CN220785693U - Pedestrian leg type collision supporting structure and automobile - Google Patents

Abstract

The embodiment of the utility model discloses a pedestrian leg type collision supporting structure which is applied to an automobile and comprises a thigh supporting beam, a knee energy absorbing beam, an anti-collision beam, a frame and a vehicle body assembly. The knee energy absorbing beam is connected with the Yu Fangzhuang beam, and can cushion the knees of pedestrians during impact. The thigh supporting beam is connected with the vehicle body assembly, and the thigh supporting beam is far away from the vehicle bottom relative to the knee energy absorbing beam, so that supporting force can be generated on the thighs of pedestrians during collision. The supporting and buffering functions of the thigh supporting beam and the knee energy absorbing beam are combined, so that the leg bending moment of pedestrians is reduced and the damage is relieved when the pedestrians and the vehicles strike.

Description

Pedestrian leg type collision supporting structure and automobile

Technical Field

The utility model relates to the technical field of automobile mechanical structures, in particular to a pedestrian leg type collision supporting structure for an automobile.

Background

The existing shank protection structure for vehicle loading is composed of a chassis auxiliary frame, a front protection lower body, a shank protection support frame, an auxiliary cross beam and two auxiliary longitudinal beams, and in practical application, the shank protection structure is only suitable for low-attitude vehicles, and for high-attitude vehicles such as large SUVs (sport utility vehicle, sport utility vehicles) or large off-road vehicles, the shank bending moment of pedestrians can be increased when the structure is impacted, and larger injuries are brought to the shanks of the pedestrians.

Disclosure of Invention

To further improve the performance of the pedestrian leg-type collision supporting structure, embodiments of the present application provide a pedestrian leg-type collision supporting structure and an automobile to solve the above-mentioned problems.

In one aspect, the utility model provides a pedestrian leg type collision supporting structure, which is applied to an automobile and comprises a thigh supporting beam, a knee energy absorbing beam, an anti-collision beam, a frame and a vehicle body assembly, wherein the anti-collision beam is connected with the frame, the frame is connected with the vehicle body assembly, the knee energy absorbing beam is connected with the anti-collision beam, the thigh supporting beam is connected with the vehicle body assembly, and the thigh supporting beam is far away from the vehicle bottom relative to the knee energy absorbing beam.

In some embodiments, the pedestrian leg impact support structure further includes a bumper, and the thigh support beam is the next-to-the-bumper component closest to the head of the vehicle.

In some embodiments, the thigh support beam comprises a support beam body and two first supports, wherein two ends of the support beam body are respectively connected with one end of one first support, and the other ends of the two first supports are connected with the vehicle body assembly.

In some embodiments, the first support and the support beam body are disposed at an angle.

In some embodiments, the thigh support beam further comprises a plurality of second supports, both ends of which are respectively connected to the support beam body and the first supports.

In some embodiments, the knee energy-absorbing beam half wraps the impact beam, and the knee energy-absorbing beam is disposed in a gap with the impact beam.

In some embodiments, the knee energy absorbing beam is connected to the impact beam by a riveted or bolted connection.

In some embodiments, the knee energy-absorbing beam is a plurality of knee energy-absorbing beams, and the knee energy-absorbing beams are arranged at intervals.

In some embodiments, the knee energy-absorbing beam is provided with a plurality of energy-absorbing holes.

In some embodiments, the penetration direction of the energy absorption hole is consistent with the running direction of the vehicle.

In some embodiments, the stiffness and strength of the thigh support beam material is greater than the stiffness and strength of the knee energy absorbing beam material.

In another aspect, the present utility model provides an automobile, which is characterized in that the automobile includes a pedestrian-leg-type collision support structure, and the pedestrian-leg-type collision support structure is any one of the above-described pedestrian-leg-type collision support structures.

In summary, according to the leg type collision supporting structure for the pedestrians, provided by the utility model, by adding the thigh supporting beam and the knee energy absorbing beam, when the pedestrians and the vehicles collide, the thigh part of the human body is rebounded by the supporting force of the thigh supporting beam, the knee is buffered by the knee energy absorbing beam and slides forward, and the whole leg forms a trend of sliding towards the bottom of the vehicle, so that bending moment and ligament elongation of the thigh and the calf are reduced, and the effect of protecting the pedestrians is achieved.

Drawings

In order to more clearly illustrate the technical solution of the embodiments of the present utility model, the drawings that are needed in the description of the embodiments will be briefly described.

FIG. 1 is a schematic view of a pedestrian leg impact support structure provided in an embodiment of the present utility model;

FIG. 2 is a top view of a pedestrian leg impact support structure provided in an embodiment of the present utility model;

FIG. 3 is a schematic view of the installation of a thigh support beam provided by an embodiment of the present utility model;

FIG. 4 is a schematic view of a thigh support beam according to a first embodiment of the present utility model;

FIG. 5 is a schematic view of a thigh support beam according to a second embodiment of the utility model;

FIG. 6 is a schematic view of a thigh support beam according to a third embodiment of the present utility model;

FIG. 7 is a schematic illustration of the installation of a knee energy absorbing beam provided by an embodiment of the present utility model;

FIG. 8 is a schematic structural view of a knee energy absorbing beam provided by a first embodiment of the present utility model;

FIG. 9 is a schematic structural view of a knee energy absorbing beam provided by a fourth embodiment of the present utility model;

FIG. 10 is a schematic structural view of a knee energy absorbing beam provided by a fifth embodiment of the present utility model.

Reference numerals illustrate:

100-pedestrian leg impact support structure;

200-thigh support beams;

210-a support beam body;

220-a first support;

221-a first end;

222-a second end;

223-connecting holes;

230-a second support;

300-knee energy-absorbing beam;

310-energy absorption holes;

400-anti-collision beam;

500-mounting seats;

600-vehicle body assembly;

610-a water tank upper cross beam;

620-a lower beam of the water tank;

630-tank posts;

700-vehicle frame.

Detailed Description

The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model.

It should be understood that the terms "comprises" and "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

It is also to be understood that the terminology used in the description of the utility model herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be further understood that the term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.

Referring to fig. 1, fig. 1 is a schematic structural view of a pedestrian leg-type crash support structure 100 for an automobile according to the present utility model. The pedestrian leg type collision supporting structure 100 includes a thigh supporting beam 200, a knee energy absorbing beam 300, a collision preventing beam 400, a vehicle frame 700, and a vehicle body assembly 600, the collision preventing beam 400 is connected with the vehicle frame 700 through bolts, and the vehicle frame 700 is connected with the vehicle body assembly 600 through a vehicle frame bushing. The knee energy absorbing beam 300 is connected to the impact beam 400 to provide support while reducing damage to the knee portion of the pedestrian from impact forces. The thigh support beam 200 is connected with the vehicle body assembly 600, and provides support force for the thigh portion of the pedestrian during impact, reducing injury caused by bending of the leg portion after impact. The thigh support beam 200 is spaced apart from the underbody relative to the knee energy absorbing beam 300, with the knee energy absorbing beam 300 having a ground clearance that approximates the average knee height of the pedestrian and the thigh support beam 200 having a ground clearance that approximates the thigh height of the pedestrian. When a pedestrian collides with the vehicle, the thigh part of the pedestrian collides with the thigh support beam 200 and is supported by force, ligament damage caused by thigh bending is reduced, and the knee of the pedestrian collides with the knee energy absorbing beam 300 and is supported by buffer to protect weaker knee ligaments. In combination with the supporting functions of the thigh supporting beam 200 and the knee energy absorbing beam 300, the leg of the pedestrian is in a trend of sliding to the bottom of the vehicle after being impacted, and for high-attitude vehicle types such as SUVs and off-road vehicles, the bending moment and ligament elongation of the large and small legs can be effectively reduced due to the fact that the chassis of the vehicle body is higher, and therefore the leg of the pedestrian is better protected.

Specifically, according to the test data of the impact test of the Apli (Advanced Pedestrian Legform Impactor, advanced pedestrian leg-type impactor) leg type, the thigh support beam 200 is generally disposed in the range of 930mm to 990mm from the ground. In this embodiment, the body assembly 600 includes a tank upper rail 610, a tank lower rail 620, and a tank pillar 630, and the tank pillar 630 is connected between the tank upper rail 610 and the tank lower rail 620 for loading a tank of an automobile. Thigh support beam 200 is connected to tank post 630, and the height of thigh support beam 200 is set between tank upper rail 610 and tank lower rail 620. It will be appreciated that in other embodiments, thigh support beam 200 may also be coupled to other components of body assembly 600 due to variations in the structure of body assembly 600, and is not limited in this regard.

Referring to fig. 2, fig. 2 is a top view of a pedestrian leg impact support structure 100 provided in an embodiment of the present utility model. The pedestrian leg-type impact support structure 100 further includes a bumper (not shown), and the thigh support beam 200 is the next to the bumper closest to the head of the vehicle. In this embodiment, the thigh support beam 200 is disposed on one side of the knee energy absorbing beam 300, the impact beam 400, the tank upper beam 610, the tank lower beam 620, and the like, which are adjacent to the vehicle head. That is, in the case where the arrangement of the in-vehicle components is possible, the thigh support beam 200 is disposed at a position as close to the head of the vehicle as possible after the bumper, so as to ensure that the thigh support beam 200 can contact the thigh of the pedestrian as soon as possible and generate a supporting force when the pedestrian collides with the vehicle, thereby reducing the thigh bending moment damage caused by the leg of the pedestrian firstly striking other positions.

Referring to fig. 3, fig. 3 is a schematic view illustrating installation of a thigh support beam 200 according to an embodiment of the present utility model. The pedestrian leg type collision supporting structure 100 further includes a mounting seat 500, the mounting seat 500 is disposed on a side of the vehicle body assembly 600 facing the vehicle head, in this embodiment, the mounting seat 500 is disposed on the water tank pillar 630, and the thigh support beam 200 is bolted to the vehicle body assembly 600 through the mounting seat 500. The two sides of the mounting seat 500 are respectively matched with the surface of the water tank upright post 630 and the surface of the thigh support beam 200, and the thigh support beam 200 is tightly connected with the vehicle body assembly 600 through the mounting seat 500, so that on one hand, the connection firmness is improved, and the shaping difficulty of the component is reduced; on the other hand, wear of the thigh support beam 200 and the vehicle body assembly 600 is reduced, and the life of the whole mechanism is prolonged. In other embodiments, the mounting seat 500 may be omitted, and the thigh support beam 200 is directly connected with the vehicle body assembly 600 through a detachable connection manner such as bolting, riveting, etc., so as to facilitate the separate detachment and replacement of the thigh support beam 200.

Referring to fig. 4, fig. 4 is a schematic view of the thigh support beam 200 according to the first embodiment of the present utility model. The thigh support beam 200 includes a support beam body 210 and two first supports 220, both ends of the support beam body 210 are respectively connected to one ends of the first supports 220, and the other ends of the two first supports 220 are connected to the body assembly 600. That is, the two first supports 220 serve as extensions of both ends of the support beam body 210, and surround the left and right ends of the vehicle and the rear of the vehicle, so that the entire thigh support beam 200 has a half-bag C-shaped structure, and further the impact protection area of the thigh support beam 200 is enlarged, so as to meet the impact protection requirements of different positions.

The first support 220 is disposed at an angle of 90 ° or more and 180 ° or less from the support beam main body 210. On one hand, the model of the head is adapted to reduce the space occupation rate; on the other hand, the slope formed by the first support 220 can further disperse the impact force, better provide the support force, enhance the overall performance of the upper leg support beam 200, and better protect the legs of pedestrians.

The first support 220 includes a first end 221 and a second end 222, the first end 221 being connected to the support beam body 210, and the second end 222 being connected to the vehicle body assembly 600. The second end 222 is provided with a connection hole 223, and the second end 222 is parallel to the support beam body 210. Referring to fig. 3, after the connecting member such as a bolt or a rivet passes through the connecting hole 223 to connect the thigh support beam 200 and the vehicle body assembly 600, the second end 222 of the first support 220 abuts against the vehicle body assembly 600, so as to prevent the thigh support beam 200 from being stressed to shear the connecting member, and further break the connection between the thigh support beam 200 and the vehicle body assembly 600.

Referring to fig. 5, fig. 5 is a schematic structural diagram of a thigh support beam 200 according to a second embodiment of the present utility model, and compared with the structure of the thigh support beam 200 according to the first embodiment, the thigh support beam 200 according to the present embodiment further includes a plurality of second supports 230, the second supports 230 are disposed within the enclosure of the semi-bag C-shaped structure of the thigh support beam 200, and two ends of the second supports 230 are respectively connected to the support beam main body 210 and the first supports 220, so that triangular meshes are formed among the second supports 230, the support beam main body 210 and the first supports 220, and the overall strength of the thigh support beam 200 is further enhanced to provide more supporting force.

In some embodiments, the second support 230, the support beam body 210, and the first support 220 are integrally formed. In other embodiments, the second support 230 is welded between the support beam body 210 and the first support 220.

Referring to fig. 6, fig. 6 is a schematic view of a thigh support beam 200 according to a third embodiment of the present utility model. Compared with the first supports 220 and the support beam main body 210 integrally formed in the first embodiment and the second embodiment, in the present embodiment, the two first supports 220 and the support beam main body 210 are three independent beam frames, the two first supports 220 are welded to two ends of the support beam main body 210 respectively, and the second supports 230 are welded between the support beam main body 210 and the first supports 220, so as to reduce difficulty of the shaping process and reduce production cost.

Specifically, the beam structure of the thigh support beam 200 may be a hollow structure such as a mouth shape or Lv Xing, and the light-weight integrated structure while satisfying the support strength.

Referring to fig. 7, fig. 7 is an installation schematic diagram of a knee energy-absorbing beam 300 according to an embodiment of the present utility model, where the knee energy-absorbing beam 300 is made of an open beam material and is half-wrapped with an anti-collision beam 400, and the opening faces the tail of the vehicle, so as to enlarge a buffering protection surface, so as to meet the impact protection requirements of different positions. Meanwhile, the knee energy-absorbing beam 300 is closer to the head of the vehicle than the anti-collision beam 400, so that when a pedestrian and a vehicle collide, the knee energy-absorbing beam 300 is impacted earlier than the anti-collision beam 400, and further a sufficient buffering effect is generated. The knee energy-absorbing beam 300 is disposed in a gap with the impact-absorbing beam 400 to provide a certain deformation space and enhance the cushioning capability of the knee energy-absorbing beam 300.

The knee energy-absorbing beam 300 is connected to the impact beam 400 by a detachable connection such as a rivet or a bolt connection, so that the knee energy-absorbing beam 300 can be separately detached and replaced.

Referring to fig. 8 and 9, fig. 8 is a schematic structural view of a knee energy absorbing beam 300 according to a first embodiment of the present utility model, and fig. 9 is a schematic structural view of a knee energy absorbing beam 300 according to a fourth embodiment of the present utility model. In the first and fourth embodiments, the knee energy absorbing beams 300 are each a plurality of knee energy absorbing beams 300, and the plurality of knee energy absorbing beams 300 are arranged at intervals for accommodating vehicle interior members (not shown) such as deflectors, and the like, so as to optimize space occupation.

Referring to fig. 10, fig. 10 is a schematic structural view of a knee energy-absorbing beam 300 provided in a fifth embodiment of the present utility model. The knee energy-absorbing beam 300 can be designed into an integrally formed strip beam without breaking when the knee energy-absorbing beam 300 is applied to the situation that the arrangement of the components in the vehicle body is not needed to avoid, and the buffer protection range is enlarged.

Referring to fig. 8 and 10, a plurality of energy absorbing holes 310 are provided on the knee energy absorbing beam 300 to provide a certain deformation space for achieving a buffering capacity.

The penetration direction of the energy absorbing holes 310 is consistent with the vehicle running direction to conform to the direction of impact deformation, better disperse the impact force, and improve the cushioning capability of the knee energy absorbing beam 300. The existence, number, size and position of the specific energy absorbing holes 310 can be matched according to the topology optimization results of different vehicle types.

Since the thigh support beam 200 is mainly provided with the supporting force and the knee energy absorbing beam 300 is mainly provided with the cushioning performance, the rigidity and strength of the material of the thigh support beam 200 are both greater than those of the knee energy absorbing beam 300. Specifically, the thigh support beam 200 is made of a material with high rigidity and strength, such as alloy steel, or hot formed steel, or nickel alloy, etc.; the knee energy absorbing beam 300 may be made of a material with medium rigidity and strength, such as aluminum alloy, or common steel, or iron alloy.

The present utility model is not limited to the above embodiments, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the present utility model, and these modifications and substitutions are intended to be included in the scope of the present utility model.

Claims (12)

1. The utility model provides a pedestrian leg type collision bearing structure, is applied to an automobile, its characterized in that includes thigh supporting beam, knee energy-absorbing beam, crashproof roof beam, frame and automobile body assembly, crashproof roof beam with the frame is connected, the frame with automobile body assembly is connected, the knee energy-absorbing beam connect in crashproof roof beam, thigh supporting beam with automobile body assembly connects, thigh supporting beam is relative the knee energy-absorbing beam keeps away from the bottom of the vehicle.

2. The pedestrian-leg impact support structure of claim 1, further comprising a bumper, the thigh support beam being the next-to-bumper component closest to the head of the whole vehicle.

3. The pedestrian leg type impact support structure of claim 1, wherein the thigh support beam includes one support beam body and two first supports, both ends of the support beam body being connected to one end of one of the first supports, respectively, and the other ends of the two first supports being connected to the vehicle body assembly.

4. A pedestrian leg impact support structure in accordance with claim 3, wherein the first support is disposed at an angle to the support beam body.

5. A pedestrian leg impact support structure in accordance with claim 3, wherein the thigh support beam further includes a plurality of second supports, both ends of the second supports being connected to the support beam main body and the first supports, respectively.

6. The pedestrian leg impact support structure of claim 1, wherein the knee energy absorbing beam half wraps around the impact beam, the knee energy absorbing beam being disposed in a gap with the impact beam.

7. The pedestrian leg impact support structure of claim 1, wherein the knee energy absorbing beam is connected to the impact beam by a riveted or bolted connection.

8. The pedestrian leg impact support structure of claim 1, wherein the knee energy absorbing beam is a plurality of sections of knee energy absorbing beams spaced apart.

9. The pedestrian leg impact support structure of claim 1, wherein the knee energy absorbing beam is provided with a plurality of energy absorbing apertures.

10. The pedestrian leg type impact support structure of claim 9, wherein the penetration direction of the energy absorbing hole coincides with the vehicle running direction.

11. The pedestrian leg impact support structure of claim 1, wherein the thigh support beam is of a material having a stiffness and strength that is greater than the knee energy absorbing beam.

12. An automobile comprising a pedestrian leg impact support structure as claimed in any one of the preceding claims 1-11.