A new energy vehicle lightweight high-strength automobile part framework

Abstract

The application discloses a new energy automobile light weight high strength automobile part framework, which comprises a frame body, an energy absorption cylinder, a column rod and a shearing rotating sleeve, one end of the frame body is connected with a front lever through a guide frame, the energy absorption cylinder is internally provided with a first liquid cavity, a second liquid cavity, a damping plate and a spring piston, the column rod is connected with a piston, the shearing rotating sleeve is matched with the energy absorption cylinder through an energy absorption cutting strip, and the column rod and the shearing rotating sleeve are provided with a rotating rib and a rotating guide groove matched with each other. The front lever and the guide frame are deformed to preliminarily absorb energy, the damping liquid flows through the liquid resistance hole and the spring piston to absorb energy, and after the impact stroke is increased, the axial movement of the column rod is converted into the deflection movement of the shearing rotating sleeve, the energy absorption cutting strip is sheared to perform sacrificial energy absorption, and the step-by-step energy absorption is formed on the basis of maintaining the bearing strength of the frame body, so that the collision buffering effect and the impact alleviation smoothness are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive frame energy absorption structure technology, specifically to a lightweight, high-strength automotive component frame for new energy vehicles. Background Technology

[0002] Existing high-strength automotive component frames, after improving structural strength, typically possess significant bending and compressive stiffness in their main structure. When the front of the vehicle is involved in a collision, while the high stiffness of the frame can reduce the likelihood of extensive structural deformation, the impact load can also be easily transmitted rapidly along the high-strength frame to the rear of the vehicle. Relying solely on the deformation of the front bumper and local structural elements for buffering offers limited deformation range and energy absorption capacity. Increasing the collision deformation by reducing local frame strength, adding easily deformable sections, or thinning structural walls can weaken the frame's structural strength under normal driving conditions, creating a contradiction with the high-strength load-bearing capacity required for new energy vehicle frames.

[0003] Therefore, there is room for further improvement in the existing automotive component skeletons in terms of high-strength load-bearing and collision energy absorption. How to add independent buffer energy-absorbing structures along the collision load transmission path without significantly changing the original load-bearing structure and structural strength of the main body of the frame, so that the impact energy can be consumed in multiple stages when the vehicle is impacted, and the degree of impact load being directly transmitted to the main body of the frame, is a problem that needs to be solved in the design of high-strength automotive component skeleton structures for new energy vehicles. Summary of the Invention

[0004] The present invention aims to solve the problem that the existing high-strength automotive component skeleton of new energy vehicles has limited deformable energy absorption space in order to ensure the overall load-bearing strength of the frame. In the event of a collision, the impact load is easily transmitted to the rear of the vehicle body along the high-strength skeleton. However, increasing the deformation by reducing the local structural strength can easily affect the normal load-bearing performance of the frame.

[0005] To address the aforementioned issues, this invention provides a lightweight, high-strength automotive component frame for new energy vehicles. It incorporates an independent, multi-stage energy-absorbing structure on top of the existing load-bearing structure of the vehicle frame, combining deformation energy absorption, hydraulic damping energy absorption, and shear energy absorption to progressively dissipate collision energy without relying on significant deformation of the vehicle frame.

[0006] The present invention adopts the following technical solution: A lightweight and high-strength automotive component frame for new energy vehicles includes a frame body, an energy-absorbing cylinder, a column rod, and a shearing sleeve. One end of the frame body is provided with a guide frame, and a front bumper is fixedly connected to the end of the guide frame. The energy-absorbing cylinder is installed at the end of the frame body, and two energy-absorbing cylinders are symmetrically arranged on the surface of the frame body. The column rod is fixed to the surface of the front bumper, and the shearing sleeve is rotatably sleeved on the surface of the column rod. A retaining ring and a damping plate are fixedly installed inside the energy-absorbing cylinder. The energy-absorbing cylinder has a first liquid chamber and a second liquid chamber located on both sides of the damping plate. Several liquid-passing holes are opened on the surface of the damping plate. The two ends of the liquid-passing holes are connected to the first liquid chamber and the second liquid chamber respectively. A spring piston is provided inside the second liquid chamber. One end of the rod is connected to a piston that is slidably installed inside the first liquid chamber. The inner side of the energy-absorbing cylinder is provided with several sliding grooves, and several energy-absorbing cutting strips are fixedly installed on the surface of the shearing sleeve. Each energy-absorbing cutting strip is slidably installed in the inner side of the corresponding sliding groove. Several spiral ridges are provided on the outer circumference of the column rod, and several spiral guide grooves are provided on the inner side of the shearing sleeve. Each spiral ridge is slidably sleeved in the inner side of the corresponding spiral guide groove so that when the column rod moves axially relative to the shearing sleeve, the shearing sleeve is driven to deflect by the guiding cooperation of the spiral ridges and the spiral guide grooves.

[0007] Specifically, after the front bumper is hit, it first deforms in conjunction with the guide frame to buffer the initial impact energy. Then, the piston rod pushes the piston to compress the damping fluid in the first fluid chamber, forming damping energy absorption. When the piston rod continues to move to the set stroke, it cuts the energy-absorbing strip through the deflection of the shearing sleeve, forming further sacrificial energy absorption.

[0008] In a preferred embodiment, the guide frame is further configured to be triangular in shape, with its ends fixedly connected to the center of the front bumper, and the connection surface between the guide frame and the front bumper being arc-shaped.

[0009] Specifically, the front bumper is supported by a guide frame, which guides the front bumper to deform during a collision.

[0010] In a preferred embodiment, the energy-absorbing cutting strips are further configured to be a number and evenly distributed along the outer periphery of the shearing rotor, with one side of the energy-absorbing cutting strip embedded in the surface of the shearing rotor and the other side slidably sleeved on the inner side of the groove.

[0011] Specifically, a shearing energy absorption connection is established between the shearing rotating sleeve and the energy-absorbing cylinder by using energy-absorbing cutting strips.

[0012] In a preferred embodiment, the energy-absorbing cutter is further configured to have a strip-shaped structure, and the inner side of the energy-absorbing cutter is provided with a through-type brittle fracture hole, which is located between the mating surfaces of the energy-absorbing cylinder and the shearing sleeve.

[0013] Specifically, the preferential shearing position of the energy-absorbing scissors is defined by the brittle fracture hole, so that it breaks and absorbs energy according to the set load.

[0014] In a preferred embodiment, the spiral ridges are arranged in a spiral shape on the surface of the column, with a number of spiral ridges evenly distributed along the circumference of the column, and a number of spiral guide grooves corresponding to the number of spiral ridges, with the spiral guide grooves extending spirally along the inner circumference of the shearing sleeve.

[0015] Specifically, by using the combination of the spiral ridge and the spiral guide groove, the axial movement of the column rod is converted into the deflection movement of the shearing sleeve.

[0016] In a preferred embodiment, the retaining ring is further configured such that the shearing sleeve is movably disposed along the axial direction of the rod, and the retaining ring is located on the axial movement path of the shearing sleeve to restrict the shearing sleeve from continuing to move axially when the shearing sleeve moves to the retaining ring.

[0017] Specifically, a shear energy absorption stroke triggering structure is formed by a retaining ring, so that shear energy absorption intervenes after the column reaches the set retraction stroke.

[0018] In a preferred embodiment, the damping plate is further configured such that it is fixedly installed inside the energy-absorbing cylinder and divides the internal space of the energy-absorbing cylinder into a first liquid cavity and a second liquid cavity, and a plurality of liquid-passing obstruction holes are distributed at intervals along the circumference of the damping plate, and the first liquid cavity and the second liquid cavity are filled with damping fluid.

[0019] Specifically, the damping fluid flow generates throttling resistance through the fluid resistance orifice, thereby consuming the impact energy transmitted by the column.

[0020] In a preferred embodiment, the spring piston is further configured to slide inside the second liquid chamber, and an elastic element is provided on the side of the spring piston away from the damping plate. One end of the elastic element abuts against the spring piston, and the other end abuts against the inner wall of the energy-absorbing cylinder.

[0021] Specifically, the spring piston and elastic element provide elastic back pressure to the damping fluid entering the second liquid chamber and provide a certain reset effect for the damping structure.

[0022] In a preferred embodiment, the piston is further configured such that the outer periphery of the piston is slidably sealed to the inner wall of the first liquid chamber, the rod passes through the retaining ring and is slidably connected to the retaining ring, and the piston is used to compress the damping fluid in the first liquid chamber when the rod moves into the energy-absorbing cylinder.

[0023] Specifically, the piston converts the axial impact motion of the rod into a compression effect on the damping fluid.

[0024] In a preferred embodiment, the front bumper is further configured such that each side is connected to a corresponding energy-absorbing cylinder via a column, and a guide frame is located between the two energy-absorbing cylinders and connected between the front bumper and the vehicle frame body, so as to guide the front bumper to deform when it is impacted and drive the column to move toward the interior of the corresponding energy-absorbing cylinder.

[0025] Specifically, the collision load is transmitted in stages through the front bumper, guide frame, and energy-absorbing cylinders on both sides.

[0026] The beneficial effects achieved by this invention are as follows: 1. In this invention, by integrating the deformation energy absorption of the front bumper and guide frame, the damping energy absorption inside the energy absorption cylinder, and the shearing energy absorption of the energy absorption strip into the front end of the vehicle frame, the multi-level collision energy absorption capability is increased while maintaining the high strength load-bearing performance of the vehicle frame.

[0027] 2. In this invention, deformation energy absorption, damping energy absorption and shear energy absorption are introduced in stages to gradually increase the energy absorption effect with the increase of the collision degree, thereby slowing down the sudden change and direct transmission of impact load, improving the smoothness of the collision buffering process, and reducing the risk of instantaneous impact to drivers and passengers.

[0028] 3. In this invention, deformation energy absorption and damping energy absorption have a certain recovery capability. Under severe collision conditions, energy absorption is absorbed by shearing through sacrificial energy-absorbing strips, combining recoverable buffering with sacrificial high-strength energy absorption to improve adaptability under different impact levels. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of one embodiment of the present invention; Figure 2 This is a schematic diagram of the guide frame and front bumper surface structure according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the energy-absorbing cylinder, column, and shearing rotating sleeve structure according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the cross-sectional structure of an energy-absorbing cylinder according to an embodiment of the present invention; Figure 5 This is a schematic diagram of a column and shearing sleeve structure according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the cross-sectional structure of the energy-absorbing cylinder and shearing rotating sleeve according to an embodiment of the present invention; Figure 7 This is a schematic diagram of a shearing rotating sleeve structure according to an embodiment of the present invention; Figure 8 This is a schematic diagram of a damping plate structure according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the cross-sectional structure of a damping plate according to an embodiment of the present invention.

[0030] Figure label: 100. Main frame; 110. Guide frame; 120. Front bumper; 200, Energy-absorbing cylinder; 210, Retaining ring; 220, Damping plate; 201, First liquid chamber; 202, Second liquid chamber; 203, Spring piston; 211, Slide groove; 221, Liquid flow obstruction hole; 300, rod; 310, piston; 320, swivel; 400. Shearing rotating sleeve; 410. Energy-absorbing cutting strip; 420. Rotary guide groove. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0032] It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the invention.

[0033] The following describes, with reference to the accompanying drawings, some embodiments of the present invention, providing a lightweight, high-strength automotive component frame for new energy vehicles.

[0034] Combination Figures 1 to 9 As shown, this invention provides a lightweight, high-strength automotive component frame for new energy vehicles, comprising a frame body 100, energy-absorbing cylinders 200, a column rod 300, and a shearing sleeve 400. The frame body 100 serves as the main load-bearing structure at the front of the new energy vehicle body. One end of the frame body 100 is equipped with a guide frame 110, and the end of the guide frame 110 is fixedly connected to a front bumper 120. Two energy-absorbing cylinders 200 are symmetrically installed at the front end of the frame body 100. The column rod 300 is fixed to the surface of the front bumper 120 and cooperates with the corresponding energy-absorbing cylinder 200. The shearing sleeve 400 is rotatably sleeved onto the surface of the column rod 300. Thus, a collision energy-absorbing structure is arranged between the front bumper 120 and the frame body 100. While maintaining the original high-strength load-bearing structure of the frame body 100, the front bumper 120, guide frame 110, energy-absorbing cylinders 200, column rod 300, and shearing sleeve 400 form a multi-stage energy-absorbing path independent of the main load-bearing structure of the frame body 100.

[0035] Specifically, such as Figure 1 and Figure 2 As shown, the guide frame 110 is triangular in shape, with its end fixedly connected to the middle of the front bumper 120. The connection surface between the guide frame 110 and the front bumper 120 is arc-shaped. This triangular structure provides stable support for the front bumper 120 under normal use, maintaining a relatively stable position between the front bumper 120 and the vehicle frame 100. When a frontal collision occurs and the front bumper 120 bears a large rearward impact load, the front bumper 120 first undergoes a certain degree of bending deformation. The guide frame 110 deforms accordingly with the force applied to the front bumper 120, initially dissipating the impact energy during the initial collision and simultaneously guiding the front bumper 120 towards the side of the vehicle frame 100. Both sides of the front bumper 120 are connected to corresponding energy-absorbing cylinders 200 via pillars 300. Therefore, the rearward movement of the front bumper 120 synchronously pushes the two pillars 300 into the corresponding energy-absorbing cylinders 200, providing axial input for subsequent damping energy absorption.

[0036] In a preferred example, the energy-absorbing cylinder 200 has a cylindrical structure and is installed at the end of the frame body 100. The two energy-absorbing cylinders 200 are symmetrically arranged with respect to the longitudinal centerline of the frame body 100, so that when the front bumper 120 is subjected to a relatively uniform positive impact, the energy-absorbing cylinders 200 on both sides can participate in energy absorption simultaneously; when the front bumper 120 is subjected to an offset impact, the energy-absorbing cylinder 200 on the corresponding side can respond to the impact load preferentially. The energy-absorbing cylinder 200 is installed at the front of the frame body 100 as an additional energy-absorbing structure, without needing to reduce the structural strength of the frame body 100 itself to obtain energy-absorbing space, so that the frame body 100 can still maintain the load-bearing stiffness required under normal working conditions.

[0037] like Figure 3 , Figure 4 , Figure 8 and Figure 9 As shown, a retaining ring 210 and a damping plate 220 are fixedly installed inside the energy-absorbing cylinder 200. The damping plate 220 divides the internal space of the energy-absorbing cylinder 200 into a first liquid chamber 201 and a second liquid chamber 202, both of which are filled with damping fluid. A plurality of liquid-passing obstruction holes 221 are provided on the surface of the damping plate 220. These holes are spaced apart circumferentially along the damping plate 220, and both ends of each hole 221 communicate with the first liquid chamber 201 and the second liquid chamber 202, respectively, allowing the exchange of damping fluid between the two liquid chambers through the holes 221.

[0038] A piston 310 is fixedly connected to one end of the rod 300. The piston 310 is slidably mounted inside the first liquid chamber 201, and the outer periphery of the piston 310 is slidably and sealingly connected to the inner wall of the first liquid chamber 201. When the impact pushes the front bumper 120 toward the frame body 100, the rod 300 drives the piston 310 to move synchronously into the first liquid chamber 201. The effective volume of the first liquid chamber 201 gradually decreases as the piston 310 moves. The damping fluid inside the first liquid chamber 201 is squeezed and flows through the liquid flow obstruction hole 221 on the surface of the damping plate 220 to the second liquid chamber 202. Since the flow cross-section of the liquid flow obstruction hole 221 is smaller than the effective flow cross-section of the first liquid chamber 201, the damping fluid forms throttling damping when passing through the liquid flow obstruction hole 221. The fluid flow resistance forms a reaction force on the axial movement of the rod 300, consuming part of the impact kinetic energy transmitted by the front bumper 120.

[0039] A spring piston 203 is slidably mounted inside the second liquid chamber 202. An elastic element is located on the side of the spring piston 203 opposite to the damping plate 220. One end of the elastic element abuts against the spring piston 203, and the other end abuts against the inner wall of the energy-absorbing cylinder 200. Damping fluid enters the second liquid chamber 202 from the first liquid chamber 201 through the liquid-blocking hole 221, pushing the spring piston 203 backward and compressing the elastic element. The throttling effect of the damping fluid and the compression effect of the elastic element together form a second-stage buffer. When the collision load is released and the energy-absorbing structure has not entered the irreversible shear energy absorption stage, the elastic element releases its stored elastic potential energy, pushing the spring piston 203 back to its original position and causing the damping fluid in the second liquid chamber 202 to flow back to the first liquid chamber 201 through the liquid-blocking hole 221, giving the rod 300 and piston 310 a certain degree of reset capability.

[0040] In a preferred example, the number, diameter, and distribution of the liquid-blocking orifices 221 can be set according to the vehicle mass, front frame structure, and required collision damping characteristics. By controlling the flow resistance of the damping fluid as it flows from the first liquid chamber 201 to the second liquid chamber 202, the axial movement speed of the rod 300 is limited. The damping plate 220 adopts a fixed structure and does not move with the damping fluid, thus forming a stable throttling boundary between the first liquid chamber 201 and the second liquid chamber 202.

[0041] like Figures 3-7 As shown, the shearing sleeve 400 is rotatably fitted onto the surface of the column 300 and can move axially along the energy-absorbing cylinder 200 with the column 300 before the shearing energy absorption action occurs. Several grooves 211 are provided on the inner side of the energy-absorbing cylinder 200, and these grooves 211 are arranged at intervals along the circumference of the energy-absorbing cylinder 200. Several energy-absorbing cutting strips 410 are fixedly installed on the outer periphery of the shearing sleeve 400. Each energy-absorbing cutting strip 410 mates with its corresponding groove 211. One side of the energy-absorbing cutting strip 410 is embedded in the surface of the shearing sleeve 400, and the other side is slidably fitted onto the inner side of the groove 211. This mating relationship guides the shearing sleeve 400 as it moves axially with the column 300, and simultaneously allows the energy-absorbing cutting strip 410 to serve as a sacrificial connection structure between the shearing sleeve 400 and the energy-absorbing cylinder 200.

[0042] The retaining ring 210 is located within the first liquid chamber 201 and positioned along the axial movement path of the shearing sleeve 400. During the initial collision phase and the damping energy absorption phase, the rod 300 and the shearing sleeve 400 can move synchronously axially into the first liquid chamber 201. During this phase, the shearing sleeve 400 primarily moves with the rod 300, without significant relative deflection to shear the energy-absorbing cutting strip 410. When the axial retraction of the rod 300 reaches a set stroke, one end of the shearing sleeve 400 abuts against the retaining ring 210. The retaining ring 210 restricts the shearing sleeve 400 from continuing axial movement along the energy-absorbing cylinder 200, while the collision load continues to act on the rod 300, allowing the rod 300 to continue to generate axial displacement relative to the axially restricted shearing sleeve 400, thereby triggering the third stage of shearing energy absorption.

[0043] Furthermore, the outer periphery of the column 300 is provided with several spiral ridges 320, which are evenly distributed along the circumference of the column 300 and extend in a spiral shape along the surface of the column 300. The inner side of the shearing sleeve 400 is provided with several spiral guide grooves 420, each of which slides into a corresponding spiral ridge 320. The spiral guide grooves 420 extend in a spiral shape along the inner periphery of the shearing sleeve 400, adapting to the spiral ridge 320.

[0044] When the shearing sleeve 400 is axially restricted by the retaining ring 210, the rod 300 continues to move into the energy-absorbing cylinder 200, and the spiral edge 320 on the surface of the rod 300 slides along the corresponding spiral guide groove 420. Since the spiral edge 320 and the spiral guide groove 420 adopt a spiral engagement structure, the relative axial movement between the rod 300 and the shearing sleeve 400 can generate a circumferential component force, driving the shearing sleeve 400 to deflect relative to the energy-absorbing cylinder 200, thereby converting a part of the axial impact motion of the rod 300 into the rotational motion of the shearing sleeve 400.

[0045] When the shearing sleeve 400 deflects, the energy-absorbing cutting strip 410 fixed to the outer periphery of the shearing sleeve 400 moves circumferentially with the shearing sleeve 400. The outer part of the energy-absorbing cutting strip 410 is circumferentially restricted by the inner groove 211 of the energy-absorbing cylinder 200, so that the energy-absorbing cutting strip 410 bears shear load between the shearing sleeve 400 and the groove 211. When the shear load exceeds the predetermined failure load of the energy-absorbing cutting strip 410, the energy-absorbing cutting strip 410 undergoes shear deformation or fracture, further dissipating the impact energy transmitted by the column 300 in the form of material failure.

[0046] In a preferred example, the energy-absorbing cutter 410 has a strip-shaped structure with through-holes on its inner side. These through-holes are located at the junction of the energy-absorbing cylinder 200 and the shearing sleeve 400. The through-holes reduce the effective load-bearing cross-sectional area of ​​the corresponding position of the energy-absorbing cutter 410, ensuring that when the shear load reaches a set range, the energy-absorbing cutter 410 preferentially undergoes shear failure near the through-holes, avoiding random changes in the failure location. By adjusting the number of energy-absorbing cutters 410, their effective cross-sectional area, and the size of the through-holes, the trigger load and energy absorption capacity of the third-stage shear energy absorption can be matched.

[0047] This embodiment forms a continuous three-stage energy absorption process during operation. When a minor collision occurs, the front bumper 120 and guide frame 110 first undergo elastic or local structural deformation to reduce the initial impact peak. As the impact increases, the front bumper 120 pushes the rod 300 and piston 310 into the first liquid chamber 201. The damping fluid enters the second liquid chamber 202 through the liquid resistance hole 221, while simultaneously pushing the spring piston 203 to compress the elastic element. The impact energy is consumed by hydraulic throttling damping and elastic compression. When the impact intensity increases further and the return stroke of the rod 300 exceeds the set value, the shearing sleeve 400 abuts against the retaining ring 210. The rod 300 continues to move axially, converting the axial movement into the deflection motion of the shearing sleeve 400 through the swivel 320 and the swivel guide groove 420. The relative circumferential action between the shearing sleeve 400 and the slide groove 211 shears the energy-absorbing strip 410, entering the sacrificial high-intensity energy absorption stage.

[0048] Therefore, in this embodiment, the deformation energy absorption of the front bumper 120 and guide frame 110, the hydraulic damping energy absorption inside the energy-absorbing cylinder 200, and the shearing energy absorption of the energy-absorbing scissor 410 are arranged sequentially along the collision stroke. The first two stages of energy absorption mainly correspond to small to moderate impacts and have a certain recovery capability; the third stage of energy absorption intervenes after the impact stroke reaches a set range, further consuming the larger remaining impact energy by sacrificing the energy-absorbing scissor 410. The entire energy absorption process does not rely on the frame body 100 itself to form a large-scale crushing structure. Therefore, while maintaining the high strength load-bearing capacity of the frame body 100, a collision energy absorption path with graded response characteristics is formed at its front end, reducing the transmission of impact load to the frame body 100 and the passenger compartment.

[0049] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0050] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A lightweight, high-strength automotive component frame for new energy vehicles, characterized in that, The vehicle includes a frame body (100), an energy-absorbing cylinder (200), a column rod (300), and a shearing sleeve (400). One end of the frame body (100) is provided with a guide frame (110), and a front bumper (120) is fixedly connected to the end of the guide frame (110). The energy-absorbing cylinder (200) is installed at the end of the frame body (100), and two energy-absorbing cylinders (200) are symmetrically arranged on the surface of the frame body (100). The column rod (300) is fixed to the surface of the front bumper (120), and the shearing sleeve (400) is rotatably sleeved on the surface of the column rod (300).

2. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 1, characterized in that, A retaining ring (210) and a damping plate (220) are fixedly installed on the inner side of the energy-absorbing cylinder (200). The inner side of the energy-absorbing cylinder (200) is provided with a first liquid cavity (201) and a second liquid cavity (202) located on both sides of the damping plate (220). A plurality of liquid-passing blocking holes (221) are opened on the surface of the damping plate (220). The two ends of the liquid-passing blocking holes (221) are connected to the first liquid cavity (201) and the second liquid cavity (202) respectively. A spring piston (203) is provided on the inner side of the second liquid cavity (202). One end of the rod (300) is connected to a piston (310) that is slidably installed on the inner side of the first liquid cavity (201).

3. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 2, characterized in that, The retaining ring (210) is located at one end of the first liquid chamber (201) and between the piston (310) and the shearing sleeve (400). The retaining ring (210) is located on the axial movement path of the shearing sleeve (400) to restrict the shearing sleeve (400) from continuing axial movement when the shearing sleeve (400) moves to the retaining ring (210).

4. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 2, characterized in that, The damping plate (220) is fixedly installed inside the energy-absorbing cylinder (200) and divides the internal space of the energy-absorbing cylinder (200) into a first liquid cavity (201) and a second liquid cavity (202). A plurality of liquid-passing holes (221) are distributed at intervals along the circumference of the damping plate (220). The first liquid cavity (201) is filled with damping liquid. The spring piston (203) is slidably installed inside the second liquid chamber (202). The side of the spring piston (203) away from the damping plate (220) is provided with an elastic element. One end of the elastic element abuts against the spring piston (203) and the other end abuts against the inner wall of the energy-absorbing cylinder (200) to provide elastic back pressure to the damping fluid entering the second liquid chamber (202).

5. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 2, characterized in that, The outer periphery of the piston (310) is slidably sealed to the inner wall of the first liquid chamber (201), the rod (300) passes through the retaining ring (210) and is slidably connected to the retaining ring (210), and the piston (310) is used to compress the damping fluid in the first liquid chamber (201) when the rod (300) moves into the energy-absorbing cylinder (200).

6. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 1, characterized in that, The energy-absorbing cylinder (200) has several grooves (211) on its inner side. Several energy-absorbing cutting strips (410) are fixedly installed on the surface of the shearing sleeve (400). Each energy-absorbing cutting strip (410) is slidably installed on the inner side of the corresponding groove (211). The outer periphery of the column rod (300) has several spiral ridges (320). The inner side of the shearing sleeve (400) has several spiral guide grooves (420). Each spiral ridge (320) is slidably sleeved on the inner side of the corresponding spiral guide groove (420). When the column rod (300) moves axially relative to the shearing sleeve (400), the shearing sleeve (400) is driven to deflect by the guiding cooperation between the spiral ridges (320) and the spiral guide grooves (420).

7. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 6, characterized in that, The spiral ridges (320) are arranged in a spiral shape on the surface of the column rod (300). The spiral ridges (320) are evenly distributed along the circumference of the column rod (300). The spiral guide grooves (420) are arranged in a one-to-one correspondence with the spiral ridges (320). The spiral guide grooves (420) extend in a spiral shape along the inner circumference of the shearing sleeve (400).

8. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 1, characterized in that, The guide frame (110) is triangular in shape, and the end of the guide frame (110) is fixedly connected to the middle of the front bumper (120). The connection surface between the guide frame (110) and the front bumper (120) is arc-shaped.

9. The lightweight, high-strength automotive component frame for new energy vehicles according to claim 1, characterized in that, The number of energy-absorbing cutting strips (410) is several and they are evenly distributed along the outer periphery of the shearing sleeve (400). One side of the energy-absorbing cutting strip (410) is embedded in the surface of the shearing sleeve (400), and the other side of the energy-absorbing cutting strip (410) is slidably sleeved on the inner side of the groove (211).

10. A lightweight, high-strength automotive component frame for new energy vehicles according to claim 9, characterized in that, The energy-absorbing cutting strip (410) has a strip-shaped structure. The inner side of the energy-absorbing cutting strip (410) is provided with a through-hole brittle fracture hole, which is located between the joint surface of the energy-absorbing cylinder (200) and the shearing sleeve (400).

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