides a spare tire buffer block, a spare tire buffer structure, and a vehicle. The spare tire buffer block can be firmly fixed to the outer panel of the tailgate while abutting against the spare tire, making it difficult to separate or fall off.

[0004] In a first aspect, according to an embodiment of this application, a spare tire buffer block is provided, comprising: a bolt member for threaded connection between a nut located on the other side of the outer panel of the tailgate and one side of the tailgate outer panel; and a buffer member surrounding the bolt member and tightly fitted with the bolt member, wherein the bolt member is exposed at opposite ends of the buffer member along its length direction.

[0005] The spare tire buffer block provided in the first aspect of this application uses a purely mechanical threaded fastening method of bolts, which provides a continuous and stable preload force that is far superior to rubber clamps. The bolts serve as load-bearing and connecting components, with both ends exposed from the buffer along the length direction. One end is used for threaded connection with a nut pre-welded to the reinforcing plate of the outer panel of the tailgate on one side, while the other end provides operating space for installation tools. The buffer wraps around the bolts and forms a large-area, high-strength bonding interface with the surface of the bolts, making the bolts and the buffer essentially a functional whole. Regardless of the direction of alternating stress the spare tire buffer block is subjected to due to spare tire vibration or the influence of ambient temperature changes, the buffer is unlikely to peel off or displace relative to the bolts.

[0006] According to any embodiment provided in the first aspect of this application, the buffer is integrally formed.

[0007] According to any embodiment provided in the first aspect of this application, the buffer is made of rubber material and is injection molded around the bolt.

[0008] According to any embodiment provided in the first aspect of this application, the buffer includes a recess at one end and a contact surface, the contact surface being disposed around the recess, and one end of the bolt being exposed from the recess along the length direction, the contact surface being used to abut against the spare tire.

[0009] According to any embodiment provided in the first aspect of this application, the buffer further includes a protrusion located on the contact surface facing away from the bolt.

[0010] According to any embodiment provided in the first aspect of this application, the protrusion includes a plurality of protrusions, which are annular and arranged sequentially around the recess, or the protrusion is a prism and the contact surface is a knurled surface.

[0011] Secondly, according to the embodiments of this application, a spare tire buffer structure is provided, comprising: a spare tire buffer block provided in any of the embodiments of the first aspect of this application; a tailgate outer panel, including a connecting hole through itself, the tailgate outer panel abutting against a buffer member in the spare tire buffer block, and a bolt member in the spare tire buffer block being disposed through the connecting hole; a nut located on the side of the tailgate outer panel away from the spare tire buffer block, the nut being threadedly connected to the bolt member in the spare tire buffer block; and a spare tire located on the side of the spare tire buffer block away from the tailgate outer panel, the spare tire abutting against a buffer member in the spare tire buffer block.

[0012] According to any embodiment provided in the second aspect of this application, the spare tire buffer structure further includes a tailgate reinforcement plate located on the side of the tailgate outer panel away from the spare tire buffer block, and a nut is welded to the side of the tailgate reinforcement plate away from the spare tire buffer block.

[0013] According to any embodiment provided in the second aspect of this application, the length of the buffer member in the spare tire buffer block is greater than the minimum gap between the spare tire and the outer panel of the tailgate, and the difference between the length of the buffer member and the minimum gap between the spare tire and the outer panel of the tailgate is 1 mm to 3 mm.

[0014] Thirdly, according to embodiments of this application, a vehicle is provided, including a spare tire buffer structure provided in any of the embodiments of the second aspect of this application. Attached Figure Description

[0015] The features, advantages, and technical effects of exemplary embodiments of this application will now be described with reference to the accompanying drawings.

[0016] Figure 1 This is a schematic diagram of the overall structure of the spare tire buffer block provided in the first aspect embodiment of this application; Figure 2 This is a cross-sectional structural diagram of the spare tire buffer block installed on the outer panel of the tailgate, according to the first aspect embodiment of this application; Figure 3This is a schematic diagram of the overall structure of a spare tire buffer structure provided in the second aspect embodiment of this application; Figure 4 yes Figure 3 Schematic diagram of the cross-sectional structure along the AA direction; Figure 5 This is a schematic diagram of the structure of a vehicle provided in the third aspect of this application.

[0017] in: 100-Spare tire buffer block; 10- Bolt components; 20 - Buffer; 21 - Recess; 22 - Contact surface; 23 - Protrusion; 200 - Spare tire buffer structure; 30 - Tailgate outer panel; 31 - Connection hole; 40 - Nut; 50 - Spare tire; 60 - Tailgate reinforcement plate; 300 - Vehicles; In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0018] The features and exemplary embodiments of various aspects of this application will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a comprehensive understanding of this application. However, it will be apparent to those skilled in the art that this application can be implemented without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of this application by illustrating examples. In the accompanying drawings and the following description, at least some well-known structures and techniques are not shown to avoid unnecessarily obscuring the application; and, for clarity, the dimensions of some structures may be exaggerated. Furthermore, the features, structures, or characteristics described below can be combined in any suitable manner in one or more embodiments.

[0019] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0020] The directional terms used in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of this application. It should also be noted in the description of this application that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0021] In the automotive industry, especially in sport utility vehicles (SUVs) with side-opening tailgates, the spare tire is typically mounted externally on the tailgate. This arrangement causes the spare tire and its support assembly to experience significant inertial vibration and swaying during vehicle operation, particularly on bumpy roads or when cornering.

[0022] To suppress these unwanted vibrations, attenuate their amplitude transmitted to the vehicle body, and reduce the noise that may result, the spare tire buffer block, as a key damping component, is designed and installed between the tailgate outer panel and the spare tire. By utilizing the elastic material properties of the spare tire buffer block to maintain a certain amount of interference with the spare tire tread, i.e., pre-compression, it provides continuous support and damping force, thereby effectively constraining the vibration amplitude of the spare tire and improving the overall vehicle's noise, vibration, and harshness (NVH) performance.

[0023] Among related technologies, the most common and traditional spare tire buffer block solution in the industry uses a single rubber material. The method of fixing the spare tire buffer block to the vehicle body generally relies on a specific rubber snap-fit ​​structure designed at the rear of the buffer block, which is directly pressed and snapped into the sheet metal mounting holes on the outer panel of the tailgate. Although this design is simple in structure and low in cost, it has revealed many shortcomings in practical use and durability.

[0024] The core problem with spare tire buffer blocks made entirely of rubber is that their fixing function relies entirely on the elastic deformation and recovery force of the rubber material. When a vehicle is driving on rough roads, the tailgate system will be subjected to complex torsional deformation. The force acting on the spare tire buffer block is not simply axial pressure, but includes additional lateral forces and alternating stresses, among other forces.

[0025] The root of the snap-fit ​​structure, made entirely of rubber, is where stress is most concentrated, making it highly susceptible to plastic deformation and fatigue damage, manifesting as relaxation, creep, or even cracking of the rubber material. Once the root fixation fails, the buffer block will creep within the mounting hole, significantly reducing the fixation strength.

[0026] The defect in the spare tire buffer block leads to insecure fixation. An insecurely fixed buffer block cannot provide stable and effective restraint for the spare tire, resulting in a decrease in damping effect and potentially causing abnormal noise from the tailgate. The failure of the buffer block means that the vibration load of the spare tire will be completely transferred to the spare tire bracket and its hinge mechanism. Under long-term action, this will exacerbate the fatigue of these metal structural components, posing a potential safety risk.

[0027] Furthermore, snap-fit ​​structures made entirely of rubber perform particularly poorly in low-temperature environments. At low temperatures, rubber hardens and loses elasticity, making the snap-fit ​​operation of the spare tire buffer block extremely difficult, requiring greater installation force, impacting assembly line efficiency, and potentially causing tearing or permanent damage to the rubber components due to forced installation. Over time, the performance of rubber gradually degrades under environmental factors, further reducing the snap-fit ​​holding force of the spare tire buffer block and increasing the risk of loosening.

[0028] Therefore, the automotive parts industry urgently needs a spare tire fixing buffer block design to address the fragility of the aforementioned snap-fit ​​fixing method, providing a durable, stable, and reliable fixing effect throughout the vehicle's entire life cycle, while also considering ease of installation and environmental adaptability, thereby ensuring the long-term stable operation of the tailgate system and the safe load-bearing capacity of the spare tire bracket.

[0029] In order to solve the above-mentioned technical problems and technical considerations, this application provides a spare tire buffer block, a spare tire buffer structure and a vehicle, so that the spare tire buffer block can be firmly fixed to the outer panel of the tailgate and abut against the spare tire, and is not easy to separate or fall off.

[0030] The following will combine Figures 1 to 5 The spare tire buffer block, spare tire buffer structure, and vehicle provided in the embodiments of this application will be further described.

[0031] Figure 1 The overall structure of the spare tire buffer block 100 provided in the first aspect embodiment of this application is shown. Figure 2 The diagram shows a cross-sectional structure of the spare tire buffer block 100 provided in the first aspect embodiment of this application installed on the outer panel 30 of the tailgate.

[0032] Please see Figure 1 and Figure 2 In one aspect, embodiments of this application provide a spare tire buffer block 100, including a bolt 10 and a buffer 20.

[0033] Bolt 10 is used to thread a connection between one side of the outer panel 30 of the tailgate and the nut 40 located on the other side of the outer panel 30 of the tailgate.

[0034] The buffer 20 is arranged around the bolt 10 and is tightly fitted to the bolt 10, with the bolt 10 exposed at both ends of the buffer 20 along its length.

[0035] The spare tire buffer block 100 provided in the first aspect of this application uses a purely mechanical threaded fastening method with bolts 10, which provides a continuous and stable preload force that is far superior to rubber clamps. The bolts 10 serve as load-bearing and connecting components, with both ends exposed from the buffer 20 along the length direction. One end is used to connect with a nut 40 pre-welded to the reinforcing plate of the outer panel 30 of the tailgate via a threaded connection, while the other end provides operating space for installation tools. The buffer 20 encloses the bolts 10 and forms a large-area, high-strength bonding interface with the surface of the bolts 10, making the bolts 10 and the buffer 20 essentially a functional whole. Regardless of the direction of alternating stress that the spare tire buffer block 100 is subjected to due to spare tire vibration or the influence of ambient temperature changes, the buffer 20 is unlikely to peel off or displace relative to the bolts 10.

[0036] The purely mechanical threaded fastening method of bolt 10 abandons the traditional fixing mode that relies on rubber deformation for snap-fit. The threaded connection can provide a continuous and stable preload force that is far superior to rubber snap-fit, making the connection between the buffer block and the vehicle body extremely firm.

[0037] When the vehicle 300 is traveling on rough roads and the tailgate is twisted and deformed, the root of the buffer block no longer bears the repeated bending and shear stress that would cause it to loosen and crack. Instead, it is reliably locked in the installation position by the tensile stress of the bolts, thereby eliminating the risk of the buffer block creeping, loosening or even falling off due to poor fixing, and ensuring the long-term stable operation of the tailgate system.

[0038] For example, the buffer 20 is formed by injection molding to form a wrapping relationship around and tightly fitted with the bolt 10. During the manufacturing process, molten rubber material is injected to wrap the bolt 10. After cooling and molding, a large-area, molecular-level high-strength bonding interface is formed between the bolt 10 and the threads on the surface of the bolt 10 and the gaps between the threads, so that the bolt 10 and the buffer 20 are essentially combined into a functional whole, rather than two separable parts.

[0039] For example, the spare tire buffer block 100 provided in the first aspect embodiment of this application can also be further applied as a buffer structure between the outer frame structure of the tailgate and the inner panel of the tailgate at the tailgate frame position to achieve a buffering effect when opening and closing the tailgate; those skilled in the art can also further extend the spare tire buffer block provided in the first aspect embodiment of this application to the position in the vehicle body that requires a buffer structure, or the position in other vehicle models that requires a buffer structure, and can also achieve a buffering effect.

[0040] Under actual working conditions, regardless of the direction of alternating stress the buffer block is subjected to due to spare tire vibration, or the influence of ambient temperature changes, the buffer component 20 is unlikely to separate from the bolt component 10 or undergo relative displacement. This ensures the effective transmission of damping force and also eliminates abnormal noise or functional failure caused by the separation of the two, greatly improving the reliability and durability of the product.

[0041] In summary, the spare tire buffer block 100 provided in the first aspect embodiment of this application not only solves a series of technical defects inherent in traditional snap-fit ​​buffer blocks, such as poor fixation, easy loosening and cracking, difficulty in low-temperature installation, and easy detachment due to aging, but also has a robust and reliable structure, convenient installation, and long service life, providing a solution for improving the performance of the spare tire fixing system of side-opening tailgate SUV models.

[0042] Please continue reading. Figure 1 and Figure 2 In some embodiments, the buffer 20 is integrally formed.

[0043] In these embodiments, the buffer 20 is manufactured using a one-piece molding process, which allows the molten elastic material to directly wrap around the pre-placed bolt 10 in the mold. After cooling and solidification, the two form a seamless integral component.

[0044] The one-piece molding structure of the buffer component 20 eliminates the assembly gaps or connection interfaces that may exist in the traditional split structure, thereby establishing a strong bonding force between the bolt component 10 and the buffer component 20. This bonding method ensures that the vibration energy from the spare tire can be transmitted to the bolt component 10, which is the rigid core, through the buffer component 20, and is ultimately absorbed and dissipated by the bolt connection structure, avoiding abnormal noise or premature failure caused by fretting wear between components.

[0045] Bolt 10 serves as the skeleton of the entire structure, providing a reliable mechanical threaded connection with the body sheet metal. It can withstand continuous tensile stress and alternating loads, solving the problem of reduced fixing force caused by material creep and aging in traditional rubber clamps. Buffer 20 mainly undertakes damping and protection functions. Its elastic body, which surrounds bolt 10, absorbs and attenuates the vibration and impact transmitted from the spare tire through its own compression deformation. At the same time, as an isolation layer, it effectively prevents direct contact and friction between bolt 10 and the spare tire tread or body sheet metal, avoiding surface damage and noise generation of metal parts.

[0046] The bolt 10 and the buffer 20 are tightly integrated through an integral molding process, together forming a spare tire buffer block 100 that is securely fixed, durable, and easy to install.

[0047] Please continue reading. Figure 1 and Figure 2The buffer 20 is made of rubber and is injection molded around the bolt 10.

[0048] In these embodiments, the buffer 20 is made of rubber material and is wrapped around the bolt 10 by injection molding process, so that the molten rubber can fully fill every micro-contour of the surface of the bolt 10. After cooling and solidification, the bolt 10 and the buffer 20 form a tight molecular-level bond at the interface, achieving structural integration.

[0049] The injection molding method not only ensures the bonding strength between the rubber buffer 20 and the metal bolt 10, preventing loosening or peeling that may occur under long-term alternating stress, but also provides vibration reduction and noise reduction performance for the entire buffer block through the high elasticity and damping characteristics of the rubber material itself.

[0050] Bolt 10 serves as the core framework of the structure. Its main function is to provide a mechanical interface for threaded connection with the welded nuts 40 on the body sheet metal, giving the buffer block an extremely stable installation foundation and overcoming the problem of weakening fixing force caused by material creep and aging in traditional pure rubber snap-fit ​​structures.

[0051] Meanwhile, the tightly wrapped rubber buffer 20 serves to contact the spare tire, absorb impact energy, and isolate direct friction between metal parts. The buffer 20's encasing structure also provides natural sealing and insulation, effectively preventing moisture and dust from entering the vehicle body through the mounting holes and avoiding electrochemical corrosion.

[0052] The bolt component 10 and the rubber buffer component 20, formed by injection molding, together achieve a reliable, durable, and fully functional spare tire buffer solution.

[0053] Please continue reading. Figure 1 and Figure 2 In some embodiments, the buffer 20 includes a recess 21 at one end and a contact surface 22, the contact surface 22 being disposed around the recess 21, and one end of the bolt 10 being exposed from the recess 21 along its length, the contact surface 22 being used to abut against the spare tire.

[0054] In these embodiments, the buffer 20 has a recess 21 and a contact surface 22 surrounding the recess 21 at the end that mates with the spare tire. Simultaneously, one end of the bolt 10 along its length protrudes from the recess 21. The recess 21 forms an effective protection and operating space around the bolt mounting end, ensuring that the installation tool can access and operate the bolt head without obstruction, while preventing the bolt head from protruding from the contact surface 22 and potentially making hard contact or interfering with the spare tire tread. The annular contact surface 22 surrounding the recess 21 is configured to form a stable and sufficient surface contact with the spare tire tread. Compared to traditional point or line contact, this surface contact can more evenly distribute and transmit the supporting and damping forces of the spare tire buffer block 100 on the spare tire, effectively reducing local stress and preventing spare tire wear or damage to the buffer 20 itself due to stress concentration, thereby improving the stability and durability of the entire buffer system.

[0055] Bolt 10 provides a mechanical connection, and the exposed end from recess 21 ensures the feasibility of installation.

[0056] The contact surface 22 of the buffer 20 becomes the main functional surface for mechanical interaction with the spare tire. It not only absorbs vibration energy through elastic deformation, but its specific geometric configuration can also optimize the force transmission path.

[0057] The recess 21 serves as both a cavity for receiving the bolt head and, through its sidewall, may provide some guidance and positioning for the tool during installation.

[0058] The specific arrangement of the surface shape of the contact surface 22 of the buffer 20 will be further described in other embodiments of the first aspect of this application.

[0059] Please continue reading. Figure 1 and Figure 2 The buffer member 20 also includes a protrusion 23 located on the contact surface 22 and protruding toward the side opposite to the bolt member 10.

[0060] In these embodiments, the protrusion 23 helps to further prevent slippage between the contact surface 22 and the spare tire, thereby enhancing the effect of friction.

[0061] The protrusions 23 increase the surface complexity of the contact area between the buffer 20 and the spare tire tread. When the buffer block interferes with the spare tire under the action of the installation preload, these protrusions 23 will be partially embedded or form a tighter engagement with the tire surface texture, thereby greatly enhancing the static friction between the contact interfaces.

[0062] The enhanced friction can suppress the slight relative sliding or torsion that may occur between the spare tire and the buffer block under the vibration environment of the vehicle at 300 degrees, ensuring the stable transmission of damping force, while avoiding abnormal wear of the buffer component 20 surface or abnormal noise caused by contact with the spare tire due to long-term slippage, thus improving the overall reliability and durability of the system.

[0063] The protrusion 23 is an extension and reinforcement of the function of the contact surface 22. It transforms the originally possible smooth surface contact into a structured contact with higher anti-slip capability, while the main body of the contact surface 22 continues to provide the main support area and uniformly distribute the contact pressure.

[0064] The recessed portion 21 is designed to provide the necessary operating and protective space for the mounting end of the bolt 10.

[0065] Bolt 10 serves as the rigid skeleton of the entire assembly, providing a stable base for the buffer through a reliable threaded connection, enabling the protrusion 23 to effectively react the frictional force to the spare tire.

[0066] In some embodiments, the protrusions 23 include a plurality of protrusions 23, which are annular and arranged sequentially around the recess 21; or, the protrusions 23 are prisms and the surface of the contact surface 22 is a knurled surface.

[0067] In these embodiments, the specific shape of the protrusion 23 has been further optimized. It can be implemented as a plurality of annular protrusions arranged sequentially around the recess 21, or as prismatic protrusions. At the same time, the surface of the contact surface 22 can also be knurled.

[0068] When multiple concentric ring-shaped protrusions 23 are used, the protrusions 23 can form multiple continuous line contacts with the spare tire tread. The structure of multiple such protrusions 23 can not only provide consistent anti-skid resistance in any direction, but also generate moderate elastic deformation under contact pressure, thereby increasing the actual contact area 22. The multiple prismatic protrusions 23 generate a more active mechanical interlocking effect through their edges and knurled texture, which enhances the ability to resist lateral slippage and ensures that the buffer block and the spare tire can maintain a stable relative positional relationship under various complex working conditions.

[0069] As a functional extension of the contact surface 22, the protrusion 23 decomposes and transforms the macroscopic sliding that might have occurred between the surfaces into the elastic deformation of the protrusion 23 itself and the microscopic engagement with the tire tread, thereby consuming the energy of the slippage; the main body of the contact surface 22 serves as a support platform, bearing these protrusions 23 and evenly transmitting the pressure from the spare tire; the recess 21 still provides the necessary space for bolt operation and forms internal support for these anti-slip structures with its sidewalls.

[0070] Figure 3This illustration shows the overall structure of a spare tire buffer structure 200 provided in a second aspect embodiment of this application. Figure 4 It shows Figure 3 Cross-sectional structure along the AA direction.

[0071] Please see Figure 3 and Figure 4 Secondly, the second aspect of this application provides a spare tire buffer structure 200, including a spare tire buffer block 100, a tailgate outer panel 30, a nut 40 and a spare tire 50 provided in any of the first aspect embodiments of this application.

[0072] The tailgate outer panel 30 includes a connecting hole 31 that passes through it. The tailgate outer panel 30 abuts against the buffer member 20 in the spare tire buffer block 100. The bolt member 10 in the spare tire buffer block 100 is provided through the connecting hole 31.

[0073] Nut 40 is located on the side of the outer panel 30 of the tailgate away from the spare tire buffer block 100, and nut 40 is threadedly connected to bolt 10 in the spare tire buffer block 100.

[0074] The spare tire buffer structure 200 provided in the second aspect embodiment of this application has the same beneficial effects as the spare tire buffer block 100 provided in any of the first aspect embodiments of this application, since it includes the spare tire buffer block 100 provided in any of the first aspect embodiments of this application. These effects will not be elaborated here.

[0075] Please continue reading. Figure 3 and Figure 4 In some embodiments, the spare tire buffer structure 200 further includes a tailgate reinforcement plate 60 located on the side of the tailgate outer panel 30 opposite to the spare tire buffer block 100, and a nut 40 is welded to the side of the tailgate reinforcement plate 60 opposite to the spare tire buffer block 100.

[0076] In these embodiments, the rear door reinforcement plate 60 further enhances the structural strength of one side of the rear door outer panel 30.

[0077] For example, the nut 40 is directly welded to the side of the tailgate reinforcement plate 60 away from the spare tire buffer block 100, which facilitates the welding operation and also makes it easier to align the spare tire buffer block 100 during installation.

[0078] Optionally, the nut 40 is welded to the tailgate reinforcement plate 60 or the tailgate outer plate 30 between the tailgate reinforcement plate 60 and the tailgate outer plate 30.

[0079] Please continue reading. Figure 3 and Figure 4In some embodiments, the length of the buffer element 20 in the spare tire buffer block 100 is greater than the minimum gap between the spare tire 50 and the tailgate outer panel 30, and the difference between the length of the buffer element 20 and the minimum gap between the spare tire 50 and the tailgate outer panel 30 is 1 mm to 3 mm.

[0080] In these embodiments, the interference of the buffer 20 is maintained between 1 mm and 3 mm to ensure continuous contact and support.

[0081] Please see Figure 5 Thirdly, embodiments of this application provide a vehicle 300, including the spare tire buffer structure 200 provided in any of the embodiments of the second aspect of this application.

[0082] The vehicle 300 provided in the third aspect embodiment of this application has the beneficial effects of the spare tire buffer structure 200 provided in any of the second aspect embodiments of this application, since it includes the spare tire buffer structure 200 provided in any of the second aspect embodiments of this application, which will not be described in detail here.

[0083] The vehicle 300 provided in this application embodiment may be a logistics vehicle, an automated guided vehicle (AGV) trolley, a car, or other transportation device with transportation capabilities.

[0084] The frame structure is the main structure of the vehicle 300, and it can have various shapes, such as plate structure, box structure or frame structure. In this application, the vehicle 300 is not limited to the outline shape of the car, but can be set into various shapes according to different usage requirements.

[0085] The vehicle 300 provided in this application embodiment may also include other functional components, such as a control system, a power system, etc., and may also include a driving system, which may include wheels or tracks, etc.

[0086] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A spare tire buffer block, characterized in that, include: Bolts are used for threaded connection between one side of the outer panel of the tailgate and a nut located on the other side of the outer panel of the tailgate; A buffer element is provided around and tightly fitted with the bolt element, with the bolt element exposed at opposite ends along its length.

2. The spare tire buffer block according to claim 1, characterized in that, The buffer component is integrally molded.

3. The spare tire buffer block according to claim 2, characterized in that, The buffer is made of rubber and is injection molded around the bolt.

4. The spare tire buffer block according to claim 1, characterized in that, The buffer includes a recess at one end and a contact surface, the contact surface being disposed around the recess, and one end of the bolt protruding from the recess along its length, the contact surface being used to abut against the spare tire.

5. The spare tire buffer block according to claim 4, characterized in that, The buffer also includes a protrusion located on the contact surface that protrudes toward the side opposite to the bolt.

6. The spare tire buffer block according to claim 5, characterized in that, The protrusions include multiple protrusions, which are annular and arranged sequentially around the recess, or... The protrusion is a prism, and the contact surface is a knurled surface.

7. A spare tire buffer structure, characterized in that, include: Spare tire buffer block as described in any one of claims 1 to 6; The tailgate outer panel includes a through-hole, the tailgate outer panel abuts against the buffer member in the spare tire buffer block, and the bolt member in the spare tire buffer block is provided through the through-hole; A nut is located on the side of the outer panel of the tailgate away from the spare tire buffer block, and the nut is threadedly connected to the bolt in the spare tire buffer block; The spare tire is located on the side of the spare tire buffer block away from the outer panel of the tailgate, and the spare tire abuts against the buffer element in the spare tire buffer block.

8. The spare tire buffer structure according to claim 7, characterized in that, The spare tire buffer structure also includes a tailgate reinforcement plate located on the side of the tailgate outer panel away from the spare tire buffer block, and the nut is welded to the side of the tailgate reinforcement plate away from the spare tire buffer block.

9. The spare tire buffer structure according to claim 7, characterized in that, The length of the buffer component in the spare tire buffer block is greater than the minimum gap between the spare tire and the outer panel of the tailgate. The difference between the length of the buffer component and the minimum gap between the spare tire and the outer panel of the tailgate is 1mm to 3mm.

10. A vehicle, characterized in that, Includes the spare tire buffer structure as described in any one of claims 7 to 9.

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