GB2517426A

GB2517426A - Vehicle panel bump stop

Info

Publication number: GB2517426A
Application number: GB1314781.4A
Authority: GB
Inventors: Dave Kelly; Ramanan Balaji
Original assignee: Nissan Motor Manufacturing UK Ltd
Current assignee: Nissan Motor Manufacturing UK Ltd
Priority date: 2013-08-19
Filing date: 2013-08-19
Publication date: 2015-02-25
Also published as: ES2621870T3; EP2840215B1; EP2840215A1; GB201314781D0

Abstract

A bump stop device 10 includes a moveable element 13 to be received into a housing 11, a lockable height adjustment means 16 to set relative extension of the moveable element from the housing and a resilient means 18 adapted to provide a prevailing reaction force against a closed part of a vehicle 110. Preferably the moveable element is a shaft. The resilient means may be a diaphragm, a spring bias or a rubber head structure incorporating ribs. Preferably the height adjustment means comprises mating ratchet teeth on the shaft and housing in combination with a key, plug or pin inserted in a longitudinal slot in the shaft to lock said teeth. There may also be a retention element (12 figure 2) at the base of the housing to fix the housing to the vehicle. Also claimed is a method of installing a bump stop device. The device acts to reduce vibration noise between the closed parts of the vehicle during driving.

Description

VEHICLE PANEL BUMP STOP

The present invention relates to a bump stop devioe installed on the body of a motor vehicle for the purposes of dampening the closing force of a tailgate or bonnet and preventing metal-on-metal contact. Aspeots of the invention relate to a bump stop device, to a method of installing a bump stop device, and to a vehicle body assembly comprising a bump stop.

BACKGROUND TO THE INVENTION

The use of a bump stop arrangement to provide a resilient contacting face between closing parts of a motor vehicle, e.g. a bonnet or tailgate, and the body of the vehicle is common. In a most basic form, a bump stop would comprise a rubber/plastic element adhered to or plugged into a surface of the tailgate/bonnet or vehicle body, or both; to prevent metal-on-metal contact. The rubber element ideally also reduces vibration noise between the closed parts when the vehicle is moving.

DE1O2009O44166A1 describes a height-adjustable bump stop for a vehicle bonnet that enables some adjustability during installation, which accounts for small variations in the clearances of closing parts of the vehicle. The device utilises a shaft received into a housing, where ratchet teeth on both components cooperate to provide an adjustable height means for the shaft extending into the housing. The relative height is locked in place by a key inserted into a slot in the shaft, thereby maintaining the ratchet teeth in an engaged position; where further relative movement of the teeth cannot be achieved unless the key is removed.

Insertion of the shaft into the housing also oauses flanges at a base end of the housing to be fixed in an extended position, which fastens the housing to an opening in the motor vehicle body.

This prior art device can be quickly placed manually in position on the vehicle body (e.g. adjacent an engine bay) with the shaft extended, followed by the bonnet being closed to drive the shaft into the housing, against resistance from the ratchet. (It is preferred to avoid a slamming action, as this may over-adjust the bump stop, leaving an excessively large clearance.) Finally, the extension height of the shaft defined by the bonnet closing action is set in place by inserting the key. A rubber head on the shaft is therefore maintained in position to provide a bump stop function for future closing of the bonnet, adapted to the exact clearances of the particular vehicle. However, while the rubber head does provide continued protection against metal-on-metal contact, it cannot account for minor displacements between the closed parts that may cause a drumming noise during driving.

SUMMARY OF THE INVENTION

The present invention seeks to improve upon height-adjustable bump stop devices known in the prior art and, particularly, to achieve reduced vibration noise experienced while driving.

In a first broad aspect of the present invention, there is provided a bump stop device for a motor vehicle including a housing for receiving a moveable element and a lockable height adjustment means to set relative extension of the moveable element from the housing, further including a resilient means that is adapted to provide a prevailing reaction force against a closed part of the motor vehicle, after the relative extension of the moveable element has been looked by the height adjustment means.

In a preferred form, the height adjustment means incorporates mating ratchet teeth in combination with a key to lock said teeth in an adjusted position. Preferably the moveable element is a shaft extending into the housing. In this form, one set of ratchet teeth are located on at least one surface of the shaft, and a corresponding set of ratchet teeth are located in the housing. The key is preferably inserted through an opening in the housing, to engage into a slot or channel in the shaft. However, it is possible that the locking function of the height adjustment means could be automatic, i.e. not requiring manual insertion of a key.

Such a system could be reversible or non-reversible depending on the method employed.

Preferably, the action of inserting the shaft into the housing also engages a retenrion element, at a base end of the housing, with a vehicle body part; to locate and fix the housing to the vehicle.

In the preferred form, the bump stop is intended to be installed on the main vehicle body, but there may be situations where installation is preferable on the hinged closure component, i.e. the bonnet or tailgate. Therefore, "closing part" can be interpreted as either the vehicle itself; or the closure oomponent.

According to the invention, the amount of force required to displace the resilient means is less than the amount of force required to displace (stepwise) movement of the adjustable height means. In practice this means that, during installation, the general height of the bump stop device can be set (by a controlled closing action of the vehicle closure) ; but a prevailing resistance will remain to press back against the closure due to the resilient contact portion of the moveable element. This prevailing load from the bump stop device against a closing part of the vehicle (e.g. tailgate or bonnet) acts to minimise vibration and any resultant drumming noise when the vehicle is in motion. Tt is noteworthy that the resilient quality at the head of the shaft could be built into the shaft itself so long as a preload is imparted onto the part (the head) which contacts the closing part of the vehicle.

However, in a preferred form the head of the shaft includes a diaphragm or equivalent resilient means such as a spring bias or a rubber part with a specific formulation and/or rib structure to achieve the reaction force identified by the invention.

As exemplified, the resilient means providing the prevailing reaction force is preferably incorporated into the moveable element (e.g. the head of a shaft); however, comparative resilience could be built into the housing itself, e.g. where it is in contact with the metal of the motor vehicle.

According to a second broad aspect of the invention, there is provided a method of installing a bump stop device according to the first broad aspect including the steps of: placing the housing into an opening in a vehicle part, inserting the moveable element into the housing to less than the full extent of the height adjustment means, closing the vehicle part, to engage the height adjustment means and cause the moveable element to move further into the housing, opening the vehicle part, and looking the height adjustment means to set the extension of the moveable element.

According to a third aspeot of the invention, there is provided a bump stop adapted for location between a vehicle body and a vehicle closure in use, said bump stop comprising: a housing arranged to contact one of the body and the closure in use; a moveable element attached to the housing; and a resilient contact portion arranged to contact the other of the body and the closure in use; the contact portion comprising: a contact part arranged to contact the body or the closure in use; an outer wall spaced outwardly from said contact part; and a diaphragm arranged between the contact part and the wall, which is arranged to be a rolling diaphragm in use.

The rolling of the diaphragm allows rapid and low-load takeup of tolerances between the vehicle body and closure.

In an example, the resilient contact portion is attached to the moveable element. In a further example, the rolling diaphragm is surrounded by air in use.

In an example, the contact part is resilient. In a further example, the outer wall is at least partly thicker than the diaphragm.

In an example, the contact part, the diaphragm, and the outer wall are integrally moulded as a single component. In a further example, the moveabie element comprises an upstanding ring element adjacent to the contact portion.

The thickened wall section and upstanding ring element help to control movement of the diaphragm, keeping it substantially centrally aligned along a longitudinal axis of the bump stop.

In an example, the contact part comprises inner and outer substantially cylindrical dependent portions. In a further example, the inner and outer substantially cylindrical dependent portions are joined by substantially radial ribs.

These features can be tuned to define the force/displacement characteristics of the contact part.

In an example, the outer wall is substantially concentric with the substantially cylindrical dependent portions.

According to a fourth aspect of the invention, there is provided a vehicle body assembly comprising a main body, a closure, and a bump stop according to any of the preceding paragraphs, wherein the resilient contact portion is separated from the body or closure in use when the closure is opened.

In an example, the contact part has a spatial clearance from an upper platform of the moveable element in use, when the closure is opened. In a further example, the outer wall is recessed below the contact part in a free state, when the closure is opened.

BRIEF DESCRIPTION OF TILE DRAWINGS

An embodiment of the invention will now be described, by way of example only, with reference to the drawings, in which: Figure 1 illustrates a sectional view of a bump stop device according to the invention installed in a motor vehicle; Figure 2 illustrates a partially sectioned view along arrow II in Figure 1 of a bump stop according to the invention; Figure 3 illustrates a sectional view of the resilient contact portion shown in Figure 2, along line ITT-Ill in Figure 4; Figure 4 illustrates a general view of the resilient contact portion; Figure 5 illustrates an underneath plan view of the bump stop device of the invention; and Figure 6 illustrates a graphical representation of force versus displacement during installation of a bump stop according to the invention.

DETAILED DESCRIPTION OF TILE PREFERRED EMBODIMENT

The purpose and function of the invention is best understood by describing the installation method which will be described below.

Figure 1 illustrates a bump stop device, generally denoted 10, used on a motor vehicle body B adjacent to a bonnet panel (shown figuratively at 110) -In this case, installation is in a position at the periphery of an engine bay of the vehicle.

In a conventional way (e.g. as known from DE102009044166) a housing U of the bump stop device is inserted into an opening 0 in the vehicle body B. Resilient retention tabs 12 (illustrated in Figure 2 which is perpendicular to the view of Figure 1) locate the housing within opening 0, whereupon a moveable element 13 in the form of a shaft is inserted into a channel or opening 14 through housing 11. Shaft 13 generally has a degree of resilience ro being squeezed inwardly, by virtue of its flexible, preferably plastic, construction; and a central open channel 21. I leading end 15 of the shaft 13, once substantially inserted into or through channel 14, effectively locks retention tabs 12 in semi-permanent engagement with edges of the opening C. Housing 11 is thus fixed to vehicle body B. Shaft 13 is suspended in an inserted state by virtue of a lockable height adjustment means 16, e.g. mating ratchet teeth formed both externally on the shaft and internally (17) within the housing 11, on the surface of channel 14.

Shaft 13 is inserted to a convenient depth where retention tabs 12 are engaged. However, initially, it must not be inserted into housing 11 to its full extent. Preferably, shaft 13 is left with a short length of the shaft and resilient contact portion 18 (i.e the head of shaft 13) protruding some way into the open space above vehicle body B. In order to set the shaft extension at a height that will account for small variations in the clearance between vehicle parts, the bonnet panel is shut with a controlled closing action, thereby spontaneously contacting the resilient head 18 and driving shaft 13 further into housing 11. Ratchet teeth 16/17 give way until the end of the controlled closing movement, thereby maintaining shaft 13 at the displacement set by the controlled closing action. The vehicle bonnet is then opened to enable access for a key or plug element 19 (Figure 2) to be manually inserted into the like-sized opening of a channel 20 in the side of housing 11.

Preferably channel 20 passes all the way through housing 11, and the key 19 could be inserted from either side. Since key 19, located in channel 20, is positioned adjacent the ratchet teeth 17 of the housing 11, and dimensioned to fit perpendicularly through the slot 21 that extends most of the length of shaft 13, the ratchet height adjustment system is effectively locked so that further longitudinal movement of the shaft 13 in the direction of arrow S (or the reverse) is not possible.

As previously mentioned, the above procedure and components relating to height adjustment of a bump stop device are generally known from DE102009044166. However, the incorporation of a resilient contact portion 18 will impart additional features during the bonnet controlled closing step which are useful for minimising or eliminating vibration noise.

Figure 3 illustrates a detailed view of the resilient contact portion 18 (head of shaft 13); wherein a rubber cap element 22 incorporates a diaphragm portion 23 to provide a resilience, during compression from a closing vehicle body part, of the contact face 24 of cap 22. Particularly, the force required to displace contact face 24 by virtue of deflection of diaphragm 23 is less than the force reguired to displace the stepwise movement of ratchet teeth 16 against the fixed teeth 17 of housing 11. Diaphragm 23 is connected to an outer diametral wall 25; which is supported by an upstanding ring element 26. Numeral 26A represents an upper platform of the main part of the moveable element 13. Axis BS-BS is a longitudinal axis of the bump stop.

It will be apparent that, while a diaphragm 23 integrally moulded with rubber cap 22 is a preferred embodiment of the invention, other arrangements that provide resilient displacement will be possible within the scope of the first aspect of the invention. Likewise, the underneath view of Figure 5 shows radial ribs 28 and support structures in the form of substantially cylindrical dependent portions 27 for the rubber cap; which features could have many configurations.

A graphical representation of the force applied to the bump stop device during installation is illustrated by Figure 6.

Referring to this graph, it will be apparent that an initial force (controlled closing of the bonnet) is sufficient to compress cap 22; and to commence relative displacement of the ratchet teeth that are spaced 1mm apart (in the present example) . According to the invention, the relative force reguired to compress cap 22 is less than the force reguired to "jump" one ratchet step. This means that at the end of the controlled closing action there is a residual (prevailing) reaction force provided by cap 22 against the closed body part (e.g. bonnet) after the last ratchet step displacement.

According to the preferred embodiment, a nominal preload ("upwards" force FL from the resilient cap as shown in Figure 2) after the ratchet has stopped moving would be between 10 to 30 N ± 20%, e.g. 20 N. Without any reaction force built into the resilient oontaot element, eaoh zig-zag step illustrated in Figure 6 would return to zero. Furthermore, after the final step, the resistance would return to zero; whioh would result in no preload against the olosed vehiole part (bonnet) It is clear that, as a result of the resilient features built into the cap 22 of shaft 13, a constant reaction force is supplied against a closed part of the vehicle; which will dampen vibration, and any resultant drumming noise that could occur while driving the vehicle. By contrast, DE102009044166 utilises a relatively hard rubber head for the insertion shaft with little or no resilience or compressibility that will provide a prevailing reaction force once the height adjustment is locked.

It is noteworthy that the operation of a bump stop according to the present invention is improved by utilising a coarser height adjustment means, i.e. larger ratchet teeth, oompared to the prior art. This ensures that the force required to move one ratchet step is greater than the displacement force required to compress cap 22, but that the displacement force of the cap 18 is still significant enough to be meaningful when applied against the vehicle body part. In other words, the rubber construction of cap 22 cannot be too soft, but must meet a minimum stiffness; albeit less than the force required to move a ratchet step.

The present invention benefits from a relatively quick installation time and procedure that is analogous to the prior art. The effectiveness of the prevailing reaction force does not require any manual adjustment, as it is automatically present at installation.

It is intended that the components of the bump stop device according to the invention are manufactured using conventional techniques and materials, e.g. injection moulded plastic and rubber parts. However, any suitable material or procedure could be used for manufacture.

Claims

CLAIMS: 1. A bump stop device for a motor vehicle including: a housing; a moveable element to be received into the housing and; a lockable height adjustment means to set relative extension of the moveable elemenc from the housing; further including a resilient means that is adapted to provide a prevailing reaction force against a closed part of the motor vehicle, after the relative extension of the moveable element has been locked by the height adjustment means.
2. The bump stop device of claim 1 wherein the amount of force required to displace the resilient means is less than the amount of force required to displace movement of the height adjustment means.
3. The bump stop device of claim 2 wherein the resilient means is incorporated into a contact surface of the moveable element, to be contacted with the closed part of the motor vehicle.
4. The bump stop device of claim 3 wherein the moveable element is a shaft; and the contact surface is a head of the shaft incorporating the resilient means.
5. The bump stop device of any preceding claim, wherein the resilient means is a diaphragm to enable resilience for the reaction force.
6. The bump stop device of any of claims 1 to 4, wherein the resilient means is a spring bias.
7. The bump stop device of any of claims 1 to 4, wherein the resilient means is a rubber head structure, either formulated or incorporating a rib structure to achieve the required prevailing reaction force.
8. The bump stop device of any preceding claim, wherein the height adjustment means incorporates mating ratchet teeth on the moveable element and housing respectively, in combination with a key to lock said teeth in an adjusted position.
9. The bump stop device of claim 4, wherein the shaft includes a longitudinal slot to provide resilience in its longitudinal sides.
10. The bump stop of claim 9, wherein one set of ratchet teeth are located on at least one longitudinal side of the shaft and a corresponding set of ratchet teeth are located in the housing, wherein a key is inserted through an opening in the housing, to engage into the slot in the shaft, thereby locking the two sets of ratchet teeth in position relative to each other.
11. The bump stop device of any preceding claim, wherein the action of inserting the moveable element into the housing engages a retention element at a base end of the housing, to locate and fix the housThg to the vehicle.
12. A method of installing a bump stop device according to any preceding claim, including the steps of: placing the housing into position on a vehicle part; inserting the moveable element into the housing through less than the full extent of the height adjustment means; performing a closing action on the vehicle part to engage the height adjustment means and to cause the moveable element to move further into the housing; performing an opening action on the vehicle part; and locking the height adjustment means to set the extension of the moveable element.
13. The method of claim 12 wherein locking the height adjustment means involves inserting a key, plug or pin into the housing to engage with the moveable element.
14. A bump stop device substantially as herein described with reference to the accompanying drawings.
15. A method of installing a bump stop device substantially as herein described with reference to the accompanying drawings.
16. A bump stop adapted for location between a vehicle body and a vehicle closure in use, said bump stop comprising: a housing arranged to contact one of the body and the closure in use; a moveable element attached to the housing; and a resilient contact portion arranged to contact the other of the body and the closure in use; the contact portion comprising: a contact part arranged to contact the body or the closure in use; an outer wall spaced outwardly from said contact part; and a diaphragm arranged between the contact part and the wall, which is arranged to be a rolling diaphragm in use.
17. A bump stop according to claim 16, wherein the resilient contact portion is attached to the moveable element.
18. A bump stop according to claim 16 or claim 17, wherein the rolling diaphragm is surrounded by air in use.
19. A bump stop according to any one of claims 16 to 18, wherein the contact part is resilient.
20. A bump stop according to any one of claims 16 to 19, wherein the outer wall is at least partly thicker than the diaphragm.
21. A bump stop according to any one of claims 16 to 20, wherein the contact part, the diaphragm, and the outer wall are integrally moulded as a single component.
22. A bump stop according to any one of claims 16 to 21, wherein the moveable element comprises an upstanding ring element adjacent to the contact portion.
23. A bump stop acoording to any one of claims 16 to 22, wherein the contact part comprises inner and outer substantially cylindrical dependent portions.
24. A bump stop according to claim 23, wherein the inner and outer substantially cylindrical dependent portions are joined by substantially radial ribs.
25. A bump stop according to claim 23 or claim 24, wherein the outer wall is substantially concentric with the substantially cylindrical dependent portions.
26. A vehicle body assembly comprising a main body, a closure, and a bump stop according to any one of claims 16 to 25, wherein the resilient contact portion is separated from the body or closure in use when the closure is opened.
27. A vehicle body assembly comprising a main body, a closure, and a bump stop according to any one of claims 16 to 25, wherein the contact part has a spatial clearance from an upper platform of the moveable element in use, when the closure is opened.
28. A vehicle body assembly according to claim 27, wherein the bump stop comprises a lockable height adjustment means to set relative extension of the moveable element from the housing, the height adjustment means being adapted to be adjusted during an initial closing of the closure; and wherein the stiffness of the diaphragm is set so that during said initial closing of the closure, the clearance between the contact part and the upper platform is closed before the height adjustment means is adjusted.
29. A vehicle body assembly according to claim 28, wherein the bump stop contact part is adapted to provide a prevailing reaotion force against the olosure in its closed condition, after the relative extension of the moveable element has been locked by the height adjustment means.
30. A vehicle body assembly comprising a main body, a closure, and a bump stop according to any one of claims 16 to 25, wherein the bump stop outer wall is recessed below the contact part in a free state, when the closure is opened.