Energy absorption structure and vehicle

Abstract

The invention discloses an energy absorption structure and a vehicle, relates to the technical field of vehicles, and aims to solve the problem that enough accommodating space cannot be reserved for mounting the energy absorption structure by a longitudinal beam of a passenger car. The energy absorption structure comprises at least one longitudinal beam and a cross beam, the cross beam is connected to the front end of the at least one longitudinal beam, and an energy absorption assembly is arranged on the front side of the cross beam.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to energy absorbing structures and vehicles. Background Art

[0002] The vehicle mainly relies on the deformation of the front panel and frame longitudinal beams to absorb collision energy. Its collision safety is poor and it is easy to cause casualties to the passengers. Especially when the front space of the vehicle is relatively limited and the body is heavy, this front space collision energy absorption structure is particularly important. Summary of the Invention

[0003] The purpose of the present application is to provide an energy absorbing structure and a vehicle, aiming to solve the problem that there is not enough space left on the longitudinal beam of a passenger bus to install the energy absorbing structure.

[0004] To achieve the above objectives, this application adopts the following technical solutions:

[0005] In a first aspect, the present application provides an energy absorbing structure for use in a vehicle. The energy absorbing structure includes at least one longitudinal beam and a cross beam. The cross beam is connected to a front end of at least one longitudinal beam, and an energy absorbing assembly is provided on a front side of the cross beam.

[0006] The energy-absorbing structure in the embodiment of the present application, by arranging the energy-absorbing component at the front end of the crossbeam of the entire vehicle, is not limited by the space between the crossbeam and the longitudinal beam, whether along the length direction or the width direction of the vehicle, thereby effectively solving the problem that the vehicle (such as a bus) does not have enough space to install the energy-absorbing structure against the longitudinal beam.

[0007] At the same time, the energy-absorbing components of the entire energy-absorbing structure absorb energy first when a collision occurs. As a result, the energy-absorbing structure can also reduce its dependence on the longitudinal beams, and reduce the possibility of serious deformation of the longitudinal beams due to collisions, thereby better protecting the overall structure of the vehicle and reducing maintenance costs.

[0008] In some embodiments, the energy absorbing assembly in the present application includes a plurality of energy absorbing members, and the plurality of energy absorbing members are spaced apart along the extension direction of the crossbeam.

[0009] In some embodiments, the energy absorbing member is provided with at least one first through hole penetrating the energy absorbing member in the front-to-back direction, and a second through hole is provided on the crossbeam at a position corresponding to the first through hole, and the second through hole is communicated with the first through hole.

[0010] In some embodiments, the energy absorbing structure in the present application further includes at least one mounting plate, which is disposed between the multiple energy absorbing members and the beam, the multiple energy absorbing members are fixed to the at least one mounting plate, and the at least one mounting plate is detachably connected to the beam.

[0011] In some embodiments, a third through-hole is provided at a position corresponding to the first through-hole on the mounting plate, and the third through-hole is communicated with both the first through-hole and the second through-hole.

[0012] In some embodiments, at least one fourth through-hole is further provided on the cross beam, and along the front-rear direction, the fourth through-hole is not blocked by the plurality of energy-absorbing members.

[0013] In some embodiments, along the extending direction of the cross beam, the plurality of energy-absorbing members are arranged in a staggered manner with at least one longitudinal beam.

[0014] In some embodiments, the longitudinal beam includes a first longitudinal beam and a second longitudinal beam. The first longitudinal beam and the second longitudinal beam are arranged at intervals along the extending direction of the cross beam, and the cross beam is connected to the front ends of the first longitudinal beam and the second longitudinal beam.

[0015] In some embodiments, the energy-absorbing assembly includes a first energy-absorbing member, a second energy-absorbing member, a third energy-absorbing member, and a fourth energy-absorbing member. Along the extending direction of the cross beam, the second energy-absorbing member and the third energy-absorbing member are located between the first longitudinal beam and the second longitudinal beam, and the second energy-absorbing member is closer to the first longitudinal beam than the third energy-absorbing member.

[0016] The first energy-absorbing member is located on a side of the first longitudinal beam away from the second energy-absorbing member, and the fourth energy-absorbing member is located on a side of the second longitudinal beam away from the third energy-absorbing member.

[0017] In some embodiments, the structural strength of the cross beam is greater than that of the energy-absorbing member.

[0018] In some embodiments, the structural strength of the longitudinal beam is greater than that of the energy-absorbing member and less than that of the cross beam.

[0019] In some embodiments, at least one longitudinal beam is detachably connected to the cross beam.

[0020] In some embodiments, the energy-absorbing structure in the present application further includes at least one support member. The support member includes a first support member and a second support member provided corresponding to each longitudinal beam, and the first support member and the second support member are respectively located on two sides of the longitudinal beam along the extending direction of the cross beam.

[0021] The first support member is detachably connected to the longitudinal beam, and the second support member is detachably connected to the longitudinal beam, and / or the first support member is detachably connected to the cross beam, and the second support member is detachably connected to the cross beam.

[0022] In some embodiments, at least one induction hole is provided at the front end of the longitudinal beam.

[0023] In some embodiments, the longitudinal beam includes a longitudinal beam body and a reinforcing beam. The extending direction of the longitudinal beam body and the extending direction of the reinforcing beam are both consistent with the extending direction of the longitudinal beam, and the longitudinal beam body is fixedly connected to the reinforcing beam. In some embodiments, the reinforcing beam is a cylindrical structure, and the axial direction of the reinforcing beam is consistent with the extending direction of the longitudinal beam.

[0024] In some embodiments, the reinforcing beam includes a first reinforcing plate and a second reinforcing plate. The first reinforcing plate includes a first plate portion, a second plate portion, and a third plate portion that are respectively connected to opposite ends of the first plate portion. The first plate portion, the second plate portion, and the third plate portion enclose a groove space, and an opening is formed at one end of the groove space facing away from the first plate portion.

[0025] The second reinforcing plate is disposed at the opening and fixed to the first reinforcing plate. The first plate portion, the second plate portion, the third plate portion, and the second reinforcing plate form four side plates of the reinforcing beam.

[0026] In some embodiments, induction holes are provided in a preset section of the reinforcing beam.

[0027] In some embodiments, the longitudinal beam body includes a top plate and a bottom plate that are opposite and spaced apart, and side plates connected between the top plate and the bottom plate.

[0028] A receiving groove is formed among the top plate, the side plates, and the bottom plate, and the reinforcing beam is received in the receiving groove.

[0029] In a second aspect of the present application, a vehicle is provided. The vehicle includes a vehicle body and the above energy absorption structure. The energy absorption structure is disposed on the front side of the vehicle body and is adapted to absorb the energy generated when the vehicle undergoes a frontal collision.

[0030] It should be noted that the technical effects brought by the implementation manners of the second aspect can be referred to the technical effects brought by the corresponding implementation manners in the first aspect, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0032] Figure 1 A schematic structural diagram of an energy absorption structure provided by some embodiments of the present application;

[0033] Figure 2 A partial schematic diagram of an energy absorption structure provided by some embodiments of the present application;

[0034] Figure 3 A schematic structural diagram of a mounting plate provided by some embodiments of the present application;

[0035] Figure 4 One of the schematic structural diagrams of a longitudinal beam provided by some embodiments of the present application;

[0036] Figure 5The second structural schematic diagram of the longitudinal beam provided by some embodiments of the present application;

[0037] Figure 6 The structural schematic diagram of the cross beam provided by some embodiments of the present application.

[0038] Reference numerals:

[0039] 100 - longitudinal beam; 101 - longitudinal beam body; 1011 - accommodation groove; 102 - strengthening beam; 1021 - first strengthening plate; 1022 - second strengthening plate; 1023 - guiding hole;

[0040] 100a - first longitudinal beam; 100b - second longitudinal beam;

[0041] 200 - cross beam; 201 - second through hole; 202 - fourth through hole;

[0042] 300 - energy absorption component; 301 - energy absorption member; 3011 - first through hole;

[0043] 400 - mounting plate; 401 - third mounting hole;

[0044] 500 - support member. Detailed implementation manners

[0045] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0046] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "front", "rear", "inner", "outer", etc. is the orientation or relative positional relationship based on the orientation shown in the accompanying drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application. Without special instructions, in the case of satisfying the relative positional relationship shown in the accompanying drawings, the above-described orientation descriptions can be flexibly set during the actual application process.

[0047] The terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, unless otherwise stated, the meaning of "a plurality" is two or more.

[0048] In the description of the present application, it should be noted that, unless otherwise clearly specified and defined, the terms "installed", "connected", "connected to", and "communicated with" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0049] In the embodiments of the present application, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, article or device including that element.

[0050] In the embodiments of the present application, words such as "exemplary" or "for example" are used to represent examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0051] In the description of this specification, specific features, structures, materials or characteristics may be combined in a suitable manner in any one or more embodiments or examples.

[0052] This embodiment provides a vehicle. The vehicle can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid vehicle, a fuel vehicle, etc.

[0053] To further explain the embodiments in the present application, the present application takes a bus as an example for illustration. However, this does not mean that the present application can only be applied to buses. The present application can also be applied to sedans, trucks, buses, trucks, trailers, etc.

[0054] In some embodiments, the vehicle in the present application includes a vehicle body, and the vehicle body includes the above-mentioned energy absorption structure. The energy absorption structure is arranged on the front side of the vehicle body, and the energy absorption structure is adapted to absorb the energy generated when the vehicle has a frontal collision.

[0055] Exemplarily, the energy absorption structure is arranged on the bumper beam of the vehicle.

[0056] The anti-collision beam on a vehicle is an important safety structure of the vehicle. The main function of the anti-collision beam is to bear the impact force first when the vehicle collides, and through its own deformation and energy absorption characteristics, absorb the collision energy as much as possible and reduce the damage to the main structure of the vehicle and the passengers inside the vehicle.

[0057] Exemplarily, the anti-collision beam in the present application is the anti-collision beam on the front side of the vehicle body.

[0058] Furthermore, currently, there is relatively more research on the collision safety of passenger cars at home and abroad, and various regulations have been formulated, but the research on the frontal collision of buses is relatively less. Passenger cars can absorb collision energy through the deformation of the front bumper and the engine compartment. However, due to the limited front space between the bumper of the bus and the longitudinal beam 100 and the cross beam 200 of the frame, there is usually no energy absorption structure in this front space. The bus mainly relies on the deformation of the front panel and the longitudinal beam 100 of the frame to absorb collision energy, resulting in poor collision safety and easy to cause casualties to passengers.

[0059] In some embodiments, in order to ensure the safety of the vehicle during driving and to meet the requirements of the vehicle for collision safety-related regulations, the anti-collision beam in the present application further includes an energy absorption structure, which is suitable for absorbing the energy generated when the vehicle undergoes a frontal collision, and can also enable a small truck to meet the requirements of the 50 km / h collision test of European standard R137.

[0060] In some embodiments, refer to Figure 1 and in combination with Figure 2 , the energy absorption structure includes at least one longitudinal beam 100 and a cross beam 200, and the cross beam 200 is connected to the front end of at least one longitudinal beam 100. The energy absorption structure further includes an energy absorption component 300, and the energy absorption component 300 is arranged on the front side of the cross beam 200.

[0061] Utilizing the connection relationship between the cross beam 200 and the longitudinal beam 100, the energy absorption component 300 is arranged on the front side of the cross beam 200, making full use of the front space of the bus. Since the front space between the bumper of the bus and the longitudinal beam 100 and the cross beam 200 of the frame is limited, this design can effectively utilize this space to install the energy absorption structure without affecting the layout of other components of the vehicle, improving the space utilization rate.

[0062] Moreover, the combination of the longitudinal beam 100 and the cross beam 200 provides strong longitudinal and lateral stiffness for the energy absorption structure, further improving the stability of the overall structure.

[0063] Secondly, by arranging the energy absorption component 300 on the front side of the cross beam 200, when a frontal collision occurs, the energy absorption component 300 can first contact the collision energy, and through its own deformation and energy absorption characteristics, effectively absorb and disperse the collision force, reducing the degree of collision energy transmitted to other important components and the passenger area of the vehicle, thus greatly improving the collision safety of the bus.

[0064] It should be understood that since the passenger car is relatively large in volume, the corresponding energy absorption components 300, longitudinal beams 100, and cross beams 200 will all have relatively large dimensions. The longitudinal beams 100 and cross beams 200 have relatively high stiffness and can provide strong support. Therefore, even if the energy absorption component 300 is arranged in the front, under the support of the longitudinal beams 100 and cross beams 200 with relatively high structural strength, the energy absorption structure also has a certain stiffness. This support can ensure that the energy absorption component 300 can deform and absorb energy in the designed manner without excessive distortion or failure, thereby improving the reliability and stability of the entire energy absorption structure.

[0065] Correspondingly, due to the large volume of the passenger car, the energy generated during a collision is also relatively large. The large-sized energy absorption component 300 can better handle this situation and effectively reduce the damage caused by the collision to the occupants and the vehicle.

[0066] In some embodiments, referring to Figure 2 and in combination with Figure 1 , the energy absorption component 300 in the present application includes a plurality of energy absorption members 301. The plurality of energy absorption members 301 are arranged at intervals along the extending direction of the cross beam 200. In this way, during a collision, the collision energy can be dispersed to each energy absorption member 301 for absorption. And the interval arrangement of the plurality of energy absorption members 301 can make the force more evenly distributed. Each energy absorption member 301 bears a part of the collision force, avoiding structural damage caused by excessive local force. This can improve the overall stability and durability of the energy absorption structure and extend its service life.

[0067] It can be understood that the plurality of energy absorption members 301 provide more energy absorption paths, and the collision energy can be absorbed and dissipated in different ways through different energy absorption members 301. This can better adapt to collision forces in different directions and intensities and improve the adaptability and reliability of the energy absorption structure.

[0068] The sizes of the plurality of energy absorption members 301 can be the same or different. That is, the sizes of the energy absorption members 301 can be adapted to the changes in vehicle models.

[0069] In some embodiments, continuing to refer to Figure 2 , at least one first through hole 3011 penetrating the energy absorption member 301 in the front-rear direction is provided on the energy absorption member 301, and a second through hole 201 is provided at a position on the cross beam 200 corresponding to the first through hole 3011. The second through hole 201 is communicated with the first through hole 3011.

[0070] The first through-hole 3011 of the energy-absorbing member 301 enables the impact energy to be effectively transmitted to the cross beam 200 through the energy-absorbing member 301, enhancing its overall energy absorption capacity and promoting more uniform energy dispersion. At the same time, the existence of the through-hole can reduce the rigidity of the material, making the energy-absorbing member 301 prone to plastic deformation during a collision, thereby reducing the impact force transmitted to the vehicle body.

[0071] The second through-hole 201 corresponds to the first through-hole 3011, providing a relatively fixed propagation path for the shock wave generated by the energy-absorbing member 301 and the first through-hole 3011. In this way, when a collision occurs, the impact energy can be guided through this channel, thereby reducing the dispersion of energy in other parts and avoiding excessive stress concentration in local areas. Thus, the collision safety and energy absorption efficiency of the overall structure are improved, the impact on other components of the vehicle is effectively reduced, and the safety of the vehicle is enhanced.

[0072] In some embodiments, referring to Figure 3 and in combination with Figure 1 , the energy-absorbing structure further includes at least one mounting plate 400. At least one mounting plate 400 is disposed between the plurality of energy-absorbing members 301 and the cross beam 200. The plurality of energy-absorbing members 301 are fixed to at least one mounting plate 400, and at least one mounting plate 400 is detachably connected to the cross beam 200. The setting of the mounting plate 400 enables the plurality of energy-absorbing members 301 to be first fixed to the mounting plate 400, and then the mounting plate 400 is integrally connected to the cross beam 200.

[0073] At the same time, the mounting plate 400 can evenly transmit the force of the plurality of energy-absorbing members 301 to the cross beam 200, avoiding the situation of excessive local stress that may occur when the energy-absorbing members 301 are directly connected to the cross beam 200. This can improve the overall stability of the energy-absorbing structure and reduce the risk of structural damage during a collision.

[0074] Furthermore, some interfaces or mounting positions can be reserved on the mounting plate 400 to facilitate the integration of other functional components, such as sensors, indicator lights, etc. This can improve the intelligence level of the energy-absorbing structure and provide more guarantees for the safety performance of the vehicle.

[0075] In some embodiments, referring to Figure 2 , in order to connect the first through-hole 3011 and the second through-hole 201, a third through-hole is provided at a position corresponding to the first through-hole 3011 on the mounting plate 400, and the third through-hole is connected to both the first through-hole 3011 and the second through-hole 201.

[0076] Connecting through the connected through-holes can make the force between the mounting plate 400 and the cross beam 200 more evenly distributed. During vehicle driving and collision, local stress concentration can be reduced, and the overall stability and reliability of the energy absorption structure can be improved. The connected design of multiple through-holes increases the contact area between the connecting member and the mounting plate 400 and the cross beam 200, thereby improving the connection strength. It can better withstand the huge impact force generated during a collision and prevent the energy absorption structure from loosening or falling off during a collision.

[0077] In some embodiments, referring to Figure 6 , there is at least one fourth through-hole 202 provided on the cross beam 200, and along the front-rear direction, the multiple energy absorption members 301 do not block the fourth through-hole 202.

[0078] During the operation of a passenger vehicle, components such as the engine will generate a large amount of heat. If the heat dissipation is poor, it may lead to a decline in component performance, shortened lifespan, or even failures.

[0079] The unblocked fourth through-hole 202 can effectively open the air duct, allowing air to flow smoothly through, taking away heat, and ensuring good heat dissipation effect.

[0080] The energy absorption members 301 are mainly responsible for absorbing energy during a collision to protect the occupants and the vehicle structure. The setting of the fourth through-hole 202 does not affect the normal operation of the energy absorption members 301, and the two can independently perform their respective functions.

[0081] In some embodiments, referring to Figure 1 , along the extending direction of the cross beam 200, the multiple energy absorption members 301 are arranged in a staggered manner with at least one longitudinal beam 100.

[0082] The multiple energy absorption members 301 are arranged in a staggered manner with the longitudinal beam 100. During a collision, the collision force can be more evenly distributed on the energy absorption members 301 at different positions, avoiding the concentration of the collision force at the longitudinal beam 100, thereby improving the overall energy absorption effect. This staggered setting provides more energy absorption paths, and the collision energy can be absorbed and dissipated in different ways through different energy absorption members 301, further enhancing the performance of the energy absorption structure.

[0083] Combined with the passenger vehicle mentioned in this application, the front space of the passenger vehicle is limited. By arranging the energy absorption members 301 in a staggered manner with the longitudinal beam 100, the space can be better utilized, avoiding interference between the energy absorption members 301 and the longitudinal beam 100, and improving the space utilization rate.

[0084] In some embodiments, referring to Figure 1 , the longitudinal beam 100 includes a first longitudinal beam 100a and a second longitudinal beam 100b. The first longitudinal beam 100a and the second longitudinal beam 100b are arranged at intervals along the extending direction of the cross beam 200, and the cross beam 200 is connected to the front ends of the first longitudinal beam 100a and the second longitudinal beam 100b.

[0085] The first longitudinal beam 100a and the second longitudinal beam 100b are arranged at intervals and connected to the cross beam 200. When the vehicle is subjected to a frontal collision, the collision force can be dispersed to the two longitudinal beams 100, avoiding stress concentration at a single part, thereby improving the stability of the overall structure. The two longitudinal beams 100 jointly provide support for the cross beam 200, making the cross beam 200 more stable when bearing the collision force and not easily deformed or broken, providing a solid foundation for the energy absorption structure.

[0086] During the collision process, the first longitudinal beam 100a and the second longitudinal beam 100b can participate in energy absorption successively, and together with the energy absorption component 300, form a multi-stage energy absorption system. The longitudinal beams 100 and the energy absorption component 300 at different parts can deform and absorb energy in a targeted manner according to the magnitude and direction of the collision force, improving the energy absorption effect.

[0087] In some embodiments, referring to Figure 4 , in this application, at least one induction hole 1023 is provided at the front end of the longitudinal beam 100. The induction hole 1023 can collapse and deform at this place, which not only avoids excessive increase in collision acceleration due to over-strengthening of the vehicle frame and increases the harm to the human body, but also can deform and absorb energy at the guiding place, so as not to deform at an unfavorable position and increase the uncertainty of the collision result, making its deformation adjustable and controllable.

[0088] Specifically, along the extension direction of the first longitudinal beam 100a, a first energy absorption hole is provided on the side of the first longitudinal beam 100a where the cross beam 200 is located. Along the extension direction of the second longitudinal beam 100b, a second energy absorption hole is provided on the side of the second longitudinal beam 100b close to the cross beam 200. The first energy absorption hole and the second energy absorption hole here refer to the induction holes 1023 provided correspondingly at the front ends of the first longitudinal beam 100a and the second longitudinal beam 100b.

[0089] In this way, when the vehicle undergoes a frontal collision, the collision force is first transmitted to the energy absorption part 301, then transmitted from the energy absorption part 301 to the cross beam 200, and then transmitted from the cross beam 200 to the longitudinal beam 100.

[0090] The first energy absorption hole and the second energy absorption hole provide additional deformation space for the longitudinal beam 100 at the part close to the cross beam 200. During the collision process, the part of the longitudinal beam 100 on the side close to the cross beam 200 can undergo local deformation through these energy absorption holes, thereby absorbing a part of the collision energy and reducing the energy transmitted to other parts of the vehicle.

[0091] At the same time, by setting the shapes and positions of the first energy absorption hole and the second energy absorption hole, the deformation direction of the longitudinal beam 100 during the collision can be designed.

[0092] Furthermore, the first energy absorption hole and the second energy absorption hole are arranged oppositely.

[0093] The first energy absorption hole and the second energy absorption hole are arranged opposite to each other. During a collision, a symmetric energy absorption structure can be formed. The collision energy can be more evenly distributed on the two longitudinal beams 100 and absorbed and dissipated simultaneously through the two energy absorption holes, improving the energy absorption efficiency.

[0094] Moreover, the first energy absorption hole and the second energy absorption hole can cooperate with each other to jointly play the role of energy absorption. When one side of the longitudinal beam 100 is subjected to a collision force, the energy absorption hole on the other side of the longitudinal beam 100 will also be affected to a certain extent, thereby sharing part of the collision energy and enhancing the overall energy absorption effect. When the vehicle collides and the first longitudinal beam 100a is first subjected to the collision force, the collision energy will propagate along the first longitudinal beam 100a. Since the first energy absorption hole and the second energy absorption hole are arranged opposite to each other, the surrounding stress field will be changed to a certain extent, making it easier for the energy to be transmitted to the second energy absorption hole of the second longitudinal beam 100b through the cross beam 200 to achieve a balanced distribution state of energy.

[0095] In some embodiments, referring to Figure 1 , the energy absorption assembly 300 includes a first energy absorption member 301, a second energy absorption member 301, a third energy absorption member 301, and a fourth energy absorption member 301. Along the extension direction of the cross beam 200, the second energy absorption member 301 and the third energy absorption member 301 are located between the first longitudinal beam 100a and the second longitudinal beam 100b, and the second energy absorption member 301 is closer to the first longitudinal beam 100a than the third energy absorption member 301.

[0096] The first energy absorption member 301 is located on the side of the first longitudinal beam 100a away from the second energy absorption member 301, and the fourth energy absorption member 301 is located on the side of the second longitudinal beam 100b away from the third energy absorption member 301.

[0097] Considering the application scenario of a passenger car, the first energy absorption member 301, the second energy absorption member 301, the third energy absorption member 301, and the fourth energy absorption member 301 are arranged at intervals along the extension direction of the cross beam 200, which will not occupy the vertical direction (i.e., the height space) of the vehicle, and factors such as the head space of passengers, luggage placement, and vehicle aerodynamics do not need to be considered. Different types of passenger cars may have different height limits and space requirements. This design that does not occupy the vertical space can better adapt to various passenger car models and improve the versatility and applicability of the energy absorption structure.

[0098] At the same time, the first energy absorption member 301, the second energy absorption member 301, the third energy absorption member 301, and the fourth energy absorption member 301 arranged at intervals can disperse and absorb energy during a collision, avoiding the concentration of the collision force in a certain specific area. By dispersing the collision force to multiple energy absorption members 301, the local stress concentration can be reduced, the damage degree of the vehicle structure can be reduced, and the protection ability for occupants can be improved.

[0099] Furthermore, when the installation space corresponding to the passenger car meets the requirement of using four identical energy-absorbing components 301, the four energy-absorbing components 301 can adopt a modular design, which is convenient for production, installation, and maintenance.

[0100] In some embodiments, the structural strength of the crossbeam 200 is greater than that of the energy-absorbing component 301.

[0101] It can be understood that when the collision force is transmitted to the energy-absorbing component 301, the crossbeam 200 can limit the excessive deformation of the energy-absorbing component 301 and make it absorb energy in a predetermined manner. This can improve the energy absorption efficiency of the energy-absorbing component 301 and better protect the vehicle and the occupants.

[0102] In some embodiments, the structural strength of the longitudinal beam 100 is greater than that of the energy-absorbing component 301 and less than that of the crossbeam 200.

[0103] During a collision, the energy-absorbing component 301 usually comes into contact with the collision force first. Due to the relatively low structural strength of the energy-absorbing component 301, it will deform and absorb energy preferentially, consuming a part of the collision energy. Then, the collision force is transmitted to the crossbeam 200. As the strongest part of the entire structure, the crossbeam 200 can provide strong support at a critical moment, preventing the collision force from excessively invading the interior of the vehicle and protecting the safety of the occupants. Finally, the longitudinal beam 100 will receive this energy. This way of absorbing energy step by step can more effectively reduce the damage caused by the collision to the vehicle and the occupants.

[0104] In some embodiments, at least one longitudinal beam 100 is detachably connected to the crossbeam 200. When the vehicle collides or there is local damage to the longitudinal beam 100 or the crossbeam 200 during use, if the longitudinal beam 100 and the crossbeam 200 are detachably connected, the damaged component can be repaired or replaced separately without replacing the entire body structure, greatly reducing the repair cost and time.

[0105] Exemplarily, the longitudinal beam 100 and the crossbeam 200 are connected by bolts.

[0106] The design of the detachable connection enables the vehicle to more flexibly design the structures and shapes of the longitudinal beam 100 and the crossbeam 200 to meet different vehicle performance and safety requirements. For example, according to the weight, size, and use of the vehicle, the longitudinal beam 100 and the crossbeam 200 with different strengths and stiffnesses can be designed to achieve the best performance and safety effects.

[0107] Among them, the crossbeam 200 uses welded assemblies, with a relatively heavier structure and a relatively complex process.

[0108] In some embodiments, see Figure 1, the energy absorption structure further includes at least one support member 500, including a first support member 500 and a second support member 500 provided corresponding to each longitudinal beam 100. The first support member 500 and the second support member 500 are respectively located on both sides of the longitudinal beam 100 along the extending direction of the cross beam 200.

[0109] During the driving of the vehicle, due to uneven road surfaces or other factors, the longitudinal beam 100 may be subjected to torsional forces. The support members 500 on both sides can limit the torsion of the longitudinal beam 100, maintain the shape and position stability of the longitudinal beam 100, and ensure that the energy absorption structure can function properly.

[0110] The support member 500 can integrate other brackets, such as a steering gear bracket, which can not only make connections but also install the steering gear, or integrate a cab mount bracket, or other component brackets.

[0111] At the same time, when the energy absorption structure is subjected to a collision force, the stress will be transmitted to the support member 500 through the longitudinal beam 100. The arrangement of the first support member 500 and the second support member 500 can disperse the stress, avoid stress concentration on a certain part of the longitudinal beam 100, and reduce the risk of local damage to the longitudinal beam 100.

[0112] During the collision process, the support member 500 can guide the deformation direction of the longitudinal beam 100, making it develop in a direction beneficial to energy absorption. For example, the support member 500 can be designed to have a lower strength in a specific direction, so that the longitudinal beam 100 preferentially deforms in these directions during a collision, thereby improving the energy absorption effect.

[0113] Furthermore, the first support member 500 is detachably connected to the longitudinal beam 100, and correspondingly, the second support member 500 is detachably connected to the longitudinal beam 100. Correspondingly, the first support member 500 is detachably connected to the cross beam 200, and the second support member 500 is detachably connected to the cross beam 200. Both can exist or only one can exist.

[0114] When a certain component among the first support member 500, the second support member 500, the longitudinal beam 100 or the cross beam 200 is damaged, it can be detached and repaired or replaced separately without replacing the entire energy absorption structure. This greatly reduces the repair cost and time and improves the usability of the vehicle.

[0115] At the same time, with the progress of technology and the improvement of safety standards, the support member 500 can be conveniently upgraded. For example, the support member 500 with higher strength and better energy absorption effect can be replaced to improve the collision safety of the vehicle without large-scale modification of the entire vehicle.

[0116] In some embodiments, see Figure 1, the longitudinal beam 100 includes a longitudinal beam body 101 and a reinforcing beam 102. The extending direction of the longitudinal beam body 101 and the extending direction of the reinforcing beam 102 are both consistent with the extending direction of the longitudinal beam 100, and the longitudinal beam body 101 is fixedly connected to the reinforcing beam 102. At this time, the longitudinal beam body 101 and the reinforcing beam 102 can also be detachably connected.

[0117] Further, in order to improve the bending resistance, the reinforcing beam 102 is a tubular structure, and the axial direction of the reinforcing beam 102 is consistent with the extending direction of the reinforcing beam 102.

[0118] The reinforcing beam 102 is fixedly connected to the longitudinal beam body 101 and has the same extending direction, which can provide additional support and strength for the longitudinal beam 100. During the driving of the vehicle, the longitudinal beam 100 bears various forces from the road surface, engine, passengers, and goods, etc. The presence of the reinforcing beam 102 can effectively share these forces, improve the load-bearing capacity of the longitudinal beam 100, and ensure the structural stability of the vehicle.

[0119] During a collision, the reinforcing beam 102 can participate in energy absorption together with the longitudinal beam body 101. The tubular-structured reinforcing beam 102 has a large surface area and internal space, and can absorb more collision energy through deformation and extrusion, improving the energy absorption effect. At the same time, the tubular structure of the reinforcing beam 102 can guide the deformation direction of the longitudinal beam 100 during a collision.

[0120] Further, referring to Figure 5 , the reinforcing beam 102 includes a first reinforcing plate 1021 and a second reinforcing plate 1022.

[0121] The first reinforcing plate 1021 includes a first plate portion, and a second plate portion and a third plate portion respectively connected to opposite ends of the first plate portion. The first plate portion, the second plate portion, and the third plate portion enclose a groove space, and an opening is formed at one end of the groove space facing away from the first plate portion.

[0122] The second reinforcing plate 1022 is disposed at the opening and is fixed to the first reinforcing plate 1021. The first plate portion, the second plate portion, the third plate portion, and the second reinforcing plate 1022 form four side plates of the reinforcing beam 102.

[0123] Exemplarily, the second reinforcing plate 1022 is welded to the first reinforcing plate 1021.

[0124] In this way, the groove space is enclosed by three plate portions of the first reinforcing plate 1021, and together with the second reinforcing plate 1022, a closed tubular structure is formed, which is equivalent to a multi-layer plate combination. This multi-layer structure can significantly improve the bending resistance, torsional resistance, and compressive strength of the reinforcing beam 102, making it more stable and reliable when bearing various external forces.

[0125] When subjected to force, each plate portion can jointly bear the load and disperse the stress to different parts. This can avoid stress concentration in a specific area, reduce the risk of local deformation and damage, and improve the structural strength and durability of the entire longitudinal beam 100. Moreover, the design of the groove space provides more deformation areas for the reinforcing beam 102 during a collision. When a vehicle collides, the reinforcing beam 102 can absorb energy through its own deformation, reducing the impact force transmitted to other parts of the vehicle and the occupants.

[0126] In some embodiments, referring to Figure 5 , a guiding hole 1023 is provided in a preset section of the reinforcing beam 102.

[0127] The presence of the guiding hole 1023 can guide the reinforcing beam 102 to deform in a specific area when a collision occurs.

[0128] It should be noted that the preset section can be the first 1 / 2 section, the first 1 / 3 section, the first 1 / 4 section, the first 1 / 5 section or the 1 / 6 section of the longitudinal beam 100.

[0129] When a collision force acts on the reinforcing beam 102, deformation will preferentially occur at the guiding hole 1023 in the preset section, so that energy can be absorbed and dissipated more specifically, avoiding the disordered diffusion of energy in other parts and improving the energy absorption efficiency.

[0130] In the absence of the guiding hole 1023, the collision force may cause severe stress concentration in some parts of the reinforcing beam 102, thereby increasing the risk of structural damage. The setting of the guiding hole 1023 can disperse the stress, make the stress distribution on the reinforcing beam 102 more uniform, reduce the situation of excessive local stress, and improve the stability and reliability of the structure.

[0131] In some embodiments, referring to Figure 4 , the longitudinal beam body 101 includes a top plate and a bottom plate that are opposite and spaced apart, and side plates connected between the top plate and the bottom plate. A receiving groove 1011 is formed among the top plate, the side plates and the bottom plate, and the reinforcing beam 102 is received in the receiving groove 1011.

[0132] Receiving the reinforcing beam 102 in the receiving groove 1011 of the longitudinal beam body 101 enables the top plate, the side plates and the bottom plate to jointly bear the load with the reinforcing beam 102 when the longitudinal beam 100 is subjected to an external force. This combined structure can significantly improve the bending resistance, torsional resistance and compressive strength of the longitudinal beam 100, enhance its load-bearing capacity, and ensure that the vehicle can stably support various loads during driving. At the same time, such a setting can also make full use of the space inside the longitudinal beam 100, avoid the reinforcing beam 102 occupying additional space, and thus make the overall structure of the vehicle more compact.

[0133] When the vehicle is subjected to a collision or other impact force, the accommodation groove 1011 can limit the deformation of the reinforcing beam 102, enabling it to undergo controllable deformation within a certain range, thereby protecting the key components of the vehicle and the safety of the occupants. At the same time, the top plate, side plates, and bottom plate of the longitudinal beam body 101 can also provide additional support for the reinforcing beam 102, reducing the overall deformation degree of the longitudinal beam 100.

[0134] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. An energy-absorbing structure is applied to a vehicle, and is characterized in that, Comprising: At least one longitudinal beam (100); A cross beam (200), connected to the front end of the at least one longitudinal beam (100); An energy absorption component (300), provided on the front side of the cross beam (200).

2. The energy-absorbing structure according to claim 1, wherein The energy absorption component (300) comprises: A plurality of energy absorption members (301), the plurality of energy absorption members (301) being spaced apart along the extending direction of the cross beam (200).

3. The energy-absorbing structure according to claim 2, wherein The energy absorption member (301) is provided with at least one first through hole (3011) penetrating the energy absorption member (301) in the front-rear direction, and a second through hole (201) is provided at a position corresponding to the first through hole (3011) on the cross beam (200), and the second through hole (201) is communicated with the first through hole (3011).

4. The energy absorption structure according to claim 3, wherein, Further comprising: At least one mounting plate (400), the at least one mounting plate (400) being disposed between the plurality of energy absorption members (301) and the cross beam (200), the plurality of energy absorption members (301) being fixed to the at least one mounting plate (400), and the at least one mounting plate (400) being detachably connected to the cross beam (200).

5. The energy-absorbing structure according to claim 4, characterized in that, A third through hole is provided at a position corresponding to the first through hole (3011) on the mounting plate (400), and the third through hole is communicated with both the first through hole (3011) and the second through hole (201).

6. The energy-absorbing structure according to claim 2, wherein At least one fourth through hole (202) is further provided on the cross beam (200); In the front-rear direction, the plurality of energy absorption members (301) do not block the fourth through hole (202).

7. The energy absorption structure according to any one of claims 2-6, characterized in that, In the extending direction of the cross beam (200), the plurality of energy absorption members (301) are arranged in a staggered manner with respect to the at least one longitudinal beam (100).

8. The energy-absorbing structure according to claim 7, characterized in that The longitudinal beam (100) comprises a first longitudinal beam (100a) and a second longitudinal beam (100b), the first longitudinal beam (100a) and the second longitudinal beam (100b) being spaced apart along the extending direction of the cross beam (200); The cross beam (200) is connected to the front ends of the first longitudinal beam (100a) and the second longitudinal beam (100b).

9. The energy-absorbing structure according to claim 8, characterized in that, The energy absorption component (300) comprises: A first energy absorption member (301), a second energy absorption member (301), a third energy absorption member (301) and a fourth energy absorption member (301), in the extending direction of the cross beam (200), the second energy absorption member (301) and the third energy absorption member (301) are located between the first longitudinal beam (100a) and the second longitudinal beam (100b), and the second energy absorption member (301) is closer to the first longitudinal beam (100a) than the third energy absorption member (301); The first energy absorption member (301) is located on a side of the first longitudinal beam (100a) away from the second energy absorption member (301), and the fourth energy absorption member (301) is located on a side of the second longitudinal beam (100b) away from the third energy absorption member (301).

10. The energy-absorbing structure according to claim 2, wherein The structural strength of the cross beam (200) is greater than the structural strength of the energy absorption member (301).

11. The energy-absorbing structure according to claim 2, wherein, The structural strength of the longitudinal beam (100) is greater than the structural strength of the energy absorption member (301) and less than the structural strength of the cross beam (200).

12. The energy-absorbing structure according to claim 1, characterized in that, The at least one longitudinal beam (100) is detachably connected to the cross beam (200).

13. The energy-absorbing structure according to claim 12, wherein Further included are: At least one support member (500), including a first support member (500) and a second support member (500) provided corresponding to each longitudinal beam (100), the first support member (500) and the second support member (500) are respectively located on both sides of the longitudinal beam (100) along the extending direction of the cross beam (200); The first support member (500) is detachably connected to the longitudinal beam (100), and the second support member (500) is detachably connected to the longitudinal beam (100), and / or, the first support member (500) is detachably connected to the cross beam (200), and the second support member (500) is detachably connected to the cross beam (200).

14. The energy-absorbing structure according to claim 1, characterized in that, At least one induction hole (1023) is provided at the front end of the longitudinal beam (100).

15. The energy-absorbing structure according to claim 1, characterized in that, The longitudinal beam (100) includes a longitudinal beam body (101) and a reinforcing beam (102), the extending direction of the longitudinal beam body (101) and the extending direction of the reinforcing beam (102) are both consistent with the extending direction of the longitudinal beam (100), and the longitudinal beam body (101) is fixedly connected to the reinforcing beam (102).

16. The energy-absorbing structure according to claim 15, characterized in that, The reinforcing beam (102) is of a cylindrical structure, and the axial direction of the reinforcing beam (102) is consistent with the extending direction of the longitudinal beam (100).

17. The energy-absorbing structure according to claim 16, wherein The reinforcing beam (102) includes a first reinforcing plate (1021) and a second reinforcing plate (1022); The first reinforcing plate (1021) includes a first plate portion, and a second plate portion and a third plate portion respectively connected to opposite ends of the first plate portion, the first plate portion, the second plate portion and the third plate portion enclose a groove space, and an opening is formed at one end of the groove space facing away from the first plate portion; The second reinforcing plate (1022) is disposed at the opening and is fixed to the first reinforcing plate (1021), and the first plate portion, the second plate portion, the third plate portion and the second reinforcing plate (1022) form four side plates of the reinforcing beam (102).

18. The energy-absorbing structure according to claim 15, characterized in that, An induction hole (1023) is provided in a preset section of the reinforcing beam (102).

19. The energy absorption structure according to any one of claims 14-18, characterized in that, The longitudinal beam body (101) includes a top plate and a bottom plate that are opposite and spaced apart, and side plates connected between the top plate and the bottom plate; A receiving groove (1011) is formed among the top plate, the side plates and the bottom plate, and the reinforcing beam (102) is received in the receiving groove (1011).

20. A vehicle, characterized in that, Included are: A vehicle body; An energy absorption structure as described in any one of claims 1-19, the energy absorption structure is disposed on the front side of the vehicle body, and the energy absorption structure is adapted to absorb the energy generated when the vehicle has a frontal collision.

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