A hook-type limiting and anti-collision structure

Abstract

This utility model discloses a hook-and-loop fastening anti-collision structure, including a fastening component whose top is fixedly connected to an automotive assembly via a positioning block. A slot is provided on the top of the mating component, and the bottom of the fastening component is inserted into the slot. A clearance groove is provided inside the mating component and communicates with the slot. A clamping component is provided inside the clearance groove to securely fix the fastening component within the slot. Basic positioning is achieved through the insertion and engagement of the bottom of the fastening component with the slot of the mating component. The fastening component is then further secured by the clamping component within the clearance groove, creating a dual locking mechanism of insertion positioning and clamping limitation. Compared to a traditional single hook-and-loop fastening, this design effectively resists multi-directional dynamic loads during vehicle operation, preventing gaps or relative displacement between the fastening component and the mating component. This significantly improves the structure's limiting accuracy and anti-collision capability, ensuring the connection stability of automotive assemblies under complex conditions such as bumps and vibrations.

Description

Technical Field

[0001] This utility model relates to the field of barbed snap fastener technology, specifically a barbed snap fastener type limiting and anti-collision structure. Background Technology

[0002] The barbed snap fastener is a mechanical structure that locks components by relying on a special hook shape. It works by having a snap fastener with a backward protrusion engage with the corresponding groove or hole of the mating component. During assembly, the protruding part of the barb first inserts into the mating structure. After it is fully inserted, the barb and the mating surface form a reverse limit, thereby generating a stable connection force and effectively suppressing the relative displacement and separation between components. As a typical solution in the field of component connection, the barbed snap fastener is widely used in automotive parts assembly scenarios due to its significant advantages of simple structure, economical cost, and efficient assembly. In working conditions where the connection strength requirement is not high, it can directly replace the traditional screw fixing method, greatly simplifying the assembly process and reducing production costs.

[0003] However, existing hook-and-loop fastener designs focus primarily on basic connection functions and are not well-suited to the complex operating conditions in automotive applications. During vehicle operation, the hook-and-loop fastener connection must continuously withstand multi-directional dynamic loads, which can easily lead to gaps between the hook and the mating structure, hook deformation, or even engagement failure, ultimately causing loosening of the connection and seriously affecting the assembly reliability and safety of automotive parts. Therefore, we need to propose a hook-and-loop fastener type limit and anti-collision structure. Utility Model Content

[0004] The purpose of this utility model is to provide a hook-and-loop locking anti-collision structure. By setting the insertion and engagement of the fastening part and the slot of the mating part, and the clamping component in the clearance groove, a double locking mechanism is constructed. This achieves the effects of resisting multi-directional dynamic loads, avoiding gaps and displacements, improving the limiting accuracy and anti-collision capability, and ensuring connection stability under complex working conditions, thereby solving the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A hook-and-lock type anti-collision structure includes: a fastening member, the top of which is fixedly connected to an automotive component via a positioning block; a slot is provided on the top of a mating member, and the bottom of the fastening member is inserted into the inside of the slot; a clearance groove is provided inside the mating member, and the clearance groove communicates with the slot, and a clamping component is provided inside the clearance groove for securing the fastening member inside the slot.

[0007] Preferably, the fastening element includes an elastic arm, the top end of which is fixedly connected to the bottom of the positioning block, and a barb is provided on one side of the elastic arm.

[0008] Preferably, a groove adapted to the barb portion is provided on one inner wall of the slot, and the barb portion is inserted into the inside of the groove.

[0009] Preferably, a foolproof protrusion is fixedly connected to one side wall of the elastic arm, and a sliding groove adapted to the foolproof protrusion is provided on one inner wall of the slot, and the foolproof protrusion is slidably inserted into the inside of the sliding groove.

[0010] Preferably, the locking assembly includes a locking block, which is slidably inserted into the interior of the relief groove. One end of the locking block is fixedly connected to a spring, one end of the spring is fixedly connected to one side of the inner wall of the relief groove, and the other end of the locking block is inserted into the interior of the elastic arm.

[0011] Preferably, the end of the locking block away from the spring is provided with a wedge-shaped part, and a positioning groove adapted to the wedge-shaped part is provided on one side wall of the elastic arm, and the wedge-shaped part is inserted into the interior of the positioning groove.

[0012] Preferably, it further includes a pull block for unlocking the locking block from the elastic arm. One end of the pull block is fixedly connected to one side wall of the locking block. A through groove adapted to the pull block is provided on one side wall of the mating part, and the pull block is slidably connected inside the through groove.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] This invention establishes a basic positioning by interlocking the bottom of the fastener with the slot of the mating part, and then uses the clamping component in the clearance groove to fix the fastener a second time, thus constructing a dual locking mechanism of interlocking positioning and clamping limit. Compared with the traditional single hook fastener, this design can effectively resist multi-directional dynamic loads during vehicle operation, avoid gaps or relative displacement between the fastener and the mating part, significantly improve the limiting accuracy and anti-collision capability of the structure, and ensure the connection stability of automotive parts under complex working conditions such as bumps and vibrations. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of this utility model;

[0016] Figure 2 This is a cross-sectional view of the mating parts of this utility model.

[0017] Figure 3 This is a longitudinal sectional view of the mating parts of this utility model.

[0018] Figure 4 This is a schematic diagram of the clamping assembly and fastening element of this utility model.

[0019] In the diagram: 1. Fastener; 101. Elastic arm; 102. Barb; 2. Mating part; 3. Slot; 4. Relief groove; 5. Clamping assembly; 501. Clamping block; 502. Spring; 6. Groove; 7. Anti-foolproof protrusion; 8. Slide groove; 9. Wedge-shaped part; 10. Positioning groove; 11. Pull block; 12. Through groove. Detailed Implementation

[0020] 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.

[0021] Please see Figure 1-4 This utility model provides a technical solution:

[0022] A hook-and-lock type anti-collision structure includes a fastener 1, the top of which is fixedly connected to an automotive component via a positioning block; a mating component 2 has a slot 3 on its top, and the bottom of the fastener 1 is inserted into the slot 3. The positioning block achieves a rigid connection between the fastener 1 and the automotive component, while the slot 3 limits the insertion of the bottom of the fastener 1, providing a stable assembly reference for subsequent multiple locking mechanisms. This reference effectively offsets the impact of initial vibrations during vehicle operation on the connection structure, preventing uneven stress on subsequent locking components due to assembly misalignment, thus laying the foundation for the overall structural stability.

[0023] A clearance groove 4 is formed inside the mating part 2 and communicates with the slot 3. A clamping component 5 is provided inside the clearance groove 4 to securely fix the fastener 1 inside the slot 3. By providing the clearance groove 4 communicating with the slot 3 and the built-in clamping component 5, a secondary fixing point is provided for the fastener 1, enhancing the connection stability. Compared to a single locking mechanism relying solely on a barb, this secondary fixing point can constrain the fastener 1 from the side, effectively resisting lateral loads generated during vehicle turning, sudden braking, and other conditions, further reducing the risk of connection loosening.

[0024] The fastening component 1 includes an elastic arm 101, the top end of which is fixedly connected to the bottom of the positioning block. A barb 102 is provided on one side of the elastic arm 101. By providing an elastic arm 101 with elastic deformation capability and a barb 102 on one side, the effect of quick insertion using elastic deformation and initial locking using the barb 102 is achieved. The deformation range of the elastic arm 101 can be adapted to the connection requirements of automotive parts, while the barb 102 on one side can reduce wear on the inner wall of the slot 3 while ensuring the locking effect, thus extending the service life of the structure.

[0025] A groove 6, adapted to the barb 102, is formed on one inner wall of the slot 3. The barb 102 is inserted into the groove 6. By providing the groove 6 that adapts to the barb 102, the barb 102 is precisely embedded to form a mechanical engagement, thereby enhancing the strength of the foundation connection. The depth of the groove 6 matches the length of the barb 102, ensuring that the barb 102 forms a surface contact after being fully embedded. Compared to point contact, this allows for more even load transfer, improving the impact resistance of the foundation locking structure.

[0026] A foolproof protrusion 7 is fixedly connected to one side wall of the elastic arm 101. A sliding groove 8 adapted to the foolproof protrusion 7 is provided on one inner wall of the slot 3. The foolproof protrusion 7 is slidably inserted into the sliding groove 8. By setting the foolproof protrusion 7 and the matching sliding groove 8, the reverse insertion of the fastener 1 is prevented during assembly, and the precise alignment of the barb 102 and the groove 6 is ensured. The mating gap between the foolproof protrusion 7 and the sliding groove 8 is controlled between 0.1-0.2mm, which not only ensures smooth sliding during assembly but also limits the radial wobble of the fastener 1 in the slot 3, further improving assembly accuracy.

[0027] The locking assembly 5 includes a locking block 501, which is slidably inserted into the recess 4. A spring 502 is fixedly connected to one end of the locking block 501, and one end of the spring 502 is fixedly connected to one inner wall of the recess 4. The other end of the locking block 501 is inserted into the elastic arm 101. By setting a sliding locking block 501 with a spring 502, the spring force of the spring 502 drives the locking block 501 to automatically embed into the elastic arm 101, achieving a secondary locking effect. The elastic coefficient of the spring 502 can be adjusted according to the required locking force, ensuring that the locking block 501 can be tightly embedded into the elastic arm 101 without being too strong and causing difficulty in retracting the locking block 501 during assembly, thus achieving a balance between locking performance and ease of assembly.

[0028] A wedge-shaped portion 9 is provided at the end of the locking block 501 away from the spring 502. A positioning groove 10 adapted to the wedge-shaped portion 9 is formed on one side wall of the elastic arm 101, and the wedge-shaped portion 9 is inserted into the positioning groove 10. By setting the wedge-shaped portion 9 and the matching positioning groove 10, the insertion resistance of the locking block 501 is reduced and the tightness of the engagement between the locking block 501 and the elastic arm 101 is improved. The inclination angle of the wedge-shaped portion 9 is designed to be 15-20°. This angle can guide the elastic arm 101 to deform slightly during assembly to accommodate the locking block 501. At the same time, the inner wall of the positioning groove 10 is roughened to increase the friction with the wedge-shaped portion 9 and prevent the wedge-shaped portion 9 from disengaging from the positioning groove 10 due to vehicle vibration.

[0029] It also includes a pull block 11 for unlocking the locking block 501 from the elastic arm 101. One end of the pull block 11 is fixedly connected to one side wall of the locking block 501. A through groove 12 adapted to the pull block 11 is provided on one side wall of the mating part 2. The pull block 11 is slidably connected inside the through groove 12. By setting the pull block 11 and the matching through groove 12, the locking block 501 is driven to compress the spring 502 and disengage from the positioning groove 10 by pulling the pull block 11, thus achieving the effect of convenient unlocking. The end of the pull block 11 is provided with anti-slip texture, and the length of the through groove 12 matches the sliding stroke of the locking block 501. This not only facilitates manual unlocking by the operator but also avoids damage to the spring 502 due to excessive sliding of the pull block 11, improving the safety and convenience of maintenance operations.

[0030] Working principle: During the assembly stage, the fastener 1 is first fixedly connected to the automotive parts (such as door panel interior trim, dashboard frame, etc.) by the positioning block. The anti-foolproof protrusion 7 on the fastener 1 is aligned with the sliding groove 8 in the slot 3 of the mating part 2. The fitting relationship between the two achieves precise positioning of the assembly direction, avoiding structural damage caused by reverse insertion of the fastener 1 from the source. When the fastener 1 is pushed down into the slot 3, the elastic arm 101 is squeezed by the inner wall of the slot 3 and produces controllable elastic deformation. The barb part 102 slides smoothly down the inner wall of the slot 3 as the elastic arm 101 contracts. At the same time, the wedge-shaped part 9 at the end of the locking block 501 contacts the side wall of the elastic arm 101. The guiding effect of the wedge structure causes the locking block 501 to contract into the relief groove 4 and compress the spring 502. At this time, the spring 502 is in an energy storage state.

[0031] When the fastener 1 is fully inserted into the slot 3, the elastic arm 101 is freed from the constraint of the inner wall of the slot 3 and elastically resets. The barb 102 is precisely embedded in the groove 6 of the inner wall of the slot 3, forming the first mechanical lock. At the same time, the spring 502 releases the stored elastic potential energy, pushing the locking block 501 to slide towards the elastic arm 101, so that the wedge 9 is tightly embedded in the positioning groove 10 on the elastic arm 101, completing the second locking, and finally constructing a dual locking mechanism of "barb-groove + locking block-positioning groove".

[0032] When it is necessary to disassemble the structure for repair or replacement of automotive parts, the operator pulls the pull block 11 outward along the through groove 12. The pull block 11 drives the locking block 501 to slide into the relief groove 4. The locking block 501 compresses the spring 502 and causes the wedge-shaped part 9 to disengage from the positioning groove 10, thus releasing the secondary lock. Then, use a tool or your hand to press the elastic arm 101, causing it to deform and drive the barb part 102 to disengage from the groove 6, thus releasing the initial lock. At this time, the fastener 1 can be pulled upward to complete the unlocking and disassembly.

[0033] 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 reverse hook catch type position limiting anti-collision structure, characterized in that, include: The fastener (1) is fixedly connected to the automotive assembly by a positioning block at its top; The mating part (2) has a slot (3) on the top, and the bottom of the fastening part (1) is inserted into the inside of the slot (3); A relief groove (4) is provided inside the mating part (2), and the relief groove (4) is connected to the slot (3). The relief groove (4) is provided with a clamping component (5) for fixing the fastener (1) inside the slot (3).

2. The reversed-hook catch type position-limiting anti-collision structure according to claim 1, characterized in that: The fastener (1) includes an elastic arm (101), the top end of which is fixedly connected to the bottom of the positioning block, and a barb (102) is provided on one side of the elastic arm (101).

3. The reversed-hook catch type position-limiting anti-collision structure according to claim 2, characterized in that: The slot (3) has a groove (6) on one side of its inner wall that is adapted to the barb (102), and the barb (102) is inserted into the inside of the groove (6).

4. The reversed-hook catch type position-limiting anti-collision structure according to claim 3, characterized in that: A foolproof protrusion (7) is fixedly connected to one side wall of the elastic arm (101), and a sliding groove (8) adapted to the foolproof protrusion (7) is opened on one side inner wall of the slot (3). The foolproof protrusion (7) is slidably inserted into the inside of the sliding groove (8).

5. The reversed-hook catch type position-limiting anti-collision structure according to claim 2, characterized in that: The clamping assembly (5) includes a clamping block (501), which is slidably inserted into the interior of the relief groove (4). One end of the clamping block (501) is fixedly connected to a spring (502), one end of the spring (502) is fixedly connected to the inner wall of one side of the relief groove (4), and the other end of the clamping block (501) is inserted into the interior of the elastic arm (101).

6. The reversed hook catch position type position limiting anti-collision structure according to claim 5, characterized in that: The end of the locking block (501) away from the spring (502) is provided with a wedge-shaped part (9), and a positioning groove (10) adapted to the wedge-shaped part (9) is provided on one side wall of the elastic arm (101), and the wedge-shaped part (9) is inserted into the interior of the positioning groove (10).

7. The reversed-hook catch type position-limiting anti-collision structure according to claim 6, characterized in that: It also includes a pull block (11) for unlocking the locking block (501) from the elastic arm (101). One end of the pull block (11) is fixedly connected to one side wall of the locking block (501). A through groove (12) adapted to the pull block (11) is provided on one side wall of the mating part (2). The pull block (11) is slidably connected to the inside of the through groove (12).

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