Energy absorbing interior impact surface for vehicle
A three-material impact surface in vehicles, with higher-stiffness first and third materials, enhances energy absorption and occupant protection by allowing the intermediate material to deform easily, addressing the inefficiency of existing impact surfaces.
Patent Information
- Application Number
- CN202311385377.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2023-06-22
- Filing Date
- 2023-10-24
- Publication Date
- 2024-12-24
AI Technical Summary
Existing vehicle interior impact surfaces do not effectively absorb collision energy, leading to inadequate protection for occupants during collisions.
A vehicle interior impact surface composed of three materials, where the first and third materials have higher stiffness than the second material, allowing the second material to deform more easily and absorb more energy during a collision.
The impact surface effectively absorbs more energy during collisions, providing enhanced protection for vehicle occupants by reducing the force transferred to them.
Smart Images
Figure CN119176087A_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to vehicle interiors. More particularly, the present disclosure relates to an energy absorbing impact surface disposed on an interior surface of a vehicle. Background Art
[0002] Vehicles often include energy absorbing impact surfaces. These impact surfaces are safety features designed to protect the occupants in the event of a collision. Typically, such surfaces are often located on the interior of the vehicle, such as the dashboard, door panels, headliner, center console, center armrest, or any interior component that interacts with the occupants. The purpose of energy absorbing impact surfaces is to reduce the amount of force transferred to the vehicle occupants during a collision. When a collision occurs, the impact surface is designed to deform and absorb the energy of the collision, thereby reducing the risk of injury to the occupants. Summary of the invention
[0003] In an exemplary embodiment, a vehicle is provided. The vehicle includes a door having an inner surface and an armrest disposed on the inner surface of the door. The armrest includes a first material away from the inner surface of the door, a third material close to the inner surface of the door, and a second material disposed between the first material and the third material. The first material and the third material have a first stiffness and a third stiffness that are both greater than the second stiffness of the second material.
[0004] In addition to one or more of the features described herein, the armrest has an overall width (W T ), the first surface has a first width (W1), the second surface has a second width (W2), and the third surface has a third width (W3).
[0005] In addition to one or more features described herein, the first width (W1) is equal to the second width (W2) and the third width (W3).
[0006] In addition to one or more features described herein, the armrest has a height (H), and wherein the first width (W1), the second width (W2), and the third width (W3) are uniform across the height (H) of the armrest.
[0007] In addition to one or more features described herein, the armrest has a height (H), and wherein the first width (W1), the second width (W2), and the third width (W3) are non-uniform across the height (H) of the armrest.
[0008] In addition to one or more features described herein, the armrest has a length (L), and wherein the first width (W1), the second width (W2), and the third width (W3) are uniform over the length (L) of the armrest.
[0009] In addition to one or more features described herein, the handrail has a length (L), and wherein the first width (W1), the second width (W2), and the third width (W3) are non-uniform across the length (L) of the handrail.
[0010] In addition to one or more features described herein, the first stiffness of the first material and the third stiffness of the third material are at least twice the second stiffness of the second material.
[0011] In one exemplary embodiment, a vehicle is provided. The vehicle includes an impact surface disposed on an interior surface of the vehicle. The impact surface is configured to impact a user during a collision. The impact surface includes a first material, a second material, and a third material, the first material being disposed to be configured to contact the user during a collision, the second material being disposed adjacent to the first material, and the third material being disposed on a side of the second material opposite to the first material. The first material and the third material have a first stiffness greater than a second stiffness of the second material.
[0012] In addition to one or more features described herein, the impact surface has an overall width (W T ), the first surface has a first width (W1), the second surface has a second width (W2), and the third surface has a third width (W3).
[0013] In addition to one or more features described herein, the first width (W1) is equal to the second width (W2) and the third width (W3).
[0014] In addition to one or more features described herein, the impact surface has a height (H), and wherein the first width (W1), the second width (W2), and the third width (W3) are uniform across the height (H) of the impact surface.
[0015] In addition to one or more features described herein, the impact surface has a height (H), and wherein the first width (W1), the second width (W2), and the third width (W3) are non-uniform across the height (H) of the impact surface.
[0016] In addition to one or more features described herein, the impact surface has a length (L), and wherein the first width (W1), the second width (W2), and the third width (W3) are uniform over the length (L) of the impact surface.
[0017] In addition to one or more features described herein, the impact surface has a length (L), and wherein the first width (W1), the second width (W2), and the third width (W3) are non-uniform across the length (L) of the impact surface.
[0018] In addition to one or more features described herein, the first stiffness of the first material and the third stiffness of the third material are at least twice the second stiffness of the second material.
[0019] In one exemplary embodiment, a vehicle is provided. The vehicle includes an impact surface disposed on an interior surface of the vehicle, the impact surface being configured to impact a user during a collision. The impact surface includes a first material, a second material, and a third material, the first material being disposed to be configured to contact the user during a collision, the second material being disposed adjacent to the first material, and the third material being disposed on a side of the second material opposite to the first material. The first material has a first stiffness, the second material has a second stiffness, and the third material has a third stiffness, and wherein the first stiffness and the third stiffness are greater than the second stiffness. The impact surface has an overall width (W T ), the first surface has a first width (W1), the second surface has a second width (W2), and the third surface has a third width (W3).
[0020] In addition to one or more features described herein, the first stiffness is substantially equal to the third stiffness.
[0021] In addition to one or more features described herein, the first stiffness of the first material and the third stiffness of the third material are at least twice the second stiffness of the second material.
[0022] In addition to one or more features described herein, the impact surface has a height (H), and wherein the first width (W1), the second width (W2), and the third width (W3) are uniform across the height (H) of the impact surface.
[0023] The above features and advantages and other features and advantages of the present disclosure are apparent from the following detailed description when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS
[0024] Other features, advantages and details appear, by way of example only, from the following detailed description, which refers to the accompanying drawings, in which:
[0025] Figure 1 is a schematic diagram of a vehicle for use in conjunction with one or more embodiments of the present disclosure;
[0026] Figure 2 is a schematic diagram of an inner surface of a door of a vehicle according to an exemplary embodiment of the present disclosure;
[0027] Figure 3 is a schematic diagram of a vehicle interior according to an exemplary embodiment of the present disclosure;
[0028] Figure 4A and Figure 4Bis a schematic diagram of an energy absorbing handrail according to an exemplary embodiment of the present invention; and
[0029] Figure 5A , Figure 5B , Figure 5C and Figure 5D is a cross-sectional view of an energy absorbing inner surface according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION
[0030] The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application, or uses.
[0031] Turning now to an overview of aspects of the present disclosure, embodiments of the present disclosure include an energy absorbing surface disposed within a vehicle interior. In an exemplary embodiment, the energy absorbing surface is made of a first material, a second material, and a third material. The first material is disposed adjacent to the interior of the vehicle (i.e., the first material will contact a user during a collision), the second material is disposed adjacent to the first material, and the third material is disposed on a side of the second material opposite the first material (i.e., the second material is sandwiched between the first material and the second material).
[0032] In an exemplary embodiment, the first material and the third material both have a stiffness greater than the stiffness of the second material. Therefore, the second material is configured to deform more easily during a collision than the first material and the third material, which will result in the energy absorbing surface absorbing more energy during a collision than a conventional impact surface.
[0033] Reference now Figure 1 , shows a schematic diagram of a vehicle 100 used in conjunction with one or more embodiments of the present disclosure. The vehicle 100 includes a plurality of doors 102 for occupants / drivers to enter and exit the vehicle 100. In one embodiment, the vehicle 100 also includes a hatchback door 103 for accessing a storage area of the vehicle 100.
[0034] Now refer to Figure 2 , shows a schematic diagram of an inner surface 101 of a door 102 of a vehicle according to an exemplary embodiment. As shown, the inner surface 101 of the door 102 includes an impact surface 104, also referred to herein as an armrest 104. In addition, the inner surface 101 of the door 102 includes a non-impact surface 106, which can be disposed adjacent to the impact surface 104. In an exemplary embodiment, the impact surface 104 is a portion of the inner surface 101 of the door 102 that may contact an occupant of the vehicle during a collision. For example, the impact surface 104 can be an armrest disposed adjacent to the torso of the vehicle occupant.
[0035] Now refer to Figure 3, a schematic diagram of an interior 300 of a vehicle according to an exemplary embodiment of the present disclosure is shown. As shown, the interior 300 of the vehicle includes one or more seats 302, a center console 304, an instrument panel 306, and a roof lining 308. The interior 300 also includes a plurality of impact surfaces 104, which are disposed on one or more of the door 102, the center console 304, the instrument panel 306, and the roof lining 308.
[0036] Now refer to Figure 4A and Figure 4B , a schematic diagram of an energy absorbing armrest 104 according to an exemplary embodiment of the present invention is shown. As shown, the energy absorbing armrest 104 is disposed on an inner surface 101 of a vehicle door. In one embodiment, the energy absorbing armrest 104 is located near the torso of a vehicle occupant so that during a side collision, the torso of the occupant will impact the energy absorbing armrest 104. The inner surface 101 of the door also includes a non-impact surface 106 disposed in front of the energy absorbing armrest 104.
[0037] As shown, the energy absorbing armrest 104 is made of three materials: a first material 406 configured to contact an occupant during a collision; a second material 404 disposed adjacent to the first material; and a third material 402 disposed on a side of the second material 404 opposite the first material 406. In other words, the first material 406 is located on a far side of the inner surface 101 of the door, the third material 402 is located on a near side of the inner surface 101 of the door, and the second material 404 is disposed between the first material 406 and the third material 402. In an exemplary embodiment, the energy absorbing armrest 104 includes a covering (not shown), such as a leather wrap, that covers a surface of the energy absorbing armrest 104 that contacts a vehicle occupant.
[0038] In an exemplary embodiment, the stiffness of the second material 404 (i.e., the degree to which an object resists deformation in response to an applied force) is less than the stiffness of the first material 406 and the third material 402. In one embodiment, the stiffness of the first material 406 is approximately equal to the stiffness of the third material 402, and the stiffness of the first material 406 and the third material 402 is at least twice the second stiffness of the second material 404. In another embodiment, the stiffness of the first material 406 is approximately equal to the stiffness of the third material 402, and the stiffness of the first material 406 and the third material 402 is at least four times the second stiffness of the second material 404.
[0039] In the exemplary embodiment, the energy absorbing armrest 104 has a length 408 extending in a direction from the front of the vehicle to the rear of the vehicle. Figure 4AAs best shown, the first material 406, the second material 404, and the third material 402 may have a substantially constant thickness along the length 408 of the energy absorbing handrail 104. Additionally, the third material 402 may be continuous or discontinuous along the length 408 of the energy absorbing handrail 104.
[0040] In other embodiments, Figure 4B As best shown in FIG. 4 , the first material 406, the second material 404, and the third material 402 may have widths that vary along the length 408 of the energy absorbing handrail 104. For example, Figure 4B As shown, the width of the second material 404 can decrease from a first width closest to the rear of the vehicle to a second width closest to the front of the vehicle. In an exemplary embodiment, the thickness of the second material 404 in a portion of the energy absorbing armrest 104 is determined based on the likelihood of an occupant impacting the portion of the energy absorbing armrest 104. In one example, the likelihood of an occupant impacting a portion of the energy absorbing armrest 104 generally decreases as the portion is closer to the front of the vehicle.
[0041] Reference now Figure 5A , Figure 5B , Figure 5C and Figure 5D , shows a cross-sectional view of an energy absorbing inner surface 500 according to an exemplary embodiment of the present disclosure. In an exemplary embodiment, the cross-sectional view may be taken along Figure 4A The energy absorbing inner surface 500 is cut along the line A-A' or BB' shown in FIG. The energy absorbing inner surface 500 has an overall length 509 and a height 508. In various embodiments, the energy absorbing inner surface 500 is made of one or more materials having different stiffness levels. Although four cross-sectional configurations of the energy absorbing inner surface 500 are shown, it will be clear to those of ordinary skill in the art that these configurations are exemplary in nature and that other configurations may be used.
[0042] exist Figure 5A In the illustrated embodiment, the energy absorbing inner surface 500 includes two outer portions 502, 506 and a center portion 504 disposed between the outer portions 502, 506. Each portion 502, 504, and 506 has a respective width 503, 505, and 507, and the widths 503, 505, and 507 are uniform over a height 508 of the energy absorbing inner surface 500. In one embodiment, the widths 503, 505, and 507 are approximately equal to each other. In another embodiment, the width 505 of the center portion 504 is approximately twice the width 507, 507 of the outer portions 502, 506. In an exemplary embodiment, the outer portions 502, 506 are made of a first material and the center portion 504 is made of a second material, and the first material has a first stiffness that is greater than a second stiffness of the second material.
[0043] exist Figure 5B In the illustrated embodiment, the energy absorbing inner surface 500 includes two outer portions 502, 506 and a center portion 504 disposed between the outer portions 502, 506. As shown, each portion 502, 504, and 506 has a respective width 503, 505, and 507, and the widths 503, 505, and 507 vary over a height 508 of the energy absorbing inner surface 500. In the illustrated embodiment, the widths 503, 507 of the outer portions 502, 506 decrease linearly from a first end of the energy absorbing inner surface 500 to a second end of the energy absorbing inner surface 500. In an exemplary embodiment, the outer portions 502, 506 are made of a first material and the center portion 504 is made of a second material, and the first material has a first stiffness that is greater than a second stiffness of the second material.
[0044] exist Figure 5C In the illustrated embodiment, the energy absorbing inner surface 500 includes two outer portions 502, 506 and a center portion 504 disposed between the outer portions 502, 506. As shown, each portion 502, 504, and 506 has a respective width 503, 505, and 507, and the widths 503, 505, and 507 vary over a height 508 of the energy absorbing inner surface 500. In the illustrated embodiment, the widths 503, 507 of the outer portions 502, 506 decrease linearly from the ends of the energy absorbing inner surface 500 to the center portion of the energy absorbing inner surface 500. In an exemplary embodiment, the outer portions 502, 506 are made of a first material and the center portion 504 is made of a second material, and the first material has a first stiffness that is greater than a second stiffness of the second material.
[0045] exist Figure 5D In the illustrated embodiment, the energy absorbing inner surface 500 includes an outer portion 502 and a central portion 504. In the illustrated embodiment, a width 505 of the central portion 504 generally increases from the ends of the energy absorbing inner surface 500 to the central portion of the energy absorbing inner surface 500. In an exemplary embodiment, the outer portion 502 is made of a first material and the central portion 504 is made of a second material, and the first material has a first stiffness that is greater than a second stiffness of the second material.
[0046] The first and third materials can adopt all grades of plastics, and the second material can adopt all grades of soft plastics / rubbers / foams / or any other deformable materials. Some examples of the first and third materials include high-density materials such as polypropylene (PP), polycarbonate (PC), polyethylene (PE), etc. The second material can adopt all types of EPDM with polypropylene (PP), TPU, TPV, TPC, etc.
[0047] The terms "one" and "an" do not indicate a limitation of quantity, but rather indicate the presence of at least one of the referenced item. Unless the context clearly indicates otherwise, the term "or" means "and / or". References to "aspects" throughout the specification mean that a particular element (e.g., a feature, structure, step, or characteristic) described in conjunction with that aspect is included in at least one aspect described herein, and may or may not be present in other aspects. In addition, it should be understood that the described elements may be combined in any suitable manner in the various aspects.
[0048] When an element such as a layer, film, region, or substrate is referred to as being "on" another element, it can be directly on the other element or intervening elements may also be present. In contrast, when an element is referred to as being "directly on" another element, there are no intervening elements present.
[0049] Unless otherwise indicated herein, all test standards are the most current standards in effect as of the filing date of this application or, if priority is claimed, the filing date of the earliest priority application in which the test standards appear.
[0050] Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs.
[0051] Although the above disclosure has been described with reference to exemplary embodiments, it will be appreciated by those skilled in the art that various changes may be made and equivalents may be substituted for its elements without departing from its scope. In addition, many modifications may be made to adapt specific circumstances or materials to the teachings of the disclosure without departing from the basic scope of the disclosure. Therefore, it is intended that the disclosure is not limited to the specific embodiments disclosed, but will include all embodiments falling within its scope.
Claims
1. A vehicle comprising: a door having an inner surface; as well as a handrail, the handrail being disposed on the inner surface of the door, the handrail comprising a first material away from the inner surface of the door, a third material close to the inner surface of the door, and a second material disposed between the first material and the third material, The first material and the third material have a first stiffness and a third stiffness both greater than a second stiffness of the second material.
2. The vehicle according to claim 1, wherein: The handrail has an overall width (W T ), the first material has a first width (W1), the second material has a second width (W2), and the third material has a third width (W3).
3. The vehicle according to claim 2, wherein: The first width (W1) is equal to the second width (W2) and the third width (W3).
4. The vehicle according to claim 2, wherein: The handrail has a height (H), and wherein the first width (W1), the second width (W2), and the third width (W3) are consistent across the height (H) of the handrail.
5. The vehicle according to claim 2, wherein: The handrail has a height (H), and wherein the first width (W1), the second width (W2), and the third width (W3) are non-uniform across the height (H) of the handrail.
6. The vehicle according to claim 2, wherein: The handrail has a length (L), and wherein the first width (W1), the second width (W2), and the third width (W3) are consistent over the length (L) of the handrail.
7. The vehicle according to claim 2, wherein: The handrail has a length (L), and wherein the first width (W1), the second width (W2), and the third width (W3) are non-uniform over the length (L) of the handrail.
8. The vehicle of claim 1, wherein: The first stiffness of the first material and the third stiffness of the third material are at least twice the second stiffness of the second material.
9. A vehicle comprising: an impact surface disposed on an interior surface of the vehicle, the impact surface being configured to impact a user during a collision, the impact surface comprising a first material disposed to be configured to contact the user during the collision, a second material disposed adjacent to the first material, and a third material disposed on a side of the second material opposite the first material; The first material and the third material have a first stiffness, and the first stiffness is greater than a second stiffness of the second material.
10. The vehicle according to claim 9, wherein: The impact surface has an overall width (W T ), the first material has a first width (W1), the second material has a second width (W2), and the third material has a third width (W3).