Lock catch structure, hood lock, vehicle and design method for crushing force of hood lock

Abstract

The invention discloses a lock catch structure, a hood lock, a vehicle and a design method for the crushing force of the hood lock, and relates to the technical field of vehicles. The lock catch structure is used for the vehicle and comprises a lock ring and a pressing ring, the lock ring is suitable for being locked or unlocked with a lock body on a vehicle body, the pressing ring is installed on the lock ring, the pressing ring is suitable for being connected with a hood, and under the action of collision force, the pressing ring deforms under the load effect so that the hood can move downwards relative to the lock ring. According to the lock catch structure, when collision occurs, collision force acts on the hood, so that the hood can directly or indirectly extrude the pressing ring, the pressing ring deforms under the load effect, the hood moves downwards relative to the lock ring, the acting force of the hood on the head of an impacted person is reduced, the impact acceleration borne by the head of the impacted person is reduced, and the safety of the head of the impacted person is improved. Therefore, the impacted person can be effectively protected.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and more particularly, to a latch structure, a hood lock, a vehicle, and a design method for the crushing force of the hood lock. Background Art

[0002] Vulnerable Road Users (VRUs) such as pedestrians and cyclists of two-wheeled vehicles are an important part of the core elements of traffic. More and more attention is paid to the safety of VRUs at home and abroad.

[0003] The hood lock area is one of the main areas where the vehicle collides with pedestrians. The overall structural stiffness of the traditional hood lock is too high, so that when a vehicle collides with a pedestrian, the head of the impacted person bears a high impact acceleration within a very short collision time, resulting in serious injury to the head of the impacted person. Summary of the Invention

[0004] The present application aims to at least partly solve one of the above technical problems in the prior art. For this purpose, the present application provides a latch structure that can effectively protect the impacted person during a collision.

[0005] The present application also provides a hood lock having the above latch structure.

[0006] The present application also provides a vehicle having the above hood lock.

[0007] The present application also provides a design method for the crushing force of the hood lock.

[0008] The latch structure according to an embodiment of the present application is used for a vehicle. The latch structure includes a lock ring and a pressure ring. The lock ring is adapted to be locked or unlocked with a lock body on the vehicle body. The pressure ring is mounted on the lock ring. The pressure ring is adapted to be connected to the hood. Under the action of a collision force, the pressure ring deforms under the load, so that the hood moves downward relative to the lock ring.

[0009] According to the latch structure of the embodiment of the present application, during a collision, the collision force acts on the hood, enabling the hood to directly or indirectly squeeze the pressure ring. The pressure ring deforms under the load, so that the hood moves downward relative to the lock ring, which is beneficial to reducing the force exerted by the hood on the head of the impacted person and reducing the impact acceleration received by the head of the impacted person, thereby effectively protecting the impacted person.

[0010] According to some embodiments of the present application, the pressure ring is configured to have an arc structure, the central angle of the arc structure is greater than 90°, and the pressure ring is sleeved on the lock ring.

[0011] According to some embodiments of the present application, a limiting groove is provided on the locking ring, and the pressing ring is installed in the limiting groove. Under the action of a collision force, the engine hood can directly or indirectly squeeze the pressing ring, so that the outer diameter of the pressing ring is reduced or the pressing ring is disengaged from the locking ring.

[0012] According to some embodiments of the present application, there is a limiting space between the inner peripheral surface of the pressing ring and the inner peripheral surface of the limiting groove. Under the action of a collision force, the engine hood presses the pressing ring into the limiting space, so that the engine hood moves downward relative to the locking ring.

[0013] According to some embodiments of the present application, the trigger member has a first acting surface, and the pressing ring has a second acting surface. The second acting surface is used to support the first acting surface. Under the action of a collision force, the first acting surface presses the pressing ring into the limiting space by pushing the second acting surface; wherein, the trigger member is the engine hood; or, the trigger member is a mounting plate fixedly connected to the engine hood.

[0014] According to some embodiments of the present application, both the first acting surface and the second acting surface are configured as conical surfaces, the taper of the first acting surface and the second acting surface is the same, and the small-diameter ends of the first acting surface and the second acting surface are located above the large-diameter ends of the first acting surface and the second acting surface.

[0015] According to some embodiments of the present application, a weakening structure is provided on the pressing ring.

[0016] According to some embodiments of the present application, the locking ring has a guiding surface for supporting the pressing ring. Under the action of a collision force, the engine hood pushes the pressing ring to move along the guiding surface, so that the pressing ring is disengaged from the locking ring.

[0017] According to some embodiments of the present application, the guiding surface is configured as a conical surface, and the small-diameter end of the guiding surface is located above the large-diameter end.

[0018] According to some embodiments of the present application, a first protrusion and a second protrusion are provided on the inner peripheral surface of the pressing ring. The first protrusion and the second protrusion protrude toward the locking ring. An excellent arc section is formed on the inner peripheral surface of the pressing ring between the first protrusion and the second protrusion, and the excellent arc section is adapted to be sleeved on the locking ring.

[0019] According to some embodiments of the present application, the locking structure further includes a first limiting structure. The first limiting structure is provided at one end of the locking ring that extends upward from the trigger member, and the first limiting structure is used to limit the extreme upward movement position of the trigger member; wherein, the trigger member is the engine hood; or, the trigger member is a mounting plate fixedly connected to the engine hood.

[0020] According to some embodiments of the present application, the locking ring includes a plurality of rod portions and at least one connecting portion, the connecting portion is used to connect two or more of the rod portions, and the pressing ring is sleeved on the rod portions.

[0021] According to some embodiments of the present application, a second limiting structure is provided on the rod portion, and the second limiting structure is used to limit the extreme position of the downward movement of the engine hood.

[0022] According to some embodiments of the present application, the locking structure further includes a mounting plate, the mounting plate is adapted to be mounted on the engine hood, and under the action of a collision force, the mounting plate can squeeze the pressing ring so that the engine hood and the mounting plate move downward relative to the locking ring.

[0023] According to some embodiments of the present application, a mounting structure is provided on the mounting plate, and the mounting plate is adapted to be fixedly connected to the engine hood through the mounting structure.

[0024] According to some embodiments of the present application, a locking ring hole is provided on the mounting plate, the locking ring passes through the locking ring hole, and when the pressing ring supports the mounting plate, the pressing ring is located below the locking ring hole.

[0025] The engine hood lock according to the second aspect embodiment of the present application includes: a lock body and the above-mentioned locking structure, and the lock body is used to lock or unlock the locking structure.

[0026] For the engine hood lock according to the embodiment of the present application, when a collision occurs, the collision force acts on the engine hood, enabling the engine hood to directly or indirectly squeeze the pressing ring, and the pressing ring deforms under the load, so that the engine hood moves downward relative to the locking ring, which is beneficial to reducing the force of the engine hood on the head of the person being hit, reducing the impact acceleration received by the head of the person being hit, and thus effectively protecting the person being hit.

[0027] The vehicle according to the third aspect embodiment of the present application includes a vehicle body, an engine hood and the above-mentioned engine hood lock, and the lock body is arranged on the vehicle body.

[0028] For the vehicle according to the embodiment of the present application, when a collision occurs, the collision force acts on the engine hood, enabling the engine hood to directly or indirectly squeeze the pressing ring, and the pressing ring deforms under the load, so that the engine hood moves downward relative to the locking ring, which is beneficial to reducing the force of the engine hood on the head of the person being hit, reducing the impact acceleration received by the head of the person being hit, reducing the degree of head injury of the person being hit when being hit by the engine hood, and thus effectively protecting the person being hit, which will play a positive role in improving the passive safety protection of the whole vehicle for pedestrian head collision.

[0029] The design method of the engine hood lock crushing force according to the fourth aspect embodiment of the present application includes: S1: Simulate and analyze the structure of the engine hood lock; S2: Verify whether the simulation result meets the requirement of the target HIC value. When the simulation result meets the requirement of the target HIC value, use the numerical value of the force at the top section of the mounting plate in the simulation model as the intervention standard for the additional load in the hydrostatic test, and proceed to step S3; S3: Conduct a hydrostatic test on the hood lock to verify whether the hood lock triggers crushing. After the hydrostatic test is completed, if it shows that the hood lock has crushed, it means that the component-level product meets the standard and the requirement of the target HIC value, and proceed to step S4; S4. Conduct a headform impact test on the whole vehicle to verify whether it meets the requirement of the target HIC value. When the test verification meets the requirement of the target HIC value, it means that the product design is completed and the pedestrian protection performance meets the standard; Wherein, the hood lock is the hood lock of the above-mentioned third aspect.

[0030] Additional aspects and advantages of the present application will be given in part in the following description, become apparent in part from the following description, or be understood through the practice of the present application. Description of the Drawings

[0031] Figure 1 is a perspective view of a latch structure according to an embodiment of the present application (the mounting plate has not moved downward); Figure 2 is Figure 1 a partial enlarged view of A in Figure 3 is Figure 1 the front view of the latch structure shown; Figure 4 is Figure 1 the top view of the latch structure shown; Figure 5 is Figure 4 the sectional view taken along B-B in Figure 6a is Figure 5 a partial enlarged view of D in Figure 6b is Figure 5 the force analysis diagram of D in Figure 7 is Figure 4 the sectional view taken along C-C in Figure 8 is Figure 1 the bottom view of the latch structure shown; Figure 9 is Figure 1 the side view of the latch structure shown; Figure 10 is Figure 1 a perspective view of the latch structure shown (the mounting plate has moved downward); Figure 11 is Figure 10 the front view of the latch structure shown; Figure 12 is Figure 10 the top view of the latch structure shown; Figure 13 is Figure 12 the schematic cross-sectional view taken along E-E in; Figure 14 is Figure 13 the enlarged partial view at G in; Figure 15 is Figure 12 the schematic cross-sectional view taken along F-F in; Figure 16 is Figure 10 the side view of the latch structure shown; Figure 17 is Figure 1 the three-dimensional schematic view of the pressure ring of the latch structure shown; Figure 18 is the three-dimensional schematic view of the latch structure according to another embodiment of the present application (the mounting plate has not been moved downward); Figure 19 is Figure 18 the enlarged partial view at H in; Figure 20 is Figure 18 the top view of the latch structure shown; Figure 21 is Figure 20 the schematic cross-sectional view taken along K-K in; Figure 22a is Figure 21 the enlarged partial view at L in; Figure 22b is Figure 21 the force analysis diagram at L in; Figure 23 is Figure 20 the schematic cross-sectional view taken along J-J in; Figure 24 is Figure 18 the three-dimensional schematic view of the latch structure shown (the mounting plate has been moved downward); Figure 25 is Figure 24 the top view of the latch structure shown; Figure 26 is Figure 25 the schematic cross-sectional view taken along M-M in; Figure 27 is Figure 26 the enlarged partial view at P in; Figure 28 is Figure 25 the schematic cross-sectional view taken along N-N in; Figure 29 is Figure 18 a three-dimensional schematic view of the pressure ring of the latch structure shown; Figure 30 is a schematic diagram of the pedestrian protection function effect of the hood lock according to an embodiment of the present application under the action of being mounted on a whole vehicle; Figure 31 is a schematic diagram of a vehicle according to an embodiment of the present application; Figure 32 is a schematic diagram of a design method of a hood lock according to an embodiment of the present application; Figure 33 is a schematic diagram of the combined acceleration-displacement curve during a collision; Figure 34 is to Figure 33 a schematic diagram after equivalent processing of the combined acceleration-displacement curve during the collision in;

[0032] Reference numerals: Vehicle 1000, hood lock 100, latch structure 10, pressure ring 1, second acting surface 11, weakening structure 12, first protrusion 13, second protrusion 14, lock ring 2, limit groove 21, limit space 22, guiding surface 23, rod portion 24, connecting portion 25, mounting plate 3, first acting surface 31, mounting structure 32, first limiting structure 4, lock washer 5, lock body 20, hood 200, head form impactor 300. Detailed implementation manners

[0033] The embodiments of the present application will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present application and should not be construed as limiting the present application.

[0034] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0035] Next, in conjunction with Figures 1 - 34 the latch structure 10, the hood lock 100 and the vehicle 1000 according to the embodiments of the present application will be described in detail.

[0036] Referring to Figures 1 - 5 , Figures 10 - 16 , Figures 18 - 21 , Figures 24 - 28As shown in the figure, the buckle structure 10 according to an embodiment of the present application includes a locking ring 2 and a pressing ring 1. The locking ring 2 is adapted to be locked or unlocked with a lock body 20 on the vehicle body. The pressing ring 1 is installed on the locking ring 2 and is adapted to be connected to the hood 200. Under the action of a collision force, the pressing ring 1 deforms under the load, so that the hood 200 moves downward relative to the locking ring 2.

[0037] Specifically, the pressing ring 1 is installed on the locking ring 2. The pressing ring 1 can be directly connected to the hood 200 or indirectly connected to the hood 200. For example, in some embodiments, the pressing ring 1 is used to support the hood 200. Under the action of a collision force, the hood 200 can squeeze the pressing ring 1, so that the hood 200 moves downward relative to the locking ring 2.

[0038] In some embodiments, when the hood 200 is not subjected to a collision force, the pressing ring 1 directly supports the hood 200 (not shown in the figure). The pressing ring 1 restricts the hood 200 from moving downward, that is, the hood 200 does not move downward, and the hood 200 is located at a position above the locking ring 2.

[0039] When the hood lock position of the vehicle is collided by a striker, the hood 200 is subjected to a collision force and bears an impact load. When the collision force squeezes the pressing ring 1 and the pressing ring 1 deforms so that the pressing ring 1 no longer supports the hood 200, in other words, when the impact load received by the hood 200 exceeds the maximum allowable crushing force designed for the buckle structure 10, the pedestrian protection function of the buckle structure 10 can be triggered, and the hood 200 can move downward. For example, the hood 200 moves to a position below the locking ring 2, thereby triggering the pedestrian protection function, reducing the acting force of the hood 200 on the head of the striker (taking a pedestrian as an example), and being able to avoid the head of the striker from bearing a high impact acceleration within a very short collision time. In an emergency traffic accident, the head of the striker can be protected to the greatest extent, and the severity of the head injury of the striker in the accident can be reduced. The pedestrian protection function of the buckle structure 10 of the present application is triggered reliably and stably, and the mechanical mechanism is clear.

[0040] In some embodiments, the hood 200 may include an inner panel and an outer panel. The outer panel is located on the outside of the inner panel, and the outer surface of the outer panel is the appearance surface of the hood 200. An inner panel locking ring hole is provided on the inner panel, and the locking ring 2 passes through the inner panel locking ring hole. When the pressing ring 1 supports the hood 200, the pressing ring 1 is located below the inner panel locking ring hole. No hole for the locking ring 2 to pass through is provided on the outer panel. In this way, the locking ring 2 is not exposed, the buckle structure 10 does not damage the outer panel, and the appearance of the hood 200 is more beautiful.

[0041] In some embodiments of the present application, with reference to Figures 1 - 5 、 Figures 10 - 16 、 Figures 18 - 21 、 Figures 24 - 28 、 Figure 30As shown, the buckle structure 10 further includes a mounting plate 3. The mounting plate 3 is adapted to be mounted on the hood 200. Under the action of a collision force, the mounting plate 3 can squeeze the pressure ring 1 so that the hood 200 and the mounting plate 3 move downward relative to the locking ring 2.

[0042] Specifically, the pressure ring 1 is mounted on the locking ring 2. The pressure ring 1 is used to support the mounting plate 3. Under the action of a collision force, the mounting plate 3 can squeeze the pressure ring 1 so that the mounting plate 3 moves downward relative to the locking ring 2. Since the mounting plate 3 is mounted on the hood 200, the hood 200 can move downward relative to the locking ring 2 together with the mounting plate 3.

[0043] In some embodiments of the present application, the mounting plate 3 is provided with a mounting structure 32. The mounting plate 3 is adapted to be fixedly connected to the hood 200 through the mounting structure 32. The mounting plate 3 and the hood 200 are two parts. The mounting plate 3 is mounted on the hood 200. The buckle structure 10 can be separately processed and assembled into a component and then integrally mounted on the hood 200.

[0044] In some embodiments of the present application, refer to Figures 1 - 2 、 Figures 18 - 19 As shown, the mounting plate 3 is provided with a locking ring hole. The locking ring 2 passes through the locking ring hole. When the pressure ring 1 supports the mounting plate 3, the pressure ring 1 is located below the locking ring hole. When the buckle structure 10 is not subjected to a collision force, the mounting plate 3 does not move downward, and the pressure ring 1 supports the mounting plate 3 below the mounting plate 3.

[0045] In some embodiments not shown in the figure, the locking ring 2 does not pass through the mounting plate 3, but extends upward from the side of the mounting plate 3.

[0046] When the mounting plate 3 is not subjected to a collision force, the pressure ring 1 supports the mounting plate 3. The pressure ring 1 restricts the mounting plate 3 from moving downward, that is, the mounting plate 3 does not move downward. The mounting plate 3 is located at a position above the locking ring 2. The relative position of the mounting plate 3 and the locking ring 2 is as Figures 1 - 9 、 Figures 18 - 23 shown.

[0047] When the impacted person collides with the position of the vehicle hood lock, the mounting plate 3 is subjected to a collision force and bears an impact load. When the collision force squeezes the pressure ring 1 and the pressure ring 1 deforms so that the pressure ring 1 no longer supports the mounting plate 3, in other words, when the impact load received by the mounting plate 3 exceeds the maximum allowable crushing force designed for the buckle structure 10, the pedestrian protection function of the buckle structure 10 can be triggered, and the mounting plate 3 can move downward. For example, the mounting plate 3 moves to a position below the locking ring 2. The relative position of the mounting plate 3 and the locking ring 2 is as Figures 10 - 16 、 Figures 24 - 28As shown, the hood protection function of the issuer is triggered, and the hood 200 moves downward together with the mounting plate 3, reducing the force exerted by the hood 200 on the head of the impacted person (taking a pedestrian as an example), and being able to avoid the head of the impacted person from bearing a high impact acceleration within an extremely short collision time. In an emergency traffic accident, it can maximize the protection of the head of the impacted person and reduce the severity of head injuries of the impacted person in the accident. The pedestrian protection function of the latch structure 10 of the present application is triggered reliably and stably, and the mechanical mechanism is clear.

[0048] In the related art, the overall structural stiffness of the traditional hood lock is relatively high, resulting in a high impact acceleration being borne by the head of the impacted person within an extremely short collision time when a vehicle collides with a child, causing serious injuries to the head of the impacted person. According to the latch structure 10 of the embodiment of the present application, when a collision occurs, the collision force acts on the hood 200, enabling the hood 200 to directly or indirectly squeeze the pressure ring 1. The pressure ring 1 deforms under the load, causing the hood 200 to move downward relative to the locking ring 2, which is beneficial to reducing the force exerted by the hood 200 on the head of the impacted person and reducing the impact acceleration received by the head of the impacted person, thereby being able to effectively protect the impacted person.

[0049] In some embodiments of the present application, referring to Figure 17 、 Figure 29 As shown, the pressure ring 1 is configured to have an arc structure, the central angle of the arc structure is greater than 90°, and the pressure ring 1 is sleeved on the locking ring 2.

[0050] In some embodiments of the present application, the central angle of the pressure ring 1 is greater than 90° and less than 180°. The pressure ring 1 is configured to have a non-integral circular ring structure with a notch. For example, the pressure ring 1 is configured to be in a "C" shape, which is a non-closed circular ring structure. The pressure ring 1 has a notch, which facilitates the installation of the pressure ring 1 on the locking ring 2. When the mounting plate 3 squeezes the pressure ring 1, the pressure ring 1 is easily deformed, making it easier for the pressure ring 1 to change from the position supporting the mounting plate 3 to the position no longer supporting the mounting plate 3.

[0051] For example, the central angle of the pressure ring 1 can be 140°, 150°, 160°, etc.

[0052] In some embodiments of the present application, the material of the pressure ring 1 can be an elastic material with a certain stiffness. For example, the material of the pressure ring 1 can be spring steel, such as 65Mn, 60Si2Mn, SUP9, SAE1070, etc.

[0053] Or in some other embodiments of the present application, the material of the pressure ring 1 can be a plastic material with a certain strength. For example, metal low-carbon steel Q235, polyoxymethylene POM, etc.

[0054] In some embodiments of the present application, referring to Figure 6a 、 Figure 22aAs shown, a limiting groove 21 is provided on the locking ring 2, and the pressing ring 1 is installed in the limiting groove 21. Under the action of a collision force, the hood 200 can directly or indirectly squeeze the pressing ring 1, so that the outer diameter of the pressing ring 1 is reduced or the pressing ring 1 is disengaged from the locking ring 2. The limiting groove 21 is located at the upper position of the locking ring 2, and there is more space below the limiting groove 21, thus providing sufficient space for the downward movement of the hood 200.

[0055] In some embodiments of the present application, there is a limiting space 22 between the inner peripheral surface of the pressing ring 1 and the inner peripheral surface of the limiting groove 21. Under the action of a collision force, the hood 200 presses the pressing ring 1 into the limiting space 22, and the supporting effect of the pressing ring 1 on the hood 200 disappears, so that the hood 200 moves downward relative to the locking ring 2.

[0056] In some embodiments of the present application, the trigger member has a first acting surface 31, and the pressing ring 1 has a second acting surface 11. The second acting surface 11 is used to support the first acting surface 31. Under the action of a collision force, the first acting surface 31 presses the pressing ring 1 into the limiting space 22 by pushing the second acting surface 11; wherein, the trigger member is the hood 200; or, the trigger member is a mounting plate 3 fixedly connected to the hood 200. The pressing ring 1 is formed into an embedded crush ring. When the trigger member moves downward, the acting force exerted by the first acting surface 31 on the second acting surface 11 can make the outer diameter of the pressing ring 1 smaller, so that the pressing ring 1 enters the limiting space 22.

[0057] In some embodiments of the present application, both the first acting surface 31 and the second acting surface 11 are configured as conical surfaces, the taper of the first acting surface 31 and the second acting surface 11 is the same, the small-diameter ends of the first acting surface 31 and the second acting surface 11 are located above the large-diameter ends of the first acting surface 31 and the second acting surface 11, and the angle between the first acting surface 31 and the vertical direction is α. When the trigger member moves downward, the acting force exerted by the first acting surface 31 on the second acting surface 11 has a component force along the radial direction of the pressing ring 1, and this component force points to the center of the pressing ring 1. This component force can deform the pressing ring 1 and make it enter the limiting space 22, thus releasing the support and block of the pressing ring 1 on the trigger member. The trigger member can move downward to reduce the acting force of the trigger member on the person being hit, and can avoid the head of the person being hit from bearing a high impact acceleration within a very short collision time.

[0058] In some embodiments of the present application, refer to Figure 17As shown, a weakening structure 12 is provided on the pressing ring 1. The weakening structure 12 can be a weakening groove or a thickness reduction area to weaken the strength of the pressing ring 1 in the area of the weakening structure 12. In this way, when the impact load received by the triggering member does not have to be very large, the pressing ring 1 can be extruded to a position that does not prevent the triggering member from moving downward. Specifically, the press-fitted crushing ring can be designed with the weakening structure 12 according to the design requirements of the crushing force, so as to more easily trigger the crushing effect of the hood 200. If it is necessary to increase the triggering threshold of the pedestrian protection load, the strength of the pressing ring 1 can be enhanced.

[0059] For the convenience of description, the pedestrian protection function of the latch structure 10 is described by taking the latch structure 10 including the mounting plate 3, the triggering member being the mounting plate 3, the mounting plate 3 and the hood 200 being two parts, and the mounting plate 3 being mounted on the hood 200 as an example.

[0060] In some embodiments of the present application, with reference to Figure 6a 、 Figure 22a As shown, a limiting groove 21 is provided on the locking ring 2, and the pressing ring 1 is installed in the limiting groove 21. Specifically, when the latch structure 10 is not subjected to a collision force, the mounting plate 3 does not move downward, the pressing ring 1 is installed in the limiting groove 21, and the mounting plate 3 is located above the limiting groove 21. The limiting groove 21 provides an installation position for the pressing ring 1, so that the pressing ring 1 can be firmly installed on the locking ring 2, and the pressing ring 1 can limit the mounting plate 3 to prevent the mounting plate 3 from settling downward. When the latch structure 10 is subjected to a collision force and the collision force is sufficient to push the mounting plate 3 to move downward, the mounting plate 3 moves downward relative to the locking ring 2 to trigger the pedestrian protection function, thereby avoiding a large collision force generated by the mounting plate 3 on the impacted person. For example, the mounting plate 3 can move to below the limiting groove 21 or to the middle position of the limiting groove 21.

[0061] With reference to Figure 5 、 Figure 6a 、 Figure 21 、 Figure 22a As shown, the limiting groove 21 is located at the upper position of the locking ring 2, and there is more space below the limiting groove 21, thus providing sufficient space for the downward movement of the mounting plate 3. When the pedestrian's head does not impact the area of the latch structure 10, the pressing ring 1 is arranged at the upper position of the locking ring 2, and the pressing ring 1 contacts the mounting plate 3 to form an extrusion structure, and the pressing ring 1 acts as a limiting structure to limit the downward sliding of the mounting plate 3. It can be understood that when the latch structure 10 does not include the mounting plate 3 and the pedestrian's head does not impact the area of the latch structure 10, the pressing ring 1 can directly contact the hood 200 to form an extrusion structure.

[0062] In some embodiments of the present application, the pressing ring 1 is formed into a press-fitted crushing ring. Figures 1 - 17 The following shows a schematic diagram of the latch structure 10 adopting the press-fitted crushing ring and its implementation effect. With reference to Figure 6aAs shown, there is a limiting space 22 between the inner peripheral surface of the pressing ring 1 and the inner peripheral surface of the limiting groove 21. Under the action of the impact force, the mounting plate 3 presses the pressing ring 1 into the limiting space 22, so that the mounting plate 3 moves downward relative to the locking ring 2. Specifically, when the pedestrian's head impacts the area of the lock structure 10, the load impact is transmitted to the mounting plate 3. When the impact load received by the mounting plate 3 exceeds the maximum allowable crushing force designed, the pressing ring 1 undergoes an embedded deformation, and the pressing ring 1 is embedded in the locking ring 2. The original limiting effect of the pressing ring 1 on the mounting plate 3 is released, enabling the mounting plate 3 to settle axially along the locking ring 2 to trigger the pedestrian protection function and protect the head of the VRU in a traffic accident.

[0063] In some embodiments of the present application, referring to Figures 6a - 6b As shown, the mounting plate 3 has a first acting surface 31, and the pressing ring 1 has a second acting surface 11. The second acting surface 11 is used to support the first acting surface 31. Under the action of the impact force, the first acting surface 31 presses the pressing ring 1 into the limiting space 22 by pushing the second acting surface 11. In other words, the pressing ring 1 is formed as an embedded crushing ring. When the mounting plate 3 moves downward, the acting force exerted by the first acting surface 31 on the second acting surface 11 can make the outer diameter of the pressing ring 1 smaller, so that the pressing ring 1 enters the limiting space 22.

[0064] As Figures 6a - 6b shown, a pressing ring 1 is provided in the radial direction of the locking ring 2. The pressing ring 1 is an embedded crushing ring, and there is a certain allowable deformation gap, that is, a limiting space 22, preset between the embedded crushing ring and the limiting groove 21 of the locking ring 2. When the area of the hood lock 100 including the lock structure 10 is subjected to the impact load of the pedestrian's head and the load magnitude exceeds the allowable load limit of the product for pedestrian protection, the embedded crushing ring deforms under the action of the load and then compresses and embeds into the reserved limiting space 22. Since then, the original limiting and constraining effect of the embedded crushing ring on the mounting plate 3 disappears, and the mounting plate 3 sinks axially along the locking ring 2 to trigger the pedestrian protection function of the hood lock 100. After the pedestrian protection function occurs, the embedded crushing ring can undergo various deformation forms such as fracture embedding, pressing embedding, and elastic potential energy-induced rebound reset according to the structure type and material characteristics of the embedded crushing ring. The embedded crushing ring can be replaced or reused depending on the deformation situation. For example, in Figures 13 - 14 it, after the pedestrian protection function occurs, the embedded crushing ring rebounds and resets due to elastic potential energy.

[0065] In some embodiments of the present application, referring to Figures 6a - 6bAs shown, when the mounting plate 3 moves downward, the force exerted by the first action surface 31 on the second action surface 11 has a radial component along the pressure ring 1, and the component points to the center of the pressure ring 1. The component can cause the pressure ring 1 to deform and enter the limiting space 22, thereby releasing the support and obstruction of the pressure ring 1 on the mounting plate 3. The mounting plate 3 can move downward to reduce the force of the mounting plate 3 on the person being impacted, and can prevent the person being impacted from being subjected to a high impact acceleration on the head within a very short collision time.

[0066] In some embodiments of the present application, the lock ring 2 has a guide surface 23, and the guide surface 23 is used to support the pressure ring 1. Under the action of the collision force, the hood 200 pushes the pressure ring 1 to move along the guide surface 23, so that the pressure ring 1 is separated from the lock ring 2. In other words, the pressure ring 1 is formed into a press-off type crushing ring.

[0067] In some embodiments, the pressure ring 1 is used to support the hood 200. When a pedestrian's head impacts the locking structure 10 area, when the impact load on the hood 200 exceeds the maximum allowable crushing force in the design, the pressure ring 1 will undergo a disengagement deformation, and the pressure ring 1 will disengage from the locking ring 2. The original limiting effect of the pressure ring 1 on the mounting plate 3 is released, so that the mounting plate 3 can sink axially along the locking ring 2 to trigger the pedestrian protection function, thereby protecting the head of the VRU in a traffic accident.

[0068] In some other embodiments of the present application, the locking structure 10 further includes a mounting plate 3, and the mounting plate 3 is suitable for being mounted on the hood 200. Figures 18 - 29 The figure shows a locking structure 10 using a press-off type crushing ring and a schematic diagram of the implementation effect, referring to Figure 22a As shown, the lock ring 2 has a guide surface 23, and the guide surface 23 is used to support the pressure ring 1. Under the action of the collision force, the mounting plate 3 pushes the pressure ring 1 to move along the guide surface 23, so that the pressure ring 1 is separated from the lock ring 2. Specifically, when the pedestrian's head impacts the lock buckle structure 10 area, the load impact is transmitted to the mounting plate 3. When the impact load on the mounting plate 3 exceeds the maximum allowable crushing force of the design, the pressure ring 1 is deformed to break out, and the pressure ring 1 breaks out of the lock ring 2. The original limiting effect of the pressure ring 1 on the mounting plate 3 is released, so that the mounting plate 3 can sink along the axial direction of the lock ring 2 to trigger the pedestrian protection function and protect the head of the VRU in the traffic accident.

[0069] In some embodiments of the present application, reference Figures 22a - 22b As shown, the guide surface 23 is configured as a conical surface, and the small diameter end of the guide surface 23 is located above the large diameter end, and the angle between the guide surface 23 and the vertical direction is α.

[0070] Reference Figures 22a - 22bAs shown, the taper of the guiding surface 23 is α. A pressing ring 1 is provided on the lock ring 2 in the radial direction. The pressing ring 1 is a press-off type crushing ring. A guiding surface 23 allowing sliding is provided in advance between the press-off type crushing ring and the lock ring 2, and the inclination angle of the guiding surface 23 is α. When the hood lock 100 area is subjected to the impact load of a pedestrian's head and the load magnitude exceeds the allowable load limit of the product for pedestrian protection, the press-off type crushing ring undergoes a tensile outward expansion deformation under the action of the load. Then, the press-off type crushing ring disengages from the original limiting groove 21 position. Since then, the original limiting and constraining effect of the press-off type crushing ring on the mounting plate 3 disappears, and the mounting plate 3 sinks axially along the lock ring 2, triggering the pedestrian protection function of the hood lock 100. After the pedestrian protection function is triggered, different from the press-in type crushing ring, the press-off type crushing ring will disengage from the lock ring 2, and the press-off type crushing ring can be replaced or reused according to the visible deformation situation.

[0071] In some embodiments of the present application, with reference to Figure 29 As shown, the inner peripheral surface of the pressing ring 1 has a first protrusion 13 and a second protrusion 14. The first protrusion 13 and the second protrusion 14 protrude towards the lock ring 2. The inner peripheral surface of the pressing ring 1 forms a major arc section between the first protrusion 13 and the second protrusion 14. The major arc section is adapted to be sleeved on the lock ring 2, taking the mounting plate 3 as an example of the triggering member. The structure of the major arc section enables the pressing ring 1 to not easily fall off the lock ring 2 when the mounting plate 3 is not subjected to a collision force, and can effectively support the mounting plate 3.

[0072] The press-off type crushing ring can be pre-structurally weakened according to the design requirements of the crushing force (such as reducing the contact area between the press-off type crushing ring and the lock ring 2, such as reducing Figure 29 the areas of the first protrusion 13 and the second protrusion 14 therein), so as to more easily trigger the crushing effect of the mounting plate 3 in cooperation with the hood 200. If it is necessary to increase the triggering threshold of the pedestrian protection load, the strength of the pressing ring 1 can be enhanced.

[0073] As Figures 6a - 6b 、 Figures 22a - 22b shown, the force analysis of the failure principle of the crushing structure of the locking structure 10 is as follows; Horizontal direction load:

[0074] Vertical direction load:

[0075] Allowable load for pedestrian protection structure failure:

[0076] In Figures 6a - 6bAmong them, the mounting plate 3 has a first working surface 31, and the pressing ring 1 has a second working surface 11. The second working surface 11 is used to support the first working surface 31. The angle between the first working surface 31 and the vertical direction is α. When the mounting plate 3 moves downward, the force exerted by the first working surface 31 on the second working surface 11 is F N2 , and the frictional force between the mounting plate 3 and the pressing ring 1 is f , f = μF N2 , and the elastic force of the pressing ring 1 is F T .

[0077] In Figures 22a - 22b , the locking ring 2 has a guiding surface 23. The guiding surface 23 is used to support the pressing ring 1. The angle between the guiding surface 23 and the vertical direction is α. When the mounting plate 3 moves downward, the force exerted by the guiding surface 23 on the pressing ring 1 is F N2 , the frictional force between the pressing ring 1 and the locking ring 2 is f, and f = μF N2 , and the elastic force of the pressing ring 1 is F T .

[0078] Based on the above force characteristics of the product, it can be known that the failure tolerance load of the pedestrian protection structure F N1 is related to F T , μ , α these three factors. The locking structure 10 of the present application can achieve the change of the elastic force F of the pressing ring 1 by including but not limited to changing the material properties, boundary dimensions, shape structures, etc. of the pressing ring 1 T , and can also change the preset inclination angle α of the mounting plate 3 and other measures to achieve the change and adjustment of the failure tolerance load of the pedestrian protection structure of the locking structure 10 of the present application F N1 .

[0079] In some embodiments of the present application, the locking structure 10 further includes a first limiting structure 4. The first limiting structure 4 is arranged at one end of the trigger member protruding upward of the locking ring 2. The first limiting structure 4 is used to limit the extreme position of the upward movement of the trigger member; wherein, the trigger member is the hood 200; or, the trigger member is the mounting plate 3 fixedly connected to the hood 200.

[0080] In some embodiments not shown in the figure, the hood 200 includes an inner plate and an outer plate, and the trigger member can be the inner plate of the hood 200. The first limiting structure 4 is used to limit the extreme position of the upward movement of the inner plate, and the first limiting structure 4 is used to prevent the inner plate from disengaging from the locking ring 2 upward.

[0081] In some embodiments, with reference toFigure 5 , Figure 7 , Figure 9 , Figure 21 , Figure 23 As shown in Figure 21 , Figure 23 , the trigger is the mounting plate 3, and the first limiting structure 4 is arranged at one end of the locking ring 2 that extends upward out of the mounting plate 3. The first limiting structure 4 is used to limit the extreme position of the upward movement of the mounting plate 3. Specifically, the upper end of the locking ring 2 extends upward out of the mounting plate 3, and the first limiting structure 4 is arranged at the upper end of the locking ring 2. The first limiting structure 4 is used to prevent the mounting plate 3 from disengaging upward from the locking ring 2.

[0082] In some embodiments of the present application, the first limiting structure 4 can be a structure detachably mounted on the locking ring 2. For example, the first limiting structure 4 is a nut, and the upper end of the locking ring 2 is provided with a thread, and the nut is screwed and fixed to the thread to limit the mounting plate 3 from disengaging upward along the axis of the locking ring 2. The locking structure 10 further includes a lock washer 5, and the lock washer 5 is located between the first limiting structure 4 and the mounting plate 3. The lock washer 5 serves as an auxiliary accessory of the first limiting structure 4 to prevent structural failure due to stress relaxation of the mounting plate 3.

[0083] It should be noted that the screwing method is only one feasible mounting method, and any mounting method that can achieve the above use effect is regarded as an equivalent solution.

[0084] In some other embodiments of the present application, the first limiting structure 4 can also be a structure integrally formed on the top of the locking ring 2. For example, after assembling the locking ring 2 and the mounting plate 3, the top of the locking ring 2 is formed into a flanging structure by a press riveting process, and this flanging structure is the first limiting structure 4.

[0085] In still some other embodiments of the present application, the first limiting structure 4 can also be a structure fixed to the top of the locking ring 2. For example, after assembling the locking ring 2 and the mounting plate 3, a stop block is welded to the top of the locking ring 2, and this stop block structure is the first limiting structure 4. Another example is that after assembling the locking ring 2 and the mounting plate 3, a rivet is arranged on the top of the locking ring 2, and the outer diameter of this rivet is larger than the aperture of the locking ring hole.

[0086] The first limiting structure 4 is a permanent or semi-permanent fastening method, while the limiting of the mounting plate 3 by the pressing ring 1 deforms and is embedded or disengaged once the pedestrian protection function is triggered, allowing the mounting plate 3 to sink axially along the locking ring 2 to trigger the pedestrian protection function.

[0087] In some embodiments of the present application, the locking ring 2 includes a plurality of rod portions 24 and at least one connecting portion 25. The connecting portion 25 is used to connect two or more rod portions 24, and the pressing ring 1 is sleeved on the rod portions 24. The rod portions 24 pass through the locking ring holes on the trigger, the connecting portion 25 is used to connect two or more rod portions 24, and the pressing ring 1 is sleeved on the rod portions 24. For example, in Figure 1 , Figure 7 ,Figures 9 - 10 , Figures 15 - 16 , Figure 18 , Figures 23 - 24 , Figure 28 In the example of Figures 23 - 24 , Figure 28 , the trigger is the mounting plate 3, and the locking ring 2 includes two rod portions 24 and a connecting portion 25 that connects the two rod portions 24. The locking ring 2 has a "U" - shaped structure.

[0088] In some embodiments of the present application, a second limiting structure is provided on the rod portion 24. The second limiting structure is used to limit the extreme downward movement position of the hood 200. When the trigger is the mounting plate 3, the second limiting structure is used to limit the extreme downward movement position of the mounting plate 3.

[0089] For example, the second limiting structure can be an annular protrusion structure protruding from the outer peripheral surface of the rod portion 24. Another example is that the second limiting structure can be a convex point structure protruding from the outer peripheral surface of the rod portion 24. When the pressing ring 1 no longer supports the trigger, the trigger moves downward until it contacts the second limiting structure, and then the trigger no longer moves downward. This can prevent the trigger from moving downward excessively and squeezing the components in the engine compartment space, resulting in damage to the engine compartment components. The engine compartment can be the front compartment or the rear compartment.

[0090] Taking the trigger as the mounting plate 3 as an example, Figures 10 - 16 , Figures 24 - 28 The structure schematic after triggering the protection function of the person is shown. Theoretically, the co - settlement height of the mounting plate 3 and the hood 200 can be the axial height of the rod portion 24 of the locking ring 2 until the mounting plate 3 is completely clamped and limited at the connecting portion 25 of the locking ring 2. By providing the second limiting structure on the rod portion 24, the extreme downward movement position of the mounting plate 3 is no longer limited by the connecting portion 25, but by the second limiting structure, so as to block the further overall settlement of the mounting plate 3 and the hood 200 in advance.

[0091] When the buckle structure 10 of the present application triggers the protection function of the person, only by identifying the necessary structural damage, the mounting plate 3 can be lifted manually or by other automatic means. Since the mounting plate 3 is fixedly connected to the hood 200, the hood 200 will be lifted and reset together with the mounting plate 3. When reset to the original height level, the pressing ring 1 can be re - embedded into the limiting groove 21 on the locking ring 2, that is, the low - cost after - sales processing operation is completed.

[0092] In some embodiments of the present application, a mounting structure 32 is provided on the mounting plate 3. The mounting plate 3 is adapted to be fixedly connected to the hood 200 of the vehicle 1000 through the mounting structure 32. For example, in Figure 1 , Figure 4 , Figure 8 , Figure 10 , Figure 12 ,Figure 18 , Figure 20 , Figures 24 - 25 In the example of Figures 24 - 25 , the installation structure 32 is an installation hole, and the installation hole is a clearance hole. After the bolt passes through the installation hole, it is fastened to the engine cover 200, thereby realizing the fixed connection between the mounting plate 3 and the engine cover 200. Another example is that the installation structure 32 is a projection welding stud. After the projection welding stud passes through the installation hole on the engine cover 200, it is screwed with a nut, thereby realizing the fixed connection between the mounting plate 3 and the engine cover 200. Still another example is that the installation structure 32 is a projection welding nut. After the bolt passes through the installation hole on the engine cover 200, it is screwed with the projection welding nut, thereby realizing the fixed connection between the mounting plate 3 and the engine cover 200.

[0093] The number of the installation structures 32 can be one or multiple. For example, in Figure 1 , Figure 4 , Figure 8 , Figure 10 , Figure 12 , Figure 18 , Figure 20 , Figures 24 - 25 the example of Figures 24 - 25 , the installation structure 32 is an installation hole, and the number of the installation holes is two. One of the installation holes is a round hole, and the other installation hole is an oblong hole. Thus, when the mounting plate 3 is fixedly connected to the engine cover 200, the relative positions of the mounting plate 3 and the engine cover 200 can be finely adjusted, reducing the assembly difficulty between the two. Of course, in some embodiments not shown in the figure, the two installation holes may also be both round holes, or both oblong holes, or holes of other shapes or the same shape.

[0094] In some embodiments of the present application, when there are multiple installation structures 32, the positions of the multiple installation structures 32 on the mounting plate 3 are symmetrical. For example, when there are two installation structures 32, the positions of the two installation structures 32 on the mounting plate 3 are symmetrical about the axis of the lock ring hole. Thus, when the mounting plate 3 is fixed to the engine cover 200, the force on the mounting plate 3 is balanced.

[0095] After the buckle structure 10 according to the embodiment of the present application touches the pedestrian protection function and the pressing ring 1 is embedded in the limiting space 22 or disengages from the lock ring 2, it is possible to select to reuse or replace the pressing ring 1 of the same specification according to the material properties and deformation states, reducing the after-sales maintenance cost by 90%. The maintenance cost is low, and the after-sales complaint rate is low. It can achieve the high-efficiency and low-cost effect of the pedestrian protection function.

[0096] According to the buckle structure 10 of the embodiment of the present application, by adding a low-cost crushable pressing ring 1 (press-embedded crushable ring, press-disengaged crushable ring), the buckle structure 10 is given a pedestrian protection function to maximize the protection of the head of the collided pedestrian in an emergency traffic accident and reduce the severity of the head injury of the accident pedestrian.

[0097] Refer to Figure 30As shown, the hood lock 100 according to the second aspect embodiment of the present application includes a lock body 20 and the above-mentioned lock buckle structure 10, and the lock body 20 is used to lock or unlock the lock buckle structure 10. Specifically, the lock body 20 includes a locking member, and the locking member is used to lock the lock buckle structure 10 or release the lock buckle structure 10 to unlock the lock buckle structure 10.

[0098] The lock body 20 is installed on the vehicle body. When the locking member locks the lock buckle structure 10, the hood 200 cannot be opened; when the locking member unlocks the lock buckle structure 10, the hood 200 can be opened.

[0099] According to the hood lock 100 of the embodiment of the present application, when a collision occurs, the collision force acts on the hood 200, enabling the hood 200 to directly or indirectly squeeze the pressure ring 1. The pressure ring 1 deforms under the load, causing the hood 200 to move downward relative to the lock ring 2, which is beneficial to reducing the force exerted by the hood 200 on the head of the impacted person and reducing the impact acceleration received by the head of the impacted person, thereby effectively protecting the impacted person.

[0100] According to the hood lock 100 of the embodiment of the present application, on the basis of ensuring the strength of the hood lock 100, by adding a crushable pressure ring 1 (press-fitted crush ring, press-off crush ring) at the axial position of the lock ring 2 on the lower side of the hood 200, the hood lock 100 can be given the function of pedestrian protection without changing the structural strength and stability of the original lock body 20, effectively ensuring various actual road application scenarios of the hood lock 100, and realizing the compatibility of product structural strength and pedestrian protection performance.

[0101] Refer to Figure 31 As shown, the vehicle 1000 according to the third aspect embodiment of the present application includes a vehicle body, a hood 200, and the above-mentioned hood lock 100, and the lock body 20 is arranged on the vehicle body.

[0102] According to the vehicle 1000 of the embodiment of the present application, when a collision occurs, the collision force acts on the hood 200, enabling the hood 200 to directly or indirectly squeeze the pressure ring 1. The pressure ring 1 deforms under the load, causing the hood 200 to move downward relative to the lock ring 2, which is beneficial to reducing the force exerted by the hood 200 on the head of the impacted person and reducing the impact acceleration received by the head of the impacted person, so as to reduce the degree of head injury of the impacted person when being hit by the hood 200, thereby effectively protecting the impacted person and playing a positive role in enhancing the passive safety protection of the vehicle's pedestrian head collision.

[0103] The present application also proposes a design method for the crush force of the hood lock. The hood lock 100 is the hood lock 100 of the third aspect embodiment above. This design method includes: S1: Perform simulation and emulation on the structure of the hood lock 100; S2: Verify whether the simulation results meet the requirements of the target HIC value. When the simulation results meet the requirements of the target HIC value, use the numerical value of the top cross-sectional force of the mounting plate 3 in the simulation model as the intervention standard for the static pressure test external load, and proceed to step S3; S3: Conduct a static pressure test on the hood lock 100 with the static pressure test external load obtained in step S2 to verify whether the hood lock 100 triggers crushing. After the static pressure test is completed, if it shows that the hood lock 100 has crushed, it means that the component-level product meets the standard and the requirements of the target HIC value are met, and proceed to step S4; S4. Conduct a head form impact test on the whole vehicle to verify whether it meets the requirements of the target HIC value. When the test verification meets the requirements of the target HIC value, it means that the product design is completed and the pedestrian protection performance meets the standard.

[0104] Refer to Figure 32 As shown, the design method of the hood lock crushing force specifically includes the following steps: S01. Set the target HIC value for the 10 area of the buckle structure; For example, the target HIC value for the 10 area of the buckle structure can be set to <650, 650 - 1000, 1000 - 1350, 1350 - 1700, ≥1700, etc. Specifically, when the HIC value of the 10 area of the buckle structure <650, the corresponding pedestrian protection head form score is 1; when the HIC value of the 10 area of the buckle structure is 650 - 1000, the corresponding pedestrian protection head form score is 0.75; when the HIC value of the 10 area of the buckle structure is 1000 - 1350, the corresponding pedestrian protection head form score is 0.50; when the HIC value of the 10 area of the buckle structure is 1350 - 1700, the corresponding pedestrian protection head form score is 0.25; when the HIC value of the 10 area of the buckle structure ≥1700, the corresponding pedestrian protection head form score is 0. The target HIC value for the 10 area of the buckle structure can be set according to the expected pedestrian protection head form score.

[0105] S02. Build a pedestrian head collision CAE simulation model for the hood lock 100 and conduct a pedestrian head collision simulation on this model to extract the synthetic acceleration-displacement curve; Among them, the test process of the pedestrian head collision simulation includes: in the pedestrian head collision CAE simulation model, control the child head form impactor 300 to impact the buckle structure 10 at the target regulatory test speed; Refer to Figure 33As shown in the figure, determine the corresponding displacement when the head form impactor 300 first hits the mounting plate 3, which is denoted as the component collision displacement point. This component collision displacement point corresponds to the displacement value at which the Von Mises stress first appears in the latch structure 10 in the pedestrian head collision CAE simulation model in step S02, and this value is measured in real time by the head form impactor 300. The impact process of the pedestrian head can be simplified as a process in which the impact kinetic energy of the head form impactor 300 is dissipated one by one among the vehicle body components. That is, in the hood lock 100 area, the total collision kinetic energy of the head form impactor 300 can be distributed to the two main components of the hood 200 and the critical hard point hood lock 100. That is, the solution is carried out according to the following five equations by the kinetic energy theorem.

[0106]

[0107] The impact direction of the head form impactor 300 is basically collinear with the collapse settlement direction of the latch structure 10. S 1 is the impact displacement of the head form impactor 300 from the first contact with the hood 200 to the component collision displacement point, which is specifically manifested as the movement displacement of the hood 200. S 2 is the impact displacement of the head form impactor 300 from the impact to the component collision displacement until the maximum impact stroke, which is specifically manifested as the settlement displacement of the mounting plate 3. S is the total displacement of the head form impactor 300 from the first contact with the hood 200 to the maximum impact stroke, and Equation (4) can be obtained; Equation (5) is the kinetic energy theorem corresponding to the head form impactor 300 impacting and colliding with the hard point components (hood 200 and mounting plate 3). m is the mass of the head form impactor 300, taking 3.5 kg. g ( x ) is the combined acceleration-displacement curve equation corresponding to the head impact process; Equation (6) is the quantitative calculation and distribution process of the head form impactor 300 impacting and colliding energy, which is used to describe the pedestrian head collision energy dissipation and energy distribution process in the front area of the vehicle 1000; Equation (7) represents the simplified equivalent substitution process of the head form impactor 300's full-process collision energy, and converts the combined acceleration-displacement curves with multiple peaks corresponding to the two impact strokes of S 1 and S 2 into a square wave-shaped combined acceleration-displacement curve, which respectively refers to the simplified quantitative calculation process of the total collision energy distribution of the hood 200 and the hood lock 100. ɑ 1 is the average acceleration of the head form impactor 300 at S 1 , and ɑ 2 is the average acceleration of the head form impactor 300 at S 2 , as Figures 33 - 34 shown; Equation (8) represents the quantitative calculation of the maximum head form collision combined acceleration Ar in the hood lock 100 area based on the square wave-shaped combined acceleration-displacement curve. max .

[0108] According to the mass m of the child head form impactor 300, the resultant head acceleration obtained from the simulation test, S 1 、S 2 the X and Y integrations are obtained to calculate the equivalent simplified square wave type resultant acceleration-displacement curve, as Figure 33 shown.

[0109] S03. Based on the resultant acceleration-displacement curve extracted in step S02, the average maximum head form impact resultant acceleration Ar is obtained according to the equivalent principle max ; Based on the above decomposition of the collision process, combined with the physical meaning of the integration of the resultant acceleration-displacement curve (G-D curve) of the collision process, it can be obtained that the integral values in different integral intervals of the G-D curve represent the energy dissipation distribution on the collision path. Taking the component collision displacement point ( Figure 33 shown) as the starting displacement point of the hood lock 100 affected by the head collision, the front and rear curves are integrated. The integral region after the component collision displacement point is the influence region of the hood lock 100 (interval integral value Y). By drawing a simplified square wave according to the integral equivalent principle (as Figure 34 shown), the average maximum head form impact resultant acceleration Ar can be equivalent max， as shown in Equations (7) to (8).

[0110] S04. Defining the pedestrian protection crushing force limit range of the latch structure 10, the static pedestrian protection crushing force is obtained from the following formulas (9) to (10) F N1 , and enter step S05;

[0111] Among them, according to Equation (8) and Newton's second law, Equation (9) can be solved to obtain the dynamic pedestrian protection crushing force F N1-dynamic . From F N1-dynamic the static pedestrian protection crushing force is obtained F N1 . The static pedestrian protection crushing force is the allowable load for the failure of the pedestrian protection structure F N1 , and its conversion relationship is shown in Equation (10). In the formula: m is the mass of the child head form impactor 300, θ 1 is the empirical equivalent substitution ratio of static-dynamic crushing force, which is determined based on engineering practice experience θ 1 <1, and the strength design of the pedestrian protection structure θ 1 generally takes 1 / 3; For example, θ1 It can be 1 / 2, 1 / 3, 1 / 4, etc.

[0112] S05. The allowable load for pedestrian protection structure failure can be obtained through step S04 F N1 , this value and the above mechanical decomposition formula (3) form an equivalent correlation formula. Since then, reverse design can be carried out according to the allowable load for pedestrian protection, that is, through the known allowable load for pedestrian protection structure failure F N1 Design the pressure ring 1 that meets this allowable load.

[0113] During the design process, it is assumed that the following are known: the elastic force of the pressure ring 1 is F T , the friction coefficient μ , combined with the allowable load for pedestrian protection structure failure F N1 , the included angle α can be obtained.

[0114] S06. Input the included angle α, the material properties, boundary dimensions, and shape structure of the pressure ring 1 into the pedestrian head collision CAE simulation model in step S02, and input the CAE failure criterion, so as to conduct a pedestrian head collision simulation on the pedestrian head collision CAE simulation model and enter step S07; Among them, the CAE failure criterion is that when the crushing force is greater than the static pedestrian protection crushing force F N1 , the pressure ring 1 is crushed and the mounting plate 3 sinks and moves downward.

[0115] S07. Check whether the simulation test results meet the requirements of the target HIC value. If the CAE simulation results meet the requirements of the target HIC value, extract the numerical value of the top section force of the mounting plate 3 in the pedestrian head collision CAE simulation model as the intervention standard for the static pressure test external load and enter step S08. If the CAE simulation results do not meet the requirements of the target HIC value, return to step S04 and adjust θ 1 to a slightly smaller level and readjust in sequence; Among them, if the simulation test results show that the hood lock 100 is crushed, it means that the simulation test results meet the requirements of the target HIC value. If the simulation test results show that the hood lock 100 is not crushed, it means that the simulation test results do not meet the requirements of the target HIC value.

[0116] The calculation formula of the HIC value in the simulation test results refers to formula (11):

[0117] Among them, t 1 , t 2is the time from the first contact of the head impactor 300 with the hood 200 to the maximum impact stroke, and t 2 - t 1 is not greater than 15 ms, ɑ is the resultant acceleration corresponding to a certain moment in the resultant acceleration-time curve equation for the head impact process.

[0118] S08. Conduct a static pressure test on the hood lock 100 to verify whether the hood lock 100 triggers crushing; Among them, if it shows that the hood lock 100 is crushed after the static pressure test, it means that the component-level product meets the standard and meets the target HIC value requirement, and enter step S09; if it shows that the hood lock 100 is not crushed, adjust step S05 to replace other latch structures 10 that equally meet the failure tolerance load of the pedestrian protection structure F N1 of the latch structure 10.

[0119] S09. Conduct a head impact test on the whole vehicle to verify whether it meets the target HIC value requirement; If the test verification meets the target HIC value requirement, it means that the product design is completed and the pedestrian protection performance meets the standard; otherwise, if it does not meet, jump to step S04 to adjust θ 1 to a slightly lower level and readjust in order.

[0120] After the component-level product in step S08 meets the standard and meets the target HIC value requirement, it is mounted on the corresponding whole vehicle of the CAE model for head impact testing to evaluate the HIC and crushing levels after the product is mounted.

[0121] The above implementation steps S01~S09 realize the imparting of the pedestrian protection function in the hood lock area. The whole mechanism is stable and reliable when triggering the pedestrian protection function, and can quantitatively determine the pedestrian protection crushing force level of the product according to the space of the specific vehicle model. After triggering the pedestrian protection crushing function, the function reuse of the product structure can be realized only by using a low-cost and convenient method, and the corresponding structure design method has reliable sources and detailed data, and has engineering design and application feasibility.

[0122] The latch structure 10 of the present application can quantitatively determine the required pedestrian protection crushing force according to the energy absorption space of the front hood lock of the vehicle model to be mounted. By changing the structural form of the latch structure 10 (including but not limited to: the material, thickness, structural weakening method, crushing stroke, etc. of the pressure ring 1; the stress concentration design of the crushing section of the lock ring 2, etc.), the change of the pedestrian protection crushing force of the front hood lock can be dynamically realized, so as to meet the pedestrian protection performance requirements under different collision energy absorption space conditions.

[0123] The latch structure 10 of the present application can be applied throughout the full-cycle design process of the hood lock. Especially in the component performance verification and vehicle performance verification processes, if the layout of the front cabin hood lock changes, resulting in a change in the collision energy absorption space, and thus the need to change the pedestrian protection crushing force attribute of this product, by dynamically adjusting the structure type of the latch structure 10 to achieve a change in the pedestrian protection performance level, the product performance risk in the vehicle trial production verification stage can be resolved, and the maximum error tolerance can be achieved.

[0124] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present application.

[0125] In the present application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, and can be the internal communication of two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0126] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification.

[0127] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as a limitation of the present application. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A locking structure, characterized in that: Used in a vehicle (1000), the locking structure (10) comprises: A lock ring (2), the lock ring (2) being suitable for locking or unlocking with a lock body (20) on a vehicle body; A pressure ring (1), the pressure ring (1) being mounted on the locking ring (2), the pressure ring (1) being suitable for being connected to the hood (200), and under the action of a collision force, the pressure ring (1) is deformed under the action of the load so that the hood (200) moves downward relative to the locking ring (2).

2. The lock structure according to claim 1, characterized in that: The pressure ring (1) is constructed to have an arc-shaped structure, the central angle of the arc-shaped structure is greater than 90°, and the pressure ring (1) is sleeved on the locking ring (2).

3. The lock structure according to claim 1, characterized in that: The locking ring (2) is provided with a limiting groove (21), and the pressing ring (1) is mounted in the limiting groove (21). Under the action of a collision force, the hood (200) can directly or indirectly squeeze the pressing ring (1) to reduce the outer diameter of the pressing ring (1) or to cause the pressing ring (1) to detach from the locking ring (2).

4. The lock structure according to claim 3, characterized in that: A limiting space (22) is provided between the inner circumferential surface of the pressure ring (1) and the inner circumferential surface of the limiting groove (21); under the action of a collision force, the hood (200) presses the pressure ring (1) into the limiting space (22), so that the hood (200) moves downward relative to the locking ring (2).

5. The lock structure according to claim 4, characterized in that: The trigger member has a first action surface (31), and the pressure ring (1) has a second action surface (11), the second action surface (11) being used to support the first action surface (31), and under the action of a collision force, the first action surface (31) pushes the second action surface (11) to press the pressure ring (1) into the limiting space (22); Wherein, the triggering member is a hood (200); or, the triggering member is a mounting plate (3) fixedly connected to the hood (200).

6. The lock structure according to claim 5, characterized in that: The first action surface (31) and the second action surface (11) are both constructed as conical surfaces, the first action surface (31) and the second action surface (11) have the same taper, and the small diameter ends of the first action surface (31) and the second action surface (11) are located above the large diameter ends of the first action surface (31) and the second action surface (11).

7. The lock structure according to claim 4, characterized in that: The pressure ring (1) is provided with a weakening structure (12).

8. The lock structure according to claim 3, characterized in that: The locking ring (2) has a guide surface (23), and the guide surface (23) is used to support the pressing ring (1). Under the action of the collision force, the hood (200) pushes the pressing ring (1) to move along the guide surface (23), so that the pressing ring (1) is detached from the locking ring (2).

9. The lock structure according to claim 8, characterized in that: The guide surface (23) is configured as a conical surface, and the small diameter end of the guide surface (23) is located above the large diameter end.

10. The lock structure according to claim 8, characterized in that: The inner circumferential surface of the pressure ring (1) is provided with a first protrusion (13) and a second protrusion (14), the first protrusion (13) and the second protrusion (14) protrude toward the locking ring (2), and the inner circumferential surface of the pressure ring (1) forms a major arc segment between the first protrusion (13) and the second protrusion (14), and the major arc segment is suitable for being sleeved on the locking ring (2).

11. The lock structure according to claim 1, characterized in that: The locking structure (10) further comprises a first limiting structure (4), the first limiting structure (4) being arranged at one end of the trigger member of the locking ring (2) extending upward, the first limiting structure (4) being used to limit the extreme position of the upward movement of the trigger member; Wherein, the triggering member is a hood (200); or, the triggering member is a mounting plate (3) fixedly connected to the hood (200).

12. The lock structure according to claim 1, characterized in that: The locking ring (2) comprises a plurality of rod portions (24) and at least one connecting portion (25), wherein the connecting portion (25) is used to connect two or more of the rod portions (24), and the pressing ring (1) is sleeved on the rod portions (24).

13. The lock structure according to claim 12, characterized in that: The rod portion (24) is provided with a second limiting structure, the second limiting structure being used to limit the extreme position of the downward movement of the hood (200).

14. The lock structure according to claim 6 or 9, characterized in that: The locking structure (10) further comprises a mounting plate (3), wherein the mounting plate (3) is suitable for being mounted on the hood (200), and under the action of a collision force, the mounting plate (3) is capable of squeezing the pressure ring (1) so that the hood (200) and the mounting plate (3) move downward relative to the locking ring (2).

15. The lock structure according to claim 14, characterized in that: The mounting plate (3) is provided with a mounting structure (32), and the mounting plate (3) is suitable for being fixedly connected to the hood (200) via the mounting structure (32).

16. The lock structure according to claim 14, characterized in that: The mounting plate (3) is provided with a locking ring hole, the locking ring (2) is inserted into the locking ring hole, and when the pressing ring (1) supports the mounting plate (3), the pressing ring (1) is located below the locking ring hole.

17. A hood lock, characterized in that: include: The locking structure (10) according to any one of claims 1 to 16; and A lock body (20), wherein the lock body (20) is used to lock or unlock the lock structure (10).

18. A vehicle, characterized in that: It comprises a vehicle body, a hood (200), and the hood lock (100) according to claim 17, wherein the lock body (20) is arranged on the vehicle body.

19. A method for designing the crushing force of a hood lock, characterized in that: The hood lock (100) is the hood lock (100) according to claim 17, and the design method comprises: S1: simulating the structure of the hood lock (100); S2: verify whether the simulation result meets the target HIC value requirement. When the simulation result meets the target HIC value requirement, the top section force value of the mounting plate (3) in the simulation model is used as the static pressure test applied load intervention standard, and enter step S3; S3: performing a static pressure test on the hood lock (100) to verify whether the hood lock (100) is triggered to collapse. After the static pressure test is completed, if it is shown that the hood lock (100) is collapsed, it means that the component-level product meets the standard and meets the target HIC value requirement, and then proceeds to step S4; S4. Conduct a head impact test on the whole vehicle to verify whether it meets the target HIC value requirements. If the test verifies that the target HIC value requirements are met, it means that the product design is complete and the pedestrian protection performance meets the standards.

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