WO2022006861A1 - 一种可溃缩式后保险杠中支架、后保险杠和车辆 - Google Patents

一种可溃缩式后保险杠中支架、后保险杠和车辆 Download PDF

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Publication number
WO2022006861A1
WO2022006861A1 PCT/CN2020/101363 CN2020101363W WO2022006861A1 WO 2022006861 A1 WO2022006861 A1 WO 2022006861A1 CN 2020101363 W CN2020101363 W CN 2020101363W WO 2022006861 A1 WO2022006861 A1 WO 2022006861A1
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WO
WIPO (PCT)
Prior art keywords
bracket
rear bumper
collapsible
elevation
support
Prior art date
Application number
PCT/CN2020/101363
Other languages
English (en)
French (fr)
Inventor
程高超
王维志
田一申
魏亮
康程鹏
Original Assignee
宁波吉利汽车研究开发有限公司
浙江吉利控股集团有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 宁波吉利汽车研究开发有限公司, 浙江吉利控股集团有限公司 filed Critical 宁波吉利汽车研究开发有限公司
Priority to CN202080102582.8A priority Critical patent/CN115835984A/zh
Priority to PCT/CN2020/101363 priority patent/WO2022006861A1/zh
Priority to EP20943936.3A priority patent/EP4180276A4/en
Publication of WO2022006861A1 publication Critical patent/WO2022006861A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/04—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement
    • B60R19/12—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement vertically spaced
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/186—Additional energy absorbing means supported on bumber beams, e.g. cellular structures or material

Definitions

  • the invention relates to the technical field of vehicle parts, in particular to a collapsible rear bumper middle bracket, a rear bumper and a vehicle.
  • C-IASI China Insurance Research Institute
  • IIHS American Insurance Institute for Highway Safety
  • MICR Automobile Repair Research Association
  • Maintenance Research Council an international body. It was established by the insurance industry in various countries to develop testing standards and study vehicle maintenance costs. Currently these agencies have crash tests on crashworthiness and maintenance economy. Its crash score will be applied directly to the insurance company's pricing of the vehicle's insurance. Consumers will also refer to their scores when purchasing a vehicle to know whether the subsequent maintenance costs of the vehicle are within their own tolerance range. For OEMs, they need to improve the safety performance of their own vehicles and reduce damage to key vehicle components.
  • the rear crash test of the vehicle mainly simulates low-speed rear-end collision conditions: 10km/h rear bumper frontal crash and 15km/h 40% offset crash test.
  • 10km/h rear bumper frontal crash 10km/h rear bumper frontal crash
  • 15km/h 40% offset crash test 10km/h rear bumper frontal crash
  • most of the models on the market have low scores in this category.
  • the design idea is mainly to protect the body rear panel, back door panel, lamps, cameras, sensors, etc. that are difficult to maintain or have a high cost per piece Components are not damaged.
  • the impact of the rear bumper middle bracket in the rear collision is particularly important.
  • the current rear bumper middle bracket is mostly a plastic bracket structure.
  • it can also provide reliable support in the Z direction, which can prevent the rear bumper cover from being damaged by mistakenly stepping on the upper surface of the rear bumper when picking up and placing items.
  • the middle bracket cannot effectively absorb the collision energy, so that most of the energy is transmitted to the body through the middle bracket of the rear bumper, resulting in the deformation of the rear panel sheet metal of the body.
  • the purpose of the present invention is to provide a collapsible rear bumper middle bracket, a rear bumper and a vehicle, so as to overcome the above technical problems in the background art.
  • a first aspect of the present invention provides a collapsible rear bumper middle bracket, comprising a bracket rear elevation, a bracket front elevation, a crush rib and a pair of bracket side elevations; the bracket rear elevation and the bracket The front elevations are opposite to each other, a pair of side elevations of the bracket are symmetrically arranged between the rear elevation of the bracket and the front elevation of the bracket, the first end of the side elevation of the bracket and the rear elevation of the bracket connection, the second end of the side elevation of the bracket is connected with the front elevation of the bracket, the rear elevation of the bracket, the side elevation of the bracket and the front elevation of the bracket form a truss; Between a pair of the side elevations of the bracket, the first end of the crush bead is connected to the rear elevation of the bracket, the second end of the crush bead is connected to the front elevation of the bracket, and the The brackets in the rear bumper are symmetrical in the Y direction.
  • the crush bead is in a "V"-shaped structure, and the tip of the "V"-shaped structure faces the end of the bracket in the rear bumper along the length direction.
  • crushing ribs are evenly distributed along the length direction of the bracket in the rear bumper.
  • the rear elevation of the bracket, the side elevation of the bracket and the front elevation of the bracket form a rectangular truss.
  • a positioning pin is provided on the front elevation of the bracket, and the positioning pin is used for positioning the middle bracket of the rear bumper on the rear panel sheet metal of the vehicle body.
  • the front elevation of the bracket is provided with an upper mounting structure for connecting with the rear panel metal of the vehicle body
  • the upper mounting structure is provided with a first mounting hole
  • the welding bolts on the rear panel metal of the vehicle body pass through the upper mounting structure.
  • the first mounting hole is described, and is fixedly connected by a fastener.
  • the front elevation of the bracket is provided with a lower mounting structure connected to the rear panel metal of the vehicle body, the horizontal plane where the lower mounting structure is located is lower than the horizontal plane where the upper mounting structure is located, and the lower mounting structure is mounted on the lower mounting structure.
  • the upper installation structure and the lower installation structure are staggered.
  • the fastener is a flange nut.
  • the front elevation of the bracket is provided with an upper clamping structure for connecting with the rear bumper visor, and the upper clamping structure is engaged with the back of the rear bumper visor.
  • the front elevation of the bracket is provided with a lower clamping structure for connecting with the rear bumper mask, the horizontal plane where the lower clamping structure is located is lower than the horizontal plane where the upper clamping structure is located, and the lower clamping structure is located.
  • the connection structure engages with the back of the rear bumper visor.
  • the lower clamping structure and the upper clamping structure are arranged alternately.
  • the bracket also includes a support for supporting the bracket in the rear bumper, the first end of the support is connected with the rear elevation of the bracket, and the second end of the support is erected with the front of the bracket. surface connection, the support member is close to the side elevation of the bracket.
  • a second aspect of the present invention provides a rear bumper, the rear bumper comprising the above-mentioned collapsible rear bumper middle bracket.
  • a third aspect of the present invention provides a vehicle comprising the above-mentioned rear bumper.
  • the crushing ribs can quickly collapse and fragment, absorb the collision energy, and support the rear bumper from the rear bumper.
  • the upper part falls off, releases space and absorbs collision energy, and the collapse efficiency is high, so as to protect the rear panel metal of the body from deformation.
  • the present invention makes frontal contact between the bracket in the rear bumper and the collision device, and absorbs energy through the rapid collapse of the crushing ribs.
  • a large space is left between the protective masks, which improves the degree of freedom of vehicle design compared with the prior art, and can simultaneously meet the requirements of modeling intention, improving luggage compartment space and the convenience of picking and placing items.
  • the bracket in the rear bumper of the present invention is lighter in weight and lower in cost.
  • FIG. 1 is a schematic structural diagram of a bracket in a collapsible rear bumper provided by an embodiment of the present invention
  • FIG. 2 is a schematic front view of a bracket in a collapsible rear bumper provided by an embodiment of the present invention
  • FIG. 3 is a schematic rear view of a bracket in a collapsible rear bumper provided by an embodiment of the present invention
  • FIG. 4 is a left side schematic view of a bracket in a collapsible rear bumper provided by an embodiment of the present invention
  • Fig. 5 is the assembly schematic diagram of the bracket in the collapsible rear bumper provided by the embodiment of the present invention.
  • FIG. 6 is a schematic cross-sectional view of the assembly of a bracket in a collapsible rear bumper provided by an embodiment of the present invention
  • the reference numerals in the figure correspond to: 11-rear elevation of support, 12-crushing rib, 13-side elevation of support, 14-front elevation of support, 15-upper installation structure, 16-positioning pin, 17 -upper snap-on structure, 18-bottom snap-on structure, 19-lower mounting structure, 2-body rear panel sheet metal, 3-rear bumper cover, 4-rear anti-collision beam, 51-collision device upper part, 52-collision lower part of the device.
  • the orientation or positional relationship indicated by the terms “upper”, “lower”, “top”, “bottom”, etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description , rather than indicating or implying that the indicated device or element must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be construed as limiting the invention.
  • the X direction refers to the length direction of the vehicle
  • the Y direction refers to the width direction of the vehicle
  • the Z direction refers to the height direction of the vehicle.
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms in the present invention should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , or integrated; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal communication between two elements or the interaction relationship between the two elements, unless otherwise clearly defined.
  • installed may be a fixed connection or a detachable connection , or integrated; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal communication between two elements or the interaction relationship between the two elements, unless otherwise clearly defined.
  • the specific meanings of the above terms in the present invention can be understood according to specific situations.
  • the present embodiment provides a collapsible rear bumper middle bracket.
  • the collapsible rear bumper middle bracket of this embodiment includes the rear elevation 11 of the bracket, the front of the bracket Elevation 14, crush ribs 12 and a pair of side elevations 13 of the bracket; the rear elevation 11 of the bracket is opposite to the front elevation 14 of the bracket, and a pair of side elevations 13 of the bracket are symmetrically arranged on the rear elevation 11 of the bracket and the front elevation of the bracket.
  • the first end of the side elevation 13 of the bracket is connected to the rear elevation 11 of the bracket, the second end of the side elevation 13 of the bracket is connected to the front elevation 14 of the bracket, the rear elevation 11 of the bracket, the side elevation 13 of the bracket It forms a truss with the front elevation 14 of the bracket;
  • the crushing ribs 12 are arranged between a pair of side elevations 13 of the brackets, the first end of the crushing ribs 12 is connected with the rear elevation 11 of the bracket, and the second end of the crushing ribs 12 is connected to the rear elevation 11 of the bracket.
  • the front elevations 14 of the brackets are connected, and the brackets in the rear bumper are symmetrical in the Y direction; the rear elevations 11 of the brackets can transmit the collision force to the crushing ribs 12, and the crushing ribs 12 can deform and collapse.
  • the collapsible rear bumper middle bracket in this embodiment is in frontal contact with the collision device through the rear bumper middle bracket, and absorbs energy through the deformation and collapse of the crushing ribs 12.
  • the collapsible type in this embodiment The middle bracket of the rear bumper.
  • the crumpling ribs 12 can quickly collapse and shatter, absorb the collision energy, fall off the middle bracket of the rear bumper, release the space and absorb the collision energy and high crushing efficiency, preventing the collision energy from being transmitted to the front façade 14 of the bracket, thereby protecting the rear panel metal 2 of the vehicle body from deformation.
  • the rear bumper middle bracket in this embodiment has no special requirements for the height of the tailgate seam in the design process, and also does not need to leave a gap between the rear panel metal 2 of the body and the rear bumper cover 3 .
  • the collapsible rear bumper middle bracket in the embodiment of the present invention does not affect the styling style, and at the same time ensures that the convenience of taking and placing items in the luggage compartment and the utilization rate of the rear space of the vehicle are not affected.
  • the rear elevation 11 of the bracket, the side elevation 13 of the bracket and the front elevation 14 of the bracket form a rectangular truss, so as to distribute the collision energy evenly and symmetrically to the front of the bracket in the rear bumper, so that the crash
  • the shrinkage 12 effectively deforms and collapses.
  • the rear elevation 11 of the bracket, the side elevation 13 of the bracket and the front elevation 14 of the bracket can also form trusses of other shapes, which are not limited to the above-mentioned rectangular trusses, as long as they can achieve the same The same functions in the embodiments of the present invention are sufficient.
  • the crush bead 12 has a first force-bearing area and a second force-bearing area.
  • first force bearing area may be one or more.
  • the crush bead 12 has a "V"-shaped structure, and the tip portion of the bending portion of the "V"-shaped structure faces the end of the bracket in the rear bumper along the length direction, specifically, is located in the rear bumper
  • the crumpling rib 12 on the left part of the middle bracket, the tip of its bending point faces the left end of the middle bracket in the rear bumper
  • the crumpling rib 12 located on the right part of the middle bracket in the rear bumper the tip of its bending part faces the middle of the rear bumper
  • the crumple rib 12 located on the right part of the bracket in the rear bumper, its The tip of the bend is toward the left end of the bracket in the rear bumper.
  • the tip of the "V"-shaped structure at the bend is the first force-bearing area, and the area other than the bend is the second force-bearing area.
  • the bend When subjected to a collision force, the bend is the first to deform and break, and the "V" shape It also acts as a guide.
  • the crumple ribs 12 may be uniformly distributed along the length direction of the bracket in the rear bumper to uniform the impact force.
  • the crumpling ribs 12 rapidly deformed at the tip of the "V"-shaped bending, collapsed and shattered, and absorbed the collision energy, thereby protecting the rear panel metal 2 of the body. No deformation occurs.
  • the structure of the bracket in the rear bumper is optimized, and a symmetrical "V"-shaped crush rib arrangement structure is adopted.
  • the X dimension of the installation surface can be minimized through structural optimization, thereby further ensuring the luggage compartment. The convenience of picking and placing items and the utilization of space at the rear of the vehicle are not affected, which can meet the requirements of styling intent, improving luggage compartment space and the convenience of picking and placing items.
  • the structure and arrangement of the crush bead 12 can be arbitrarily selected according to actual needs, as long as the same functions as those in the embodiments of the present invention can be achieved. .
  • the material of the crush bead 12 can be a reinforced composite material, so that it has better buffering and energy absorbing effects during a collision.
  • the crush bead 12 may be a polypropylene plastic containing 30% glass fiber (PP-GF30), or polycarbonate and acrylonitrile-butadiene-styrene copolymers and blends (PC/ABS) , or polyethylene glycol and propylene oxide copolymer (PEP).
  • the middle bracket of the rear bumper in this embodiment absorbs the collision through the rapid collapse and fragmentation of the collapse ribs 12 on the premise that the convenience of taking and placing items in the luggage compartment and the utilization rate of the rear space of the vehicle are not affected. energy to protect the rear panel metal 2 from deformation; and compared with the rear bumper middle bracket in the prior art, the rear bumper middle bracket in this embodiment is lighter in weight and lower in cost.
  • a positioning pin 16 is provided on the front elevation 14 of the bracket, and the positioning pin 16 is used for positioning the bracket in the rear bumper on the rear panel metal 2 of the vehicle body.
  • the front elevation 14 of the bracket is provided with an upper mounting structure 15 for connecting with the rear panel metal of the vehicle body, and the specific structure of the upper mounting structure 15 can be arbitrarily set according to actual needs
  • the upper mounting structure 15 is provided with a first mounting hole, and the welding bolts on the rear panel metal 2 of the vehicle body pass through the first mounting hole and are fixedly connected by fasteners.
  • the fastener can be a flange nut, and those skilled in the art can use other fasteners to realize the connection between the front elevation 14 of the bracket and the rear panel metal 2 of the vehicle body as required.
  • the front elevation 14 of the bracket is provided with a lower installation structure 19 connected to the rear panel metal 2 of the vehicle body.
  • the specific structure of the lower installation structure 19 can be arbitrarily set according to actual needs.
  • the lower installation structure 19 The level is lower than the level where the upper mounting structure 15 is located.
  • the lower mounting structure 19 is provided with a second mounting hole.
  • the welding bolts on the rear panel metal 2 of the vehicle body pass through the second mounting hole and are fixedly connected by fasteners.
  • the fastener can be a flange nut, and those skilled in the art can use other fasteners to realize the connection between the front elevation 14 of the bracket and the rear panel metal 2 of the vehicle body as required.
  • the upper mounting structure 15 and the lower mounting structure 19 are arranged in a staggered manner to ensure that the connection between the front elevation 14 of the bracket and the rear panel metal 2 of the vehicle body is stable and reliable.
  • the front elevation 14 of the bracket is provided with an upper snap-fit structure 17 for connecting with the rear bumper cover 3 , and the upper snap-fit structure 17 is engaged with the back of the rear bumper cover 3 .
  • the back of the safety mask 3 can be provided with a groove structure matching the upper clamping structure 17 , so that the upper clamping structure 17 is engaged with the groove structure.
  • the upper clamping structure 17 can be a clamping tongue, and the clamping tongue is engaged with the groove structure.
  • the clamping structure is simple, convenient for connection, and reliable in fixing. It can be understood by those skilled in the art that, in other embodiments, the upper clamping structure 17 may also be set to other structures, as long as the same functions as those in the embodiments of the present invention can be achieved.
  • the front façade 14 of the bracket is provided with a lower clamping structure 18 for connecting with the rear bumper cover 3, and the horizontal plane where the lower clamping structure 18 is located is lower than the horizontal plane where the upper clamping structure 17 is located,
  • the lower clamping structure 18 is engaged with the back of the rear bumper cover 3.
  • the back of the rear bumper cover 3 can be provided with a groove structure matching the lower clamping structure 18, so that the lower clamping structure 18 and the groove structure bite.
  • the lower clamping structure 18 can be a clamping tongue, and the clamping tongue is engaged with the groove structure.
  • the clamping structure is simple, convenient for connection, and reliable in fixing.
  • the lower clamping structure 18 may also be set to other structures, as long as the same functions as those in the embodiments of the present invention can be achieved.
  • the lower clamping structure 18 and the upper clamping structure 17 are arranged in a staggered manner, which can ensure that the connection between the front elevation 14 of the bracket and the rear bumper cover 3 is stable and reliable.
  • FIG. 5 and FIG. 6 for the assembly schematic diagram of the bracket in the collapsible rear bumper.
  • the support member also includes a support member for supporting the bracket in the rear bumper.
  • the specific structure of the support member can be arbitrarily set according to actual needs, and the first end of the support member is connected to the rear elevation 11 of the bracket.
  • the second end of the support is connected to the front elevation 14 of the bracket, the support is close to the side elevation 13 of the bracket, and the support can strengthen the structural strength of the bracket in the rear bumper.
  • the collapse ribs can quickly collapse and break, absorb the collision energy, and release the energy from the rear bumper.
  • the middle bracket of the bar falls off, releases space and absorbs collision energy, and the collapse efficiency is high, so as to protect the rear panel metal of the body from deformation.
  • the bracket in the rear bumper in the embodiment of the present invention is lighter in weight and lower in cost.
  • the process of crushing and absorbing energy during the collision includes: the rear bumper cover 3 is in contact with the lower part 52 of the collision device, the rear bumper cover 3 is deformed, and the lower part 52 of the collision device contacts the rear anti-collision beam 4
  • the rear anti-collision beam 4 is deformed, the collision energy is attenuated, and the upper part 51 of the collision device is in contact with the rear elevation 11 of the bracket in the rear bumper; 11 and the crumple ribs 12 are quickly broken, and fall off from the middle bracket of the rear bumper, absorb the collision energy, form a safety gap between the upper part 51 of the collision device and the front elevation 14 of the bracket, and protect the rear panel metal 2 of the body and the bracket
  • the front elevation 14 is not contacted by the upper part 51 of the collision device, and at the same time, the rear bumper beam 4 continues to deform and absorb energy until the collision ends. Since the above-mentione
  • Another embodiment of the present invention also provides a vehicle including the rear bumper in the above embodiment. Since the above-mentioned rear bumper has the above-mentioned technical effect, the vehicle having the above-mentioned rear bumper should also have the same technical effect, which will not be repeated here.

Abstract

一种可溃缩式后保险杠中支架，包括：支架后立面（11）、支架前立面（14）、溃缩筋（12）和一对支架侧立面（13）；支架后立面（11）与支架前立面（14）相对，一对支架侧立面（13）对称地设于支架后立面（11）与支架前立面（14）之间，支架侧立面（13）的第一端与支架后立面（11）连接，支架侧立面（13）的第二端与支架前立面（14）连接，支架后立面（11）、支架侧立面（13）和支架前立面（14）形成桁架；溃缩筋（12）设于一对支架侧立面（13）之间，溃缩筋（12）的第一端与支架后立面（11）连接，溃缩筋（12）的第二端与支架前立面（14）连接，后保险杠中支架在Y方向对称。还公开了一种后保险杠和车辆。通过溃缩筋快速溃缩碎裂，能够保护车身后围钣金不发生变形，而且后保险杠中支架重量更轻，成本更低。

Description

一种可溃缩式后保险杠中支架、后保险杠和车辆 技术领域
本发明涉及车辆零部件技术领域，尤其涉及一种可溃缩式后保险杠中支架、后保险杠和车辆。
背景技术
随着汽车市场环境的日益发展，新技术、新功能不断涌现，消费者对车辆安全性会越来越重视，车辆保险费用也在逐渐与车辆的维修成本挂钩，目前在全球许多国家都有专业的研究机构在进行此方面研究，例如中国的中保研(C-IASI)和美国的美国公路安全保险协会(IIHS)、英国大昌、德国安联都是隶属于汽车修理研究协会(RCAR)汽车维修研究委员会这一国际性机构。它是由各国的保险行业共同成立的，致力于制定测试标准，研究车辆维修成本。目前这些机构都有关于耐撞性与维修经济性碰撞测试。其碰撞评分将直接应用于保险公司对车辆的保险定价。消费者在购买车辆时也会参考其评分来了解车辆后续的维修费用是否在自己的承受范围，对于整车厂则需要有针对性的提高自身车辆的安全性能，并降低车辆关键部件的损伤。
针对于车辆后部碰撞测试，主要是模拟低速追尾工况：10km/h的后保险杠正面碰撞和15km/h的40％偏置碰撞测试。目前市场上大部分的车型此项得分较低，为了降低维修成本，设计的思路主要是保护车身后围钣金、背门钣金、灯具、摄像头、传感器等不易维修或单件成本较高的部件不受损伤。
作为后保险杠安装的必要零件，后保险杠中支架在后部碰撞中的影响就尤为重要，目前现行的后保险杠中支架多为塑料支架结构，除满足后保险杠基本的固定需求外，同时还可提供Z向的可靠支撑，从而可以防止用户在取放物品时误踩踏后保险杠上表面而导致的后保险杠面罩损坏，但在后部碰撞时由于碰撞能量较大，后保险杠中支架不能有效吸收碰撞能量， 从而导致大部分能量通过后保险杠中支架传递到车身，致使车身后围钣金变形。
因此，为了克服或者至少减轻上述现有技术存在的缺陷，有必要提出一种改进的后保险杠中支架结构。
发明内容
本发明的目的在于提供一种可溃缩式后保险杠中支架、后保险杠和车辆，用以克服上述背景技术中的技术问题。
本发明是通过以下技术方案实现的：
本发明第一方面提供一种可溃缩式后保险杠中支架，包括支架后立面、支架前立面、溃缩筋和一对支架侧立面；所述支架后立面与所述支架前立面相对，一对所述支架侧立面对称地设于所述支架后立面与所述支架前立面之间，所述支架侧立面的第一端与所述支架后立面连接，所述支架侧立面的第二端与所述支架前立面连接，所述支架后立面、所述支架侧立面和所述支架前立面形成桁架；所述溃缩筋设于一对所述支架侧立面之间，所述溃缩筋的第一端与所述支架后立面连接，所述溃缩筋的第二端与所述支架前立面连接，所述后保险杠中支架在Y方向对称。
进一步地，所述溃缩筋呈“V”字形结构，所述“V”字形结构的尖端部朝向所述后保险杠中支架沿长度方向的端部。
进一步地，所述溃缩筋沿所述后保险杠中支架的长度方向均匀分布。
进一步地，所述支架后立面、所述支架侧立面和所述支架前立面形成矩形桁架。
进一步地，所述支架前立面上设有定位销，所述定位销用于将所述后保险杠中支架定位于车身后围钣金上。
进一步地，所述支架前立面上设有用于与车身后围钣金连接的上安装结构，所述上安装结构上设有第一安装孔，车身后围钣金上的焊接螺栓穿过所述第一安装孔，并通过紧固件固定连接。
进一步地，所述支架前立面上设有与车身后围钣金连接的下安装结构，所述下安装结构所在的水平面低于所述上安装结构所在的水平面，所述下 安装结构上设有第二安装孔，车身后围钣金上的焊接螺栓穿过所述第二安装孔，并通过紧固件固定连接。
进一步地，所述上安装结构与所述下安装结构交错设置。
进一步地，所述紧固件为法兰螺母。
进一步地，所述支架前立面上设有用于与后保险杠面罩连接的上卡接结构，所述上卡接结构与后保险杠面罩的背部咬合。
进一步地，所述支架前立面上设有用于与后保险杠面罩连接的下卡接结构，所述下卡接结构所在的水平面低于所述上卡接结构所在的水平面，所述下卡接结构与后保险杠面罩的背部咬合。
进一步地，所述下卡接结构与所述上卡接结构交错设置。
进一步地，还包括用于支撑所述后保险杠中支架的支撑件，所述支撑件的第一端与所述支架后立面连接，所述支撑件的第二端与所述支架前立面连接，所述支撑件靠近所述支架侧立面。
本发明第二方面提供一种后保险杠，所述后保险杠包括上述的可溃缩式后保险杠中支架。
本发明第三方面提供一种车辆，所述车辆包括上述的后保险杠。
实施本发明的技术方案，具有如下有益效果：
1)本发明的可溃缩式后保险杠中支架，在10km/h的后保险杠正面碰撞测试过程中，溃缩筋能够快速溃缩、碎裂，吸收碰撞能量，从后保险杠中支架上脱落，释放空间并吸收碰撞能量，溃缩效率高，从而能够保护车身后围钣金不发生变形。
2)本发明通过后保险杠中支架和碰撞装置发生正面接触，并通过溃缩筋快速溃缩来吸收能量，对尾门分缝高度无特殊要求，同时也不需要在后围钣金和后保面罩之间留出较大的空间，相对于现有技术，提高了整车设计的自由度，可以同时满足造型意图、提高行李舱空间和物品取放的方便性的要求。
3)相比于现有技术，本发明的后保险杠中支架重量更轻，成本更低。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案和优点，下面将对实施例或现有技术描述中所需要使用的附图作简单的介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它附图。
图1是本发明实施例提供的可溃缩式后保险杠中支架的结构示意图；
图2是本发明实施例提供的可溃缩式后保险杠中支架的前视示意图；
图3是本发明实施例提供的可溃缩式后保险杠中支架的后视示意图；
图4是本发明实施例提供的可溃缩式后保险杠中支架的左视示意图；
图5是本发明实施例提供的可溃缩式后保险杠中支架的装配示意图；
图6是本发明实施例提供的可溃缩式后保险杠中支架的装配断面示意图；
其中，图中的附图标记对应为：11-支架后立面、12-溃缩筋、13-支架侧立面、14-支架前立面、15-上安装结构、16-定位销、17-上卡接结构、18-下卡接结构、19-下安装结构、2-车身后围钣金、3-后保险杠面罩、4-后防撞梁、51-碰撞装置上部、52-碰撞装置下部。
具体实施方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合实施例对本发明作进一步地详细描述。显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
需要说明的是，在本发明的描述中，术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本发明的实施例能够以除了在这里图示或描述的那些以外的顺序实施。
在本发明中，术语“上”、“下”、“顶”、“底”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和 简化描述，而不是指示或暗示所指的装置或者元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。X向指的是车辆的长度方向，Y向指的是车辆的宽度方向，Z向指的是车辆的高度方向。
此外，除非另有明确的规定和限定，本发明的术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
实施例
针对车辆在后部碰撞时由于碰撞能量较大，后保险杠中支架不能有效吸收碰撞能量的问题，目前常见的解决方案有两种，一种解决方案是将尾门的分缝位置抬高，保证后保险杠中支架位于碰撞装置上方，在碰撞过程中不会与碰撞装置发生接触，但此方案会导致行李舱尾门槛过高，尾门槛离地约800mm，取放物品不方便，产生用户抱怨，且对造型风格影响较大；另一种解决方案是在后围钣金和后保险杠面罩之间预留出足够的X向空间，保证后碰时，后保险杠中支架不会与碰撞装置接触。但此方案会侵占行李舱空间，降低整车空间利用率。
针对以上缺陷，本实施例提供了一种可溃缩式后保险杠中支架，参阅图1-6，本实施例的可溃缩式后保险杠中支架，包括支架后立面11、支架前立面14、溃缩筋12和一对支架侧立面13；支架后立面11与支架前立面14相对，一对支架侧立面13对称地设于支架后立面11与支架前立面14之间，支架侧立面13的第一端与支架后立面11连接，支架侧立面13的第二端与支架前立面14连接，支架后立面11、支架侧立面13和支架前立面14形成桁架；溃缩筋12设于一对支架侧立面13之间，溃缩筋12的第一端与支架后立面11连接，溃缩筋12的第二端与支架前立面14连接，后保险杠中支架在Y方向对称；支架后立面11能够将碰撞力传递到溃缩筋12，溃缩筋12能够变形溃缩。
本实施例中的可溃缩式后保险杠中支架，通过后保险杠中支架和碰撞 装置发生正面接触，并通过溃缩筋12的变形溃缩来吸收能量，本实施例的可溃缩式后保险杠中支架，在10km/h的后保险杠正面碰撞测试过程中，溃缩筋12能够快速溃缩、碎裂，吸收碰撞能量，从后保险杠中支架上脱落，释放空间并吸收碰撞能量，溃缩效率高，防止将碰撞能量传递给支架前立面14，从而保护车身后围钣金2不发生变形。相对于现有技术，本实施例中的后保险杠中支架在设计过程中对尾门分缝高度无特殊要求，同时也不需要在车身后围钣金2和后保险杠面罩3之间留出较大的空间，本发明实施例中的可溃缩式后保险杠中支架，在不影响造型风格，同时在保证行李舱物品取放方便性和整车后部空间利用率不受影响的前提下，解决了整车在10km/h的后保险杠正碰测试过程中，因为后保险杠中支架不能有效溃缩，而导致后围钣金变形、损坏的问题，可以同时满足造型意图、提高行李舱空间和物品取放的方便性的要求。
作为一种具体的实施方式，支架后立面11、支架侧立面13和支架前立面14形成矩形桁架，以均匀碰撞能量，并对称地向后保险杠中支架的前方传递，从而使溃缩筋12有效充分地变形溃缩。
需要说明的是，在其他的一些实施例中，支架后立面11、支架侧立面13和支架前立面14还可以形成其他形状的桁架，并不限于上述的矩形桁架，只要能够实现与本发明实施例中相同的功能即可。
作为一种具体的实施方式，溃缩筋12具有第一受力区和第二受力区，在后保险杠中支架受到撞击时，第一受力区的受力大于第二受力区的受力，从而可以快速变形溃缩。第一受力区可以为一个或多个。
作为一种具体的实施方式，溃缩筋12呈“V”字形结构，“V”字形结构弯折处的尖端部朝向后保险杠中支架沿长度方向的端部，具体地，位于后保险杠中支架左部的溃缩筋12，其弯折处的尖端朝向后保险杠中支架的左端，位于后保险杠中支架右部的溃缩筋12，其弯折处的尖端朝向后保险杠中支架的右端；或者，位于后保险杠中支架左部的溃缩筋12，其弯折处的尖端朝向后保险杠中支架的右端，位于后保险杠中支架右部的溃缩筋12，其弯折处的尖端朝向后保险杠中支架的左端。“V”字形结构弯折处的尖端为第一受力区，弯折处以外的其他区域为第二受力区，在受到碰撞力 时，弯折处最先变形碎裂，“V”字形还起到导向的作用。优选地，溃缩筋12可以沿后保险杠中支架的长度方向均匀分布，以均匀碰撞力。在10km/h的后保险杠正面碰撞测试过程中，溃缩筋12在“V”字形弯折的尖端部位置快速变形，溃缩、碎裂，吸收碰撞能量，从而保护车身后围钣金2不发生变形。本实施例对后保险杠中支架的结构进行了优化，采用对称式的“V”字形溃缩筋布置结构，同时通过结构优化能够将安装面的X向尺寸做到最小，从而进一步保证行李舱物品取放方便性和整车后部空间利用率不受影响，可以同时满足造型意图、提高行李舱空间和物品取放的方便性的要求。
本领域技术人员可以理解的是，在其他的一些实施例中，溃缩筋12的结构和布置方式可根据实际需要进行任意适当的选择，只要能够实现与本发明实施例中相同的功能即可。
作为一种具体的实施方式，溃缩筋12的材料可为增强型复合材料，以使其在碰撞过程中具有更好的缓冲和吸能作用。作为非限制性示例，溃缩筋12可以采用含有30％玻璃纤维的聚丙烯塑料(PP-GF30)，或者聚碳酸酯和丙烯腈-丁二烯-苯乙烯共聚物和混合物(PC/ABS)，或者聚乙二醇和环氧丙烷共聚物(PEP)制成。
本实施例中的后保险杠中支架，在保证行李舱物品取放方便性和整车后部空间利用率不受影响的前提下，通过溃缩筋12的快速溃缩、碎裂，吸收碰撞能量，保护车身后围钣金2不发生变形；而且相比于现有技术中的后保险杠中支架，本实施例中的后保险杠中支架重量更轻，成本更低。
作为一种具体的实施方式，继续参阅图1，支架前立面14上设有定位销16，定位销16用于将后保险杠中支架定位于车身后围钣金2上。
作为一种具体的实施方式，继续参阅图1，支架前立面14上设有用于与车身后围钣金连接的上安装结构15，上安装结构15的具体结构可根据实际需要进行任意的设置，上安装结构15上设有第一安装孔，车身后围钣金2上的焊接螺栓穿过第一安装孔，并通过紧固件固定连接。具体地，紧固件可以为法兰螺母，本领域技术人员可以根据需要，采用其他的紧固件来实现支架前立面14与车身后围钣金2的连接。
作为一种具体的实施方式，支架前立面14上设有与车身后围钣金2连 接的下安装结构19，下安装结构19的具体结构可根据实际需要进行任意的设置，下安装结构19所在的水平面低于上安装结构15所在的水平面，下安装结构19上设有第二安装孔，车身后围钣金2上的焊接螺栓穿过第二安装孔，并通过紧固件固定连接。具体地，紧固件可以为法兰螺母，本领域技术人员可以根据需要，采用其他的紧固件来实现支架前立面14与车身后围钣金2的连接。
作为一种具体的实施方式，上安装结构15与下安装结构19交错设置，以保证支架前立面14与车身后围钣金2的连接稳固可靠。
作为一种具体的实施方式，支架前立面14上设有用于与后保险杠面罩3连接的上卡接结构17，上卡接结构17与后保险杠面罩3的背部咬合，具体地，后保险面罩3的背部可以设置与上卡接结构17相匹配的凹槽结构，从而上卡接结构17与该凹槽结构咬合。
具体地，上卡接结构17可以为卡接舌，卡接舌与凹槽结构咬合，该卡接结构简单，连接方便，固定可靠。本领域技术人员可以理解的是，在其他的一些实施例中，上卡接结构17也可以设置为其他的结构，只要能够实现与本发明实施例中相同的功能即可。
作为一种具体的实施方式，支架前立面14上设有用于与后保险杠面罩3连接的下卡接结构18，下卡接结构18所在的水平面低于上卡接结构17所在的水平面，下卡接结构18与后保险杠面罩3的背部咬合，具体地，后保险面罩3的背部可以设置与下卡接结构18相匹配的凹槽结构，从而下卡接结构18与该凹槽结构咬合。
具体地，下卡接结构18可以为卡接舌，卡接舌与凹槽结构咬合，该卡接结构简单，连接方便，固定可靠。本领域技术人员可以理解的是，在其他的一些实施例中，下卡接结构18也可以设置为其他的结构，只要能够实现与本发明实施例中相同的功能即可。
作为一种具体的实施方式，下卡接结构18与上卡接结构17交错设置，可以保证支架前立面14与后保险杠面罩3的连接稳固可靠。可溃缩式后保险杠中支架的装配示意图参见图5和图6。
作为一种具体的实施方式，还包括用于支撑后保险杠中支架的支撑件， 支撑件的具体结构可根据实际需要进行任意的设置，支撑件的第一端与支架后立面11连接，支撑件的第二端与支架前立面14连接，支撑件靠近支架侧立面13，支撑件能够加强后保险杠中支架的结构强度。
本发明的上述实施例，具有如下有益效果：
1)本发明实施例中的可溃缩式后保险杠中支架，在10km/h的后保险杠正面碰撞测试过程中，溃缩筋能够快速溃缩、碎裂，吸收碰撞能量，从后保险杠中支架上脱落，释放空间并吸收碰撞能量，溃缩效率高，从而能够保护车身后围钣金不发生变形。
2)本发明实施例通过后保险杠中支架和碰撞装置发生正面接触，并通过溃缩筋快速溃缩来吸收能量，对尾门分缝高度无特殊要求，同时也不需要在后围钣金和后保面罩之间留出较大的空间，相对于现有技术，提高了整车设计的自由度，可以同时满足造型意图、提高行李舱空间和物品取放的方便性的要求。
3)相比于现有技术，本发明实施例中的后保险杠中支架重量更轻，成本更低。
本发明的另一实施例提供一种后保险杠，该后保险杠包括上述实施例中的可溃缩式后保险杠中支架。本实施例中的后保险杠，其在碰撞过程中溃缩吸能过程包括：后保险杠面罩3与碰撞装置下部52接触，后保险杠面罩3变形，碰撞装置下部52接触后防撞梁4；后防撞梁4变形，碰撞能量衰减，碰撞装置上部51与后保险杠中支架的支架后立面11接触；通过支架后立面11将碰撞力传递到溃缩筋12，支架后立面11和溃缩筋12快速碎裂，并从后保险杠中支架上脱落，吸收碰撞能量，在碰撞装置上部51和支架前立面14之间形成安全间隙，保护车身后围钣金2和支架前立面14不被碰撞装置上部51接触，同时后防撞梁4继续变形吸收能量，直至碰撞结束。由于上述可溃缩式后保险杠中支架具有上述技术效果，具有上述可溃缩式后保险杠中支架的后保险杠也应具有同样的技术效果，在此不再一一赘述。
本发明的另一实施例还提供一种车辆，该车辆包括上述实施例中的后保险杠。由于上述后保险杠具有上述技术效果，具有上述后保险杠的车辆 也应具有同样的技术效果，在此不再一一赘述。
以上所述是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也视为本发明的保护范围。

Claims (15)

  1. 一种可溃缩式后保险杠中支架，其特征在于，包括支架后立面(11)、支架前立面(14)、溃缩筋(12)和一对支架侧立面(13)；
    所述支架后立面(11)与所述支架前立面(14)相对，一对所述支架侧立面(13)对称地设于所述支架后立面(11)与所述支架前立面(14)之间，所述支架侧立面(13)的第一端与所述支架后立面(11)连接，所述支架侧立面(13)的第二端与所述支架前立面(14)连接，所述支架后立面(11)、所述支架侧立面(13)和所述支架前立面(14)形成桁架；
    所述溃缩筋(12)设于一对所述支架侧立面(13)之间，所述溃缩筋(12)的第一端与所述支架后立面(11)连接，所述溃缩筋(12)的第二端与所述支架前立面(14)连接，所述后保险杠中支架在Y方向对称。
  2. 根据权利要求1所述的可溃缩式后保险杠中支架，其特征在于，所述溃缩筋(12)呈“V”字形结构，所述“V”字形结构的尖端部朝向所述后保险杠中支架沿长度方向的端部。
  3. 根据权利要求1所述的可溃缩式后保险杠中支架，其特征在于，所述溃缩筋(12)沿所述后保险杠中支架的长度方向均匀分布。
  4. 根据权利要求1所述的可溃缩式后保险杠中支架，其特征在于，所述支架后立面(11)、所述支架侧立面(13)和所述支架前立面(14)形成矩形桁架。
  5. 根据权利要求1所述的可溃缩式后保险杠中支架，其特征在于，所述支架前立面(14)上设有定位销(16)，所述定位销(16)用于将所述后保险杠中支架定位于车身后围钣金(2)上。
  6. 根据权利要求1所述的可溃缩式后保险杠中支架，其特征在于，所 述支架前立面(14)上设有用于与车身后围钣金(2)连接的上安装结构(15)，所述上安装结构(15)上设有第一安装孔，车身后围钣金(2)上的焊接螺栓穿过所述第一安装孔，并通过紧固件固定连接。
  7. 根据权利要求6所述的可溃缩式后保险杠中支架，其特征在于，所述支架前立面(14)上设有与车身后围钣金(2)连接的下安装结构(19)，所述下安装结构(19)所在的水平面低于所述上安装结构(15)所在的水平面，所述下安装结构(19)上设有第二安装孔，车身后围钣金(2)上的焊接螺栓穿过所述第二安装孔，并通过紧固件固定连接。
  8. 根据权利要求7所述的可溃缩式后保险杠中支架，其特征在于，所述上安装结构(15)与所述下安装结构(19)交错设置。
  9. 根据权利要求7所述的可溃缩式后保险杠中支架，其特征在于，所述紧固件为法兰螺母。
  10. 根据权利要求1所述的可溃缩式后保险杠中支架，其特征在于，所述支架前立面(14)上设有用于与后保险杠面罩(3)连接的上卡接结构(17)，所述上卡接结构(17)与后保险杠面罩(3)的背部咬合。
  11. 根据权利要求10所述的可溃缩式后保险杠中支架，其特征在于，所述支架前立面(14)上设有用于与后保险杠面罩(3)连接的下卡接结构(18)，所述下卡接结构(18)所在的水平面低于所述上卡接结构(17)所在的水平面，所述下卡接结构(18)与后保险杠面罩(3)的背部咬合。
  12. 根据权利要求11所述的可溃缩式后保险杠中支架，其特征在于，所述下卡接结构(18)与所述上卡接结构(17)交错设置。
  13. 根据权利要求1所述的可溃缩式后保险杠中支架，其特征在于， 还包括用于支撑所述后保险杠中支架的支撑件，所述支撑件的第一端与所述支架后立面(11)连接，所述支撑件的第二端与所述支架前立面(14)连接，所述支撑件靠近所述支架侧立面(13)。
  14. 一种后保险杠，其特征在于，包括权利要求1-13任一项所述的可溃缩式后保险杠中支架。
  15. 一种车辆，其特征在于，包括权利要求14所述的后保险杠。
PCT/CN2020/101363 2020-07-10 2020-07-10 一种可溃缩式后保险杠中支架、后保险杠和车辆 WO2022006861A1 (zh)

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