Anti-collision energy-absorbing structure at front end of vehicle body

Abstract

The utility model discloses a car body front end anti-collision energy-absorbing structure which comprises two mounting plates which are symmetrically distributed, fixing plates are fixedly connected to the outer sides of the two mounting plates, and a plurality of buffer springs which are evenly distributed are arranged on one sides of the two fixing plates. An energy absorption connecting column is jointly arranged on one sides of the multiple buffer springs distributed correspondingly, the auxiliary energy dissipation assembly used for supporting the middle of the anti-collision rod is arranged, the auxiliary energy dissipation assembly can support the middle position of the anti-collision rod, the structural strength of the anti-collision rod is enhanced, when collision occurs, the assembly can absorb and disperse collision energy, and the energy absorption effect is improved. Therefore, the efficiency of the whole anti-collision system is enhanced, and the safety of vehicles and passengers is better protected; the energy-absorbing block and the anti-collision rod are made of the EPP material, and the EPP material serving as the energy-absorbing block has the advantages of high toughness and good rebound resilience, so that the EPP material becomes an ideal energy-absorbing material.

Description

Technical Field

[0001] This utility model relates to the field of anti-collision energy absorption structure technology, specifically an anti-collision energy absorption structure for the front end of a vehicle body. Background Technology

[0002] The front-end collision protection and energy-absorbing structure is a crucial component of automotive safety design. It primarily consists of energy-absorbing boxes, crossbeams, and connected longitudinal beams. These structural components are typically made of high-strength steel or aluminum alloy to provide sufficient strength and energy absorption capacity during a collision. The energy-absorbing box is the core of the front-end collision protection and energy-absorbing structure, usually located in the front of the engine compartment. During a collision, the energy-absorbing box absorbs most of the impact energy through plastic deformation, thereby mitigating the impact on other parts of the vehicle body. The crossbeams and longitudinal beams are vital components supporting the vehicle body structure; they connect to the energy-absorbing box and together form the front-end collision protection structure. These beams disperse and transfer collision forces during a collision, protecting other parts of the vehicle body from damage.

[0003] The prior art provides a front-end anti-collision energy absorption structure for a vehicle body (announcement number: CN221820004U). The device includes an anti-collision beam, an anti-collision strip is fixedly connected to one side of the anti-collision beam, and multiple anti-collision strips are provided. Energy-absorbing connecting columns are fixedly connected to both sides of the end of the anti-collision beam away from the anti-collision strip.

[0004] However, the device still has the following drawbacks:

[0005] When this device is in use, the front bumper bar lacks support in the middle. During a collision, the lack of support in the middle of the bumper bar reduces its energy absorption capacity, making it unable to effectively protect the safety of the vehicle and passengers. The lack of middle support will cause the bumper bar to bend or deform when subjected to a side impact, thereby affecting the stability and safety of the vehicle. Therefore, we need to propose a front bumper energy absorption structure. Utility Model Content

[0006] The purpose of this invention is to provide a front-end anti-collision energy-absorbing structure for a vehicle body. The auxiliary energy-dissipating component can support the middle position of the anti-collision bar, enhancing its structural strength. In the event of a collision, this component can absorb and disperse the impact energy, thereby enhancing the effectiveness of the entire anti-collision system and better protecting the safety of the vehicle and passengers. The auxiliary energy-dissipating component is usually easy to replace and maintain. If the component is damaged after a collision, it can be replaced individually without replacing the entire anti-collision bar, which reduces maintenance costs and time, thus solving the problems mentioned in the background art.

[0007] To achieve the above objectives, this utility model provides the following technical solution:

[0008] The front-end collision protection and energy absorption structure of the vehicle body includes two symmetrically distributed mounting plates. A fixing plate is fixedly connected to the outer side of each of the two mounting plates. A plurality of buffer springs are evenly distributed on one side of each of the two fixing plates. An energy-absorbing connecting post is provided on one side of the plurality of buffer springs. A collision bar is provided on one side of the two energy-absorbing connecting posts. An installation component for installing the collision bar is provided on the two energy-absorbing connecting posts.

[0009] The two fixed plates are provided with auxiliary energy-dissipating components for supporting the middle part of the anti-collision bar.

[0010] Preferably, the auxiliary energy dissipation component includes a second connecting block slidably connected inside the anti-collision bar, a support block fixedly connected to the side wall of the second connecting block, the support block slidably connected to the anti-collision bar, two symmetrically distributed hinge rods hinged to the side wall of the support block, one end of each of the two hinge rods being hinged to a first mounting shell, a second mounting shell being provided on the side wall of the two first mounting shells, and a damping block being provided inside both the first mounting shell and the second mounting shell.

[0011] Preferably, the damping block has a connecting rod slidably connected inside, and the connecting rod is fixedly connected to two fixed plates respectively.

[0012] Preferably, the mounting assembly includes two mounting blocks fixedly mounted on the side wall of the crash bar, with a first connecting block slidably connected inside each of the two mounting blocks, a fixing bolt provided inside each of the two mounting blocks, the two fixing bolts being threadedly connected to the two first connecting blocks, and a limiting shell provided on the outer side of each of the two mounting blocks, the two limiting shells being slidably connected to the fixing bolts.

[0013] Preferably, two symmetrically distributed elastic ropes are fixedly connected to the outer sides of both limiting shells, and the multiple elastic ropes are respectively fixedly connected to the two mounting blocks.

[0014] Preferably, the two energy-absorbing connecting columns are slidably connected to the mounting block, and the two energy-absorbing connecting columns are fixedly connected to the first connecting block.

[0015] Preferably, an energy-absorbing block is fixedly connected to the side wall of the anti-collision bar.

[0016] Preferably, the energy-absorbing block and the anti-collision bar are made of EPP material.

[0017] Preferably, the surfaces of the energy-absorbing block and the anti-collision bar are provided with a number of small protrusions or small diagonal lines, which are formed by process holes on the mold during the injection molding process.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] This invention incorporates an auxiliary energy-dissipating component that supports the middle section of the crash barrier. This component enhances the structural strength of the crash barrier and absorbs and disperses impact energy during a collision, thereby improving the overall effectiveness of the crash barrier system and better protecting the safety of the vehicle and passengers. Furthermore, the auxiliary energy-dissipating component is typically easy to replace and maintain. If damaged after a collision, it can be replaced individually without replacing the entire crash barrier, reducing maintenance costs and time. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the internal structure of the present invention;

[0022] Figure 3 The structure of this utility model Figure 2 Enlarged view of a portion of point A in the middle;

[0023] Figure 4 This is a schematic diagram of the installation component of this utility model.

[0024] In the diagram: 1. Mounting plate; 2. Fixing plate; 3. Buffer spring; 4. Energy-absorbing connecting column; 5. Mounting assembly; 51. Mounting block; 52. First connecting block; 53. Fixing bolt; 54. Limiting shell; 55. Elastic rope; 6. Anti-collision bar; 7. Auxiliary energy dissipation assembly; 71. Second connecting block; 72. Support block; 73. Hinge rod; 74. First mounting shell; 75. Second mounting shell; 76. Damping block; 77. Connecting rod; 8. Energy-absorbing block. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] Please see Figure 1-4 This utility model provides a technical solution:

[0027] The front-end collision protection and energy absorption structure of the vehicle body includes two symmetrically distributed mounting plates 1. The outer sides of the two mounting plates 1 are fixedly connected to the fixing plates 2. Multiple buffer springs 3 are evenly distributed on one side of the two fixing plates 2. Energy-absorbing connecting pillars 4 are provided on one side of the multiple buffer springs 3. Collision-proof bars 6 are provided on one side of the two energy-absorbing connecting pillars 4. Mounting components 5 for mounting the collision-proof bars 6 are provided on the two energy-absorbing connecting pillars 4.

[0028] The two fixed plates 2 are equipped with auxiliary energy-dissipating components 7 for supporting the middle part of the anti-collision bar 6.

[0029] For example, the mounting plate 1 is bolted to the front end of the vehicle body, the fixing plate 2 is used to install multiple buffer springs 3, and the energy-absorbing connecting column 4 is used in conjunction with the buffer springs 3 to buffer and dissipate the impact force received by the anti-collision bar 6.

[0030] The auxiliary energy-consuming component 7 includes a second connecting block 71 slidably connected inside the anti-collision bar 6. A support block 72 is fixedly connected to the side wall of the second connecting block 71. The support block 72 is slidably connected to the anti-collision bar 6. Two hinge rods 73 are symmetrically distributed and hinged to the side wall of the support block 72. One end of each of the two hinge rods 73 is hinged to a first mounting shell 74. A second mounting shell 75 is provided on the side wall of the two first mounting shells 74. A damping block 76 is provided inside both the first mounting shell 74 and the second mounting shell 75. A connecting rod 77 is slidably connected inside the damping block 76. The connecting rod 77 is fixedly connected to the two fixed plates 2 respectively.

[0031] For example, when the first mounting shell 74 and the second mounting shell 75 are installed, the angle of the two hinge rods 73 supporting the support block 72 is adjusted so that the second connecting block 71 on the side wall of the support block 72 can slide into the interior of the anti-collision rod 6. The support block 72 provides a certain support for the anti-collision rod 6. When the anti-collision rod 6 is impacted, the support block 72 can provide a certain protection for the middle position of the anti-collision rod 6, reducing the occurrence of deformation in the middle of the anti-collision rod 6. At the same time, when the anti-collision rod 6 moves, the force is transmitted to the hinge rod 73 through the support block 72. The hinge rod 73 drives the first mounting shell 74 and the second mounting shell 75 to move. The damping block 76 slides on the outside of the connecting rod 77 to consume the force.

[0032] The mounting assembly 5 includes two mounting blocks 51 fixedly mounted on the side wall of the anti-collision bar 6. The interior of each mounting block 51 is slidably connected to a first connecting block 52. The interior of each mounting block 51 is provided with a fixing bolt 53, which is threadedly connected to the first connecting block 52. The exterior of each mounting block 51 is provided with a limiting shell 54, which is slidably connected to the fixing bolt 53. The exterior of each limiting shell 54 is fixedly connected with two symmetrically distributed elastic ropes 55. The multiple elastic ropes 55 are fixedly connected to the two mounting blocks 51. The two energy-absorbing connecting columns 4 are slidably connected to the mounting blocks 51 and fixedly connected to the first connecting blocks 52.

[0033] For example, by moving the position of the limiting shell 54, the limiting shell 54 is disengaged from the fixing bolt 53, the limiting of the fixing bolt 53 is released, the fixing bolt 53 is disassembled, the limiting of the first connecting block 52 is released, the first connecting block 52 is moved out of the mounting block 51, and the anti-collision bar 6 is removed and replaced.

[0034] An energy-absorbing block 8 is fixedly connected to the side wall of the anti-collision bar 6.

[0035] For example, the energy-absorbing block 8 protects the surface of the anti-collision bar 6.

[0036] Preferably, the energy-absorbing block 8 and the anti-collision bar 6 are made of EPP material. The advantages of EPP material as an energy-absorbing block include high toughness and good resilience, low density, weather resistance and chemical corrosion resistance, excellent processing performance, thermal insulation performance, environmentally friendly production process, fatigue resistance, good sound insulation performance, electrical insulation performance and UV resistance, making it an ideal energy-absorbing material.

[0037] The surfaces of the energy-absorbing block 8 and the anti-collision bar 6 are provided with several small bumps or small diagonal lines. The small bumps or small diagonal lines are formed by the process holes on the mold during the injection molding process. The energy-absorbing block 8 and the anti-collision bar 6 have a dotted and striped product appearance. The process holes on the mold allow steam heating to melt the product materials together during molding, and water cooling to allow water to be sprayed directly onto the product for cooling.

[0038] When this utility model is used, the mounting plate 1 is installed on the front end of the vehicle body by bolts, the fixing plate 2 is used to install multiple buffer springs 3, the energy-absorbing connecting column 4 is used in conjunction with the buffer springs 3 to buffer and consume the impact force received by the anti-collision bar 6, and the energy-absorbing block 8 protects the surface of the anti-collision bar 6.

[0039] When the first mounting shell 74 and the second mounting shell 75 are installed, the angle of the two hinge rods 73 supporting the support block 72 is adjusted so that the second connecting block 71 on the side wall of the support block 72 can slide into the interior of the anti-collision rod 6. The support block 72 provides a certain support for the anti-collision rod 6. When the anti-collision rod 6 is impacted, the support block 72 can provide a certain protection for the middle position of the anti-collision rod 6, reducing the occurrence of deformation in the middle of the anti-collision rod 6. At the same time, when the anti-collision rod 6 moves, the force is transmitted to the hinge rod 73 through the support block 72. The hinge rod 73 drives the first mounting shell 74 and the second mounting shell 75 to move. The damping block 76 slides on the outside of the connecting rod 77 to consume the force.

[0040] When the anti-collision bar 6 is damaged, the position of the limiting shell 54 is moved so that the limiting shell 54 is disengaged from the fixing bolt 53, the limiting of the fixing bolt 53 is released, the fixing bolt 53 is disassembled, the limiting of the first connecting block 52 is released, the first connecting block 52 is moved out of the mounting block 51, and the anti-collision bar 6 is removed and replaced. Conversely, the anti-collision bar 6 is installed.

[0041] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A front-end anti-collision energy-absorbing structure of a vehicle body, comprising two mounting plates (1) symmetrically distributed, characterized in that: The outer side of two mounting plates (1) is fixedly connected with a fixed plate (2), one side of two fixed plates (2) is provided with a plurality of buffer springs (3) which are uniformly distributed, one side of the plurality of buffer springs (3) which are correspondingly distributed is commonly provided with an energy-absorbing connecting column (4), one side of two energy-absorbing connecting columns (4) is commonly provided with a crash bar (6), two energy-absorbing connecting columns (4) are provided with a mounting assembly (5) for mounting the crash bar (6). Two fixed plates (2) are provided with an auxiliary energy dissipation assembly (7) for supporting the middle part of the crash bar (6).

2. The front-end crash absorbing structure of a vehicle body according to claim 1, characterized by: The auxiliary energy dissipation assembly (7) comprises a second connecting block (71) slidably connected in the interior of the crash bar (6), a supporting block (72) is fixedly connected to the side wall of the second connecting block (71), the supporting block (72) is slidably connected with the crash bar (6), two hinge rods (73) which are symmetrically distributed are hingedly connected to the side wall of the supporting block (72), a first mounting shell (74) is hingedly connected to one end of each of the two hinge rods (73), a second mounting shell (75) is arranged on the side wall of each of the two first mounting shells (74), and a damping block (76) is arranged in the interior of each of the first mounting shell (74) and the second mounting shell (75).

3. The front-end crash absorbing structure of a vehicle body according to claim 2, characterized by: The interior of the damping block (76) is slidably connected with a connecting rod (77), and the connecting rod (77) is fixedly connected with the two fixed plates (2).

4. The front-end crash absorbing structure of a vehicle body according to claim 1, characterized by: The mounting assembly (5) comprises two mounting blocks (51) fixedly mounted on the side wall of the crash bar (6), a first connecting block (52) is slidably connected in each of the two mounting blocks (51), a fixed bolt (53) is arranged in each of the two mounting blocks (51), the two fixed bolts (53) are threadedly connected with the two first connecting blocks (52), respectively, and a limiting shell (54) is arranged on the outer side of each of the two mounting blocks (51), and the limiting shell (54) is slidably connected with the fixed bolt (53).

5. The front-end crash management structure of claim 4, wherein: The outer side of each of the two limiting shells (54) is fixedly connected with two elastic ropes (55) which are symmetrically distributed, and the plurality of elastic ropes (55) are fixedly connected with the two mounting blocks (51), respectively.

6. The front-end crash management system of claim 1, wherein: Two energy-absorbing connecting columns (4) are slidably connected with the mounting blocks (51), respectively, and the two energy-absorbing connecting columns (4) are fixedly connected with the first connecting blocks (52), respectively.

7. The front-end crash can structure of a vehicle body according to claim 4, characterized in that: The side wall of the crash bar (6) is fixedly connected with an energy-absorbing block (8).

8. The front-end crash management structure of claim 7, wherein: The energy-absorbing block (8) and the crash bar (6) are made of EPP material.

9. The front-end crash management structure of claim 8, wherein: The surface of the energy-absorbing block (8) and the crash bar (6) is provided with a plurality of small convex points or small diagonal lines, and the small convex points or small diagonal lines are formed by process holes on the mold in the injection molding process.

Images