A new lightweight automobile anti-collision plate

Abstract

The utility model discloses a novel lightweight automobile anticollision plate, include: including abrasion -resistant outer layer, energy -absorbing middle layer and bearing inner layer that connect in proper order, abrasion -resistant outer layer is the even distribution of strip -shaped recess with the cross section of isosceles triangle outside, fills in the strip -shaped recess with the elastic silica gel strip, and the height of elastic silica gel strip is consistent with the depth of recess, energy -absorbing middle layer its inside is equipped with a plurality of conical through -hole along the thickness direction, and the big end of conical through -hole is toward abrasion -resistant outer layer, and the small end is toward bearing inner layer, and the hollow aluminum alloy pipe is inserted in conical through -hole, and conical through -hole is in the arrangement of plum blossom, and bearing inner layer one side toward energy -absorbing middle layer is equipped with the grid -like reinforcing rib. The utility model discloses through abrasion -resistant outer layer silica gel strip design, energy -absorbing middle layer plum blossom arrangement's conical aluminum alloy pipe array and bearing inner layer grid reinforcing rib's threefold synergies, has realized lightweight, high -efficient energy -absorbing and anti -impact bearing, has improved automobile safety protection performance significantly.

Description

Technical Field

[0001] This utility model belongs to the field of automotive air dam technology, specifically, it relates to a new type of lightweight automotive anti-collision plate. Background Technology

[0002] Against the backdrop of rapid development in the automotive industry, the conflict between vehicle safety and lightweighting has become increasingly prominent. Traditional automotive crash barriers mostly rely on heavy metal materials such as steel and iron. Although they can provide a certain structural strength, their excessive weight increases vehicle energy consumption, and their energy absorption capacity during a collision is limited, which can easily cause secondary injuries to the vehicle body and occupants.

[0003] Existing improved anti-collision structures attempt to reduce weight using composite materials, but they generally have shortcomings: the outer layer has insufficient wear resistance, and its protective effect is easily reduced by scratches and wear after long-term use; the middle layer has a simple energy-absorbing design, which relies on the material's own deformation and is difficult to cope with collisions of different intensities; the interlayer connection is mostly based on simple mechanical fixation or ordinary adhesives, which are prone to delamination and detachment under severe impact, seriously affecting the overall protective performance.

[0004] Therefore, developing a new type of crash barrier that can balance lightweight, wear resistance, energy absorption efficiency and structural stability has become the key to solving the current needs of automotive safety and energy conservation. Utility Model Content

[0005] In view of this, the technical problem to be solved by this utility model is to provide a novel lightweight automotive anti-collision plate. To address the aforementioned technical problems, this utility model discloses a novel lightweight automotive anti-collision plate, comprising: a wear-resistant outer layer, an energy-absorbing middle layer, and a load-bearing inner layer connected sequentially; the wear-resistant outer layer has strip-shaped grooves with isosceles triangular cross-sections evenly distributed on its outer surface, and the strip-shaped grooves are filled with elastic silicone strips, the height of which is consistent with the depth of the grooves; the energy-absorbing middle layer has several conical through holes penetrating along its thickness direction inside, the larger end of the conical through holes facing the wear-resistant outer layer and the smaller end facing the load-bearing inner layer, and hollow aluminum alloy tubes are inserted into the conical through holes, which are arranged in a quincunx pattern; the load-bearing inner layer has a grid-like reinforcing rib on the side facing the energy-absorbing middle layer.

[0006] According to one embodiment of the present invention, the depth of the strip-shaped groove is 0.3-0.5 mm and the width is 1-1.5 mm.

[0007] According to one embodiment of the present invention, the large end diameter of the tapered through hole is 4-6 mm, the small end diameter is 2-3 mm, the wall thickness of the aluminum alloy tube is 0.2-0.3 mm, and the length is consistent with the thickness of the energy-absorbing middle layer.

[0008] According to one embodiment of the present invention, the wear-resistant outer layer and the energy-absorbing middle layer, and the energy-absorbing middle layer and the load-bearing inner layer are all connected by a polyurethane adhesive layer.

[0009] According to one embodiment of the present invention, the wear-resistant outer layer is a glass fiber reinforced polyethylene layer with a thickness of 1.5-2.5 mm.

[0010] Compared with the prior art, the present invention can achieve the following technical effects: 1) Through the triple synergistic effect of the wear-resistant outer silicone strip design, the energy-absorbing middle layer of conical aluminum alloy tube array arranged in a plum blossom pattern, and the load-bearing inner layer of mesh reinforcement, lightweight, high-efficiency energy absorption and impact resistance are achieved, significantly improving the safety protection performance of automobiles.

[0011] Of course, any product implementing this utility model does not necessarily need to achieve all of the above technical effects at the same time. Attached Figure Description

[0012] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a cross-sectional schematic diagram of a novel lightweight automotive crash barrier according to an embodiment of this utility model.

[0013] Attached Figure Labels

[0014] Wear-resistant outer layer 10, strip-shaped groove 11, elastic silicone strip 12, energy-absorbing middle layer 20, tapered through hole 21, hollow aluminum alloy tube 22, load-bearing inner layer 30, grid-shaped reinforcing rib 31, polyurethane adhesive layer 40. Detailed Implementation

[0015] The following will describe in detail the implementation of this utility model with reference to the accompanying drawings and embodiments, so that the implementation of this utility model can be fully understood and carried out based on how technical means are used to solve technical problems and achieve technical effects.

[0016] Please refer to Figure 1 , Figure 1 This is a cross-sectional schematic diagram of a novel lightweight automotive crash barrier according to an embodiment of the present invention. As shown in the figure, a novel lightweight automotive crash barrier includes: a wear-resistant outer layer 10, an energy-absorbing middle layer 20, and a load-bearing inner layer 30 connected in sequence.

[0017] In one embodiment of this utility model, the novel lightweight automotive anti-collision plate includes a wear-resistant outer layer 10, an energy-absorbing middle layer 20, and a load-bearing inner layer 30 connected in sequence. The layers are tightly connected by a polyurethane adhesive layer 40. The thickness of the adhesive layer is controlled at 0.15mm. This thickness can ensure sufficient connection strength between the layers to avoid separation between the layers when subjected to collision impact, and will not increase the overall weight of the anti-collision plate due to excessive adhesive layer thickness, thus affecting the lightweight effect.

[0018] Furthermore, the wear-resistant outer layer 10 has strip-shaped grooves 11 with an isosceles triangular cross-section evenly distributed on its outer surface. The strip-shaped grooves 11 are filled with elastic silicone strips 12. The height of the elastic silicone strips 12 is consistent with the depth of the grooves. The depth of the strip-shaped grooves 11 is 0.3-0.5mm and the width is 1-1.5mm.

[0019] In detail, the wear-resistant outer layer 10 is made of glass fiber reinforced polyethylene, which combines the high strength of glass fiber with the good toughness of polyethylene, providing excellent wear resistance and a certain degree of impact resistance for the crash barrier. The thickness of the wear-resistant outer layer 10 is set at 2mm, which meets the wear resistance requirements without excessively increasing the weight of the crash barrier. On the outer surface of the wear-resistant outer layer 10, there are uniformly distributed strip-shaped grooves 11 with an isosceles triangular cross-section. These grooves are 0.4mm deep and 1.2mm wide. The strip-shaped grooves 11 not only disperse the impact force during collisions to a certain extent, but also enhance the friction between the wear-resistant outer layer 10 and external objects, reducing wear caused by sliding friction. Each strip-shaped groove 11 is filled with an elastic silicone strip 12, the height of which is consistent with the depth of the groove, keeping the outer surface of the wear-resistant outer layer 10 flat. The elastic silicone strip 12 has good elasticity and cushioning properties. When the anti-collision plate is subjected to slight impact or scratch, the silicone strip can absorb some of the energy through its own deformation, further protecting the wear-resistant outer layer 10 and extending its service life.

[0020] Preferably, the energy-absorbing middle layer 20 has several tapered through holes 21 extending along the thickness direction inside. The larger end of the tapered through hole 21 faces the wear-resistant outer layer 10, and the smaller end faces the load-bearing inner layer 30. A hollow aluminum alloy tube 22 is inserted into the tapered through hole 21, and the tapered through holes 21 are arranged in a plum blossom pattern. The diameter of the larger end of the tapered through hole 21 is 4-6 mm, and the diameter of the smaller end is 2-3 mm. The wall thickness of the aluminum alloy tube is 0.2-0.3 mm, and the length is consistent with the thickness of the energy-absorbing middle layer 20.

[0021] In detail, the energy-absorbing middle layer 20, with a thickness of 8mm, is the core component for achieving the energy-absorbing effect of the crash barrier. It contains several tapered through-holes 21 extending along its thickness direction, arranged in a staggered pattern. This arrangement allows for a more even distribution of impact force within the energy-absorbing middle layer 20, preventing excessive localized stress that could affect energy absorption. The larger end of each tapered through-hole 21 has a diameter of 5mm, and the smaller end has a diameter of 2.5mm, with the larger end facing the wear-resistant outer layer 10 and the smaller end facing the load-bearing inner layer 30. A hollow aluminum alloy tube 22, with a wall thickness of 0.25mm and a length matching the thickness of the energy-absorbing middle layer 20, is inserted into each tapered through-hole 21. When the crash barrier is impacted, the wear-resistant outer layer 10 initially absorbs part of the impact force, which is then transferred to the energy-absorbing middle layer 20. Because the larger end of the tapered through-hole 21 faces the direction of impact, the hollow aluminum alloy tube 22 will deform first from the larger end. As the impact force increases, the deformation gradually spreads towards the smaller end, absorbing a large amount of collision energy through the gradual deformation of the aluminum alloy tube. At the same time, the tapered structure design can guide the direction of impact force transmission, making the energy more effectively consumed, thereby reducing damage to the vehicle body and occupants.

[0022] Furthermore, the load-bearing inner layer 30 is provided with a grid-like reinforcing rib 31 on the side facing the energy-absorbing middle layer 20.

[0023] In detail, the load-bearing inner layer 30 is made of high-strength aluminum alloy, which has high strength and rigidity, providing stable support for the entire crash barrier and withstanding the enormous impact force generated during a collision. The load-bearing inner layer 30 is 3mm thick, minimizing weight while ensuring sufficient strength. On the side of the load-bearing inner layer 30 facing the energy-absorbing middle layer 20, there is a grid-like reinforcing rib 31, with a rib width of 1mm, a height of 2mm, and a grid spacing of 10mm × 10mm. The grid-like reinforcing rib 31 significantly improves the structural strength and deformation resistance of the load-bearing inner layer 30. When the impact force transmitted from the energy-absorbing middle layer 20 acts on the load-bearing inner layer 30, the reinforcing rib can disperse the stress, preventing excessive deformation or fracture of the load-bearing inner layer 30, thereby ensuring the overall structural stability of the crash barrier.

[0024] In summary, this utility model achieves lightweight, high-efficiency energy absorption, and impact resistance through the triple synergistic effect of the wear-resistant outer layer of 10 silicone strips, the energy-absorbing middle layer of 20 staggered conical aluminum alloy tube arrays, and the load-bearing inner layer of 30 mesh reinforcing ribs, significantly improving the safety protection performance of automobiles.

[0025] The foregoing description illustrates and describes several preferred embodiments of the present invention. However, as previously stated, it should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the present invention's conception through the foregoing teachings or related technical or knowledge. Any modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention should be within the protection scope of the appended claims.

Claims

1. A novel lightweight automotive crash barrier, characterized in that, include: The system comprises a wear-resistant outer layer, an energy-absorbing middle layer, and a load-bearing inner layer connected in sequence. The wear-resistant outer layer has strip-shaped grooves with isosceles triangular cross-sections evenly distributed on its outer surface. These grooves are filled with elastic silicone strips, the height of which is the same as the depth of the grooves. The energy-absorbing middle layer has several conical through-holes extending along its thickness direction. The larger end of each conical through-hole faces the wear-resistant outer layer, and the smaller end faces the load-bearing inner layer. Hollow aluminum alloy tubes are inserted into these conical through-holes, which are arranged in a quincunx pattern. The load-bearing inner layer has a grid-like reinforcing rib on the side facing the energy-absorbing middle layer.

2. The novel lightweight automotive anti-collision plate according to claim 1, characterized in that, The depth of the strip-shaped groove is 0.3-0.5 mm, and the width is 1-1.5 mm.

3. The novel lightweight automotive anti-collision plate according to claim 1, characterized in that, The large end of the tapered through-hole has a diameter of 4-6 mm, the small end has a diameter of 2-3 mm, the aluminum alloy tube has a wall thickness of 0.2-0.3 mm, and its length is consistent with the thickness of the energy-absorbing middle layer.

4. The novel lightweight automotive anti-collision plate according to claim 1, characterized in that, The wear-resistant outer layer and the energy-absorbing middle layer, as well as the energy-absorbing middle layer and the load-bearing inner layer, are all connected by a polyurethane adhesive layer.

5. The novel lightweight automotive anti-collision plate according to claim 1, characterized in that, The wear-resistant outer layer is a glass fiber reinforced polyethylene layer with a thickness of 1.5-2.5 mm.

Images