An anti-collision structure for electric vehicle headlights

Abstract

This utility model discloses an anti-collision structure for electric vehicle headlights, including two mounting parts. The two mounting parts are detachably mounted on the front panel of the electric vehicle at both ends of the headlight via fasteners. An anti-collision part is provided between the two mounting parts. The anti-collision part is a mesh structure covering the outside of the headlight. The anti-collision part includes two plug-in plates, which are slidably and detachably connected to the corresponding mounting parts. Three parallel and equidistantly distributed connecting crossbars are fixedly connected between the two plug-in plates. Several adjusting vertical rods are slidably connected to the three connecting crossbars. Each adjusting vertical rod is provided with a limiting structure. By adjusting the limiting mechanism on the vertical rod, the spacing between the vertical rods can be independently adjusted to change the mesh density, thereby dynamically balancing protection and light transmission according to different scenarios, improving the practicality and flexibility of electric vehicle headlight protection.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle accessories, and more specifically, to an anti-collision structure for electric vehicle headlights. Background Technology

[0002] Among the existing collision protection structures for electric vehicle headlights, the sliding buffer structure can absorb energy through displacement, but it is prone to failure due to component jamming and occupies a large space. The fixed mesh structure has the advantages of durability and stability, but it cannot adjust the mesh density, making it difficult to balance the light transmittance of the lighting with the impact protection effect. Moreover, most collision protection structures rely on tools for disassembly and assembly, making maintenance and cleaning inconvenient. Especially in different scenarios where stronger protection is needed during the day and better light transmittance is needed at night, traditional structures cannot dynamically adapt, resulting in limited overall practicality.

[0003] How to invent an anti-collision structure for electric vehicle headlights to improve these problems has become an urgent issue for those skilled in the art. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides an anti-collision structure for electric vehicle headlights, which aims to improve the problem that traditional fixed mesh protective structures cannot achieve a balance between ensuring the light transmittance of lighting and the impact protection effect, and cannot dynamically adapt to different scenarios where stronger protection is needed during the day and better light transmittance is needed at night, resulting in limited overall practicality.

[0005] This utility model is implemented as follows: an anti-collision structure for an electric vehicle headlight includes two mounting parts, which are detachably mounted on the front panel of the electric vehicle at both ends of the headlight via fasteners. An anti-collision part is provided between the two mounting parts, and the anti-collision part is a mesh structure covering the outside of the headlight. The anti-collision part includes two plug-in plates, which are slidably and detachably connected to the corresponding mounting parts. Three parallel and equidistantly distributed connecting crossbars are fixedly connected between the two plug-in plates. Several adjusting longitudinal rods are slidably connected to the three connecting crossbars, and each adjusting longitudinal rod is provided with a limit structure.

[0006] In a preferred embodiment of this utility model, each of the two mounting parts has an insertion slot on one side of its opposite side. The top of each insertion slot penetrates the top surface of the corresponding mounting part to form an insertion port. Each insertion plate has an insertion strip on one side that corresponds to the insertion slot and is slidably inserted into the insertion slot. Each insertion slot has a quick-release structure at its top.

[0007] In a preferred embodiment of this utility model, each quick-release structure includes a receiving groove, which is opened at the top of the inner wall of the corresponding insertion groove and communicates with the insertion groove. A limiting block is slidably installed in the receiving groove, and one end of an adjusting screw is rotatably connected to one side surface of the limiting block. The adjusting screw is threadedly connected to a threaded hole, which is opened on the inner wall of one side of the receiving groove and communicates with the outside of the receiving groove.

[0008] In a preferred embodiment of this utility model, the bottom surface of the limiting block abuts against the top surface of the plug-in plate strip and is provided with a shock-absorbing rubber pad.

[0009] In a preferred embodiment of this utility model, each of the mounting parts has a plurality of mounting ears integrally provided on one side surface, and each mounting ear and the front panel of the electric vehicle have a corresponding assembly hole.

[0010] In a preferred embodiment of this utility model, each adjusting rod is integrally provided with a sliding sleeve at both ends and the middle. Each sliding sleeve is slidably connected to a corresponding connecting crossbar. An installation cavity is provided inside the rod body between two adjacent sliding sleeves. An abutment rod is slidably installed in each installation cavity. One end of each installation cavity is connected to the inside of the corresponding sliding sleeve. One end of each abutment rod abuts against the outer wall of the corresponding connecting crossbar. A limit spring is fixedly connected between the other end of each abutment rod and the inner wall of one end of the installation cavity. A paddle is provided on one side of the outer wall of each abutment rod. Each paddle extends to the outside of the adjusting rod through an extension groove opened in the inner wall of the corresponding installation cavity.

[0011] In a preferred embodiment of this utility model, each of the abutting rods and the corresponding connecting crossbar abutting end face is provided with an anti-slip rubber pad.

[0012] The beneficial effects of this utility model are as follows: The electric vehicle headlight anti-collision structure obtained by the above design allows for tool-free quick disassembly and assembly through the quick-release sliding plug-in design between the mounting part and the anti-collision part, facilitating later maintenance and headlight cleaning. The limiting mechanism on the adjusting rods allows for independent adjustment of the rod spacing to change the mesh density, thus dynamically balancing protection and light transmission according to different scenarios such as day and night. Simultaneously, the mesh structure can directly block side scrapes and impacts from suspended foreign objects such as protruding branches, making it more durable and stable than a sliding buffer structure, thus improving the practicality and flexibility of electric vehicle headlight protection. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0014] Figure 1 This is a perspective view of the overall connection structure with the electric vehicle provided by the embodiment of this utility model; Figure 2 A three-dimensional schematic diagram of the overall structure provided for the embodiments of this utility model; Figure 3 A schematic perspective view of the overall cross-sectional separation structure provided for an embodiment of this utility model; Figure 4 A perspective view of the overall cross-sectional structure of the adjusting rod provided for an embodiment of this utility model.

[0015] In the diagram: 1-Mounting part; 2-Anti-collision part; 101-Insertion slot; 102-Mounting ear; 103-Receiving slot; 104-Limiting block; 105-Adjusting screw; 201-Insertion plate; 202-Connecting crossbar; 203-Adjusting longitudinal bar; 204-Sliding sleeve; 205-Mounting cavity; 206-Abutting rod; 207-Limiting spring; 208-Pulley. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0017] Please see Figures 1 to 4 This utility model provides a technical solution: an anti-collision structure for an electric vehicle headlight, comprising two mounting parts 1, which are detachably mounted on the front panel of the electric vehicle at both ends of the headlight via fasteners. An anti-collision part 2 is provided between the two mounting parts 1, which has a mesh structure covering the outside of the headlight. The anti-collision part 2 includes two plug-in plates 201, which are slidably and detachably connected to the corresponding mounting part 1. Three parallel and equidistantly distributed connecting crossbars 202 are fixedly connected between the two plug-in plates 201. Several adjusting longitudinal rods 203 are slidably connected to the three connecting crossbars 202, and each adjusting longitudinal rod 203 is provided with a limit structure.

[0018] Two mounting parts 1 are fixed to the left and right ends of the headlights on the front panel of the electric vehicle using fasteners such as bolts and rivets. The anti-collision part 2 is mesh-like and covers the outside of the headlights. Its two plug-in plates 201 are slidably plugged into the plug-in slots 101 of the mounting parts 1 on both sides to achieve a preliminary connection. Three parallel and equidistant connecting crossbars 202 are fixed between the plug-in plates 201 to provide sliding tracks for several adjusting vertical rods 203. The adjusting vertical rods 203 can slide along the connecting crossbars 202 to change the spacing between adjacent vertical rods, thereby adjusting the mesh density. Each vertical rod is fixed in position by its own limiting structure.

[0019] Please see Figures 2 to 4 Each of the two mounting parts 1 has an insertion slot 101 on one side of its opposite side. The top of each insertion slot 101 passes through the top surface of the corresponding mounting part 1 to form an insertion port. Each plug plate 201 has a plug corresponding to the insertion slot 101 on one side and is slidably inserted into the insertion slot 101. Each insertion slot 101 has a quick-release structure at its top.

[0020] The insertion slot 101 of the mounting part 1 is an open-top groove, and a matching insert is provided on one side of the insertion plate 201 of the anti-collision part 2. During installation, the insert slides vertically into the insertion port at the top of the insertion slot 101, achieving initial insertion between the anti-collision part and the mounting part; the quick-release structure at the top of the insertion slot 101 is used to lock the insert: when the insert slides into place, the quick-release structure prevents the insert from sliding upward; during disassembly, operating the quick-release structure retracts the limiting block, allowing the anti-collision part to be pulled upward. Both the insertion slot 101 and the insert are T-shaped cross-section structures to prevent lateral dislodgement.

[0021] Furthermore, each quick-release structure includes a receiving groove 103, which is opened at the top of the inner wall of the corresponding insertion groove 101 and communicates with the insertion groove 101. A limiting block 104 is slidably installed in the receiving groove 103. One end of an adjusting screw 105 is rotatably connected to one side surface of the limiting block 104. The adjusting screw 105 is threadedly connected to a threaded hole, which is opened on the inner wall of one side of the receiving groove 103 and communicates with the outside of the receiving groove 103.

[0022] The quick-release structure's receiving groove 103 communicates with the insertion groove 101, and a limiting block 104 is slidably installed inside. One side of the limiting block is rotatably connected to the adjusting screw 105 via a rotating shaft or bearing, and the adjusting screw is threadedly engaged with the threaded hole on the side wall of the receiving groove. When locked, rotating the adjusting screw causes the screw to push the limiting block towards the insertion groove 101 through threaded transmission until the bottom of the limiting block 104 abuts against the top of the insertion strip of the insertion plate, preventing the insertion strip from sliding out; when unlocked, rotating the adjusting screw 105 in the opposite direction causes the limiting block 104 to retract into the receiving groove, and the insertion strip can be pulled out.

[0023] Furthermore, the bottom surface of the limiting block 104 abuts against the top surface of the plug strip of the plug plate 201 and is provided with a shock-absorbing rubber pad.

[0024] A damping pad, such as a nitrile rubber pad, is attached or embedded at the bottom of the limiting block 104. When the limiting block 104 presses against the insert, the damping pad is compressed, filling the gap between the limiting block 104 and the insert, and absorbing the impact of bumps during vehicle movement.

[0025] Furthermore, each mounting part 1 has a plurality of mounting ears 102 integrally provided on one side surface, and each mounting ear 102 and the front panel of the electric vehicle have a corresponding mounting hole.

[0026] The mounting part 1 has an integrally formed mounting ear 102 on its side, which corresponds to the preset mounting position on the front panel of the electric vehicle. Both are provided with mounting holes. During installation, the mounting part 1 is fixed to the vehicle body by passing bolts through the mounting holes; during disassembly, the anti-collision structure can be removed as a whole by unscrewing the bolts.

[0027] Furthermore, each adjusting rod 203 is integrally provided with a sliding sleeve 204 at both ends and the middle. Each sliding sleeve 204 is slidably connected to the corresponding connecting crossbar 202. An installation cavity 205 is opened inside the rod body between two adjacent sliding sleeves 204. An abutment rod 206 is slidably installed in each installation cavity 205. One end of each installation cavity 205 is connected to the inside of the corresponding side sliding sleeve 204. One end of each abutment rod 206 abuts against the outer wall of the corresponding connecting crossbar 202. The other end of each abutment rod 206 is fixedly connected to the inner wall of one end of the installation cavity 205 with a limit spring 207. A lever 208 is provided on one side of the outer wall of each abutment rod 206. Each lever 208 extends to the outside of the adjusting rod 203 through an extension groove opened in the inner wall of the corresponding installation cavity 205.

[0028] The adjusting rod 203 slides with the connecting crossbar 202 via sliding sleeves 204 at both ends and in the middle. Inside the mounting cavity 205 of the rod, the abutment rod 206, under the elastic force of the limiting spring 207, always abuts against the outer wall of the connecting crossbar 202 at one end, using friction to limit its movement. During adjustment, the paddle 208 extending to the outside of the rod is moved, causing the abutment rod 206 to compress the spring, separating the abutment rod 206 from the connecting crossbar 202, allowing the rod to slide freely. After sliding to the target position, the paddle 208 is released, the spring returns to its original position, and the abutment rod 206 pushes against the connecting crossbar 202 again, completing the locking.

[0029] Furthermore, each abutment rod 206 is provided with an anti-slip rubber pad on the end face of its abutment with the corresponding connecting crossbar 202.

[0030] An anti-slip pad, such as a textured silicone pad, is attached to the end face where the abutment rod 206 abuts against the connecting crossbar 202. When the abutment rod 206 is pressed against the connecting crossbar 202 under the action of the spring, the anti-slip pad increases the friction between the two, enhances the stability of the longitudinal rod after locking, prevents the longitudinal rod from shifting due to vehicle vibration, and at the same time, the elastic cushioning of the pad reduces the rigid wear between the abutment rod 206 and the connecting crossbar 202, extending the durability of the limiting mechanism.

[0031] Working principle: The mounting part 1 is fixed to both ends of the headlights on the front panel of the electric vehicle using mounting ears 102 and fasteners. After the insertion plate 201 of the anti-collision part 2 slides into the insertion slot 101, the adjusting screw 105 of the quick-release structure pushes the limiting block 104 to lock the insert, realizing the initial connection between the anti-collision part 2 and the mounting part 1. When adjusting the mesh density, the paddle 208 on the adjusting rod 203 is moved, causing the abutment rod 206 to compress the limiting spring 207 and disengage from the connecting crossbar 202, and the adjusting rod 203 can be adjusted. Slide along the connecting crossbar 202 to change the spacing. After sliding to the target position, release the lever 208. The limit spring 207 returns to its original position and pushes the abutment rod 206 to press against the connecting crossbar 202 to fix the adjusting rod 203, thereby dynamically adjusting the mesh density of the mesh structure. During the day, the adjusting rod 203 is densified to enhance protection, and at night, the adjusting rod 203 is loosened to enhance light transmission. The mesh structure directly blocks side scrapes and impacts from suspended foreign objects. At the same time, the detachable mounting part 1 and the anti-collision part 2 are designed to facilitate later maintenance and cleaning.

[0032] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A collision avoidance structure for electric vehicle headlights, characterized in that, The device includes two mounting parts, which are detachably mounted on the front panel of the electric vehicle at both ends of the headlight via fasteners. A collision protection part is provided between the two mounting parts. The collision protection part has a mesh structure covering the outside of the headlight. The collision protection part includes two plug-in plates, which are slidably and detachably connected to the corresponding mounting parts. Three parallel and equidistantly distributed connecting crossbars are fixedly connected between the two plug-in plates. Several adjusting longitudinal rods are slidably connected to the three connecting crossbars, and each adjusting longitudinal rod is provided with a limit structure.

2. The electric vehicle headlight anti-collision structure as described in claim 1, characterized in that: Each of the two mounting parts has an insertion slot on one side of its opposite surface. The top of each insertion slot penetrates the top surface of the corresponding mounting part to form an insertion port. Each insertion plate has an insertion strip on one side that corresponds to the insertion slot and is slidably inserted into the insertion slot. Each insertion slot has a quick-release structure at its top.

3. The electric vehicle headlight anti-collision structure as described in claim 2, characterized in that: Each of the quick-release structures includes a receiving groove, which is formed on the top of the inner wall of the corresponding insertion groove and communicates with the insertion groove. A limiting block is slidably installed in the receiving groove. One end of an adjusting screw is rotatably connected to one side surface of the limiting block. The adjusting screw is threadedly connected to a threaded hole, which is formed on the inner wall of one side of the receiving groove and communicates with the outside of the receiving groove.

4. The electric vehicle headlight anti-collision structure as described in claim 3, characterized in that: The bottom surface of the limiting block abuts against the top surface of the plug-in plate strip and is provided with a shock-absorbing rubber pad.

5. The electric vehicle headlight anti-collision structure as described in claim 1, characterized in that: Each of the mounting parts has a plurality of mounting ears integrally provided on one side surface, and each mounting ear and the front panel of the electric vehicle have a corresponding assembly hole.

6. The electric vehicle headlight anti-collision structure as described in claim 1, characterized in that: Each of the adjusting rods has a sliding sleeve integrally provided at both ends and the middle. Each sliding sleeve is slidably connected to the corresponding connecting crossbar. An installation cavity is opened inside the rod body between two adjacent sliding sleeves. An abutment rod is slidably installed in each installation cavity. One end of each installation cavity is connected to the inside of the corresponding sliding sleeve. One end of each abutment rod abuts against the outer wall of the corresponding connecting crossbar. A limit spring is fixedly connected between the other end of each abutment rod and the inner wall of one end of the installation cavity. A lever is provided on one side of the outer wall of each abutment rod. Each lever extends to the outside of the adjusting rod through an extension groove opened in the inner wall of the corresponding installation cavity.

7. The electric vehicle headlight anti-collision structure as described in claim 6, characterized in that: Each of the abutting rods and the corresponding connecting crossbar abutting end face is provided with an anti-slip rubber pad.

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