Vehicle and multi-stage energy absorption structure thereof

Abstract

The invention relates to a vehicle and a multi-stage energy absorption structure thereof, the vehicle comprises a floor, a longitudinal beam, a threshold boundary beam, a cross beam and the multi-stage energy absorption structure, the longitudinal beam and the threshold boundary beam extend in the length direction of the vehicle, the threshold boundary beam is arranged on the outer side of the floor in the width direction, the longitudinal beam is arranged below the floor, and the longitudinal beam and the threshold boundary beam are arranged at an interval; the cross beam extends in the width direction of the vehicle and is arranged above the floor, and the end of the cross beam is located above the longitudinal beam. The multi-stage energy absorption structure comprises a first energy absorption piece, a second energy absorption piece and a third energy absorption piece which are independently arranged, the first energy absorption piece is arranged in the doorsill edge beam, the second energy absorption piece is arranged in the interval space between the longitudinal beam and the doorsill edge beam and is connected with the longitudinal beam and the doorsill edge beam, and the third energy absorption piece is connected to the end of the cross beam and the doorsill edge beam. By arranging the multi-stage energy absorption structure, side collision energy can be broken step by step, so that the side collision energy absorption efficiency and the structural stability of the multi-stage energy absorption structure are improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to a vehicle and a multi-stage energy absorption structure thereof. Background Art

[0002] The importance of vehicle side impact safety lies in protecting the lives of vehicle occupants and reducing vehicle damage. Side impact accidents often occur on the side of the vehicle, so the risk of injury to the occupants in side impact accidents is higher. Side impact accidents may cause the vehicle to roll over, the side to deform, or the occupants to be squeezed, resulting in serious injuries or even death. Therefore, improving the side impact safety of vehicles is of great significance to the life safety of the occupants.

[0003] To cope with possible side collision accidents, the current vehicle side protection only considers the intrusion into the passenger compartment and ignores the extrusion deformation of the bottom of the vehicle. For new energy vehicles with power batteries, the battery pack is generally arranged under the floor of the vehicle, close to the side of the body. When the vehicle is hit from the side, it is very easy to be squeezed, causing the vehicle to catch fire. Therefore, the current side protection measures cannot meet the side collision safety requirements of new energy vehicles. Summary of the invention

[0004] Based on this, it is necessary to provide a car with high side impact energy absorption efficiency and stable structure and its multi-stage energy absorption structure.

[0005] A multi-stage energy absorption structure of a vehicle, the vehicle comprising a floor, a longitudinal beam, a threshold side beam and a cross beam, the longitudinal beam and the threshold side beam both extending in the length direction of the vehicle, the threshold side beam being arranged outside the floor in the width direction, the longitudinal beam being arranged below the floor and spaced apart from the threshold side beam, the cross beam extending in the width direction of the vehicle, the cross beam being arranged above the floor, and an end of the cross beam being located above the longitudinal beam;

[0006] The multi-stage energy absorbing structure includes a first energy absorbing member, a second energy absorbing member and a third energy absorbing member, each of which is independently arranged. The first energy absorbing member is arranged in the threshold side beam, the second energy absorbing member is arranged in the interval space between the longitudinal beam and the threshold side beam, and connects the longitudinal beam and the threshold side beam, and the third energy absorbing member is connected to the end of the cross beam and the threshold side beam.

[0007] In one of the embodiments, the first energy absorbing member, the second energy absorbing member and the third energy absorbing member are located on the same path extending in the width direction of the vehicle.

[0008] In one embodiment, the second energy absorbing member includes a first connecting plate, a main body and a second connecting plate which are connected in sequence, the main body is arranged in the interval space between the longitudinal beam and the threshold side beam, the first connecting plate and the second connecting plate are respectively connected to two ends of the main body, the first connecting plate is connected to the bottom surface of the longitudinal beam, and the second connecting plate is connected to the bottom surface of the threshold side beam.

[0009] In one embodiment, the main body includes a bottom plate and side plates arranged on both sides of the bottom plate, the first connecting plate and the second connecting plate are respectively connected to the two ends of the bottom plate, the side plates extend into the interval space between the longitudinal beam and the threshold side beam, and the two ends of the side plates are respectively provided with a first supporting flange and a second supporting flange, the first supporting flange is fixedly connected to the side wall of the longitudinal beam, and the second supporting flange is fixedly connected to the side wall of the threshold side beam.

[0010] In one embodiment, the bottom plate and the side plate are surrounded by a groove;

[0011] The bottom plate is provided with a first induction groove extending along the length direction of the vehicle, and the side plate is provided with a second induction groove extending from the first induction groove toward the direction of the door sill side beam, and both the first induction groove and the second induction groove protrude toward the groove.

[0012] In one embodiment, the main body is in a contraction shape from an end connected to the second connecting plate to an end connected to the first connecting plate.

[0013] In one embodiment, the floor edge is provided with a connecting portion extending along the length direction of the vehicle, and the connecting portion is fixedly connected to the upper end surface of the door sill side beam.

[0014] The third energy absorbing member includes a connecting end plate and an energy absorbing cover body, wherein the connecting end plate is connected to the door sill side beam through the connecting portion, the connecting end plate is arranged at the edge of the energy absorbing cover body, and the energy absorbing cover body is arranged on at least three side surfaces of the end of the cross beam.

[0015] In one embodiment, the energy absorbing cover includes three connecting surfaces and an inclined surface, the three connecting surfaces are connected in sequence, and the three connecting surfaces are respectively connected and fixed to the three side surfaces of the end of the cross beam, the inclined surface is connected to the ends of the three connecting surfaces, and the inclined surface is inclined downward from the end of the cross beam toward the direction of the threshold side beam, and the connecting end plate is connected to the lower end of the inclined surface;

[0016] A connection surface having one end connected to the floor is defined as a first connection surface. The first connection surface is provided with a connection flange extending in a direction away from the cross beam. The connection flange is fixedly connected to the floor.

[0017] In one embodiment, the sill side beam comprises an outer sill side beam and an inner sill side beam connected to each other, and in the vehicle width direction, the inner sill side beam is located between the outer sill side beam and the longitudinal beam;

[0018] The outer sill side beam and the inner sill side beam surround a cavity extending in the length direction of the vehicle, the first energy absorbing member is located in the cavity, one end of the first energy absorbing member is connected to the outer sill side beam, and the other end of the first energy absorbing member is spaced apart from the inner sill side beam;

[0019] The second energy absorbing member is arranged in the interval space between the longitudinal beam and the inner sill side beam.

[0020] The third energy absorbing member is connected to the end of the cross beam and the inner door sill side beam.

[0021] The present application also provides a vehicle, comprising the multi-stage energy absorption structure as described in any one of the above.

[0022] Compared with the prior art, the multi-stage energy absorption structure provided by the present application firstly arranges a first energy absorption member in the door sill side beam. When the door sill side beam is subjected to a relatively small side extrusion impact, the first energy absorption member can absorb the impact energy and resist the initial impact force, thereby preventing the relatively small intensity impact from directly affecting the passenger compartment and the longitudinal beam. Secondly, by arranging the longitudinal beam and the door sill side beam at intervals, and arranging a second energy absorption member in the interval space between the longitudinal beam and the door sill side beam, when the door sill side beam is subjected to a larger side extrusion impact and undergoes a relatively large deformation, since there is an interval space between the longitudinal beam and the door sill side beam, that is, there is a certain space at the bottom of the door sill side beam close to the longitudinal beam, the door sill side beam will have a rotational deformation tendency from the impacted part to the space, while the present application Please use the second energy absorbing member to connect between the longitudinal beam and the door frame side beam, so that the second energy absorbing member can provide support between the longitudinal beam and the door frame side beam, and the first energy absorbing member can absorb and defeat the rotational deformation tendency of the door sill side beam, thereby eliminating the energy of the impact and preventing the large deformation from affecting the longitudinal beam; thirdly, the crossbeam is arranged above the bottom plate, and the end of the crossbeam is located above the longitudinal beam, and the third energy absorbing member is connected to the end of the crossbeam and the door sill side beam. When the vehicle is subjected to a larger side impact, the crossbeam and the third energy absorbing member improve the structural strength of the vehicle in the width direction, can absorb greater impact energy, and reduce the impact of the side impact on the passenger compartment and the occupants, thereby improving the side impact energy absorption efficiency of the multi-stage energy absorption structure, making the multi-stage energy absorption structure more stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 This is a schematic diagram of the assembly of a multi-stage energy absorption structure and a floor according to an embodiment of the present application;

[0025] Figure 2 It is a schematic diagram of the assembly of a multi-stage energy absorption structure, a floor and a battery pack according to an embodiment of the present application;

[0026] Figure 3 A cross-sectional view of a multi-stage energy absorption structure and a floor according to an embodiment of the present application;

[0027] Figure 4 for Figure 3 A partial enlarged view of the middle A;

[0028] Figure 5 A cross-sectional view of a multi-stage energy absorption structure, a floor, and a battery pack according to an embodiment of the present application;

[0029] Figure 6 This is a schematic structural diagram of a second energy absorbing member according to an embodiment of the present application;

[0030] Figure 7 for Figure 6 A schematic structural diagram of the second energy absorbing member from another perspective shown;

[0031] Figure 8 This is a schematic structural diagram of a first energy absorbing member according to an embodiment of the present application;

[0032] Fig. 9 Schematic diagram of the structure of a third energy absorbing member according to an embodiment of the present application.

[0033] Reference numerals: 100, floor; 110, connection portion;

[0034] 200, longitudinal beam; 201, first bottom surface;

[0035] 300, threshold side beam; 310, inner threshold side beam; 311, second bottom surface; 320, outer threshold side beam; 330, cavity;

[0036] 400, cross beam; 410, front cross beam of front seat; 420, rear cross beam of front seat;

[0037] 500, first energy absorbing member;

[0038] 600, second energy absorbing member; 610, first connecting plate; 620, main body; 621, bottom plate; 622, side plate; 623, first supporting flange; 624, second supporting flange; 625, first induction groove; 626, second induction groove; 630, second connecting plate; 640, groove;

[0039] 700, third energy absorbing member; 710, connecting end plate; 720, energy absorbing cover; 721, connecting surface; 7211, first connecting surface; 7212, connecting flange; 730, inclined surface;

[0040] 800. Battery pack. DETAILED DESCRIPTION

[0041] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0042] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it may be directly on the other component or there may be a central component. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may be a central component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for illustrative purposes only and do not represent the only implementation method.

[0043] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0044] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first feature is directly in contact with the second feature, or the first feature and the second feature are indirectly in contact through an intermediate medium. Moreover, a first feature being “above”, “above”, or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0045] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the specification of this application includes any and all combinations of one or more related listed items.

[0046] Side impact safety is an important aspect of automobile safety, as the side structure is relatively thin and the occupant protection space is limited. Therefore, a structure that can fully absorb energy is required.

[0047] See also Figures 1 to 8 The present application provides a multi-stage energy absorption structure of a vehicle, which includes a floor 100, a longitudinal beam 200, a sill side beam 300 and a cross beam 400. The longitudinal beam 200 and the sill side beam 300 both extend in the length direction of the vehicle, the sill side beam 300 is arranged outside the floor 100 in the width direction, the longitudinal beam 200 is arranged below the floor 100 and is spaced apart from the sill side beam 300, the cross beam 400 extends in the width direction of the vehicle, the cross beam 400 is arranged above the floor 100, and the end of the cross beam 400 is located above the longitudinal beam 200. In other words, the cross beam 400, the floor 100, and the longitudinal beam 200 are arranged in sequence in the thickness direction of the vehicle, and the cross beam 400 and the longitudinal beam 200 are connected to both sides of the floor 100 respectively.

[0048] The multi-stage energy absorbing structure includes a first energy absorbing member 500, a second energy absorbing member 600 and a third energy absorbing member 700 which are independently arranged. The first energy absorbing member 500 is arranged in the threshold side beam 300, the second energy absorbing member 600 is arranged in the interval space between the longitudinal beam 200 and the threshold side beam 300, and connects the longitudinal beam 200 and the threshold side beam 300, and the third energy absorbing member 700 is connected to the end of the cross beam and the threshold side beam 300.

[0049] It is understandable that the vehicle in this embodiment can be a new energy vehicle or hybrid vehicle with a battery pack, or a car powered by gasoline, diesel, etc., and this application does not limit the type of vehicle. Figure 2 and Figure 5The battery pack is installed on the lower side of the floor 100. In this embodiment, the battery pack is installed on the longitudinal beam 200, and the longitudinal beam 200 can be used for energy absorption, but it is not limited to this. In other embodiments, the battery pack can also be installed on other beams, or installed on the longitudinal beam 200 and other beams at the same time. However, in order to ensure the effect of the multi-level energy absorption structure, the battery pack should not be fixed on the door sill side beam 300. This application does not limit the fixed position of the battery pack. The following description takes a new energy vehicle with a battery pack as an example.

[0050] The multi-stage energy absorption structure provided in the present embodiment, firstly, since the first energy absorption member 500 is arranged in the sill side beam 300, when the sill side beam 300 is subjected to a small side compression impact, the first energy absorption member 500 can absorb the impact energy and resist the initial impact force, thereby preventing the small intensity impact from directly affecting the passenger compartment and the longitudinal beam 200; secondly, by arranging the longitudinal beam 200 and the sill side beam 300 at intervals, and arranging the second energy absorption member 600 in the interval space between the longitudinal beam 200 and the sill side beam 300, when the sill side beam 300 is subjected to a larger side compression impact and undergoes a larger deformation, since there is an interval space between the longitudinal beam 200 and the sill side beam 300, that is, there is a certain space at the bottom of the side of the sill side beam 300 close to the longitudinal beam 200, the sill side beam 300 will produce a rotational deformation from the impacted part to the space. Trend, and the present application uses the second energy absorbing member 600 to be connected between the longitudinal beam 200 and the door frame side beam, so that the second energy absorbing member 600 can provide support between the longitudinal beam 200 and the door frame side beam, and the first energy absorbing member 500 can absorb and defeat the rotational deformation trend of the sill side beam 300, eliminate the energy of the impact, and avoid the large deformation from affecting the longitudinal beam 200; thirdly, the crossbeam is arranged above the bottom plate 621, and the end of the crossbeam is located above the longitudinal beam 200, and the third energy absorbing member 700 is connected to the end of the crossbeam and the sill side beam 300. When the vehicle is subjected to a larger side impact, the crossbeam and the third energy absorbing member 700 improve the structural strength of the vehicle in the width direction, can absorb a larger impact energy, and reduce the impact of the side impact on the passenger compartment and the occupants, thereby improving the side impact energy absorption efficiency of the multi-stage energy absorbing structure, making the vehicle more stable.

[0051] Further, in the width direction of the vehicle, the first energy absorbing member 500, the second energy absorbing member 600 and the third energy absorbing member 700 are located on the same path extending in the width direction of the vehicle. Since the third energy absorbing member 700 is arranged at the end of the cross beam 400, that is, the first energy absorbing member 500, the second energy absorbing member 600 and the third energy absorbing member 700 and the cross beam 400 are located on the same path extending in the width direction of the vehicle. In this way, when the vehicle is hit by an external impact, the impact force can be transmitted to the first energy absorbing member 500, the second energy absorbing member 600, the third energy absorbing member 700 and the cross beam 400 in sequence, so that the first energy absorbing member 500, the second energy absorbing member 600 and the third energy absorbing member 700 absorb the impact energy in sequence, thereby reducing the impact on the cross beam 400, the passenger compartment and the occupants, ensuring the stability of the vehicle when encountering a collision, and improving the energy absorption efficiency of the multi-stage energy absorbing structure. The impact force may also be directly transferred from the first energy absorbing member 500 to the third energy absorbing member 700 , or directly transferred from the second energy absorbing member 600 to the third energy absorbing member 700 , so as to eliminate the impact energy as quickly as possible.

[0052] In this embodiment, in the width direction of the vehicle, the first energy absorbing member 500, the second energy absorbing member 600, the third energy absorbing member 700 and the cross beam 400 are located on the same straight line. In this way, the first energy absorbing member 500, the second energy absorbing member 600, and the third energy absorbing member 700 can better absorb the external impact force, so that the impact force on the cross beam 400 is smaller.

[0053] Further, the number of longitudinal beams 200 and threshold side beams 300 are both two, the two longitudinal beams 200 are respectively located on both sides of the floor 100 in the width direction of the vehicle, the two threshold side beams 300 are respectively located on both sides of the floor 100 in the width direction of the vehicle, and the two longitudinal beams 200 are located between the two threshold side beams 300. Both ends of the crossbeam 400 are respectively connected to the two longitudinal beams 200. In this way, the crossbeam 400 can play an energy-absorbing role in the width direction of the vehicle, enhance the strength of the vehicle in the width direction, and make the stability and safety of the vehicle higher. Schematically, the crossbeam 400, the floor 100, and the longitudinal beam 200 are all provided with fixing holes, and screws and other fasteners pass through the fixing holes to fix the crossbeam 400, the floor 100, and the longitudinal beam 200 together. This application does not limit the connection method between the crossbeam 400, the floor 100 and the longitudinal beam 200.

[0054] In one embodiment, the sill side beam 300 includes an outer sill side beam 320 and an inner sill side beam 310 connected to each other. In the vehicle width direction, the inner sill side beam 310 is located between the outer sill side beam 320 and the longitudinal beam 200. The outer sill side beam 320 and the inner sill side beam 310 enclose a cavity 330 extending along the vehicle length direction. When the outer sill side beam 320 is slightly deformed by a side collision, the cavity 330 can provide a buffer space for the deformation of the outer sill side beam 320, so that the inner sill side beam 310 and the longitudinal beam 200 can be prevented from being squeezed, thereby improving the vehicle's ability to resist side collisions.

[0055] Further, see Figures 3 to 5 The structure of the first energy absorbing member 500 is as follows: Figure 8 As shown, the first energy absorbing member 500 is located in the cavity 330, one end of the first energy absorbing member 500 is connected to the outer sill side beam 320, and the end of the first energy absorbing member 500 away from the outer sill side beam 320 is spaced from the inner sill side beam 310, that is, there is a certain distance between the end of the first energy absorbing member 500 away from the outer sill side beam 320 and the inner sill side beam 310; the outer sill side beam 320 and the first energy absorbing member 500 are located at the outermost side of the vehicle side, and first play a side collision protection role. The outer sill side beam 320 and the first energy absorbing member 500 can resist the initial impact force under a side collision with a smaller load, thereby preventing a smaller impact from directly affecting the passenger compartment.

[0056] Furthermore, in the width direction of the vehicle, the first energy absorbing member 500 and the second energy absorbing member 600 are located on the same straight line. The energy absorbing effects of the first energy absorbing member 500 and the second energy absorbing member 600 in the width direction of the vehicle are superimposed on each other, so that the energy absorbing efficiency of the multi-stage energy absorbing structure can be improved, the structural strength of the vehicle in the width direction can be improved, and thus the safety factor of the vehicle can be improved.

[0057] In one embodiment, see Figure 3 and Figure 4 The second energy absorbing member 600 includes a first connecting plate 610, a main body 620 and a second connecting plate 630 which are connected in sequence. The main body 620 is disposed in the interval between the longitudinal beam 200 and the sill side beam 300. The first connecting plate 610 and the second connecting plate 630 are respectively connected to both ends of the main body 620. The first connecting plate 610 is connected to the bottom surface of the longitudinal beam 200, and the second connecting plate 630 is connected to the bottom surface of the sill side beam 300. In this way, the connection between the second energy absorbing member 600 and the sill side beam 300 and the longitudinal beam 200 is more stable, which can prevent the second energy absorbing member 600 from falling off between the sill side beam 300 and the longitudinal beam 200 when being squeezed and impacted by the sill side beam 300, so that the second energy absorbing member 600 can better play the role of energy absorption.

[0058] In one embodiment, see Figure 6 and Figure 7 The main body 620 includes a bottom plate 621 and side plates 622 arranged on both sides of the bottom plate 621. The first connecting plate 610 and the second connecting plate 630 are respectively connected to the two ends of the bottom plate 621. The side plate 622 extends into the interval space between the longitudinal beam 200 and the threshold side beam 300. The two ends of the side plate 622 are respectively provided with a first supporting flange 623 and a second supporting flange 624. The first supporting flange 623 is fixedly connected to the side wall of the longitudinal beam 200, and the second supporting flange 624 is fixedly connected to the side wall of the threshold side beam 300.

[0059] It is understandable that the side plate 622 directly abuts between the side of the inner sill side beam 310 of the sill side beam 300 and the side of the longitudinal beam 200 in the width direction of the vehicle, and the direction of the side plate 622 is consistent with the rotation deformation trend of the sill side beam 300. When the vehicle is hit sideways, the side plate 622 cooperates with the main body 620 to resist the collision force in the width direction of the vehicle. And due to the presence of the first supporting flange 623 and the second supporting flange 624, the contact area between the second energy absorbing member 600 and the sill side beam 300 and the longitudinal beam 200 is increased, thereby reducing the pressure that the longitudinal beam 200 can be subjected to, that is, reducing the damage that the collision force can cause to the longitudinal beam 200, thereby resisting vehicle deformation and protecting battery safety.

[0060] In one embodiment, there are two side panels 622, which are respectively arranged on both sides of the main body 620, and the main body 620 and the two side panels 622 surround a groove 640 extending along the width direction of the vehicle; a first induction groove 625 extending along the length direction of the vehicle is provided on the bottom plate 621, and a second induction groove 626 extending from the first induction groove 625 toward the direction of the threshold side beam 300 is provided on the side panel 622, and both the first induction groove 625 and the second induction groove 626 protrude toward the inside of the groove 640.

[0061] It is understandable that when the door sill side beam 300 is deformed in the direction of the longitudinal beam 200 due to a side impact, the second energy absorbing member 600 will be squeezed first. When the second energy absorbing member 600 is also deformed, the first induction groove 625 and the second induction groove 626 protruding into the groove 640 of the second energy absorbing member 600 can guide the deformation direction of the second energy absorbing member 600. The first induction groove 625 and the second induction groove 626 serve as crushing positions, so that the second energy absorbing member 600 is crushed and energy is absorbed at the first induction groove 625 and the second induction groove 626, thereby ensuring the deformation robustness of the vehicle in the event of a side collision.

[0062] In one embodiment, the bottom plate 621 is in a contracted shape from the end connected to the second connecting plate 630 to the end connected to the first connecting plate 610. It can be understood that, for the two side plates 622 connected to both sides of the bottom plate 621, except for the first supporting flange 623, the second supporting flange 624 and the second induction groove 626, the two side plates 622 are both plate-like structures, and the two side plates 622 are not parallel in the width direction of the vehicle. In this way, the strength of the second energy absorbing member 600 to resist deformation and the efficiency can be improved, so that the threshold side beam 300 and the longitudinal beam 200 are less likely to deform, thereby improving the stability and safety of the vehicle.

[0063] Further, refer to Figure 3 , Figure 4 and Figure 5 The second energy absorbing member 600 is disposed in the space between the longitudinal beam 200 and the inner sill side beam 310. The longitudinal beam 200 has a first bottom surface 201, and the inner sill side beam 310 of the sill side beam 300 has a second bottom surface 311, and in the height direction of the vehicle, the first bottom surface 201 is higher than the second bottom surface 311, one end of the second energy absorbing member 600 is connected to the first bottom surface 201, and the other end of the second energy absorbing member 600 is connected to the second bottom surface 311, and at least part of the second energy absorbing member 600 is inclined from the first bottom surface 201 to the second bottom surface 311.

[0064] It can be understood that, in the present embodiment, firstly, the longitudinal beam 200 and the inner sill side beam 310 of the sill side beam 300 are spaced apart, and when the inner sill side beam 310 of the sill side beam 300 is subjected to a small side extrusion impact and undergoes a slight deformation, the space provides space for the slight deformation of the inner sill side beam 310 of the sill side beam 300 and can prevent the slight deformation from affecting the longitudinal beam 200. When the sill side beam 300 is subjected to a greater side extrusion impact and the inner sill side beam 310 is also greatly deformed, since the first bottom surface 201 of the longitudinal beam 200 is higher than the second bottom surface 311 of the inner sill side beam 310 of the sill side beam 300, and there is a gap between the longitudinal beam 200 and the inner sill side beam 310 of the sill side beam 300, that is, in the width direction of the vehicle, there is a space between the sill side beam 300 and the longitudinal beam 200, and there is also a certain space at the bottom of the side of the sill side beam 300 close to the longitudinal beam 200, the sill side beam 300 will have a rotation deformation tendency from the impacted part to the space, and In this embodiment, the first bottom surface 201 of the longitudinal beam 200 and the second bottom surface 311 of the inner sill side beam 310 of the sill side beam 300 are connected by using the two ends of the second energy absorbing member 600. In addition to the two ends of the second energy absorbing member 600, at least part of the second energy absorbing member 600 is tilted from the first bottom surface 201 to the second bottom surface 311 to resist the sill side beam 300, so that the second energy absorbing member 600 can absorb and break the rotation deformation trend of the sill side beam 300, eliminate the energy of the impact, and prevent the large deformation from affecting the longitudinal beam 200, thereby improving the side impact energy absorption efficiency of the multi-stage energy absorbing structure and making the multi-stage energy absorbing structure more stable.

[0065] Furthermore, the main body 620 is directly tilted from the first bottom surface 201 located at a high position to the second bottom surface 311 located at a low position. Since the sill side beam 300 will have a rotational deformation tendency from the impacted part to the longitudinal beam 200 and to the space between the sill side beam 300 and the longitudinal beam 200, and the tilt direction of the main body 620 is the same as the direction of the rotational deformation tendency, the main body 620 can offset this rotational deformation tendency, thereby avoiding deformation of the longitudinal beam 200 and maintaining the stability of the vehicle floor 100 and the bottom.

[0066] For new energy vehicles using the above-mentioned multi-stage energy absorption mechanism, when the side of the new energy vehicle is impacted, firstly, the interval space between the door sill side beam 300 and the longitudinal beam 200 reserves a buffer space to prevent the battery pack 800 from being hit; secondly, since the multi-stage energy absorption structure absorbs the impact energy, even if the door sill side beam 300 is deformed, the longitudinal beam 200 will not be deformed, thereby not causing damage to the battery pack 800 mounted on the longitudinal beam 200, avoiding the load from invading the battery pack shell, avoiding the battery pack from catching fire, and further improving the safety of the battery pack, that is, improving the safety of the new energy vehicle.

[0067] This embodiment improves the side impact protection safety of the vehicle by increasing the energy absorption space and the energy absorption structure. In the prior art, the battery pack is usually directly installed on the door sill side beam 300, while in this embodiment, the battery pack 800 is arranged on the additional longitudinal beam 200 inside the door sill side beam 300, such as Figure 2 As shown, the longitudinal beam 200 is arranged inward in the width direction of the vehicle, which greatly increases the energy absorption space. A second energy absorbing member 600 is arranged between the sill side beam 300 and the longitudinal beam 200, so that the vehicle can meet the requirements of side collision.

[0068] It can be understood that in new energy vehicles, at least one of the multi-stage energy absorption structures in this embodiment can be used only on one side of the floor, and the present application does not limit whether a multi-stage energy absorption structure is used on the other side or what kind of multi-stage energy absorption structure is used.

[0069] In one embodiment, Figure 1 As shown, in the width direction of the vehicle, the end of the cross beam 400 is connected to the longitudinal beam 200, and the cross beam 400 and the second energy absorbing member 600 are on the same straight line. It can be understood that the longitudinal beam 200 and the door sill side beam 300 are beam structures extending in the length direction of the vehicle, the second energy absorbing member 600 absorbs energy in the width direction of the vehicle, and the cross beam 400 in this embodiment is a beam structure extending in the width direction of the vehicle, forming a compact multi-stage energy absorbing structure in the length, width and thickness directions of the vehicle, thereby enhancing the ability of the multi-stage energy absorbing structure to resist side collisions in the width direction of the vehicle, thus ensuring the reliability of the force transmission path of the multi-stage energy absorbing structure and the lateral stiffness of the whole vehicle, and improving the energy absorption effect of the multi-stage energy absorbing structure.

[0070] In one embodiment, see Fig. 9 The floor edge is provided with a connection portion 110 extending along the length direction of the vehicle, and the connection portion 110 is fixedly connected to the upper end surface of the sill side beam 300. The third energy absorbing member 700 includes a connection end plate 710 connected to the sill side beam 300, and the connection end plate 710 is connected to the connection portion 110. That is, the third energy absorbing member 700 is connected to the connection portion 110 through the connection end plate 710, and then passes through the connection portion 110 to be fixedly connected to the sill side beam 300, so that the cross beam is fixedly connected to the sill side beam 300 through the connection end plate 710 of the third energy absorbing member 700, so that the cross beam can be connected to the sill side beam 300, thereby improving the vehicle's ability to absorb side collisions in the width direction. That is, when the sill side beam 300 is hit and impacted, the cross beam can buffer the deformation of the vehicle side in the width direction, and reduce the amount of intrusion of the side collision into the passenger compartment.

[0071] In one embodiment, the third energy absorbing member 700 further includes an energy absorbing cover 720, the connecting end plate 710 is arranged at the edge of the energy absorbing cover 720, and the energy absorbing cover 720 is arranged to cover at least three sides of the end of the cross beam. The energy absorbing cover 720 provides a more comprehensive wrapping for the end of the cross beam, so that the connection between the energy absorbing cover 720 and the end of the cross beam is more stable, and thus the connection between the cross beam and the door sill side beam 300 is more stable.

[0072] In one embodiment, the energy absorbing cover 720 includes three connecting surfaces 721 and a slope 730. The three connecting surfaces 721 are connected in sequence, and the three connecting surfaces 721 are respectively connected and fixed to the three side surfaces of the end of the cross beam. The slope 730 is connected to the ends of the three connecting surfaces 721, and the slope 730 is inclined downward from the end of the cross beam toward the direction of the door sill side beam 300, and the connecting end plate 710 is connected to the lower end of the slope 730. In this way, the slope 730 can buffer the collision and impact on the side of the vehicle.

[0073] Further, the connection surface 721 connected to the floor at one end is defined as a first connection surface 7211. The first connection surface 7211 is provided with a connection flange 7212 extending in a direction away from the beam, and the connection flange 7212 is fixedly connected to the floor. The connection flange 7212 increases the connection surface 721 area between the third energy absorbing member 700 and the floor, so that not only can the connection stability between the third energy absorbing member 700 and the floor be enhanced, so that the third energy absorbing member 700 is not easily separated from the floor, but also the difficulty of installing the third energy absorbing member 700 on the floor can be reduced.

[0074] Schematically, the sill side beam 300 and the third energy absorbing member 700 also have fixing holes, and fasteners such as screws pass through the fixing holes to fix the third energy absorbing member 700 to the floor 100 and the sill side beam 300. In other embodiments, the third energy absorbing member 700 can also be fixedly connected to the floor 100 and the sill side beam 300 by welding, which is not limited in the present application.

[0075] Further, the cross beam 400 includes a front seat front cross beam 410 and a front seat rear cross beam 420, and the ends of the front seat front cross beam 410 and the front seat rear cross beam 420 are connected to the longitudinal beam 200. In this way, the front seat front cross beam 410 and the front seat rear cross beam 420 can enhance the energy absorption capability of the vehicle in the width direction.

[0076] In one embodiment, the number of the second energy absorbing members 600 is four, and the number of the longitudinal beams 200 and the number of the sill side beams 300 are both two, the two longitudinal beams 200 are respectively located on both sides of the floor 100 in the width direction of the vehicle, the two sill side beams 300 are respectively located on both sides of the floor 100 in the width direction of the vehicle, and the two longitudinal beams 200 are located between the two sill side beams 300. In this embodiment, both ends of the front seat front cross beam 410 and the front seat rear cross beam 420 are respectively connected to the two longitudinal beams 200, wherein the two second energy absorbing members 600 are in the same straight line with the front seat front cross beam 410, and the other two second energy absorbing members 600 are in the same straight line with the front seat rear cross beam 420. That is to say, the two second energy absorbing members 600 located on the same straight line as the front cross beam 410 of the front seat are respectively on both sides of the width direction of the floor 100, and are generally arranged in a mirror symmetric manner; the two second energy absorbing members 600 located on the same straight line as the rear cross beam 420 of the front seat are also respectively on both sides of the width direction of the floor 100, and are generally arranged in a mirror symmetric manner. In this way, the energy absorption efficiency of the multi-stage energy absorption structure can be further enhanced, making the stability and safety of the vehicle higher. Schematically, in other embodiments, the second energy absorbing member 600 can also be added at other positions between the longitudinal beam 200 and the door sill side beam 300, so the present application does not limit the number of the second energy absorbing members 600.

[0077] In one embodiment, a plurality of second energy absorbing members 600 are disposed between each longitudinal beam 200 and the door sill side beam 300. In other words, both sides of the vehicle are provided with the above-mentioned multi-stage energy absorbing structure, so that the vehicle can have a good energy absorbing effect no matter which side is hit.

[0078] Furthermore, the ends of the front seat front cross beam 410 and the front seat rear cross beam 420 are both provided with a third energy absorbing member 700, so that the energy absorbing efficiency of the multi-stage energy absorbing structure can be improved.

[0079] In summary, the above-mentioned independently arranged first energy absorbing member 500, second energy absorbing member 600 and third energy absorbing member 700 can play the energy absorbing role independently, and can also play the energy absorbing role in combination with other structures in the vehicle. The combined energy absorbing role is as follows: the first-level energy absorbing role: the outer sill side beam 320 and the cavity 330. The outer sill side beam 320 is located at the outermost side of the vehicle side and first plays the role of side impact protection. This level of energy absorbing structure works under side collision with a smaller load, and only involves the deformation of the outer sill side beam 320 and the buffering effect of the cavity 330 on the outer sill side beam 320. The second level of energy absorption: the outer sill side beam 320 and the first energy absorption member 500. The first energy absorption member 500 is located next to the outer sill side beam 320 and is located on the second outer side of the vehicle side. The outer sill side beam 320 and the first energy absorption member 500 jointly play a side collision protection role. This level works under a side collision with a smaller load. It can resist the initial impact force and prevent the impact of smaller intensity from directly affecting the passenger compartment and the longitudinal beam 200. The third level of energy absorption: the sill side beam 300, the longitudinal beam 200 and the second energy absorption member 600. This level of energy absorption structure can absorb energy under a larger load. In new energy vehicles, the battery pack 800 is usually located on the lower side of the vehicle floor 100, so the protection of the battery pack needs to be specially considered in the design of the vehicle floor 100. This hierarchical energy absorption structure not only plays an energy absorption role, but also can resist the invasion of the battery pack caused by the external load side collision, which helps to avoid damage to the battery pack in the collision, thereby avoiding the risk of fire of the battery pack. The fourth level of energy absorption: the third energy absorbing member 700, the cross beam 400 and the longitudinal beam 200, this level is used to absorb energy in severe side collision accidents. The cross beam 400 is part of the vehicle's internal structure as a seat connection point and needs to be strong enough to protect the occupants from serious injuries. In extreme cases, this level of energy absorption structure will absorb the impact energy and reduce the impact on the passenger compartment and occupants. These four levels of energy absorption structures form a progressive protection system, allowing the vehicle to gradually absorb energy under impacts of different intensities, which can minimize the damage to the passenger compartment, thereby significantly improving the safety of the occupants in side collision accidents.

[0080] It is understandable that when the multi-stage energy absorption structure of the present embodiment is used in a new energy vehicle with a battery pack, in the smaller design space at the bottom of the vehicle floor 100, by optimizing the multi-stage energy absorption structure, it is possible to ensure that the collision energy is fully absorbed by the multi-stage energy absorption structure before reaching the battery pack. The crossbeam 400 is also set as a rolled high-strength steel seat crossbeam to prevent the impact load exceeding the standard, so that the crossbeam can serve as the last line of defense to protect the battery pack, so that the multi-stage energy absorption structure can protect the battery pack and prevent the battery pack from side collision, intrusion and fire.

[0081] In addition, the multi-stage energy absorbing structure in the present embodiment can use multiple first energy absorbing members 500, multiple first energy absorbing members 500, and multiple third energy absorbing members 700, and the dimensions, materials and other parameters of the multiple first energy absorbing members 500 are completely the same, and can be manufactured by the same mold. Similarly, the dimensions, materials and other parameters of the multiple second energy absorbing members 600 are completely the same, and can be manufactured by the same mold. The dimensions, materials and other parameters of the multiple third energy absorbing members 700 are completely the same, and can be manufactured by the same mold. In this way, the mold investment can be reduced, thereby reducing the production cost.

[0082] This application can ensure that there is enough energy absorption space when the vehicle encounters a collision. The multi-stage energy absorption structure for side collision protection in this embodiment first keeps the battery pack of the vehicle away from the side collision position, so that there is enough space to avoid obstacles invading the battery pack after the collision, causing damage to the battery pack, and preventing the battery pack from colliding and catching fire. In this embodiment, the longitudinal beam 200 used to mount the battery pack is arranged on the inner side of the threshold side beam 300, and maintains a certain space with the threshold side beam 300. A special energy absorption structure, the first energy absorption member 500, is set within this space to absorb the energy during the collision.

[0083] This application also has the following advantages:

[0084] 1) Improve safety performance: The multi-stage energy absorption structure can effectively absorb and disperse the impact force in a side collision accident, reduce the possibility of deformation or damage to the side of the vehicle, thereby reducing the risk of injury to the occupants and maximizing the protection of the lives of the occupants in the vehicle.

[0085] 2) Reasonable structural design: Through reasonable design and optimization of the force transmission path, the vehicle's door sill side beam 300 area can effectively improve the anti-collision energy absorption performance, and the force transmission path of the multi-stage energy absorption structure also greatly improves the lateral stiffness of the vehicle.

[0086] 3) Battery pack protection safety: This application installs the battery pack on the inner side of the door sill side beam 300 instead of directly arranging it on the side beam assembly, which not only reserves buffer space for the battery pack in the event of a collision, but also consumes the collision energy through the above-mentioned multi-stage energy absorption structure, avoiding the external load directly acting on the battery pack. At the same time, the rolled front seat front cross beam 410 and the front seat rear cross beam 420 are arranged horizontally on the left and right longitudinal beams 200 for mounting the battery pack, which can provide lateral support for the battery pack, thereby further improving the safety of the battery pack.

[0087] It can be understood that the multi-stage energy absorption structure in the present application is applicable to low-end, mid-end and high-end vehicles, so it is more applicable and more universal.

[0088] The present application also provides a vehicle, which includes a multi-stage energy absorption structure as provided in any of the above embodiments. It is understandable that the vehicle can be a new energy vehicle with a battery pack or a vehicle without a battery pack. The present application does not limit the type of vehicle.

[0089] When a vehicle with a multi-stage energy absorption structure as provided in any of the above embodiments is subjected to a side collision accident, the vehicle has higher safety performance and a lower probability of injury to passengers, and the battery pack is also protected by the multi-stage energy absorption structure, so the probability of the battery pack catching fire is lower. Furthermore, the maintenance cost of the vehicle can be reduced.

[0090] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0091] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of the present application shall be subject to the attached claims.

Claims

1. A multi-stage energy absorption structure of a vehicle, the vehicle comprising a floor (100), a longitudinal beam (200), a threshold side beam (300) and a cross beam (400), the longitudinal beam (200) and the threshold side beam (300) both extending in the length direction of the vehicle, the threshold side beam (300) being arranged on the outer side of the floor (100) in the width direction, the longitudinal beam (200) being arranged below the floor (100) and spaced apart from the threshold side beam (300), the cross beam (400) extending in the width direction of the vehicle, the cross beam (400) being arranged above the floor (100), and the end of the cross beam (400) being located above the longitudinal beam (200); It is characterized in that The multi-stage energy absorbing structure comprises a first energy absorbing member (500), a second energy absorbing member (600) and a third energy absorbing member (700) which are independently arranged. The first energy absorbing member (500) is arranged in the threshold side beam (300). The second energy absorbing member (600) is arranged in the interval between the longitudinal beam (200) and the threshold side beam (300) and connects the longitudinal beam (200) and the threshold side beam (300). The third energy absorbing member (700) is connected to the end of the cross beam (400) and the threshold side beam (300).

2. The multi-stage energy absorption structure according to claim 1, characterized in that: The first energy absorbing member (500), the second energy absorbing member (600) and the third energy absorbing member (700) are located on the same path extending in the width direction of the vehicle.

3. The multi-stage energy absorption structure according to claim 1, characterized in that: The second energy absorbing member (600) comprises a first connecting plate (610), a main body (620) and a second connecting plate (630) which are connected in sequence, the main body (620) being arranged in the interval space between the longitudinal beam (200) and the threshold side beam (300), the first connecting plate (610) and the second connecting plate (630) being respectively connected to the two ends of the main body (620), the first connecting plate (610) being connected to the bottom surface of the longitudinal beam (200), and the second connecting plate (630) being connected to the bottom surface of the threshold side beam (300).

4. The multi-stage energy absorption structure according to claim 3, characterized in that: The main body (620) comprises a bottom plate (621) and side plates (622) arranged on both sides of the bottom plate (621); the first connecting plate (610) and the second connecting plate (630) are respectively connected to the two ends of the bottom plate (621); the side plates (622) extend into the interval space between the longitudinal beam (200) and the threshold side beam (300); the two ends of the side plates (622) are respectively provided with a first supporting flange (623) and a second supporting flange (624); the first supporting flange (623) is fixedly connected to the side wall of the longitudinal beam (200); and the second supporting flange (624) is fixedly connected to the side wall of the threshold side beam (300).

5. The multi-stage energy absorption structure according to claim 4, characterized in that: The bottom plate (621) and the side plate (622) are arranged to form a groove (640); The bottom plate (621) is provided with a first induction groove (625) extending in the length direction of the vehicle, and the side plate (622) is provided with a second induction groove (626) extending from the first induction groove (625) toward the door sill side beam (300), and both the first induction groove (625) and the second induction groove (626) protrude toward the groove (640).

6. The multi-stage energy absorption structure according to any one of claims 3 to 5, characterized in that: The main body (620) is in a contracted shape from one end connected to the second connecting plate (630) to one end connected to the first connecting plate (610).

7. The multi-stage energy absorption structure according to claim 1, characterized in that: The edge of the floor (100) is provided with a connecting portion (110) extending along the length direction of the vehicle, and the connecting portion (110) is fixedly connected to the upper end surface of the door sill side beam (300). The third energy absorbing member (700) comprises a connecting end plate (710) and an energy absorbing cover (720); the connecting end plate (710) is connected to the door sill side beam (300) via the connecting portion (110); the connecting end plate (710) is arranged at the edge of the energy absorbing cover (720); and the energy absorbing cover (720) covers at least three side surfaces of the end of the cross beam (400).

8. The multi-stage energy absorption structure according to claim 7, characterized in that: The energy absorbing cover (720) comprises three connecting surfaces (721) and a slope (730), the three connecting surfaces (721) are connected in sequence, and the three connecting surfaces (721) are respectively connected and fixed to three side surfaces of the end of the cross beam (400), the slope (730) is connected to the ends of the three connecting surfaces (721), and the slope (730) is arranged to be inclined downward from the end of the cross beam (400) toward the direction of the threshold side beam (300), and the connecting end plate (710) is connected to the lower end of the slope (730); A connection surface (721) having one end connected to the floor (100) is defined as a first connection surface (7211), wherein the first connection surface (7211) is provided with a connection flange (7212) extending in a direction away from the crossbeam (400), and the connection flange (7212) is fixedly connected to the floor (100).

9. The multi-stage energy absorption structure according to claim 1, characterized in that: The threshold side beam (300) comprises an outer threshold side beam (320) and an inner threshold side beam (310) connected to each other, and in the vehicle width direction, the inner threshold side beam (310) is located between the outer threshold side beam (320) and the longitudinal beam (200); The outer sill side beam (320) and the inner sill side beam (310) enclose a cavity (330) extending in the length direction of the vehicle, the first energy absorbing member (500) is located in the cavity (330), one end of the first energy absorbing member (500) is connected to the outer sill side beam (320), and the other end of the first energy absorbing member (500) is spaced apart from the inner sill side beam (310); The second energy absorbing member (600) is disposed in the spacing space between the longitudinal beam (200) and the inner sill side beam (310). The third energy absorbing member (700) is connected to the end of the cross beam (400) and the inner sill side beam (310).

10. A vehicle, characterized in that: It comprises the multi-stage energy absorbing structure as claimed in any one of claims 1 to 9.

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