Vehicle pedestrian protection structure

Abstract

The utility model relates to a vehicle pedestrian protection structure which comprises a supporting cross beam, a first sliding block and a second sliding block, the first sliding block is fixedly connected to the supporting cross beam, the second sliding block is fixedly connected to a front anti-collision beam, and the first sliding block is connected to the second sliding block in a pressed mode in the height direction Z of a vehicle and fixedly connected with the second sliding block through a locking mechanism; the locking mechanism can respond to the backward impact effect in the length direction X of the vehicle to be unlocked, and the first sliding block can move backwards relative to the second sliding block in the length direction X of the vehicle. According to the vehicle pedestrian protection structure, damage to pedestrians caused by the fact that the supporting cross beam collides with the pedestrians can be reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle pedestrian protection structure. Background Art

[0002] As the penetration rate of new energy vehicles continues to rise, people are demanding more expandability and playability for outdoor activities using new energy vehicles, such as outdoor fishing, camping, larger storage space, and easier access to items. Because pure electric vehicles use electric drive instead of internal combustion engines, a large amount of space is freed up in the front cabin, allowing for an extra-large luggage compartment. To facilitate the convenience of retrieving items, an openable "L"-shaped front cabin was developed in the front cabin area, with reference to the rear luggage compartment design. This greatly facilitates the convenience of retrieving items and expands outdoor usage scenarios. In order to meet support requirements, the support beams of the "L"-shaped front cabin are designed to be very strong. However, in a traffic accident, when a new energy vehicle collides with a pedestrian, the support beams will hit the pedestrian and cause significant damage to the pedestrian. Utility Model Content

[0003] Based on this, it is necessary to provide a vehicle pedestrian protection structure to reduce the damage caused to pedestrians by the support beam hitting the pedestrians.

[0004] A vehicle pedestrian protection structure includes a supporting crossbeam, a first slider, a second slider, and a locking mechanism. The first slider is fixedly connected to the supporting crossbeam, and the second slider is used to be fixedly connected to the front anti-collision beam. The first slider is pressed against the second slider along the height direction Z of the vehicle and is fixedly connected to the second slider via the locking mechanism. The locking mechanism can be unlocked in response to an impact along the length direction X of the vehicle and toward the rear of the vehicle, and enables the first slider to move backward relative to the second slider along the length direction X of the vehicle.

[0005] In one embodiment, the locking mechanism is configured as a locking pin, which is inserted into the first slider and the second slider along the height direction Z of the vehicle. A notch is provided on the locking pin, which is located at the junction of the first slider and the second slider. The locking pin can bend or break at the notch in response to an impact.

[0006] In one embodiment, one of the first slider and the second slider is provided with a sliding groove, and the other is provided with a protrusion. The sliding groove extends along the longitudinal direction X of the vehicle, and the protrusion is slidably engaged in the sliding groove along the longitudinal direction X of the vehicle.

[0007] In one embodiment, the cross-sectional shape of the chute is the same as the cross-sectional shape of the protrusion, and the cross-sectional width of the chute gradually decreases along the direction from the bottom wall of the chute to the chute opening.

[0008] In one embodiment, the sliding groove is provided on the first slider, the protrusion is provided on the second slider, a threaded hole is provided on the protrusion, and the locking pin passes through the first slider and is threadedly connected to the threaded hole.

[0009] In one embodiment, the first slider is formed with a shear block, which is located in front of the notch along the longitudinal direction X of the vehicle and is used to strike the locking pin from the notch in response to an impact.

[0010] In one embodiment, the first sliding block is further provided with an avoidance groove, which is located above the slide groove along the height direction Z of the vehicle and is connected to the slide groove, and the edge of the avoidance groove is connected to the bottom wall of the slide groove to form a shear block.

[0011] In one embodiment, a mounting position is provided on the second slider, and the second slider is connected to the front anti-collision beam at the mounting position; the number of the mounting positions is configured to be at least two, and at least two mounting positions are respectively located on both sides of the protrusion.

[0012] In one embodiment, the vehicle pedestrian protection structure further includes a connecting bracket, which includes a first end plate and a second end plate arranged at an angle, the first end plate is welded to the first slider, and the second end plate is detachably connected to the supporting beam.

[0013] In one embodiment, the vehicle pedestrian protection structure further includes a connecting sleeve and a fastener. The connecting sleeve is fixedly mounted on the supporting crossbeam. The fastener connects the supporting crossbeam to the frame structure along the height direction Z of the vehicle through the connecting sleeve, and makes the distance between the supporting crossbeam and the frame structure adjustable.

[0014] A vehicle comprises a front anti-collision beam and the vehicle pedestrian protection structure described in any one of the above embodiments, wherein a second slider of the vehicle pedestrian protection structure is fixedly connected to the front anti-collision beam.

[0015] Compared to the prior art, the vehicle pedestrian protection structure provided by this application features a second slider supporting the support beam along the vehicle's height direction Z via the first slider. A locking mechanism secures the support beam to a preset position along the vehicle's length direction X. When the front of the vehicle collides with a pedestrian, the locking mechanism unlocks in response to the rearward impact along the vehicle's length direction X, allowing the first slider to move rearward relative to the second slider along the vehicle's length direction X. Simultaneously, the first slider drives the support beam rearward along the vehicle's length direction X, thereby creating space for frontal collapse and preventing pedestrians from directly impacting the support beam. This effectively minimizes injuries to pedestrians. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the following briefly introduces the drawings required for use in the embodiments or the conventional technology descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 An axonometric view of a vehicle pedestrian protection structure in one of the embodiments provided in this application;

[0018] Figure 2 A top view of a vehicle pedestrian protection structure in one of the embodiments provided in this application;

[0019] Figure 3 for Figure 2 Cross-sectional view at AA;

[0020] Figure 4 for Figure 3 An enlarged schematic diagram at B;

[0021] Figure 5 for Figure 2 Cross-sectional view at CC.

[0022] Figure numerals: 100, vehicle pedestrian protection structure; 10, supporting beam; 20, first slider; 21, slide groove; 22, shear block; 23, avoidance groove; 30, second slider; 31, protrusion; 311, threaded hole; 32, mounting position; 40, locking mechanism; 410, locking pin; 411, notch; 50, connecting bracket; 51, first end plate; 52, second end plate; 60, connecting sleeve. DETAILED DESCRIPTION

[0023] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0024] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it may be directly on the other component or there may be a central component. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may be a central component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for illustrative purposes only and do not represent the only implementation method.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0026] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it can mean that the first feature is directly in contact with the second feature, or the first feature and the second feature are indirectly in contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it can mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is higher in level than the second feature. When a first feature is "below," "below," or "below" a second feature, it can mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is lower in level than the second feature.

[0027] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the specification of this application includes any and all combinations of one or more of the relevant listed items.

[0028] See also Figures 1 to 3 The present application provides a vehicle pedestrian protection structure 100, characterized in that the vehicle pedestrian protection structure 100 includes a support beam 10, a first slider 20, a second slider 30, and a locking mechanism 40. The first slider 20 is fixedly connected to the support beam 10, and the second slider 30 is used to be fixedly connected to the front anti-collision beam. The first slider 20 is pressed against the second slider 30 along the height direction Z of the vehicle and is fixedly connected to the second slider 30 via the locking mechanism 40. The locking mechanism 40 is unlocked in response to an impact along the longitudinal direction X of the vehicle and toward the rear of the vehicle, allowing the first slider 20 to move rearward relative to the second slider 30 along the longitudinal direction X of the vehicle.

[0029] It can be understood that the second slider 30 provides support for the support beam 10 along the vehicle's height direction Z via the first slider 20, and the locking mechanism 40 secures the support beam 10 to a preset position along the vehicle's length direction X. When the front of the vehicle collides with a pedestrian, the locking mechanism 40 unlocks in response to the rearward impact along the vehicle's length direction X, allowing the first slider 20 to move rearward relative to the second slider 30 along the vehicle's length direction X. Simultaneously, the first slider 20 drives the support beam 10 rearward along the vehicle's length direction X, thereby creating space for frontal collapse and preventing pedestrians from directly impacting the support beam 10. This effectively minimizes injuries to pedestrians.

[0030] The first slider 20 and the second slider 30 are each provided in a plurality, and are arranged in a one-to-one correspondence with each other. Each first slider 20 is connected to a second slider 30 via a locking mechanism 40 to form a set of connection positions. The multiple sets of connection positions are spaced apart along the length of the support beam 10.

[0031] like Figure 2 As shown, one of the first slider 20 and the second slider 30 is provided with a slide groove 21, and the other is provided with a protrusion 31. The slide groove 21 extends along the longitudinal direction X of the vehicle and passes through opposite ends of the first slider 20. The protrusion 31 is slidably engaged with the slide groove 21 along the longitudinal direction X of the vehicle. The protrusion 31 cooperates with the slide groove 21 to provide a guide, allowing the first slider 20 to move more smoothly along the longitudinal direction X of the vehicle relative to the second slider 30.

[0032] Furthermore, if Figure 5 As shown, the cross-sectional shape of the chute 21 is identical to that of the protrusion 31, and the cross-sectional width of the chute 21 gradually decreases from the bottom wall of the chute 21 to the opening of the chute 21. In other words, the chute 21 is configured as a dovetail groove with a narrowing opening, and the protrusion 31 is configured as a dovetail boss that fits the dovetail groove. This locks the protrusion 31 and chute 21 in the vehicle's height direction Z, preventing the first and second sliders 20 and 30 from disengaging along the vehicle's height direction Z.

[0033] See also Figure 3 and Figure 4The locking mechanism 40 is configured as a locking pin 410. The locking pin 410 is inserted into the first slider 20 and the second slider 30 along the vehicle's height direction Z. A notch 411 is defined in the locking pin 410. The notch 411 is located at the junction of the first slider 20 and the second slider 30. The locking pin 410 can bend or break at the notch 411 in response to an impact. It is understood that the notch 411 is a weak point in the locking pin 410. The provision of the notch 411 makes it easier for the locking pin 410 to bend or break at the notch 411 in response to an impact, thereby making the locking mechanism 40 easier to unlock. Specifically, the notch 411 is defined in the outer peripheral wall of the locking pin 410.

[0034] For example, in one embodiment, the slide groove 21 is provided on the first slider 20 , the protrusion 31 is provided on the second slider 30 , a threaded hole 311 is provided on the protrusion 31 , and the locking pin 410 passes through the first slider 20 and is threadedly connected to the threaded hole 311 .

[0035] Furthermore, the first slider 20 is formed with a shear block 22, which is located in front of the notch 411 along the longitudinal direction X of the vehicle and is used to respond to an impact and cut off the lock pin 410 from the notch 411. The provision of the shear block 22 facilitates striking the lock pin 410 at the notch 411.

[0036] Optionally, in one embodiment, the first slider 20 further defines a relief groove 23. The relief groove 23 is located above and connected to the chute 21 along the vehicle's height direction Z. The edge of the relief groove 23 connects to the bottom wall of the chute 21 to form a shear block 22. This structure makes the shear block 22 simple and easy to manufacture, and prevents interference between the shear block 22 and the protrusion 31 when the first slider 20 slides relative to the second slider 30. It will be appreciated that the relief groove 23 is located in front of the locking pin 410 along the vehicle's length direction X. When the shear block 22 slides behind the first slider 20 along the vehicle's length direction X and strikes the locking pin 410, the relief groove 23 provides space for the locking pin 410 to break or bend as the first slider 20 continues to move backward. Specifically, the shear block 22 has a wedge-shaped cross-section.

[0037] like Figure 5 As shown, the second slider 30 is provided with a mounting position 32, where the second slider 30 is connected to the front anti-collision beam. There are at least two mounting positions 32, one on each side of the protrusion 31. This ensures a more even force distribution on the second slider 30. The mounting positions 32 can be configured as mounting holes for bolts to pass through.

[0038] like Figure 1As shown, the vehicle pedestrian protection structure 100 further includes a connecting bracket 50, which includes a first end plate 51 and a second end plate 52 arranged at an angle. The first end plate 51 is welded to the first slider 20, and the second end plate 52 is detachably connected to the supporting beam 10. This increases the connection area between the connecting bracket 50 and the first slider 20 and the second slider 30.

[0039] Exemplarily, the first end plate 51 and the second end plate 52 are an integral structure and are perpendicular to each other.

[0040] like Figure 1 As shown, the vehicle pedestrian protection structure 100 further includes a connecting sleeve 60 and a fastener. The connecting sleeve 60 is fixedly mounted on the supporting crossbeam 10. The fastener connects the supporting crossbeam 10 to the vehicle frame structure along the vehicle height direction Z through the connecting sleeve 60, and makes the spacing between the supporting crossbeam 10 and the vehicle frame structure adjustable. In this way, the gap between the supporting crossbeam 10 and the surrounding structure along the vehicle height direction Z can be adjusted.

[0041] Specifically, the connecting sleeve 60 is inserted into the supporting beam 10 along the vehicle height direction Z and is welded to the supporting beam 10. There are multiple connecting sleeves 60, which are spaced apart along the length direction of the supporting beam 10.

[0042] The present application also provides a vehicle, which includes a front anti-collision beam and the vehicle pedestrian protection structure described in any one of the above embodiments, and the second slider 30 of the vehicle pedestrian protection structure is fixedly connected to the front anti-collision beam.

[0043] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, 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, they should be considered to be within the scope of this specification.

[0044] The above embodiments merely illustrate several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of patent protection for the present application shall be determined by the appended claims.

Claims

1. A vehicle pedestrian protection structure, characterized in that: The vehicle pedestrian protection structure comprises a supporting crossbeam (10), a first slider (20), a second slider (30) and a locking mechanism (40), wherein the first slider (20) is fixedly connected to the supporting crossbeam (10), the second slider (30) is used for fixedly connecting to the front anti-collision beam, and the first slider (20) is pressed against the second slider (30) along the height direction Z of the vehicle and is fixedly connected to the second slider (30) via the locking mechanism (40); The locking mechanism (40) can be unlocked in response to an impact along the longitudinal direction X of the vehicle and toward the rear of the vehicle, and enables the first slider (20) to move backward relative to the second slider (30) along the longitudinal direction X of the vehicle.

2. The vehicle pedestrian protection structure according to claim 1, characterized in that: The locking mechanism (40) is configured as a locking pin (410), and the locking pin (410) is inserted into the first slider (20) and the second slider (30) along the height direction Z of the vehicle. A notch (411) is provided on the locking pin (410), and the notch (411) is located at the junction of the first slider (20) and the second slider (30). The locking pin (410) can bend or break at the notch (411) in response to an impact.

3. The vehicle pedestrian protection structure according to claim 2, characterized in that: One of the first slider (20) and the second slider (30) is provided with a slide groove (21), and the other is provided with a protrusion (31). The slide groove (21) extends along the longitudinal direction X of the vehicle, and the protrusion (31) is slidably clamped in the slide groove (21) along the longitudinal direction X of the vehicle.

4. The vehicle pedestrian protection structure according to claim 3, characterized in that: The cross-sectional shape of the chute (21) is the same as the cross-sectional shape of the protrusion (31), and the cross-sectional width of the chute (21) gradually decreases along the direction from the bottom wall of the chute (21) to the opening of the chute (21).

5. The vehicle pedestrian protection structure according to claim 3, characterized in that: The sliding groove (21) is provided on the first slider (20), the protrusion (31) is provided on the second slider (30), a threaded hole (311) is provided on the protrusion (31), and the locking pin (410) passes through the first slider (20) and is threadedly connected to the threaded hole (311).

6. The vehicle pedestrian protection structure according to claim 5, characterized in that: The first slider (20) is formed with a shear block (22), which is located in front of the notch (411) along the longitudinal direction X of the vehicle and is used to hit the lock pin (410) from the notch (411) in response to an impact.

7. The vehicle pedestrian protection structure according to claim 6, characterized in that: The first sliding block (20) is further provided with an avoidance groove (23), the avoidance groove (23) being located above the slide groove (21) along the height direction Z of the vehicle and being connected to the slide groove (21), and the edge of the avoidance groove (23) being connected to the bottom wall of the slide groove (21) to form the shear block (22).

8. The vehicle pedestrian protection structure according to claim 5, characterized in that: The second slider (30) is provided with a mounting position (32), and the second slider (30) is connected to the front anti-collision beam at the mounting position (32); The number of the mounting positions (32) is configured to be at least two, and at least two of the mounting positions (32) are respectively located on both sides of the protrusion (31).

9. The vehicle pedestrian protection structure according to claim 1, characterized in that: The vehicle pedestrian protection structure further comprises a connecting bracket (50), wherein the connecting bracket (50) comprises a first end plate (51) and a second end plate (52) arranged at an angle, wherein the first end plate (51) is welded to the first slider (20), and the second end plate (52) is detachably connected to the supporting crossbeam (10).

10. The vehicle pedestrian protection structure according to claim 1, characterized in that: The vehicle pedestrian protection structure further comprises a connecting sleeve (60) and a fastener, wherein the connecting sleeve (60) is fixedly mounted on the supporting crossbeam (10), and the fastener connects the supporting crossbeam (10) to the vehicle frame structure along the height direction Z of the vehicle through the connecting sleeve (60), and enables the spacing between the supporting crossbeam (10) and the vehicle frame structure to be adjustable.

11. A vehicle, characterized in that: The vehicle comprises a front anti-collision beam and a vehicle pedestrian protection structure according to any one of claims 1 to 10, wherein the second slider (30) of the vehicle pedestrian protection structure is fixedly connected to the front anti-collision beam.

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