CN216733986U - Vehicle drilling and collision protection system - Google Patents
Vehicle drilling and collision protection system Download PDFInfo
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- CN216733986U CN216733986U CN202122379366.2U CN202122379366U CN216733986U CN 216733986 U CN216733986 U CN 216733986U CN 202122379366 U CN202122379366 U CN 202122379366U CN 216733986 U CN216733986 U CN 216733986U
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Abstract
The utility model provides a vehicle underrun protection system. The vehicle under-run protection system may include: an under-run detector mounted on the vehicle and outputting an under-run indication signal; a seat moving mechanism that is connected to a seat in a front row of the vehicle and moves the seat rearward in response to the underrun indication signal; and a seat back tilting mechanism that is installed in the seat and tilts a back of the seat forward in response to the underrun indication signal. The vehicle under-run collision protection system can provide timely and effective protection for personnel in a vehicle when an under-run collision accident occurs.
Description
Technical Field
The utility model relates to the field of automobile safety protection, in particular to a vehicle under-run collision protection system for protecting personnel in an automobile in case of under-run collision accidents.
Background
Typically, the chassis of large vehicles such as trucks, vans, buses, etc. is high, while the chassis of small vehicles such as cars, etc. is low. When a small vehicle rear-ends a large vehicle from behind, the small vehicle may dig into and collide with the rear of the large vehicle, i.e., a dig-in accident occurs. In such an underride accident, if the rear fender of the large vehicle is missing or insufficient in strength, the engine compartment of the small vehicle, and even most of the vehicle body, may dig into the bottom of the large vehicle and collide, causing injury to the personnel in the small vehicle. In most cases, persons in small vehicles, especially persons sitting in the front seats of the vehicle, will be subjected to a safety threat, e.g. via the front windscreen, of hard objects intruding into the passenger compartment from the outside, e.g. causing injuries to the persons in the vehicle due to hard contact of the latter with the externally intruding hard objects. The external intrusion hard object is likely to be a hood of a small vehicle, which may be deformed or displaced due to a collision with a rear portion of a large vehicle in front and intrude into a passenger compartment of the small vehicle. Further, the external intruding hard object may be a rear portion of a large vehicle, a front windshield of the target vehicle itself, or the like.
The existing vehicle rear-end collision or underride collision protection technology can not provide timely and sufficient protection for personnel in small vehicles when underride collision accidents happen.
SUMMERY OF THE UTILITY MODEL
This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
The utility model provides a vehicle underrun protection system which can provide timely and effective protection for personnel in a vehicle when underrun accidents occur. In the present invention, the vehicle under-run protection system may be implemented in any target vehicle that may be threatened by an under-run accident, such as small vehicles and any other type of vehicle. Further, the vehicle under-run protection system is not limited to providing protection in the event of an under-run accident of the subject vehicle with a large vehicle in front, but may also provide protection in the event of an under-run accident of the subject vehicle with any other front colliding object (e.g., a building, etc.).
Vehicle under-run protection systems according to embodiments of the present disclosure may effectively incorporate active safety mechanisms into passive safety mechanisms. In one aspect, an active safety mechanism may be utilized to detect whether an underrun accident will occur. For example, an underrun detector in a vehicle underrun protection system may collect a variety of sensor signals and determine whether an underrun accident will occur. When it is determined that an underrun event is unavoidable, the underrun detector may generate an underrun indication signal indicating an impending underrun event. In another aspect, the underrun indication signal output by the active safety mechanism may be further used to trigger the passive safety mechanism proposed by the embodiments of the present disclosure to provide timely and effective protection for the vehicle occupants. The passive security mechanism may include at least one or more of the following.
In one aspect, the passive safety mechanism may include moving a front seat of the subject vehicle rearward. For example, the front seat may be moved rearward by a seat moving mechanism in the vehicle under-run protection system. In this context, the backward movement may be directed in a direction opposite to the traveling direction of the target vehicle or in a direction of the rear of the target vehicle. By moving the front seat rearward, the person seated in the seat also moves rearward together with the seat, and the effect of avoiding intrusion of hard objects to the outside rearward can be achieved.
In one aspect, the passive safety mechanism may include not only moving the front seat of the subject vehicle rearward, but also simultaneously moving the front seat downward, i.e., effecting movement of the front seat downward rearward. For example, the front seat may be moved rearward and downward by a seat moving mechanism in the under-ride protection system. In this context, the downward-rearward movement may be directed in a direction opposite to the direction of travel of the target vehicle or in a direction toward the rear of the target vehicle, and at the same time, also in a direction toward the chassis of the target vehicle. By moving the front seat downward rearward, the person seated in the seat will also move downward rearward along with the seat, so that the effect of avoiding the intrusion of external hard objects rearward and downward can be achieved.
In one aspect, the passive safety mechanism may include tipping a backrest of a front seat of the subject vehicle forward. For example, the backrest of the front seat may be tilted forward by a seat back tilting mechanism in the vehicle under-run protection system. In this context, the forward tilting may be directed in the direction of travel of the target vehicle or in the direction of the front of the target vehicle. By tilting the backrest of the front seat forward, the upper body of the person sitting in the seat will also tilt forward with the backrest, whereby the person will assume, for example, a forwardly bent posture and the already tilted backrest will act as a hood above the person. Thus, it is possible to achieve effects such as avoiding an external intrusion of a hard object downward and protecting a person with the seat back. For example, an external intruding hard object may pass over an already tipped seat back, or even if the external intruding hard object collides against the already tipped seat back, the seat back may effectively protect a person below. It will be appreciated that when an underride accident occurs, the impact will cause the force direction of the person in the subject vehicle to be forward or in the direction of travel of the vehicle, so tilting the backrest of the front seat forward will be more compliant with the direction of the impact force than tilting the backrest of the front seat rearward, easier to implement, less likely to cause injury by dragging the occupant rearward, less likely to be concerned about whether the rear seat has a person, etc.
It should be understood that by combining the above mechanism of moving the front seat rearward or rearward and downward with the mechanism of tilting the front seat back forward, it is possible to achieve better effects of avoiding intrusion of hard objects from the outside, protecting people with the seat back, and the like.
In one aspect, the passive safety mechanism may include bracing a hood of the target vehicle. For example, the hood may be supported by a hood support mechanism in the vehicle underrun protection system. In this context, the engine cover may refer to a cover of an engine compartment of a vehicle. In an underride accident, the supported hood will first collide with a forward collision object (e.g., the rear of a large vehicle, a building, etc.), and will fold over rearward to cover the front windshield of the target vehicle as the target vehicle advances or the collision force acts. A hood covering the front windscreen will form an effective protection for the passenger compartment of the target vehicle. For example, the hood itself, which covers the windshield, will not intrude into the passenger compartment due to the obstruction of the windshield and the surrounding vehicle body. For example, the hood may block the ingress of other external hard objects into the passenger compartment via the front windscreen.
It should be understood that the above mechanism of supporting the hood, the mechanism of moving the front seat rearward or rearward and downward, the mechanism of tilting the back of the front seat forward, and the like may be combined in any manner to achieve a better effect of protecting the person in the subject vehicle.
Embodiments of the present disclosure provide a vehicle under-run protection system, which may include: an under-run detector mounted on the vehicle and outputting an under-run indication signal; a seat moving mechanism that is connected to a seat in a front row of the vehicle and moves the seat rearward in response to the underrun indication signal; and a seat back tilting mechanism that is installed in the seat and tilts a back of the seat forward in response to the underrun indication signal. The vehicle under-run protection system may further include: a hood support mechanism that is connected between a body of the vehicle and a hood and supports the hood in response to the under-run indication signal.
It should be understood that one or more of the above aspects includes the features specifically pointed out in the following detailed description and claims. The following description and the annexed drawings set forth in detail certain illustrative features of the one or more aspects. These features are indicative of but a few of the various ways in which the principles of various aspects may be employed and the present disclosure is intended to include all such aspects and their equivalents.
Drawings
The disclosed aspects will hereinafter be described in conjunction with the appended drawings, which are provided to illustrate, but not to limit, the disclosed aspects.
FIG. 1 illustrates an exemplary vehicle under-run protection system, according to an embodiment.
Fig. 2 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment.
Fig. 3 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment.
Fig. 4 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment.
Fig. 5 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment.
FIG. 6 illustrates an exemplary hood support mechanism according to an embodiment.
FIG. 7 illustrates an exemplary hood support mechanism according to an embodiment.
Detailed Description
The present disclosure will now be discussed with reference to various exemplary embodiments. It is to be understood that the discussion of these embodiments is merely intended to enable those skilled in the art to better understand and thereby practice the embodiments of the present disclosure, and does not teach any limitation as to the scope of the present disclosure.
FIG. 1 illustrates an exemplary vehicle under-run protection system, according to an embodiment. The vehicle underrun protection system may be implemented in any target vehicle that may be threatened by an underrun accident.
The vehicle underrun protection system may include an underrun detector 10. The underrun detector 10 may be used as part of an active safety mechanism to determine whether an underrun event will occur. The under-run detector 10 may be mounted on the target vehicle, and may output an under-run indication signal. In one implementation, the under-run detector 10 may include one or more sensors for collecting various sensing signals related to determining whether an under-run accident will occur, such as radar detectors, infrared sensors, cameras, and the like. The underrun detector 10 may further include a processing unit that may determine whether an underrun accident will occur based on the collected sensing signals, and may generate and output an underrun indication signal indicating that an underrun accident is imminent when it is determined that the underrun accident is unavoidable. It should be understood that embodiments of the present disclosure may employ any known and potential under-run detector in the art for obtaining an under-run indication signal. Vehicle underrun protection systems according to embodiments of the present disclosure are not limited to any particular underrun detector or any particular technique for determining whether an underrun accident will occur and generating an underrun indication signal.
The vehicle under-run protection system may include a passive safety mechanism that may provide timely and effective protection for personnel in the target vehicle in response to an under-run indication signal output by an active safety mechanism (e.g., under-run detector 10). For example, the passive safety mechanism may include any one or more of the seat moving mechanism 20, the seat back dumping mechanism 30, the hood support mechanism 40, and the like.
The seat moving mechanism 20 is connected to the front seat of the subject vehicle. In one implementation, the seat movement mechanism 20 may move the seat rearward in response to the underrun indication signal. In further implementations, the seat movement mechanism 20 may move the seat rearward and downward in response to the underrun indication signal. Although various exemplary seat movement mechanisms 20 are described below in connection with fig. 2-5, it should be understood that embodiments of the present disclosure are intended to encompass seat movement mechanisms 20 having any configuration that can be used to move a seat rearward and/or downward.
The seat back reclining mechanism 30 may be installed in a seat in the front row of the subject vehicle. The seatback dumping mechanism 30 may dump the seatback of the seat forward in response to the underrun instruction signal. Although various exemplary seat back recline mechanisms 30 are described below in connection with fig. 2-5, it should be understood that embodiments of the present disclosure are intended to encompass seat back recline mechanisms 30 having any configuration that can be used to recline the back of a seat forward.
The hood support mechanism 40 may be connected between the body of the target vehicle and the hood. The hood support mechanism 40 can support the hood in response to the under-run indication signal. For example, in response to the underrun indication signal, the hood support mechanism 40 may immediately raise the front portion of the hood by a predetermined angle, e.g., by at least 90 degrees. In the case where the front portion of the hood is supported at a predetermined angle (e.g., 90 degrees or more), the supported hood will contact a front collision (e.g., the rear of a large vehicle) earlier than the passenger compartment of the subject vehicle when a collision occurs. Further, in the case where the front portion of the hood is supported at an angle of 90 degrees or more, when the hood comes into contact with a front impact, the hood will be subjected to a rearward or rearward-downward force exerted by the front impact, resulting in that the hood can continue to be folded rearward to cover the front windshield of the subject vehicle. While various exemplary hood support mechanisms 40 are described below in connection with fig. 6-7, it should be understood that embodiments of the present disclosure are intended to encompass hood support mechanisms 40 having any configuration that can be used to support a hood.
Fig. 2 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment. It is assumed that the seat in fig. 2 is a front seat in the subject vehicle, such as a driver seat or a front passenger seat, and includes, for example, a seat cushion 50 and a backrest 60. View 200A shows the position and attitude of the seat prior to receiving the underrun indication signal (e.g., prior to determining that an underrun event is about to occur). View 200B shows the position and attitude of the seat after triggering the seat movement mechanism and the seat back recline mechanism in response to the underride indication signal.
The seat movement mechanism may include a rail 22, a slider 24, a propulsion unit 26, and the like.
The guide rail 22 may be fixed to the body of the target vehicle, for example, to the bottom of the passenger compartment of the target vehicle. The rails 22 may extend rearward of the seat. For example, the guide rail 22 may be placed in a horizontal direction.
The slider 24 may be attached to the bottom of a seat, for example, the bottom of the seat cushion 50. The slider 24 is slidable along the guide rail 22, for example, rearward along the guide rail 22. Thus, the seat fixed to the slider 24 will be able to move together with the sliding of the slider 24.
The propulsion unit 26 is capable of generating a thrust that pushes the slider 24 rearward along the guide rail 22. For example, propulsion unit 26 may generate a thrust force that pushes slide 24 in response to the underrun indication signal. Although propulsion unit 26 is illustratively shown in fig. 2 as a spring, it should be understood that propulsion unit 26 may be implemented based on various technologies, such as springs, explosive materials, cylinders, motors, and the like. Embodiments of the present disclosure are not limited to any particular type of propulsion unit, but are intended to encompass any propulsion unit capable of generating a thrust that pushes the sled 24 rearward along the rail 22. The propulsion unit 26 may be disposed at various locations that facilitate generation of a thrust force that pushes the slider 24 rearward along the guide rail 22, for example, inside the guide rail 22, outside the guide rail 22, or the like.
Optionally, the seat movement mechanism may also include a slide block stop pin 28 disposed at the distal end of the rail 22. When the slider 24 slides backward along the guide rail 22 due to the thrust generated by the propulsion unit 26, the slider stopper pin 28 may stop the slider 24 at the position of the slider stopper pin 28 to prevent the slider 24 from continuing to slide backward and separating from the guide rail 22.
Further, although not shown, the seat moving mechanism may further include a slider lock unit. The slider lock unit may lock the slider 24 at the normal position before receiving the underrun instruction signal, so that the slider 24 and the seat fixed to the slider 24 may be held at the position of, for example, the view 200A without sliding backward. Upon receiving the underrun instruction signal, the slider lock unit may release the lock of the slider 24, so that the slider 24 may slide rearward along the guide rail 22 when receiving the thrust force from the propulsion unit 26.
The seat back recline mechanism may include a seat back shaft 32, a torsion mechanism 34, and the like.
A seat back shaft 32 may be provided between the seat cushion 50 and the back rest 60 for articulation between the seat cushion 50 and the back rest 60. For example, the seat back shaft 32 may be a hinge shaft between the seat cushion 50 and the back rest 60.
The torsion mechanism 34 may be disposed between the seat cushion 50 and the backrest 60. The torsion mechanism 34 can turn the backrest 60 forward about the seat back shaft 32. For example, the torsion mechanism 34 may be sleeved outside the seat back shaft 32. Both ends 342 and 344 of the torsion mechanism 34 may be secured to the seat cushion 50 and the back rest 60, respectively. In one implementation, the torsion mechanism 34 may include a torsion spring for effecting a forward torsion of the backrest 60 about the seat back axis 32. A torsion spring may be disposed around the seat back shaft 32, and one end 342 of the torsion spring may be fixed to the seat cushion 50 and the other end 344 of the torsion spring may be fixed to the back 60. Although not shown, the torsion mechanism 34 may also include a locking unit. Before receiving the underrun instruction signal, the locking unit may lock the torsion spring in a twisted state, for example, the state of the torsion spring shown in fig. 200A, so that the backrest 60 and the seat cushion 50 will be maintained in the posture shown in fig. 200A. Upon receiving the underrun instruction signal, the locking unit may release the torsion spring so that the torsion spring is restored to a return state, for example, the state of the torsion spring shown in fig. 200B, in which the torsion spring will generate a torsion force that twists the backrest 60 forward, and thus, the backrest 60 and the seat cushion 50 will be changed to the posture shown in fig. 200B. It should be understood that although the torsion mechanism 34 employs a torsion spring to twist the backrest 60 forward in the above description, embodiments of the present disclosure are intended to encompass any other type of torsion mechanism capable of twisting the backrest 60 forward. Furthermore, it should be understood that the twisting mechanism 34 may optionally further comprise a stop unit. The stopper unit may be configured to: in the process that the torsion mechanism 34 twists the backrest 60 forward, the stopper unit can limit the maximum twisting angle of the torsion mechanism 34 at the predetermined angle, so that the forward tilting of the backrest 60 is also limited at the predetermined angle, and thus it is possible to avoid the backrest 60 from being tilted forward by an excessively large angle to press or injure the body of a person.
As shown in fig. 2, in response to the underrun indication signal outputted from the underrun detector, the seat moving mechanism and the seat back dumping mechanism will be triggered, and thereby the position and posture of the seat will change from view 200A to view 200B. In view 200B, the overall position of the seat will move rearward as the slider 24 slides rearward and the back 60 will tilt forward due to the twisting of the twist mechanism 34. Accordingly, the person in the seat will move rearward as a whole with the seat, and the upper body of the person will topple forward with the backrest 60.
It should be understood that all the details of the structure of the seat moving mechanism and the seat back dumping mechanism shown in fig. 2 are exemplary. The structures of the seat moving mechanism and the seat back dumping mechanism can be changed in any mode according to specific application scenes and requirements. Although the seat moving mechanism is shown in fig. 2 to include a single rail, a single slider, and a single propulsion unit, the seat moving mechanism may be provided to include two or more rails, two or more sliders, and two or more propulsion units. For example, one set of rails, sliders and propulsion units may be provided in the lower left portion of the seat, while another set of rails, sliders and propulsion units may be provided in the lower right portion of the seat. For example, in the case where a pair of parallel guide rails is provided, a single slider that straddles both guide rails and a single pushing unit for pushing the slider may be provided. Although the seatback dump mechanism is shown in fig. 2 as comprising a single torsion mechanism journaled on the seatback shaft, the seatback dump mechanism may be configured to comprise two or more torsion mechanisms journaled on the seatback shaft.
Fig. 3 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment. The embodiment of fig. 3 is a modification of the embodiment of fig. 2. View 300A shows the position and attitude of the seat prior to receiving the underrun indication signal. View 300B shows the position and attitude of the seat after triggering the seat movement mechanism and the seat back recline mechanism in response to the underride indication signal. The seat moving mechanism in fig. 3 is the same as the seat moving mechanism in fig. 2, but the seatback dumping mechanism in fig. 3 is modified from the seatback dumping mechanism in fig. 2.
As shown in fig. 3, the seat back reclining mechanism may include a second seat back shaft 36, a second torsion mechanism 38, and the like, in addition to the seat back shaft 32, the torsion mechanism 34, and the like.
A second seat back shaft 36 may be provided between the first back portion 602 and the second back portion 604 of the back for articulation between the first back portion 602 and the second back portion 604. For example, second seat back axis 36 may be an articulated axis between first back portion 602 and second back portion 604. First backrest portion 602 may be positioned above second backrest portion 604. The second seat back axis 36 may be parallel to the seat back axis 32.
As shown in view 300B of fig. 3, the first backrest portion 602 will tilt further forward due to the twisting of the second twisting mechanism 38 while the backrest tilts forward due to the twisting of the twisting mechanism 34. Thus, the embodiment of fig. 3 may enable the upper body, in particular the chest and the head, of a person in the seat to be tipped forward at a greater angle than the embodiment of fig. 2, whereby a better protection may be obtained.
It should be understood that all details of the structure of the second seat back shaft and the second torsion mechanism of the seat back recline mechanism shown in fig. 3 are exemplary. The structure of the seat back dumping mechanism can be changed in any mode according to specific application scenes and requirements. For example, two or more second torsion mechanisms may be coupled to the second seat back shaft. For example, the position of the second seat back shaft in the back may be set higher or lower. For example, two or more sets of second seat back shafts and corresponding second torsion mechanisms may be provided in the back, and accordingly, the seat back may include three or more back portions.
Further, the structures of the seat moving mechanism and the seatback tilting mechanism in fig. 3 may also be modified in any other manner similarly to the description above in conjunction with fig. 2.
Fig. 4 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment. The embodiment of fig. 4 is a variation on the embodiment of fig. 2. View 400A shows the position and attitude of the seat prior to receiving the underrun indication signal. View 400B shows the position and attitude of the seat after triggering the seat movement mechanism and the seat back recline mechanism in response to the underride indication signal. The seat back reclining mechanism in fig. 4 is the same as that in fig. 2, but the seat moving mechanism in fig. 4 is a modification of the seat moving mechanism in fig. 2.
The seat moving mechanism in fig. 4 can move the seat not only backward but also downward in response to the underrun instruction signal. That is, the seat moving mechanism in fig. 4 can move the seat rearward and downward in response to the underrun instruction signal. Accordingly, the rail 22 may extend rearwardly and downwardly of the seat. For example, the guide rail 22 may be placed toward the rear lower side of the subject vehicle. The slider 24 is slidable along the guide rail 22, for example, rearward and downward along the guide rail 22. The pushing unit 26 can generate a pushing force that pushes the slider 24 rearward and downward along the guide rail 22. For example, propulsion unit 26 may generate a thrust force that pushes slide 24 in response to the underrun indication signal.
In view 400B, the overall position of the seat will move rearwardly and downwardly as the slider 24 slides rearwardly and downwardly. Accordingly, the person in the seat will move rearward and downward as a whole with the seat. Compared with the embodiment of fig. 2 in which the seat is moved only rearward to avoid the hard object intruding from the outside, the embodiment of fig. 4 can enable the person in the seat to move not only rearward but also to a lower position, thereby achieving better protection, for example, both rearward and downward to avoid the hard object intruding from the outside.
Further, the structures of the seat moving mechanism and the seat back reclining mechanism in fig. 4 may also be modified in any other manner similarly to the description above in conjunction with fig. 2 and 3.
Further, although the seat moving mechanism in fig. 4 may implement the seat moving rearward and downward at the same time using a rail extending rearward and downward of the seat, embodiments of the present disclosure may also implement the seat moving mechanism using two independent mechanisms to implement the seat moving rearward and downward, respectively. For example, the first mechanism may effect movement of the seat rearward using a rail extending rearward of the seat in response to the underrun indication signal (as shown in fig. 2 and 3). The second mechanism may move the seat downward in response to the underrun instruction signal, and the second mechanism may be any mechanism capable of moving the seat downward. For example, the second mechanism may employ a vertically-oriented rail extending downward of the seat so that the seat can move downward along the rail. For example, the second mechanism may employ a high pressure gas support so that the seat may move downward when the high pressure gas is released. Thus, the seat can be moved simultaneously rearward and downward by the combination of the first mechanism and the second mechanism.
Fig. 5 illustrates an example seat movement mechanism and seat back recline mechanism, according to an embodiment. The embodiment of fig. 5 is a variation on the embodiment of fig. 3. View 500A shows the position and attitude of the seat prior to receiving the underrun indication signal. View 500B shows the position and attitude of the seat after triggering the seat movement mechanism and the seat back recline mechanism in response to the underride indication signal. The seat back reclining mechanism in fig. 5 is the same as that in fig. 3, but the seat moving mechanism in fig. 5 is a modification of the seat moving mechanism in fig. 3. For example, the seat moving mechanism in fig. 5 may be the same as the seat moving mechanism in fig. 4 so as to move the seat rearward and downward in response to the underrun indication signal. Further, the structures of the seat moving mechanism and the seat back reclining mechanism in fig. 5 may also be modified in any other manner similarly to the description above in conjunction with fig. 2 to 4.
It should be understood that the structures of the seat moving mechanism and the seat back tilting mechanism described above in conjunction with fig. 2 to 5 are both exemplary, and embodiments of the present disclosure are intended to encompass any structure of the seat moving mechanism capable of moving the front seat rearward or rearward and downward, any structure of the seat back tilting mechanism capable of tilting the front seat back forward, and any combination thereof.
FIG. 6 illustrates an exemplary hood support mechanism according to an embodiment. View 600A shows the state of the hood 70 and hood support mechanism prior to receiving an under-run indication signal (e.g., prior to determining that an under-run event is about to occur). View 600B shows the state of the hood 70 and the hood support mechanism after the hood support mechanism is triggered in response to the under-run indication signal. View 600C shows the state of the hood 70 at the time of a collision with the front collision object 90.
The end of the hood 70 near the passenger compartment is connected to the vehicle body through a hinge fulcrum 80 so that the hood 70 can rotate about the hinge fulcrum 80.
The hood support mechanism may include, for example, a link 42, a support rod 44, a slider 46, a propulsion unit 48, and the like.
One end of the link 42 may be connected to the hood 70, for example, to a predetermined portion of the hood 70 so as to transmit the supporting force to the hood 70 and support the hood 70. The other end of the link 42 may be connected to the support rod 44 to obtain a supporting force for supporting the hood 70.
One end of the support rod 44 may be connected to the link 42 so as to transmit a supporting force for supporting the hood 70 to the link 42. The other end of the support rod 44 may be attached to the vehicle body, for example, to a predetermined portion of the engine compartment and held in a fixed position. Illustratively, the other end of the support bar 44 may be attached to an inner wall of the engine compartment, for example, an inner wall of a fender panel or the like. It should be understood that the other end of the support bar 44 may be connected to the vehicle body by various means such as a hinge.
The slider 46 may be attached to a predetermined position on the support bar 44 and may be capable of sliding in a direction to support the hood 70. Illustratively, the slider 46 may be connected to the support bar 44 by a slider strut 462.
The propulsion unit 48 is capable of generating a thrust force that pushes the slider 46 in a direction to prop up the hood 70. For example, the pushing unit 48 may generate a pushing force that pushes the slider 46 in response to the underrun indication signal. Optionally, the hood support mechanism may further include a cavity 49 that houses the slider 46, the propulsion unit 48, and the like. The slider 46 can slide along the cavity 49 under the thrust generated by the thrust unit 48. Although the propulsion unit 48 is illustratively shown in fig. 6 as a spring, it should be understood that the propulsion unit 48 may be implemented based on various technologies, such as springs, explosive materials, cylinders, motors, and the like. Embodiments of the present disclosure are not limited to any particular type of propulsion unit, but are intended to encompass any propulsion unit capable of generating a thrust that pushes the sliders 46 in a direction that supports the hood 70.
It should be understood that the size and position of the link 42, the support bar 44, the slider 46, the pushing unit 48, etc. and the connection point position and angle of these components with respect to each other in the hood support mechanism shown in fig. 6 are exemplary, and any arrangement of these components so as to be able to support the hood 70 at a predetermined angle is intended to be covered by the embodiments of the present disclosure. For example, in order to ensure that the raised hood will contact the front impact object earlier than the passenger compartment of the target vehicle when a collision occurs and can be folded back to cover the front windshield of the target vehicle under the force exerted by the front impact object, the predetermined angle at which the front portion of the hood 70 is raised may be 90 degrees or more.
As shown in fig. 6, in response to the under-run indication signal outputted from the under-run detector, the hood support mechanism will be triggered, and thus the state of the hood 70 will change from view 600A to view 600B. In view 600B, the hood 70 is supported by the hood support mechanism. In view 600C, during an underride collision, the supported hood 70 contacts and collides with the front collision object 90, and is further folded back about the hinge fulcrum 80 to cover the front windshield of the subject vehicle. This makes it possible to prevent the hood 70 from entering the passenger compartment, and also to block the front collision object 90 from entering the passenger compartment by the hood 70 itself.
It should be understood that all the details of the structure of the hood support mechanism shown in fig. 6 are exemplary. The structure of the engine hood support mechanism can be changed in any way according to specific application scenarios and requirements. Although the hood support mechanism is shown in fig. 6 to include a single link, a single support rod, a single slider, a single propulsion unit, and the like, the hood support mechanism may be provided to include two or more links, two or more support rods, and two or more propulsion units. For example, one set of links, support rods, sliders and propulsion units may be provided on the left side of the engine compartment, while another set of links, support rods, sliders and propulsion units may be provided on the right side of the engine compartment. Further, for example, the link 42 in fig. 6 may represent a combination of two or more links, and the support bar 44 may represent a combination of two or more support bars.
FIG. 7 illustrates an exemplary hood support mechanism according to an embodiment. The embodiment of fig. 7 is a variation on the embodiment of fig. 6. View 700A shows the state of the hood 70 and hood support mechanism prior to receiving the under bump indication signal. View 700B shows the state of the hood 70 and hood support mechanism after the hood support mechanism is triggered in response to the under-run indication signal. View 700C shows the state of the hood 70 at the time of a collision with the front collision object 90.
Compared to the hood support mechanism of fig. 6, the hood support mechanism of fig. 7 omits a link and a support rod. In fig. 7, the slider 46 may be attached to the hood 70 and may be slidable in a direction to support the hood 70. Illustratively, the slider 46 may be coupled to the hood 70 by a slider strut 462. Thus, the slider 46 can directly support the hood 70 under the thrust generated by the propulsion unit 48.
Further, the structure of the hood support mechanism in fig. 7 may also be modified in any other manner similarly to the description above in conjunction with fig. 6.
It should be appreciated that the structure of the hood support mechanism described above in connection with fig. 6 and 7 is exemplary and that embodiments of the present disclosure are intended to cover any structure of hood support mechanism capable of supporting a hood.
Embodiments of the present disclosure provide a vehicle under-run protection system, which may include: an under-run detector mounted on the vehicle and outputting an under-run indication signal; a seat moving mechanism that is connected to a seat in a front row of the vehicle and moves the seat rearward in response to the underrun indication signal; and a seat back tilting mechanism that is installed in the seat and tilts a back of the seat forward in response to the underrun indication signal.
In one implementation, the seat movement mechanism may include: a rail fixed to a vehicle body of the vehicle and extending rearward of the seat; a slider connected to a bottom of the seat and slidable along the rail; and a pushing unit capable of generating a pushing force pushing the slider rearward along the guide rail.
In one implementation, the seat moving mechanism also moves the seat downward in response to the underrun indication signal. The seat moving mechanism may include: a rail fixed to a vehicle body of the vehicle and extending rearward and downward of the seat; a slider connected to a bottom of the seat and slidable along the rail; and a pushing unit capable of generating a pushing force that pushes the slider backward and downward along the guide rail.
In one implementation, the seat back recline mechanism may include: a first seat back shaft disposed between a seat cushion and a back of the seat for articulation therebetween; and a first torsion mechanism that is provided between the seat cushion and the seatback and is capable of twisting the seatback forward about the first seat back shaft.
The first torsion mechanism may include: a torsion spring disposed to surround the first seat back shaft, and having one end fixed to the seat cushion and the other end fixed to the back; and a locking unit configured to lock the torsion spring in a twisted state before receiving the under-run instruction signal, and release the torsion spring after receiving the under-run instruction signal, so that the torsion spring is restored to a home state and generates a torsion force twisting the backrest forward.
The seat back dumping mechanism may further include: a second seat back axis disposed between a first back portion and a second back portion of the back for articulation therebetween, the first back portion being located above the second back portion and the second seat back axis being parallel to the first seat back axis; and a second torsion mechanism provided between the first backrest portion and the second backrest portion and capable of twisting the first backrest portion forward around the second seat backrest axis.
The second torsion mechanism may include: a torsion spring disposed around the second seat back shaft with one end of the torsion spring fixed to the first back portion and the other end of the torsion spring fixed to the second back portion; and a locking unit configured to lock the torsion spring in a twisted state before receiving the underrun instruction signal, and release the torsion spring after receiving the underrun instruction signal, so that the torsion spring is restored to a return state and generates a torsion force twisting the first backrest portion forward.
In one implementation, the vehicle under-run protection system may further include: a hood support mechanism that is connected between a body of the vehicle and a hood and supports the hood in response to the under-run indication signal.
The hood support mechanism may support a front portion of the hood at an angle of at least 90 degrees.
The hood support mechanism may include: a slider that is connected to the hood and is slidable in a direction to support the hood; and a propulsion unit capable of generating a thrust force that pushes the slider in a direction to prop up the hood.
The hood support mechanism may include a link, a support rod, a slider, and a propulsion unit. One end of the link is connected to the engine cover, and the other end of the link is connected to the support rod. One end of the support rod is connected to the connecting rod, and the other end of the support rod is connected to the vehicle body. The slider is attached to a predetermined position on the support rod and is slidable in a direction to support the hood. The propulsion unit is capable of generating a thrust force that pushes the slider in a direction that props up the hood.
The other end of the support rod may be connected to an inner wall of an engine compartment of the vehicle body.
In one implementation, the propulsion unit may include at least one of a spring, a squib material, a cylinder, and a motor.
Further, the vehicle under-run protection system may include any manner of modification, variation, and combination of the structure of the various components described above.
The above description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents to the elements of the various aspects described herein that are known or later come to be known to those of ordinary skill in the art are intended to be encompassed by the claims.
Claims (14)
1. A vehicle underrun protection system, comprising:
an under-run detector mounted on the vehicle and outputting an under-run indication signal;
a seat moving mechanism that is connected to a seat in a front row of the vehicle and moves the seat rearward in response to the underrun indication signal; and
a seat back tilting mechanism mounted in the seat and tilting a back of the seat forward in response to the underrun indication signal.
2. The vehicle underrun protection system of claim 1, wherein the seat movement mechanism comprises:
a rail fixed to a vehicle body of the vehicle and extending rearward of the seat;
a slider connected to a bottom of the seat and slidable along the rail; and
and a pushing unit capable of generating a pushing force pushing the slider rearward along the guide rail.
3. The vehicle underrun protection system of claim 1,
the seat moving mechanism also moves the seat downward in response to the underrun indication signal.
4. The vehicle underrun protection system of claim 3, wherein the seat movement mechanism comprises:
a rail fixed to a vehicle body of the vehicle and extending rearward and downward of the seat;
a slider connected to a bottom of the seat and slidable along the rail; and
a pushing unit capable of generating a pushing force that pushes the slider backward and downward along the guide rail.
5. The vehicle underrun protection system of claim 1, wherein the seat back dump mechanism comprises:
a first seat back shaft disposed between a seat cushion and a back of the seat for articulation therebetween; and
a first torsion mechanism that is provided between the seat cushion and the seatback and is capable of twisting the seatback forward about the first seatback shaft.
6. The vehicle underrun protection system of claim 5, wherein the first torsion mechanism comprises:
a torsion spring disposed to surround the first seat back shaft, and having one end fixed to the seat cushion and the other end fixed to the back; and
a locking unit configured to: locking the torsion spring in a torsion state before receiving the underrun indication signal; and after receiving the underrun indication signal, releasing the torsion spring so that the torsion spring is restored to a return state and generates a torsion force that twists the backrest forward.
7. The vehicle underrun protection system of claim 5, wherein the seat back dump mechanism further comprises:
a second seat back axis disposed between a first back portion and a second back portion of the back for articulation therebetween, the first back portion being located above the second back portion and the second seat back axis being parallel to the first seat back axis; and
and a second torsion mechanism provided between the first backrest portion and the second backrest portion and capable of twisting the first backrest portion forward around the second seat backrest axis.
8. The vehicle underrun protection system of claim 7, wherein the second torsion mechanism comprises:
a torsion spring disposed around the second seat back shaft with one end of the torsion spring fixed to the first back portion and the other end of the torsion spring fixed to the second back portion; and
a locking unit configured to: locking the torsion spring in a torsion state before receiving the underrun indication signal; and upon receiving the underrun indication signal, releasing the torsion spring such that the torsion spring returns to a home position and generates a torsion force that twists the first backrest portion forward.
9. The vehicle underrun protection system of claim 1, further comprising:
a hood support mechanism that is connected between a body of the vehicle and a hood and supports the hood in response to the under-run indication signal.
10. The vehicle underrun protection system of claim 9,
the hood support mechanism supports a front portion of the hood at least 90 degrees.
11. The vehicle underrun protection system of claim 9, wherein the hood support mechanism comprises:
a slider that is connected to the hood and is slidable in a direction to support the hood; and
a propulsion unit capable of generating a thrust force that pushes the slider in a direction to prop up the hood.
12. The vehicle under-run protection system of claim 9, wherein the hood support mechanism comprises a linkage, a support rod, a slide, and a propulsion unit,
one end of the link is connected to the engine cover, and the other end of the link is connected to the support rod,
one end of the support rod is connected to the connecting rod, the other end of the support rod is connected to the vehicle body,
the slider is attached to a predetermined position on the support rod and is slidable in a direction to support the hood, an
The propulsion unit is capable of generating a thrust force that pushes the slider in a direction that props up the hood.
13. The vehicle underrun protection system of claim 12,
the other end of the support rod is connected to an inner wall of an engine compartment of the vehicle body.
14. The vehicle under-run protection system of any one of claims 2, 4, 11, and 12,
the propulsion unit comprises at least one of a spring, a blasting material, a cylinder and a motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122379366.2U CN216733986U (en) | 2021-09-29 | 2021-09-29 | Vehicle drilling and collision protection system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202122379366.2U CN216733986U (en) | 2021-09-29 | 2021-09-29 | Vehicle drilling and collision protection system |
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| CN216733986U true CN216733986U (en) | 2022-06-14 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115107604A (en) * | 2022-06-24 | 2022-09-27 | 重庆长安汽车股份有限公司 | Seat control system, seat control method, vehicle, and storage medium |
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2021
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115107604A (en) * | 2022-06-24 | 2022-09-27 | 重庆长安汽车股份有限公司 | Seat control system, seat control method, vehicle, and storage medium |
| CN115107604B (en) * | 2022-06-24 | 2023-10-27 | 重庆长安汽车股份有限公司 | Seat control system, seat control method, vehicle and storage medium |
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