Pedestrian protection beam structure

Abstract

The application provides a pedestrian protection cross beam structure, and belongs to the technical field of automobile parts. The structure comprises a cross beam body, positioning pins, Y-direction through holes and second bolts. The cross beam body is connected with a front grille of a vehicle. The positioning pins are arranged on the cross beam body and connected with the front grille. The Y-direction through holes are arranged on the cross beam body and have sliding spaces. The second bolts are arranged on the cross beam body and connected with the front grille. Each second bolt can slide in the sliding space of the corresponding Y-direction through hole. The cross beam can disperse impact force through the arc-shaped buffer surface and guide the leg to lift, thereby greatly reducing the probability of leg fracture and other injuries when the pedestrian collides with the vehicle. The integrated load-bearing structure and the structure design of the cross beam body can effectively transfer the impact force during the collision, absorb and dissipate the collision energy through elastic deformation and plastic deformation, reduce the energy transferred to the pedestrian, and improve the pedestrian protection performance.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and more specifically, to a pedestrian protection beam structure. Background Technology

[0002] With pedestrian protection regulations shifting from recommendations to mandatory requirements, especially the 2021 revised regulations which impose higher standards on leg impact testing, the aPLI leg impactor is used in testing. An upper vehicle mass module is added to more scientifically simulate real-world pedestrian collision scenarios. The front end of the vehicle, particularly the grille, as the direct impact interface, plays a decisive role in leg impact performance.

[0003] In existing technologies, simply optimizing the structure of the grating body and the front-end plastic components is insufficient to meet the strength standards of the new regulations. The material properties and structural forms of the grating body and the front-end plastic components have inherent limitations, failing to fully dissipate energy and effectively transfer force, resulting in insufficient local strength. At the same time, while material modification or structural thickening can improve rigidity, it increases the weight of the parts and may cause injection molding defects, making it difficult to meet the requirements of lightweighting and process reliability. Therefore, there is an urgent need for a pedestrian protection beam structure. Utility Model Content

[0004] This application aims to address at least one of the technical problems existing in the prior art or related technologies.

[0005] Therefore, this application provides a pedestrian protection beam structure that can reduce the impact force on a pedestrian's leg during a collision and improve the vehicle's pedestrian protection performance.

[0006] The pedestrian protection beam structure provided in this application includes a beam body, multiple locating pins, multiple Y-direction through holes, and multiple second bolts. The beam body is connected to the front grille of a vehicle; the multiple locating pins pass through the beam body and are connected to the front grille; the multiple Y-direction through holes are respectively disposed on the beam body, and each Y-direction through hole has sliding space; the multiple second bolts pass through the beam body and are connected to the front grille, and each second bolt is capable of sliding within the sliding space corresponding to the Y-direction through hole.

[0007] In some embodiments, the system further includes: a plurality of bolt mounting holes disposed on the crossbeam body; a plurality of first bolts disposed on each of the bolt mounting holes, and each of the first bolts passing through the crossbeam body and connecting to the front grille.

[0008] In some embodiments, the beam body is open at the rear end and has a U-shaped cross-section.

[0009] In some embodiments, the front center of the crossbeam body protrudes outward to form an arc-shaped buffer surface.

[0010] In some embodiments, the thickness of the crossbeam body ranges from 1.1mm to 1.3mm, and the depth ranges from 45mm to 55mm.

[0011] In some embodiments, the beam body has bends on both sides of the rear end opening.

[0012] In some embodiments, the Y-direction via is in the shape of an arc groove.

[0013] In some embodiments, the crossbeam body and the front grille form an integrated load-bearing structure.

[0014] Compared with the prior art, the technical solution provided in this application includes at least the following technical effects: This application provides a pedestrian protection crossbeam structure that reduces the impact force on a pedestrian's legs during a collision, thereby improving the vehicle's pedestrian protection performance. During assembly, multiple locating pins are inserted into the crossbeam body and connected to the front grille, aligning the crossbeam body with the front grille to achieve initial grille positioning and ensure accurate crossbeam positioning in the vehicle's length and height directions. Then, multiple second bolts are inserted through Y-direction through-holes to connect the crossbeam body to the front grille. Because the Y-direction through-holes have sliding space, even if there are certain manufacturing tolerances between the front grille and the crossbeam body in the Y direction during assembly, the second bolts can slide within the sliding space of the Y-direction through-holes, automatically adjusting their position and ensuring accurate installation of the crossbeam body. In the event of a collision between the vehicle and a pedestrian, the crossbeam and grille effectively transmit force, reducing the impact force and bending moment borne by the pedestrian's legs during the collision, thus improving the vehicle's pedestrian protection performance.

[0015] Additional aspects and advantages of this application will become apparent in the following description or may be learned by practice of this application. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the overall structure of the crossbeam body and the front grille in some embodiments of this application; Figure 2 This is a schematic diagram of the structure of the beam body in some embodiments of this application; Figure 3 This is a schematic diagram of the internal structure of the beam body according to some embodiments of this application; Figure 4 The image shows a side view of the crossbeam body and front grille, representing some embodiments of this application.

[0017] in, Figures 1 to 4 The correspondence between the reference numerals and component names in the attached drawings is as follows: 1. Crossbeam body; 2. Locating pin; 3. Bolt mounting hole; 31. First bolt; 4. Y-direction through hole; 41. Second bolt; 5. Bend; 6. Front grille. Detailed Implementation

[0018] To better understand the above-mentioned objectives, features, and advantages of this application, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0019] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0020] The following reference Figures 1 to 4 This application describes a pedestrian protection beam structure provided according to some embodiments.

[0021] like Figure 1 , Figure 2 As shown, a pedestrian protection beam structure provided according to some embodiments of this application includes a beam body 1, a plurality of positioning pins 2, a plurality of Y-direction through holes 4, and a plurality of second bolts 41. The beam body 1 is connected to a vehicle front grille 6; the plurality of positioning pins 2 are disposed on the beam body 1 and connected to the front grille 6; the plurality of Y-direction through holes 4 are respectively disposed on the beam body 1, and the Y-direction through holes 4 have sliding space; the plurality of second bolts 41 are disposed on the beam body 1 and connected to the front grille 6, and each second bolt 41 can slide within the sliding space of the corresponding Y-direction through hole 4.

[0022] In this embodiment, during assembly, the crossbeam body 1 is positioned in accordance with the front grille 6, and multiple positioning pins 2 are inserted through the crossbeam body 1 and connected to the front grille 6 to achieve initial positioning of the front grille 6, ensuring the accurate position of the crossbeam body 1 in the vehicle's length and height directions. Then, multiple second bolts 41 are inserted through the Y-direction through-holes 4 to connect the crossbeam body 1 and the front grille 6. Since the Y-direction through-holes 4 have sliding space, even if there are certain manufacturing tolerances between the front grille 6 and the crossbeam body 1 in the Y direction during assembly, the second bolts 41 can slide within the sliding space of the Y-direction through-holes 4 to automatically adjust their position, allowing the crossbeam body 1 to be accurately installed. When a collision occurs between the vehicle and a pedestrian, the crossbeam body 1 and the front grille 6 effectively transmit force, reducing the impact force and bending moment borne by the pedestrian's legs during the collision, thus improving the vehicle's pedestrian protection performance.

[0023] In some possible embodiments, such as Figure 1 , Figure 2 As shown, it also includes: multiple bolt mounting holes 3, which are respectively provided on the crossbeam body 1; multiple first bolts 31, which are respectively provided on each bolt mounting hole 3, and each first bolt 31 passes through the crossbeam body 1 and is connected to the front grille 6.

[0024] In this embodiment, multiple first bolts 31 are inserted into the corresponding bolt mounting holes 3 on the crossbeam body 1, and each first bolt 31 passes through the threaded hole on the crossbeam body 1 and corresponds to the threaded hole on the front grille 6, so that the crossbeam body 1 is firmly fixed on the front grille 6. During vehicle operation, the first bolts 31 can withstand the static and dynamic loads transmitted from the crossbeam body 1, maintain the relative position stability of the crossbeam body 1 and the front grille 6, and thus effectively play the pedestrian protection role of the crossbeam.

[0025] In some possible embodiments, such as Figure 3 , Figure 4 As shown, the main body of the crossbeam 1 is open at the rear end and has a "U" shaped cross section.

[0026] In this embodiment, the U-shaped cross section gives the beam body 1 high bending and torsional stiffness, which can effectively withstand and transmit impact force during a collision, reduce the deformation of the beam body 1 itself, ensure the integrity of its structure, and thus better play its role in protecting pedestrians.

[0027] In some possible embodiments, such as Figure 2 As shown, the front middle of the crossbeam body 1 protrudes outward to form an arc-shaped buffer surface.

[0028] In this embodiment, the arc-shaped structure of the arc-shaped buffer surface can disperse the impact force concentrated at one point to a larger area of ​​the crossbeam body 1 during a collision. Compared with the planar structure, it can avoid excessive local stress concentration and reduce the possibility of damage or deformation of the crossbeam body 1 at the collision site, thereby improving the energy impact resistance and service life. In addition, the arc-shaped buffer surface can guide the pedestrian's legs to rise, change the force direction of the legs, and reduce the impact load directly on the tibia, which greatly reduces the probability of leg fractures and other injuries when pedestrians collide with vehicles, and improves the pedestrian protection performance of vehicles.

[0029] In some possible embodiments, such as Figure 3 As shown, the thickness of the crossbeam body 1 ranges from 1.1mm to 1.3mm, and the depth ranges from 45mm to 55mm.

[0030] In this embodiment, the U-shaped crossbeam body 1 with a thickness range of 1.1mm-1.3mm achieves a lightweight effect while ensuring sufficient rigidity, thereby reducing the overall vehicle weight. Combined with a depth range of 45mm-55mm, the crossbeam body 1 has a good stable structure.

[0031] In some possible embodiments, such as Figure 3 As shown, the crossbeam body 1 has bent portions 5 on both sides of the rear end opening.

[0032] In this embodiment, the rear end of the U-shaped beam body 1 is bent upward and downward to form a support plane, which can enhance the structural stability of the beam body 1. When subjected to collision impact force, the bent part 5 can prevent the rear end of the beam body 1 from twisting or deforming, maintain the overall shape and structural stability of the beam body 1, and the bent part 5 of the support plane can maintain close contact with the rear AGS frame or the front metal frame, providing stable support for the beam body 1.

[0033] In some possible embodiments, such as Figure 2 As shown, the Y-direction via 4 is in the shape of an arc groove.

[0034] In this embodiment, the arc-shaped Y-direction through hole 4 provides a large Y-direction sliding space for the second bolt 41, which can effectively absorb the Y-direction tolerance generated by the front grille 6 and the crossbeam body 1, improve the assembly compatibility, and adapt to the small displacement and deformation of the crossbeam body 1 caused by dynamic loads during vehicle operation, maintaining the connection stability between the crossbeam body 1 and the front grille 6.

[0035] In some possible embodiments, such as Figure 4 As shown, the crossbeam body 1 and the front grille 6 form an integrated load-bearing structure.

[0036] In this embodiment, the integrated load-bearing structure undergoes certain elastic and plastic deformations during the impact process, absorbing and dissipating collision energy through these deformations, thereby reducing the energy transmitted to pedestrians.

[0037] During the assembly of the pedestrian protection beam structure, the beam body 1 is first aligned with the front grille 6 of the vehicle. Multiple locating pins 2 are inserted through the beam body 1 and connected to the front grille 6 to achieve initial positioning of the beam body 1. Next, multiple second bolts 41 are inserted through Y-shaped through holes 4 with sliding space into the beam body 1. Because the Y-shaped through holes 4 are arc-shaped, they provide a large Y-shaped sliding space for the second bolts 41. Even if there are manufacturing tolerances between the front grille 6 and the beam body 1 in the Y direction, the second bolts 41 can automatically adjust their position within this sliding space, ensuring accurate installation of the beam body 1. Simultaneously, multiple first bolts 31 are inserted into the corresponding bolts on the beam body 1. The crossbeam body 1 is installed in hole 3 and connected to the front grille 6, so that the crossbeam body 1 is firmly fixed to the front grille 6, forming an integrated load-bearing structure. The support plane formed by the upward and downward bending of the rear end of the U-shaped crossbeam opening provides stable support for the crossbeam body 1. When a vehicle collides with a pedestrian, and the pedestrian's leg hits the arc-shaped buffer surface formed by the outward protrusion of the front middle part of the crossbeam body 1, the arc-shaped structure of the arc-shaped buffer surface will disperse the impact force concentrated at one point to a larger area of ​​the crossbeam body 1, avoiding excessive local stress concentration. Moreover, the arc-shaped buffer surface can guide the pedestrian's leg to rise, change the direction of force on the leg, thereby reducing the impact load directly on the tibia and reducing the probability of leg fracture injury when a pedestrian collides with a vehicle.

[0038] In this application, it should be noted that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" 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 application and 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 application.

[0039] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0040] In this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. The term "multiple" refers to two or more, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0041] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0042] In this application, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0043] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A pedestrian protection beam structure, characterized in that, include: The crossbeam body is connected to the vehicle's front grille; Multiple positioning pins are inserted through the crossbeam body and connected to the front grille; Multiple Y-direction through holes are respectively provided on the crossbeam body, and the Y-direction through holes have sliding space; Multiple second bolts are inserted through the crossbeam body and connected to the front grille. Each second bolt can slide within the sliding space corresponding to the Y-direction through hole.

2. The pedestrian protection beam structure according to claim 1, characterized in that, Also includes: Multiple bolt mounting holes are located on the crossbeam body; Multiple first bolts are disposed on each of the bolt mounting holes, and each first bolt passes through the crossbeam body and is connected to the front grille.

3. The pedestrian protection beam structure according to claim 2, characterized in that: The crossbeam body is open at the rear end and has a "U" shaped cross section.

4. The pedestrian protection beam structure according to claim 3, characterized in that: The front center of the crossbeam body protrudes outward to form an arc-shaped buffer surface.

5. The pedestrian protection beam structure according to claim 3, characterized in that: The thickness of the crossbeam body ranges from 1.1mm to 1.3mm, and the depth ranges from 45mm to 55mm.

6. The pedestrian protection beam structure according to claim 3, characterized in that: The crossbeam body has bends on both sides of the rear opening.

7. The pedestrian protection beam structure according to claim 1, characterized in that: The Y-direction via is in the shape of an arc groove.

8. The pedestrian protection beam structure according to claim 1, characterized in that: The crossbeam body and the front grille form an integrated load-bearing structure.

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