Pedestrian protection beam capable of improving protection effect

Abstract

The utility model belongs to the technical field of automobile parts, and particularly relates to a pedestrian protection beam capable of improving the protection effect. The energy-absorbing box assembly comprises a cross beam, an energy-absorbing box sub-assembly and a mounting plate, the energy-absorbing box sub-assembly is provided with two V-shaped energy-absorbing box assemblies which are arranged in a bilateral symmetry mode, the two ends of the rear side of the cross beam are bent backwards, the front ends of the two energy-absorbing box assemblies are connected with the bent positions of the left end and the right end of the cross beam respectively, and the front ends of the two energy-absorbing box assemblies are connected with the left end and the right end of the cross beam respectively. The rear ends of the energy absorption box assemblies are connected with the mounting plate, each energy absorption box assembly comprises a first energy absorption box and a second energy absorption box, and the distance between the rear ends of the first energy absorption boxes and the rear ends of the second energy absorption boxes is smaller than that between the front ends of the first energy absorption boxes and the front ends of the second energy absorption boxes. The energy absorption efficiency of the pedestrian protection beam capable of improving the protection effect is greatly improved. And various external shapes and installation requirements of the front end of the automobile can be met.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile parts, in particular to a pedestrian protection beam capable of improving protection effects. Background Art

[0002] In modern society, road traffic accidents cause frequent casualties worldwide each year. Occupant and pedestrian safety remain key research priorities for major global automakers. In recent years, automotive industry collision regulations have become increasingly stringent, such as those for a 25% small offset frontal impact (SOB) at 64 km / h and a 50% offset frontal impact (MPDB) at 50 km / h. Pedestrian protection beams, as frontal safety components, have correspondingly increased collision performance requirements.

[0003] Pedestrian protection beams are typically placed below the front impact beam, at a height comparable to the lower leg of a pedestrian. After a collision, they collapse and deform together with the front impact beam, absorbing collision energy and minimizing damage to the pedestrian's legs. This means that a pedestrian protection beam must not only provide adequate support but also provide sufficient energy absorption. It must also meet the requirements of a 25% small offset frontal impact (SOB) at 64 km / h and a 50% MPDB frontal impact (MPDB) at 50 km / h, thereby enhancing vehicle occupant and pedestrian safety.

[0004] Disadvantages of existing pedestrian protection beams:

[0005] First, some existing pedestrian protection beams are made of a single plastic part with low strength. They are prone to brittle fracture after a collision. Pedestrians' legs are not well supported and are greatly bent, which does not provide pedestrian protection. At the same time, the maintenance cost is high and all parts need to be replaced.

[0006] Second, existing pedestrian protection beams are sometimes constructed of C-shaped metal plates or long round tubes, with uniform thickness along the Y-axis of the vehicle body, as described in patent CN 211809475 U, regarding a pedestrian lower leg protection device and vehicle. To better meet the requirements of a 25% small offset frontal impact (SOB) at 64 km / h and a 50% offset frontal impact (MPDB) at 50 km / h, the bending resistance of the beam is typically enhanced by increasing material strength or thickness. This approach, however, is costly and lacks lightweighting benefits. Utility Model Content

[0007] The utility model provides a pedestrian protection beam that can enhance protection effectiveness, improves cushioning performance, and has a simple production process, making it easy to industrialize. The energy absorption efficiency of the pedestrian protection beam is significantly improved, and the beam can be adapted to various exterior vehicle front-end designs and installation requirements.

[0008] The utility model solves the above technical problems through the following technical solutions:

[0009] A pedestrian protection beam capable of improving protection effect comprises a crossbeam, an energy absorption box subassembly and a mounting plate, wherein the energy absorption box subassembly is provided with two energy absorption box assemblies symmetrically arranged on the left and right sides, the energy absorption box assemblies are V-shaped, the two end portions on the rear side of the crossbeam are bent backwards, the front ends of the two energy absorption box assemblies are respectively connected to the bending parts of the left and right end portions of the crossbeam, and the rear ends of the energy absorption box assemblies are respectively connected to the mounting plates, each energy absorption box assembly comprises a first energy absorption box and a second energy absorption box, and the distance between the rear ends of the first energy absorption box and the second energy absorption box is smaller than the distance between the front ends of the first energy absorption box and the second energy absorption box.

[0010] The above-mentioned pedestrian protection beam that can improve the protection effect is also provided with a front end plate, which is arranged between the energy absorption box assembly and the crossbeam; the front end plate includes a connecting plate and a bending plate, and the connecting plate is connected to both the crossbeam and the energy absorption box assembly. The angle between the connecting plate and the bending plate is θ, 150°≤θ≤170°, and the bending plate is connected to the energy absorption box assembly.

[0011] In the above-mentioned pedestrian protection beam capable of improving protection effect, the first energy absorption box and the second energy absorption box are both in the shape of square cylinders, the first energy absorption box is located on the outside, and the first energy absorption box is further provided with a plurality of rows of collapse ribs.

[0012] The above-mentioned pedestrian protection beam that can improve the protection effect, the crossbeam includes a middle section, a transition arc section and a straight section, the straight sections are arranged at both ends of the crossbeam, the middle section is located in the middle of the crossbeam, the transition arc section is located between the straight section and the middle section, and the length of the crossbeam is at least 65% of the vehicle width.

[0013] The above-mentioned pedestrian protection beam that can improve the protection effect, the middle section, the transition arc section and the straight section, the transition arc section includes the transition sections at both ends and the middle arc section, the wall thickness of the middle section and the straight section is the same, the wall thickness of the arc section is slightly smaller than the wall thickness of the middle section, and the wall thickness of the transition section gradually thickens from the arc section to both sides until it is the same as the wall thickness of the midline section.

[0014] In the above-mentioned pedestrian protection beam capable of improving protection effect, the angle between the first energy absorption box and the left side of the mounting plate is α, and 60°<α<90°.

[0015] In the above-mentioned pedestrian protection beam capable of improving protection effect, the angle between the second energy absorption box and the right side of the mounting plate is β, and 60°<β<90°.

[0016] The pedestrian protection beam capable of improving the protection effect is characterized in that rib grooves are added to the outer wall of the beam.

[0017] Compared with existing technologies, the crossbeam body of the present invention achieves varying material thickness distribution at different locations along the Y-axis of the vehicle body, with high strength in the center and ends and low strength in the transition arc region. This structure better addresses the requirements of a 25% small offset frontal impact (SOB) at 64 km / h and a 50% offset frontal impact (MPDB) at 50 km / h, while also achieving lightweight performance. The crossbeam body is formed by online roller pressing from a single piece of continuously thickened steel plate, requiring fewer forming steps, minimal mold investment, and high production efficiency. By designing the crossbeam cross-section structure and selecting appropriate materials, tooling can be shared across models on the same platform, significantly reducing mold investment and lowering production costs. Two energy absorption boxes are positioned near the center of the crossbeam, and one is positioned near each end. These boxes provide effective strength support for pedestrians' legs colliding with the front of the vehicle from different angles. The dual energy absorption boxes on the left and right sides increase the transmission path for collision forces, providing sufficient cushioning and energy absorption. The front panel structure's connecting plate and bent plate are angled together. The first and second energy absorption boxes are each angled relative to the mounting plate. These two elements work together to significantly enhance the energy absorption efficiency of the pedestrian protection beam, which enhances protection. Bolts connect the crossbeam and energy absorption box, making installation easier and maintenance and disassembly simpler, reducing labor costs. This design adapts to various vehicle front exterior styling and installation requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural diagram of the utility model;

[0019] Figure 2 It is a structural diagram of the beam;

[0020] Figure 3 This is a schematic diagram of the bottom structure of the left energy absorption box;

[0021] Figure 4 It is a structural diagram of the top of the left energy absorption box;

[0022] Figure 5 It is a cross-sectional view of the transition arc section of the utility model;

[0023] Figure 6 It is a structural diagram of the rear side of the beam;

[0024] Figure 7 It is a structural schematic diagram of the transition arc segment of the utility model;

[0025] The symbols in the accompanying drawings indicate: 1. crossbeam, 2. mounting plate, 3. first energy absorption box, 4. second energy absorption box, 6. collapse rib, 7. front end plate, 8. connecting plate, 9. bent plate, 10. middle section, 11. transition arc section, 12. straight section, 13. transition section, 14. arc section, 15. rib groove. DETAILED DESCRIPTION

[0026] The following is a further detailed description of the specific implementation of the present invention in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention.

[0027] like Figures 1 to 7 As shown, the utility model includes a crossbeam 1, an energy absorption box subassembly and a mounting plate 2. The energy absorption box subassembly includes two energy absorption box assemblies symmetrically arranged on the left and right sides. The energy absorption box assemblies are V-shaped. The two ends of the rear side of the crossbeam 1 are bent backwards. The front ends of the two energy absorption box assemblies are respectively connected to the bends of the left and right ends of the crossbeam 1. The rear ends of the energy absorption box assemblies are respectively connected to the mounting plate 2. The mounting plate 2 is used to install the utility model on the car. Each energy absorption box assembly includes a first energy absorption box 3 and a second energy absorption box 4. The distance between the rear ends of the first energy absorption box 3 and the second energy absorption box 4 is smaller than the distance between the front ends of the first energy absorption box 3 and the second energy absorption box 4. Through the above arrangement, the pedestrian's legs can obtain effective strength support in different directions when colliding with the front end of the car. At the same time, the left and right double-sided energy absorption box structures increase the transmission path of the collision force and have sufficient buffering and energy absorption effect. To ensure structural stability, both the first and second crash boxes 3, 4 are square cylindrical in shape, with the first crash box 3 positioned on the outside. To further absorb energy, the first crash box 3 is also equipped with several rows of crush ribs 6. Preferably, two rows of crush ribs 6 are provided at the front end of the first crash box, located above and below the first crash box 3, and one row of crush ribs 6 is provided at the rear end of the first crash box, located inside the first crash box 3. The presence of crush ribs 6 on the first crash box 3 further stabilizes its collision deformation and enhances its energy absorption capability.

[0028] A front end plate 7 is also provided, located between the first energy absorption box 3 and the crossbeam 1, and between the second energy absorption box 4 and the crossbeam 1. The front end plate 7 includes a connecting plate 8 and a bending plate 9. The connecting plate 8 is connected to both the crossbeam 1 and the energy absorption box assembly. The angle between the connecting plate 8 and the bending plate 9 is θ, with 150°≤θ≤170°. The bending plate 9 is connected to the energy absorption box assembly. This arrangement prevents the bending plate 9 from contacting the inner curved surface of the crossbeam 1. When a pedestrian's legs are impacted, the connecting plate 8 of the front end plate 7 of the first energy absorption box 3 and the connecting plate 8 in front of the second energy absorption box 4 first contact the crossbeam 1, exerting a cushioning effect. After the crossbeam 1 bends, the bending plates 9 in front of the first energy absorption box 3 and the second energy absorption box 4 then contact the crossbeam 1. Because the bending plates 9 do not directly contact the crossbeam 1, they can reduce the initial peak force after the collision, ensuring the stability of collision energy absorption and improving cushioning performance.

[0029] Furthermore, if Figure 2 and Figure 6As shown, the crossbeam 1 comprises a middle section 10, a transition arc section 11, and a straight section 12. The straight sections 12 are located at both ends of the crossbeam 1, the middle section 10 is located in the middle, and the transition arc section 11 is located between the straight section 12 and the middle section 10. The length L of the crossbeam 1 is at least 65% of the vehicle width. This allows for the effective transfer of collision forces in various frontal collision conditions. The inner curvature R of the transition arc section 11 is ≥ 600mm, and the length L1 of the end straight section 12 is ≥ 120mm, enabling online variable curvature roll forming.

[0030] The first crash box 3 is connected to the straight segment 12, and the second crash box 4 is connected to the middle segment 10. The following conditions are met: the central support point of the first crash box 3 is no more than 20% of the vehicle body width from the outermost end to ensure sufficient overlap with the SOB barrier in a small offset collision; the central support point of the second crash box 4 is 30% to 40% of the vehicle body width from the outermost end to ensure sufficient overlap with the MPDB barrier in a small offset collision. This arrangement provides strong support for the ends of the crossbeam 1, with a 25% overlap in a frontal SOB collision, effectively transferring collision forces. The second crash box 4 provides strong support for the middle of the crossbeam 1, with a 50% overlap in a frontal deformable barrier collision, effectively transferring collision forces. This balance of various collision conditions provides a significant energy absorption effect compared to traditional crash box structures.

[0031] In order to further optimize the function of the crossbeam 1 to protect pedestrians, the transition arc segment 11 includes transition segments 13 at both ends and an arc segment 14 in the middle. The wall thickness of the middle segment 10 and the straight segment 12 are the same, and the wall thickness of the arc segment 14 is slightly smaller than that of the middle segment 10. Figure 7 The wall thickness of the transition section 13 gradually thickens from the arc section 14 to both sides until it is the same as the wall thickness of the midline section.

[0032] Specifically, if Figure 6 As shown, in the present invention, the thickness of the straight section 12 and the middle section 10 is t1, and the thickness of the arc section 14 is t2, where t1>t2, and the length L of the transition section 13 is ≥100(t1-t2). That is, when the material thickness changes by 1mm, the length of the transition sections 13 at the left and right ends is at least 100mm.

[0033] The middle and both ends of the crossbeam 1 are high-strength, while the transition arc area is low-strength. The wall thickness distribution of this structure can better balance the requirements of coping with a 25% small offset frontal collision (SOB) at 64km / h and a 50% MPDB frontal collision (MPDB) at 50km / h, while achieving lightweight requirements.

[0034] The angle between the first energy absorption box 3 and the left side of the mounting plate 2 is α, 60°<α<90°. The angle between the second energy absorption box 4 and the right side of the mounting plate 2 is β, 60°<β<90°. This angle setting increases the length of the first energy absorption box 3 and the second energy absorption box 4 under the limited spacing and space between the crossbeam 1 and the vehicle body, thereby improving the energy absorption efficiency. The main body material of the first energy absorption box 3 and the second energy absorption box 4 is steel or aluminum alloy, and adopts high-frequency pipe welding process or extrusion process. The cross-sectional structure of the energy absorption boxes is the same, the production process is simple, and it is easy to realize industrialization.

[0035] To further reduce impact damage, after a collision, the pedestrian's legs first come into contact with the outer sidewall of crossbeam 1, creating the largest possible stress-bearing area for effective support and preventing them from being drawn under the vehicle. At the same time, crossbeam 1 deforms more stably, facilitating even force transmission to the first and second crash boxes. Ribs and grooves are added to the outer wall of the crossbeam to improve its bending resistance.

[0036] During a collision, the pedestrian's legs are impacted. First, the connecting plates in front of the first and second energy absorption boxes come into contact with the inner arc surface of the beam, exerting cushioning properties. After the beam bends, the bent plates in front of the first and second energy absorption boxes come into contact with the transition arc section of the beam. Since bent plate 9 is not in direct contact with beam 1, it can reduce the initial peak force after the collision, ensuring the stability of collision energy absorption and improving cushioning performance. Simultaneously, the crush ribs deform, further enhancing the energy absorption and cushioning effect.

[0037] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A pedestrian protection beam capable of improving protection effect, characterized in that: The invention comprises a crossbeam (1), an energy absorption box subassembly and a mounting plate (2), wherein the energy absorption box subassembly is provided with two energy absorption box assemblies which are symmetrically arranged on the left and right sides, and the energy absorption box assemblies are V-shaped, and the two end portions on the rear side of the crossbeam (1) are bent backwards, and the front ends of the two energy absorption box assemblies are respectively connected to the bending parts of the left and right end portions of the crossbeam (1), and the rear ends of the energy absorption box assemblies are respectively connected to the mounting plate (2), and each energy absorption box assembly comprises a first energy absorption box (3) and a second energy absorption box (4), and the distance between the rear ends of the first energy absorption box (3) and the second energy absorption box (4) is smaller than the distance between the front ends of the first energy absorption box (3) and the second energy absorption box (4).

2. The pedestrian protection beam capable of improving protection effect according to claim 1, characterized in that: A front end plate (7) is also provided, and the front end plate (7) is provided between the energy absorption box assembly and the crossbeam (1); the front end plate (7) comprises a connecting plate (8) and a bending plate (9), the connecting plate (8) is connected to both the crossbeam (1) and the energy absorption box assembly, the angle between the connecting plate (8) and the bending plate (9) is θ, 150°≤θ≤170°, and the bending plate (9) is connected to the energy absorption box assembly.

3. The pedestrian protection beam capable of improving protection effect according to claim 2, characterized in that: The first energy absorption box (3) and the second energy absorption box (4) are both in the shape of a square cylinder. The first energy absorption box (3) is located on the outside. The first energy absorption box (3) is also provided with a plurality of rows of collapse ribs (6).

4. The pedestrian protection beam capable of improving protection effect as claimed in claim 3, characterized in that: The crossbeam (1) comprises a middle section (10), a transition arc section (11) and a straight section (12), wherein the straight section (12) is provided at both ends of the crossbeam (1), the middle section (10) is located in the middle of the crossbeam (1), and the transition arc section (11) is located between the straight section (12) and the middle section (10), and the length of the crossbeam (1) is at least 65% of the vehicle width.

5. The pedestrian protection beam capable of improving protection effect as claimed in claim 4, characterized in that: The intermediate section (10), the transition arc section (11) and the straight section (12), the transition arc section (11) includes transition sections (13) at both ends and an arc section (14) in the middle, the intermediate section (10) and the straight section (12) have the same wall thickness, the wall thickness of the arc section (14) is slightly smaller than the wall thickness of the intermediate section (10), and the wall thickness of the transition section (13) gradually thickens from the arc section (14) to both sides until it is the same as the wall thickness of the midline section.

6. The pedestrian protection beam capable of improving protection effect according to claim 5, characterized in that: The left side included angle between the first energy absorption box (3) and the mounting plate (2) is α, 60°<α<90°.

7. The pedestrian protection beam capable of improving protection effect according to claim 6, characterized in that: The right side angle between the second energy absorption box (4) and the mounting plate (2) is β, 60°<β<90°.

8. The pedestrian protection beam capable of improving protection effect according to claim 7, characterized in that: A rib groove (15) is added to the outer wall of the crossbeam (1).

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