Collision energy absorption unit for vehicle, collision energy absorption system, vehicle, method for collision energy absorption of vehicle, and computer program product

Abstract

The invention relates to a collision energy-absorbing unit for a vehicle, which is arranged between a vehicle body and a vehicle part of the vehicle and is used for absorbing collision energy of the vehicle part to the vehicle body during a collision of the vehicle, and the collision energy-absorbing unit at least comprises a collision energy-absorbing device and a position adjusting device, the collision energy absorbing device is movably connected with the vehicle body through a position adjusting device, and the position adjusting device is configured to be suitable for adjusting the position of the collision energy absorbing device relative to the vehicle body at least on the basis of at least one parameter related to a collision of the vehicle. The invention also relates to a crash energy absorption system, a vehicle, a method for crash energy absorption of a vehicle, and a computer program product. According to the collision energy absorption device, the collision energy of the vehicle parts can be efficiently absorbed during vehicle collision, the position of the collision energy absorption device is adjusted based on the parameters related to the collision, and therefore intrusion of collision of the vehicle parts to a vehicle body structure such as a passenger compartment or a power battery space is reliably avoided, and the safety of passengers and the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle safety, and more specifically to a collision energy absorption unit for a vehicle. Furthermore, this invention also relates to a collision energy absorption system for a vehicle, a vehicle, a method for collision energy absorption for a vehicle, and a computer program product. Background Technology

[0002] As vehicles become an integral part of people's lives, vehicle safety has increasingly become a focus of attention.

[0003] Typically, powertrain components such as engines or electric motors are located in the front area of ​​a vehicle, in front of the passenger compartment. In the event of a collision, these powertrain components deform along the direction of impact towards the center tunnel of the vehicle, colliding with it and potentially partially or completely intruding into the passenger compartment. This not only damages the powertrain components but also seriously threatens the safety of the occupants.

[0004] Furthermore, in new energy vehicles, such as plug-in hybrid electric vehicles, because the engine and electric motor are located in the front area, and the power battery is located under the passenger compartment floor, the powertrain components can intrude into the space where the power battery is located during a collision. This can not only damage the power battery, but also, in severe cases, pose a risk of fire or even explosion.

[0005] Therefore, there is still a need to improve existing technologies to address at least some of the aforementioned problems. Summary of the Invention

[0006] Based on this, the present invention proposes an efficient solution that not only overcomes the shortcomings of existing technical solutions, but also effectively protects the passenger compartment and other important vehicle components, such as high-voltage batteries.

[0007] According to a first aspect of the invention, a collision energy absorption unit for a vehicle is provided, wherein the collision energy absorption unit is disposed between the vehicle body and vehicle components and is used to absorb the collision energy of the vehicle components on the vehicle body during a collision of the vehicle, wherein the collision energy absorption unit includes at least a collision energy absorption device and a position adjustment device, the collision energy absorption device being movably connected to the vehicle body via the position adjustment device, and the position adjustment device being configured to adjust the position of the collision energy absorption device relative to the vehicle body based at least on at least one parameter related to a collision of the vehicle.

[0008] The basic concept of this invention is that by placing the collision energy absorption unit between the vehicle body and vehicle components, such as the engine or electric motor, the collision energy of the vehicle components can be efficiently absorbed during a vehicle collision. Simultaneously, the position of the collision energy absorption device can be adjusted based on collision-related parameters, thereby reliably preventing the collision of vehicle components from intruding into the vehicle body structure, such as the passenger compartment or battery space, thus improving occupant and vehicle safety during a collision.

[0009] Advantageous configurations of the technical solution of the present invention can be obtained from the following optional embodiments.

[0010] In one alternative embodiment of the collision energy-absorbing unit according to the invention, the position of the collision energy-absorbing device relative to the vehicle body is adjusted additionally based on the dynamic parameters of the vehicle and / or based on the properties of the vehicle components and / or based on the occupant properties and / or occupant positions in the vehicle.

[0011] According to an optional embodiment of the collision energy absorption unit of the present invention, the collision energy absorption device includes at least one of the following: a friction-type collision energy absorption device, a crushing-type collision energy absorption device, and a hydraulic or pneumatic damping-type collision energy absorption device.

[0012] In an optional embodiment of the collision energy absorption unit according to the present invention, at least one parameter related to the collision of the vehicle includes: collision direction, collision acceleration, collision velocity, and collision duration.

[0013] According to an optional embodiment of the collision energy absorption unit of the present invention, the position of the collision energy absorption device relative to the vehicle body includes at least one of the following: angular position, lateral position, and height position.

[0014] In one alternative embodiment of the collision energy absorption unit according to the present invention, the collision energy absorption device is detachably connected to the position adjustment device.

[0015] In an optional embodiment of the collision energy absorption unit according to the present invention, the position adjustment device includes: a hinge element connecting the collision energy absorption device to the vehicle body and configured to allow the collision energy absorption device to rotate relative to the vehicle body; and / or a guide rail element disposed on the vehicle body and configured to allow the collision energy absorption device to move relative to the vehicle body in the lateral and / or height directions of the vehicle.

[0016] In one alternative embodiment of the collision energy absorption unit according to the present invention, the collision energy absorption unit further includes a driving device configured to drive the position adjustment device, thereby enabling the position of the collision energy absorption device to be adjusted in a controlled manner.

[0017] In one optional embodiment of the collision energy absorption unit according to the present invention, one end of the collision energy absorption device is connected to the hinge element and / or the guide rail element, and the other end of the collision energy absorption device is connected to the vehicle component or is opposite to the vehicle component.

[0018] According to an optional embodiment of the collision energy absorption unit of the present invention, a plurality of collision energy absorption units are provided, and the plurality of collision energy absorption units are distributed on the vehicle body along the lateral direction and / or height direction of the vehicle.

[0019] According to an optional embodiment of the collision energy absorption unit of the present invention, the collision energy absorption unit is arranged in the front region of the central channel of the vehicle body along the longitudinal direction of the vehicle, and the passenger compartment and / or power battery of the vehicle is located behind the front region, wherein the vehicle component is the powertrain component of the vehicle, such as an engine and / or an electric motor.

[0020] In an optional embodiment of the collision energy absorption unit according to the present invention, the collision energy absorption device includes a first friction element and a second friction element, such as a friction plate, wherein the first friction element is friably connected to each other relative to the second friction element, the first friction element is connected to the hinge element, and the second friction element is connected to the vehicle component.

[0021] In one alternative embodiment of the collision energy absorption unit according to the invention, the collision energy absorption device includes a crumple element, such as a crumple box, the crumple element being made of at least partially malleable material, and one end of the crumple element being connected to the hinge element, and the other end of the crumple element being connected to the vehicle component.

[0022] In an optional embodiment of the collision energy absorption unit according to the present invention, the collision energy absorption device includes a spring damping element, the spring damping element includes a damping element and a spring element mounted on the damping element, one end of the spring damping element is connected to the hinge element, and the other end of the spring damping element is connected to the vehicle component.

[0023] In one alternative embodiment of the collision energy absorption unit according to the invention, the hinge element is arranged on the guide rail element.

[0024] According to a second aspect of the present invention, a collision energy absorption system for a vehicle is provided, wherein the collision energy absorption system comprises: A collision energy absorption unit according to one of the above embodiments; A sensing device configured to detect at least one parameter related to a collision with the vehicle; and A control device, which is data-connected to the sensing device and the collision energy-absorbing unit and configured to generate and output a control signal for adjusting the position of the collision energy-absorbing unit relative to the vehicle body based on at least one parameter related to the collision.

[0025] In one alternative embodiment of the collision energy absorption system according to the invention, the sensing device includes a collision sensor and / or an acceleration sensor, the sensing device being disposed on the vehicle component and / or the vehicle body.

[0026] In an optional embodiment of the collision energy absorption system according to the present invention, the collision energy absorption system further includes an occupant detection device for detecting occupants and / or a dynamic parameter detection device for detecting dynamic parameters of the vehicle, wherein the control device is data-connected to the occupant detection device and / or the dynamic parameter detection device.

[0027] In one optional embodiment of the collision energy absorption system according to the present invention, the control device stores the properties of vehicle components corresponding to the collision energy absorption unit.

[0028] According to a third aspect of the present invention, a vehicle is provided, wherein the vehicle includes a collision energy absorption unit or collision energy absorption system according to one of the above embodiments.

[0029] According to an alternative embodiment of the vehicle of the present invention, the vehicle is a fuel-powered vehicle or a new energy vehicle.

[0030] According to a fourth aspect of the present invention, a method for absorbing energy in a collision for a vehicle is provided, wherein the method is performed by a collision energy absorption system according to one of the above embodiments and includes the following steps: S110 detects at least one parameter related to a collision with the vehicle; S120 generates and outputs a control signal for adjusting the position of the collision energy absorption device of the collision energy absorption system relative to the vehicle body based on at least one parameter related to the collision with the vehicle; and S130 controls the position adjustment device of the collision energy absorption system based on the control signal.

[0031] In an alternative embodiment of the method according to the invention, in step S120, the control signal is additionally generated and output based on the dynamic parameters of the vehicle and / or the properties of the vehicle components and / or the occupant properties and / or occupant positions in the vehicle.

[0032] In an optional embodiment of the method according to the invention, in step S130, the position adjustment device is adjusted such that the collision energy absorption device rotates relative to the vehicle body and / or moves along the height direction of the vehicle and / or moves along the lateral direction of the vehicle, thereby guiding the collision force of the vehicle component diagonally downward toward the vehicle body.

[0033] According to an optional embodiment of the method of the present invention, a plurality of collision energy absorption units are provided, which are arranged at intervals along the height direction of the vehicle. In step S130, the corresponding collision energy absorption devices of the plurality of collision energy absorption units are adjusted from top to bottom along the height direction such that the downward tilt angle of the corresponding collision energy absorption device relative to the vehicle body increases sequentially from top to bottom.

[0034] According to a fifth aspect of the present invention, a computer program product, such as a computer-readable program carrier, is provided, the computer program product including or storing computer program instructions, which, when executed by a processor, at least assist in implementing the steps of the method according to one of the above embodiments.

[0035] Further features of the invention will become apparent from the claims, drawings, and description of the figures. Features and combinations of features mentioned in the foregoing description, as well as features and combinations of features mentioned in the following description of the figures and / or shown only in the figures, can be used not only in the corresponding specified combinations, but also in other combinations without departing from the scope of the invention. Therefore, the following are also considered to be covered and disclosed by the invention: those not explicitly shown in the figures and not explicitly interpreted, but rather derived from and produced by combinations of separate features derived from the interpreted content. The following combinations of features are also considered to be disclosed: those that do not possess all the features of the originally drafted independent claims. Furthermore, the following combinations of features are considered to be disclosed, especially those exceeding or deviating from the feature combinations defined in the reference relationships of the claims. Attached Figure Description

[0036] The principles, features, and advantages of the invention will be better understood below by referring to the accompanying drawings. In the drawings: Figure 1 A schematic diagram showing an embodiment of the vehicle of the present invention; Figure 2 Show Figure 1 A schematic partial side view of the vehicle; Figure 3 A schematic diagram showing an embodiment of the collision energy absorption system of the present invention is shown; Figure 4A schematic diagram showing an embodiment of the collision energy absorption unit of the present invention is shown; Figure 5 A schematic diagram showing a first embodiment of the collision energy absorption device of the collision energy absorption unit of the present invention; Figure 6 A schematic diagram showing a second embodiment of the collision energy absorption device of the collision energy absorption unit of the present invention; Figure 7 A schematic diagram showing a third embodiment of the collision energy absorption device of the collision energy absorption unit of the present invention; Figure 8 Show Figure 1 A schematic partial front view of the vehicle; Figure 9 A schematic diagram showing another embodiment of the collision energy absorption unit of the present invention is shown; Figure 10 A schematic flowchart of the method for absorbing energy in a collision for a vehicle according to the present invention is shown; Figure 11 This shows a side view of the collision energy absorption unit of the present invention during a collision; Figure 12 This shows a front view of the collision energy absorption unit of the present invention during a frontal collision; and Figure 13 The diagram shows a front view of the collision energy absorption unit of the present invention during an oblique collision.

[0037] List of reference numerals 1 vehicle 2. Collision Energy Absorption System 3. Body 4. Vehicle components 5. Power Battery 6. Sensing Devices 7. Control device 8. Occupant detection device 9. Dynamic parameter detection device 20 Collision Energy Absorption Units 21. Collision energy absorption device 22 Position Adjustment Device 23 Drive unit 31 Crew Cabin 32 Central Channels 61 Collision Sensors 62 Accelerometer 100 methods 211 First Friction Element 212 Second friction element 213 Collapse element 214 Spring damping element 221 Hinge element 222 Guide rail components 2141 Damping element 2142 Spring element S110-S130 Method Steps X Vertical direction Y (horizontal direction) Z represents the height direction. Detailed Implementation

[0038] To make the technical problems to be solved, the technical solutions, and the beneficial technical effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and several exemplary embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of protection of this invention.

[0039] In this specification, for convenience, terms such as "middle," "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," and "outer" are used to indicate orientation or positional relationships in conjunction with the accompanying drawings. This is solely for the purpose of facilitating the description and simplification, and does not imply that the device or element referred to has a specific orientation, or is constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this disclosure. The positional relationships of the constituent elements may be appropriately varied depending on the direction in which each constituent element is described. Therefore, the use of terms not limited to those described in the specification may be appropriately replaced as needed.

[0040] Figure 1 A schematic diagram showing an embodiment of the vehicle 1 of the present invention is provided. Figure 2 Show Figure 1 A schematic partial side view of vehicle 1.

[0041] In this embodiment, vehicle 1 is a passenger car and specifically an SUV. Exemplarily, vehicle 1 is configured as a new energy vehicle, such as a hybrid vehicle. A passenger compartment 31 is constructed within the body 3 of vehicle 1. A power battery 5 is arranged below the floor of the passenger compartment 31. Of course, other types of vehicle 1, such as conventional gasoline-powered vehicles, can also be considered.

[0042] For ease of understanding and description, the XYZ coordinate system is also indicated in the attached diagram. X represents the longitudinal direction of vehicle 1, which is also consistent with the forward direction of vehicle 1; Y represents the lateral direction of vehicle 1; and Z represents the height direction of vehicle 1.

[0043] A vehicle component 4 is arranged in the front region of vehicle 1. According to this embodiment, vehicle component 4 is a powertrain component of vehicle 1, such as a gasoline engine (e.g.,...). Figure 2(Illustrative illustration). Of course, other powertrain components, such as electric motors, can also be located in the front area.

[0044] When vehicle 1 is traveling in the direction of travel, if it collides with another vehicle from the front, the vehicle component 4 located in the front region will move in the opposite direction of travel due to the impact, deforming the body 3 and potentially intruding into the passenger compartment 31. Furthermore, since the power battery 5 is typically located below the passenger compartment 31 and behind the body panels in the front region of the passenger compartment 31 along the longitudinal direction X, the movement of vehicle component 4 in the opposite direction of travel and its intrusion into the passenger compartment 31 will also compress and impact the power battery 5. This not only causes serious injury to the occupants but also damages the power battery 5, potentially leading to leakage, fire, or even explosion.

[0045] To avoid the above risks, please refer to the following: Figures 3 to 13 And also combined Figure 1 and Figure 2 The present invention will be described in detail.

[0046] Figure 3 A schematic diagram of an embodiment of the collision energy absorption system 2 of the present invention is shown.

[0047] According to this embodiment, vehicle 1 includes a collision energy absorption system 2. The collision energy absorption system 2 includes a collision energy absorption unit 20, a sensing device 6, a control device 7, an occupant detection device 8 for detecting occupants, and a dynamic parameter detection device 9 for detecting dynamic parameters of vehicle 1.

[0048] The sensing device 6 is used to detect at least one parameter related to the collision of the vehicle 1 and transmit it to the control device 7.

[0049] For example, at least one parameter related to the collision of vehicle 1 may include: collision direction, collision acceleration, collision velocity, and collision duration.

[0050] According to one embodiment, the sensing device 6 includes a collision sensor 61 and an acceleration sensor 62. For example... Figure 1 and Figure 2 As shown, the collision sensor 61 is mounted on the bumper of the vehicle body 3, and the acceleration sensor 62 is mounted on the vehicle component 4, such as the gasoline engine. The collision sensor 61 generates a collision signal based on the acceleration during a collision, and the acceleration sensor 62 can detect the collision acceleration and direction during a collision. Alternatively, only the acceleration sensor 62 may be provided, or the acceleration sensor 62 may be provided on both the vehicle body 3 and the vehicle component 4.

[0051] For example, the occupant detection device 8 may be a camera arranged in the occupant compartment 31 and capable of detecting images of occupants and the occupant's position in the occupant compartment 31.

[0052] For example, the occupant detection device 8 can also generate occupant attributes in the vehicle 1 based on the detected images, such as age, gender, body size, etc.

[0053] For example, the dynamic parameter detection device 9 may include a speed sensor for detecting the speed of the vehicle 1, a yaw rate sensor for detecting the yaw rate of the vehicle 1, etc.

[0054] The control device 7 is connected to the sensing device 6, the occupant detection device 8, and the dynamic parameter detection device 9 respectively, and is able to receive corresponding detection data from them (such as...). Figure 3 (As shown by the dashed arrow in the image) and the detection data is analyzed and processed.

[0055] For example, the control device 7 may include a processor and a memory. The processor is capable of analyzing and processing the detection data, and generating control signals based on the analysis and processing results. The memory is capable of storing existing and detected data information.

[0056] like Figure 1 and Figure 2 As shown, the collision energy absorption unit 20 is arranged between the body 3 of the vehicle 1 and the vehicle component 4 and is used to absorb the collision energy of the vehicle component 4 on the body 3 during a collision of the vehicle 1.

[0057] In this invention, "the collision energy absorption unit 20 is arranged between the vehicle body 3 and the vehicle component 4" can be understood as the collision energy absorption unit 20 being located between the vehicle component 4 and the vehicle body 3 in the collision force flow.

[0058] like Figure 2 As shown, according to this embodiment, the collision energy absorption unit 20 is arranged in the front region of the central passage 32 of the vehicle body 3, along the longitudinal direction X of the vehicle 1. The passenger compartment 31 of the vehicle 1 and the power battery 5 are located behind this front region.

[0059] like Figure 3 As shown in the dashed box, the collision energy absorption unit 20 exemplarily includes a collision energy absorption device 21, a position adjustment device 22, and a drive device 23. The collision energy absorption device 21 is movably connected to the vehicle body 3 via the position adjustment device 22 and is used to absorb the collision energy of the vehicle components 4 during a collision with the vehicle 1. The position adjustment device 22 adjusts the position of the collision energy absorption device 21 relative to the vehicle body 3 based on at least one parameter related to the collision with the vehicle 1. The drive device 23 is used to drive the position adjustment device 22, thereby enabling the position adjustment device 22 to adjust the position of the collision energy absorption device 21 in a controlled manner.

[0060] like Figure 3 As shown, the control device 7 is data-connected to the collision energy absorption unit 20 and generates and outputs a control signal for controlling the drive device 23 to adjust the position of the collision energy absorption device 21 relative to the vehicle body 3 based on the detection data of the sensing device 6, the occupant detection device 8 and / or the dynamic parameter detection device 9.

[0061] For example, the control device 7 may also store the attributes of the vehicle component 4 corresponding to the collision energy absorption unit 20, such as engine size, engine displacement, engine type, electric motor power, electric motor location, etc., and additionally generate control signals based on the attributes of the vehicle component 4.

[0062] Figure 4 A schematic diagram of one embodiment of the collision energy absorption unit 20 of the present invention is shown.

[0063] For example, the collision energy absorption unit 20 includes a collision energy absorption device 21, a position adjustment device 22, and a drive device 23.

[0064] The position adjustment device 22 includes a hinge element 221. The hinge element 221 connects the collision energy absorption device 21 to the vehicle body 3 and enables the collision energy absorption device 21 to rotate relative to the vehicle body 3. Figure 4 As shown, one end of the hinge element 221 is fixedly connected to the vehicle body 3, and the other end of the hinge element 221 is rotatably connected to the collision energy absorption device 21.

[0065] The hinge element 221 can be driven by the drive device 23 during a collision, causing the collision energy absorption device 21 to tilt relative to the vehicle body 3. In other words, during a collision, the hinge element 221 can make the end of the collision energy absorption device 21 connected to the vehicle component 4 higher or lower than the other end connected to the vehicle body 3, thereby guiding the vehicle component 4 to tilt upward or downward relative to the vehicle body 3 while absorbing collision energy.

[0066] For example, the drive device 23 is configured as a motor and is capable of driving the hinge axis of the hinge element 221 to rotate. Here, the motor shaft of the motor is torsionally connected to the hinge axis of the hinge element 221.

[0067] One end of the collision energy absorption device 21 is connected to the hinge element 221, and the other end of the collision energy absorption device 21 is connected to the vehicle component 4. Alternatively, the other end of the collision energy absorption device 21 may also be opposite to the vehicle component 4 and not in contact with it in a non-collision state.

[0068] For example, multiple collision energy absorption units 20 can be provided between the vehicle body 3 and the vehicle component 4. Figure 2 and Figure 4As shown, in this embodiment, three collision energy absorption units 20 are provided, which are arranged at intervals along the height direction Z and respectively connected to different parts of the vehicle component 4. Alternatively or additionally, multiple collision energy absorption units 20 are provided at intervals between each other along the lateral direction Y of the vehicle 1 between the body 3 and the vehicle component 4. The multiple collision energy absorption units 20 can be distributed in a matrix-like pattern in the height direction Z and the lateral direction Y, thereby further improving the collision energy absorption effect and providing more comprehensive protection for the body 3 structure.

[0069] Furthermore, the impact energy absorption device 21 is detachably connected to the position adjustment device 22. Figure 4 In the embodiments, when the collision energy absorption device 21 needs to be replaced after absorbing collision energy, the collision energy absorption device 21 can be replaced by disassembling the hinge shaft, thereby simplifying the replacement work and reducing costs.

[0070] For example, the impact energy absorption device 21 may include one of the following types: friction impact energy absorption device, crush impact energy absorption device, hydraulic or pneumatic damping impact energy absorption device.

[0071] Figure 5 A schematic diagram of a first embodiment of the collision energy absorption device 21 of the collision energy absorption unit 20 of the present invention is shown.

[0072] In this embodiment, the collision energy absorption unit 20 includes a first friction element 211 and a second friction element 212, such as a friction plate. The first friction element 211 is frictionally connected to the second friction element 212. Figure 5 As shown, the first friction element 211 is connected to the hinge element 221, and the second friction element 212 can be connected to or opposed to the vehicle component 4. Therefore, the first friction element 211 and the second friction element 212 form a friction pair. Through this embodiment, in the event of a collision with the vehicle 1, the collision energy of the vehicle component 4 can be converted into frictional heat from the friction pair, thereby enabling low-cost and efficient absorption of collision energy.

[0073] exist Figure 5 The diagram exemplarily shows four first friction elements 211 and four corresponding second friction elements 212, which are stacked on top of each other along the height direction Z to form four sets of friction pairs. Depending on the installation space between the vehicle component 4 and the body 3, more or fewer friction pairs may be provided.

[0074] Figure 6 A schematic diagram of a second embodiment of the collision energy absorption device 21 of the collision energy absorption unit 20 of the present invention is shown.

[0075] In the second embodiment, the collision energy absorption device 21 includes a crumple element 213, such as a crumple box. The crumple element 213 is made of a material that is at least partially malleable. One end of the crumple element 213 is connected to the hinge element 221, and the other end of the crumple element 213 may be connected to or opposed to the vehicle component 4.

[0076] exist Figure 6 In this example, the crumple zone 213 includes a honeycomb-like internal structure, thereby forming an internal porous or frame-like structure. During a collision, the crumple zone 213 is able to absorb the impact energy from the vehicle component 4 to the maximum extent.

[0077] Figure 7 A schematic diagram of a third embodiment of the collision energy absorption device 21 of the collision energy absorption unit 20 of the present invention is shown.

[0078] In this third embodiment, the collision energy absorption device 21 includes a spring damping element 214. The spring damping element 214 includes a damping element 2141 and a spring element 2142 mounted on the damping element 2141. One end of the spring damping element 214 is connected to a hinge element 221, and the other end can be connected to or opposite to the vehicle component 4. Therefore, the spring constant of the spring element 2142 and the damping constant of the damping element 2141 can be appropriately selected to achieve an optimized damping energy absorption effect.

[0079] For example, the damping element 2141 can be configured as a hydraulic damping element. Furthermore, the damping of the damping element 2141 can be adjusted.

[0080] Figure 8 Show Figure 1 A schematic partial front view of vehicle 1, viewed from the front of the vehicle. Figure 9 A schematic diagram showing another embodiment of the collision energy absorption unit 20 of the present invention is shown.

[0081] Combination Figure 8 According to this embodiment, the collision energy absorption unit 20 includes a collision energy absorption device 21, a position adjustment device 22, and a drive device 23. The position adjustment device 22 includes a hinge element 221 and a guide rail element 222. The guide rail element 222 is arranged on the vehicle body 3 and is used to move the collision energy absorption device 21 relative to the vehicle body 3 along the lateral direction Y and / or the height direction Z of the vehicle 1.

[0082] like Figure 8 and Figure 9 As shown, hinge element 221 is arranged on guide rail element 222, and collision energy absorption unit 20 is guided along the lateral direction Y on guide rail element 222 via hinge element 221. For simplicity, in Figure 8Only one collision energy absorption unit 20, one collision energy absorption device 21, and one guide rail element 222 are marked in the figure.

[0083] In this embodiment, three guide rail elements 222 are provided. The guide rail elements 222 are arranged above the front region of the central channel 32 of the vehicle body 3 along the longitudinal direction X along the lateral direction Y and are spaced apart from each other and arranged in parallel along the height direction Z. Therefore, the collision energy absorption units 20 are also distributed spaced apart from each other in the front region along the height direction Z.

[0084] Thus, the collision energy absorption unit 20 can not only move in the lateral direction Y with the help of the guide rail element 222, but also rotate around the lateral direction Y with the help of the hinge element 221.

[0085] For example, the drive unit 23 is configured as a motor assembly and is capable of independently driving the hinge element 221 to rotate and to move linearly in the guide rail element 222.

[0086] Next, combined Figures 11 to 13 The following describes in detail an embodiment of the collision energy absorption method 100 for vehicle 1 according to the present invention.

[0087] Figure 10 A schematic flowchart of the method 100 for absorbing energy in a collision for a vehicle 1 according to the present invention is shown. Figure 11 The image shows a side view of the collision energy absorption unit 20 of the present invention during a collision. Figure 12 The diagram shows a frontal view of the collision energy absorption unit 20 of the present invention as viewed from the front of the vehicle during a frontal collision. Figure 13 The diagram shows a front view of the collision energy absorption unit 20 of the present invention as seen from the front of the vehicle during an oblique collision.

[0088] exist Figure 10 In the middle, method 100 is based on Figure 3 The collision energy absorption system 2 is used to perform and, by way of example, includes steps S110 to S130.

[0089] In step S110, at least one parameter related to the collision of vehicle 1 is detected. This is, for example, by... Figure 3 The collision energy absorption system 2 is detected by the sensing device 6.

[0090] For example, at least one parameter associated with the collision of vehicle 1 includes the collision direction and the collision acceleration.

[0091] In step S120, a control signal is generated and output based on at least one parameter related to the collision with vehicle 1 to adjust the position of the collision energy absorption device 21 of the collision energy absorption system 2 relative to the vehicle body 3.

[0092] According to another embodiment, in step S120, a control signal is additionally generated and output based on the dynamic parameters of the vehicle 1 and / or the attributes of the vehicle component 4 and / or the occupant attributes and / or occupant positions in the vehicle 1.

[0093] As previously described, the control device 7 of the collision energy absorption system 2 can receive collision-related parameters of the vehicle 1 detected by the sensing device 6 and additionally receive occupant attributes and / or occupant positions detected by the occupant detection device 8 and dynamic parameters of the vehicle 1 detected by the dynamic parameter detection device 9. It can also call the attributes of the vehicle component 4 stored in the control device 7 to generate a control signal for controlling the drive device 23 to adjust the position of the collision energy absorption device 21 relative to the vehicle body 3, and the control signal is transmitted to the drive device 23.

[0094] In step S130, the drive device 23 controls the position adjustment device 22 of the collision energy absorption system 2 based on the control signal.

[0095] exist Figure 12 In the scenario described, vehicle 1 is involved in a head-on collision. For example, vehicle 1 is traveling in the direction of travel, and another vehicle traveling in the opposite direction collides head-on with vehicle 1. Before the collision, such as... Figure 8 and Figure 9 As shown in the embodiment, the three collision energy absorption units 20 are aligned with each other along the height direction Z and are oriented at 90 degrees relative to the vehicle body 3, or parallel to each other along the longitudinal direction X.

[0096] In the event of a collision, sensor 6 detects the collision acceleration and indicates a frontal collision. Furthermore, occupant detection device 8 detects that the driver is in the driver's seat within the occupant compartment 31 (in...). Figure 12 In the example, the passenger is on the right and is female, while no occupant is detected in the front passenger seat. The dynamic parameter detection device 9 detects that the speed of vehicle 1 is 60 km / h, and the attribute of vehicle component 4 is an engine and a transverse engine. Therefore, the control device 7 generates a control signal based on these data.

[0097] Specifically, the drive unit 23 controls the corresponding guide rail element 222 and hinge element 221 based on the control signal. Using the guide rail element 222 and hinge element 221, the uppermost collision energy-absorbing device 21 is adjusted to the rightmost position along the lateral direction Y towards the driver; the middle collision energy-absorbing device 21 is adjusted to the rightward side along the lateral direction Y towards the driver; and the lowermost collision energy-absorbing device 21 is slightly adjusted to the right from its central position. Simultaneously, the drive unit 23 controls the hinge element 221 based on the control signal to adjust the three collision energy-absorbing devices 21 from top to bottom along the height direction Z, such that the downward tilt angle of the corresponding collision energy-absorbing device 21 relative to the vehicle body 3 increases sequentially from top to bottom. Figure 11 As shown.

[0098] The collision energy absorption device 21, with the aid of hinge element 221, has a rotation angle relative to the vehicle body 3 within the range of -90 degrees to 90 degrees. Here, refer to... Figure 11 It is specified that, in the plane of the attached drawing, the angle of clockwise rotation of the collision energy absorption device 21 around the hinge axis is positive, and the angle of counterclockwise rotation is negative, and the angle is 0 degrees when the collision energy absorption device 21 is oriented in the longitudinal direction X. Furthermore, the length of the guide rail element 222 is exemplarily 800 mm. That is, the collision energy absorption device 21 can move a maximum of 400 mm to each side from its central position.

[0099] In this scenario, such as Figure 11 As shown, the uppermost impact energy absorption device 21 rotates slightly by 10 degrees, the middle impact energy absorption device 21 rotates by 20 degrees, and the lowermost impact energy absorption device 21 rotates by 45 degrees. Furthermore, the uppermost impact energy absorption device 21 moves, for example, 350 mm to the right from the center, the middle impact energy absorption device 21 moves, for example, 250 mm to the right from the center, and the lowermost impact energy absorption device 21 moves, for example, 100 mm to the right from the center.

[0100] Therefore, by adjusting the position of the collision energy absorption device 21, in a frontal collision scenario of vehicle 1, the collision energy absorption device 21 is rotated relative to the vehicle body 3 based on the aforementioned detection data. Figure 11 Furthermore, it moves along the lateral direction Y of the vehicle 1, guiding the impact force of the vehicle component 4 diagonally downward toward the front area of ​​the body 3, such as the center tunnel 32, while maximizing the protection of the driver. Thus, the collision energy absorption device 21 absorbs the collision energy while guiding the vehicle component 4 to tilt downward toward the center tunnel 32 by rotation, without intruding into the passenger compartment 31 or compressing the power battery 5.

[0101] exist Figure 13 In the scenario described, vehicle 1 experiences an oblique collision. For example, vehicle 1 is traveling in the direction of travel, and another vehicle traveling in the opposite direction collides obliquely with vehicle 1 (in... Figure 12 The collision occurred with the right side of vehicle 1. Prior to the collision, such as... Figure 8 and Figure 9 As shown in the embodiment, the three collision energy absorption units 20 are aligned with each other along the height direction Z and are oriented at 90 degrees relative to the vehicle body 3, or parallel to each other along the longitudinal direction X.

[0102] In the event of a collision, sensor 6 detects the collision acceleration and indicates that the collision is oblique. Furthermore, occupant detection device 8 detects that the driver is in the driver's seat within the occupant compartment 31 (in...). Figure 12In the example, the passenger is on the right side and is an elderly person, while no occupant is detected in the front passenger seat. The dynamic parameter detection device 9 detects that the speed of vehicle 1 is 80 km / h, and the attribute of vehicle component 4 is an engine and a transverse engine. Therefore, the control device 7 generates a control signal based on these data.

[0103] Specifically, the drive unit 23 controls the corresponding guide rail element 222 and hinge element 221 based on the control signal, and adjusts the three collision energy absorption devices 21 to the rightmost end along the lateral direction Y towards the driver using the corresponding guide rail element 222 and hinge element 221. At the same time, the drive unit 23 controls the hinge element 221 based on the control signal to adjust the three collision energy absorption devices 21 from top to bottom along the height direction Z so that the downward tilt angle of the corresponding collision energy absorption device 21 relative to the vehicle body 3 increases sequentially from top to bottom, such as... Figure 11 As shown. Therefore, by adjusting the position of the collision energy absorption device 21, in the scenario of an oblique collision of vehicle 1, the collision energy absorption device 21 is rotated relative to the vehicle body 3 based on the above detection data. Figure 11 Furthermore, it moves along the lateral direction Y of the vehicle 1, guiding the impact force of the vehicle component 4 diagonally downward toward the front area of ​​the body 3, such as the center tunnel 32, while maximizing the protection of the driver. Thus, the collision energy absorption device 21 absorbs the collision energy while guiding the vehicle component 4 to tilt downward toward the center tunnel 32 by rotation, without intruding into the passenger compartment 31 or compressing the power battery 5.

[0104] In another frontal collision scenario, if the driver and the passenger in the front seat are detected, the control device 7 can also output a control signal to adjust the rotation of the three collision energy absorption devices 21 relative to the vehicle body 3, while keeping the three collision energy absorption devices 21 in the middle position and aligned with each other along the height direction Z.

[0105] In the above examples and scenarios, the collision energy absorption unit 20 is arranged in the front area of ​​the central tunnel 32 of the vehicle body 3. However, the above-described solution of the present invention can also be arranged in the area between the trunk and the rear seats of the vehicle body 3 (not shown) and can similarly prevent vehicle components 4 arranged in the trunk area from intruding into the passenger compartment 31 and crushing the power battery 5 due to a rear-end collision.

[0106] The present invention also protects a computer program product, such as a computer-readable program carrier, which includes or stores computer program instructions that, when executed by a processor, at least assist in implementing the steps of the method 100 described above.

[0107] Other advantages and alternative embodiments of the invention will be apparent to those skilled in the art. Therefore, the invention is not, in its broader sense, limited to the specific details, representative structures, and exemplary embodiments shown and described. Rather, those skilled in the art can make various modifications and substitutions without departing from the basic spirit and scope of the invention.

Claims

1. A collision energy absorption unit (20) for a vehicle (1), wherein, The collision energy absorption unit (20) is arranged between the body (3) of the vehicle (1) and the vehicle component (4) and is used to absorb the collision energy of the vehicle component (4) on the body (3) during a collision of the vehicle (1). The collision energy absorption unit (20) includes at least a collision energy absorption device (21) and a position adjustment device (22). The collision energy absorption device (21) is movably connected to the body (3) via the position adjustment device (22), and the position adjustment device (22) is configured to adjust the position of the collision energy absorption device (21) relative to the body (3) based at least on at least one parameter related to the collision of the vehicle (1).

2. The collision energy absorption unit (20) according to claim 1, wherein, Additionally, the position of the collision energy absorption device (21) relative to the vehicle body (3) is adjusted based on the dynamic parameters of the vehicle (1) and / or the properties of the vehicle components (4) and / or the occupant properties and / or occupant positions in the vehicle (1).

3. The collision energy absorption unit (20) according to claim 1 or 2, wherein, The impact energy absorption device (21) includes at least one of the following: a friction-type impact energy absorption device, a crush-type impact energy absorption device, a hydraulic or pneumatic damping impact energy absorption device; and / or At least one parameter associated with the collision of the vehicle (1) includes: collision direction, collision acceleration, collision velocity, collision duration; and / or The position of the collision energy absorption device (21) relative to the vehicle body (3) includes at least one of the following: angular position, lateral position, height position; and / or The collision energy absorption device (21) is detachably connected to the position adjustment device (22).

4. The collision energy absorption unit (20) according to any one of claims 1 to 3, wherein, The position adjustment device (22) includes: A hinge element (221) that connects the collision energy-absorbing device (21) to the vehicle body (3) and is configured to allow the collision energy-absorbing device (21) to rotate relative to the vehicle body (3); and / or A guide rail element (222) is arranged on the vehicle body (3) and configured to allow the collision energy absorption device (21) to move relative to the vehicle body (3) in the lateral direction (Y) and / or height direction (Z) of the vehicle (1).

5. The collision energy absorption unit (20) according to claim 4, wherein, The collision energy absorption unit (20) further includes a drive device (23) configured to drive the position adjustment device (22) so as to adjust the position of the collision energy absorption device (21) in a controlled manner.

6. The collision energy absorption unit (20) according to claim 4 or 5, wherein, One end of the collision energy absorption device (21) is connected to the hinge element (221) and / or the guide rail element (222), and the other end of the collision energy absorption device (21) is connected to the vehicle component (4) or opposite to the vehicle component (4).

7. The collision energy absorption unit (20) according to any one of claims 1 to 6, wherein, A plurality of collision energy absorption units (20) are provided, and the plurality of collision energy absorption units (20) are distributed on the vehicle body (3) along the lateral direction (Y) and / or the height direction (Z) of the vehicle (1).

8. The collision energy absorption unit (20) according to any one of claims 1 to 7, wherein, The collision energy absorption unit (20) is arranged in the front region of the central channel (32) of the vehicle body (3) along the longitudinal direction (X) of the vehicle (1), and the passenger compartment (31) and / or power battery (5) of the vehicle (1) are located behind the front region, wherein the vehicle component (4) is a powertrain component of the vehicle (1), such as an engine and / or an electric motor.

9. The collision energy absorption unit (20) according to claim 4, wherein, The collision energy absorption device (21) includes a first friction element (211) and a second friction element (212), such as a friction plate, wherein the first friction element (211) is frictionally connected to each other relative to the second friction element (212), the first friction element (211) is connected to the hinge element (221), and the second friction element (212) is connected to the vehicle component (4); and / or The collision energy absorption device (21) includes a crumple zone (213), such as a crumple box, the crumple zone (213) being made of at least partially malleable material, and one end of the crumple zone (213) being connected to the hinge element (221), and the other end of the crumple zone (213) being connected to the vehicle component (4); and / or The collision energy absorption device (21) includes a spring damping element (214), which includes a damping element (2141) and a spring element (2142) mounted on the damping element (2141). One end of the spring damping element (214) is connected to the hinge element (221), and the other end of the spring damping element (214) is connected to the vehicle component (4); and / or The hinge element (221) is arranged on the guide rail element (222).

10. A collision energy absorption system (2) for a vehicle (1), wherein, The collision energy absorption system (2) includes: The collision energy absorption unit (20) according to any one of claims 1 to 9; Sensing device (6), the sensing device (6) being configured to detect at least one parameter related to a collision with the vehicle (1); and A control device (7) is data-connected to the sensing device (6) and the collision energy absorption unit (20) and configured to generate a control signal for adjusting the position of the collision energy absorption device (21) relative to the vehicle body (3) based on at least one parameter related to the collision.

11. The collision energy absorption system (2) according to claim 10, wherein, The sensing device (6) includes a collision sensor (61) and / or an acceleration sensor (62), and the sensing device (6) is arranged on the vehicle component (4) and / or the body (3).

12. The collision energy absorption system (2) according to claim 10 or 11, wherein, The collision energy absorption system (2) further includes an occupant detection device (8) for detecting occupants and / or a dynamic parameter detection device (9) for detecting dynamic parameters of the vehicle (1), wherein the control device (7) is data-connected to the occupant detection device (8) and / or the dynamic parameter detection device (9); and / or The control device (7) stores the properties of the vehicle component (4) corresponding to the collision energy absorption unit (20).

13. A vehicle (1) comprising a collision energy absorption unit (20) according to any one of claims 1 to 9 or comprising a collision energy absorption system (2) according to any one of claims 10 to 12.

14. The vehicle (1) according to claim 13, wherein, The vehicle (1) is a fuel vehicle or a new energy vehicle.

15. A method (100) for absorbing energy in a collision for a vehicle (1), wherein, The method (100) is performed by the collision energy absorption system (2) according to any one of claims 10 to 12 and includes the following steps: S110 detects at least one parameter related to the collision of the vehicle (1); S120 generates and outputs a control signal for adjusting the position of the collision energy absorption device (21) of the collision energy absorption system (2) relative to the vehicle body (3) based on at least one parameter related to the collision with the vehicle (1); and S130 controls the position adjustment device (22) of the collision energy absorption system (2) based on the control signal.

16. The method (100) according to claim 15, wherein, In step S120, the control signal is additionally generated and output based on the dynamic parameters of the vehicle (1) and / or the attributes of the vehicle components (4) and / or the occupant attributes and / or occupant positions in the vehicle (1).

17. The method (100) according to claim 15 or 16, wherein, In step S130, the position adjustment device (22) is adjusted such that the collision energy absorption device (21) rotates relative to the vehicle body (3) and / or moves along the height direction (Z) and / or along the lateral direction (Y) of the vehicle (1), thereby guiding the collision force of the vehicle component (4) toward the oblique downward direction of the vehicle body (3).

18. The method (100) according to any one of claims 15 to 17, wherein, Multiple collision energy absorption units (20) are provided, and the collision energy absorption units (20) are arranged at intervals along the height direction (Z) of the vehicle (1). In step S130, the corresponding collision energy absorption devices (21) of the multiple collision energy absorption units (20) are adjusted from top to bottom along the height direction (Z) so that the downward tilt angle of the corresponding collision energy absorption device (21) relative to the vehicle body (3) increases sequentially from top to bottom.

19. A computer program product, such as a computer-readable program carrier, the computer program product including or storing computer program instructions that, when executed by a processor, at least assist in performing the steps of the method (100) according to any one of claims 15 to 18.

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