Vehicle and its multi-stage energy absorption structure

Abstract

The present application relates to a vehicle and a multi-stage energy absorption structure thereof. The vehicle includes a floor, a longitudinal beam, a sill side beam, a cross beam, and the multi-stage energy absorption structure. The longitudinal beam and the sill side beam both extend along the length of the vehicle. The sill side beam is disposed on the outside of the floor in the width direction. The longitudinal beam is disposed below the floor and spaced apart from the sill side beam. The cross beam extends along the width of the vehicle and is disposed above the floor, with the end of the cross beam located above the longitudinal beam. The multi-stage energy absorption structure includes a first energy absorption member, a second energy absorption member, and a third energy absorption member, each independently disposed. The first energy absorption member is disposed within the sill side beam. The second energy absorption member is disposed within the space between the longitudinal beam and the sill side beam and connects the longitudinal beam and the sill side beam. The third energy absorption member is connected to the end of the cross beam and the sill side beam. By providing a multi-stage energy absorption structure, the present application can gradually dissipate the energy of a side collision, thereby improving the side collision energy absorption efficiency and structural stability of the multi-stage energy absorption structure.

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 minimizing vehicle damage. Side impact accidents often occur on the side of the vehicle, placing passengers at a higher risk of injury. Side impacts can cause the vehicle to roll over, deform its side, or crush passengers, resulting in serious injury or even death. Therefore, improving vehicle side impact safety is crucial for occupant safety.

[0003] To cope with possible side collision accidents, current vehicle side protection only considers the intrusion into the passenger compartment and ignores the extrusion deformation of the vehicle bottom. 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 by a side collision, 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 for a vehicle, the vehicle comprising a floor, longitudinal beams, sill side beams, and a cross beam, the longitudinal beams and the sill side beams both extending in the length direction of the vehicle, the sill side beams being disposed outboard of the floor in the width direction, the longitudinal beams being disposed below the floor and spaced apart from the sill side beams, the cross beams extending in the width direction of the vehicle, being disposed above the floor, and having ends of the cross beams located above the longitudinal beams;

[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 door sill side beam, the second energy absorbing member is arranged in the interval between the longitudinal beam and the door sill side beam, and connects the longitudinal beam and the door sill side beam, and the third energy absorbing member is connected to the end of the cross beam and the door sill side beam.

[0007] In one embodiment, 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 connected in sequence, the main body is arranged in the interval space between the longitudinal beam and the sill side beam, the first connecting plate and the second connecting plate are respectively connected to the 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 sill side beam.

[0009] In one embodiment, the main body includes a base plate and side plates arranged on both sides of the base plate, the first connecting plate and the second connecting plate are respectively connected to the two ends of the base 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 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. 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. The energy absorbing cover body is arranged to cover at least three side surfaces of the end of the 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 crossbeam, 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 crossbeam toward the door sill 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 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 enclose 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 space between the longitudinal beam and the inner door 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 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 small side extrusion impact, the first energy absorption member 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; secondly, by spacing the longitudinal beam and the door sill side beam, and arranging a second energy absorption member in the spacing 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 larger deformation, due to the spacing 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, and the present application Please use the second energy absorbing member connected 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 enable the first energy absorbing member to 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; again, 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 occupants, thereby improving the side impact energy absorption efficiency of the multi-stage energy absorbing structure, making the multi-stage energy absorbing structure more stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the following briefly introduces the drawings required for use in the embodiments or the conventional technology descriptions. 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 This 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 point A in the middle;

[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 is 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] Figure 9 Schematic diagram of the structure of the third energy absorbing member according to an embodiment of the present application.

[0033] Reference numerals: 100, floor; 110, connecting 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, crossbeam; 410, front crossbeam of front seat; 420, rear crossbeam 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] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to 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] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, features specified as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0044] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it can 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 intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it can mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is higher in level than the second feature. When a first feature is "below," "below," or "below" a second feature, it can mean that the first feature is directly below or diagonally 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 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 of the relevant listed items.

[0046] Side collision safety is a crucial aspect of automotive safety, as the side structures are relatively thin and the space available for occupants is limited. Therefore, a structure that can adequately absorb energy is required.

[0047] See Figures 1 to 8 The present application provides a multi-stage energy absorption structure for a vehicle, comprising a floor panel 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 along the length of the vehicle. The sill side beam 300 is disposed on the outside of the floor panel 100 in the width direction. The longitudinal beam 200 is disposed below the floor panel 100 and spaced apart from the sill side beam 300. The cross beam 400 extends along the width of the vehicle and is disposed above the floor panel 100, with its end located above the longitudinal beam 200. In other words, the cross beam 400, the floor panel 100, and the longitudinal beam 200 are disposed sequentially in the thickness direction of the vehicle, with the cross beam 400 and the longitudinal beam 200 respectively connected to either side of the floor panel 100.

[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, each of which is independently arranged. The first energy-absorbing member 500 is arranged in the sill side beam 300, the second energy-absorbing member 600 is arranged in the interval between the longitudinal beam 200 and the sill side beam 300, and connects the longitudinal beam 200 and the sill side beam 300, and the third energy-absorbing member 700 is connected to the end of the crossbeam and the sill side beam 300.

[0049] It is understood 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. When the vehicle in this embodiment is a new energy vehicle or hybrid vehicle with a battery pack, refer to Figure 2 and Figure 5The battery pack is mounted on the underside of the floor panel 100. In this embodiment, the battery pack is mounted on the longitudinal beam 200, which can be used to absorb energy. However, this is not limited to this embodiment. In other embodiments, the battery pack can also be mounted on other beams, or on both the longitudinal beam 200 and other beams. However, to ensure the effectiveness of the multi-stage energy absorption structure, the battery pack should not be fixed to the door sill side beam 300. This application does not limit the fixing position of the battery pack. The following description uses a new energy vehicle with a battery pack as an example.

[0050] The multi-stage energy absorption structure provided by this embodiment has the following advantages: first, since the first energy absorption member 500 is provided 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; second, 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, due to the 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 sill side beam 300 on the side close to the longitudinal beam 200, the sill side beam 300 will produce a rotational deformation from the impacted part toward 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 enables the first energy absorbing member 500 to absorb and defeat the rotational deformation trend of the sill side beam 300, eliminating the energy of the impact and preventing the large deformation from affecting the longitudinal beam 200; again, 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 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 absorbing structure and making the vehicle more stable.

[0051] Furthermore, in the vehicle's width direction, the first, second, and third energy absorbers 500, 600, and 700 are located along the same path extending along the vehicle's width. Because the third energy absorber 700 is located at the end of the crossbeam 400, the first, second, and third energy absorbers 500, 600, 700, and crossbeam 400 are located along the same path extending along the vehicle's width. Consequently, when the vehicle is impacted, the impact force is sequentially transmitted to the first, second, and third energy absorbers 500, 600, 700, and crossbeam 400. Consequently, the first, second, and third energy absorbers 500, 600, and 700 absorb the impact energy, reducing the impact on the crossbeam 400, the passenger compartment, and the occupants. This ensures vehicle stability in a collision and improves the energy absorption efficiency of the multi-stage energy absorption 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 external impact force, so that the impact force on the cross beam 400 is smaller.

[0053] Furthermore, there are two longitudinal beams 200 and two sill side beams 300. The two longitudinal beams 200 are located on both sides of the floor 100 in the width direction of the vehicle, and the two sill side beams 300 are 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. The two 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 vehicle more stable and safe. Schematically, the crossbeam 400, floor 100, and longitudinal beam 200 all have fixing holes, and screws and other fasteners pass through the fixing holes to fix the crossbeam 400, floor 100, and longitudinal beam 200 together. This application does not limit the connection method between the crossbeam 400, floor 100, and longitudinal beam 200.

[0054] In one embodiment, the sill side member 300 includes an outer sill side member 320 and an inner sill side member 310 connected to each other. In the vehicle width direction, the inner sill side member 310 is located between the outer sill side member 320 and the longitudinal member 200. The outer sill side member 320 and the inner sill side member 310 enclose a cavity 330 extending along the length of the vehicle. When the outer sill side member 320 undergoes slight deformation in a side collision, the cavity 330 provides a buffer for the deformation of the outer sill side member 320. This prevents compression of the inner sill side member 310 and the longitudinal member 200, thereby improving the vehicle's ability to withstand 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. The end of the first energy absorbing member 500 away from the outer sill side beam 320 is spaced apart from the inner sill side beam 310. In other words, 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 initially play a role in side impact protection. In a side collision with a smaller load, the outer sill side beam 320 and the first energy absorbing member 500 can resist the initial impact force, thereby preventing the smaller impact from directly affecting the passenger compartment.

[0056] Furthermore, in the width direction of the vehicle, the first energy absorber 500 and the second energy absorber 600 are located on the same straight line. The energy absorption effects of the first energy absorber 500 and the second energy absorber 600 in the vehicle width direction are superimposed on each other. This improves the energy absorption efficiency of the multi-stage energy absorption structure, enhances the structural strength of the vehicle in the width direction, and thus improves the vehicle's safety factor.

[0057] In one embodiment, see Figure 3 and Figure 4 The second energy absorber 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 located in the space 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 the 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. This provides a more stable connection between the second energy absorber 600, the sill side beam 300, and the longitudinal beam 200, preventing the second energy absorber 600 from falling out of the space between the sill side beam 300 and the longitudinal beam 200 when squeezed or impacted by the sill side beam 300, thereby enabling the second energy absorber 600 to better perform its energy absorption function.

[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 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.

[0059] It is understood that the side panels 622 are positioned directly between the side surfaces of the inner sill side beam 310 of the sill side beam 300 and the side surfaces of the longitudinal beam 200 in the vehicle width direction. The orientation of the side panels 622 aligns with the rotational deformation of the sill side beam 300. When the vehicle is subjected to a side collision, the side panels 622, in conjunction with the main body 620, can resist the impact force in the vehicle width direction. Furthermore, the presence of the first supporting flange 623 and the second supporting flange 624 increases the contact area between the second energy absorber 600 and the sill side beam 300 and longitudinal beam 200, thereby reducing the pressure on the longitudinal beam 200. In other words, the potential damage to the longitudinal beam 200 from the collision force is reduced, thereby resisting vehicle deformation and protecting the battery.

[0060] In one embodiment, there are two side panels 622, and the two side panels 622 are respectively arranged on both sides of the main body 620. 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 door sill side beam 300 is provided on the side panel 622. 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 sill side beam 300 is subjected to a side impact and deforms in the direction of the longitudinal beam 200, it will first squeeze the second energy absorbing member 600. 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 direction of deformation 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 at the first induction groove 625 and the second induction groove 626 to absorb energy, thereby ensuring the deformation robustness of the vehicle in the event of a side collision.

[0062] In one embodiment, the bottom plate 621 is tapered from the end connected to the second connecting plate 630 to the end connected to the first connecting plate 610. It is understood that, with the exception of the first supporting flange 623, the second supporting flange 624, and the second guiding groove 626, the two side plates 622 connected to the bottom plate 621 are all plate-like structures. Furthermore, the two side plates 622 are not parallel to each other in the width direction of the vehicle. This improves the deformation resistance and efficiency of the second energy absorber 600, making the sill side beam 300 and the longitudinal beam 200 less susceptible to deformation, thereby enhancing the stability and safety of the vehicle.

[0063] Further, refer to Figure 3 、 Figure 4 and Figure 5 Second energy absorber 600 is disposed in the space between longitudinal beam 200 and inner sill side member 310. Longitudinal beam 200 has a first bottom surface 201, and inner sill side member 310 of sill side member 300 has a second bottom surface 311. In the vehicle's height direction, first bottom surface 201 is higher than second bottom surface 311. One end of second energy absorber 600 is connected to first bottom surface 201, and the other end of second energy absorber 600 is connected to second bottom surface 311. At least a portion of second energy absorber 600 is inclined from first bottom surface 201 toward second bottom surface 311.

[0064] It is understandable that in this embodiment, first, by setting a gap between the longitudinal beam 200 and the inner sill side beam 310 of the sill side beam 300, when the inner sill side beam 310 of the sill side beam 300 is subjected to a small side compression impact and undergoes a slight deformation, the gap 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 rotational deformation tendency from the impacted part toward the space, and In this embodiment, the ends of the second energy absorbing member 600 are used to connect 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. In addition to the ends of the second energy absorbing member 600, at least a portion of the second energy absorbing member 600 is tilted from the first bottom surface 201 to the second bottom surface 311 to abut against the sill side beam 300. This allows the second energy absorbing member 600 to absorb and overcome the rotational deformation tendency of the sill side beam 300, eliminating the impact energy and preventing the large deformation from affecting the longitudinal beam 200. This improves the side impact energy absorption efficiency of the multi-stage energy absorbing structure and makes the multi-stage energy absorbing structure more stable.

[0065] Furthermore, the main body 620 is tilted directly from the first bottom surface 201 located at a higher position toward the second bottom surface 311 located at a lower position. Since the sill side beam 300 will have a rotational deformation trend from the impacted portion toward the longitudinal beam 200 and toward the space between the sill side beam 300 and the longitudinal beam 200, and the inclination direction of the main body 620 is the same as the direction of the rotational deformation trend, the main body 620 can offset this rotational deformation trend, thereby preventing the longitudinal beam 200 from deforming 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 adding the energy absorption structure. The existing technology often installs the battery pack directly on the door sill side beam 300, while this embodiment arranges the battery pack 800 on the newly added longitudinal beam 200 inside the door sill side beam 300. Figure 2 As shown, the longitudinal beam 200 is arranged inward in the vehicle width direction, 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 to ensure that the vehicle meets the requirements of side impact.

[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 this 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 vehicle width direction, the ends of the crossbeam 400 are connected to the longitudinal beam 200, and the crossbeam 400 and the second energy absorber 600 are aligned. It will be appreciated that both the longitudinal beam 200 and the sill side beam 300 are beam structures extending along the length of the vehicle, while the second energy absorber 600 absorbs energy in the vehicle width direction. Furthermore, the crossbeam 400 in this embodiment is a beam structure extending along the width of the vehicle, forming a compact multi-stage energy absorption structure in the length, width, and thickness directions of the vehicle. This strengthens the multi-stage energy absorption structure's ability to resist side impacts in the vehicle width direction, thereby ensuring the reliability of the multi-stage energy absorption structure's force transmission path and the overall vehicle lateral stiffness, thereby enhancing the energy absorption effectiveness of the multi-stage energy absorption structure.

[0070] In one embodiment, see Figure 9 The floor panel is provided with a connecting portion 110 extending along the length of the vehicle. This connecting portion 110 is fixedly connected to the upper end surface of the sill side beam 300. The third energy absorber 700 includes a connecting end plate 710 connected to the sill side beam 300. The connecting end plate 710 is connected to the connecting portion 110. In other words, the third energy absorber 700 is connected to the connecting portion 110 via the connecting end plate 710, and then passes through the connecting portion 110 to be fixedly connected to the sill side beam 300. This also ensures that the crossbeam is fixedly connected to the sill side beam 300 via the connecting end plate 710 of the third energy absorber 700. This ensures that the crossbeam is connected to the sill side beam 300, improving the vehicle's ability to absorb side impacts in the width direction. In other words, when the sill side beam 300 is impacted, the crossbeam can cushion the deformation of the vehicle's side in the width direction, reducing the intrusion of the side impact into the passenger compartment.

[0071] In one embodiment, the third energy absorber 700 further includes an energy absorbing cover 720. The connecting end plate 710 is disposed at the edge of the energy absorbing cover 720. The energy absorbing cover 720 covers at least three sides of the crossbeam end. The energy absorbing cover 720 provides a more comprehensive wrapping for the crossbeam end, thereby providing a more stable connection between the energy absorbing cover 720 and the crossbeam end, and thus a more stable connection between the crossbeam and the sill side member 300.

[0072] In one embodiment, the energy-absorbing cover 720 includes three connecting surfaces 721 and a sloped surface 730. The three connecting surfaces 721 are sequentially connected and fixed to the three side surfaces of the crossbeam end, respectively. The sloped surface 730 is connected to the ends of the three connecting surfaces 721 and is inclined downward from the crossbeam end toward the door sill side member 300. The connecting end plate 710 is connected to the lower end of the sloped surface 730. In this way, the sloped surface 730 can cushion the impact and shock to the side of the vehicle.

[0073] Furthermore, a connection surface 721, one end of which is connected to the floor, is defined as a first connection surface 7211. A connection flange 7212 is provided on the first connection surface 7211, extending away from the crossbeam. Connection flange 7212 is fixedly connected to the floor. Connection flange 7212 increases the area of ​​connection surface 721 between the third energy absorber 700 and the floor. This not only enhances the stability of the connection between the third energy absorber 700 and the floor, preventing the third energy absorber 700 from separating from the floor, but also reduces the difficulty of installing the third energy absorber 700 on the floor.

[0074] Illustratively, the sill side beam 300 and the third energy absorbing member 700 also have fixing holes, through which screws or other fasteners pass to securely connect the third energy absorbing member 700 to the floor panel 100 and the sill side beam 300. In other embodiments, the third energy absorbing member 700 may also be secured to the floor panel 100 and the sill side beam 300 by welding, which is not a limitation of this disclosure.

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

[0076] In one embodiment, there are four second energy absorbing members 600, and there are two longitudinal beams 200 and two sill side beams 300. The two longitudinal beams 200 are located on either side of the floor panel 100 in the vehicle width direction, and the two sill side beams 300 are located on either side of the floor panel 100 in the vehicle width direction, with the two longitudinal beams 200 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 connected to the two longitudinal beams 200, respectively. Two second energy absorbing members 600 are collinear with the front seat front cross beam 410, and the other two second energy absorbing members 600 are collinear with the front seat rear cross beam 420. In other words, the two second energy absorbers 600, which are aligned with the front seat front cross member 410, are positioned on either side of the floor 100 in the width direction, and are generally mirror-symmetrically arranged. The two second energy absorbers 600, which are aligned with the front seat rear cross member 420, are also positioned on either side of the floor 100 in the width direction, and are generally mirror-symmetrically arranged. This further enhances the energy absorption efficiency of the multi-stage energy absorption structure, improving vehicle stability and safety. For illustration, in other embodiments, second energy absorbers 600 may be added at other locations between the longitudinal beam 200 and the sill side beam 300. Therefore, this application does not limit the number of second energy absorbers 600.

[0077] In one embodiment, multiple second energy absorbing members 600 are provided between each longitudinal beam 200 and the 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 no matter which side of the vehicle is hit, it can achieve a good energy absorption effect.

[0078] Furthermore, third energy absorbing members 700 are provided at the ends of the front seat front cross beam 410 and the front seat rear cross beam 420 , thereby improving the energy absorbing efficiency of the multi-stage energy absorbing structure.

[0079] In summary, the independently arranged first energy absorbing member 500, second energy absorbing member 600 and third energy absorbing member 700 can independently perform the energy absorbing function, or they can be combined with other structures in the vehicle to perform the energy absorbing function. The combined energy absorbing functions are as follows: the first-level energy absorbing function: 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 a side impact protection role. This level of energy absorbing structure works under side collisions with smaller loads and only involves the deformation of the outer sill side beam 320 and the cushioning effect of the cavity 330 on the outer sill side beam 320. The second-level energy absorption function is provided by the outer sill rail 320 and the first energy absorber 500. The first energy absorber 500 is located just outside the outer sill rail 320 and on the second outer side of the vehicle. Together, the outer sill rail 320 and the first energy absorber 500 provide side impact protection. This level of energy absorption is effective in side collisions with relatively low loads. It can resist the initial impact force and prevent the relatively low-intensity impact from directly affecting the passenger compartment and the longitudinal rail 200. The third-level energy absorption function is provided by the sill rail 300, the longitudinal rail 200, and the second energy absorber 600. This energy absorption structure is capable of absorbing energy under higher loads. In new energy vehicles, the battery pack 800 is typically located under the vehicle floor 100. Therefore, the design of the vehicle floor 100 requires special consideration for protecting the battery pack. This layered energy absorption structure not only absorbs energy but also prevents intrusion into the battery pack during side collisions with external loads, helping to prevent damage to the battery pack during impacts and thus mitigate the risk of battery pack fire. Level 4 energy absorption: The third energy absorber 700, crossbeam 400, and longitudinal beam 200 absorb energy in severe side impacts. Crossbeam 400, as a seat connection point, is part of the vehicle's internal structure and requires sufficient strength to protect occupants from serious injury. In extreme cases, this level of energy absorption absorbs the impact energy, mitigating the impact on the passenger compartment and its occupants. These four levels of energy absorption form a progressive protection system, gradually absorbing energy from impacts of varying intensities, minimizing damage to the passenger compartment and significantly improving occupant safety in side impacts.

[0080] It is understood that when the multi-stage energy absorption structure of this embodiment is used in a new energy vehicle with a battery pack, the optimized multi-stage energy absorption structure, within the relatively small design space at the bottom of the vehicle floor 100, can ensure that collision energy is fully absorbed by the multi-stage energy absorption structure before reaching the battery pack. Furthermore, by using crossbar 400 as a rolled high-strength steel seat crossbar to prevent impact loads exceeding the standard, the crossbar serves as a last line of defense for the battery pack. Thus, the multi-stage energy absorption structure can protect the battery pack from side impacts, intrusion, and fire.

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

[0082] This application ensures sufficient energy absorption space in the event of a vehicle collision. The multi-stage energy absorption structure for side impact protection in this embodiment first positions the vehicle's battery pack away from the impact site, ensuring sufficient space to prevent obstacles from intruding into the battery pack after a collision, potentially damaging it and preventing a battery pack fire. Furthermore, the longitudinal beam 200 used to mount the battery pack in this embodiment is positioned inboard of the sill side beam 300, maintaining a certain distance from the side beam. Within this space, a specialized energy absorption structure—the first energy absorber 500—is positioned to absorb collision energy.

[0083] This application also has the following advantages:

[0084] 1) Improved safety performance: The multi-stage energy-absorbing structure can effectively absorb and disperse the impact force in side collision accidents, reducing the possibility of deformation or damage to the vehicle side, thereby reducing the risk of occupant injury and maximizing the protection of the lives of 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 Safety Protection: This application installs the battery pack inside the sill side beam 300, rather than directly on the side beam assembly. This not only provides buffer space for the battery pack in the event of a collision, but also dissipates collision energy through the aforementioned multi-stage energy absorption structure, preventing external loads from directly acting on the battery pack. Furthermore, rolled front seat front crossbeams 410 and front seat rear crossbeams 420 are arranged transversely on the left and right longitudinal beams 200 for mounting the battery pack, providing lateral support for the battery pack and further enhancing its safety.

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

[0088] This application also provides a vehicle comprising a multi-stage energy absorption structure as provided in any of the above embodiments. It is understood that the vehicle may be a new energy vehicle with a battery pack or a vehicle without a battery pack. This application does not limit the type of vehicle.

[0089] A vehicle equipped with the multi-stage energy absorption structure provided in any of the above embodiments has enhanced safety performance and reduced the probability of occupant injury in the event of a side collision. Furthermore, the battery pack is also protected by the multi-stage energy absorption structure, reducing the probability of battery pack fire. Furthermore, the vehicle's maintenance costs can be reduced.

[0090] The technical features of the above embodiments can 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 merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of patent protection for the present application shall be determined by the appended claims.

Claims

1. A multi-stage energy absorption structure of a vehicle, the vehicle comprising a floor (100), a longitudinal beam (200), a door sill side beam (300) and a cross beam (400), wherein the longitudinal beam (200) and the door sill side beam (300) both extend in the longitudinal direction of the vehicle, the door sill side beam (300) is arranged on the outer side of the floor (100) in the width direction, the longitudinal beam (200) is arranged below the floor (100) and is spaced apart from the door 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); 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, wherein the main body (620) is arranged in the interval between the longitudinal beam (200) and the threshold side beam (300), the first connecting plate (610) and the second connecting plate (630) are respectively connected to the two 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 threshold side beam (300).

4. The multi-stage energy absorption structure according to claim 3, characterized in that: The main body (620) includes a bottom plate (621) and side plates (622) provided 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 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 surrounded by a groove (640); The bottom plate (621) is provided with a first induction groove (625) extending in the longitudinal 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 absorbing structure according to any one of claims 3 to 5, characterized in that: The main body (620) is in a contraction 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) is arranged to cover at least three side surfaces of the end of the crossbeam (400).

8. The multi-stage energy absorption structure according to claim 7, characterized in that: 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 crossbeam (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 crossbeam (400) toward the door sill side beam (300), and the connecting end plate (710) is connected to the lower end of the slope (730); A connecting surface (721) connected to the floor (100) at one end is defined as a first connecting surface (7211), wherein the first connecting surface (7211) is provided with a connecting flange (7212) extending in a direction away from the beam (400), and the connecting flange (7212) is fixedly connected to the floor (100).

9. The multi-stage energy absorption structure according to claim 1, characterized in that: The sill side beam (300) comprises an outer sill side beam (320) and an inner sill side beam (310) connected to each other, wherein 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 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 space between the longitudinal beam (200) and the inner door sill side beam (310). The third energy absorbing member (700) is connected to the end of the crossbeam (400) and the inner door sill side beam (310).

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

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