A vehicle body frontal collision performance reinforcing structure

Abstract

This invention discloses a frontal collision performance enhancement structure for a vehicle body, relating to the field of automotive performance technology. It includes a vehicle body, a deformation control mechanism for controlling the vehicle's collision deformation position, and a high-efficiency buffer mechanism for improving the vehicle's frontal collision performance. The high-efficiency buffer mechanism includes a front baffle disposed at the front end of the vehicle body, with several sets of mating components on the outer side of the front baffle, each set including two mating plates. In use, this frontal collision performance enhancement structure can buffer collision potential energy in three stages through the high-efficiency buffer mechanism, thus effectively buffering collisions of varying degrees. Furthermore, the deformation control mechanism, when the collision is particularly severe and causes deformation of the vehicle body, can position the deformation at a specific location, reducing the randomness of deformation and thereby increasing safety.

Description

Technical Field

[0001] This invention relates to the field of automotive performance technology, and in particular to a structure for enhancing the frontal collision performance of a vehicle body. Background Technology

[0002] The vehicle body is a frame structure located at the front of the vehicle to form the engine compartment, and includes a front module, fender components, and an instrument panel; the front module forms the front of the engine compartment and is equipped with a cooling module, headlights, etc.; the fender components form the left and right sides of the engine compartment and provide space for mounting wheels; the instrument panel is located at the rear of the engine compartment and is configured to separate the passenger compartment and the engine compartment.

[0003] When a car is involved in an accident, such as a rear-end collision, it is considered a frontal collision. To reduce the damage to the vehicle and its occupants, a bumper is usually installed at the front of the car to reduce the energy generated by the collision. However, while a bumper is installed, it can only buffer minor collisions. In the event of a high-intensity collision, the safety provided by the bumper will be significantly reduced. Furthermore, because modern cars often use a single-frame chassis, the deformation position and angle of the vehicle body during a collision cannot be controlled, resulting in different collision outcomes for different vehicles and greatly increasing the uncontrollability of vehicle collisions. Summary of the Invention

[0004] The purpose of this invention is to provide a structure for enhancing the frontal collision performance of a vehicle body, in order to solve the technical problem mentioned in the background art that existing vehicle bodies cannot buffer high-intensity collisions, resulting in random deformation of the vehicle frame at random positions and angles. The technical solution of this invention addresses the problem that existing technical solutions are too simplistic and provides a solution that is significantly different from existing technologies.

[0005] The present invention adopts the following technical solution: a frontal collision performance enhancement structure for a vehicle body, including a vehicle body, a deformation control mechanism for controlling the vehicle's collision deformation position, and a high-efficiency buffer mechanism for improving the frontal collision performance of the vehicle. The high-efficiency buffer mechanism includes a front baffle, which is disposed at the front end of the vehicle body. Several sets of mating components are disposed on the outer side of the front baffle. Each mating component includes two mating plates, and a second reinforcing rib is disposed between the two mating plates. A buffer component is abutting on the outer side of each mating plate. The buffer component includes two buffer plates, and a first reinforcing rib is disposed between the two buffer plates. A telescopic connecting rod is disposed on the outer side of the first reinforcing rib. An abutting telescopic plate is disposed at the end of the telescopic connecting rod. An abutting spring is disposed between the abutting telescopic plate and the telescopic connecting rod. The abutting telescopic plate is located between two sets of adjacent mating plates. A safety plate is connected to the outer side of the buffer plate.

[0006] Furthermore, the buffer plates in each group are flared outwards, and the mating plates in each group are flared outwards.

[0007] Furthermore, the position where the buffer plate abuts against the outer surface of the mating plate corresponds to the position where the telescopic plate abuts against the inner surface of the mating plate.

[0008] Furthermore, the gap between the buffer plates in the two sets of adjacent buffer assemblies is greater than the sum of the unfolded lengths of the two buffer plates.

[0009] Furthermore, the deformation control mechanism includes a deformation control component, a displacement determination component, and a guide control component. The deformation control component includes a first connecting frame and a second connecting frame, which are positioned between the vehicle body and the front baffle. The first connecting frame is connected to the vehicle body, and the second connecting frame is connected to the front baffle. The first connecting frame and the second connecting frame are connected by a hinge block. Two limiting blocks are provided below the hinge block, and the two limiting blocks are respectively connected to the first connecting frame and the second connecting frame. A T-shaped guide groove is provided in the first connecting frame, and a guide block is provided in the T-shaped guide groove. A connecting limiting plate is provided outside the guide block, and the connecting limiting plate is located above the hinge block and between the first connecting frame and the second connecting frame. The guide control component is provided above the connecting limiting plate.

[0010] Furthermore, the guiding control component includes a guide block, a guide groove is provided in the guide block, a mating block is provided in the guide groove, and an abutment block is provided at the end of the mating block. The abutment block is T-shaped.

[0011] Furthermore, the contact surfaces of the mating block and the guide block are inclined, and a through groove is provided at the top of the guide groove. The width of the mating block gradually decreases, and the width of the through groove is greater than the minimum width of the mating block.

[0012] Furthermore, the displacement determining component includes a limiting post and a connecting plate. The limiting post is disposed inside one end of the abutment block and is slidably connected to the abutment block. A connecting groove is provided in the abutment block. The end of the limiting post is connected to the connecting plate, and the connecting plate passes through the connecting groove and is connected to the limiting post. A second spring post is provided between the connecting plate and the connecting block. The other end of the limiting post is connected to the connecting block. An abutment plate is provided on one side of the abutment block. A first spring post is provided between the abutment plate and the second connecting frame.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: Firstly, the high-efficiency buffer mechanism effectively reduces collision potential energy during a car collision, thus improving the car's cushioning effect. Furthermore, the hollow design of this mechanism significantly reduces manufacturing costs. Upon impact, the material first strikes the safety plate, providing initial cushioning. Subsequent impact energy causes the safety plate to deform and shift. During this deformation, the contact area between the mating plates and the buffer plate increases. However, the tilt angle of each mating plate decreases with increasing depth, resulting in greater resistance and providing secondary cushioning. Additionally, the contact plate extends along with the buffer plate. Synchronous displacement is performed to ensure constant contact with the mating plate, effectively reducing the bending deformation of the mating plate caused by excessive resistance at the end of the buffer plate during displacement. This ensures that the mating plate can effectively cooperate with the buffer plate for cushioning. When the plate moves to a certain extent, the second and first reinforcing ribs between each set of mating plates and each set of buffer plates break. At this point, under the action of the front baffle and the safety plate, the buffer plate and the mating plate bend and are placed between the front baffle and the safety plate, thereby increasing the total thickness of the front baffle and the safety plate without increasing costs, thus achieving a three-stage cushioning effect. Through multiple cushioning, the frontal collision resistance of the vehicle can be effectively improved. Secondly, the deformation control mechanism, when the collision is too severe and causes deformation of the front fender and bumper affecting the vehicle body, can fix the deformation position and direction to effectively reduce instability caused by random deformation. For example, if the deformation is located at the engine or fuel tank, significant deformation could cause the engine or fuel tank to rupture, increasing the likelihood of the car catching fire. During use, the first and second connecting frames are connected by a hinge block, allowing them to rotate. In the event of a high-intensity collision, deformation will preferentially occur at the connection point between the first and second connecting frames. However, due to the displacement determination component, the first and second connecting frames can only rotate when the collision reaches a certain level, thus preventing bending deformation of the first and second connecting frames in minor collisions, which would increase the cost of later vehicle repairs. In summary, when in use, this device can buffer collision potential energy in three levels through a high-efficiency buffering mechanism, thus effectively buffering the impact under different collision levels. Furthermore, the deformation control mechanism can ensure that when the collision is particularly severe and causes deformation of the vehicle body, the deformation location is placed at a specific position, reducing the randomness of deformation and thus increasing safety. Attached Figure Description

[0014] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram of the main structure of the present invention; Figure 2 This is a schematic diagram of the fuse plate structure of the present invention; Figure 3 This is a schematic diagram of the connection structure between the first connecting frame and the second connecting frame of the present invention; Figure 4 This is a schematic diagram of the T-shaped guide groove structure of the present invention; Figure 5 This is a schematic diagram of the high-efficiency buffer mechanism of the present invention; Figure 6 This is a schematic diagram of the guide block and mating block structure of the present invention; Figure 7 This is a schematic diagram of the limiting column structure of the present invention.

[0016] Figure label: 1. Vehicle body; 2. Deformation control mechanism; 21. First connecting frame; 22. Hinge block; 23. Second connecting frame; 24. Guide block; 25. T-shaped guide groove; 26. Guide block; 27. Connecting limiting plate; 28. Limiting block; 29. ​​Mating block; 210. Abutting block; 211. Abutting plate; 212. First spring column; 213. Limiting column; 214. Connecting plate; 215. Second spring column; 3. High-efficiency buffer mechanism; 31. Front baffle; 32. Safety plate; 33. Connecting block; 34. Buffer plate; 35. Mating plate; 36. Abutting telescopic plate; 37. Telescopic connecting rod; 38. First reinforcing rib; 39. Abutting spring. Detailed Implementation

[0017] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0018] The components of the embodiments of the invention described and shown in the accompanying drawings can typically be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of the invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention.

[0019] Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] The following is combined Figures 1 to 7 As shown, this embodiment of the invention provides a frontal collision performance enhancement structure for a vehicle body, including a vehicle body 1, a deformation control mechanism 2 for controlling the vehicle's collision deformation position, and a high-efficiency buffer mechanism 3 for improving the vehicle's frontal collision performance. The high-efficiency buffer mechanism 3 includes a front baffle 31, which is disposed at the front end of the vehicle body 1. Several sets of cooperating components are disposed on the outer side of the front baffle 31. Each cooperating component includes two cooperating plates 35, and a second reinforcing rib is disposed between the two cooperating plates 35. A buffer component is abutting on the outer side of each cooperating plate 35. The buffer component includes two buffer plates 34, and a first reinforcing rib 38 is disposed between the two buffer plates 34. A telescopic connecting rod 37 is disposed on the outer side of the first reinforcing rib 38. An abutting telescopic plate 36 is disposed at the end of the telescopic connecting rod 37. An abutting spring 39 is disposed between the abutting telescopic plate 36 and the telescopic connecting rod 37. The abutting telescopic plate 36 is located between two sets of adjacent cooperating plates 35. A safety plate 32 is connected to the outer side of the buffer plate 34.

[0023] During operation, the high-efficiency buffer mechanism 3 can buffer the collision potential energy in three levels, thus achieving an effective buffering effect under different collision degrees. Furthermore, the deformation control mechanism 2, when the collision degree is particularly large and causes deformation of the car body 1, can make the deformation position appear in a specific location, reducing the randomness of deformation and thus increasing safety.

[0024] Specifically, the buffer plates 34 in each group are flared, and the mating plates 35 in each group are inverted flared.

[0025] As the process continues, the resistance increases, resulting in a stronger buffering effect.

[0026] Specifically, the position where the buffer plate 34 abuts against the outer surface of the mating plate 35 corresponds to the position where the telescopic plate 36 abuts against the inner surface of the mating plate 35.

[0027] During operation, the contact expansion plate 36 will move synchronously with the buffer plate 34, thus always contacting the mating plate 35. This effectively reduces the phenomenon that the mating plate 35 will bend due to excessive resistance applied by the end of the buffer plate 34 to the mating plate 35 during the displacement of the buffer plate 34, thus ensuring that the mating plate 35 can effectively cooperate and buffer with the buffer plate 34.

[0028] Specifically, the gap between the buffer plates 34 in the two sets of adjacent buffer assemblies is greater than the sum of the unfolded lengths of the two buffer plates 34.

[0029] During operation, the buffer plate 34 can be deployed normally, thereby increasing the thickness of the safety plate 32 and the front baffle 31.

[0030] Specifically, the deformation control mechanism 2 includes a deformation control component, a displacement determination component, and a guide control component. The deformation control component includes a first connecting frame 21 and a second connecting frame 23. The first connecting frame 21 and the second connecting frame 23 are located between the vehicle body 1 and the front baffle 31. The first connecting frame 21 is connected to the vehicle body 1, and the second connecting frame 23 is connected to the front baffle 31. The first connecting frame 21 and the second connecting frame 23 are connected by a hinge block 22. Two limiting blocks 28 are provided below the hinge block 22. The two limiting blocks 28 are respectively connected to the first connecting frame 21 and the second connecting frame 23. A T-shaped guide groove 25 is provided in the first connecting frame 21. A guide block 24 is provided in the T-shaped guide groove 25. A connecting limiting plate 27 is provided outside the guide block 24. The connecting limiting plate 27 is located above the hinge block 22 and between the first connecting frame 21 and the second connecting frame 23. The guide control component is provided above the connecting limiting plate 27.

[0031] Specifically, the guiding control component includes a guide block 26, a guide groove is provided in the guide block 26, a mating block 29 is provided in the guide groove, and an abutment block 210 is provided at the end of the mating block 29. The abutment block 210 is T-shaped.

[0032] During operation, the initial connection limiting plate 28 can move along a specific direction, thereby allowing the connection limiting plate 27 to release its restriction effect on the hinge block 22 under certain circumstances.

[0033] Specifically, the contact surfaces of the mating block 29 and the guide block 26 are inclined, and a through groove is provided at the top of the guide groove. The width of the mating block 29 gradually decreases, and the width of the through groove is greater than the minimum width of the mating block 29.

[0034] Specifically, the displacement determining component includes a limiting post 213 and a connecting plate 214. The limiting post 213 is disposed inside one end of the abutment block 210 and is slidably connected to the abutment block 210. A connecting groove is provided in the abutment block 210. The end of the limiting post 213 is connected to the connecting plate 214, and the connecting plate 214 passes through the connecting groove and is connected to the limiting post 213. A second spring post 215 is provided between the connecting plate 214 and the connecting block 33. The other end of the limiting post 213 is connected to the connecting block 33. An abutment plate 211 is provided on one side of the abutment block 210, and a first spring post 212 is provided between the abutment plate 211 and the second connecting frame 23.

[0035] Working principle: During a frontal collision while the car is in motion, the vehicle body 1 will first impact the bumper 32. The bumper 32 will shift under the impact force, providing initial cushioning. During this shift, the bumper 32 and the front bumper 31 are connected by a mating plate 35 and a buffer plate 34. Due to the special structure of the mating plate 35 and the buffer plate 34, the movement of the bumper 32 will cause the connected buffer plate 34 to move synchronously. Because the mating plate 35 abuts against the buffer plate 34, the buffer plate 34 experiences resistance during movement. Furthermore, the inclined arrangement of the mating plate 35 and the buffer plate 34 increases the contact area. The resistance provided by plate 35 to buffer plate 34 also increases synchronously (indirectly indicating that as buffer plate 34 continues to penetrate deeper into vehicle body 1, the resistance provided by mating plate 35 to buffer plate 34 continuously increases), thus continuously increasing the strength of buffer plate 34, thereby playing a secondary buffering role. Furthermore, since the contact telescopic plate 36 moves synchronously with buffer plate 34, it always contacts mating plate 35, effectively reducing the excessive resistance exerted by the end of buffer plate 34 on mating plate 35 during buffer plate 34 displacement, which could cause bending deformation of mating plate 35. This ensures that mating plate 35 can effectively cooperate and buffer with buffer plate 34. After moving to a certain extent, the resistance between each set of mating plates 35 and each set of buffer plates 34... When the second reinforcing rib and the first reinforcing rib 38 break, the buffer plate 34 and the mating plate 35 bend and are positioned between the front baffle 31 and the safety plate 32 under the action of the front baffle 31 and the safety plate 32. This increases the total thickness of the front baffle 31 and the safety plate 32 without increasing costs, thus achieving a triple buffering effect. Through multiple buffering, the frontal collision resistance of the car can be effectively improved. During the movement of the buffer plate 34, since the connecting block 33 and the abutting block 210 are connected by the limiting post 213, when the connecting block 33 is affected by the abutting block 210 and moves, it will drive the abutting block 210 to move synchronously. Since the abutting block 210 is connected to the guide block 26 through the mating block 29, and Since the contact surfaces of the mating block 29 and the guide block 26 are inclined, when the mating block 29 is moved by the abutment block 210, the guide block 26 will move upward. The upward movement of the guide block 26, in turn, causes the connecting limiting plate 27 to move upward. At this time, the gap between the connecting limiting plate 27 and the hinge block 22 increases, thereby increasing the thickness of the connection point between the first connecting frame 21 and the second connecting frame 23, thus increasing the strength of the connection. When the mating block 29 moves to its end, it is located within the through groove, while the abutment block 210 abuts against the guide block 26. Under the action of the abutment block 210, the guide block 26 moves in the same direction. At this point, the guide block 26 moves to the end of the T-shaped guide groove 25, and the abutment plate 211 no longer abuts against the abutment block 210.At this point, the abutment plate 211, under the action of the first spring post 212, abuts against the connecting plate 214. The abutment plate 211 pushes the connecting plate 214 to retract, and the movement of the connecting plate 214 causes the limiting post 213 to move. At this point, the limiting post 213 disengages from the abutment block 210, indicating that the car has experienced a significant frontal collision. To avoid unstable deformation, the second connecting frame 23 undergoes bending deformation at the junction with the first connecting frame 21. Because a limiting block 28 is located below the hinge block 22, the second connecting frame 23 only bends upwards. At this point, the connection between the first connecting frame 21 and the second connecting frame 23 has lower strength than other parts of the vehicle body 1. When the vehicle body 1 deforms, it will preferentially deform from this location, thus avoiding the hazards caused by unstable deformation and increasing safety.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle body frontal collision performance enhancement structure, comprising a vehicle body (1), characterized in that; It also includes a deformation control mechanism (2) for controlling the vehicle's collision deformation position, and a high-efficiency buffer mechanism (3) for improving the vehicle's frontal collision performance. The high-efficiency buffer mechanism (3) includes a front baffle (31), which is located at the front end of the vehicle body (1). Several sets of mating components are provided on the outer side of the front baffle (31). Each mating component includes two mating plates (35), and a second reinforcing rib is provided between the two mating plates (35). A buffer component is abutting on the outer side of each mating plate (35). The buffer assembly includes two buffer plates (34), a first reinforcing rib (38) is provided between the two buffer plates (34), a telescopic connecting rod (37) is provided on the outside of the first reinforcing rib (38), an abutting telescopic plate (36) is provided at the end of the telescopic connecting rod (37), an abutting spring (39) is provided between the abutting telescopic plate (36) and the telescopic connecting rod (37), the abutting telescopic plate (36) is located between two sets of adjacent mating plates (35), and a safety plate (32) is connected to the outside of the buffer plate (34). The buffer plates (34) in each group are flared together, and the mating plates (35) in each group are inverted flared. The position where the buffer plate (34) abuts against the outer surface of the mating plate (35) corresponds to the position where the telescopic plate (36) abuts against the inner surface of the mating plate (35); The deformation control mechanism (2) includes a deformation control component, a displacement determination component, and a guide control component. The deformation control component includes a first connecting frame (21) and a second connecting frame (23). The first connecting frame (21) and the second connecting frame (23) are placed between the vehicle body (1) and the front baffle (31). The first connecting frame (21) is connected to the vehicle body (1), and the second connecting frame (23) is connected to the front baffle (31). The first connecting frame (21) and the second connecting frame (23) are connected by a hinge block (22). Two limiting blocks (28) are provided below the hinge block (22). One of the limiting blocks (28) is connected to the first connecting frame (21), and the other limiting block (28) is connected to the second connecting frame (23). The first connecting frame (21) has a T-shaped guide groove (25), and a guide block (24) is provided in the T-shaped guide groove (25). A connecting limiting plate (27) is provided outside the guide block (24). The connecting limiting plate (27) is located above the hinge block (22) and between the first connecting frame (21) and the second connecting frame (23). A guide control component is provided above the connecting limiting plate (27).

2. The vehicle body frontal collision performance enhancement structure according to claim 1, characterized in that; The gap between the buffer plates (34) in the two sets of adjacent buffer assemblies is greater than the sum of the unfolded lengths of the two buffer plates (34).

3. The structure for enhancing the frontal collision performance of a vehicle body according to claim 1, characterized in that; The guiding control component includes a guide block (26), a guide groove is provided in the guide block (26), a mating block (29) is provided in the guide groove, and an abutment block (210) is provided at the end of the mating block (29), the abutment block (210) is T-shaped.

4. The vehicle body frontal collision performance enhancement structure according to claim 3, characterized in that; The contact surfaces of the mating block (29) and the guide block (26) are set at an angle, and a through groove is opened at the top of the guide groove. The width of the mating block (29) gradually decreases, and the width of the through groove is greater than the minimum width of the mating block (29).

5. The structure for enhancing the frontal collision performance of a vehicle body according to claim 1, characterized in that; The displacement determining component includes a limiting post (213) and a connecting plate (214). The limiting post (213) is disposed inside one end of the abutment block (210) and is slidably connected to the abutment block (210). A connecting groove is provided in the abutment block (210). The end of the limiting post (213) is connected to the connecting plate (214), and the connecting plate (214) passes through the connecting groove and is connected to the limiting post (213). A second spring post (215) is provided between the connecting plate (214) and the connecting block (33). The other end of the limiting post (213) is connected to the connecting block (33). An abutment plate (211) is provided on one side of the abutment block (210), and a first spring post (212) is provided between the abutment plate (211) and the second connecting frame (23).

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