A lightweight anti-collision structure for the front crossbeam of a vehicle and a front support assembly

Abstract

The present invention discloses a lightweight anti-collision structure and front-end bracket assembly for a front-end cross beam of a vehicle, including: an anti-collision beam, both ends of one side of the anti-collision beam are connected with an energy absorption mechanism by threads, and the energy absorption mechanism is composed of multiple groups of energy absorption boxes, the multiple groups of energy absorption boxes are spliced ​​and arranged, and the volumes of the multiple groups of energy absorption boxes are arranged in sequence; a filling buffer component, the filling buffer component is provided with multiple groups, and the filling buffer component and the energy absorption box are arranged in pairs, and the filling buffer component and the energy absorption box are detachably connected; a force distribution component, the force distribution component is provided with multiple groups, and the multiple force distribution components are arranged in pairs with the energy absorption box, the force distribution components are spliced, and the adjacent two force distribution components are movably connected. The present invention has an energy absorption box designed in a layered manner, which can reduce the damage of the impact force to the front-end cross beam of the vehicle in multiple layers, and can also repair and replace the energy absorption box in a targeted manner, effectively reducing the cost of protecting and repairing the vehicle.

Description

Technical Field

[0001] The invention belongs to the technical field of anti-collision of a front-end cross beam of a vehicle, and in particular relates to a lightweight anti-collision structure for a front-end cross beam of a vehicle and a front-end bracket assembly. Background Art

[0002] The anti-collision beam is a device used to reduce the collision energy when the vehicle is hit. It consists of a main beam, an energy absorption box, and a mounting plate connected to the vehicle. The main beam and the energy absorption box can effectively absorb the collision energy when the vehicle collides at a low speed, and minimize the damage to the longitudinal beam of the vehicle body by the impact force, thereby playing a protective role for the vehicle. At the same time, the front bracket assembly of the vehicle is evenly distributed on the cross beam of the vehicle, so as to strengthen the structural strength of the entire cross beam.

[0003] However, there are some problems with the prior art: the energy absorption boxes in the anti-collision beam structures currently used in the market are all formed in one piece, are hollow inside, and are provided with crush guide grooves on both sides. When the anti-collision beam is hit, the energy absorption box will be deformed as a whole after the energy absorption box cooperates with the crush guide grooves for buffering. Since the energy absorption box is integrated, it is necessary to replace the energy absorption box. Therefore, when the anti-collision beam is subjected to a slight collision, the energy absorption box absorbs the tiny collision and causes a slight deformation. Generally, in order to avoid affecting subsequent use, it is necessary to replace the entirety, which undoubtedly increases the protection cost of the vehicle and has certain limitations. Therefore, we propose a lightweight anti-collision structure and front-end bracket assembly for the front end cross beam of a vehicle. Summary of the invention

[0004] In view of the problems existing in the prior art, the purpose of the present invention is to provide a lightweight anti-collision structure and a front-end bracket assembly for a vehicle's front end cross beam. Through the layered design of the energy absorption box, the damage to the vehicle's front end cross beam caused by the impact force can be reduced in multiple layers. At the same time, the energy absorption box can be repaired and replaced in a targeted manner, effectively reducing the protection and maintenance costs of the vehicle.

[0005] The present invention is implemented as follows: a lightweight anti-collision structure for a front end cross beam of a vehicle, comprising:

[0006] An anti-collision beam, wherein both ends of one side of the anti-collision beam are connected to an energy absorbing mechanism through threads, and the energy absorbing mechanism is composed of a plurality of energy absorbing boxes, the plurality of energy absorbing boxes are spliced ​​with each other, and the volumes of the plurality of energy absorbing boxes are sequentially increased;

[0007] A filling buffer assembly, wherein the filling buffer assembly is provided in multiple groups, and the filling buffer assembly and the energy absorption box are provided in pairs, and the filling buffer assembly and the energy absorption box are detachably connected;

[0008] The force component is provided with multiple groups, and the multiple force components are arranged in pairs with the energy absorption box. The force component is spliced ​​and the force component is detachably connected to the outer side of the energy absorption box. Two adjacent groups of force components are movably connected, and one of the force components is fixedly connected to the anti-collision beam.

[0009] Optionally, multiple groups of energy absorption boxes include two groups of half-conical shells, one side of the two groups of half-conical shells are commonly connected to a splicing frame through a thread, and the two groups of half-conical shells are spliced ​​through the splicing frame to form a square conical shell, and both ends of the inner arc surface of the anti-collision beam are fixedly installed with connecting blocks, one end of the connecting block is fixedly installed with a connecting head, and the connecting head is threadedly connected to one of the groups of square conical shells.

[0010] Optionally, guide plates are welded inside the multiple groups of square cone shells, and avoidance grooves are opened at the ends of the multiple groups of square cone shells close to the anti-collision beam. One end of one group of square cone shells close to the anti-collision beam is closed, and a wave buffer plate is arranged on the side of the guide plate close to the anti-collision beam, and the wave buffer plate is arranged in contact with the other side of the adjacent square cone shell.

[0011] Optionally, the connecting head is composed of a fixed disc and two groups of connecting rods, the fixed disc is fixedly connected to the connecting block, and rotation grooves are provided at both ends of one side of the fixed disc. One end of the two groups of connecting rods are respectively rotatably installed inside the two groups of rotation grooves, and threaded sections are fixedly installed at one end of the outer side of the two groups of connecting rods away from the fixed disc. Threaded grooves are provided at both ends of one group of square cone shells close to the anti-collision beam, and the connecting rod is threadedly connected to the inside of the threaded groove through the threaded section.

[0012] Optionally, the filling buffer assembly includes a pressure shell and a mounting plate, the pressure shell is filled with energy-absorbing particles, the mounting plate is detachably arranged on the other side of the guide plate through a thread, one side of the mounting plate is hollow, and the pressure shell is arranged in the middle of one side of the mounting plate, both ends of the two sides of the pressure shell are provided with pressure relief holes, and sealing plugs are engaged with the pressure relief holes, a trigger mechanism is arranged between the pressure shell and one end of the interior of the square cone shell, and the sealing plug is arranged away from the pressure shell through the trigger mechanism.

[0013] Optionally, the trigger mechanism includes a trigger plate, which is provided in two groups. The two groups of trigger plates are symmetrically fixedly installed at one end of the inside of the square cone shell, and the two groups of sealing plugs are correspondingly arranged to one group of trigger plates. The ends of one side of the two groups of sealing plugs that are close to each other are inclined, and the two ends of one side of the trigger plate are correspondingly fitted to the inclined surface of the sealing plug.

[0014] Optionally, the force distribution component includes two groups of semi-connecting frames, and connecting mechanisms are provided at both ends of the opposite sides of the two groups of semi-connecting frames, and the two groups of semi-connecting frames are spliced ​​through the connecting mechanism to form a docking frame, and the docking frame is sleeved on the outside of the square cone shell, and branch rods are fixedly installed on the four corners of one side of one group of docking frames, and multiple groups of branch rods are fixedly connected to the fixed disc, and force unloading mechanisms are provided at both ends between the two adjacent groups of docking frames.

[0015] Optionally, the connecting mechanism includes multiple groups of snap-fit ​​plates, the bottoms of the multiple groups of snap-fit ​​plates are inclined, and one end of the snap-fit ​​plates is rounded, the multiple groups of snap-fit ​​plates are fixedly connected to one group of connecting frames, and the other group of connecting frames have docking grooves at both ends of one side, and the snap-fit ​​plates are engaged in the docking grooves.

[0016] Optionally, the force unloading mechanism includes a sliding seat and a force dividing rod, the force dividing rod is rotatably connected to one of the adjacent groups of docking frames, one end of the force dividing rod is rotatably connected to the sliding seat, buffer springs are fixedly installed on both sides of the sliding seat, and side mounting plates are fixedly installed on one end of the buffer springs, the two groups of side mounting plates are fixedly connected to another adjacent group of docking frames, and a sliding rod is fixedly installed between the two groups of side mounting plates, and the sliding seat is slidably sleeved on the outside of the sliding rod.

[0017] A front end bracket assembly for a front end cross beam of a vehicle includes the above-mentioned lightweight anti-collision structure, and further includes:

[0018] The bracket assembly has two ends on one side of the bracket assembly connected with a docking plate through threads, and the docking plate is threadedly connected to the energy absorption box.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1. Through the designed energy-absorbing mechanism, when the anti-collision beam collides, the multi-layer differentiation is used for energy absorption. The differentiated energy absorption in different areas can be conveniently replaced in a targeted manner, which can effectively avoid the damage of the energy-absorbing mechanism caused by different forces and affect the normal use of the overall energy-absorbing mechanism, thereby effectively reducing the maintenance cost.

[0021] 2. By complementing the buffer components and the force distribution components, auxiliary energy absorption can be performed in different differentiated energy absorption areas, thereby further improving the anti-collision strength of the vehicle's front end beam. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0023] Figure 1 The present invention provides an overall structural diagram.

[0024] Figure 2 This is a schematic diagram of the bracket assembly provided by the present invention.

[0025] Figure 3 This is a schematic diagram of the connection block provided by the present invention.

[0026] Figure 4 Schematic diagram of the square cone shell provided by the present invention.

[0027] Figure 5 This is a schematic diagram of a docking frame provided by the present invention.

[0028] Figure 6 This is a schematic diagram of a connector provided by the present invention.

[0029] Figure 7 The present invention provides Figure 5 An enlarged schematic diagram of point A.

[0030] Figure 8 The present invention provides Figure 5 An enlarged schematic diagram of point B.

[0031] Fig. 9 This is a schematic diagram of a splicing frame provided by the present invention.

[0032] Fig.10 A schematic diagram of a filling buffer assembly provided by the present invention.

[0033] Fig.11 Schematic diagram of the pressure shell provided by the present invention.

[0034] Fig.12 This is a schematic cross-sectional view of a square pyramid shell provided by the present invention.

[0035] Fig.13 Schematic diagram of the energy absorbing sponge provided by the present invention.

[0036] Fig.14 Schematic diagram of the auxiliary energy absorbing component provided by the present invention.

[0037] Fig.15 The present invention provides Fig.14 Schematic diagram of the enlarged view of point C.

[0038] In the figure: 1 bracket assembly; 2 docking plate; 3 anti-collision beam; 4 energy absorption box; 5 connecting block; 6 connecting head; 7 docking groove; 8 side mounting plate; 9 force distribution component; 10 filling buffer component; 11 auxiliary energy absorption component; 12 energy absorption pulling block; 13 energy absorption sponge; 14 force distribution plate; 15 energy absorption concave plate; 601 branch rod; 602 fixed disc; 603 connecting rod; 604 threaded section; 101 mounting plate; 102 trigger plate; 103 pressure shell; 104 sealing plug; 105 energy absorption particles; 401 square cone shell; 402 wave buffer plate; 403 guide plate; 404 splicing frame; 901 docking frame; 902 force distribution rod; 903 sliding seat; 904 buffer spring; 905 sliding rod; 906 clamping plate; 1101 pulling plate; 1102 water drop rod; 1103 set shell. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0040] like Figures 1 to 15 As shown, a lightweight anti-collision structure for a front cross beam of a vehicle provided by an embodiment of the present invention comprises: an anti-collision beam 3, both ends of one side of the anti-collision beam 3 are connected with an energy absorbing mechanism through threads, and the energy absorbing mechanism is composed of a plurality of energy absorbing boxes 4, the plurality of energy absorbing boxes 4 are spliced ​​with each other, and the volumes of the plurality of energy absorbing boxes 4 are sequentially increased;

[0041] Through the design that the volumes of multiple energy absorption boxes 4 are arranged in sequence, Figure 3 and Figure 4 It can be seen that the volume of the multiple energy absorption boxes 4 gradually increases from the group close to the anti-collision beam 3 to the group of energy absorption boxes 4 farthest from the anti-collision beam 3, and the multiple energy absorption boxes 4 are spliced ​​with each other to achieve multi-layer energy absorption. When a certain layer of energy absorption area is damaged, it can be replaced and repaired accordingly, thereby effectively improving the maintenance cost of the vehicle's front end cross beam anti-collision structure and the replacement efficiency of protective parts.

[0042] A filling buffer assembly 10, wherein a plurality of filling buffer assemblies 10 are provided, and the filling buffer assembly 10 and the energy absorbing box 4 are provided in pairs, and the filling buffer assembly 10 and the energy absorbing box 4 are detachably connected;

[0043] like Figures 1 to 14 As shown, through the design of the filling buffer component 10, when two adjacent groups of energy absorption boxes 4 are close to each other, the filling buffer component 10 is triggered to further absorb the impact force, thereby further improving the energy absorption effect of the energy absorption mechanism.

[0044] The force component 9 comprises multiple groups of force components 9, and the multiple groups of force components 9 are arranged in pairs with the energy absorption box 4. The force component 9 is spliced, and the force component 9 is detachably connected to the outer side of the energy absorption box 4. Two adjacent groups of force components 9 are movably connected, and one group of force components 9 is fixedly connected to the anti-collision beam 3.

[0045] like Figures 1 to 12 As shown, through the design of pairing the multi-component force assembly 9 and the energy absorption box 4, before the energy absorption box 4 absorbs the impact force, the force assembly 9 will synchronously differentiate the impact force so that the impact direction of the impact force is diverted, thereby avoiding a linear impact of the impact force and causing multiple groups of energy absorption boxes 4 to be quickly triggered. Therefore, the energy absorption effect of the energy absorption mechanism can be further improved to avoid serious damage to the front end beam of the vehicle.

[0046] Further, the multiple energy absorption boxes 4 each include two groups of half cone shells, one side of the two groups of half cone shells are commonly connected with a splicing frame 404 through a thread, and the two groups of half cone shells are spliced ​​through the splicing frame 404 to form a square cone shell 401, and both ends of the inner arc surface of the anti-collision beam 3 are fixedly installed with a connecting block 5, and one end of the connecting block 5 is fixedly installed with a connecting head 6, and the connecting head 6 is threadedly connected to one of the groups of square cone shells 401;

[0047] like Figures 1 to 9 As shown, since the square cone shell 401 is formed by splicing two groups of half cone shells, when the energy absorption box 4 in a certain layer area is damaged, it can be disassembled through the splicing frame 404, so there is no need to disassemble the entire energy absorption mechanism, thereby effectively reducing the maintenance cost.

[0048] Furthermore, multiple groups of square cone shells 401 are welded with guide plates 403 inside, and multiple groups of square cone shells 401 are provided with avoidance grooves at one end close to the anti-collision beam 3, one end of one group of square cone shells 401 close to the anti-collision beam 3 is closed, and a wave buffer plate 402 is provided on one side of the guide plate 403 close to the anti-collision beam 3, and the wave buffer plate 402 is provided in contact with the other side of the adjacent square cone shell 401;

[0049] It should be noted that the welding positions of the guide plate 403 and the inner side of the square cone shell 401 mentioned above are performed by spot welding at four corners, so as to avoid excessive impact force, which may cause the guide plate 403 and the square cone shell 401 to be unable to fall off, thus affecting the subsequent filling buffer assembly 10 and preventing it from buffering the impact force.

[0050] like Figures 1 to 12As shown, a wave buffer plate 402 is provided on one side of the guide plate 403 close to the anti-collision beam 3. When two adjacent groups of square pyramid shells 401 approach each other, one group of square pyramid shells 401 will approach one side of the guide plate 403 to squeeze the wave buffer plate 402. Since the wave buffer plate 402 is in a wave characteristic state, the impact force can be effectively differentiated, thereby further reducing the impact force transmission rate between the two adjacent groups of square pyramid shells 401. Therefore, the energy absorption effect of the multiple square pyramid shells 401 themselves is effectively improved;

[0051] It should be noted that the multiple groups of square pyramid shells 401 mentioned above need to be fixed to each other by spot welding at the four corners, so as to prevent the interconnected square pyramid shells 401 from loosening and causing failure of energy absorption.

[0052] Specifically, Fig.13 and Fig.15 As shown, an auxiliary energy absorbing assembly 11 is provided on one side of the wave buffer plate 402, and a secondary energy absorbing mechanism is provided on one side of the wave buffer plate 402 close to the guide plate 403;

[0053] like Fig.13 and Fig.14 As shown, the auxiliary energy absorbing component 11 mentioned above includes two groups of pulling plates 1101, and two groups of vertices are formed on one side of the wave buffer plate 402 due to the undulation of waves. The two groups of pulling plates 1101 are respectively fixedly installed on the side where the two groups of vertices are close to each other, and the side where the two groups of pulling plates 1101 are close to each other is respectively provided with multiple groups of suit shells 1103 and water drop rods 1102, and the water drop rods 1102 and the suit shells 1103 are arranged in pairs, and a water drop groove is opened at one end of the suit shell 1103, and the internal volume of the water drop groove is set the same as that of the water drop rod 1102, and the suit shell 1103 is slidably mounted on the outside of the water drop rod 1102 through the water drop groove.

[0054] Specifically, Figures 13 to 15 As shown, the secondary energy absorption mechanism in the above-mentioned includes a branch plate, which is composed of two groups of force plates 14. The other side of the wave buffer plate 402 forms two groups of wave grooves through waves. The two groups of branch plates are respectively fixedly installed at one end of the inside of the two groups of wave grooves. The two groups of force plates 14 are symmetrically inclined, and one end of the force plate 14 is fixedly connected to the guide plate 403. The two groups of force plates 14 are arranged on the side away from each other. Energy absorbing sponges 13 are provided, and multiple groups of energy absorbing concave plates 15 are fixedly installed on one side of the guide plate 403, and a groove is opened on one side of the energy absorbing concave plate 15, and the energy absorbing concave plate 15 is surrounded by the groove and fits the outer side of the energy absorbing sponge 13. The two adjacent groups of energy absorbing concave plates 15 are fixedly installed on the side away from each other. Energy absorbing pull blocks 12 are fixedly connected to the inner wall of the groove;

[0055] Exemplarily, the energy absorbing block 12 can be made of elastic material. Therefore, when the two ends of the wave buffer plate 402 move away from each other due to the impact force, the energy absorbing block 12 can pull the energy absorbing concave plate 15 through its own elastic properties to further reduce the impact force.

[0056] Through the design of the secondary energy absorbing mechanism and the auxiliary energy absorbing component 11 set up as above, when the wave buffer plate 402 is deformed due to resisting the impact force, the secondary energy absorbing mechanism and the auxiliary energy absorbing component 11 can further improve the impact resistance of the wave buffer plate 402, thereby effectively improving the impact resistance of the front end beam of the vehicle.

[0057] Furthermore, the connector 6 is composed of a fixed disc 602 and two groups of connecting rods 603. The fixed disc 602 is fixedly connected to the connecting block 5. The two ends of one side of the fixed disc 602 are provided with rotation grooves. One end of the two groups of connecting rods 603 is respectively rotatably installed inside the two groups of rotation grooves, and the outer ends of the two groups of connecting rods 603 away from the fixed disc 602 are fixedly installed with threaded sections 604. One of the two ends of the square cone shell 401 close to the anti-collision beam 3 is provided with threaded grooves. The connecting rod 603 is threaded. Segment 604 is connected with the inner thread of the thread groove; the force distribution component 9 includes two groups of semi-connection frames, and the two ends of the opposite sides of the two groups of semi-connection frames are provided with connection mechanisms, and the two groups of semi-connection frames are spliced ​​through the connection mechanisms to form a docking frame 901, and the docking frame 901 is sleeved on the outside of the square cone shell 401, and the four corners of one side of one group of docking frames 901 are fixedly installed with branch rods 601, and multiple groups of branch rods 601 are fixedly connected to the fixed disc 602, and the two ends between the two adjacent groups of docking frames 901 are provided with force unloading mechanisms;

[0058] like Figures 1 to 6 As shown, by designing the branch rod 601, the fixed disc 602 and the connecting rod 603, when the anti-collision beam 3 is impacted, the impact force is transmitted to the energy absorption mechanism through the connecting block 5. The impact force will be separated on the connecting block 5 by multiple groups of branch rods 601 and connecting rods 603, thereby avoiding the impact force from being concentrated at one point. Therefore, the damage to the vehicle caused by the impact force can be further reduced by dividing the impact force.

[0059] Furthermore, the filling buffer assembly 10 includes a pressure shell 103 and a mounting plate 101, the pressure shell 103 is filled with energy-absorbing particles 105, the mounting plate 101 is detachably arranged on the other side of the guide plate 403 through a thread, one side of the mounting plate 101 is hollow, and the pressure shell 103 is arranged in the middle of one side of the mounting plate 101, both ends of the two sides of the pressure shell 103 are provided with pressure relief holes, and the pressure relief holes are clamped with sealing plugs 104, and the pressure shell 103 and one end of the inner side of the square cone shell 401 are sealed. A trigger mechanism is provided, and the sealing plug 104 is arranged away from the pressure shell 103 through the trigger mechanism; the trigger mechanism includes a trigger plate 102, and the trigger plate 102 is provided with two groups, and the two groups of trigger plates 102 are symmetrically fixedly installed at one end inside the square cone shell 401, and the two groups of sealing plugs 104 are arranged correspondingly to one group of trigger plates 102, and the ends of one side of the two groups of sealing plugs 104 that are close to each other are inclined, and the two ends of one side of the trigger plate 102 are arranged correspondingly and in contact with the inclined surface of the sealing plug 104;

[0060] like Figures 9 to 11 As shown, through the design that the interior of the pressure shell 103 is filled with energy-absorbing particles 105, when the wave buffer plate 402, the auxiliary energy-absorbing component 11 and the secondary energy-absorbing mechanism are all triggered, the welding points of the guide plate 403 are broken and damaged due to the impact force, and when it moves deep into the square cone shell 401, the sealing plug 104 on the pressure relief hole of the pressure shell 103 is opened by the trigger plate 102, and the filled energy-absorbing particles 105 can be quickly ejected from the pressure relief hole, thereby instantly filling the space between the deep inside of the square cone shell 401 and the guide plate 403, thereby further alleviating the impact force, and therefore, can better protect the front end beam of the vehicle from being damaged by the impact force.

[0061] Furthermore, the force distribution component 9 includes two groups of semi-connecting frames, and connecting mechanisms are provided at both ends of the opposite sides of the two groups of semi-connecting frames, and the two groups of semi-connecting frames are spliced ​​through the connecting mechanism to form a docking frame 901, and the docking frame 901 is sleeved on the outside of the square cone shell 401, and the four corners of one side of one group of docking frames 901 are fixedly installed with branch rods 601, and multiple groups of branch rods 601 are fixedly connected to the fixed disc 602, and the two ends between the two adjacent groups of docking frames 901 are provided with force unloading mechanisms; the connecting mechanism includes multiple groups of snap-fit ​​plates 906, the bottoms of the multiple groups of snap-fit ​​plates 906 are inclined, and one end of the snap-fit ​​plates 906 is rounded, and the multiple groups of snap-fit ​​plates 906 are connected to one group The connecting frame is fixedly connected, and both ends of one side of the other group of connecting frames are provided with docking grooves 7, and the clamping plate 906 is clamped in the docking groove 7; the unloading mechanism includes a sliding seat 903 and a force dividing rod 902, the force dividing rod 902 is rotatably connected to one of the adjacent groups of docking frames 901, one end of the force dividing rod 902 is rotatably connected to the sliding seat 903, buffer springs 904 are fixedly installed on both sides of the sliding seat 903, and one end of the buffer spring 904 is fixedly installed with a side mounting plate 8, the two groups of side mounting plates 8 are fixedly connected to the other adjacent group of docking frames 901, and a sliding rod 905 is fixedly installed between the two groups of side mounting plates 8, and the sliding seat 903 is slidably sleeved on the outside of the sliding rod 905

[0062] like Figures 1 to 12 As shown, through the design of the force distribution component 9, when the impact force is divided and transmitted to the docking frame 901 through the branch rod 601, the force distribution rod 902 can divide the impact force for a second time, and cooperate with the buffer spring 904 to further buffer the impact force. When the impact force is too large and causes the buffer spring 904 to exceed the compression limit, the two groups of docking frames 901 spliced ​​with each other through the clamping plate 906 can be disassembled from each other, and Figure 8 It can be seen that the bottom end of the locking plate 906 is arranged in an arc shape. Therefore, when the two groups of docking frames 901 are pulled away from each other by the impact force, the locking plate 906 and the inner wall of the docking groove 7 rub against each other, thereby preventing the two groups of docking frames 901 from being instantly pulled apart by the differentiated impact force. Therefore, the impact force is effectively differentiated to avoid the impact force being concentrated at one point and causing damage to the front end beam of the vehicle.

[0063] A front end bracket assembly for a front end cross beam of a vehicle includes the above-mentioned lightweight anti-collision structure, and further includes:

[0064] The bracket assembly 1 has two ends on one side of the bracket assembly 1 connected with a docking plate 2 through threads, and the docking plate 2 is threadedly connected to the energy absorption box 4.

[0065] like Figures 1 to 12As shown, through the design of threaded connection between the docking plate 2 and the energy absorption box 4, the energy absorption box 4 can be spliced ​​together as a whole, and the energy absorption work can be performed in layers. Therefore, the impact force can be effectively reduced to avoid the front end of the vehicle being hit and damaging the bracket assembly 1. At the same time, by utilizing the characteristics of layered energy absorption, targeted repairs can be carried out to avoid overall replacement, thereby further reducing maintenance costs.

[0066] The above embodiments are only used to help understand the method and core idea of ​​the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A lightweight anti-collision structure for a front end cross beam of a vehicle, characterized in that: include: An anti-collision beam (3), wherein both ends of one side of the anti-collision beam (3) are connected to an energy absorption mechanism via threads, and the energy absorption mechanism is composed of a plurality of energy absorption boxes (4), the plurality of energy absorption boxes (4) are arranged in a mutually spliced ​​manner, and the volumes of the plurality of energy absorption boxes (4) are arranged in a sequentially increasing manner; A filling buffer assembly (10), wherein a plurality of the filling buffer assemblies (10) are provided, and the filling buffer assemblies (10) and the energy absorption box (4) are provided in pairs, and the filling buffer assemblies (10) and the energy absorption box (4) are detachably connected; A force component (9), wherein the force component (9) is provided in a plurality of groups, and the plurality of force components (9) are provided in pairs with the energy absorption box (4), the force component (9) is provided in a spliced ​​manner, and the force component (9) is detachably connected to the outer side of the energy absorption box (4), two adjacent groups of force components (9) are movably connected, and one of the groups of force components (9) is fixedly connected to the anti-collision beam (3); The filling buffer assembly (10) comprises a pressure shell (103) and a mounting plate (101); the pressure shell (103) is filled with energy-absorbing particles (105); the mounting plate (101) is detachably arranged on the other side of the guide plate (403) via a thread; one side of the mounting plate (101) is hollow; the pressure shell (103) is arranged in the middle of one side of the mounting plate (101); pressure relief holes are provided at both ends of both sides of the pressure shell (103); and sealing plugs (104) are engaged inside the pressure relief holes; a trigger mechanism is provided between the pressure shell (103) and one end inside the square cone shell (401); and the sealing plug (104) is arranged away from the pressure shell (103) via the trigger mechanism; The force distribution assembly (9) comprises two groups of semi-connection frames, both ends of the opposite sides of the two groups of semi-connection frames are provided with connection mechanisms, and the two groups of semi-connection frames are spliced ​​through the connection mechanisms to form a docking frame (901), the docking frame (901) is sleeved on the outside of the square cone shell (401), and branch rods (601) are fixedly installed at the four corners of one side of one group of docking frames (901), and multiple groups of branch rods (601) are fixedly connected to the fixed disc (602), and both ends between two adjacent groups of docking frames (901) are provided with force unloading mechanisms.

2. The lightweight anti-collision structure for a front end cross beam of a vehicle according to claim 1, characterized in that: The plurality of energy absorption boxes (4) each comprise two groups of half-cone shells, one side of the two groups of half-cone shells being connected to a splicing frame (404) via a thread, and the two groups of half-cone shells being spliced ​​via the splicing frame (404) to form a square cone shell (401), both ends of the inner arc surface of the anti-collision beam (3) being fixedly mounted with a connecting block (5), one end of the connecting block (5) being fixedly mounted with a connecting head (6), and the connecting head (6) being threadedly connected to one of the groups of square cone shells (401).

3. A lightweight anti-collision structure for a front end cross beam of a vehicle according to claim 2, characterized in that: A guide plate (403) is welded inside each of the multiple groups of square cone shells (401), and an avoidance groove is provided at one end of each of the multiple groups of square cone shells (401) close to the anti-collision beam (3). One end of one group of square cone shells (401) close to the anti-collision beam (3) is closed, and a wave buffer plate (402) is provided on one side of the guide plate (403) close to the anti-collision beam (3), and the wave buffer plate (402) is provided in contact with the other side of an adjacent square cone shell (401).

4. The lightweight anti-collision structure for a front end cross beam of a vehicle according to claim 3, characterized in that: The connector (6) is composed of a fixed disk (602) and two groups of connecting rods (603), wherein the fixed disk (602) is fixedly connected to the connecting block (5), and rotation grooves are provided at both ends of one side of the fixed disk (602), and one end of the two groups of connecting rods (603) is respectively rotatably mounted inside the two groups of rotation grooves, and a threaded section (604) is fixedly mounted on one end of the two groups of connecting rods (603) away from the fixed disk (602), wherein both ends of one group of square cone shells (401) on a side close to the anti-collision beam (3) are provided with threaded grooves, and the connecting rods (603) are threadedly connected to the inside of the threaded groove via the threaded section (604).

5. The lightweight anti-collision structure for a front end cross beam of a vehicle according to claim 4, characterized in that: The trigger mechanism comprises a trigger plate (102), wherein two groups of the trigger plates (102) are provided, and the two groups of trigger plates (102) are symmetrically fixedly mounted at one end inside the square cone shell (401), and the two groups of sealing plugs (104) are arranged correspondingly to the one group of trigger plates (102), and the ends of one side of the two groups of sealing plugs (104) that are close to each other are arranged obliquely, and the two ends of one side of the trigger plate (102) are arranged correspondingly and in contact with the inclined surface of the sealing plug (104).

6. A lightweight anti-collision structure for a front end cross beam of a vehicle according to claim 5, characterized in that: The connection mechanism comprises a plurality of groups of snap-fit ​​plates (906), the bottoms of the plurality of groups of snap-fit ​​plates (906) being arranged at an inclination, and one end of the snap-fit ​​plates (906) being arranged at a rounded corner, the plurality of groups of snap-fit ​​plates (906) being fixedly connected to one group of connection frames, and the two ends of one side of the other group of connection frames being provided with docking grooves (7), the snap-fit ​​plates (906) being engaged inside the docking grooves (7).

7. A lightweight anti-collision structure for a front end cross beam of a vehicle according to claim 6, characterized in that: The force unloading mechanism comprises a sliding seat (903) and a force dividing rod (902), wherein the force dividing rod (902) is rotatably connected to one of the adjacent docking frames (901), one end of the force dividing rod (902) is rotatably connected to the sliding seat (903), buffer springs (904) are fixedly installed on both sides of the sliding seat (903), and one end of the buffer spring (904) is fixedly installed with a side mounting plate (8), both groups of the side mounting plates (8) are fixedly connected to another adjacent docking frame (901), and a sliding rod (905) is fixedly installed between the two groups of side mounting plates (8), and the sliding seat (903) is slidably sleeved on the outside of the sliding rod (905).

8. A front end bracket assembly for a front end cross beam of a vehicle, comprising the lightweight anti-collision structure according to any one of claims 1 to 7, characterized in that: Also includes: A bracket assembly (1), wherein both ends of one side of the bracket assembly (1) are connected to a docking plate (2) via threads, and the docking plate (2) is threadedly connected to an energy absorption box (4).

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