Vehicle body structure and vehicle

Abstract

The utility model relates to the technical field of vehicles, and discloses a vehicle body structure and a vehicle. The vehicle body structure comprises a front bumper, a front end frame, a front anti-collision beam and a pedestrian leg protection supporting structure, the pedestrian leg protection supporting structure comprises a first foaming structure and a second foaming structure, the first foaming structure is arranged between the front bumper and the front end frame of the vehicle body structure, and the first foaming structure is used for supporting the shank part of a pedestrian; the second foaming structure is arranged between the front bumper and a front anti-collision beam of the vehicle body structure, the second foaming structure is connected with the first foaming structure, the second foaming structure is used for supporting thighs of pedestrians, and the foaming ratio of the second foaming structure is larger than that of the first foaming structure. The first foaming structure is small in foaming ratio and large in density, the rigidity of the collision position is large, the supporting acting force of the first foaming structure on the shank of the pedestrian is larger than the supporting acting force of the second foaming structure on the thigh of the pedestrian, and the shank of the pedestrian is effectively prevented from being drawn into the vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a vehicle body structure and a vehicle. Background Technology

[0002] With the development of automotive technology and the improvement of people's safety awareness, the protection of automobiles is no longer limited to protecting passengers inside the vehicle, but has expanded to include pedestrians who collide with the vehicle. Pedestrian protection has become an important issue for all vehicle manufacturers in improving passive safety, vehicle layout, and styling, and it directly affects the vehicle's safety performance rating.

[0003] To meet pedestrian protection requirements and prevent pedestrians from being trapped under a vehicle in a collision, metal protective beams or high-strength plastic supports are typically added inside the front of the vehicle to increase the rigidity of the front end corresponding to the pedestrian's lower leg. However, these solutions significantly increase the overall vehicle weight and cost, and place high demands on layout space and component molding. Furthermore, the uniform rigidity across different impact locations, with the lower leg and thigh experiencing the same support force, can easily lead to the pedestrian's lower leg being trapped inside the vehicle, exacerbating the severity of injury in a collision. Utility Model Content

[0004] Based on the above problems, the purpose of this utility model is to provide a vehicle body structure and vehicle that can reduce the probability of a pedestrian's lower leg being caught in the vehicle and reduce the degree of injury to pedestrians in a collision.

[0005] To achieve the above objectives, the following technical solution is provided:

[0006] In a first aspect, this utility model provides a vehicle body structure, including a front bumper, a front frame, a front anti-collision beam, and a pedestrian leg protection support structure, wherein the pedestrian leg protection support structure includes:

[0007] A first foam structure is disposed between the front bumper and the front end frame of the vehicle body structure, and the first foam structure is used to support the lower leg of a pedestrian.

[0008] A second foam structure is disposed between the front bumper and the front anti-collision beam. The second foam structure is connected to the first foam structure. The second foam structure is used to support the pedestrian's thigh area. The foaming ratio of the second foam structure is greater than that of the first foam structure.

[0009] As an optional solution for the vehicle body structure provided by this utility model, both the first foaming structure and the second foaming structure are polypropylene plastic foaming structures.

[0010] As an optional solution for the vehicle body structure provided by this utility model, a first gap is formed between the front part of the first foam structure and the front bumper, and a second gap is formed between the front part of the second foam structure and the front bumper, wherein the second gap is greater than the first gap.

[0011] As an optional solution for the vehicle body structure provided by this utility model, the rear part of the first foam structure is snapped or bonded to the front frame; and / or, the rear part of the second foam structure is snapped or bonded to the front anti-collision beam.

[0012] As an optional solution for the vehicle body structure provided by this utility model, the foaming ratio of the first foaming structure is in the range of 30 to 40, and the foaming ratio of the second foaming structure is in the range of 100 to 120.

[0013] As an optional solution for the vehicle body structure provided by this utility model, the pedestrian leg protection support structure further includes a third foam structure, which is disposed between the front bumper and the front anti-collision beam. The second foam structure is connected to the first foam structure through the third foam structure, and the third foam structure is used to support the ligaments of the pedestrian.

[0014] As an optional solution for the vehicle body structure provided by this utility model, the foaming ratio of the third foaming structure is greater than that of the first foaming structure and less than that of the second foaming structure.

[0015] As an optional solution for the vehicle body structure provided by this utility model, the foaming ratio of the third foaming structure ranges from 60 to 80.

[0016] As an optional solution for the vehicle body structure provided by this utility model, a third gap is formed between the front part of the third foam structure and the front bumper. The third gap is greater than the first gap between the front part of the first foam structure and the front bumper, and less than the second gap between the front part of the second foam structure and the front bumper.

[0017] Secondly, this utility model also provides a vehicle including the aforementioned body structure.

[0018] The beneficial effects of this utility model are as follows:

[0019] The vehicle body structure and vehicle provided by this utility model support the pedestrian's lower leg through a first foam structure between the front bumper and the front frame, and supports the pedestrian's thigh through a second foam structure between the front bumper and the front anti-collision beam, thus meeting pedestrian protection performance requirements. The pedestrian leg protection support structure, using a foaming process, can be foamed and filled based on the actual internal space shape of the vehicle, allowing for flexible structural molding and free adaptation to the vehicle's external shape and internal space. The foaming ratio of the second foam structure is greater than that of the first foam structure, which has a smaller foaming ratio and higher density, resulting in greater stiffness at the collision location. The supporting force of the first structure on the pedestrian's lower leg is greater than that of the second foam structure on the pedestrian's thigh, effectively preventing the pedestrian's lower leg from being caught in the vehicle and reducing the severity of injury during a collision. By using different foaming ratios to adjust the stiffness at different collision locations, the stiffness of different areas can be varied to achieve optimal crumple zone energy absorption, better adapting to the crumple zone energy absorption requirements of different areas of the leg during a collision. Compared with traditional metal protective beams and high-strength plastic parts, this pedestrian leg protection support structure has a significant lightweight advantage, reducing the overall vehicle weight and cost, ensuring the crumple zone energy absorption effect of the vehicle body structure, and guaranteeing the vehicle's safety performance. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this utility model and these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of a vehicle body structure including a pedestrian leg protection support structure, provided by a specific embodiment of this utility model;

[0022] Figure 2 yes Figure 1 A cross-sectional view of the structure along the AA direction and a schematic diagram of the cross-section of the pedestrian's leg model.

[0023] In the picture:

[0024] 1. First foaming structure; 2. Second foaming structure; 3. Third foaming structure;

[0025] 101. Front bumper; 102. Front frame; 103. Front bumper beam; 104. Hood;

[0026] 201. Pedestrian's lower leg; 202. Pedestrian's thigh; 203. Pedestrian's ligaments. Detailed Implementation

[0027] To make the technical problems solved by this utility model, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of this utility model will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0028] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Specifically, the terms "first position" and "second position" refer to two different positions.

[0029] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0030] like Figures 1 to 2 As shown, this embodiment provides a vehicle body structure, including a front bumper 101, a front frame 102, a front anti-collision beam 103, and a pedestrian leg protection support structure. The pedestrian leg protection support structure includes a first foam structure 1 and a second foam structure 2. The first foam structure 1 is disposed between the front bumper 101 and the front frame 102 of the vehicle body structure, and is used to support the pedestrian's lower leg 201. The second foam structure 2 is disposed between the front bumper 101 and the front anti-collision beam 103 of the vehicle body structure, and is connected to the first foam structure 1. The second foam structure 2 is used to support the pedestrian's thigh 202, and the foaming ratio of the second foam structure 2 is greater than that of the first foam structure 1. It is understood that the front frame 102 is located below the hood 104 of the vehicle body structure, and the front anti-collision beam 103 is located between the front frame 102 and the front bumper 101.

[0031] The pedestrian's lower leg 201 is supported by a first foam structure 1 between the front bumper 101 and the front frame 102, and the pedestrian's thigh 202 is supported by a second foam structure 2 between the front bumper 101 and the front anti-collision beam 103, thus meeting the pedestrian protection performance requirements. The pedestrian leg protection support structure using foaming technology can be foamed and filled based on the actual internal space shape of the vehicle, allowing for flexible structural molding and free adaptation to the vehicle's external shape and internal space. The foaming ratio of the second foam structure 2 is greater than that of the first foam structure 1, which has a smaller foaming ratio and higher density, resulting in greater stiffness at the collision location. The supporting force of structure 1 on the pedestrian's lower leg 201 is greater than the supporting force of the second foam structure 2 on the pedestrian's thigh 202, effectively preventing the pedestrian's lower leg from being caught in the vehicle and reducing the degree of injury to the pedestrian in a collision. By using different foaming ratios to adjust the stiffness at different collision locations, the stiffness of different areas can be varied to achieve optimal crumple zone energy absorption effect, better adapting to the crumple zone energy absorption requirements of different areas of the leg during a collision. Compared with traditional metal protective beams and high-strength plastic parts, this pedestrian leg protection support structure has a significant lightweight advantage, reducing the overall vehicle weight and cost, ensuring the crumple zone energy absorption effect of the vehicle body structure, and ensuring the vehicle's safety performance.

[0032] Optionally, both the first foam structure 1 and the second foam structure 2 are polypropylene plastic foam structures. Polypropylene plastic foam structures have superior impact resistance compared to polystyrene, excellent compressive energy absorption properties, good dimensional stability, and are not easily deformed by moisture. Polypropylene plastic foam structures have low density, significantly reducing weight while maintaining sufficient strength and rigidity. Polypropylene plastic foam structures do not contain any toxic or harmful components, do not produce toxic substances when burned, and are easily recycled, saving energy and resources and meeting environmental protection requirements. Furthermore, polypropylene plastic foam structures are non-toxic, odorless, and resistant to chemical corrosion.

[0033] Optionally, a first gap is formed between the front part of the first foam structure 1 and the front bumper 101, and a second gap is formed between the front part of the second foam structure 2 and the front bumper 101, the second gap being larger than the first gap. It can be understood that the front part is aligned with the forward direction of the vehicle's travel. The first gap ensures that the first foam structure 1 has sufficient space to absorb energy and support the pedestrian's lower leg 201 during a vehicle collision, while the second gap ensures that the second foam structure 2 has sufficient space to absorb energy and support the pedestrian's thigh 202 during a vehicle collision. Based on pedestrian protection simulation results, if the pedestrian's lower leg 201 is effectively supported before the pedestrian's thigh 202 during a collision, the pedestrian's lower leg is less likely to be caught in the vehicle, significantly reducing the severity of injury and effectively protecting pedestrian safety. Therefore, the second gap can be larger than the first gap to reduce the volume of the second foam structure 2, achieving optimal crumple zone energy absorption, better adapting to the crumple zone energy absorption requirements of different leg areas during a collision, achieving overall vehicle lightweighting, and avoiding excessive space occupation. When a vehicle collides with a pedestrian, the first foam structure 1 is closer to the pedestrian's lower leg 201, so the first foam structure 1 first supports the pedestrian's lower leg 201, and then the second foam structure 2 supports the pedestrian's thigh 202, effectively preventing the pedestrian's lower leg from being caught in the vehicle.

[0034] In some embodiments, the rear portion of the first foam structure 1 is snap-fitted or bonded to the front end frame 102. The front and rear of the first foam structure 1 are aligned with the front-rear direction of the vehicle. The rear portion of the first foam structure 1 and the front end frame 102 can be fixedly connected by snap-fitting, or by a snap-fit ​​structure. Alternatively, the rear portion of the first foam structure 1 and the front end frame 102 can be fixedly connected by bonding. Bonding methods include using foamed epoxy adhesive, polyurethane adhesive, and silicone adhesive. These bonding methods are suitable for different foaming materials and structural requirements, and can provide good bonding strength and sealing performance.

[0035] In some embodiments, the rear portion of the second foam structure 2 is snap-fitted to or bonded to the front bumper beam 103. The rear portion of the second foam structure 2 can be fixedly connected to the front bumper beam 103 by snap-fitting, or by a snap-fit ​​structure. Alternatively, the rear portion of the second foam structure 2 can be fixedly connected to the front bumper beam 103 by bonding. Bonding methods include using foamed epoxy adhesive, polyurethane adhesive, and silicone adhesive. These bonding methods are suitable for different foaming materials and structural requirements, providing good bond strength and sealing performance.

[0036] Optionally, the pedestrian leg protection support structure also includes a third foam structure 3, which is disposed between the front bumper 101 and the front anti-collision beam 103. The second foam structure 2 is connected to the first foam structure 1 through the third foam structure 3, and the third foam structure 3 is used to support the pedestrian ligament area 203. Effective support of the pedestrian ligament area 203 by the third foam structure 3 can reduce the degree of injury to pedestrians in traffic accidents. The transition between the first foam structure 1 and the second foam structure 2 through the third foam structure 3 helps to ensure the structural integrity of the pedestrian leg protection support structure. A third gap is formed between the front part of the third foam structure 3 and the front bumper 101, which is larger than the first gap and smaller than the second gap, reasonably transferring the impact force of the vehicle on the pedestrian's legs.

[0037] In some embodiments, the foaming ratio of the third foam structure 3 is greater than that of the first foam structure 1 and less than that of the second foam structure 2. This configuration causes the density of different areas of the pedestrian leg protection support structure to gradually change, with the density and strength decreasing in the order of the first foam structure 1, the third foam structure 3, and the second foam structure 2. By using different foaming ratios to adjust the density and stiffness at different impact locations, regional variations in density and stiffness are achieved, resulting in optimal crumple zone energy absorption and better adapting to the crumple zone energy absorption requirements of different areas of the leg during a collision.

[0038] Optionally, the expansion ratio of the first foamed structure 1 ranges from 30 to 40, the expansion ratio of the second foamed structure 2 ranges from 100 to 120, and the expansion ratio of the third foamed structure 3 ranges from 60 to 80. It is understood that the expansion ratio refers to the ratio of the volume of the material after foaming to the volume of the material before foaming; the expansion ratio is an important parameter for measuring the degree of volume expansion of a material during the foaming process. The first foamed structure 1 has a lower expansion ratio and higher density and strength, which is beneficial for timely and effective support of the pedestrian's lower leg 201 in the event of a collision. The second foamed structure 2 has a higher expansion ratio and lower density and strength, which is beneficial for slowly supporting the pedestrian's thigh 202 in the event of a collision, effectively preventing the pedestrian's lower leg from being caught in the vehicle. The third foamed structure 3 has a moderate expansion ratio, which is beneficial for reasonably absorbing the impact force of the vehicle on the pedestrian's legs, preventing serious injury to the pedestrian's ligaments 203.

[0039] The front part of the first foam structure 1 can be designed as a contoured structure with concave and convex surfaces and bevels, similar in shape to the front bumper 101, to better fit the shape of the front bumper 101. The front parts of the second foam structure 2 and the third foam structure 3 can be designed to be relatively flat to adapt to the shape of the vehicle body. A groove for accommodating the wiring harness can be provided at the junction of the third foam structure 3 and the first foam structure 1.

[0040] It should be noted that the above-mentioned foamed structure is formed through the addition and reaction of physical or chemical foaming agents. The basic steps of foam molding include the formation of bubble nuclei, the growth or expansion of bubble nuclei, and the stabilization of bubble nuclei. Under given temperature and pressure conditions, the solubility of the gas decreases, causing excess gas to be expelled and form bubbles, thereby achieving nucleation.

[0041] There are three main methods of foam molding: physical foaming, chemical foaming, and mechanical foaming. Physical foaming uses physical methods to foam plastics, typically involving dissolving an inert gas in the molten plastic under pressure and then releasing the gas under reduced pressure. Chemical foaming involves adding a chemical foaming agent, which decomposes upon heating or reacts chemically with the raw material components to produce gas. Mechanical foaming involves mechanically mixing gas into a liquid mixture, followed by a setting process to form cells.

[0042] Physical foaming agents and chemical foaming agents are two main types of foaming agents. Physical foaming agents include air, nitrogen, carbon dioxide, etc., while chemical foaming agents include sodium bicarbonate, azodicarbonamide, etc. These foaming agents decompose or evaporate in plastics, producing gas and forming a bubble structure.

[0043] This embodiment also provides a vehicle including the aforementioned body structure. A first foam structure 1 between the front bumper 101 and the front frame 102 supports the pedestrian's lower leg 201, and a second foam structure 2 between the front bumper 101 and the front anti-collision beam 103 supports the pedestrian's thigh 202, meeting pedestrian protection performance requirements. The pedestrian leg protection support structure using foaming technology can be foamed and filled based on the actual internal space shape of the vehicle, allowing for flexible structural molding and free adaptation to the vehicle's external shape and internal space. The foaming ratio of the second foam structure 2 is greater than that of the first foam structure 1, which has a smaller foaming ratio and higher density. This is relevant to the collision location. With greater stiffness, the first foam structure 1 provides greater support to the pedestrian's lower leg 201 than the second foam structure 2 provides to the pedestrian's thigh 202. This effectively prevents the pedestrian's lower leg from being caught in the vehicle, reducing the severity of injury during a collision. By using different foaming ratios to adjust the stiffness at different collision locations, the stiffness can be varied across different areas, achieving optimal crumple zone energy absorption. This better adapts to the crumple zone energy absorption requirements of different leg areas during a collision. Compared to traditional metal protective beams and high-strength plastic parts, this pedestrian leg protection support structure has a significant lightweight advantage, reducing the overall vehicle weight and cost while ensuring the crumple zone energy absorption effect of the vehicle body structure and guaranteeing the vehicle's safety performance.

[0044] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments. Many other equivalent embodiments may be included without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A vehicle body structure, characterized in that, The system includes a front bumper (101), a front frame (102), a front anti-collision beam (103), and a pedestrian leg protection support structure, wherein the pedestrian leg protection support structure includes: A first foam structure (1) is disposed between the front bumper (101) and the front end frame (102) of the vehicle body structure. The first foam structure (1) is used to support the lower leg part (201) of the pedestrian. The second foam structure (2) is disposed between the front bumper (101) and the front anti-collision beam (103). The second foam structure (2) is connected to the first foam structure (1). The second foam structure (2) is used to support the pedestrian's thigh part (202). The foaming ratio of the second foam structure (2) is greater than that of the first foam structure (1).

2. The vehicle body structure according to claim 1, characterized in that, Both the first foam structure (1) and the second foam structure (2) are polypropylene plastic foam structures.

3. The vehicle body structure according to claim 1, characterized in that, A first gap is formed between the front part of the first foam structure (1) and the front bumper (101), and a second gap is formed between the front part of the second foam structure (2) and the front bumper (101), the second gap being greater than the first gap.

4. The vehicle body structure according to claim 1, characterized in that, The rear part of the first foam structure (1) is snapped or bonded to the front frame (102); and / or, the rear part of the second foam structure (2) is snapped or bonded to the front bumper beam (103).

5. The vehicle body structure according to claim 1, wherein the foaming ratio of the first foaming structure (1) is in the range of 30 to 40, and the foaming ratio of the second foaming structure (2) is in the range of 100 to 120.

6. The vehicle body structure according to any one of claims 1-5, characterized in that, The pedestrian leg protection support structure also includes a third foam structure (3), which is disposed between the front bumper (101) and the front anti-collision beam (103). The second foam structure (2) is connected to the first foam structure (1) through the third foam structure (3). The third foam structure (3) is used to support the pedestrian ligament area (203).

7. The vehicle body structure according to claim 6, characterized in that, The foaming ratio of the third foaming structure (3) is greater than that of the first foaming structure (1) and less than that of the second foaming structure (2).

8. The vehicle body structure according to claim 7, characterized in that, The foaming ratio of the third foaming structure (3) is in the range of 60 to 80.

9. The vehicle body structure according to claim 6, characterized in that, A third gap is formed between the front part of the third foam structure (3) and the front bumper (101). The third gap is greater than the first gap between the front part of the first foam structure (1) and the front bumper (101) and less than the second gap between the front part of the second foam structure (2) and the front bumper (101).

10. A vehicle, characterized in that, Including the vehicle body structure as described in any one of claims 1-9.

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