• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    System assembly between assemblies of a body (5) of a vehicle (1), where the assembly system comprises at least one means of attachment (6) of a component (3) with the body (5), with a hole ( 61), crossed by at least one screw (62), which holds the at least one attachment means (6) with the body (5), the screw (62) comprises a rod (621) and a head (622), the hole (61) allows guiding the at least one screw (62) in the substantially vertical direction, and comprises a first width (614) in the substantially horizontal direction, equal to the diameter of the shank (621), and a second width (615) ) is substantially greater than the diameter of the stem (621). This cushions the impact suffered by a pedestrian, particularly in the area of the bonnet and fender, absorbing shock energy, reducing the energy received by the pedestrian. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2642773A1
    申请号:ES201631718
    申请日:2016-12-30
    公开日:2017-11-20
    发明作者:Angel Segura Santillana
    申请人:SEAT SA；
    IPC主号:
    专利说明:

    DESCRIPTION

    Assembly system between assemblies of a vehicle body

     5
    OBJECT OF THE INVENTION

    The object of the present patent application is an assembly system between assemblies of a body of a vehicle according to claim 1, which incorporates notable innovations and advantages. 10


    BACKGROUND OF THE INVENTION

    At present there is a willingness in the automobile sector to try to reduce the damage caused to pedestrians, in situations of impact on the bodywork, in particular on the bonnet and surrounding area, with special mention for the fender part. Said piece of the fender is traditionally a highly rigid body element, assuming a problem with the possibility of a pedestrian impacting said area.
     twenty
    In the known solutions of the state of the art, the fixings, for example those used to fix a fender to a body, do not allow displacements in vertical or in the Z axis. The energy absorption is carried out only by deformation of the parts that form the assembly as a whole, with no controlled relative displacements. Energy consumption is limited by joints that do not have the possibility of collapsing and, therefore, without the possibility of increasing the deformation space in vertical or Z axis.

    Specifically, it is known from the state of the art, as reflected in EP1637411, a mounting arrangement in a vehicle body by means of a hinge mechanism, which has longitudinal recesses in its section. Screws and connecting bolts move in holes, as a guide in the vertical direction, when a load is exerted on the assembly. The bolts are trapped with their stems through the longitudinal and fixed holes in the body of the vehicle.
     35
    Said document is oriented not so much to fenders, but to bonnet hinges, comprising longitudinal vertical guides, where an axis of the screw rubs on the walls of the guides, and a narrower area allows limiting the initial force at which it starts vertical displacement, while limiting the maximum force.
     5
    It is also known from the state of the art, as reflected in EP2686210, a coupling in a vehicle body having a contact surface for the hood or side flap. It has a clamping surface with a travel path by means of a pin. An adjustment element has a plurality of ball means for aligning the assembly in relation to the vehicle body. The mounting means 10 are adjusted to a predetermined force in order to reduce the risk of head injuries in case of impact with a pedestrian.

    Thus, said document comprises a bonnet connector or fender to the body, intended to absorb energy in the event of the impact of a pedestrian. It comprises a vertical guide for guiding a mounting element, presenting at least two mounting elements, one on each side of the guide.

    Other documents are also known, such as DE10063582, US2002063443 and EP1090818, in which mechanical solutions are presented with supports between the fender and chassis that are deformed in a controlled manner to absorb energy from an impact on the vehicle body.

    Thus, it is seen that there is still a need for an assembly system between assemblies of a body of a vehicle that dampens the impact suffered by a pedestrian, 25 in particular in the area of the bonnet and fender, absorbing shock energy , in addition to the purely vertical direction.


    DESCRIPTION OF THE INVENTION 30

    The present invention consists of an assembly system between assemblies of a body of a vehicle in order to improve the performance against impacts of pedestrians in a situation of collision or run over of a pedestrian. The improvement comes in the greater capacity of absorption of energy, when admitting a greater rank of entrance of angles of impact.

    It is important to note that, before an impact of the head, or another part of a pedestrian's body, current reinforcements react by deforming. This is achieved through the existence of collision-type holes that guide the screw through them in a single direction. The problem comes from the situation in which the impact does not occur in the same direction of the coliso, but occurs, for example, with some degrees of inclination or deviation from the axis of the coliso. The effect that occurs is the opposite of the desired free movement, but screw interlock. 10

    Specify that a collision hole means the hole that forms on a surface of material. Said hole preferably comprises an elongated or rectangular shape, the ends of which are preferably rounded with semicircles.
     fifteen
    Thus, the solution already known in the state of the art consists in having dislocable joints between fenders and supports, with the possibility of descending vertically, or Z axis, after the impact of the pedestrian on an element of the body, such as the fender .

    The present invention seeks the technical effect of delaying to the maximum the finding of rigid points 20 in the trajectory after the displacement between fenders or bonnet, and the support to the chassis of the vehicle, to the object so that the maximum number of pieces come into contact, with that the impact energy is distributed to the maximum among all these pieces, deforming them, and thus generating the maximum possible energy consumption.
     25
    Emphasize that the present invention is especially advantageous when used in fender reinforcements, since it is a long piece, and the impact of the pedestrian can be in multiple positions, and may be an impact of a child's head in an anterior area of the fenders or may be an impact of an adult's head in a rear area of the fender. Thus, in each of the fender zones there is a different rotation moment, caused by the specific impact of the pedestrian. Thus, the force component comprises a specific direction for each of the zones. It is also advantageous on the hinges of the hood, for the same reason. It is unlikely that the force received in the impact is only in one direction, and this is consistent with the direction of the collision, usually vertically. 35

    The idea of the present invention is described for a reinforcement of a fender, at its junction between the fender and the structure or chassis of the vehicle. Even so, the idea can be used as reinforcement of any other piece that requires displacement and collapse in the face of a pedestrian impact, such as a hinge of a hood, 5 or others.

    Thus, and more specifically, the invention consists of an assembly system between assemblies of a body of a vehicle, where the assembly system comprises at least one connection means, where the at least one connection means links at least one component. with the body, where the at least one connection means comprises at least one hole, where the at least one hole is crossed by at least one screw, where the at least one screw holds the at least one means of connection with the body, where the at least one screw comprises a rod and a head, and where the at least one hole extends in a substantially vertical direction, so that it allows guiding the at least one screw in the substantially vertical direction, where the at least a hole extends in a substantially horizontal direction, and because the at least one hole comprises at least a first zone and a second zone, where the first zone comprises a first width in the substantially horizontal direction, where the first width is substantially equal to the diameter of the rod, and where the second zone comprises a second width in the substantially horizontal direction, where the second width is substantially larger than the diameter of the rod. Specify that a hole means a collision hole.

    As mentioned, the present idea focuses on a support for 25 vehicle component, which aims to improve the results of pedestrian impact (specifically head) on the body, seeking to obtain the following advantages: First allow collapse of the support before a pedestrian impact. In the state of the art, the support is rigid and deformed (by some folding lines or weak reinforcement zone). The present idea seeks a deformation and a displacement in order to retard the pedestrian's contact with rigid points to the maximum, thus improving the energy results. Secondly, allow an adjustment in the production line of the fender with respect to the whole, improving the franchises, or separations between pieces, in the vertical direction or on the Z axis.
     35
    Thus, with a hole, or collision hole, with a displacement clearance both vertically and in the vehicle's displacement line, that is, on the Z and X axes, a wider combination of movements and displacements is allowed, avoiding The possibilities of blocking. The potential impacts are in very different areas along the surface of the body, so it cannot be designed for a single point of impact or 5 for a single direction of travel. In other words, enabling rotations in the collision hole in the face of an impact, it favors that there is no interlocking of the screw rod in the walls of the hole, resulting in the opposite effect to that desired by the present invention.
     10
    Thus, the concept of the present patent application provides the double advantage of presenting a fastening system with tightening torque with collisions or slides that allows a sufficient passive adjustment for the fixation of the piece, and that after a violent impact does not imply a limit switch, the piece being able to move vertically, that is to say along the Z axis, enabling the consumption of part of the impact energy by other components 15 adjacent to at least one joining means. And additionally, improve the possibility of fender regulation and the perfect adjustment of your franchise, absorbing manufacturing tolerances, this being an important requirement in the assembly processes.

    Emphasize that the traditional welded nuts that join the fender supports to the 20 chassis or body used today, would be replaced by bolted joints on collision holes that would allow greater vertical clearance, or Z-axis, of greater clearance. the piece after the impact. The present invention provides the following advantages over said current solutions: A more efficient consumption of impact energy, as there is a greater deformation space. Better values of HIC (“head 25 injurance critérium”, or criterion of head injuries), and consequently better results of pedestrian protection. Possibility of a better regulation of the fender with the rest of the body, favoring in a better quality of the final product, as well as an improvement of the productive process.
     30
    Advantageously, the second width of the at least one hole is smaller than the diameter of the head, so that the screw tightens effectively and solidly against the surface of the joining means, there being no possibility that it is released or moved, but by the route of the coliso, following the principle of the present invention.
     35
    In a preferred embodiment of the invention, the at least one hole comprises a third zone, where the third zone is disposed between the first zone and the second zone, where the third zone comprises a widening from the first width to the second width. In this way there is a transition zone from the first zone to the second zone, which facilitates the dislocation of the joint, and the screw coming out of the first zone of the hole, 5 after there is an impact on the body of the vehicle.

    According to another aspect of the invention, the first zone comprises a first height in the substantially vertical direction, where the first height is greater than the diameter of the rod. That is, the vertical height, or along the Z axis, of the first zone, is somewhat greater than the diameter of the screw, thus offering the possibility of absorbing tolerances. It will not be necessary for said dimension of the first zone to be much larger, but enough to be able to adjust in the vertical direction, and that in the factory the position of the component with respect to the bodywork can be adjusted correctly. fifteen

    Advantageously, the second zone comprises a second height in the substantially vertical direction, where the second height is greater than the first height. In this way, the second zone being preferably much larger, free movement of the screw is allowed, providing sufficient clearance for the remaining 20 components of the vehicle to come into contact in order to absorb energy, reducing the severity of the impact on the pedestrian. .

    In a preferred embodiment of the invention, the at least one screw comprises a tightening torque such that it fastens the at least one means of joining with the bodywork, the at least 25 being a screw arranged in the first zone. Said screw tightening torque is calculated specifically for said function. It allows that in normal situation, the fender assembly is rigid and there is no displacement. From an impact greater than a threshold value, the tightening torque is exceeded and the movement or dislocation of the screw in the collision hole or hole occurs. In this way the displacement and the delay of the pedestrian's contact with some rigid point after the impact occurs.

    Joints, or screw tightening, are made with torque wrenches so that they are sized with a preset torque. Said preset pair operates in a static situation to guarantee the union, while in the case of being in a dynamic situation, dislocation, or relative movement within the coliseum or, more specifically, in the second zone of the at least one can occur. hole, allowing more efficient absorption of energy during impact.

    According to the principle of operation of the mechanism, the tightening torque is such that it allows an advance of the at least one screw from the first zone to the second zone before an impact on the at least one component of the vehicle, as mentioned , allowing the most efficient absorption of energy during impact.

    In a preferred embodiment of the invention, at least two connection means link the at least one component with the body, where the at least two connection means are arranged along the substantially horizontal direction. In this way, the joining means link an elongated component with the body. Thus, the at least two joining means work similarly against an impact in a substantially vertical direction. The component is also solid and balanced in at least two distant points. However, the direction of the resulting force applied in each of said joining means will be different. It can even present moments of rotation of opposite senses in each of the joining means, depending on where the impact position is, so it cannot be said that a displacement in an exact direction will be expected, but that this will be 20 variable. As described above, the present invention addresses said situation of different direction of impact in better conditions than the solutions known in the state of the art.

    According to another aspect of the invention, the at least one component is a bonnet and at least one hinge of the bonnet comprises the at least one joining means, so that the advantages of the present invention are applied to the component of a car bonnet. , this being, as mentioned, a probable area of impact of the head of a pedestrian, if an accident or collision occurs with it. It is specified that the point of impact is always variable, resulting in a direction of the resulting force that is totally random and not predictable.

    According to yet another aspect of the invention, the at least one component is a fender and the at least one joining means is a reinforcing element, so that the advantages of the present invention are applied to the component of a car fender, 35 being this, as mentioned, a probable area of impact of the head of a pedestrian, of an accident or collision with it.

    In a preferred embodiment of the invention, at least two reinforcements link the fender with the bodywork, where the at least two joining means are arranged along the substantially horizontal direction. In this way, the advantages indicated above for a generic component apply to the fender component, if said fender is solid and balanced in two distant points, facing said impact situation in better conditions than the solutions known in the state of the art. 10

    The attached drawings show, by way of non-limiting example, an assembly system between assemblies of a body of a vehicle, constituted according to the invention. Other features and advantages of said assembly system between assemblies of a body of a vehicle, object of the present invention, will be apparent from the description of a preferred but not exclusive embodiment, which is illustrated by way of non-limiting example. in the accompanying drawings, in which:


    BRIEF DESCRIPTION OF THE DRAWINGS 20

    Figure 1.- It is a perspective view of the front of a vehicle, receiving an impact on the upper area of the fender.
    Figure 2A.- It is a perspective view of the interior area of the front part of a vehicle, receiving an impact on the upper area of the fender, in accordance with the present invention.
    Figure 2B.- It is a perspective view of the interior area of the front of a vehicle, after having received an impact on the upper area of the fender, in accordance with the present invention.
    Figure 3.- It is a plan view of the front of a vehicle, with the most probable areas of impact reception, in accordance with the present invention.
    Figure 4A.- It is a perspective view of the inside of a vehicle hood, with the different fender connections to the body chassis, in accordance with the present invention.
    Figure 4B.- It is a perspective and detailed view of the inside of a vehicle hood, with the two fender supports to the body chassis, in accordance with the present invention.
    Figure 5A.- It is a detail view of one of the fender connections to the body chassis, in accordance with the present invention. 5
    Figure 5B.- It is a detail view of the hole comprised in a joining means, in accordance with the present invention.


    DESCRIPTION OF A PREFERRED EMBODIMENT 10

    In view of the aforementioned figures and, according to the numbering adopted, an example of a preferred embodiment of the invention can be observed therein, which comprises the parts and elements indicated and described in detail below. fifteen
    In figure 1 the front part of a vehicle 1 is observed, with the presence of a spherical element located on top of the fender. Said spherical element simulates the head of a pedestrian, which is impacting with the vehicle 1.

    In figure 2A a view of the front part of the vehicle 1 is observed, the fender of said vehicle 1 having been removed 20. In said image the element that simulates the pedestrian's head at the moment prior to the impact on one of the means is shown. of connection 6. It is shown how the screws 62, which join the body 5 with the connection means 6, are arranged in the first zone 611 of their respective holes 61.
     25
    Figure 2B shows the same front view of the vehicle 1 after the impact, and in particular the joining means 6 dislocated from the body support 5. It can be seen that the screws 62 have been displaced from the hole 61, specifically the second zone 612, allowing a delay in the head impactor reaching a hard point, and therefore, causing a greater absorption of impact energy. 30

    Figure 3 shows, from a top view, the front part of a vehicle, with a series of zones, according to regulations, with a greater or lesser probability of being hit in a run-over situation.
     35
    Figure 4A shows the internal structure of a front part of the vehicle 1, the fender being removed. For fixing the fender to the body 5 of the vehicle 1, several joining means 6 are used, in this case three, along substantially the same horizontal line. In Figure 4B a second way of fixing the fender to the body 5 is observed using several joining means 6, in this case two, along substantially the same horizontal line.

    Figure 5A shows a detail of one of the joining means 6 used previously, where the screws 62 are inserted in the first zone 611 of the hole 61. As it can be seen, said screws fix the joining means 6 to the body 5 of vehicle 1. 10

    Thus, and more specifically, as can be seen in Figures 4B and 5B, the present invention consists of an assembly system between assemblies of a body 5 of a vehicle 1, where the assembly system comprises at least one joining means 6 , where the at least one connection means 6 links at least one component 3 with the body 5, where the at least one connection means 6 comprises at least one hole 61, where the at least one hole 61 is crossed by at least a screw 62, where the at least one screw 62 holds the at least one connecting means 6 with the body 5, where the at least one screw 62 comprises a rod 621 and a head 622, and where the at least one hole 61 is extends in a substantially vertical direction, so that it allows guiding the at least one screw 62 in the substantially vertical direction, where the at least one hole 61 extends in a substantially horizontal direction, and because the at least one hole or 61 comprises at least a first zone 611 and a second zone 612, where the first zone 611 comprises a first width 614 in the substantially horizontal direction, where the first width 614 is substantially equal to the diameter of the stem 621, and where the second Zone 612 comprises a second width 615 in the substantially horizontal direction, where the second width 615 is substantially larger than the diameter of the stem 621.

    Figure 5B shows the characteristic elements of the invention which, as mentioned, show a detail of the hole 61, and of the various areas that comprise it. Thus, the presence of a hole 61 or collision hole with a particular shape, and crossed by screws 62 is shown. As can be seen, hole 61 or collision hole has the following areas:
    - A first lower zone 611, narrower in which the width or first width 614 is substantially equal to the width of the screw 62. As mentioned, said first zone 611, additionally allows adjustment in the vertical direction, in order to absorb the manufacturing tolerances In this way an operator can adjust and fix the screw 62 in a certain position, so that the franchises between the components 3 can be adjusted correctly. It is specified that the screw 62 will be fixed in this first zone 611 with a tightening torque such that, if a resulting force applied to said screw 62 does not exceed the tightening torque, the rod 621 of the screw 62 remains in the first zone 611. On the contrary, if the resulting force applied to said screw 62 exceeds the tightening torque, the rod 621 moves and leaves the first zone 611. 10
    - A third transition or widening zone 613 favors the rod 621 of the screw 62 leaving the first zone 611 if the necessary conditions described above are met
    - A second wide 612 zone. The hole 61 or collision hole is elongated in the vertical direction but also in the direction of advance of the vehicle 1, both in the Z axis and in the horizontal or X axis 15. The hole 61 or collision hole is of a width substantially greater than the stem 621 so that it is movable both in the horizontal direction and in the vertical direction. The objective is to adapt to the rotational movement of the component 3 in the face of impact, since it is often not purely on the Z axis. In this way, the hole 61 or collision hole of the present invention allows free movement of the screw 20 62 in hole 61 or collision hole to allow movement in the proper direction. If the hole 61 or collision hole only had the possibility of Z-displacement, the screw would be interlocked and would become a rigid point.

    Alternatively, the dislocation of the connection means 6 could also be done by breaking 25 by dimensioning a mechanical fuse of lower section whereby the breakage occurred.

    More specifically, as seen in Figures 2A, 2B, 4A, 4B, 5A and 5B, the second width 615 of the at least one hole 61 is smaller than the diameter of the head 622, thus the screw 62 does not come off the middle of connection 6, thus favoring a controlled deformation 30 of the body assemblies 5.

    According to another aspect of the invention, as seen in Figures 5A and 5B, the at least one hole 61 comprises a third zone 613, where the third zone is disposed between the first zone 611 and the second zone 612, where the third zone 613 comprises a widening from the first width 614 to the second width 615. Preferably the widening is linear.

    More specifically, as seen in Figures 5A and 5B, the first zone 611 comprises a first height 616 in the substantially vertical direction, where the first height 616 is greater than the diameter of the stem 621. This first height 616 is equivalent to the adjustment needs required during the assembly of component 3, in order to absorb the tolerances and franchises between adjacent body assemblies 5. It is emphasized that the mounting of the screw 62 must always be in the first zone 611, that is, within the length defined by said first height 616. 10

    According to a preferred embodiment of the invention, as seen in Figures 5A and 5B, the second zone 612 comprises a second height 617 in the substantially vertical direction, where the second height 617 is greater than the first height 616.
     fifteen
    It should be mentioned that, as can be seen in Figures 4A and 4B, the at least one screw 62 comprises a tightening torque such that it fastens the at least one joining means 6 with the body 5, the at least one screw 62 being arranged in the first zone 611. Specifically the head 622 of the screw 62 is wider than the width of the second wide zone 612. This ensures that, in the event of an impact, the head 622 does not slip 20 into the hole 61 or collision hole, the screw 62 escaping from the hole 61. In that case, the fender would have an unpredictable behavior.

    On the other hand, as can be seen in Figures 2A and 2B, the tightening torque is such that it allows an advance of the at least one screw 62 from the first zone 611 to the second zone 612 25 before an impact on the at least a component 3 of the vehicle 1. This tightening torque comprises a value such that, before a force resulting from an impact greater than a predetermined value, the rod 621 of the screw 62 moves. On the contrary, the tightening torque comprises a value such that, before a force resulting from an impact less than a predetermined value, the rod 621 of the screw 62 remains in the same position, that is, 30 in the first zone 611 of the hole 61.

    According to another aspect of the invention, as seen in Figures 4A and 4B, at least two joining means 6 link the at least one component 3 with the body 5, where the at least two joining means 6 are arranged at length of substantially horizontal direction.

    In relation to this aspect, the invention may present the following alternatives:
    - a connection means 6 comprises at least two orifice assemblies 61 plus screw 62, as seen in the connection means 6 arranged on the left of Figure 4B,
    - a connection means 6 comprises a single hole assembly 61 plus screw 62, as seen in the connection means 6 arranged on the right of Figure 4B,
    - that there are at least two connection means 6 along the horizontal direction, as shown in Figure 4B, where each connection means 6 comprises at least one orifice assembly 61 plus screw 62,
    - both options combined, as seen in Figure 4A, where there are three separate components in the horizontal direction, where each one comprises at least one hole assembly 61 plus screw 62.
     fifteen
    Additionally, as seen in Figures 1 and 3, the at least one component 3 is a bonnet and because at least one hinge of the bonnet comprises the at least one joining means 6. Mention that there is a difference in that in a hinge the impact of a hood is purer vertically. While in a pass or fender, being an elongated piece, the impact can be in multiple places, so it is important that the displacement 20 can be a combination of a vertical and horizontal direction (on the Z axis and on the axis X) in order that an interlocking does not occur and displacement is impossible. On the other hand, there is cooperation between the pieces, all of them have to allow this displacement, with the maximum number of pieces in play being absorbed.
     25
    On the other hand, as seen in Figures 1, 2A and 2B, the at least one component 3 is a fender and because the at least one joining means 6 is a reinforcing element. Said element is applied in the different supports or joining means 6 of the fender to the structure or chassis of the body of the vehicle, preferably having a different reinforcements for a fender. It is evident that the direction of travel is going to be different in each one of them, depending on where the impact position is, so there will never be a displacement in an exact and predictable direction, but it will be variable.

    More particularly, as seen in Figures 4A and 4B, at least two reinforcements link the fender with the body 5, where the at least two joining means 6 are arranged along the substantially horizontal direction.

    The details, shapes, dimensions and other accessory elements, as well as the 5 components used in the implementation of the assembly system between assemblies of a vehicle body may be conveniently replaced by others that are technically equivalent, and do not depart from the essentiality of the invention or the scope defined by the claims that are included after the following list.
     10

    List references:

    1 vehicle
    3 component 15
    5 body
    6 joining means
    61 hole
    611 first zone
    612 second zone 20
    613 third zone
    614 first width
    615 second width
    616 first height
    617 second height 25
    62 screw
    621 stem
    622 head

    30
    权利要求:
    Claims (1)
    [1]

    1- Assembly system between assemblies of a body (5) of a vehicle (1), where the assembly system comprises at least one joining means (6), where the at least one joining means (6) links to the at least one component (3) with the body (5), where the at least one joining means (6) comprises at least one hole (61), where the at least one hole (61) is pierced by at least one screw ( 62), where the at least one screw (62) holds the at least one means of connection (6) with the body (5), where the at least one screw (62) comprises a rod (621) and a head (622 ), and where the at least one hole (61) extends in a substantially vertical direction, so that it allows guiding the at least one screw (62) in the substantially vertical direction, characterized in that the at least one hole (61) it extends in a substantially horizontal direction, and because the at least one hole (61) comprises at least a first zone (611) and a sec A zone (612), where the first zone (611) comprises a first width (614) in the substantially horizontal direction 15, where the first width (614) is substantially equal to the diameter of the rod (621), and where the second zone (612) comprises a second width (615) in the substantially horizontal direction, where the second width (615) is substantially larger than the diameter of the rod (621).
     twenty
    2- Assembly system according to claim 1, characterized in that the second width (615) of the at least one hole (61) is smaller than the diameter of the head (622).
    3- Assembly system according to claim 1, characterized in that the at least one hole (61) comprises a third zone (613), wherein the third zone is disposed between the first zone (611) and the second zone (612), where the third zone (613) comprises a widening from the first width (614) to the second width (615).
    4- Assembly system according to claim 1, characterized in that the first zone (611) comprises a first height (616) in the substantially vertical direction, where the first height (616) is greater than the diameter of the rod (621).
    5- Assembly system according to claim 4, characterized in that the second zone (612) comprises a second height (617) in the substantially vertical direction, where the second height (617) is greater than the first height (616). 35
    6- Assembly system according to claim 1, characterized in that the at least one screw (62) comprises a tightening torque such that it fastens the at least one joining means (6) with the body (5), the at least one being screw (62) arranged in the first zone (611).
     5
    7- Assembly system according to claim 6, characterized in that the tightening torque is such that it allows an advance of at least one screw (62) from the first zone (611) to the second zone (612) before an impact on the at least one component (3) of the vehicle (1).
    8- Assembly system according to any of the preceding claims, characterized in that at least two joining means (6) link the at least one component (3) with the body (5), where the at least two joining means (6 ) are arranged along the substantially horizontal direction.
    9. Assembly system according to any of the preceding claims, characterized in that the at least one component (3) is a bonnet and because at least one hinge of the bonnet comprises the at least one joining means (6).
    10. Assembly system according to any of the preceding claims, characterized in that the at least one component (3) is a fender and because the at least one joining means (6) is a reinforcing element.
    11 - Assembly system according to claim 10, characterized in that at least two reinforcements link the fender with the body (5), where the at least two joining means (6) are arranged along the substantially horizontal direction. 25
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    同族专利:
    公开号 | 公开日
    ES2642773B2|2018-05-28|
    引用文献:
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