CN219382342U - Collision protection structure and car - Google Patents
Collision protection structure and car Download PDFInfo
- Publication number
- CN219382342U CN219382342U CN202222575636.1U CN202222575636U CN219382342U CN 219382342 U CN219382342 U CN 219382342U CN 202222575636 U CN202222575636 U CN 202222575636U CN 219382342 U CN219382342 U CN 219382342U
- Authority
- CN
- China
- Prior art keywords
- control screen
- central control
- crash
- main board
- protection structure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Landscapes
- Seats For Vehicles (AREA)
Abstract
The utility model relates to a collision protection structure and an automobile, comprising: a central control screen; a main board arranged on the back side of the central control screen; the passive rotating assembly comprises a rotating shaft, a fixed shaft and a torsion limiter, the fixed shaft is fixedly connected with the main board, the rotating shaft is arranged on the back side of the central control screen, and the rotating shaft is rotatably connected with the fixed shaft through the torsion limiter; when the central control screen is under the action of non-external force, the torsion limiter provides a holding force for positioning the central control screen in the current pose; when the external force applied by the driver and the passengers is larger than the holding force of the torsion limiter, the central control screen can passively rotate to avoid and protect the driver and the passengers. Therefore, the rigid collision can be avoided for drivers and passengers, a good protection effect is achieved, personal injury to the drivers and passengers is prevented, and the safety performance of the automobile is improved.
Description
Technical Field
The utility model relates to the technical field of automobile collision protection, in particular to a collision protection structure and an automobile.
Background
With the continuous improvement of the consumption quality of people, both the traditional fuel-oil type automobile and the emerging new energy automobile, the interior decoration and configuration are also developed in the direction of higher level and more intelligent, for example, the central control screen in the cab is designed to be thinner and larger in size, so that the technological sense and the control experience sense are greatly improved.
However, the larger and larger size of the central control screen brings new problems: because the space in the vehicle is limited, the hollow screen is too large, so that the safety activity space of the driver and the passenger can be compressed, namely, the central control screen is easier to touch the body of the driver and the passenger, for example, when the vehicle collides, the large impact force can cause the driver and the passenger to strike the central control screen, and personal injury is caused to the driver and the passenger. Aiming at the problem, the problem of the safety is solved by adopting a linear motion collapsing scheme on part of vehicles, but when the large-size central control screen is faced, the scheme is easy to cause extrusion fragmentation of the central control screen, secondary injury is caused to drivers and passengers, and great potential safety hazard exists.
Disclosure of Invention
Based on this, it is necessary to provide a collision protection structure and an automobile, and aims to solve the problem that the large-size central control screen is easy to cause personal injury to drivers and passengers when collision occurs in the prior art.
In one aspect, the present application provides a crash protection structure comprising:
a central control screen;
a main board arranged on the back side of the central control screen; and
the passive rotating assembly comprises a rotating shaft, a fixed shaft and a torsion limiter, wherein the fixed shaft is fixedly connected with the main board, the rotating shaft is arranged on the back side of the central control screen, and the rotating shaft is rotationally connected with the fixed shaft through the torsion limiter;
when the central control screen is under the action of non-external force, the torsion limiter provides a holding force for positioning the central control screen in the current pose; when the external force applied by the driver and the passengers is larger than the holding force of the torsion limiter, the central control screen can passively rotate to avoid and protect the driver and the passengers.
The collision protection structure is applied to automobiles, and particularly relates to a mounting structure of a large-size central control screen, namely the central control screen is in rotary connection with a main board through a passive rotating assembly; when the automobile normally runs, the central control screen is not influenced by external force, and the torque holding force provided by torque limitation can keep the rotating shaft and the fixed shaft relatively static, so that the central control screen can stably stay in the current pose state, and the observation and operation of drivers and passengers are facilitated; when the automobile collides, a driver and a passenger can topple towards the direction of the head of the automobile under the action of inertia, and when the driver and the passenger touch and the impact force applied to the central control screen are larger than the holding force of the torsion limiter, the torsion limiter can slip so that the rotating shaft can rotate relative to the fixed shaft, namely, the passive rotation of the central control screen is realized, so that the driver and the passenger can be avoided, the rigid collision is avoided, a good protection effect is achieved for the driver and the passenger, personal injury to the driver and the passenger is prevented, and the safety performance of the automobile is improved.
The technical scheme of the application is further described below:
in one embodiment, the plane of the main board and the plane of the central control screen are perpendicular to each other or are arranged at a preset included angle.
In one embodiment, the fixing shaft is concavely provided with a mounting groove, the rotating shaft is inserted into the mounting groove, and the torsion limiter is connected between the rotating shaft and a groove wall on one side of the mounting groove.
In one embodiment, the number of the torsion limiters is two, one torsion limiter is arranged between the first side of the rotating shaft and the groove wall of the first side of the mounting groove, and the other torsion limiter is arranged between the second side of the rotating shaft and the groove wall of the second side of the mounting groove.
In one embodiment, the passive rotating assemblies are arranged in two groups, and the two groups of passive rotating assemblies are respectively arranged on two opposite sides of the main board and are both connected with the central control screen.
In one embodiment, the connection part of the passive rotating component and the central control screen is close to the middle position of the back side of the central control screen.
In one embodiment, an interference preventing gap is formed between the main board and the central control screen.
In one embodiment, the crash protection structure further comprises a flexible cushion pad disposed in the interference prevention gap, and opposite sides of the flexible cushion pad are respectively in contact with the main board and the center control screen.
In one embodiment, the stationary shaft is provided with a mounting portion by means of which the stationary shaft can be assembled to a vehicle body bracket.
In another aspect, the present application also provides an automobile, which includes:
a vehicle body bracket; and
the collision protection structure is arranged on the vehicle body bracket.
The collision protection structure is applied to automobiles, and particularly relates to a mounting structure of a large-size central control screen, namely the central control screen is in rotary connection with a main board through a passive rotating assembly; when the automobile normally runs, the central control screen is not influenced by external force, and the torque holding force provided by torque limitation can keep the rotating shaft and the fixed shaft relatively static, so that the central control screen can stably stay in the current pose state, and the observation and operation of drivers and passengers are facilitated; when the automobile collides, a driver and a passenger can topple towards the direction of the head of the automobile under the action of inertia, and when the driver and the passenger touch and the impact force applied to the central control screen are larger than the holding force of the torsion limiter, the torsion limiter can slip so that the rotating shaft can rotate relative to the fixed shaft, namely, the passive rotation of the central control screen is realized, so that the driver and the passenger can be avoided, the rigid collision is avoided, a good protection effect is achieved for the driver and the passenger, personal injury to the driver and the passenger is prevented, and the safety performance of the automobile is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model.
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic view of a crash barrier structure of the present application;
fig. 2 is a schematic structural diagram of another view of fig. 1.
Reference numerals illustrate:
100. a collision protection structure; 10. a central control screen; 20. a main board; 30. a passive rotation assembly; 31. a rotating shaft; 32. a fixed shaft; 321. a mounting groove; 322. a mounting part; 33. a torsion limiter; 40. an interference prevention gap; 50. a flexible cushion.
Detailed Description
In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present utility model. The present utility model may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the utility model, whereby the utility model is not limited to the specific embodiments disclosed below.
Referring to fig. 1, a crash protection structure 100 according to an embodiment of the present application is shown, and more particularly, to a mounting structure of a large-sized center control screen 10. The collision protection structure 100 includes: a central control screen 10, a main board 20 and a passive rotating component 30.
The central control screen 10 is specifically an ultrathin large-size display screen, and has information input and interaction capabilities such as touch control and voice control, for example, a display screen installed in the middle of a central control console of many pure electric vehicles on the market at present.
The main board 20 is disposed at the back side of the center control screen 10. And the main board 20 is electrically connected with the central control screen 10 to realize the control of the central control screen 10. Alternatively, the main board 20 and the central control screen 10 may be connected by wired communication or wireless communication, and specifically selected according to actual needs.
The passive rotating assembly 30 includes a rotating shaft 31, a fixed shaft 32 and a torsion limiter 33, the fixed shaft 32 is fixedly connected with the main board 20, the rotating shaft 31 is mounted on the back side of the central control screen 10, and the rotating shaft 31 is rotatably connected with the fixed shaft 32 through the torsion limiter 33. Wherein, when the central control screen 10 is under no external force, the torsion limiter 33 provides a holding force for positioning the central control screen 10 in the current pose; when the center control screen 10 receives an external force applied by the driver and is larger than the holding force of the torsion limiter 33, the center control screen 10 can be passively rotated to protect the driver from avoidance.
In summary, implementing the technical scheme of the embodiment has the following beneficial effects: the crash protection structure 100 of the above-mentioned scheme is applied to an automobile, that is, the center control screen 10 is rotatably connected with the main board 20 through the passive rotating assembly 30; when the automobile normally runs, the central control screen 10 is not influenced by external force, and the torque holding force provided by torque limitation can keep the rotating shaft 31 and the fixed shaft 32 relatively static, so that the central control screen 10 can stably stay in the current pose state, and the observation and operation of drivers and passengers are facilitated; and when the automobile collides, the driver and the passengers can topple towards the direction of the head of the automobile under the action of inertia, and when the driver and the passengers touch and the impact force applied to the central control screen 10 is larger than the holding force of the torsion limiter 33, the torsion limiter 33 can slip so that the rotating shaft 31 can rotate relative to the fixed shaft 32, namely, the passive rotation of the central control screen 10 is realized, so that the driver and the passengers can be avoided from rigid collision, good protection effect is achieved for the driver and the passengers, personal injury to the driver and the passengers is prevented, and the safety performance of the automobile is improved.
In addition, based on the above embodiment, the plane on which the main board 20 is located and the plane on which the central control screen 10 is located are perpendicular to each other or are arranged at a predetermined included angle. The main board 20 and the central control screen 10 are vertically arranged, so that the maximum space is obtained on the back side of the central control screen 10, and the ultrathin structure of the central control screen 10 is ensured. According to the actual use demands of different drivers and passengers, the central control screen 10 can be adjusted to an inclined pose with a preset included angle with the main board 20, so that the observation and reading are convenient, and the display effect of the central control screen 10 is improved.
Preferably, the main board 20 and the central control screen 10 are disposed perpendicular to each other in this embodiment.
In some embodiments, the fixing shaft 32 is concavely formed with a mounting groove 321, the rotation shaft 31 is inserted into the mounting groove 321, and the torsion limiter 33 is connected between the rotation shaft 31 and a side groove wall of the mounting groove 321. Therefore, the combination of the rotating shaft 31 and the fixed shaft 32 is more compact, which is helpful for reducing the overall thickness of the central control screen 10 and the main board 20 after assembly and reducing the occupation of the space in the vehicle. Further, the torque limiter 33 is mounted between the rotating shaft 31 and the groove wall of the mounting groove 321, so that the torque limiter 33 is better connected with the rotating shaft 31 and the fixed shaft 32 at the same time, the contact area is increased, and the connection stability and reliability are further improved.
On the basis of the above embodiment, it is preferable that the number of the torsion limiters 33 is two, one torsion limiter 33 is provided between the first side of the rotation shaft 31 and the first side groove wall of the mounting groove 321, and the other torsion limiter 33 is provided between the second side of the rotation shaft 31 and the second side groove wall of the mounting groove 321. Simultaneously, the two torque limiters 33 are arranged, so that the torque holding force between the rotating shaft 31 and the fixed shaft 32 can be improved, the central control screen 10 with larger size (larger weight) can be positioned and supported, and the application range is improved. In addition, the threshold value of rotation of the central control screen 10 due to external impact force can be improved to a certain extent, and the influence on the use experience caused by the fact that the central control screen 10 rotates excessively easily is avoided.
However, the number of the torque limiter 33 to be provided in actual use is not particularly limited, and may be flexibly selected according to actual needs, for example, three, four or more.
On the basis of any of the above embodiments, the passive rotating assemblies 30 are arranged in two groups, and the two groups of passive rotating assemblies 30 are respectively arranged on two opposite sides of the main board 20 and are both connected with the central control screen 10. The two groups of passive rotating assemblies 30 realize the double-point installation of the central control screen 10, improve the installation strength and the stress uniformity, and effectively perform passive rotation avoidance when receiving impact force in any direction and angle, and realize the protection to drivers and passengers more reliably.
Preferably, the connection part of the passive rotating component 30 and the central control screen 10 is close to the middle position of the back side of the central control screen 10. The center control screen 10 can effectively rotate upward or downward regardless of the impact force applied to the upper or lower portion of the center control screen 10, and the response sensitivity of the passive rotation protection is improved.
Further, in some embodiments, an interference prevention gap 40 is formed between the main board 20 and the center control screen 10. The interference prevention gap 40 can prevent collision interference with the main board 20 when the center control screen 10 passively rotates.
Further to the above embodiment, the crash barrier structure 100 further includes a flexible cushion 50, wherein the flexible cushion 50 is disposed in the interference prevention gap 40, and opposite sides of the flexible cushion 50 are respectively in contact with the main board 20 and the center control screen 10. When the central control screen 10 rotates, the flexible buffer cushion 50 is pressed to shrink, so that interference of the central control screen 10 can be avoided, a certain buffer protection effect is achieved on the central control screen 10, and the screen breakage of the central control screen 10 caused by overlarge impact is reduced, so that drivers and passengers are injured.
Alternatively, the flexible cushion 50 may be any one of foam, rubber pad, etc., and is specifically selected according to actual needs. The number of layers of the flexible cushion 50 is not particularly limited, and may be one layer, two layers, or more, for example.
To facilitate the assembly and securement of the entire crash barrier structure 100 to the vehicle body bracket, the stationary axle 32 is provided with a mounting portion 322 in some embodiments, and the stationary axle 32 can be assembled to the vehicle body bracket via the mounting portion 322. For example, the mounting portion 322 includes at least two mounting holes arranged in a dispersed manner, and after being aligned with the hole sites on the vehicle body bracket, the screw bolts are screwed in to achieve screw fixation; alternatively, the mounting portion 322 may be configured as a clip or a fastener, and may be configured to be coupled to a mating fastener or clip on a vehicle body bracket.
In addition, the present application further provides an automobile, which includes: the vehicle body bracket and the collision protection structure 100 according to any of the embodiments described above, the collision protection structure 100 is mounted on the vehicle body bracket.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the utility model, which are described in detail and are not to be construed as limiting the scope of the utility model. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present utility model, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.
Claims (10)
1. A crash-protection structure, characterized by comprising:
a central control screen;
a main board arranged on the back side of the central control screen; and
the passive rotating assembly comprises a rotating shaft, a fixed shaft and a torsion limiter, wherein the fixed shaft is fixedly connected with the main board, the rotating shaft is arranged on the back side of the central control screen, and the rotating shaft is rotationally connected with the fixed shaft through the torsion limiter;
when the central control screen is under the action of non-external force, the torsion limiter provides a holding force for positioning the central control screen in the current pose; when the external force applied by the driver and the passengers is larger than the holding force of the torsion limiter, the central control screen can passively rotate to avoid and protect the driver and the passengers.
2. The crash-protection structure according to claim 1, wherein the plane of the main board and the plane of the central control screen are perpendicular to each other or are arranged at a predetermined angle.
3. The crash-protection structure according to claim 1, wherein the fixed shaft is concavely formed with a mounting groove, the rotation shaft is inserted into the mounting groove, and the torsion limiter is connected between the rotation shaft and a side groove wall of the mounting groove.
4. A crash barrier as recited in claim 3, wherein there are two said torque limiters, one of said torque limiters being disposed between a first side of said spindle and a first side slot wall of said mounting slot and the other of said torque limiters being disposed between a second side of said spindle and a second side slot wall of said mounting slot.
5. The crash-protection structure according to any one of claims 1 to 4, wherein the passive rotating assemblies are provided in two groups, and the two groups of the passive rotating assemblies are respectively provided on opposite sides of the main board and are both connected to the center control screen.
6. The crash barrier of claim 5 wherein the connection of said passive rotating assembly to said center screen is near a mid-back position of said center screen.
7. The crash-protection structure according to claim 1, wherein an interference-prevention gap is formed between the main board and the center control screen.
8. The crash cushion structure of claim 7 further comprising a flexible cushion disposed in said interference-preventing gap, and wherein opposite sides of said flexible cushion are in contact with said main panel and said center control screen, respectively.
9. The crash-protection structure according to claim 1, wherein the stationary shaft is provided with a mounting portion by which the stationary shaft can be assembled to the vehicle body bracket.
10. An automobile, comprising:
a vehicle body bracket; and
the crash barrier structure of any one of the preceding claims 1 to 9, which is mounted on the vehicle body frame.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222575636.1U CN219382342U (en) | 2022-09-28 | 2022-09-28 | Collision protection structure and car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222575636.1U CN219382342U (en) | 2022-09-28 | 2022-09-28 | Collision protection structure and car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219382342U true CN219382342U (en) | 2023-07-21 |
Family
ID=87164831
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222575636.1U Active CN219382342U (en) | 2022-09-28 | 2022-09-28 | Collision protection structure and car |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219382342U (en) |
-
2022
- 2022-09-28 CN CN202222575636.1U patent/CN219382342U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6834899B2 (en) | Bumper assembly that provides early crash detection | |
| CN219382342U (en) | Collision protection structure and car | |
| KR101969234B1 (en) | Rear safety plate for cargo vehicles | |
| JP3320213B2 (en) | Impact energy absorbing structure in the vehicle interior | |
| CN215322410U (en) | Active early warning energy-absorbing buffering type protection system | |
| CN221250957U (en) | Electric screen structure for automobile seat and automobile seat | |
| CN212950505U (en) | Side air curtain assembly and car | |
| KR102534447B1 (en) | Apparatus for relieving impact on vehicle in tunnel | |
| CN114248696B (en) | Vehicle-mounted display screen and vehicle with same | |
| KR100195995B1 (en) | Rear bumper for commercial vehicle | |
| JPH0872642A (en) | In-cabin impact energy absorbing structure | |
| CN213534625U (en) | Safe and reliable's rear bumper | |
| CN210454605U (en) | Vehicle-mounted generator set | |
| CN215154469U (en) | Retractor shell for automobile safety belt | |
| JPH0345875Y2 (en) | ||
| KR100424745B1 (en) | Structure for absorbing shock of a side-door | |
| CN116446705A (en) | Parking space isolation device for preventing vehicle collision | |
| JP4566508B2 (en) | Two-stage shock absorbing bumper device | |
| KR20030088921A (en) | Door impact beam mounting structure of vehicle | |
| CN114426000A (en) | Active early warning energy-absorbing buffering type protection system | |
| KR0176032B1 (en) | Automotive Side Shock Absorbers | |
| CN116373770A (en) | Automobile with anti-collision wheel | |
| KR20240018949A (en) | Side reinforcement structure of vehicle | |
| KR0139612Y1 (en) | Side impact absorbing apparatus of a car | |
| KR0140207Y1 (en) | Impact absorbing system of vehicle bumper |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |