Hood hinge and vehicle

Abstract

The invention discloses a hood hinge and a vehicle. The hood hinge comprises a first hinge body, a second hinge body, a connecting rod, a limiting support and a limiting piece. The limiting support comprises a first plate and a second plate which are arranged at an included angle, the first plate is connected to one end of the second hinge body in the length direction, the first plate is arranged at an included angle relative to the second hinge body, the first plate is obliquely arranged relative to the height direction, and the first plate is provided with a first end and a second end which are back to back in the height direction; the second end is closer to the first hinge body in the height direction than the first end, the first end is closer to the second hinge body in the length direction than the second end, the second plate is connected to the second end, and the second plate is located on the side, away from the second hinge body in the length direction, of the first plate; the limiting piece is connected to the second plate and used for abutting against the connecting rod. According to the scheme, enough crumple space can be provided for the head collision process of the pedestrian, and therefore the injury value to the head of the pedestrian is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to a hood hinge and a vehicle. Background Art

[0002] A hinge, also known as a hinge joint, is a mechanical device used to connect two structural members and allow relative rotation between them. A hinge consists of movable components or is made of foldable materials. In the field of vehicles, the hinge structure provides the connection between the vehicle hood and the vehicle body structure, and also provides a certain strength and stiffness to the vehicle hood. The hood is fixed to the hinge, and the hinge is fixed to the vehicle body. The hood can rotate together with the hinge to realize the opening and closing function of the hood and control the direction of the hood body to ensure its cooperation with surrounding components and reach a certain opening and closing angle.

[0003] The head collision area of pedestrians is mainly located in the hood area of the vehicle. Among them, the problem of a relatively high head injury value in the hood hinge area has been relatively prominent. In order to ensure the modal of the hood assembly, the performance of the hinge, such as strength and stiffness, is usually designed to be relatively strong. However, considering the requirements of pedestrian protection, it is necessary to weaken the hinge structure of the hood to reduce the head injury value during pedestrian impact. The performance requirements of pedestrian protection conflict with the performance of the hood hinge itself. Therefore, it is very necessary to design a structure that can simultaneously meet the requirements of pedestrian head impact and the performance requirements of the hood hinge itself. Summary of the Invention

[0004] The present application provides a hood hinge and a vehicle, which can simultaneously meet the requirements of pedestrian head impact and the performance requirements of the hood hinge itself.

[0005] To solve the above technical problems, the first technical solution provided by the present application is: a hood hinge, including a first hinge body, a second hinge body, a connecting rod, a limiting bracket and a limiting member; the first hinge body extends along the length direction of the vehicle; the second hinge body extends along the length direction of the vehicle and is spaced from the first hinge body in the height direction of the vehicle; one end of the connecting rod is hinged to the first hinge body, and the other end is hinged to the second hinge body; the limiting bracket includes a first plate and a second plate arranged at an angle, the first plate is connected to one end of the second hinge body in the length direction, the first plate is arranged at an angle relative to the second hinge body, the first plate is inclined relative to the height direction, the first plate has a first end and a second end that are opposite to each other in the height direction, the second end is closer to the first hinge body in the height direction than the first end, the first end is closer to the second hinge body in the length direction than the second end, the second plate is connected to the second end, and the second plate is located on the side of the first plate away from the second hinge body in the length direction; the limiting member is connected to the second plate and is used to abut against the connecting rod.

[0006] According to an embodiment of the present application, the inclination angle of the first plate relative to the height direction is 20 degrees to 30 degrees.

[0007] According to an embodiment of the present application, the side of the part of the first plate near the first end is connected to the second hinge body, and the sides of the remaining parts are not connected to the second hinge body.

[0008] According to an embodiment of the present application, the second plate is inclined relative to the length direction. The second plate includes a third end and a fourth end opposite to each other in the length direction. The third end is connected to the first end, and the third end is closer to the first hinge body in the height direction than the fourth end.

[0009] According to an embodiment of the present application, the inclination angle of the second plate relative to the length direction is 20 degrees to 30 degrees.

[0010] According to an embodiment of the present application, the limiting bracket includes an intermediate connecting plate connected between the first plate and the second plate; wherein, the direction of the intermediate connecting plate extending from the first plate to the second plate is arc-shaped.

[0011] According to an embodiment of the present application, the side of the limiting bracket in the width direction is provided with a collapse notch; wherein, the width of the limiting bracket at the collapse notch does not exceed 60% of the width of the other parts of the limiting bracket outside the collapse notch.

[0012] According to an embodiment of the present application, the limiting member is strip-shaped or rod-shaped, and the limiting member is perpendicular to the second plate; a top abutting portion is formed by folding the side of the connecting rod facing the limiting member, and the limiting member is used to abut against the top abutting portion.

[0013] According to an embodiment of the present application, the limiting bracket is integrally provided on the second hinge body.

[0014] To solve the above technical problems, the second technical solution provided by the present application is: a vehicle, including a vehicle body, a hood, and a hood hinge according to any of the above solutions, the hood is hingedly connected to the vehicle body; wherein, the first hinge body is fixedly connected to the hood, and the second hinge body is fixedly connected to the vehicle body.

[0015] The beneficial effects of the present application are:

[0016] The hood hinge provided by this application and the vehicle equipped with this hood hinge set the limit bracket for installing the limit piece in the hood hinge to include a first plate and a second plate arranged at an angle, and the first plate is inclined with respect to the height direction Z of the vehicle. When a pedestrian's head hits the hood, it can guide the entire limit bracket to deform along the impact direction. Coupled with the deformation of the second plate of the limit bracket relative to the first plate, the deformation of the limit bracket provides sufficient collapse space for the head impact. The hood hinge provided by this application does not need to reduce the thickness of the first hinge body and / or the second hinge body, and can meet the requirements of the pedestrian protection head collapse space while not weakening the performance such as the strength and stiffness of the hood hinge, thereby reducing the injury value to the pedestrian's head. Brief Description of the Drawings

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings, where:

[0018] Figure 1 is a three-dimensional structural schematic diagram of an embodiment of the hood hinge provided by this application;

[0019] Figure 2 is Figure 1 the front view schematic diagram of the hood hinge;

[0020] Figure 3 is Figure 1 the three-dimensional structural schematic diagram of the second hinge body, limit bracket and limit piece in the hood hinge;

[0021] Figure 4 is Figure 3 the front view schematic diagram of the second hinge body, limit bracket and limit piece;

[0022] Figure 5 is Figure 3 the top view schematic diagram of the second hinge body, limit bracket and limit piece;

[0023] Figure 6A is the simulation diagram of the first stage of the deformation process of the hood hinge provided by this application;

[0024] Figure 6B is the simulation diagram of the second stage of the deformation process of the hood hinge provided by this application.

[0025] Description of the Reference Numerals:

[0026] 100 First hinge body

[0027] 200 Second hinge body

[0028] 300 Connecting rod

[0029] 300A first connecting rod

[0030] 300B second connecting rod

[0031] 310 to the top

[0032] 400 limit bracket

[0033] 401 collapse gap

[0034] 410 First Board

[0035] 411 First End

[0036] 412 Second End

[0037] 420 Second Board

[0038] 421 Third End

[0039] 422 Fourth End

[0040] 430 intermediate connecting plate

[0041] 500 limit pieces

[0042] X length direction

[0043] Y width direction

[0044] Z height direction DETAILED DESCRIPTION

[0045] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0046] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0047] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0048] As used herein, the mention of "embodiment" means that the specific features, structures, or characteristics described in connection with the embodiment may be included in at least one embodiment of the present application. The phrase appears in various places in the specification and does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described herein may be combined with other embodiments.

[0049] In the description of the embodiments of the present application, the term "and / or" is merely a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after.

[0050] In the description of the embodiments of the present application, the term "plurality" refers to two or more (including two). Similarly, "multiple groups" refers to two or more groups (including two groups), and "multiple pieces" refers to two or more pieces (including two pieces).

[0051] In the description of the embodiments of the present application, the orientation or positional relationship indicated by technical terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the embodiments of 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 on the embodiments of the present application.

[0052] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installation", "connection", "connection", "fixation", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral one; it can also 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 elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific circumstances.

[0053] The present application provides a hood hinge. In one embodiment, referring to Figure 1 and Figure 2 , Figure 1 is a schematic perspective view of an embodiment of the hood hinge provided by the present application, Figure 2 is Figure 1Front view schematic diagram of the hood hinge, which includes a first hinge body 100, a second hinge body 200, a connecting rod 300, a limit bracket 400, and a limiting member 500; the first hinge body 100 extends along the vehicle's length direction X; the second hinge body 200 extends along the vehicle's length direction X and is spaced apart from the first hinge body 100 in the vehicle's height direction Z; one end of the connecting rod 300 is hinged to the first hinge body 100, and the other end is hinged to the second hinge body 200; please refer to Figures 3 to 5 , Figure 3 is Figure 1 Schematic three-dimensional structure diagram of the second hinge body 200, the limit bracket 400, and the limiting member 500 in the hood hinge of Figure 4 is Figure 3 Front view schematic diagram of the second hinge body 200, the limit bracket 400, and the limiting member 500 of Figure 5 is Figure 3 Top view schematic diagram of the second hinge body 200, the limit bracket 400, and the limiting member 500 of, the limit bracket 400 includes a first plate 410 and a second plate 420 arranged at an angle, the first plate 410 is connected to one end of the second hinge body 200 in the length direction X, the first plate 410 is arranged at an angle relative to the second hinge body 200, the first plate 410 is inclined relative to the height direction Z, the first plate 410 has a first end 411 and a second end 412 that are opposite to each other in the height direction Z, the second end 412 is closer to the first hinge body 100 than the first end 411 in the height direction Z, the first end 411 is closer to the second hinge body 200 than the second end 412 in the length direction X, the second plate 420 is connected to the second end 412, and the second plate 420 is located on the side of the first plate 410 away from the second hinge body 200 in the length direction X; the limiting member 500 is connected to the second plate 420 and is used to abut against the connecting rod 300.

[0054] Among them, the first hinge body 100 is used to connect with the vehicle's hood, the hood can be an engine hood (also known as a bonnet), the hood can also be the vehicle's trunk lid, during the process of the hood being opened or closed relative to the vehicle body, the first hinge body 100 rotates together with the hood. This application mainly explains the beneficial effects with the hood being an engine hood, and does not limit the specific application scenario of the hood hinge of this application to only the engine hood.

[0055] The second hinge body 200 is used to connect with the vehicle body, and the vehicle body can specifically be the sheet metal skeleton of the vehicle body. That is to say, for the vehicle, the second hinge body 200 is a fixed part, and the first hinge body 100 is a rotatable part. The second hinge body 200 can extend along the vehicle's height direction Z, that is, the second hinge body 200 is a vertical plate extending along the vehicle's length direction X.

[0056] The connecting rod 300 is used to limit the first hinge body 100 relative to the second hinge body 200 during rotation and support the first hinge body 100. Specifically, there are two connecting rods 300 in the hood hinge involved in this application, namely the first connecting rod 300A and the second connecting rod 300B. The first connecting rod 30A0 and the second connecting rod 300B are arranged at intervals along the vehicle length direction X. The first connecting rod 300A is located at the rear side of the second connecting rod 300B. One ends of the first connecting rod 300A and the second connecting rod 300B are respectively hinged to the second hinge body 200, and the other ends of the first connecting rod 300A and the second connecting rod 300B are respectively hinged to the first hinge body 100. Moreover, the hinge point of the first connecting rod 300A and the first hinge body 100 is located at the rear side in the length direction X of the hinge point of the first connecting rod 300A and the second hinge body 200, and the hinge point of the second connecting rod 300B and the first hinge body 100 is located at the rear side in the length direction X of the hinge point of the second connecting rod 300B and the second hinge body 200. In this way, during the use of the hood hinge, the first hinge body 100 is allowed to rotate around the connection point of the first connecting rod 300A and the second connecting rod 300B, so that the rotation process of the first hinge body 100 can be restricted by the first connecting rod 300A and the second connecting rod 300B. The connecting rod 300 that abuts against the limiting member 500 involved in this application specifically refers to the first connecting rod 300A.

[0057] When one ends of the first connecting rod 300A and the second connecting rod 300B are respectively hinged to the first hinge body 100, they can be pivotally connected through the first pin shaft. When the other ends of the first connecting rod 300A and the second connecting rod 300B are respectively hinged to the second hinge body 200, they can be pivotally connected through the second pin shaft. In this way, the first connecting rod 300A and the second connecting rod 300B can respectively rotate on the first hinge body 100 and the second hinge body 200 to realize the rotational adjustment of the hood hinge.

[0058] The hood hinge has at least the following two usage states during use. In the first usage state (hood closed state), the first connecting rod 300A and the second connecting rod 300B are adapted to be wound up so that the first hinge body 100 is kept on the side closest to the second hinge body 200. That is, in the hood closed state, the first hinge body 100 is arranged close to the second hinge body 200 in the vehicle height direction Z. In the second usage state (hood open state), the first connecting rod 300A and the second connecting rod 300B are supported on the second hinge body 200 to keep the first hinge body 100 on the side farthest from the second hinge body 200. That is, in the hood open state, the first hinge body 100 is arranged away from the second hinge body 200 in the vehicle height direction Z.

[0059] The limiting bracket 400 is used to install the limiting member 500, and the limiting member 500 is used to abut against the connecting rod 300 in the closed state of the engine hood. Specifically, it abuts against the first connecting rod 300A, so that the first hinge body 100 can be supported on the second hinge body 200 through the abutment and limitation of the limiting member 500 on the first connecting rod 300A. Generally speaking, during the driving of the vehicle, the engine hood is in the closed state. Then, the limiting member 500 abuts against the first connecting rod 300A. When the vehicle hits a pedestrian, the pedestrian's head may hit the engine hood. The impact force from the pedestrian's head on the engine hood will be transmitted from the engine hood to the first hinge body 100, then through the first connecting rod 300A to the limiting member 500, and then from the limiting member 500 to the limiting bracket 400.

[0060] In this application, the limiting bracket 400 includes a first plate 410 and a second plate 420 arranged at an angle. For example, the first plate 410 and the second plate 420 can be perpendicular to each other, or the angle formed between the first plate 410 and the second plate 420 is close to ninety degrees. The limiting member 500 is installed on the second plate 420. Since the first plate 410 is inclined with respect to the height direction Z, when the impact force from the pedestrian's head hitting the engine hood is transmitted to the limiting bracket 400 through the limiting member 500, it can cause the whole limiting bracket 400 to deform in the direction away from the second hinge body 200 (that is, towards the rear of the second hinge body 200), thus providing a collapse space during the head impact process, absorbing the impact energy, and reducing the head injury value.

[0061] The principle that the first plate 410 in this application is inclined with respect to the height direction Z of the vehicle is more conducive to the overall deformation of the limiting bracket 400 along the impact direction can be understood as follows: when the pedestrian's head hits the engine hood, the impact direction is not vertical, but has a certain inclination angle with the length direction X of the vehicle, that is, has a certain inclination angle with the height direction Z of the vehicle. The pedestrian's head hits the engine hood at a certain inclination angle, and this impact force is transmitted to the first hinge body 100 and the connecting rod 300, causing the connecting rod 300 to have a tendency to rotate relative to the second hinge body 200. And the connecting rod 300 is stopped by the limiting bracket 400 and the limiting member 500. To realize the rotation of the connecting rod 300 relative to the second hinge body 200, it is necessary for the limiting bracket 400 and the limiting member 500 to give way for the rotation of the connecting rod 300. The first plate 410 in this application is inclined with respect to the height direction Z of the vehicle. Then, after the impact force from the pedestrian's head is transmitted to the limiting member 500 and the limiting bracket 400, due to the inclination of the first plate 410 itself, it makes the whole limiting bracket 400 easier to deform along the impact direction.

[0062] In the related art, the first plate 410 of the limiting bracket 400 generally adopts a structure parallel to the height direction Z. When the impact force from the pedestrian's head hitting the hood is transmitted to the limiting bracket 400 through the limiting member 500, it may be difficult for the entire limiting bracket 400 to deform. That is, it is difficult for the first plate 410 of the limiting bracket 400 to deform relative to the second hinge body 200, and only the second plate 420 of the limiting bracket 400 deforms relative to the first plate 410. This results in limited deformation space in the vehicle height direction Z when the link 300 rotates. Moreover, for this structure where the first plate 410 is parallel to the height direction Z, even if the entire limiting bracket 400 deforms, the direction of its overall deformation is uncertain. The entire limiting bracket 400 may deform towards the direction close to the second hinge body 200 (i.e., deform towards the front of the vehicle), or it may deform towards the direction away from the second hinge body 200 (i.e., deform towards the rear of the vehicle). However, the overall deformation of the limiting bracket 400 towards the front of the vehicle is disadvantageous for head impact protection because when the entire limiting bracket 400 deforms towards the front of the vehicle, the second plate 420 of the limiting bracket 400 moves towards the direction close to the link 300 in the vehicle height direction Z, that is, it actually reduces the collapse space in the vehicle height direction Z during the head impact. Therefore, the overall deformation of the limiting bracket 400 towards the rear of the vehicle during a pedestrian head impact is beneficial for head impact protection.

[0063] In this application, the inclined setting of the first plate 410 with respect to the vehicle height direction Z can guide the entire limiting bracket 400 to deform towards the rear of the vehicle, providing additional space in the vehicle height direction Z for the rotation of the link 300. Coupled with the deformation of the second plate 420 of the limiting bracket 400 relative to the first plate 410, the deformation of the limiting bracket 400 provides sufficient collapse space for the head impact, especially the collapse space in the vehicle height direction Z, thereby reducing the injury value of the pedestrian's head.

[0064] It can be seen that for the hood hinge provided in the embodiment of this application, by setting the limiting bracket 400 for installing the limiting member 500 to include a first plate 410 and a second plate 420 arranged at an angle, and the first plate 410 being inclined with respect to the vehicle height direction Z, it can guide the entire limiting bracket 400 to deform along the impact direction when a pedestrian hits the hood, that is, deform towards the rear of the vehicle. Coupled with the deformation of the second plate 420 of the limiting bracket 400 relative to the first plate 410, the deformation of the limiting bracket 400 provides sufficient collapse space for the head impact, thereby reducing the injury value of the pedestrian's head.

[0065] In the related art, most existing hood hinge structures reduce the injury value to the pedestrian's head by thinning the thickness of the first hinge body 100 and / or the second hinge body 200. However, considering the performance requirements such as the strength and stiffness of the hood hinge itself, there are certain limitations to the means of thinning the thickness of the first hinge body 100 and / or the second hinge body 200. When the vehicle hits a pedestrian, the collapse space provided during the impact process on the pedestrian's head is limited, and it will still cause greater harm to the pedestrian's head.

[0066] This application takes into account the inclination direction of the impact force during the impact of the pedestrian's head. By inclining the first plate 410 of the limit bracket 400 relative to the height direction Z of the vehicle, the entire limit bracket 400 can deform towards the rear of the vehicle during the impact process, thereby increasing the collapse space in the height direction Z of the vehicle during the impact process of the pedestrian's head, providing sufficient collapse space for the impact process of the pedestrian's head, and thus reducing the injury value of the pedestrian's head.

[0067] In summary, in this application, the limit bracket 400 on the second hinge body 200 is set to include a first plate 410 and a second plate 420 arranged at an angle, and the first plate 410 is inclined relative to the height direction Z of the vehicle. When the vehicle hits a pedestrian and the impact force generated by the pedestrian's head hitting the hood of the vehicle is transmitted to the limit bracket 400, the first plate 410 inclined relative to the height direction Z of the vehicle can guide the entire limit bracket 400 to collapse and deform in a direction away from the second hinge body 200 (i.e., towards the rear of the second hinge body 200) to absorb the impact energy. The hood hinge provided by this application does not need to thin the thickness of the first hinge body 100 and / or the second hinge body 200, and can meet the requirements of the collapse space of the pedestrian's head while not weakening the performance such as the strength and stiffness of the hood hinge, thereby reducing the injury value to the pedestrian's head.

[0068] In some embodiments, the inclination angle α of the first plate 410 relative to the height direction Z is 20 degrees to 30 degrees. Exemplarily, the inclination angle α of the first plate 410 relative to the height direction Z can be 20 degrees, 21 degrees, 22 degrees, 23 degrees, 24 degrees, 25 degrees, 26 degrees, 27 degrees, 28 degrees, 29 degrees or 30 degrees.

[0069] It can be understood that if the inclination angle α of the first plate 410 relative to the height direction Z is too small, it cannot well guide the overall deformation of the limit bracket 400 along the impact force direction; if the inclination angle α of the first plate 410 relative to the height direction Z is too large, it will cause insufficient support force of the limit member 500 on the limit bracket 400 for the connecting rod 300 and the first hinge body 100.

[0070] In this embodiment, the inclination angle α of the first plate 410 relative to the height direction Z is limited within a specific range of 20 degrees to 30 degrees. On the one hand, it can better guide the deformation of the entire limit bracket 400 along the impact force direction. On the other hand, it can also enable the limiting member 500 on the limit bracket 400 to have sufficient supporting force for the connecting rod 300 and the first hinge body 100.

[0071] In some embodiments, the inclination angle α of the first plate 410 relative to the height direction Z is 20 degrees.

[0072] In this embodiment, limiting the inclination angle α of the first plate 410 relative to the height direction Z to this special value of 20 degrees can make the direction of the impact force when a pedestrian's head hits the hood approximately perpendicular to the first plate 410 of the limit bracket 400. Therefore, it can further better guide the deformation of the entire limit bracket 400 along the impact force direction and provide sufficient collapse space for the pedestrian's head impact in the height direction Z and the length direction X of the vehicle.

[0073] In some embodiments, the side of the part of the first plate 410 close to the first end 411 is connected to the second hinge body 200, and the sides of the remaining parts are not connected to the second hinge body 200.

[0074] Specifically, the first plate 410 includes a first part and a second part connected in sequence. The second part is connected between the first part and the second plate 420. The first part has a first side edge facing the second hinge body 200 in the width direction Y, and the second part has a second side edge facing the second hinge body 200 in the width direction Y. The first side edge is connected to the second hinge body 200, and the second side edge is not connected to the second hinge body 200.

[0075] It can be understood that not all sides of the first plate 410 are connected to the second hinge body 200, but only part of them are connected to the second hinge body 200. In this way, it is more conducive to the backward deformation of the first plate 410 in the length direction X of the vehicle and the downward deformation in the height direction Z of the vehicle.

[0076] Actually, when the entire limit bracket 400 deforms, the deformation of the first plate 410 is the deformation of the second part in the first plate 410 (that is, the area where the side of the first plate 410 is not connected to the second hinge body 200). The ratio of the area of the entire side of the first plate 410 where the first side edge (connected to the second hinge body 200) is located to the entire side of the limit bracket 400 can be determined according to the connection strength between the first plate 410 and the second hinge body 200. The larger this ratio is, the stronger the connection strength between the first plate 410 and the second hinge body 200, and the less likely the first plate 410 is to deform relative to the second hinge body 200. In some preferred embodiments, this ratio can be selected to be 40% - 60%, for example, it can be 50%.

[0077] In some embodiments, the second plate 420 is inclined with respect to the length direction X. The second plate 420 includes a third end 421 and a fourth end 422 that are opposite to each other in the length direction X. The third end 421 is connected to the second end 412, and the third end 421 is closer to the first hinge body 100 in the height direction Z than the fourth end 422.

[0078] In this embodiment, the first plate 410 of the limit bracket 400 is inclined with respect to the height direction Z, and at the same time, the second plate 420 of the limit bracket 400 is inclined with respect to the length direction X. During the process of a pedestrian's head impact, when the entire limit bracket 400 deforms towards the rear of the vehicle, and when the deformation of the second plate 420 of the limit bracket 400 with respect to the first plate 410 reaches the limit position, the entire limit bracket 400 no longer deforms, and the second plate 420 of the limit bracket 400 no longer deforms with respect to the first plate 410. If there is still remaining impact energy during the pedestrian's head impact process, the impact energy will be concentrated between the limiting member 500 and the second plate 420 of the limit bracket 400. At this time, due to the inclination of the second plate 420 of the limit bracket 400 with respect to the length direction X, it can be made such that the position where the connecting rod 300 abuts against the limiting member 500 slides along the inclined direction of the second plate 420, that is, the connecting rod 300 can continue to rotate relative to the second hinge body 200, and the first hinge body 100 can continue to slide relative to the second hinge body 200, the limit bracket 400, and the limiting member 500 along the impact direction, further providing a crushing space for the pedestrian's head impact process in the height direction Z and the length direction X of the vehicle, and further reducing the injury value of the pedestrian's head.

[0079] Based on the above analysis, the deformation of the hood hinge of the present application has two stages:

[0080] The first stage is the deformation of the limit bracket 400 itself. When a pedestrian's head impacts the hood, the impact force is transmitted to the limit bracket 400. Through the inclination of the first plate 410 of the limit bracket 400 with respect to the height direction Z of the vehicle, it can guide the deformation of the limit bracket 400 along the direction of the head impact force, making it easy for the entire limit bracket 400 to deform along the direction of the head impact force. Coupled with the deformation of the second plate 420 of the limit bracket 400 with respect to the first plate 410, the deformation of the limit bracket 400 provides sufficient crushing space for the head impact, especially the crushing space in the height direction Z of the vehicle, thereby reducing the injury value of the pedestrian's head.

[0081] In the second stage, after the limiting bracket 400 itself stops deforming, the first hinge body 100 slides and deforms relative to the limiting bracket 400. The first hinge body 100 can slide along the plane where the second plate 420 of the limiting bracket 400 is located, further providing a crushing space in the vehicle's height direction Z and length direction X during the pedestrian head impact process, and further reducing the injury value of the pedestrian's head.

[0082] In this embodiment, the deformation of the hood hinge in two stages provides sufficient crushing deformation space for pedestrian head protection, realizes segmented crushing of the hood hinge, increases the crushing space in the vehicle's length direction X and height direction Z during the pedestrian head impact process, and is beneficial to improving the collision performance of the head.

[0083] Please refer to Figure 6A and Figure 6B , Figure 6A is a simulation diagram of the first stage of the deformation process of the hood hinge provided by this application. Figure 6B is a simulation diagram of the second stage of the deformation process of the hood hinge provided by this application. It can be seen that in the first stage of the hood hinge deformation, the entire limiting bracket 400 deforms along the direction of the head impact force, and the second plate 420 of the limiting bracket 400 also deforms relative to the first plate 410; in the second stage of the hood hinge deformation, the position where the connecting rod 300 abuts against the limiting member 500 slides along the inclined direction of the second plate 420 of the limiting bracket 400, and the first hinge body 100 also slides along the inclined direction of the second plate 420 of the limiting bracket 400 relative to the second hinge body 200. Therefore, the hood hinge of this application can provide sufficient crushing space for the pedestrian head impact process.

[0084] In the related art, most of the existing hood hinge structures are designed with a single weakening structure to reduce the injury value to the pedestrian's head, and the crushing space provided during the pedestrian head impact process is limited. In this embodiment, by designing both the first plate 410 and the second plate 420 of the limiting bracket 400 to be inclined, the cooperation of the two means of the inclination of the first plate 410 and the inclination of the second plate 420 enables the hood hinge to achieve segmented crushing deformation, increase the crushing space during the head impact process, and reduce the injury value of the pedestrian's head.

[0085] In some embodiments, the inclination angle β of the second plate 420 relative to the length direction X is 20 degrees to 30 degrees. Exemplarily, the inclination angle β of the second plate 420 relative to the length direction X is 20 degrees, 21 degrees, 22 degrees, 23 degrees, 24 degrees, 25 degrees, 26 degrees, 27 degrees, 28 degrees, 29 degrees or 30 degrees.

[0086] In this embodiment, the inclination angle β of the second plate 420 relative to the length direction X is limited within a specific range of 20 degrees to 30 degrees, which can make the inclination direction of the second plate 420 generally along the direction of the pedestrian's head impact force. Then, in the second stage of the hood hinge deformation, when the first hinge body 100 slides relative to the limit bracket 400, it is also generally along the direction of the pedestrian's head impact force, which is more conducive to the sliding of the first hinge body 100 relative to the limit bracket 400, and can maximize the collapse space of the head and reduce the head injury value.

[0087] In some embodiments, the inclination angle β of the second plate 420 relative to the length direction X is 25 degrees.

[0088] In this embodiment, the inclination angle β of the second plate 420 relative to the length direction X is limited to this special value of 20 degrees, which can make the direction of the impact force of the pedestrian's head hitting the hood substantially parallel to the second plate 420 of the limit bracket 400. Therefore, it can further better guide the position where the connecting rod 300 abuts against the limiting member 500 to slide along the inclination direction of the second plate 420, that is, it is easier for the first hinge body 100 to slide relative to the limit bracket 400 along the direction parallel to the head impact, and further provides sufficient collapse space for the pedestrian's head impact in the vehicle height direction Z and length direction X.

[0089] In some embodiments, the limit bracket 400 includes an intermediate connecting plate 430 connected between the first plate 410 and the second plate 420; wherein, the intermediate connecting plate 430 is arranged in an arc shape in the extending direction from the first plate 410 to the second plate 420.

[0090] Among them, the intermediate connecting plate 430 is an intermediate connection structure between the first plate 410 and the second plate 420, and the first plate 410, the intermediate connecting plate 430 and the second plate 420 can be integrally provided.

[0091] In this embodiment, the first plate 410 and the second plate 420 in the limit bracket 400 are connected into an integral structure through the arc-shaped intermediate connecting plate 430, and the overall structure of the limit bracket 400 is smooth, avoiding the problem of excessive local stress caused by sharp corners at the connection due to the direct connection between the first plate 410 and the second plate 420.

[0092] In some embodiments, a collapse notch 401 is provided on the side of the limit bracket 400 in the width direction Y; wherein, the width of the limit bracket 400 at the collapse notch 401 does not exceed 60% of the width of the other parts of the limit bracket 400 outside the collapse notch 401.

[0093] Due to the provision of the collapse notch 401, the width of the limit bracket 400 at the collapse notch 401 is smaller than the width of the other parts of the limit bracket 400 outside the collapse notch 401. The limit bracket 400 is more likely to undergo collapse deformation at the collapse notch 401, that is, the second plate 420 is more likely to deform relative to the first plate 410.

[0094] Among them, the width of the limit bracket 400 at the collapse notch 401 can be denoted as D1, and the width of the other parts of the limit bracket 400 outside the collapse notch 401 can be denoted as D2. In the present application, D2 can be the width of the limit bracket 400 at the second plate 420, and D1 can be the width of the limit bracket 400 at the deepest part of the groove of the collapse notch 401.

[0095] In some embodiments, the collapse notch 401 is only provided on the side of the intermediate connecting plate 430 in the vehicle width direction Y. In other embodiments, the collapse notch 401 extends from the side of the intermediate connecting plate 430 to the side of the first plate 410 and / or the side of the second plate 420.

[0096] In some embodiments, the collapse notch 401 is only provided on one of the sides of the limit bracket 400 in the width direction Y. In other embodiments, the collapse notch 401 is provided on two opposite sides of the limit bracket 400 in the width direction Y.

[0097] In this embodiment, the ratio of D1 to D2 does not exceed 60%, which can ensure that the collapse notch 401 occupies the minimum area ratio of the limit bracket 400. Therefore, the limit bracket 400 can provide the collapse deformation ability at the collapse notch 401, which is more conducive to the deformation of the second plate 420 relative to the first plate 410.

[0098] Exemplarily, the ratio of D1 to D2 can be 50%, 51%, 52%, 53%, 54%, 55%, 56%, 57%, 58%, 59% or 60%. In a specific embodiment, D1 is 14 mm and D2 is 8.162 mm, then the ratio of D1 to D2 is 58.3%. At this ratio, the second plate 420 can be easily deformed relative to the first plate 410, and the second plate 420 can also have a good supporting force for the connecting rod 300.

[0099] It can be seen that in this embodiment, by providing the collapse notch 401 on the side of the limit bracket 400, when the impact force of the pedestrian's head is transmitted to the second plate 420 of the limit bracket 400, the second plate 420 is more likely to deform relative to the first plate 410, absorb the energy during the impact process, and reduce the head injury value.

[0100] In some embodiments, the limiting member 500 is strip-shaped or rod-shaped, and the limiting member 500 is perpendicular to the second plate 420; a top abutting portion 310 is formed by folding the side of the connecting rod 300 facing the limiting member 500, and the limiting member 500 is used to abut against the top abutting portion 310.

[0101] Among them, the limiting member 500 can be a screw or a bolt, and thus the extending length of the limiting member 500 facing the top abutting portion 310 on the first connecting rod 300A can be adjusted, so that the first connecting rod 300A can abut against the limiting member 500 at different angles. In this way, the adjustment of the hood hinge is made simpler and more convenient, and the angle of the hood hinge when the hood is in the closed position is more reasonable.

[0102] The connecting rod 300 (specifically, the first connecting rod 300A) is provided with the top abutting portion 310. In this way, when the hood is in the closed state, through the abutment between the limiting member 500 and the top abutting portion 310, the limiting member 500 can stably and reliably abut against the first connecting rod 300A, so as to improve the limiting effect of the limiting bracket 400 on the first connecting rod 300A.

[0103] In this embodiment, the limiting member 500 is set to be perpendicular to the second plate 420, and in cooperation with the inclined setting of the second plate 420 relative to the longitudinal direction X of the vehicle, when a pedestrian's head hits the hood, in the second stage of deformation of the hood hinge, the connecting rod 300 and the first hinge body 100 can slide along the contact surface between the limiting member 500 and the top abutting portion 310, that is, slide along the inclined direction of the second plate 420, absorb the energy during the impact process, and reduce the injury value of the head.

[0104] In some embodiments, the limiting bracket 400 is integrally provided on the second hinge body 200.

[0105] In other embodiments, the limiting bracket 400 and the second hinge body 200 can be separately provided. Specifically, the limiting bracket 400 can be fixed to the second hinge body 200 by non-detachable means such as but not limited to welding, or can also be fixed to the second hinge body 200 by detachable means such as screwing, clamping, plugging, etc., so that when the collapse notch 401 collapses and deforms and the limiting bracket 400 needs to be replaced, the disassembly of the limiting bracket 400 on the second hinge body 200 is made simpler and more convenient.

[0106] The present application also provides a vehicle, which includes a vehicle body, a hood, and a hood hinge. The specific structure of the hood hinge refers to the above-described embodiments. Specifically, the first hinge body 100 is fixedly connected to the hood, and the second hinge body 200 is fixedly connected to the vehicle body, so that the hood is pivotally connected to the vehicle body through the hood hinge. Since this vehicle adopts all the technical solutions of the above-described embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-described embodiments, which will not be elaborated herein one by one. Among them, the vehicle may be a fuel vehicle, a gas vehicle, or a new energy vehicle, and the new energy vehicle may be a pure electric vehicle, a hybrid vehicle, an extended-range vehicle, etc.

[0107] 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-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0108] The above-described embodiments only represent several implementation manners of the present application, and the description thereof is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent 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 belong to 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 hood hinge, characterized in that, Comprising: A first hinge body (100) extending along the longitudinal direction (X) of the vehicle; A second hinge body (200) extending along the longitudinal direction (X) of the vehicle and spaced from the first hinge body (100) in the height direction (Z) of the vehicle; A connecting rod (300) having one end hinged to the first hinge body (100) and the other end hinged to the second hinge body (200); A limiting bracket (400) including a first plate (410) and a second plate (420) disposed at an angle. The first plate (410) is connected to one end of the second hinge body (200) in the longitudinal direction (X). The first plate (410) is disposed at an angle with respect to the second hinge body (200), and the first plate (410) is inclined with respect to the height direction (Z). The first plate (410) has a first end (411) and a second end (412) facing away from each other in the height direction (Z). The second end (412) is closer to the first hinge body (100) than the first end (411) in the height direction (Z), and the first end (411) is closer to the second hinge body (200) than the second end (412) in the longitudinal direction (X). The second plate (420) is connected to the second end (412), and the second plate (420) is located on a side of the first plate (410) away from the second hinge body (200) in the longitudinal direction (X); A limiting member (500) connected to the second plate (420) for abutting against the connecting rod (300).

2. The hood hinge according to claim 1, wherein The inclination angle of the first plate (410) with respect to the height direction (Z) is 20 degrees to 30 degrees.

3. The hood hinge according to claim 1 or 2, wherein A side of a portion of the first plate (410) near the first end (411) is connected to the second hinge body (200), and sides of the remaining portions are not connected to the second hinge body (200).

4. The hood hinge according to claim 1, wherein The second plate (420) is inclined with respect to the longitudinal direction (X). The second plate (420) includes a third end (421) and a fourth end (422) opposite to each other in the longitudinal direction (X). The third end (421) is connected to the second end (412), and the third end (421) is closer to the first hinge body (100) than the fourth end (422) in the height direction (Z).

5. The hood hinge according to claim 4, wherein The inclination angle of the second plate (420) with respect to the longitudinal direction (X) is 20 degrees to 30 degrees.

6. The hood hinge according to claim 1, wherein The limiting bracket (400) includes an intermediate connecting plate (430) connected between the first plate (410) and the second plate (420); wherein, the intermediate connecting plate (430) is arranged in an arc shape in the extending direction from the first plate (410) to the second plate (420).

7. The hood hinge according to claim 4, characterized in that The limiting bracket (400) is provided with a crush notch (401) on the side in the vehicle width direction (Y); wherein, the width of the limiting bracket (400) at the crush notch (401) does not exceed 60% of the width of the other parts of the limiting bracket (400) outside the crush notch (401).

8. The hood hinge according to claim 4 or 7, characterized in that The limiting member (500) is in a strip shape or a rod shape, and the limiting member (500) is perpendicular to the second plate (420); A top abutting portion (310) is formed by folding the side of the connecting rod (300) facing the limiting member (500), and the limiting member (500) is used for abutting against the top abutting portion (310).

9. The hood hinge according to claim 1, characterized in that The limiting bracket (400) is integrally provided on the second hinge body (200).

10. A vehicle, characterized in that, Comprising: A vehicle body; A hood, which is opened and closed and connected to the vehicle body; The hood hinge according to any one of claims 1-9; Wherein, the first hinge body (100) is fixedly connected to the hood, and the second hinge body (200) is fixedly connected to the vehicle body.

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