A lightweight anti-collision safety device for the head of a vehicle

Abstract

The utility model relates to the technical field of automobile anti-collision safety device, and disclose a kind of automobile head lightweight anti-collision safety device, including crash barrier, crash barrier is "U" shaped block, the side surface of crash barrier is equipped with two "U" shaped grooves, the side surface of crash barrier is provided with two detachable first connecting blocks, and first connecting plate is fixedly installed between two first connecting blocks. In the utility model, if impact force exceeds the bearing limit of buffer pad, triangular support assembly on the side of first connecting plate immediately starts secondary buffering: two mirror image distribution first support and central second support form double triangle stable structure, and impact force is decomposed into longitudinal shear force and transverse tensile force using elastic deformation of metal parts. The inclined rectangular block design of first support makes the impact energy diffuse along the slope direction, and the trapezoidal section of second support absorbs residual energy by axial compression, avoiding rigid impact directly transmitted to the passenger cabin to improve safety.

Description

Technical Field

[0001] This utility model relates to the technical field of automotive anti-collision safety devices, and in particular to a lightweight anti-collision safety device for the front of a car. Background Technology

[0002] In the field of automotive safety technology, the head impact protection device, as a core component for resisting frontal impacts, directly determines the integrity of the passenger compartment and the probability of occupant survival. Traditional impact protection structures generally adopt a monolithic steel beam, which can meet basic protection requirements. However, with the accelerating trend of automotive lightweighting, the traditional structure has gradually exposed three major technical contradictions: First, the solid metal structure is heavy, leading to an increased load on the front of the vehicle, directly affecting fuel economy and the driving range of electric vehicles, which contradicts the goals of energy conservation and emission reduction; second, the single energy absorption mechanism is prone to rigid feedback in a collision. When the impact force exceeds the material's yield strength, the beam deformation will be directly transmitted to the passenger compartment, causing secondary injuries; third, existing impact protection devices are mostly fixed by welding or riveting, requiring replacement of the entire device after partial damage, resulting in high maintenance costs. Especially in low-speed collision scenarios, traditional structures often suffer from excessive repairs due to the lack of a graded buffer design, leading to "minor accidents requiring major repairs." Therefore, we propose a lightweight automotive head impact protection safety device. Utility Model Content

[0003] The present invention aims to solve the technical problems existing in the prior art and provide a lightweight anti-collision safety device for the front of a car.

[0004] To achieve the above objectives, this utility model adopts the following technical solution: a lightweight anti-collision safety device for the front of a car, comprising a crash plate, the crash plate being a "U"-shaped block, with two "U"-shaped grooves on the side of the crash plate, two detachable first connecting blocks on the side of the crash plate, a first connecting plate fixedly installed between the two first connecting blocks, a first mounting cavity on the side of the first connecting plate away from the crash plate, a detachable second connecting plate inside the first mounting cavity, a mounting side plate fixedly installed on the side of the second connecting plate, and a plurality of buffer compression members on the side of the first connecting plate, each buffer compression member comprising two first support members and a second support member positioned between the two first support members, the first support members and the second support member being snapped into the side of the first connecting plate, the first support member being an inclined rectangular block, and the two first support members being mirror-distributed on both sides of the second support member.

[0005] Preferably, the first connecting block has mounting grooves on both sides corresponding to the sides of the anti-collision plate. The end face of the first connecting block can be fitted with mounting grooves at the positions corresponding to the mounting grooves. The mounting grooves are slidably installed inside the mounting block. The side of the mounting block has a first locking threaded hole. The first locking threaded hole extends through the mounting block into the interior of the anti-collision plate. The interior of the first locking threaded hole is threaded with a first locking threaded stud.

[0006] Preferably, the second connecting plate is snapped into the interior of the first mounting cavity, and two second locking threaded holes are opened on the side of the second connecting plate. The second locking threaded holes extend through the second connecting plate into the interior of the first connecting plate, and the interior of the second locking threaded holes is threaded with a second locking threaded stud.

[0007] Preferably, the anti-collision plate has a second mounting cavity on one side corresponding to the buffer pad, and the buffer pad is snapped into the inside of the second mounting cavity.

[0008] Preferably, a first slot is formed on the side of the first connecting plate corresponding to the position of the first support member, and a first locking block is fixedly installed on the side of the first support member corresponding to the position of the first slot. The first locking block is engaged inside the first slot. A second slot is formed on the side of the first connecting plate corresponding to the position of the second support member, and a second locking block is fixedly installed on the side of the second support member corresponding to the position of the second slot. The second locking block is engaged inside the second slot.

[0009] Preferably, the side of the anti-collision plate is provided with equidistant adapter grooves, and the side of the second connecting plate is fixedly installed with reinforcing plates at positions corresponding to the adapter grooves, with the reinforcing plates extending into the interior of the adapter grooves.

[0010] Preferably, the first connecting plate is fixedly installed between the two first connecting blocks by welding, and the first connecting plate is a solid rectangular block. Beneficial effects

[0011] This utility model provides a lightweight anti-collision safety device for the front of a car. It has the following beneficial effects: (1) The lightweight anti-collision safety device for the front of the car, when the anti-collision plate is impacted, the buffer pad in the second mounting cavity first undergoes compression deformation, effectively filtering the vibration transmission in low-speed collisions and avoiding the direct action of rigid impact on the main structure. If the impact force exceeds the bearing limit of the buffer pad, the triangular support assembly on the side of the first connecting plate immediately activates the secondary buffer: the two mirror-distributed first support members and the central second support member form a double-triangular stable structure, using the elastic deformation of the metal parts to decompose the impact force into longitudinal shear force and lateral tensile force. The inclined rectangular block design of the first support member allows the impact energy to diffuse along the inclined plane, while the trapezoidal section of the second support member absorbs the residual energy through axial compression, avoiding the direct transmission of rigid impact to the passenger compartment and improving safety.

[0012] (2) The lightweight anti-collision safety device for the front of the car has a U-shaped cross-section design for the anti-collision plate. Redundant materials are removed through topology optimization. The first connecting block and the anti-collision plate are slidably connected through the mounting block. With the pre-tightening force of the first locking threaded stud, when a moderate collision occurs, only the second locking threaded stud needs to be loosened to replace the second connecting plate and the mounting side plate as a whole, thus shortening the maintenance time. The triangular support component adopts a split snap-fit ​​structure. When a single support component undergoes plastic deformation, the first snap-fit ​​block and the first snap-fit ​​groove can be quickly disassembled and assembled, reducing maintenance costs. Attached Figure Description

[0013] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0014] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a partial structural schematic diagram of the first support member of this utility model; Figure 3 This is a partial structural schematic diagram of the reinforcing plate of this utility model; Figure 4 This is a partial structural schematic diagram of the first connecting plate of this utility model; Legend: 1. Anti-collision plate; 2. Mounting groove; 3. Mounting block; 4. First connecting block; 5. First connecting plate; 6. First mounting cavity; 7. Second connecting plate; 8. Mounting side plate; 9. First support member; 10. Second support member; 11. First locking threaded hole; 12. First locking threaded stud; 13. Second locking threaded hole; 14. Second locking threaded stud; 15. Adaptor groove; 16. Reinforcing plate; 17. First slot; 18. First locking block; 19. Second slot; 20. Second locking block; 21. Second mounting cavity; 22. Buffer pad. Detailed Implementation

[0016] 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.

[0017] like Figures 1-4 As shown, a lightweight anti-collision safety device for the front of a car includes a crash plate 1, which is a U-shaped block. Two U-shaped grooves are formed on the side of the crash plate 1. Two detachable first connecting blocks 4 are provided on the side of the crash plate 1. A first connecting plate 5 is fixedly installed between the two first connecting blocks 4 by welding. The first connecting plate 5 is a solid rectangular block. A first mounting cavity 6 is formed on the side of the first connecting plate 5 away from the crash plate 1. A detachable second connecting plate 7 is provided inside the first mounting cavity 6. A mounting side plate 8 is fixedly installed on the side of the second connecting plate 7. Several buffer compression members are provided on the side of the first connecting plate 5. Each buffer compression member consists of two first support members 9 and a second support member 10 positioned between the two first support members 9. The first support members 9 and the second support member 10 are snapped onto the side of the first connecting plate 5. The component 9 is a rectangular block with an incline. Two first support members 9 are mirror-distributed on both sides of the second support member 10. The anti-collision plate 1 is installed at the front of the car by mounting the side plate 8. When the anti-collision plate 1 is impacted, the two first support members 9 and one second support member 10 form two triangles to resist the impact force. The energy of the impact is absorbed by the deformation between the first support member 9 and the second support member 10. The anti-collision plate 1 has a second mounting cavity 21 on one side corresponding to the buffer pad 22. The buffer pad 22 is snapped into the inside of the second mounting cavity 21. When the anti-collision plate 1 is impacted by a small impact, the buffer pad 22 provides cushioning. The side of the anti-collision plate 1 has equidistant adapter grooves 15. The side of the second connecting plate 7 is fixedly installed with reinforcing plates 16 at the positions corresponding to the adapter grooves 15. The reinforcing plates 16 extend into the inside of the adapter grooves 15 to increase the support force of the anti-collision plate 1. The first connecting block 4 has mounting grooves 2 on both sides corresponding to the sides of the anti-collision plate 1. The mounting grooves 2 can be installed on the end faces of the first connecting block 4 at the positions corresponding to the mounting grooves 2. The mounting grooves 2 are slidably installed inside the mounting block 3. The side of the mounting block 3 has a first locking thread hole 11. The first locking thread hole 11 extends through the mounting block 3 into the interior of the anti-collision plate 1. The first locking thread hole 11 is threadedly connected to the inside of the first locking thread stud 12. The mounting block 3 is slidably installed inside the mounting groove 2. The first locking thread hole 11 is fixed inside the mounting groove 2 by the first locking thread stud 12. The second connecting plate 7 is snapped into the interior of the first mounting cavity 6. The side of the second connecting plate 7 has two second locking thread holes 13. The second locking thread holes 13 extend through the second connecting plate 7 into the interior of the first connecting plate 5. The inside of the second locking thread holes 13 is threadedly connected to the inside of the second locking thread stud 14. The second connecting plate 7 is installed inside the first mounting cavity 6 by the second locking thread stud 14. A first slot 17 is provided on the side of the first connecting plate 5 corresponding to the position of the first support member 9. A first locking block 18 is fixedly installed on the side of the first support member 9 corresponding to the position of the first slot 17. The first locking block 18 is engaged inside the first slot 17. A second slot 19 is provided on the side of the first connecting plate 5 corresponding to the position of the second support member 10. A second locking block 20 is fixedly installed on the side of the second support member 10 corresponding to the position of the second slot 19. The second locking block 20 is engaged inside the second slot 19. The first support member 9 and the second support member 10 are detachable. When the damage to the anti-collision plate 1 is not serious, the anti-collision plate 1 can be repaired by replacing the first support member 9 and the second support member 10.

[0018] The working principle of this utility model: In use, when a vehicle collides, the crash barrier first contacts the obstacle. The buffer pad in the second mounting cavity absorbs the initial impact energy, effectively filtering the vibration transmission in low-speed collisions and preventing rigid impacts from directly acting on the main structure. If the impact force exceeds the buffer pad's bearing capacity, the triangular support assembly on the side of the first connecting plate immediately activates secondary buffering: two mirror-distributed first supports and the central second support form a double-triangular stabilizing structure, using the elastic deformation of the metal parts to decompose the impact force into longitudinal shear force and lateral tensile force. The inclined rectangular block design of the first support allows the impact energy to diffuse along the inclined plane, while the trapezoidal section of the second support absorbs residual energy through axial compression, preventing rigid impacts from being directly transmitted to the passenger compartment. Simultaneously, the lightweight truss structure eliminates redundant material through a "U"-shaped section design and topology optimization. In the event of a moderate collision, only the second locking stud needs to be loosened to replace the entire second connecting plate and mounting side plate, shortening maintenance time. More importantly, the triangular support assembly adopts a split-type snap-fit ​​structure, allowing for quick assembly and disassembly of the first locking block and first locking slot when a single support undergoes plastic deformation.

[0019] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A lightweight anti-collision safety device for the front of a car, comprising a crash plate (1), the crash plate (1) being a "U"-shaped block, characterized in that: The side of the anti-collision plate (1) has two "U" shaped grooves. The side of the anti-collision plate (1) is provided with two detachable first connecting blocks (4). A first connecting plate (5) is fixedly installed between the two first connecting blocks (4). A first mounting cavity (6) is provided on the side of the first connecting plate (5) away from the anti-collision plate (1). A detachable second connecting plate (7) is provided inside the first mounting cavity (6). An mounting side plate (8) is fixedly installed on the side of the second connecting plate (7). A number of buffer squeezing members are provided on the side of the first connecting plate (5). The buffer squeezing members consist of two first support members (9) and a second support member (10) located between the two first support members (9). The first support member (9) and the second support member (10) are snapped into the side of the first connecting plate (5). The first support member (9) is a rectangular block set at an inclination. The two first support members (9) are mirrored on both sides of the second support member (10).

2. The lightweight anti-collision safety device for the front of a car according to claim 1, characterized in that: The first connecting block (4) has mounting grooves (2) on both sides corresponding to the sides of the anti-collision plate (1). The end face of the first connecting block (4) can be equipped with mounting grooves (2) at the positions corresponding to the mounting grooves (2). The mounting grooves (2) are slidably installed inside the mounting block (3). The side of the mounting block (3) has a first locking thread hole (11). The first locking thread hole (11) extends through the mounting block (3) to the inside of the anti-collision plate (1). The first locking thread hole (11) is threaded with a first locking thread stud (12).

3. The lightweight anti-collision safety device for the front of a car according to claim 1, characterized in that: The second connecting plate (7) is snapped into the inside of the first mounting cavity (6). Two second locking threaded holes (13) are opened on the side of the second connecting plate (7). The second locking threaded holes (13) extend through the second connecting plate (7) to the inside of the first connecting plate (5). The inside of the second locking threaded holes (13) is threaded with a second locking threaded stud (14).

4. The lightweight anti-collision safety device for the front of a car according to claim 1, characterized in that: The anti-collision plate (1) has a second mounting cavity (21) on one side corresponding to the buffer pad (22), and the buffer pad (22) is snapped into the inside of the second mounting cavity (21).

5. A lightweight anti-collision safety device for the front of a car according to claim 1, characterized in that: The first connecting plate (5) has a first slot (17) on its side corresponding to the position of the first support member (9). The first support member (9) has a first block (18) fixedly installed on its side corresponding to the position of the first slot (17). The first block (18) is engaged inside the first slot (17). The first connecting plate (5) has a second slot (19) on its side corresponding to the position of the second support member (10). The second support member (10) has a second block (20) fixedly installed on its side corresponding to the position of the second slot (19). The second block (20) is engaged inside the second slot (19).

6. A lightweight anti-collision safety device for the front of a car according to claim 1, characterized in that: The side of the anti-collision plate (1) is provided with equidistant adapter grooves (15), and the side of the second connecting plate (7) is fixedly installed with reinforcing plates (16) at the positions corresponding to the adapter grooves (15), and the reinforcing plates (16) extend into the interior of the adapter grooves (15).

7. A lightweight anti-collision safety device for the front of a car according to claim 1, characterized in that: The first connecting plate (5) is fixedly installed between the two first connecting blocks (4) by welding. The first connecting plate (5) is a solid rectangular block.

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