Pedestrian protection support, front end anti-collision structure and vehicle

Abstract

The pedestrian protection support is arranged on a front anti-collision beam of a vehicle and comprises a supporting unit, the supporting unit comprises a supporting plate, a first connecting plate and a second connecting plate, and the first connecting plate and the second connecting plate are arranged on the left side and the right side of the supporting plate respectively and suitable for being connected to the front end face of the front anti-collision beam; the middle of the supporting plate in the vehicle width direction protrudes forwards relative to the first connecting plate and the second connecting plate, so that an energy absorption space is formed behind the supporting plate. The utility model further provides the front-end anti-collision structure and the vehicle with the front-end anti The supporting unit is fixed to the front end face of the front anti-collision beam, collision energy can be effectively absorbed through the energy absorption space formed between the supporting plate and the front anti-collision beam, and harm to pedestrians is reduced; meanwhile, the structure is small and exquisite, arrangement is flexible, the material thickness, the material and the position can be flexibly adjusted according to the vehicle model requirement, then collision optimization can be conducted according to a specific collision point, the light weight income and the cost income are high, and the device is suitable for application and popularization.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle safety structures, and in particular to a pedestrian protection bracket, a front-end anti-collision structure and a vehicle. Background Art

[0002] With the rapid development of society, the number of cars is constantly increasing, and the number of traffic accidents is also rising. Therefore, in order to reduce the injuries to pedestrians when they collide with vehicles, pedestrian protection devices are installed on the front of the car.

[0003] Generally speaking, the optimal design approach for a vehicle is to position the headlights relatively close to the front of the vehicle, then install pedestrian protection devices near the headlights to provide front-end collision protection. However, as headlight functions become increasingly diverse, the headlights themselves are becoming increasingly complex, requiring the corresponding mounting structures to be stronger. Reinforced headlights are less likely to deform. This results in increased bending moments in the thighs and a tendency for the calf to swing backwards around the knee when a pedestrian is struck by the headlights and falls back toward the vehicle, making it difficult to provide adequate protection. To address this issue, related technologies often move the front anti-collision beam forward beyond the headlights, ensuring that it contacts the pedestrian before the headlights do. However, this forward movement of the front anti-collision beam reduces the crumple zone at the front of the vehicle, and related pedestrian protection devices are typically integrated into the bumper structure, which is not conducive to optimizing a single impact point. This results in minimal compressible deformation of the headlights in a collision, resulting in less collision energy absorption and inadequate protection for the pedestrian's legs. Utility Model Content

[0004] In view of the above problems, the embodiments of the present application provide a pedestrian protection bracket, a front-end anti-collision structure and a vehicle with a compact structure and convenient layout, which can be optimized for specific collision points and effectively reduce the injuries to pedestrians.

[0005] According to one aspect of an embodiment of the present application, a pedestrian protection bracket is provided, which is arranged on the front anti-collision beam of a vehicle, including: a support unit, the support unit including a support plate, a first connecting plate and a second connecting plate, the first connecting plate and the second connecting plate are respectively arranged on the left and right sides of the support plate, and are suitable for being connected to the front end surface of the front anti-collision beam; the support plate protrudes forward relative to the first connecting plate and the second connecting plate in the middle part in the vehicle width direction to form an energy absorption space behind the support plate.

[0006] In an exemplary embodiment of the present application, the support plate is defined by a first profile facing the energy absorption space and a second profile opposite to the first profile, and a notch is provided in the middle of the support plate that passes through the first profile and the second profile.

[0007] In an example embodiment of the present application, the upper and lower side edges of the middle part of the support plate are respectively the upper and lower outer edges of the support plate, and the upper and lower side edges of the notch are respectively the upper and lower inner edges of the support plate; wherein at least one of the upper outer edge, the lower outer edge, the upper inner edge and the lower inner edge is folded to the side away from the second profile to form a folded edge.

[0008] In an example embodiment of the present application, at least one first reinforcing rib is arranged between the support plate and the first connecting plate and / or between the support plate and the second connecting plate.

[0009] In an example embodiment of the present application, the cross-sectional shape of the support plate in the horizontal plane is a forwardly convex trapezoid, a rectangle or an arc.

[0010] In an example embodiment of the present application, when the cross-sectional shape of the support plate in the horizontal plane is a trapezoid or a rectangle, at least one second reinforcing rib is arranged on the inner side of the bent part of the support plate.

[0011] In an example embodiment of the present application, at least two support units are provided, and the at least two support units are arranged side by side in the vehicle width direction, and the first connecting plate of one of the adjacent two support units and the second connecting plate of the other of the adjacent two support units are connected to each other.

[0012] According to a second aspect of the embodiments of the present application, a front-end anti-collision structure is provided, comprising a front anti-collision beam, a headlamp and any of the pedestrian protection supports described above, the front anti-collision beam is arranged below the headlamp and is arranged rearward of the headlamp in the vehicle length direction; the pedestrian protection support is arranged on the front end face of the front anti-collision beam corresponding to the headlamp, and the front end of the pedestrian protection support is substantially flush with the front end of the headlamp in the vehicle length direction.

[0013] In an example embodiment of the present application, a secondary anti-collision beam is further included, the secondary anti-collision beam is arranged below the front anti-collision beam and is arranged rearward of the front anti-collision beam in the vehicle length direction; the front end face of the secondary anti-collision beam is provided with any of the pedestrian protection supports described above, the pedestrian protection support arranged on the front anti-collision beam is a first pedestrian protection support, and the pedestrian protection support arranged on the secondary anti-collision beam is a second pedestrian protection support, the second pedestrian protection support is arranged corresponding to the first pedestrian protection support, and the front end of the second pedestrian protection support is substantially flush with the front end of the first pedestrian protection support in the vehicle length direction.

[0014] According to a third aspect of the embodiments of the present application, a vehicle is provided, comprising the pedestrian protection support described above, or the front-end anti-collision structure described above.

[0015] The present application firmly and reliably fixes the support plate with a forward-protruding middle portion to the front end surface of the front anti-collision beam through the first connecting plate and the second connecting plate, and utilizes the energy-absorbing space formed between the support plate and the front anti-collision beam to effectively absorb collision energy and reduce injuries to pedestrians; at the same time, its structure is compact and flexible in layout, and its thickness, material, and position can be flexibly adjusted according to the requirements of the vehicle model, thereby being able to optimize collisions for specific collision points, with high lightweight benefits and cost benefits, and suitable for promotion and application.

[0016] The above description is only an overview of the technical solutions of the embodiments of the present application. In order to more clearly understand the technical means of the embodiments of the present application, they can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. 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 the structures shown in these drawings without paying any creative work.

[0018] Figure 1 A schematic structural diagram of a pedestrian protection bracket according to an embodiment of the present application is shown;

[0019] Figure 2 shows a top view of a pedestrian protection bracket according to an embodiment of the present application;

[0020] Figure 3 A schematic structural diagram of the front-end anti-collision structure according to an embodiment of the present application is shown;

[0021] Figure 4 A front view of the front-end anti-collision structure according to an embodiment of the present application is shown;

[0022] Figure 5 A right side view of the front-end anti-collision structure described in an embodiment of the present application is shown.

[0023] Description of Figure Numbers:

[0024] 1 / 1'-support unit, 11-support plate, 111-first profile, 112-second profile, 113-notch, 114-upper outer edge, 115-lower outer edge, 116-upper inner edge, 117-lower inner edge, 118-flanged edge, 12-first connecting plate, 13-second connecting plate, 14-first reinforcing rib, 15-second reinforcing rib,

[0025] 100 - front bumper beam, 200 - headlamp, 300 - sub-bumper beam, 400 - first row of support bracket, 500 - second row of support bracket.

[0026] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments, with reference to the accompanying drawings. DETAILED DESCRIPTION

[0027] Example implementations will now be described more fully with reference to the accompanying drawings. Example implementations may, however, be implemented in many different forms and should not be construed as limited to the examples set forth herein; rather, these implementations are provided so that this disclosure will be thorough and complete, and will fully convey the scope of example implementations to those skilled in the art.

[0028] Moreover, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the

[0029] The application will be further described with reference to the drawings and specific examples. It is to be understood that the technical features involved in the various embodiments of the application described below can be combined with each other as long as there is no conflict. The examples described below with reference to the drawings are exemplary and are intended to explain the application, and should not be understood as limiting the application.

[0030] It should be noted that the "front", "rear", "left", "right", "upper", "lower" directions mentioned in the embodiments of the application, if not specifically stated, are all with reference to the corresponding directions of the vehicle, and specifically in the drawings, the X direction is the vehicle length direction, i.e. the length direction of the vehicle, wherein the direction indicated by the arrow is "front" and vice versa; the Y direction is the vehicle width direction, i.e. the width direction of the vehicle, wherein the direction indicated by the arrow is "left" and vice versa; the Z direction is the vehicle height direction, i.e. the height direction of the vehicle, wherein the direction indicated by the arrow is "up" and vice versa.

[0031] As Figures 1 to 3As shown, this embodiment provides a pedestrian protection bracket, which is arranged on the front anti-collision beam 100 of the vehicle. The pedestrian protection bracket includes a support unit 1, which includes a support plate 11, a first connecting plate 12 and a second connecting plate 13. The first connecting plate 12 and the second connecting plate 13 are respectively arranged on the left and right sides of the support plate 11, and are suitable for being connected to the front end surface of the front anti-collision beam 100; the support plate 11 protrudes forward relative to the first connecting plate 12 and the second connecting plate 13 in the middle of the vehicle width direction to form an energy absorption space behind the support plate 11. In this way, the support plate 11 with the middle part protruding forward can be firmly and reliably fixed to the front end face of the front anti-collision beam 100 through the first connecting plate 12 and the second connecting plate 13, so that when a collision occurs, the energy-absorbing space formed between the support plate 11 and the front anti-collision beam 100 can be used to absorb the collision energy, thereby reducing the damage to pedestrians; at the same time, its structure is compact and the layout is flexible, and its size, thickness, material, and position can be flexibly adjusted according to the requirements of the vehicle model, so that collision optimization can be carried out for specific collision points, with high lightweight benefits and cost benefits, and suitable for promotion and application.

[0032] For example, if Figure 1 and Figure 2 As shown, the first connecting plate 12 and the second connecting plate 13 can be integrally formed with the support plate 11 using DC01 steel plate to form a strip-shaped plate structure with a thickness of 1 mm. The middle portion of the support plate 11 is convexly arranged forward by bending or curving, and the left and right sides of the support plate 11 are bent along the vehicle width to form the first connecting plate 12 and the second connecting plate 13. By fixing the first and second connecting plates 12 and 13 to the front end surface of the front anti-collision beam 100, single-point collision optimization is achieved. The first and second connecting plates 12 and 13 can be fixedly connected to the front anti-collision beam 100 by bonding, welding, or screwing, preferably screwing, which is not only secure and reliable but also easy to disassemble and repair.

[0033] It is understandable that, in other embodiments, the first connecting plate 12 and the second connecting plate 13 may also be separate plate-shaped structures, fixedly connected to the support plate 11 by bonding, welding, or screwing.

[0034] In some embodiments, as Figure 1 and Figure 2 As shown, the support plate 11 defines a first profile 111 facing the energy-absorbing space and a second profile 112 opposite the first profile 111. A notch 113 is provided in the middle of the support plate 11, extending through the first and second profiles 111, 112. The shape of the notch 113 can be customized; in this embodiment, the notch 113 is rectangular. The provision of the notch 113 allows the support plate 11 to easily collapse and deform during a collision between a pedestrian and a vehicle, thereby absorbing more of the collision energy from the pedestrian's legs and providing an effective cushioning effect, thereby reducing damage to the pedestrian's legs.

[0035] In some embodiments, as Figure 1 As shown, the upper and lower edges of the middle portion of the support plate 11 are the upper outer edge 114 and the lower outer edge 115 of the support plate 11, respectively. The upper and lower edges of the circumferential direction of the notch 113 are the upper inner edge 116 and the lower inner edge 117 of the support plate 11, respectively. At least one of the upper outer edge 114, the lower outer edge 115, the upper inner edge 116, and the lower inner edge 117 is folded away from the second profile 112 to form a flange 118. The provision of flange 118 can increase local rigidity, providing a certain degree of support without affecting crushing deformation, thereby preventing deformation of the support unit 1 due to vehicle body vibration during driving, which would in turn affect its collision energy absorption performance.

[0036] In some embodiments, as Figure 2 As shown, at least one first reinforcing rib 14 is provided between the support plate 11 and the first connecting plate 12 and / or between the support plate 11 and the second connecting plate 13. The first reinforcing rib 14 can be provided on the relatively inner side of the bent connection between the support plate 11 and the first connecting plate 12 and extend to the plate surface of the support plate 11 and the first connecting plate 12, or it can be provided on the relatively inner side of the bent connection between the support plate 11 and the second connecting plate 13 and extend to the plate surface of the support plate 11 and the second connecting plate 13. At the same time, the number and width of the first reinforcing ribs 14 can be designed according to strength requirements. For example, the first reinforcing rib 14 can be widened along the axis of the bent connection, or multiple first reinforcing ribs 14 can be arranged at intervals along the axis of the bent connection to further improve structural strength. The provision of the first reinforcing rib 14 can improve the structural strength of the bent connection of the support unit 1 and prevent deformation of the support unit 1 due to vehicle body vibration during driving.

[0037] In some embodiments, as Figure 2 As shown, the cross-section of the support plate 11 in the horizontal plane is a forward-convex trapezoid. This not only improves support stability in the vehicle length direction, but also forms a flat surface at the front end to ensure a minimum installation clearance with the front bumper or front fascia. Of course, in other embodiments, the cross-section of the support plate 11 in the horizontal plane can also be formed into a rectangular or arc-shaped shape, as long as an energy-absorbing space is formed behind the support plate 11.

[0038] In some embodiments, as Figure 2As shown, when the cross-sectional shape of the support plate 11 in the horizontal plane is a trapezoid or a rectangle, at least one second reinforcing rib 15 is provided on the inner side of the bend of the support plate 11. The second reinforcing rib 15 can be provided on the inner side of the bend of the support plate 11 and extend to the opposite inner plate surfaces on both sides of the bend of the support plate 11. At the same time, the number and width of the second reinforcing ribs 15 can be designed according to strength requirements. For example, the second reinforcing rib 15 can be widened along the axis of the bend, or multiple second reinforcing ribs 15 can be arranged at intervals along the axis of the bend to further improve structural strength. The provision of the second reinforcing ribs 15 can further improve the structural strength of the support unit 1 and prevent deformation of the support unit 1 under non-collision conditions.

[0039] In some embodiments, as Figure 1 and Figure 2 As shown, at least two support units 1 are provided, arranged side by side along the vehicle width direction, with the first connecting plate 12 of one of the two adjacent support units 1 connected to the second connecting plate 13' of the other support unit 1'. This not only optimizes collision performance at consecutive collision points, but also avoids the problem of deformation caused by excessive bending moment due to the excessive length of the support plate of a single support unit.

[0040] It can be understood that the connection method between two adjacent support units 1 / 1' includes but is not limited to bonding, welding, screwing or one-piece molding connection, etc., and is preferably an one-piece molding connection, that is, the first connecting plate 12 of one of the two adjacent support units 1 and the second connecting plate 13' of the other support unit 1' are integrally molded, which can not only meet the performance requirements of the connection strength, but also achieve lightweight and fewer parts, which is conducive to reducing production costs and assembly efficiency.

[0041] like Figures 3 to 5 As shown, in another embodiment, a front-end anti-collision structure is provided, comprising a front anti-collision beam 100, a front headlight 200, and any of the above-mentioned pedestrian protection brackets. The front anti-collision beam 100 is disposed below the front headlight 200 and is positioned rearward relative to the front headlight 200 in the vehicle length direction. The pedestrian protection bracket is disposed on the front end surface of the front anti-collision beam 100 corresponding to the front headlight 200, and the front end of the pedestrian protection bracket is approximately flush with the front end of the headlight 200 in the vehicle length direction. Since the front anti-collision beam 100 is positioned relatively low, the above-mentioned arrangement allows the thigh and calf of a pedestrian to be simultaneously cushioned when impacted, thereby providing better collision protection.

[0042] In some embodiments, as Figures 3 to 5As shown, the front-end anti-collision structure also includes a secondary anti-collision beam 300, which is positioned below the front anti-collision beam 100 and rearward relative to the front anti-collision beam 100 in the vehicle length direction. A front end surface of the secondary anti-collision beam 300 is provided with one of the aforementioned pedestrian protection brackets. The pedestrian protection bracket located on the front anti-collision beam 100 is referred to as the first pedestrian protection bracket 400, while the pedestrian protection bracket located on the secondary anti-collision beam 300 is referred to as the second pedestrian protection bracket 500. The second pedestrian protection bracket 500 is provided corresponding to the first pedestrian protection bracket 400, and the front end of the second pedestrian protection bracket 500 is substantially flush with the front end of the first pedestrian protection bracket 400 in the vehicle length direction. This ensures that the front end of the headlight 200, the first pedestrian protection bracket 400, and the second pedestrian protection bracket 500 remain substantially aligned in the vehicle length direction, thereby ensuring that a pedestrian's legs can move straight in the event of a collision and avoid being drawn under the vehicle.

[0043] It is understandable that the multiple support units in a single pedestrian protection bracket can be provided with notches or flanges according to the performance requirements of the corresponding collision points; for example, Figures 1 to 5 As shown, the support plate of support unit 1 of the first row security bracket 400 has a notch in the middle and a corresponding flange, with corresponding reinforcement ribs arranged at the corresponding bends. However, the support plate of support unit 1' has no notch or flange, and only has corresponding reinforcement ribs arranged at the corresponding bends. The two support units of the second row security bracket 500 have neither notch nor flange. The configuration of the specific parts depends on the design requirements or simulation results and is not specifically limited here.

[0044] Furthermore, the lampshade of the headlight 200 can be improved. For example, the lampshade of the headlight 200 can be made of brittle material. In this way, the compressible variable of the headlight 200 in a collision can be further increased, the collision energy absorption effect can be improved, and the legs of pedestrians can be fully protected.

[0045] In addition, in another embodiment, a vehicle is provided, including the pedestrian protection bracket or the front-end anti-collision structure of the above-mentioned embodiment. For other structures and operating principles of the pedestrian protection bracket or the front-end anti-collision structure, please refer to the above description of the system embodiment. Since the pedestrian protection bracket or the front-end anti-collision structure has the above-mentioned technical effects, the vehicle equipped with the pedestrian protection bracket or the front-end anti-collision structure should also have the corresponding technical effects, which will not be described in detail here.

[0046] It can be understood that, in the present application, unless otherwise explicitly specified and limited, the terms "assembly", "connection" and the like should be understood in a broad sense, for example, can be fixedly connected, can be detachably connected, or integrated; can be mechanically connected, can be electrically connected; can be directly connected, can be indirectly connected through an intermediate medium, can be internal communication of two elements or interaction relationship of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0047] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. The meaning of "multiple" is two or more, unless otherwise explicitly specified. And the description of the terms "some embodiments", "exemplarily" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiments or examples are included in at least one embodiment or example of the present application.

[0048] The illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples described in the specification and the features of different embodiments or examples without contradiction.

[0049] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and cannot be understood as limiting the present application, and those skilled in the art can modify, replace and modify the above embodiments within the scope of the present application, therefore any changes or modifications made in accordance with the claims and specification of the present application shall be within the scope of the present application.

Claims

1. A pedestrian protection bracket, arranged on the front anti-collision beam of a vehicle, characterized in that: include: A support unit, the support unit includes a support plate, a first connecting plate and a second connecting plate, the first connecting plate and the second connecting plate are respectively arranged on the left and right sides of the support plate, and are suitable for connecting to the front end surface of the front anti-collision beam; the support plate protrudes forward relative to the first connecting plate and the second connecting plate in the middle part in the vehicle width direction to form an energy absorption space behind the support plate.

2. The pedestrian protection bracket according to claim 1, characterized in that: The support plate is defined by a first profile facing the energy absorbing space and a second profile opposite to the first profile, and a notch penetrating the first profile and the second profile is formed in the middle of the support plate.

3. The pedestrian protection bracket according to claim 2, characterized in that: The upper and lower sides of the middle part of the support plate are respectively the upper outer edge and the lower outer edge of the support plate, and the upper and lower sides of the circumference of the notch are respectively the upper inner edge and the lower inner edge of the support plate; wherein, at least one of the upper outer edge, the lower outer edge, the upper inner edge and the lower inner edge is folded toward the side away from the second profile to form a flange.

4. The pedestrian protection bracket according to claim 1, characterized in that: At least one first reinforcing rib is provided between the support plate and the first connecting plate and / or between the support plate and the second connecting plate.

5. The pedestrian protection bracket according to claim 1, characterized in that: The cross-sectional shape of the support plate in the horizontal plane is a trapezoid, rectangle or arc convex forward.

6. The pedestrian protection bracket according to claim 5, characterized in that: When the cross-sectional shape of the support plate in the horizontal plane is a trapezoid or a rectangle, at least one second reinforcing rib is provided on the inner side of the bent portion of the support plate.

7. The pedestrian protection bracket according to any one of claims 1 to 6, characterized in that: There are at least two support units, which are arranged in parallel along the vehicle width direction, and the first connecting plate of one of the two adjacent support units is connected to the second connecting plate of the other one of the two adjacent support units.

8. A front-end anti-collision structure, characterized in that: It includes a front anti-collision beam, a headlight and a pedestrian protection bracket as described in any one of claims 1 to 7, wherein the front anti-collision beam is arranged below the headlight and is arranged rearward relative to the headlight in the vehicle length direction; the pedestrian protection bracket is arranged on the front end surface of the front anti-collision beam corresponding to the headlight, and the front end of the pedestrian protection bracket is roughly flush with the front end of the headlight in the vehicle length direction.

9. The front end anti-collision structure according to claim 8, characterized in that: It also includes a secondary anti-collision beam, which is arranged below the front anti-collision beam and rearward relative to the front anti-collision beam in the vehicle length direction; the front end face of the secondary anti-collision beam is provided with a pedestrian protection bracket as described in any one of claims 1 to 8, with the pedestrian protection bracket located on the front anti-collision beam being the first pedestrian protection bracket, and the pedestrian protection bracket located on the secondary anti-collision beam being the second pedestrian protection bracket, the second pedestrian protection bracket being arranged corresponding to the first pedestrian protection bracket, and the front end of the second pedestrian protection bracket being roughly flush with the front end of the first pedestrian protection bracket in the vehicle length direction.

10. A vehicle, characterized in that: It includes the pedestrian protection bracket according to any one of claims 1 to 7, or the front-end anti-collision structure according to any one of claims 8 to 9.

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