Automobile and protection device thereof

Abstract

The invention relates to an automobile and a protection device thereof. The automobile comprises an automobile body and the protection device of the automobile. The automobile body comprises an inner plate, an outer plate, glass and a filling structure. The protective device of the automobile comprises a fixing net, a first structural wall, a second structural wall and a plurality of first filling parts. After the protective device of the automobile is installed on the inner wall of the inner chamber of the automobile, normalized anti-collision protection is mainly carried out. The buffer protection effect of the second structural wall, the first filling part, the first structural wall and the fixed net before hard collision with the inner plate is better than the buffer effect of passive anti-collision protection in the prior art, and normalized anti-collision buffer can be carried out, so that full real-time protection on members in all directions can be realized.

Description

Technical Field

[0001] This application relates to the technical field of automotive interior protection, particularly to automobiles and their protection devices. Background Art

[0002] The passive safety measures for automotive interiors usually adopt seat belts and airbags. Such traditional occupant restraint systems have played a great role in protecting occupants from collisions. The development and update of seat belts and airbags are gradual, and there has been no fundamental change in the mechanism.

[0003] Currently, the surfaces of automotive interiors in contact with occupants, such as the ceiling, door trim panels, etc., are all "rigid walls", basically made of rigid materials and structures such as plastics and composite materials. Although the surfaces are covered with flexible materials such as fabrics, leathers (including suedes), and rubbers, these covering materials are very thin, and the degree of buffering and energy absorption is extremely limited. Under special working conditions of vehicle collisions, such as rollovers, side collisions, and small-offset collisions, occupants may cross the boundary areas not covered by traditional airbags, or slide past or deviate from the airbags, and directly hit rigid walls such as the interior ceiling, door inner panels, and pillars, causing serious injuries.

[0004] Therefore, passive safety measures cannot achieve protection for occupants in all directions under various collision conditions (such as rollovers, side collisions, small-angle offset collisions, etc.), and are likely to cause several mechanical and / or thermal injuries to occupants. Moreover, the situation where the airbag is delayed in opening or fails to deploy easily leads to untimely or ineffective protection. Summary of the Invention

[0005] Based on this, it is necessary to provide an automobile and its protection device for the problem that the existing passive safety measures for the interior of automobiles cannot achieve protection for occupants in all directions under various collision conditions, are likely to cause several mechanical and / or thermal injuries to occupants, and the situation where the airbag is delayed in opening or fails to deploy easily leads to untimely or ineffective protection.

[0006] A protection device for an automobile, the protection device for the automobile comprising:

[0007] A fixed net, connected to the inner wall of the automobile interior through a mounting member, and having a gap with the inner wall of the automobile interior;

[0008] A first structural wall, disposed on the fixed net, the fixed net being located between the first structural wall and the inner wall of the automobile interior, the first structural wall having a plurality of first protrusions facing the inner wall of the automobile interior, and a part of the first protrusions extending into the gap between the fixed net and the inner wall of the automobile interior;

[0009] A second structural wall connected to the first structural wall and located on a side of the first structural wall away from the inner wall of the vehicle interior, the second structural wall having a plurality of second protrusions protruding away from the fixing net;

[0010] A plurality of first filling parts, the plurality of the first filling parts, the first protruding parts and the second protruding parts correspond one to one, and the first filling parts are located in a filling cavity formed between the first protruding parts and the second protruding parts to form a plurality of bulges.

[0011] After the above-mentioned protective device of the automobile is installed on the inner wall of the interior of the automobile, it mainly performs normalized anti-collision protection. By setting a plurality of bulge-shaped filling cavities between the first structural wall and the second structural wall, and filling the first filling part in the filling cavity, each first filling part and the first structural wall and the second structural wall on both sides form a shuttle-like structure, and the four first filling parts form a buffer unit, and a plurality of buffer units are combined to form a buffer unit group. When a collision occurs, taking head collision protection as an example, the HIC value of the buffer unit when the collision occurs is simulated and calculated. HIC is an internationally used head injury index (Head Injury Criterion), which is a measure of the severity of head injury to occupants when a vehicle collides. The size of the HIC value mainly depends on two factors, the instantaneous acceleration of the human head during the collision and the duration of the acceleration. It is usually defined as the product of the average acceleration of the head and the time in a certain time period. This time period is generally set to 36ms or 15ms. The HIC experience values ​​of 36ms and 15ms are 1000 and 700 respectively. When it is higher than this value, obvious head injury will occur. Taking the example of a circular-shaped buffer unit formed by four first filling parts in the present application, when the head hits the buffer unit, the instantaneous air pressure in the buffer unit cavity increases, and the first filling parts in the filling cavity will undergo corresponding tensile deformation to resist the increase in air pressure and reach a surface stress equilibrium state. Its deformation can be simplified as the tensile deformation of the first filling parts in the radial and axial directions. The simplified model is as follows Figure 5As shown. According to the preliminary simulation calculations of the changes in speed, acceleration, and the compression amount of the inflatable unit, the HIC index in the 15 ms interval reached 477.54, which is less than the standard value of 700 and has a certain design margin. Considering that the actual unit may have diverse morphological characteristics, the HIC results of the inflatable unit with a hexagonal cross-section at 15 ms were calculated according to the design requirements. Under the assumption of the same radius and maximum effective contact area, the final numerical result was 503.62, slightly larger than that of the disc-shaped inflatable unit, but still meeting the requirements. In addition, the collision between the person and the inflatable unit is not necessarily completely vertical, and there should be a normal angle. At this time, the vertical relative initial velocity is lower than the actual motion velocity. Therefore, better protection effects can be expected in the actual environment. And first structural walls and second structural walls are respectively arranged on both sides of the first filling portion along the third direction as buffer layers, thereby increasing the buffering effect. At the same time, by setting a fixing net, and the first protruding portion of the first structural wall extends out of the fixing net, so that when a collision occurs, collision protection is first carried out through the buffer unit formed by the first structural wall, the second structural wall, and the first filling portion. When the buffering effect cannot completely absorb the collision energy, the first structural wall moves closer to the inner plate along the third direction and first contacts the fixing net. A gap is provided between the fixing net and the inner plate. Therefore, further collision buffering can be carried out through the elastic deformation of the fixing net. If the collision energy still cannot be absorbed, the first protruding portion continues to move closer to the inner plate until it abuts against and deforms the inner plate. During this process, the second structural wall also moves in the direction closer to the inner plate until it reaches the limit position. At this time, the deformations of the second structural wall, the first filling portion, the first structural wall, and the fixing net all reach the extreme. After that, a hard collision occurs. The buffering protection effect of the second structural wall, the first filling portion, the first structural wall, and the fixing net before reaching the hard collision with the inner plate is higher than that of the passive anti-collision protection in the prior art and can perform normal anti-collision buffering, so as to achieve full and real-time protection of the members in all directions.

[0012] In one embodiment, a plurality of the bumps are arranged in multiple rows of bump rows, and each row of bump rows includes a plurality of bumps arranged in sequence along the first direction, and the multiple rows of bump rows are arranged in sequence along the second direction;

[0013] In any two adjacent rows of bump rows, the bumps in one row of bump rows and the bumps in the other row of bump rows are arranged staggered along the first direction;

[0014] The third direction is the thickness direction of the inner wall of the vehicle interior, and the first direction, the second direction, and the third direction are perpendicular to each other in pairs.

[0015] In one embodiment, the length of the bump along the first direction is greater than the length along the second direction.

[0016] In one embodiment, a sealing assembly is disposed between two adjacent first filling portions along the first direction, and two ends of the sealing assembly along the third direction are respectively connected to the first structural wall and the second structural wall;

[0017] A sealing assembly is disposed between two adjacent first filling portions along the second direction, and two ends of the sealing assembly along the third direction are respectively connected to the first structural wall and the second structural wall.

[0018] In one embodiment, the sealing assembly includes two sealing valves;

[0019] In the sealing assembly between two adjacent first filling portions along the first direction, the two sealing valves are arranged at intervals along the first direction;

[0020] In the sealing assembly between two adjacent first filling portions along the second direction, the two sealing valves are arranged at intervals along the second direction.

[0021] In one embodiment, along the circumferential edge of the filling cavity, the first structural wall is sealingly connected to the second structural wall;

[0022] The protective device of the vehicle further includes a second filling portion, and the second filling portion is located in the gap cavity formed by the first structural wall and the second structural wall between the two sealing valves of the sealing assembly.

[0023] In one embodiment, the bulge is a spindle-shaped structure.

[0024] In one embodiment, the first filling portion is an inflatable film structure and the internal inflation pressure is adjustable.

[0025] In one embodiment, the first structural wall and the second structural wall are one or more of thermoplastic polyurethane, thermoplastic polyolefin and thermoplastic polyester in elastic materials;

[0026] The first filling portion is a polyester-based material in flexible polymer composites;

[0027] The fixing net is made of aluminum alloy material.

[0028] One embodiment of the present application further provides a vehicle, and the vehicle includes: a vehicle body and the protective device of the vehicle;

[0029] The vehicle body includes: an inner panel, an outer panel, glass and a filling structure;

[0030] The filling structure is located in the gap between the inner panel and the outer panel, and the glass is disposed between the inner panel and the outer panel;

[0031] The fixing net is installed on the inner panel and is arranged at a gap with the inner panel.

[0032] After the above-mentioned protective device of the vehicle is installed on the inner wall of the vehicle interior, it mainly conducts normal anti-collision protection. By setting a plurality of drum-shaped filling cavities are formed between the first structural wall and the second structural wall, and a first filling part is filled in the filling cavity. Each first filling part and the first structural wall and the second structural wall on both sides thereof form a structure similar to a spindle shape, and four first filling parts form a buffer unit, and a plurality of buffer units are combined to form a buffer unit group. When a collision occurs, taking head collision protection as an example, the HIC value of the buffer unit at the time of collision is simulated and calculated. HIC is an internationally common head injury criterion, which is a measure of the severity of the head injury of the occupant when the vehicle collides. The magnitude of the HIC value mainly depends on two factors, the instantaneous acceleration obtained by the human head during the collision and the time it lasts. It is usually defined as the product of the average acceleration of the head and time within a certain time period. This time period is generally set to 36 ms or 15 ms. The HIC empirical values of 36 ms and 15 ms are 1000 and 700 respectively. When it is higher than this value, obvious head injuries will occur. Taking the buffer unit in the shape of a round cake surrounded by four first filling parts in this application as an example, when the head impacts the buffer unit, the instantaneous air pressure in the buffer unit cavity increases, and the first filling part in the filling cavity will undergo corresponding tensile deformation against the increase in air pressure and reach the surface stress balance state. Its deformation can be simplified as the tensile deformation of the first filling part in the radial and axial directions. The simplified model is as Figure 5As shown. According to the preliminary simulation calculations of the changes in speed, acceleration, and the compression amount of the inflatable unit, the HIC index in the 15 ms interval reached 477.54, which is less than the standard value of 700 and has a certain design margin. Considering that the actual unit may have diverse morphological characteristics, the HIC results of the inflatable unit with a hexagonal cross-section at 15 ms were calculated according to the design requirements. Under the assumption of the same radius and maximum effective contact area, the final numerical result was 503.62, slightly larger than that of the disc-shaped inflatable unit, but still meeting the requirements. In addition, the collision between the person and the inflatable unit is not necessarily completely vertical, and there should be a normal angle. At this time, the vertical relative initial velocity is lower than the actual moving velocity. Therefore, better protection effects can be expected in the actual environment. And first structural walls and second structural walls are respectively arranged on both sides of the first filling part along the third direction as buffer layers, thereby increasing the buffering effect. At the same time, by setting a fixed net, and the first protruding part of the first structural wall extends out of the fixed net, so that when a collision occurs, collision protection is first carried out through the buffer unit formed by the first structural wall, the second structural wall, and the first filling part. When the buffering effect cannot completely absorb the collision energy, the first structural wall moves closer to the inner plate along the third direction and first contacts the fixed net. There is a gap between the fixed net and the inner plate. Therefore, further collision buffering can be carried out through the elastic deformation of the fixed net. If the collision energy still cannot be absorbed, the first protruding part continues to move closer to the inner plate until it abuts against the inner plate and deforms. During this process, the second structural wall also moves in the direction closer to the inner plate until it reaches the limit position. At this time, the deformations of the second structural wall, the first filling part, the first structural wall, and the fixed net all reach the extreme. After that, a hard collision occurs. The buffering protection effect of the second structural wall, the first filling part, the first structural wall, and the fixed net before reaching the hard collision with the inner plate is higher than that of the passive anti-collision protection in the prior art and can carry out normal anti-collision buffering, so as to realize full real-time protection of the members in all directions. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 FIG. is a schematic structural diagram of a vehicle body of an embodiment with an automobile protection device taking a car door as an example.

[0034] Figure 2 is Figure 1 a sectional view of one perspective.

[0035] Figure 3 is Figure 1 a sectional view of another perspective.

[0036] Figure 4 FIG. is a schematic diagram of the original state of a buffer unit of an embodiment.

[0037] Figure 5 is Figure 4 a schematic diagram of the compressed state of the buffer unit.

[0038] Description of the reference numerals in the drawings:

[0039] 10 - Protection device of the vehicle;

[0040] 100 - Fixed net; 100a - Mesh opening;

[0041] 200 - First structural wall; 210 - First protruding part;

[0042] 300 - Second structural wall; 310 - Second protruding part;

[0043] 400 - First filling part; 410 - Second filling part;

[0044] 500 - Filling cavity; 510 - Gap cavity;

[0045] 600 - Sealing assembly; 610 - Sealing valve;

[0046] 20 - Vehicle body; 21 - Inner panel; 22 - Outer panel; 23 - Glass; 24 - Filling structure; 25 - Mounting part;

[0047] 30 - Buffer unit;

[0048] OX - First direction; OY - Second direction; OZ - Third direction; S1 - First edge; S2 - Second edge. Detailed implementation manners

[0049] In order to make the above - mentioned objects, features and advantages of the present application more obvious and understandable, the following detailed description of the specific implementation manners of the present application will be given in conjunction with the accompanying drawings. Many specific details are set forth in the following description in order to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0050] In the description of the present application, it should be understood that if there appear such terms as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counter - clockwise", "axial", "radial", "circumferential", etc., the orientation or positional relationship indicated by these terms is based on the orientation or positional relationship shown in the drawings, and 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 to the present application.

[0051] In addition, if the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0052] In this application, unless otherwise clearly specified and limited, if terms such as "installed", "connected", "joined", "fixed", etc. appear, these terms 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 or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components or the interaction relationship between two components, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0053] In this application, unless otherwise clearly specified and limited, if there is a description such as a first feature being "on" or "under" a second feature, the meaning can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over", and "on top of" the second feature can mean that the first feature is directly above or obliquely above the second feature, or simply indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath", and "underneath" the second feature can be that the first feature is directly below or obliquely below the second feature, or simply indicates that the first feature has a lower horizontal height than the second feature.

[0054] It should be noted that if an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or there can also be an intermediate element. If an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. If so, the terms "vertical", "horizontal", "up", "down", "left", "right", and similar expressions used in this application are only for the purpose of illustration and do not represent the only implementation manner.

[0055] Refer to Figure 1 , Figure 1 , which shows the structure of the inner wall of the car interior in an embodiment of this application. Taking the car door as an example, the protection device 10 in an embodiment of this application is installed on the inner wall of the car door. A protection device 10 for a car provided in an embodiment of this application includes: a fixed net 100, a first structural wall 200, a second structural wall 300, and a plurality of first filling parts 400.

[0056] Referring to Figure 2 and Figure 3 In the present application, the vehicle includes a vehicle body 20 and a protective device 10 of the vehicle. The vehicle body 20 includes: an inner panel 21, an outer panel 22, a glass 23, and a filling structure 24. The filling structure 24 is located in the gap between the inner panel 21 and the outer panel 22, and the glass 23 is disposed between the inner panel 21 and the outer panel 22. Referring to Figure 2 and Figure 3 In the protective device 10 of the vehicle in the present application, a fixing net 100 is connected to the inner panel 21 of the vehicle interior through a mounting member 25, and there is a gap between the fixing net 100 and the inner panel 21. The mounting member 25 is disposed on the side of the inner panel 21 facing away from the outer panel 22 (i.e., the side of the inner panel facing the interior of the vehicle body), and the mounting member 25 surrounds the protective device 10 on the inner wall of the vehicle interior. The edge of the fixing net 100 is connected to the inner side of the mounting member 25. The fixing net 100 is located between the first structural wall 200 and the inner panel 21, and is provided with a plurality of first protrusions 210 protruding towards the inner panel 21. The first protrusions 210 partially extend into the gap between the fixing net 100 and the inner wall of the vehicle interior. The second structural wall 300 is connected to the first structural wall 200 and is located on the side of the first structural wall 200 facing away from the inner panel 21. The second structural wall 300 has a plurality of second protrusions 310 protruding away from the fixing net 100. The edges of the first structural wall 200 and the second structural wall 300 are both connected to the inner side of the mounting member 25. A plurality of first filling portions 400, the first protrusions 210, and the second protrusions 310 correspond to each other one by one. The first filling portions 400 are located in the filling cavities 500 formed between the first protrusions 210 and the second protrusions 310 to form a plurality of bulges.

[0057] After the above-mentioned protective device 10 of the vehicle is installed on the inner wall of the vehicle interior, it mainly performs normal anti-collision protection. By forming a plurality of bulge-shaped filling cavities 500 between the first structural wall 200 and the second structural wall 300, and filling the first filling portions 400 in the filling cavities 500, each first filling portion 400 and the first structural wall 200 and the second structural wall 300 on both sides thereof form a bulge structure similar to a shuttle shape, and the specific shape refers to the shuttle in the textile industry. The four first filling portions 400 form a buffer unit 30 as shown in Figure 4 and Figure 5 , and a plurality of buffer units 30 are combined to form a buffer unit group. Specifically, Figure 1 the four bulges in the dashed box in Figure 4 form the buffer unit 30 in Figure 4 , wherein the edges of the four bulges (the part outlined by the diamond at S2) are the second edge S2 in Figure 1 , and the internal diamond S1 in Figure 4 is the contour of the connection line of the thickest parts of the four bulges along the third direction OZ, that isThe first edge S1 in Figure 1 In the direction of the dashed ellipse in the figure towards the center, the thickness of the bulge along the third direction OZ tapers, thus forming a shape similar to Figure 4 The hollow part in the figure. When a collision occurs, taking head collision protection as an example, the HIC value of the buffer unit 30 at the moment of collision is simulated and calculated. HIC is an internationally common head injury criterion, which is a measure of the severity of the head injury of the occupant when the vehicle collides. The magnitude of the HIC value mainly depends on two factors: the instantaneous acceleration obtained by the human head during the collision and the duration it lasts. It is usually defined as the product of the average acceleration of the head and time within a certain time period. This time period is generally set to 36 ms or 15 ms. The empirical HIC values for 36 ms and 15 ms are 1000 and 700 respectively. When it is higher than this value, obvious head injuries will occur.

[0058] Taking the buffer unit 30 in the shape of a similar round cake as shown in Figure 4 and Figure 5 surrounded by the four first filling parts 400 in the present application as an example, when the head impacts the buffer unit 30, the instantaneous air pressure in the cavity of the buffer unit 30 increases, and the first filling parts 400 in the filling cavity 500 will undergo corresponding tensile deformation against the increase in air pressure and reach the surface stress balance state. Its deformation can be simplified to the tensile deformation of the first filling parts 400 in the radial and axial directions. The simplified model is as shown in Figure 5As shown. According to the preliminary simulation calculations of the changes in speed, acceleration, and the compression amount of the inflatable unit, the HIC index in the 15 ms interval reached 477.54, which is less than the standard value of 700, and there is a certain design margin. Considering that the actual unit may have diverse morphological characteristics, the HIC results of the inflatable unit with a hexagonal cross-section at 15 ms were calculated according to the design requirements. Under the assumption of the same radius and maximum effective contact area, the final numerical result was 503.62, slightly larger than that of the disc-shaped inflatable unit, but still meeting the requirements. In addition, the collision between the human and the inflatable unit is not necessarily completely vertical, and there should be a normal angle. At this time, the vertical relative initial velocity is lower than the actual motion velocity. Therefore, better protection effects can be expected in the actual environment. And first structural walls 200 and second structural walls 300 are respectively arranged on both sides of the first filling part 400 along the third direction OZ as buffer layers, thereby increasing the buffering effect. At the same time, by setting the fixing net 100, and the first protrusion 210 of the first structural wall 200 extends out of the fixing net 100 through the mesh holes 100a of the fixing net 100, so that when a collision occurs, first, collision protection is carried out through the buffer unit 30 formed by the first structural wall 200, the second structural wall 300, and the first filling part 400. When the buffering effect cannot completely absorb the collision energy, the first structural wall 200 moves inward towards the inner plate 21 along the third direction OZ and first contacts the fixing net 100. A gap is provided between the fixing net 100 and the inner plate 21. Therefore, further collision buffering can be carried out through the elastic deformation of the fixing net 100. If the collision energy still cannot be absorbed, the first protrusion 210 continues to move closer to the inner plate 21 until it abuts and deforms against the inner plate 21. During this process, the second structural wall 300 also moves in the direction closer to the inner plate 21 until it moves to the limit position. At this time, the deformations of the second structural wall 300, the first filling part 400, the first structural wall 200, and the fixing net 100 all reach the extreme. After that, a hard collision occurs. The buffering protection effect of the second structural wall 300, the first filling part 400, the first structural wall 200, and the fixing net 100 before reaching the hard collision with the inner plate 21 is higher than the buffering effect of the passive anti-collision protection in the prior art and can perform normal anti-collision buffering, thereby enabling full and real-time protection of the members in all directions.

[0059] Refer to Figure 2 and Figure 3, in one embodiment, multiple bumps are arranged in multiple rows of bump rows. Each row of bump rows includes multiple bumps arranged in sequence along the first direction OX, and the multiple rows of bump rows are arranged in sequence along the second direction OY; among any two adjacent rows of bump rows, the bumps in one row of bump rows and the bumps in the other row of bump rows are arranged staggeredly along the first direction OX. The third direction OZ is the thickness direction of the inner wall of the vehicle interior, and the first direction OX, the second direction OY, and the third direction OZ are perpendicular to each other pairwise. Thus, it is possible to make two adjacent first filling parts 400 along the first direction OX and two adjacent first filling parts 400 along the second direction OY enclose a buffer unit 30 as shown in Figure 4 and Figure 5 . It can not only protect the occupant from collision through a single convex structure, but also provide large-area collision protection by forming a group of buffer units. At the same time, the group of buffer units can disperse the collision energy, thereby improving the collision buffering effect as much as possible.

[0060] Refer to Figure 2 and Figure 3 , in one embodiment, the distance between the second convex part 310 and the corresponding first convex part 210 gradually decreases from the center to both sides along the first direction OX. Along the second direction OY, the distance between the second convex part 310 and the corresponding first convex part 210 gradually decreases from the center to both sides. The cross-section of the bump at any position along the first direction OX is spindle-shaped, and the cross-section of the bump at any position along the second direction OY is spindle-shaped. Specifically, the length of the bump along the first direction is greater than the length along the second direction OY. Therefore, the bump forms a three-dimensional structure similar to a shuttle (the spindle structure in the textile industry) extending along the first direction OX. Thus, each first filling part 400 forms a convex structure facing the interior of the vehicle, the filling cavity 500 is a spindle-shaped structure, so that the first filling part 400 is a spindle-shaped structure, which can increase the maximum distance of the first filling part 400 along the third direction OZ, thereby improving the buffering effect. At the same time, it can also make multiple first filling parts 400 enclose a buffer unit 30 similar to that shown in Figure 4 and Figure 5 , thereby improving the anti-collision effect.

[0061] Refer to Figure 2 and Figure 3 , in one embodiment, a sealing component is arranged between two adjacent first filling parts 400 along the first direction OX. The two ends of the sealing component along the third direction OZ are respectively connected to the first structural wall 200 and the second structural wall 300. A sealing component is arranged between two adjacent first filling parts 400 along the second direction OY. The two ends of the sealing component along the third direction OZ are respectively connected to the first structural wall 200 and the second structural wall 300. Along the circumferential edge of the filling cavity 500, the first structural wall 200 and the second structural wall 300 are hermetically connected.

[0062] Thus, it is possible to inflate each filling cavity 500, so that the inflation buffer in each filling cavity 500 is independently formed. When one of the filling cavities 500 deflates, the surrounding filling cavities 500 can all work normally.

[0063] Refer to Figure 2 and Figure 3 In one embodiment, the sealing assembly includes two sealing valves 610. In the sealing assembly 600 between two first filling parts 400 adjacent along the first direction OX, the two sealing valves 610 are arranged at intervals along the first direction OX. In the sealing assembly 600 between two first filling parts 400 adjacent along the second direction OY, the two sealing valves 610 are arranged at intervals along the second direction OY. By sealing between two adjacent first filling parts 400 through two sealing valves 610, the sealing effect is improved. When one of the filling cavities 500 deflates, it is fully ensured that the surrounding filling cavities 500 can all work normally. At the same time, the protection device 10 of the vehicle further includes a second filling part 410. The first filling part 400 is located in the gap cavity 510 formed by the first structural wall 200, the second structural wall 300 and surrounded by four sealing valves 610. The second filling part 410 in the gap cavity 510 and the first structural wall 200, the second structural wall 300 also form a buffer structure, making up for the buffering capacity of the recesses between multiple second protrusions 310, and can further improve the buffering effect.

[0064] In one embodiment, the first filling part 400 is an inflatable film structure and the internal inflation pressure is adjustable, so that the first filling part 400 can be inflated according to requirements and the pressure can be adjusted according to the actual situation.

[0065] Specifically, the fixing net 100, the first structural wall 200, the second structural wall 300 and multiple first filling parts 400 can all produce elastic deformation.

[0066] In one embodiment, the first structural wall 200 and the second structural wall 300 are one or more of thermoplastic polyurethane, thermoplastic polyolefin and thermoplastic polyester in elastic materials. The first filling part 400 is a polyester-based material in flexible polymer composites. The fixing net 100 is an aluminum alloy material.

[0067] In other embodiments, the first structural wall 200 and the second structural wall 300 can also be other elastic materials, such as silicone grease, etc. The first filling part 400 and the second filling part 410 can also be other flexible composite materials, and the fixing net 100 can also be other metal materials, which are not limited here.

[0068] An embodiment of the present application further provides an automobile, which includes: a vehicle body 20 and a protection device 10 of the automobile. The vehicle body 20 includes: an inner panel 21, an outer panel 22, a glass 23, and a filling structure 24. The filling structure 24 is located in the gap between the inner panel 21 and the outer panel 22, and the glass 23 is arranged between the inner panel 21 and the outer panel 22. A fixing net 100 is installed on the inner panel 21 and is arranged at a gap with the inner panel 21.

[0069] After the above-mentioned protection device 10 of the automobile is installed on the inner wall of the automobile interior, it mainly conducts normal anti-collision protection. By setting a plurality of bulge-shaped filling cavities 500 are formed between the first structural wall 200 and the second structural wall 300, and a first filling part 400 is filled in the filling cavity 500. Each first filling part 400 and the first structural wall 200 and the second structural wall 300 on both sides thereof form a structure similar to a spindle shape, and the four first filling parts 400 form a structure as shown in Figure 4 and Figure 5 The buffer unit 30 shown. A plurality of buffer units 30 are combined to form a buffer unit group. When a collision occurs, taking head collision protection as an example, the HIC value of the buffer unit 30 at the time of collision is simulated and calculated. HIC is an internationally common head injury criterion, which is a measure of the severity of the occupant's head injury when the vehicle collides. The size of the HIC value mainly depends on two factors, the instantaneous acceleration obtained by the human head during the collision and the duration thereof. It is usually defined as the product of the average acceleration of the head and time within a certain time period. This time period is generally set to 36 ms or 15 ms. The HIC empirical values of 36 ms and 15 ms are 1000 and 700 respectively. When it is higher than this value, obvious head injuries will occur. Taking the buffer unit 30 in the shape of a similar round cake shown in Figure 4 and Figure 5 surrounded by the four first filling parts 400 in the present application as an example, when the head impacts the buffer unit 30, the instantaneous air pressure in the cavity of the buffer unit 30 increases, and the first filling part 400 in the filling cavity 500 will undergo corresponding tensile deformation against the increase in air pressure and reach the surface stress balance state. Its deformation can be simplified to the tensile deformation of the first filling part 400 in the radial and axial directions. The simplified model is as shown in Figure 5As shown. According to the preliminary simulation calculations of the changes in speed, acceleration, and the compression amount of the inflatable unit, the HIC index in the 15 ms interval reached 477.54, which is less than the standard value of 700, and there is a certain design margin. Considering that the actual unit may have diverse morphological characteristics, the HIC results of the inflatable unit with a hexagonal cross-section at 15 ms were calculated according to the design requirements. Under the assumption of the same radius and maximum effective contact area, the final numerical result was 503.62, slightly larger than that of the disc-shaped inflatable unit, but still meeting the requirements. In addition, the collision between the person and the inflatable unit is not necessarily completely vertical, and there should be a normal angle. At this time, the vertical relative initial velocity is lower than the actual movement velocity. Therefore, better protection effects can be expected in the actual environment. And first structural walls 200 and second structural walls 300 are respectively arranged on both sides of the first filling part 400 along the third direction OZ as buffer layers, thereby increasing the buffering effect. At the same time, by setting the fixing net 100, and the first protrusion 210 of the first structural wall 200 extends out of the fixing net 100, so that during a collision, first, collision protection is carried out through the buffer unit 30 formed by the first structural wall 200, the second structural wall 300, and the first filling part 400. When the buffering effect cannot completely absorb the collision energy, the first structural wall 200 moves inward toward the inner plate 21 along the third direction OZ and first contacts the fixing net 100. A gap is provided between the fixing net 100 and the inner plate 21. Therefore, further collision buffering can be carried out through the elastic deformation of the fixing net 100. If the collision energy still cannot be absorbed, the first protrusion 210 continues to move closer to the inner plate 21 until it abuts and deforms against the inner plate 21. During this process, the second structural wall 300 also moves in the direction closer to the inner plate 21 until it reaches the limit position. At this time, the deformations of the second structural wall 300, the first filling part 400, the first structural wall 200, and the fixing net 100 all reach the extreme. After that, a hard collision occurs. The buffering protection effect of the second structural wall 300, the first filling part 400, the first structural wall 200, and the fixing net 100 before reaching the hard collision with the inner plate 21 is higher than the buffering effect of the passive anti-collision protection in the prior art and can perform normal anti-collision buffering, so as to achieve full and real-time protection of the members in all directions.

[0070] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as within the scope described in this specification.

[0071] The above-described embodiments merely represent several implementation manners of the present application. The description thereof is relatively specific and detailed, but it should not be construed as a limitation to the scope of the patented application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all fall within the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A protective device for an automobile, characterized in that: The protective device of the automobile comprises: A fixed net is connected to the inner wall of the interior of the automobile through a mounting piece and has a gap between the fixed net and the inner wall of the interior of the automobile; A first structural wall is arranged on the fixing net, the fixing net is located between the first structural wall and the inner wall of the vehicle interior, the first structural wall has a plurality of first protrusions facing the inner wall of the vehicle interior, and the first protrusions partially extend into the gap between the fixing net and the inner wall of the vehicle interior; A second structural wall connected to the first structural wall and located on a side of the first structural wall away from the inner wall of the vehicle interior, the second structural wall having a plurality of second protrusions protruding away from the fixing net; A plurality of first filling parts, the plurality of the first filling parts, the first protruding parts and the second protruding parts correspond one to one, and the first filling parts are located in a filling cavity formed between the first protruding parts and the second protruding parts to form a plurality of bulges.

2. The protective device for a vehicle according to claim 1, characterized in that: The plurality of bulges are arranged into a plurality of bulge rows, each bulge row comprises a plurality of bulges arranged in sequence along a first direction, and the plurality of bulge rows are arranged in sequence along a second direction; In any two adjacent rows of the bulges, the bulges in one row of the bulges and the bulges in the other row of the bulges are arranged alternately along the first direction; The third direction is the thickness direction of the inner wall of the interior of the automobile, and the first direction, the second direction and the third direction are perpendicular to each other.

3. The protective device for a vehicle according to claim 2, characterized in that: The length of the bulge along the first direction is greater than the length along the second direction.

4. The protective device for an automobile according to claim 2, characterized in that: The first structural wall is sealed to the second structural wall along the circumferential edge of the filling cavity; a sealing component is provided between two adjacent first filling parts along the first direction, and two ends of the sealing component along the third direction are respectively connected to the first structural wall and the second structural wall; A sealing component is disposed between two adjacent first filling portions along the second direction, and two ends of the sealing component along the third direction are respectively connected to the first structural wall and the second structural wall.

5. The protective device for an automobile according to claim 4, characterized in that: The sealing assembly includes two sealing valves; In the sealing assembly between two first filling parts adjacent to each other along the first direction, two sealing valves are arranged at intervals along the first direction; In the sealing assembly between two adjacent first filling parts along the second direction, two sealing valves are arranged at intervals along the second direction.

6. The protective device for an automobile according to claim 5, characterized in that: The automobile protection device further comprises a second filling portion, which is located in a gap cavity formed between the two sealing valves of the sealing assembly and the first structural wall and the second structural wall.

7. The protective device for an automobile according to claim 3, characterized in that: The bulge is a shuttle-shaped structure.

8. The automobile protection device according to claim 1, characterized in that: The first filling part is an inflatable membrane structure and the internal inflation pressure is adjustable.

9. The automobile protection device according to claim 1, characterized in that: The first structural wall and the second structural wall are one or more of thermoplastic polyurethane, thermoplastic polyolefin and thermoplastic polyester in the elastic material; The first filling part is a polyester-based material in a flexible polymer composite material; The fixing net is made of aluminum alloy material.

10. An automobile, characterized in that: The automobile comprises: a vehicle body and the protective device of the automobile according to any one of claims 1 to 9; The vehicle body comprises: an inner panel, an outer panel, glass and a filling structure; The filling structure is located in the gap between the inner plate and the outer plate, and the glass is arranged between the inner plate and the outer plate; The fixed net is installed on the inner plate and is arranged with a gap between the inner plate.

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