CN210310262U - Automobile engine hood for improving pedestrian safety - Google Patents
Automobile engine hood for improving pedestrian safety Download PDFInfo
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- CN210310262U CN210310262U CN201921006515.7U CN201921006515U CN210310262U CN 210310262 U CN210310262 U CN 210310262U CN 201921006515 U CN201921006515 U CN 201921006515U CN 210310262 U CN210310262 U CN 210310262U
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Abstract
The utility model relates to the technical field of automobile structures, in particular to an automobile engine cover for improving the safety of pedestrians; the composite plate comprises an inner plate and an outer plate, wherein the thickness of the outer plate is 0.34-0.45 mm, and the thickness of the inner plate is 0.25-0.35 mm; an aluminum honeycomb-EPP foam composite core material is filled between the inner plate and the outer plate, and comprises a honeycomb aluminum core and EPP foam filled in part of the honeycomb aluminum core; the cross section of the honeycomb cell of the honeycomb aluminum core is regular hexagon, and the side length is2.5-6 mm, and 0.05-0.07 mm of wall thickness; the density of the EPP foam is 20-60 kg/m3(ii) a Compared with the traditional engine cover, the engine cover of the utility model has better buffer performance and buffering energy absorption, thereby providing better protection for the pedestrian during collision; additionally, the utility model discloses an engine bonnet's weight is lighter, and energy-conserving effect is obvious.
Description
Technical Field
The utility model relates to an automobile structure technical field, especially an automobile engine cover for improving pedestrian's security.
Background
In recent years, the automobile industry in China realizes the leap-type development, and the automobile industry is increasingly prominent in the promotion effect on economy as the national economy pillar industry. The data released by the national statistics bureau in 2019 in month 1 shows that the automobile holding amount in China is increased by 2285 thousands of vehicles in the last year by 2018, the automobile holding amount is increased by 10.51 percent, 2.4 hundred million vehicles are achieved, and the automobile holding amount stably occupies the first major country of global automobile yield and sales for more than years. However, the development of the automobile industry brings a series of problems such as safety problems, air pollution and energy shortage to the society, wherein the traffic safety problem is particularly prominent.
According to the statistics of the World Health Organization (WHO), the number of deaths in road traffic accidents worldwide is about 120 ten thousand each year, of which 46% are vulnerable groups, namely: pedestrians, cyclists or motorcyclists, in some underdeveloped countries, this proportion is even up to 80%. According to statistical data published by the traffic administration of the Ministry of public Security, the number of people died due to road traffic accidents in China is about 10 thousands of people every year from 2001 to 2015, then the number of people died due to road traffic accidents in China declines year by year, the number of people died due to road traffic accidents in China in recent years is kept about 6 thousands of people, the number of the people died due to road traffic accidents in China is 21.3 thousands in total in 2018, 6.3 thousands of people die, and 22.6 thousands of people are injured. The injury brought to people by traffic accidents is huge, and the safety of pedestrians is a serious and outstanding problem to be faced by road traffic safety at present and in the future.
The head injury caused by the collision of the head of a pedestrian and an automobile engine hood is the most fatal injury form in the human-automobile collision accident, and data show that the death rate of head traffic injury is up to 68 percent, so that the reduction of the injury degree of the pedestrian and the improvement of the pedestrian protection performance in the human-automobile collision accident become a hot problem of the passive safety research of the automobile. The pedestrian head protection performance of the automobile can be improved by improving the front end structure of the automobile, the arrangement of parts below the cover and the characteristics of the cover material.
FIG. 1 shows a conventional engine hood, which mainly comprises an inner panel 100, an outer panel 101 and a reinforcing panel 102, wherein the outer panel 101 is made of a cold-rolled steel reinforcing steel plate B170P1 with a thickness of 0.7 mm; the inner plate 100 is made of cold-rolled steel DC04 and has the thickness of 0.6 mm; the reinforcing plate 102 is made of cold-rolled steel DC041 with the thickness of 1.5 mm. The composite material has heavy mass and strong rigidity, but has poor buffering and energy-absorbing performance and insufficient protection degree on pedestrians.
The ideal requirements for an automotive hood are: the energy absorption performance is good, the weight is light, and the strength is proper (the strength is too large, the buffer performance is poor, and the strength is too small, so that the head is easy to generate secondary collision). Therefore, further development of the automobile hood is necessary.
SUMMERY OF THE UTILITY MODEL
The utility model discloses a solve the above-mentioned problem that traditional engine bonnet exists, and the automobile engine bonnet who is used for improving pedestrian's security that provides.
In order to achieve the above function, the utility model provides a technical scheme is:
an automobile engine hood for improving pedestrian safety comprises an inner plate and an outer plate, wherein the thickness of the outer plate is 0.34-0.45 mm, and the thickness of the inner plate is 0.25-0.35 mm;
an aluminum honeycomb-EPP foam composite core material is filled between the inner plate and the outer plate, and comprises a honeycomb aluminum core and EPP foam filled in part of the honeycomb aluminum core;
the cross section of the honeycomb cell of the honeycomb aluminum core is regular hexagon, the side length is 2.5-6 mm, and the wall thickness is 0.05-0.07 mm; the density of the EPP foam is 20-60 kg/m3。
Preferably, the side wall of the honeycomb cell is provided with a plurality of communicating holes.
Preferably, in each row of cellular cells, two continuous cellular cells which are not filled with EPP foam are arranged between every two cellular cells filled with EPP foam, and any two cellular cells filled with EPP foam between two adjacent rows of cellular cells are not adjacent.
Preferably, two continuous cellular cells filled with EPP foam are arranged between every two cellular cells not filled with EPP foam, and any two cellular cells not filled with EPP foam between two adjacent rows of cellular cells are not adjacent.
Preferably, the EPP foam has a density of 40kg/m3。
Preferably, the side length of the honeycomb cell of the honeycomb aluminum core is 3mm, and the wall thickness is 0.06 mm.
Preferably, the thickness of the aluminum honeycomb-EPP foam composite core is 20 mm.
The beneficial effects of the utility model reside in that:
1. the engine cover filled with the composite core material has larger collision deformation area and displacement than the traditional engine cover, but has smaller rigidity than the original engine, reduced peak load and prolonged impact duration, which indicates that the novel engine cover has better buffering performance than the traditional engine cover.
2. The utility model discloses an engine bonnet, its pedestrian head damage value HIC has descended 13.5% ~ 51.8%, and acceleration peak value has descended 9.7% ~ 39.2%, and pedestrian head maximum invasion volume changes little, and all collision points do not all take place secondary collision, the utility model discloses an automobile engine bonnet has better buffering energy-absorbing effect.
3. Compare with traditional structure engine bonnet, the utility model discloses an automobile engine bonnet's local rigidity has reduced 23.6%, and the bulk rigidity has reduced 7.86%, and the bending rigidity has improved 6.25%, and the quality has alleviateed 3.25kg, and the weight loss is 23.8%.
Drawings
FIG. 1 is a schematic structural view of a conventional automotive hood;
FIG. 2 is a schematic structural view of the present invention;
FIG. 3 is a schematic structural view of a class A composite core;
FIG. 4 is a schematic view of a class B composite core;
fig. 5 is a front view of a cellular cell;
FIG. 6 is a schematic view of various impact points of the hood;
FIG. 7 is a graph comparing HIC values at various impact points for two hoods.
Detailed Description
The present invention will be further explained with reference to fig. 1 to 7:
an automobile hood for improving pedestrian safety as shown in fig. 2 includes an inner panel 2 andan aluminum honeycomb-EPP foam composite core material 3 is filled among the outer plate 1, the inner plate 2 and the outer plate 1, and the aluminum honeycomb-EPP foam composite core material 3 comprises a honeycomb aluminum core 31 and EPP foam 32 filled in a part of honeycomb cells 311. When the thickness of the outer plate 1 is 0.34-0.45 mm, the thickness of the inner plate 2 is 0.25-0.35 mm, the cross section of the honeycomb cell 311 of the honeycomb aluminum core 31 is regular hexagon, the side length is 2.5-6 mm, the wall thickness is 0.05-0.07 mm, and the density of the EPP foam 32 is 20-60 kg/m3And when the engine cover is used, the engine cover is light in weight, moderate in energy absorption and strength, and good in performance indexes.
In order to make the EPP foam 32 tightly connected to the honeycomb cell 311 after foaming, as shown in fig. 5, a plurality of through holes 3111 are formed on the side wall of the honeycomb cell 311, and the aperture of the through hole 3111 is generally 0.25 to 0.5 mm. Thus, during the production of the aluminum honeycomb-EPP foam composite core 3, when the EPP foam 32 is foamed, a part of the EPP foam 32 is extended into the through-holes during the foaming, thereby tightly connecting the EPP foam 32 with the honeycomb cells 311.
As shown in fig. 3, a honeycomb-EPP foam 32 composite core (hereinafter referred to as a class a composite core) is provided, in which two continuous honeycomb cells 311 not filled with EPP foam 32 are disposed between every two honeycomb cells 311 filled with EPP foam 32 in the class a composite core, and any two honeycomb cells 311 filled with EPP foam 32 between two adjacent rows of honeycomb cells 311 are not adjacent to each other.
Referring to fig. 4, another composite core material of honeycomb-EPP foam 32 (hereinafter referred to as "B-type composite core material") is shown, in which two continuous honeycomb cells 311 filled with EPP foam 32 are disposed between every two honeycomb cells 311 not filled with EPP foam 32 in the B-type composite core material, and any two honeycomb cells 311 not filled with EPP foam 32 between two adjacent rows of honeycomb cells 311 are not adjacent to each other.
Table 1 shows that the honeycomb cells 311 of the aluminum honeycomb core 31 have a side length of 3mm and a wall thickness of 0.06mm, and the density of the filled EPP foam 32 is 40kg/m3The peak force and the energy absorption rate of the A-type composite core material, the B-type composite core material and the C-type composite core material are compared. Wherein the class C composite core means that all the honeycomb cells 311 in the honeycomb cells constituting the composite core are filled with EPP foam 32.
From the above table it can be seen that: the mechanical property of the filled composite core material is better than that of the non-filled core material, and the non-filled core material has poor mechanical property and cannot be directly applied to an engine hood; however, the mechanical properties of the three filling types of composite core materials are not greatly different, and the mass ratio of the A type composite core material is the largest. That is, under the condition that the mechanical properties are close to and the same energy is absorbed, the class A composite core material has the lightest mass, the class B composite core material has the second highest mass, and the two filling modes are better than the full filling or non-filling core material, wherein the class A composite core material is the most ideal filling type.
Use the utility model discloses an automobile engine cover and several main performances of traditional automobile engine cover are compared and are explained below the utility model discloses the technological effect who gains, the 1 thickness of planking of the engine cover that this embodiment adopted is 0.4mm, and 2 thickness of inner panel are 0.3mm, fill the compound core of A class, and filling thickness is 20 mm.
(I) HIC value:
at present, hic (head Injury criterion) is internationally commonly used as a pedestrian head Injury evaluation criterion, and its value is determined by the acceleration generated at the time of a head collision and its duration.
The HIC value is 1000 in the regulation as the critical value of head injury, and the HIC exceeding 1000 is considered to cause fatal injury to pedestrians.
The course of the experiment, we performed according to the relevant regulations of Euro-NCAP. Because the engine cover is of a bilaterally symmetrical structure, in order to avoid repeated tests, the left half part of the engine cover is selected as a collision area. The final collision point is selected as shown in fig. 6, 4 test points are selected in the adult head model collision area, and 8 test points are selected in the child head model collision area: adult head model collision points are named as A1, A2 and … A4; the collision points of the head models of the children are named as C1, C2, … and C8.
FIG. 7 shows HIC values for two types of hoods at various impact points. The HIC value of the traditional engine hood is generally higher, the HIC value of only 4 points of 12 collision points is lower than 1000, the HIC value of 6 points exceeds 2000, and the highest HIC value reaches 4770, which is very unfavorable for protecting the head of the pedestrian. The utility model discloses a HIC value of each collision point of engine bonnet all has more obvious reduction (the amplitude of fall is 13.5% ~ 51.8%) than traditional engine bonnet, and the region below HIC value 1000 has increased to 8 points by original 4 points, and all the other 4 points HIC value are still higher than 1000, but still have great amplitude of fall than traditional engine bonnet.
(II) mechanical properties:
the hood is designed not only for pedestrian protection but also to ensure sufficient static stiffness of the structure. The static rigidity of the engine cover mainly comprises local rigidity, bending rigidity and overall rigidity, and the ideal engine cover should have smaller local rigidity to improve the pedestrian safety protection performance of the engine cover, and should have larger bending rigidity and overall rigidity to improve the deformation resistance of the engine cover.
Table 2 shows the results of the static stiffness of the conventional bonnet and the bonnet of the present invention in comparison.
Table 2:
from table 2, compare with traditional structure engine bonnet, the utility model discloses an engine bonnet's local rigidity has great reduction (23.6%), and the while flexural rigidity improves slightly (6.25%), on the global rigidity, the utility model discloses an engine bonnet reduces slightly than traditional engine bonnet (7.86%), and is respond well on the whole.
(III) lightening effect:
the mass of the traditional engine cover shown in fig. 1 is 13.63kg, the mass of the engine cover of the utility model is 10.38kg, and the mass of the engine cover of the utility model is reduced by 23.8%.
In conclusion, the pedestrian protection performance and the light weight effect of the automobile engine cover of the present invention are significant.
The above-mentioned embodiments are merely preferred examples of the present invention, and do not limit the scope of the present invention, so all equivalent changes or modifications made by the structure, features and principles of the present invention should be included in the claims of the present invention.
Claims (7)
1. The utility model provides an automobile engine hood for improving pedestrian's security, includes inner panel and planking, its characterized in that: the thickness of the outer plate is 0.34-0.45 mm, and the thickness of the inner plate is 0.25-0.35 mm;
an aluminum honeycomb-EPP foam composite core material is filled between the inner plate and the outer plate, and comprises a honeycomb aluminum core and EPP foam filled in part of the honeycomb aluminum core;
the cross section of the honeycomb cell of the honeycomb aluminum core is regular hexagon, the side length is 2.5-6 mm, and the wall thickness is 0.05-0.07 mm; the density of the EPP foam is 20-60 kg/m3。
2. An automobile hood for improving pedestrian safety according to claim 1, characterized in that: the side wall of the honeycomb cell element is provided with a plurality of communicating holes.
3. An automobile hood for improving pedestrian safety according to claim 1, characterized in that: in each row of cellular cells, two continuous cellular cells which are not filled with EPP foam are arranged between every two cellular cells filled with EPP foam, and any two cellular cells filled with EPP foam between two adjacent rows of cellular cells are not adjacent.
4. An automobile hood for improving pedestrian safety according to claim 1, characterized in that: two continuous honeycomb cells filled with EPP foam are arranged between every two honeycomb cells not filled with EPP foam, and any two honeycomb cells not filled with EPP foam between two adjacent rows of honeycomb cells are not adjacent.
5. An automobile hood according to any one of claims 1 to 4 for improving pedestrian safety, characterized in that: the density of the EPP foam is 40kg/m3。
6. An automobile hood according to any one of claims 1 to 4 for improving pedestrian safety, characterized in that: the side length of a honeycomb cell of the honeycomb aluminum core is 3mm, and the wall thickness is 0.06 mm.
7. An automobile hood according to any one of claims 1 to 4 for improving pedestrian safety, characterized in that: the thickness of the aluminum honeycomb-EPP foam composite core material is 20 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921006515.7U CN210310262U (en) | 2019-06-28 | 2019-06-28 | Automobile engine hood for improving pedestrian safety |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921006515.7U CN210310262U (en) | 2019-06-28 | 2019-06-28 | Automobile engine hood for improving pedestrian safety |
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| CN210310262U true CN210310262U (en) | 2020-04-14 |
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| CN201921006515.7U Active CN210310262U (en) | 2019-06-28 | 2019-06-28 | Automobile engine hood for improving pedestrian safety |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110154974A (en) * | 2019-06-28 | 2019-08-23 | 东莞职业技术学院 | For improving the automotive hood of pedestrian safety |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110154974A (en) * | 2019-06-28 | 2019-08-23 | 东莞职业技术学院 | For improving the automotive hood of pedestrian safety |
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