Passenger car side impact energy absorption device

Abstract

The application relates to the technical field of automobile energy-absorbing devices, in particular to a passenger car side collision energy-absorbing device which comprises an internally hollow energy-absorbing block, an energy-absorbing assembly, an air pipe, a pressure sensor, a controller and an electromagnetic switch mounted on the air pipe; the energy-absorbing block and the energy-absorbing assembly are both mounted on a door, the energy-absorbing assembly comprises a shell connected to the door and a piston rod, a buffer chamber is formed in the shell, a vent hole is arranged on the shell and communicates with the buffer chamber, the piston rod is arranged on the shell and is in sliding connection with the shell, when the door does not collide, the distance from the end of the piston rod far from an inner plate to the inner plate is greater than the distance from the end of the energy-absorbing block far from the inner plate to the inner plate; the air pipe is in communication with the vent hole and the interior of the energy-absorbing block at two ends respectively, the pressure sensor is mounted on the end of the piston rod close to an outer plate, and the pressure sensor and the electromagnetic switch are both coupled with the controller. The application has the effect of reducing the deformation amount of the door after collision and improving the protection effect on passengers.

Description

Technical Field

[0001] This application relates to the field of automotive energy absorption device technology, and in particular to a side-impact energy absorption device for passenger vehicles. Background Technology

[0002] Car doors provide access for drivers and passengers, isolate them from external interference, and mitigate side impacts to some extent, protecting occupants. The aesthetics of a car are also related to the design of its doors. The performance of car doors is mainly reflected in their impact resistance, sealing performance, and ease of opening and closing. Among these, impact resistance is particularly important because in a side collision, the buffer distance is very short, easily injuring occupants.

[0003] The door structure described in related technologies typically includes the door body, door glass, door accessories, and door interior panels. In a side collision, the door and door interior panels intrude into the passenger compartment. To protect occupants, energy-absorbing devices are usually installed inside the door. Currently, passenger vehicles primarily use two types of energy-absorbing devices: EPP foam energy-absorbing blocks and one-piece injection-molded energy-absorbing devices. EPP foam energy-absorbing blocks increase the number of parts, resulting in higher manufacturing costs and less widespread application. One-piece injection-molded energy-absorbing devices are more widely used and have some energy-absorbing effect; however, in a collision, the entire one-piece injection-molded energy-absorbing device intrudes into the passenger compartment, with an intrusion of approximately 70mm. This means that even after the door withstands a significant impact force, the inner side of the door will still undergo substantial deformation, greatly reducing its protective effect on the occupants. Summary of the Invention

[0004] In order to reduce the deformation of the vehicle door after a collision and thus improve the protection of occupants, this application provides a side collision energy absorption device for passenger vehicles.

[0005] The side collision energy absorption device for passenger vehicles provided in this application adopts the following technical solution:

[0006] A side-impact energy absorption device for a passenger vehicle is installed on the door, the door including an inner panel and an outer panel, and includes an energy absorption block, an energy absorption assembly, an air pipe, a pressure sensor, an electromagnetic switch and a controller.

[0007] Both the energy-absorbing block and the energy-absorbing assembly are mounted on the inner panel. The energy-absorbing assembly includes a housing and a piston rod connected to the inner panel. The housing has a buffer chamber for containing buffer gas. The housing has a vent that communicates with the buffer chamber. The piston rod passes through the housing and is slidably connected to the housing. When the car door does not collide, the distance from the end of the piston rod away from the inner panel to the inner panel is greater than the distance from the end of the energy-absorbing block away from the inner panel to the inner panel.

[0008] The energy-absorbing block is hollow inside. One end of the air pipe is connected to the air vent, and the other end of the air pipe is connected to the interior of the energy-absorbing block. The electromagnetic switch is installed on the air pipe, and the pressure sensor is installed on the piston rod near the outer plate. Both the pressure sensor and the electromagnetic switch are coupled to the controller. When the pressure value received by the pressure sensor is greater than the pressure threshold in the controller, the controller controls the electromagnetic switch to open.

[0009] By adopting the above technical solution, during installation, the electromagnetic switch is turned on, buffer gas is injected into the buffer chamber, and then the electromagnetic switch is turned off. When the car door collides, the pressure sensor is compressed. Once the pressure value preset by the controller is reached, the controller controls the electromagnetic switch to open. At the same time, the piston rod is compressed and slides on the housing, forcing the buffer gas into the energy-absorbing block. Through the piston rod, buffer chamber, and buffer gas, the first energy absorption and pressure reduction can be achieved. As the piston rod moves, energy absorption and pressure reduction can also be achieved using the energy-absorbing block and buffer gas. In this way, through multi-stage energy absorption and pressure reduction, instead of a single energy absorption mode, the impact force on the inside of the car door is greatly reduced, the deformation of the car door is reduced, and thus the protection of the occupants is improved.

[0010] Optionally, the energy-absorbing block includes a first buffer section, a second buffer section, a third buffer section, a first connecting section connecting the first buffer section and the second buffer section, and a second connecting section connecting the second buffer section and the third buffer section. The third buffer section is connected to the inner plate. The strength of the first buffer section is greater than the strength of the first connecting section, and the strength of the second buffer section is greater than the strength of the second connecting section.

[0011] By adopting the above technical solution, when the energy-absorbing block is impacted, the first buffer part is impacted first. Since the strength of the first buffer part is greater than the strength of the first connecting part, and the strength of the second buffer part is greater than the strength of the second connecting part, when the impact force is large enough, the second buffer part and the third buffer part collapse and absorb energy. In this way, the energy-absorbing block can reduce the overall volume while achieving energy absorption in stages, thereby reducing the deformation of the car door.

[0012] Optionally, the cross-sectional area of ​​the first buffer portion is smaller than that of the second buffer portion, and the cross-sectional area of ​​the second buffer portion is smaller than that of the third buffer portion.

[0013] By adopting the above technical solution, when the collision force on one end of the energy-absorbing block is greater than the maximum bearing capacity of the energy-absorbing block, the first connecting part or the second connecting part will break. The smaller diameter buffer part will shrink into the larger diameter buffer part. This process allows the energy-absorbing block to reduce its volume while also providing a good buffer against the collision force.

[0014] Optionally, the first buffer section, the second buffer section, and the third buffer section are coaxially arranged, and the length of the first buffer section is not greater than the length of the second buffer section, and the length of the second buffer section is not greater than the length of the third buffer section.

[0015] By adopting the above technical solution, the stability of the collapse process can be guaranteed, and the energy absorption of the energy-absorbing block can be maximized.

[0016] Optionally, the piston rod includes a piston plate, a connecting rod, and a force-bearing plate. The piston plate and the force-bearing plate are respectively disposed at both ends of the connecting rod. The piston plate is located in the buffer chamber and its circumferential surface abuts against the housing.

[0017] By adopting the above technical solution, when the force plate is squeezed, the piston plate slides in the buffer chamber under the action of the connecting rod, so as to play a buffering role.

[0018] Optionally, the energy-absorbing assembly further includes a first tension spring, which is helically sleeved on the housing, with one end of the first tension spring connected to the housing and the other end of the first tension spring connected to the force-bearing plate.

[0019] By adopting the above technical solution, when the load-bearing plate is impacted, the first tension spring can play a better role in buffering and absorbing energy, further reducing the impact.

[0020] Optionally, the outer panel includes an outer layer and an inner layer, with an energy-absorbing chamber formed between the outer and inner layers, and an energy-absorbing interlayer disposed within the energy-absorbing chamber.

[0021] By adopting the above technical solution, the energy-absorbing interlayer can absorb energy before the impact force acts on the energy-absorbing components and energy-absorbing blocks, thereby achieving multi-level energy absorption and greatly reducing the impact force of the collision on the inside of the car door.

[0022] Optionally, the energy-absorbing interlayer includes a buffer plate and a plurality of telescopic rods, the plurality of telescopic rods being spaced apart along the length direction of the buffer plate, one end of the telescopic rod being mounted on the buffer plate, and the other end of the telescopic rod being connected to the outer layer plate.

[0023] By adopting the above technical solution, when the outer panel is impacted, multiple telescopic rods can buffer and absorb energy to reduce the impact.

[0024] Optionally, the telescopic rod includes a sleeve, a sliding rod, and a second tension spring. The sleeve is mounted on the buffer plate, the sliding rod is slidably connected to the sleeve, and the sliding rod is connected to the sleeve via the second tension spring.

[0025] By adopting the above technical solution, when the outer panel is impacted, the slide bar slides inside the sleeve, and at the same time, in conjunction with the second tension spring, the door can achieve the first energy absorption and pressure reduction treatment.

[0026] Optionally, a filler material, which is flexible, is filled between the buffer plate and the outer plate.

[0027] By adopting the above technical solution, the filler can provide a cushioning effect, further reduce the impact, and protect the occupants.

[0028] In summary, this application includes at least one of the following beneficial technical effects:

[0029] 1. This application includes an energy-absorbing block, an energy-absorbing assembly, an air pipe, a pressure sensor, and an electromagnetic switch. The energy-absorbing assembly comprises a base plate, a housing fixed to the base plate, and a piston rod. The housing and the base plate form a buffer chamber. The piston rod passes through the housing and is slidably connected to it. The two ends of the air pipe are respectively connected to the buffer chamber and the interior of the energy-absorbing block. The electromagnetic switch is mounted on the air pipe, and the pressure sensor is mounted on the piston rod. Buffer gas is filled into the buffer chamber. When a collision occurs, the pressure sensor is compressed, and the controller opens the electromagnetic switch. Through the piston rod, the buffer chamber, and the buffer gas, a first energy absorption and decompression is achieved. The piston rod then forces the buffer gas into the energy-absorbing block. A second energy absorption and decompression is achieved using the energy-absorbing block and the buffer gas. Thus, through multi-stage energy absorption and decompression, the impact force on the inside of the door is significantly reduced, and the door deformation is decreased, thereby improving the protection for occupants.

[0030] 2. The energy-absorbing block in this application is generally conical in shape. It includes a mounting plate, a first buffer section, a second buffer section, a third buffer section, a first connecting section connecting the first and second buffer sections, and a second connecting section connecting the second and third buffer sections. The third buffer section is connected to the mounting plate. When the impact force on the energy-absorbing block exceeds its bearing capacity, the block will break at the connection points between the first and second buffer sections and the first and second connecting sections, absorbing the energy generated by the impact force during the breakage. This allows the energy-absorbing block to achieve progressive collapse, resulting in better energy absorption performance and significantly reducing the amount of energy intrusion after a collision.

[0031] 3. This application also includes an energy-absorbing interlayer. The vehicle door comprises an inner panel and an outer panel. The outer panel comprises an outer layer panel and an inner layer panel. An energy-absorbing chamber is formed between the outer layer panel and the inner layer panel. The energy-absorbing interlayer is disposed within the energy-absorbing interlayer and includes a buffer plate, a telescopic rod, and filler. The two ends of the telescopic rod are respectively connected to the buffer plate and the outer layer panel. The filler is filled between the buffer plate and the outer layer panel. When the outer layer panel is impacted, the telescopic component can compress and absorb energy. The filler can buffer and absorb energy. Finally, the buffer plate absorbs energy through bending deformation. In this way, the energy-absorbing interlayer can reduce the impact force on the inner panel of the vehicle door through multi-stage energy absorption, thereby protecting the occupants. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the overall structure of the car door in this application;

[0033] Figure 2 This is a partial cross-sectional view of the passenger vehicle side impact energy absorption device in this application;

[0034] Figure 3 This is a partial cross-sectional view of the energy-absorbing component in this application;

[0035] Figure 4 This is an installation diagram of the energy-absorbing components and energy-absorbing blocks in this application;

[0036] Figure 5 This is a schematic diagram of the energy-absorbing block in this application;

[0037] Figure 6 This is a structural diagram of the car door after the outer panel is hidden, as described in this application.

[0038] Explanation of reference numerals in the attached drawings: 1. Intelligent module; 2. Door; 21. Inner panel; 22. Outer panel; 221. Outer layer panel; 222. Inner layer panel; 3. Energy-absorbing component; 31. Piston rod; 311. Piston plate; 312. Connecting rod; 313. Force plate; 32. Housing; 321. Buffer housing; 322. Base plate; 33. Buffer chamber; 35. First tension spring; 36. Baffle; 4. Energy-absorbing block; 41. First buffer part; 42. Second buffer part; 43. Third buffer part; 44. First connecting part; 45. Second connecting part; 46. Mounting plate; 5. Air pipe; 6. Pressure sensor; 7. Electromagnetic switch; 8. Energy-absorbing chamber; 9. Energy-absorbing interlayer; 91. Buffer plate; 92. Telescopic rod; 921. Sleeve; 922. Slide rod; 923. Second tension spring; 93. Support block; 94. Filler; 10. Deformation chamber. Detailed Implementation

[0039] The following is in conjunction with the appendix Figure 1-6 This application will be described in further detail.

[0040] This application discloses a side-impact energy absorption device for a passenger vehicle, referring to... Figure 1 and Figure 2 The passenger vehicle side collision energy absorption device is installed on the door 2. The door 2 includes an inner panel 21 and an outer panel 22, wherein the outer panel 22 includes an outer layer panel 221 and an inner layer panel 222. The passenger vehicle side collision energy absorption device includes an energy-absorbing block 4 and an energy-absorbing assembly 3. Both the energy-absorbing block 4 and the energy-absorbing assembly 3 are installed on the inner panel 21. When the door 2 does not collide, the distance from the end of the energy-absorbing assembly 3 away from the inner panel 21 to the inner panel 21 is greater than the distance from the end of the energy-absorbing block 4 away from the inner panel 21 to the inner panel 21.

[0041] In the event of a collision, the energy-absorbing component 3 is the first to be impacted, achieving the first stage of energy absorption. When the impact force is large, the energy-absorbing component 3 and the energy-absorbing block 4 can work together to absorb and buffer energy, thus achieving the second stage of energy absorption and further reducing the impact force. In this way, through multi-stage energy absorption, the impact force on the inside of the door 2 can be greatly reduced, the deformation of the door 2 can be reduced, and thus the protection for occupants can be improved.

[0042] Specifically, refer to Figure 2 and Figure 3 The energy-absorbing component 3 includes a piston rod 31 and a housing 32 connected to the inner plate 21. A buffer chamber 33 for containing buffer gas is formed inside the housing 32. The housing 32 includes a buffer outer shell 321 and a bottom plate 322. The bottom plate 322 is connected to the inner plate 21, and the buffer outer shell 321 is fixedly connected to the bottom plate 322. The buffer chamber 33 is formed by the bottom plate 322 and the buffer outer shell 321. A vent (not shown in the figure) is provided on the buffer outer shell 321 that communicates with the buffer chamber 33.

[0043] Piston rod 31 passes through and is slidably connected to housing 32. Piston rod 31 includes piston plate 311, connecting rod 312, and force-bearing plate 313. Piston plate 311 and force-bearing plate 313 are respectively located at both ends of connecting rod 312. Piston plate 311 is located within buffer chamber 33, and its circumferential surface abuts against buffer outer shell 321. When the door 2 does not collide, the distance from the end of piston rod 31 away from inner plate 21 to inner plate 21 is greater than the distance from the end of energy-absorbing block 4 away from inner plate 21 to inner plate 21. Buffer gas is pre-filled in buffer chamber 33. When a collision occurs, the impact force compresses force-bearing plate 313. Under the action of piston plate 311, buffer outer shell 321, and buffer gas, the first stage of energy absorption and pressure reduction can be achieved.

[0044] Of course, the force-bearing plate 313 can increase the force-bearing area and improve the energy absorption effect of the piston rod 31; the base plate 322 can facilitate the installation of the buffer shell 321, and the connection between the base plate 322 and the inner plate 21 can be welded or detachable. In this embodiment, no specific limitation is made. It should be noted that the buffer shell 321 can be made of a plastic with a certain strength known to those skilled in the art. The plastic material can be PP, POM, ABS, etc. The buffer gas can be nitrogen or inert gas. The positions of the energy-absorbing block 4 and the energy-absorbing component 3 are adjusted according to the actual situation. The energy-absorbing block 4 and the energy-absorbing component 3 need to be set away from the intelligent module 1 inside the door 2.

[0045] The energy-absorbing component 3 also includes a first tension spring 35, which is spirally sleeved on the buffer housing 321. One end of the first tension spring 35 is connected to the buffer housing 321, and the other end is connected to the force-bearing plate 313. When the force-bearing plate 313 is impacted, the first tension spring 35 can play a good role in buffering and absorbing energy, further reducing the impact of the collision on the inner panel 21 of the door 2.

[0046] Reference Figure 3 and Figure 4 The passenger vehicle side collision energy absorption device also includes an air pipe 5, a pressure sensor 6, an electromagnetic switch 7, and a controller (not shown in the figure). The energy absorption block 4 is hollow inside. One end of the air pipe 5 is connected to the air vent, and the other end is connected to the inside of the energy absorption block 4. The electromagnetic switch 7 is installed on the air pipe 5. The pressure sensor 6 is installed on the piston rod 31 near the outer plate 22. Both the pressure sensor 6 and the electromagnetic switch 7 are coupled to the controller.

[0047] The controller has a preset pressure threshold. When the pressure value received by the pressure sensor 6 exceeds the preset pressure value, the controller activates the electromagnetic switch 7. Thus, when the door 2 collides, the pressure sensor 6 is compressed, causing the controller to open the electromagnetic switch 7. Simultaneously, under the action of the piston rod 31, buffer gas is forced into the energy-absorbing block 4 through the air pipe 5. The buffer gas and the energy-absorbing block 4 absorb energy together. The buffer gas, while improving the first-stage energy absorption effect, can also be reused for the second-stage energy absorption.

[0048] In order to protect the connection between the air tube 5 and the buffer housing 321, a baffle 36 is fitted on the buffer housing 321. The baffle 36 is fixed to the circumference of the buffer housing 321 and is located above the air tube 5. The baffle 36 can prevent the first tension spring 35 from squeezing the air tube 5, thereby playing a protective role.

[0049] Specifically, refer to Figure 2 and Figure 5The energy-absorbing block 4 includes a mounting plate 46, a first buffer part 41, a second buffer part 42, a third buffer part 43, a first connecting part 44 connecting the first buffer part 41 and the second buffer part 42, and a second connecting part 45 connecting the second buffer part 42 and the third buffer part 43. The third buffer part 43 is connected to the mounting plate 46. The strength of the first buffer part 41 is less than the strength of the first connecting part 44, and the strength of the second buffer part 42 is less than the strength of the second connecting part 45. When the energy-absorbing block 4 is impacted, the first buffer part 41 is impacted first. Since the strength of the first buffer part 41 is greater than the strength of the first connecting part 44, and the strength of the second buffer part 42 is greater than the strength of the second connecting part 45, when the impact force is large enough, the second buffer part 42 and the third buffer part 43 collapse and absorb energy. In this way, the energy-absorbing block 4 can absorb energy step by step while reducing the overall volume, thereby reducing the deformation of the door 2.

[0050] It should be noted that the cross-sectional area of ​​the first buffer part 41 is smaller than that of the second buffer part 42, and the cross-sectional area of ​​the second buffer part 42 is smaller than that of the third buffer part 43, meaning that the energy-absorbing block 4 is generally conical. When the impact force on one end of the energy-absorbing block 4 exceeds its maximum load-bearing capacity, either the first connecting part 44 or the second connecting part 45 will collapse. The smaller diameter buffer part will retract into the larger diameter buffer part. This process allows the energy-absorbing block 4 to reduce its volume while still effectively buffering the impact force.

[0051] The first buffer section 41, the second buffer section 42, and the third buffer section 43 are coaxially arranged. The length of the first buffer section 41 is no greater than the length of the second buffer section 42, and the length of the second buffer section 42 is no greater than the length of the third buffer section 43. Thus, when the first buffer section 41 collapses after energy absorption, it enters the second buffer section 42; when the second buffer section 42 collapses, both the first and second buffer sections 41 enter the third buffer section 43. This improves the stability of the overall energy absorption process and results in a smaller volume of the energy-absorbing block 4 after energy absorption, significantly reducing the amount of energy-absorbing block 4 intruding into the crew compartment and enhancing occupant protection.

[0052] Of course, the lengths of the first buffer section 41, the second buffer section 42, and the third buffer section 43 can be determined according to the actual situation. The energy-absorbing block 4 can be made of a plastic with a certain strength known to those skilled in the art, such as PP, POM, or ABS. The cross-sectional shape of the first buffer section 41, the second buffer section 42, and the third buffer section 43 can be circular, rectangular, or any other arbitrary shape. In this embodiment, only a circular shape is used as an example for explanation.

[0053] Reference Figure 2 and Figure 6An energy-absorbing chamber 8 is formed between the outer layer 221 and the inner layer 222, and an energy-absorbing interlayer 9 is provided inside the energy-absorbing chamber 8. Before the impact force acts on the energy-absorbing component 3 and the energy-absorbing block 4, the energy-absorbing interlayer 9 can achieve energy absorption and buffering, so that the door 2 has three levels of energy absorption, which greatly reduces the impact force of the collision on the inside of the door 2.

[0054] Specifically, the energy-absorbing interlayer 9 includes a buffer plate 91 and multiple telescopic rods 92. The multiple telescopic rods 92 are distributed at intervals along the length of the buffer plate 91. One end of the telescopic rod 92 is installed on the buffer plate 91, and the other end of the telescopic rod 92 is connected to the outer layer plate 221. In this embodiment, three sets of telescopic rods 92 are provided, each set being evenly distributed. Of course, the number of telescopic rods 92 can be adjusted according to the actual situation.

[0055] The telescopic rod 92 includes a sleeve 921, a sliding rod 922, and a second tension spring 923. The sleeve 921 is mounted on the buffer plate 91, and the sliding rod 922 is slidably connected to the sleeve 921. The sliding rod 922 is connected to the sleeve 921 via the second tension spring 923. When the outer plate 22 is impacted, the sliding rod 922 slides within the sleeve 921, and in conjunction with the second tension spring 923, it enables the door 2 to absorb energy and buffer initially.

[0056] To further improve the energy absorption effect, a support block 93 is provided on the side of the inner layer plate 222 near the inner layer plate 222. The support block 93 is arranged in a ring along the edge of the inner layer plate 222, and the buffer plate 91 is installed on the support block 93. In this way, a deformation chamber 10 exists between the buffer plate 91 and the inner layer plate 222, allowing the buffer plate 91 to deform and absorb energy. It should be noted that the buffer plate 91 needs to be made of a material that can deform.

[0057] A buffer material 94 is filled between the buffer plate 91 and the outer plate 221. The buffer material 94 provides a cushioning effect, further reducing the impact and protecting the occupants. Similarly, the buffer material 94 is a flexible material, such as sponge or rubber.

[0058] The implementation principle of a passenger vehicle side collision energy absorption device according to an embodiment of this application is as follows: First-stage energy absorption: Energy absorption is achieved through a buffer plate 91, a telescopic rod 92, and a filler 94. The first-stage energy absorption is closest to the outer side of the door 2 and is used to withstand the strongest impact force. Second-stage energy absorption: Energy absorption is achieved through a piston rod 31, a buffer shell 321, and buffer gas. During the second-stage energy absorption process, the buffer gas can be forced into the energy-absorbing block 4 through the air pipe 5. Third-stage energy absorption: Energy-absorbing block 4, piston rod, buffer shell 321, and buffer gas are used together. In this way, through multi-stage energy absorption and pressure reduction, the impact force on the inner side of the door 2 is greatly reduced, the deformation of the door 2 is reduced, and thus the protection of occupants is improved.

[0059] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A side-impact energy absorption device for a passenger vehicle, installed on a door (2), the door (2) comprising an inner panel (21) and an outer panel (22), characterized in that: It includes an energy-absorbing block (4), an energy-absorbing component (3), an air tube (5), a pressure sensor (6), an electromagnetic switch (7), and a controller; The energy-absorbing block (4) and the energy-absorbing assembly (3) are both installed on the inner plate (21). The energy-absorbing assembly (3) includes a housing (32) connected to the inner plate (21) and a piston rod (31). The housing (32) has a buffer chamber (33) for accommodating buffer gas. The housing (32) has a vent that communicates with the buffer chamber (33). The piston rod (31) passes through the housing (32) and is slidably connected to the housing (32). When the door (2) does not collide, the distance from the end of the piston rod (31) away from the inner plate (21) to the inner plate (21) is greater than the distance from the end of the energy-absorbing block (4) away from the inner plate (21) to the inner plate (21). The energy-absorbing block (4) is hollow inside. One end of the air pipe (5) is connected to the air vent, and the other end of the air pipe (5) is connected to the interior of the energy-absorbing block (4). The electromagnetic switch (7) is installed on the air pipe (5). The pressure sensor (6) is installed on the piston rod (31) near the outer plate (22). The pressure sensor (6) and the electromagnetic switch (7) are both coupled to the controller. When the pressure value received by the pressure sensor (6) is greater than the pressure threshold in the controller, the controller controls the electromagnetic switch (7) to open. The piston rod (31) includes a piston plate (311), a connecting rod (312), and a force plate (313). The piston plate (311) and the force plate (313) are respectively disposed at both ends of the connecting rod (312). The piston plate (311) is located in the buffer chamber (33), and the circumferential surface of the piston plate (311) abuts against the housing (32). The energy absorption assembly (3) also includes a first tension spring (35). The first tension spring (35) is spirally sleeved on the housing (32). One end of the first tension spring (35) is connected to the housing (32), and the other end of the first tension spring (35) is connected to the force plate (313).

2. The passenger vehicle side collision energy absorption device according to claim 1, characterized in that: The energy-absorbing block (4) includes a first buffer part (41), a second buffer part (42), a third buffer part (43), a first connecting part (44) connecting the first buffer part (41) and the second buffer part (42), and a second connecting part (45) connecting the second buffer part (42) and the third buffer part (43). The third buffer part (43) is connected to the inner plate (21). The strength of the first buffer part (41) is greater than the strength of the first connecting part (44), and the strength of the second buffer part (42) is greater than the strength of the second connecting part (45).

3. The passenger vehicle side collision energy absorption device according to claim 2, characterized in that: The cross-sectional area of ​​the first buffer part (41) is smaller than that of the second buffer part (42), and the cross-sectional area of ​​the second buffer part (42) is smaller than that of the third buffer part (43).

4. The passenger vehicle side collision energy absorption device according to claim 2, characterized in that: The first buffer section (41), the second buffer section (42) and the third buffer section (43) are coaxially arranged. The length of the first buffer section (41) is not greater than the length of the second buffer section (42), and the length of the second buffer section (42) is not greater than the length of the third buffer section (43).

5. The passenger vehicle side collision energy absorption device according to claim 1, characterized in that: The outer plate (22) includes an outer layer plate (221) and an inner layer plate (222), and an energy-absorbing chamber (8) is formed between the outer layer plate (221) and the inner layer plate (222), and an energy-absorbing interlayer (9) is provided in the energy-absorbing chamber (8).

6. The passenger vehicle side collision energy absorption device according to claim 5, characterized in that: The energy-absorbing interlayer (9) includes a buffer plate (91) and a plurality of telescopic rods (92). The plurality of telescopic rods (92) are spaced apart along the length direction of the buffer plate (91). One end of the telescopic rod (92) is mounted on the buffer plate (91), and the other end of the telescopic rod (92) is connected to the outer layer plate (221).

7. The passenger vehicle side collision energy absorption device according to claim 6, characterized in that: The telescopic rod (92) includes a sleeve (921), a slide rod (922), and a second tension spring (923). The sleeve (921) is mounted on the buffer plate (91). The slide rod (922) is slidably connected to the sleeve (921). The slide rod (922) is connected to the sleeve (921) through the second tension spring (923).

8. The passenger vehicle side collision energy absorption device according to claim 6, characterized in that: The buffer plate (91) and the outer plate (221) are filled with a filler (94), which is a flexible material.

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