Battery collision safety protection structure of new energy vehicle and new energy vehicle

Abstract

The utility model discloses a battery collision safety protection structure of a new energy vehicle and the new energy vehicle, the battery collision safety protection structure comprises a safety anti-collision box fixedly arranged on a vehicle chassis, and the safety anti-collision box is located between a power battery and an auxiliary frame. The safety anti-collision box comprises a bottom plate and side plates, an anti-collision buffer space is formed in the middle of the safety anti-collision box, the safety anti-collision box comprises a chassis connecting part, a power battery connecting part and an auxiliary frame anti-collision part, and the chassis connecting part is located on one side of the safety anti-collision box and fixedly connected with the chassis; the power battery connecting part is located on the other side of the safety anti-collision box and fixedly connected with the power battery, and the auxiliary frame anti-collision part is located on the side, close to the auxiliary frame, of the safety anti-collision box. When viewed from the front end of the vehicle to one side of the auxiliary frame and the safety anti-collision box, the height size of the bottom plate protruding out of the chassis is equal to or larger than the height size of the auxiliary frame protruding out of the chassis. The auxiliary frame support can be effectively prevented from moving backwards to break down a frame of the power battery or damage the power battery.

Description

Technical Field

[0001] The utility model relates to the technical field related to battery collision safety, and in particular to a battery collision safety protection structure for new energy vehicles. Background Art

[0002] With the continuous escalation of national promotion efforts, new energy vehicles have become a hot topic of concern. Post-collision vehicle safety is a primary concern in the development of new energy vehicles. Currently, as the battery capacity of electric vehicles continues to increase, the battery is positioned closer and closer to the front of the vehicle. According to statistics, head-on collisions are the most common form of all collision accidents, and the majority of head-on collisions are offset collisions with a certain overlap rate. In offset collisions at high speeds, the front cabin body and chassis are subjected to high-intensity compression, and the front subframe assembly structure of the chassis may become dislodged and move backward during the collision. If the impact intensity is high, the front subframe assembly will become dislodged and move backward, directly impacting the front of the power battery, posing a risk of puncture, fire, and explosion of the battery pack, potentially causing injury to vehicle occupants and property damage.

[0003] In order to improve the safety performance of power batteries and subframes, structural improvements have been made to the subframes or battery packs in the prior art. For example, Chinese patent publication number CN217320502U discloses a subframe structure for reducing bottom collisions of electric vehicles. The subframe structure design includes a subframe body, a subframe bottom plate, and a subframe protective crossbeam that are fixedly connected in sequence from top to bottom. By adding the subframe protective crossbeam, the bottom collision of the electric vehicle is reduced and the bottom of the battery pack of the electric vehicle is prevented from being scratched. However, the risk of the front subframe falling off and hitting the front end of the power battery during a collision is not resolved.

[0004] Therefore, after a collision occurs in a new energy vehicle in the prior art, the subframe structure is at risk of falling off and moving backward, or even hitting the power battery, which poses a safety hazard to the subframe and power battery after a collision. Utility Model Content

[0005] The purpose of the utility model is to solve the problem in the prior art that after a collision of new energy vehicles, the subframe structure has the risk of falling off and moving backward during the collision, or even hitting the power battery, and the subframe and power battery have safety hazards after the collision.

[0006] In order to solve the above technical problems, an embodiment of the present utility model discloses a battery collision safety protection structure for a new energy vehicle, including a safety anti-collision box, which is fixedly arranged on the chassis of the vehicle. The safety anti-collision box protrudes from the plane where the chassis is located and is located between the power battery and the subframe.

[0007] The crash box includes a bottom plate and side panels, with a crash buffer space formed in the middle of the bottom plate and side panels. The crash box includes a chassis connection portion, a power battery connection portion, and a subframe crash section. The chassis connection portion is located on one side of the crash box and is fixedly connected to the chassis. The power battery connection portion is located on the other side of the crash box and is fixedly connected to the power battery. The subframe crash section is located on one side of the crash box near the subframe. Furthermore, when viewed from the front end of the vehicle toward the subframe and crash box, the height of the bottom plate protruding from the chassis is equal to or greater than the height of the subframe protruding from the chassis.

[0008] By adopting the above technical solution, the present application sets a safety anti-collision box between the subframe and the power battery. When a new energy vehicle encounters a serious collision and causes the subframe to fall off or move backward, the safety anti-collision box deforms and absorbs the impact force of the subframe, thereby preventing the subframe bracket from hitting the power battery, solving the safety problem caused by the subframe colliding with the power battery. In addition, the height dimension of the bottom plate protruding from the chassis is equal to or greater than the height dimension of the subframe protruding from the chassis, which can effectively prevent the subframe bracket from moving backward and penetrating the power battery frame or damaging the power battery.

[0009] An embodiment of the present utility model also discloses a battery collision safety protection structure for a new energy vehicle, wherein the subframe anti-collision portion includes a first anti-collision portion, an inclined anti-collision portion and a second anti-collision portion; wherein, when looking from the front end of the safety anti-collision box toward the safety anti-collision box, the first anti-collision portion, the inclined anti-collision portion and the second anti-collision portion are connected in sequence in the width direction of the vehicle, and the inclined anti-collision portion is opposite to the end of the subframe and extends obliquely from the first anti-collision portion toward the second anti-collision portion.

[0010] With the above technical solution, the first anti-collision portion, the inclined anti-collision portion, and the second anti-collision portion all provide anti-collision end surfaces facing the end of the subframe, having a large protection area. Moreover, after the subframe collides with the safety anti-collision box, the inclined anti-collision portion can also guide the subframe to slide, thereby absorbing and unloading part of the impact force.

[0011] An embodiment of the present utility model further discloses a battery collision safety protection structure for a new energy vehicle, wherein the safety crash box includes an integrally formed first energy-absorbing crash box and a second energy-absorbing crash box.

[0012] In the vehicle's longitudinal direction, the first crash box is thicker than the second crash box, and the inclined crash section is formed between the first and second crash boxes. Furthermore, the first crash section is located on the side of the first crash box closest to the subframe, while the second crash section is located on the side of the second crash box closest to the subframe.

[0013] By adopting the above technical solution, the thickness of the first energy-absorbing crash box is greater than that of the second energy-absorbing crash box. When the subframe collides with the safety crash box, the first energy-absorbing crash box will first deform to absorb part of the impact force. When the impact force is large, the second energy-absorbing crash box will also deform after the first energy-absorbing crash box deforms and absorbs the force. This is equivalent to the safety crash box being able to deform twice, thereby maximally absorbing and buffering the collision energy and preventing the subframe from colliding with the power battery.

[0014] An embodiment of the utility model also discloses a battery collision safety protection structure for a new energy vehicle, wherein a first connecting base plate is provided at the bottom of a first energy-absorbing crash box, and a connecting protrusion is provided on a side of the power battery close to the first energy-absorbing crash box, and the connecting protrusion is fixedly connected to the first connecting base plate.

[0015] A bottom guard plate is provided at the bottom of the second energy-absorbing crash box. When viewed from the front end of the vehicle toward the safety crash box and the power battery side, the bottom guard plate is flush with the bottom plate of the power battery.

[0016] By adopting the above technical solution, the bottom guard plate of the second energy-absorbing crash box is flush with the bottom plate of the power battery, ensuring that the subframe will not directly contact the power battery regardless of the collision state.

[0017] An embodiment of the utility model also discloses a battery collision safety protection structure for a new energy vehicle. The first energy-absorbing crash box and the second energy-absorbing crash box are provided with multiple connecting flanges on one side close to the chassis, and the multiple connecting flanges are welded and fixedly connected to the chassis.

[0018] By adopting the above technical solution, the safety anti-collision box can be conveniently fixed and welded to the chassis of the vehicle by providing multiple flanges.

[0019] The present invention also discloses a battery collision safety protection structure for new energy vehicles. The safety crash box is integrally stamped. Furthermore, a draft angle is defined between the bottom and side panels of the safety crash box, with the draft angle ranging from 6° to 8°. A transition fillet is defined between the bottom and side panels, with a radius ranging from 8 to 10 mm.

[0020] The present invention also discloses a battery collision safety protection structure for a new energy vehicle, further comprising a connecting bracket comprising a subframe connecting end, a chassis connecting end, and a crash box connecting end. The subframe connecting end is fixedly connected to an end of the subframe proximal to the crash box, the chassis connecting end is fixedly connected to the chassis, and the crash box connecting end is fixedly connected to the bottom plate of the crash box.

[0021] Further preferably, the connecting bracket is in a "V" shape.

[0022] With the above technical solution, the purpose of setting up the connecting bracket is to prevent the end of the subframe from being directly connected to the safety crash box, and the connecting bracket is also connected to the chassis and the safety crash box respectively, providing two installation points, thereby improving the installation stability of the safety crash box, preventing it from falling off when the collision force is small, and providing higher safety.

[0023] An embodiment of the present utility model also discloses a battery collision safety protection structure for a new energy vehicle. A circular weight-reducing hole is provided on the bottom plate of the safety anti-collision box, and the diameter of the circular weight-reducing hole is in the range of 10 to 25 mm.

[0024] By adopting the above technical solution, the circular weight-reducing hole can also serve as a positioning hole to position the safety anti-collision box and the vehicle chassis through a positioning tool, and also achieve the effects of liquid leakage and weight reduction.

[0025] The present invention also discloses a new energy vehicle comprising any one of the above-mentioned battery collision safety protection structures for new energy vehicles, wherein two safety anti-collision boxes are provided, and are respectively arranged on both side ends of the subframe near the power battery.

[0026] In summary, the utility model discloses a battery collision safety protection structure for new energy vehicles, in which a safety anti-collision box is arranged between the subframe and the power battery. When a serious collision occurs in the new energy vehicle, causing the subframe to fall off or move backward, the safety anti-collision box deforms and absorbs the impact force of the subframe, thereby preventing the subframe bracket from hitting the power battery, solving the safety problem caused by the subframe collision on the power battery, and the height dimension of the bottom plate protruding from the chassis is equal to or greater than the height dimension of the subframe protruding from the chassis, which can effectively prevent the subframe bracket from moving backward and penetrating the frame of the power battery or damaging the power battery. Furthermore, the safety crash box includes an integrally formed first energy-absorbing crash box and a second energy-absorbing crash box. The thickness of the first energy-absorbing crash box is greater than that of the second energy-absorbing crash box. When the subframe collides with the safety crash box, the first energy-absorbing crash box will first deform to absorb part of the impact force. When the impact force is large, the second energy-absorbing crash box will also deform after the first energy-absorbing crash box deforms and absorbs the force. This is equivalent to the safety crash box being able to deform twice, thereby maximally absorbing and buffering the collision energy and preventing the subframe from colliding with the power battery. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 A schematic diagram of the structure of a battery collision safety protection structure for a new energy vehicle provided by an embodiment of the present utility model;

[0028] Figure 2 A schematic diagram of the overall structure of a safety anti-collision box of a battery collision safety protection structure for a new energy vehicle provided by an embodiment of the utility model;

[0029] Figure 3 Another structural schematic diagram of a safety crash box of a battery collision safety protection structure for a new energy vehicle provided by an embodiment of the present utility model;

[0030] Figure 4 This is a schematic diagram of the overall structure of the battery collision safety protection structure of a new energy vehicle provided by an embodiment of the utility model.

[0031] Description of reference numerals:

[0032] 1. Safety anti-collision box;

[0033] 11. Bottom plate;

[0034] 111, circular weight-reducing hole;

[0035] 12. Side panels;

[0036] 13. Chassis connection;

[0037] 15. Subframe anti-collision part;

[0038] 151. First anti-collision portion; 152. Inclined anti-collision portion; 153. Second anti-collision portion;

[0039] 16. The first energy-absorbing crash box;

[0040] 161, first connecting base plate;

[0041] 17. Second energy-absorbing crash box;

[0042] 171, bottom guard plate;

[0043] 18. Connecting flange; 19. Transition fillet;

[0044] 2. Chassis;

[0045] 3. Power battery;

[0046] 31. Connecting protrusions;

[0047] 4. Subframe;

[0048] 5. Connect the bracket;

[0049] 51. Subframe connection end; 52. Chassis connection end; 53. Crash box connection end. DETAILED DESCRIPTION

[0050] With the rapid development of new energy vehicles, their safety after a collision has gradually attracted the attention of consumers and businesses. Currently, as the battery capacity of electric vehicles continues to increase, the power battery is positioned closer and closer to the front of the vehicle. Head-on collisions are the most common form of all collision accidents, and most head-on collisions are offset collisions with a certain overlap rate. When the vehicle speed is high and an offset collision occurs, the front cabin body and chassis are subjected to high-intensity compression, and the front subframe is at risk of detachment and backward movement. If the front subframe detaches and moves backward and directly impacts the front of the power battery, the battery pack is at risk of puncture, fire, and explosion. Therefore, the safety of the power battery in a new energy vehicle collision is the most important issue.

[0051] In the prior art, safety protection for power batteries mainly exists in two aspects: one is to improve the overall structure of the power battery, and the other is to improve the installation structure between the power battery and the vehicle chassis. However, these improvements do not disclose how to avoid the risk of the subframe structure falling off and moving backward during a collision, or even hitting the power battery.

[0052] To solve the above problems, this application discloses a battery collision safety protection structure for new energy vehicles, such as Figures 1 to 4 As shown, the safety crash box 1 includes a safety crash box 1 fixedly mounted on the chassis 2 of the vehicle. The safety crash box 1 protrudes from the plane of the chassis 2 and is located between the power battery 3 and the subframe 4. The safety crash box 1 includes a bottom plate 11 and side plates 12. A crash buffer space is formed in the middle of the bottom plate 11 and the side plates 12. The safety crash box 1 includes a chassis connection portion 13, a power battery connection portion, and a subframe crash section 15. The chassis connection portion 13 is located on one side of the safety crash box 1 and is fixedly connected to the chassis 2. The power battery connection portion is located on the other side of the safety crash box 1 and is fixedly connected to the power battery 3. The subframe crash section 15 is located on one side of the safety crash box 1 near the subframe 4. Furthermore, when viewed from the front end of the vehicle toward the subframe 4 and the safety crash box 1, the height of the bottom plate 11 protruding from the chassis 2 is equal to or greater than the height of the subframe 4 protruding from the chassis 2.

[0053] In summary, the present application sets a safety anti-collision box 1 between the subframe 4 and the power battery 3. When a serious collision occurs in the new energy vehicle, causing the subframe 4 to fall off or move backward, the safety anti-collision box 1 deforms and absorbs the impact and collision of the subframe 4, thereby preventing the subframe 4 bracket from colliding with the power battery 3, thereby solving the safety problem caused by the subframe 4 colliding with the power battery 3.

[0054] Next, the battery collision safety protection structure of the new energy vehicle disclosed in this application is further described in detail:

[0055] See also Figure 1 and Figure 2 The safety crash box 1 includes a bottom plate 11 and side plates 12, with a crash buffer space formed in the middle of the bottom plate 11 and the side plates 12. The safety crash box 1 includes a chassis connection portion 13, a power battery connection portion, and a subframe crash protection portion 15. The chassis connection portion 13 is located on one side of the safety crash box 1 and is fixedly connected to the chassis 2. The power battery connection portion is located on the other side of the safety crash box 1 and is fixedly connected to the power battery 3. The subframe crash protection portion 15 is located on one side of the safety crash box 1 near the subframe 4. Furthermore, when viewed from the front end of the vehicle toward the subframe 4 and the safety crash box 1, the height of the bottom plate 11 protruding from the chassis 2 is equal to or greater than the height of the subframe 4 protruding from the chassis 2.

[0056] It should be understood that the safety anti-collision box 1 is a hollow box-shaped structure with an anti-collision buffer space inside. Therefore, the safety anti-collision box 1 includes a bottom plate 11 and a side plate 12. Figure 2 and Figure 3 The bottom plate 11 is the side of the safety crash box 1 away from the chassis 2 and close to the bottom surface. The side plate 12 includes a plurality of connecting plates located on the side, and the side plate 12 and the bottom plate 11 are stamped and formed as one piece. The front end of the side plate 12 is the subframe 4, and the rear end is the power battery 3. When the subframe 4 falls off or moves backward, the subframe 4 will collide with or act on the safety crash box 1, and the safety crash box 1 will be deformed and become a protective barrier.

[0057] More specifically, the height dimension of the bottom plate 11 protruding from the chassis 2 is equal to or greater than the height dimension of the sub-frame 4 protruding from the chassis 2 means that the bottom plate 11 of the safety crash box 1 must be at least flush with the bottom side of the sub-frame 4 protruding from the chassis 2, or the bottom plate 11 of the safety crash box 1 may protrude from the bottom side of the sub-frame 4 by 2 cm, 3 cm, 4 cm or other heights. That is to say, in the installed state, the bottom plate 11 of the safety crash box 1 is flush with the bottom side of the sub-frame 4 or the bottom plate 11 of the safety crash box 1 is closer to the ground relative to the bottom side of the sub-frame 4. Only with such a structure can the sub-frame 4 be optimally protected after a collision.

[0058] More specifically, the chassis connection portion 13 is a side portion of the side panel 12 of the safety crash box 1 close to the chassis 2. The chassis connection portion 13 and the chassis 2 of the vehicle are preferably connected by welding. The subframe crash portion 15 is a side portion of the side panel 12 facing the subframe 4. The power battery connection portion can be a side portion facing the power battery 3, or the power battery connection portion can be set as a part of the bottom plate. The safety crash box 1 is fixed between the power battery 3 and the subframe 4 through the above connection method.

[0059] In one preferred embodiment, the power battery connection portion is provided as part of the floor panel, and the crash box 1 and power battery 3 are spaced apart along the length of the vehicle body. With this structure, even if the subframe 4 strikes the crash box 1, deforms, and absorbs the impact, the deformation of the crash box 1 will not impact or affect the power battery 3. Furthermore, those skilled in the art may also add reinforcing ribs or other structures to the crash box 1 to improve its energy absorption and crushing performance.

[0060] Therefore, the present application sets a safety anti-collision box 1 between the subframe 4 and the power battery 3. When the new energy vehicle encounters a serious collision and causes the subframe 4 to fall off or move backward, the safety anti-collision box 1 deforms and absorbs the impact force of the subframe 4, thereby preventing the subframe 4 bracket from hitting the power battery 3, solving the safety problem caused by the subframe 4 colliding with the power battery 3, and the height dimension of the bottom plate 11 protruding from the chassis 2 is equal to or greater than the height dimension of the subframe 4 protruding from the chassis 2, which can effectively prevent the subframe 4 bracket from moving backward to penetrate the frame of the power battery 3 or damage the power battery 3.

[0061] In order to more clearly understand the specific structure of the battery collision safety protection structure of the new energy vehicle disclosed in this application, the detailed structure and coordination relationship of the safety anti-collision box 1 are described below:

[0062] See Figure 1 and Figure 2 On the crash box 1, the subframe crash section 15 includes a first crash section 151, an inclined crash section 152, and a second crash section 153. When viewed from the front end of the crash box 1 toward the crash box 1, the first crash section 151, the inclined crash section 152, and the second crash section 153 are sequentially connected in the width direction of the vehicle, and the inclined crash section 152 is opposite to the end of the subframe 4 and extends obliquely from the first crash section 151 toward the second crash section 153.

[0063] It should be explained and understood that the first anti-collision portion 151, the inclined anti-collision portion 152 and the second anti-collision portion 153 are all part of the side panel 12, specifically the side portion of the side panel 12 facing the sub-frame 4. The first anti-collision portion 151, the inclined anti-collision portion 152 and the second anti-collision portion 153 all provide anti-collision end surfaces facing the end of the sub-frame 4, with a large protection area, and after the sub-frame 4 collides with the safety anti-collision box 1, the inclined anti-collision portion 152 can also guide the sub-frame 4 to slide, thereby absorbing and unloading part of the impact force.

[0064] More specifically, the inclination angle of the inclined anti-collision portion 152 can be set within a range of 5 to 15 degrees, for example, 5 degrees, 10 degrees, 15 degrees, etc., which is not specifically limited in this embodiment.

[0065] Further, in another preferred embodiment, see Figure 2 and Figure 3 The safety crash box 1 includes an integrally formed first energy-absorbing crash box 16 and a second energy-absorbing crash box 17. In the longitudinal direction of the vehicle, the thickness of the first energy-absorbing crash box 16 is greater than that of the second energy-absorbing crash box 17. An inclined crash section 152 is formed between the first energy-absorbing crash box 16 and the second energy-absorbing crash box 17. Furthermore, a first crash section 151 is located on the side of the first energy-absorbing crash box 16 that is closer to the subframe 4, and a second crash section 153 is located on the side of the second energy-absorbing crash box 17 that is closer to the subframe 4.

[0066] It should be understood by those skilled in the art that Figure 2 and Figure 3 To explain, the safety crash box 1 includes an integrally formed first energy-absorbing crash box 16 and a second energy-absorbing crash box 17, which are actually designed to be adaptively matched with the first crash section 151, the inclined crash section 152 and the second crash section 153. The thickness of the first crash box 16 is greater than that of the second crash box 17, and the first crash section 151 is correspondingly arranged on the side of the first crash box 16 close to the subframe 4, and the second crash section 153 is correspondingly arranged on the side of the second crash box 17 close to the subframe 4. The inclined crash section 152 also extends and is inclined between the first crash section 151 and the second crash section 153. And further refer to Figure 2 It can be seen that the side of the safety crash box 1 facing away from the subframe 4 and close to the power battery 3 is a flat plane. With such a structure, even if the safety crash box 1 contacts the power battery 3, it only contacts the end face of the power battery 3, and there will be no special-shaped structure or protruding structure on the end face, preventing the safety crash box 1 from hitting or colliding with the power battery 3.

[0067] With this structural design, the thickness of the first energy-absorbing crash box 16 is greater than that of the second energy-absorbing crash box 17. When the subframe 4 collides with the safety crash box 1, the first energy-absorbing crash box 16 will first deform to absorb part of the impact force. When the impact force is large, the second energy-absorbing crash box 17 will also deform after the first energy-absorbing crash box 16 deforms and absorbs the force. This is equivalent to the safety crash box 1 being able to deform twice, thereby maximally absorbing and buffering the collision energy and preventing the subframe 4 from colliding with the power battery 3.

[0068] Further, in another preferred embodiment, see Figure 1 and Figure 3The bottom of the first energy-absorbing crash box 16 is provided with a first connecting base plate 161. A connecting protrusion 31 is provided on the side of the power battery 3 near the first energy-absorbing crash box 16. The connecting protrusion 31 is fixedly connected to the first connecting base plate 161. The bottom of the second energy-absorbing crash box 17 is provided with a bottom guard plate 171. When viewed from the front end of the vehicle toward the safety crash box 1 and the power battery 3, the bottom guard plate 171 is flush with the bottom plate 11 of the power battery 3.

[0069] With such a structure, the bottom guard plate 171 of the second energy-absorbing crash box 17 is flush with the bottom plate 11 of the power battery 3 and is relatively higher than the subframe 4. Therefore, this structural design can ensure that no matter what collision state, the subframe 4 will not directly contact the power battery 3. Even if the subframe 4 slides or detaches, it will only be protected by the first energy-absorbing crash box 16 and the second energy-absorbing crash box 17 or guided to a position away from the power battery 3.

[0070] Furthermore, the embodiment of this embodiment also discloses a battery collision safety protection structure for new energy vehicles, see Figure 2 A plurality of connecting flanges 18 are provided on the side of the first energy absorbing crash box 16 and the second energy absorbing crash box 17 close to the chassis 2 , and the plurality of connecting flanges 18 are welded and fixedly connected to the chassis 2 .

[0071] Those skilled in the art should understand that the connecting flange 18 is actually arranged on the side of the side panel 12 of the safety crash box 1 close to the chassis 2, and the connecting flange 18 includes an inserted flange and a contact flange. With this structural design, the safety crash box 1 can be more conveniently and firmly fixed and welded to the chassis 2 of the vehicle by setting multiple connecting flanges 18 with different structures.

[0072] This embodiment also discloses a battery collision safety protection structure for new energy vehicles. The safety crash box 1 is integrally stamped. Furthermore, a draft angle is defined between the bottom plate 11 and the side plates 12 of the safety crash box 1, with the draft angle ranging from 6° to 8°. A transition fillet 19 is defined between the bottom plate 11 and the side plates 12, with a radius ranging from 8 to 10 mm.

[0073] Specifically, in the safety crash box 1 disclosed in this embodiment, the draft angle between the bottom plate 11 and the side plate 12 can be 6°, 7° or 8°, and the radius of the transition fillet 19 between the bottom plate 11 and the side plate 12 can be 8 mm, 9 mm, or 10 mm. The specific parameters of the safety crash box 1 with other structures or other sizes can be adjusted by those skilled in the art according to actual needs, and this embodiment does not make the sole limitation to this.

[0074] For further information, see Figure 1 and Figure 4The battery collision safety protection structure for a new energy vehicle disclosed in the embodiments of this invention further includes a connecting bracket 5, which includes a subframe connecting end 51, a chassis connecting end 52, and a crash box connecting end 53. The subframe connecting end 51 is fixedly connected to the end of the subframe 4 near the crash box 1, the chassis connecting end 52 is fixedly connected to the chassis 2, and the crash box connecting end 53 is fixedly connected to the bottom plate 11 of the crash box 1. Furthermore, the connecting bracket 5 is preferably V-shaped.

[0075] With such a structure, the purpose of setting the connecting bracket 5 is to prevent the end of the subframe 4 from being directly connected to the safety crash box 1, and the connecting bracket 5 is also connected to the chassis 2 and the safety crash box 1 respectively, providing two installation points, thereby improving the installation stability of the safety crash box 1, and it will not fall off when the collision force is small, and the safety is also higher.

[0076] The embodiment of this invention also discloses a battery collision safety protection structure for new energy vehicles, see Figure 3 A circular weight-reducing hole 111 is provided on the bottom plate 11 of the safety crash box 1 , and the diameter of the circular weight-reducing hole 111 is in the range of 10 to 25 mm.

[0077] By adopting the above technical solution, the circular weight-reducing hole 111 can also serve as a positioning hole to play a positioning role. The safety anti-collision box 1 and the vehicle chassis 2 are positioned by a positioning tool, and the circular weight-reducing hole 111 also has the effect of leakage and weight reduction. When rainwater or water enters the safety anti-collision box 1, it can be discharged through the circular weight-reducing hole 111 to prevent the safety anti-collision box 1 from rusting.

[0078] The embodiment of the present invention also discloses a new energy vehicle, including any one of the above-mentioned battery collision safety protection structures for new energy vehicles. Figure 4 There are two safety anti-collision boxes 1 , which are respectively arranged at both side ends of the sub-frame 4 close to the power battery 3 .

[0079] In summary, the utility model discloses a battery collision safety protection structure for new energy vehicles, in which a safety anti-collision box 1 is arranged between the subframe 4 and the power battery 3. When the new energy vehicle encounters a serious collision, causing the subframe 4 to fall off or move backward, the safety anti-collision box 1 deforms and absorbs the impact force of the subframe 4, thereby preventing the subframe 4 bracket from hitting the power battery 3, solving the safety problem caused by the subframe 4 colliding with the power battery 3, and the height dimension of the bottom plate 11 protruding from the chassis 2 is equal to or greater than the height dimension of the subframe 4 protruding from the chassis 2, which can effectively prevent the subframe 4 bracket from moving backward to penetrate the frame of the power battery 3 or damage the power battery 3. Furthermore, the safety crash box 1 includes an integrally formed first energy-absorbing crash box 16 and a second energy-absorbing crash box 17. The thickness of the first energy-absorbing crash box 16 is greater than that of the second energy-absorbing crash box 17. When the subframe 4 collides with the safety crash box 1, the first energy-absorbing crash box 16 will first deform to absorb part of the impact force. When the impact force is large, the second energy-absorbing crash box 17 will also deform after the first energy-absorbing crash box 16 deforms and absorbs the energy. This is equivalent to the safety crash box 1 being able to deform twice, thereby maximally absorbing and buffering the collision energy and preventing the subframe 4 from colliding with the power battery 3.

[0080] It should be noted that, in addition to the implementation methods of the present invention described in the above-mentioned specific embodiments, those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the present utility model. In order to provide an in-depth understanding of the present utility model, the above description contains many specific details, and the present utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments of the present utility model and the features in the embodiments can be combined with each other.

[0081] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0082] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as a limitation on the utility model.

[0083] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0084] In the description of this embodiment, it should be noted that, unless otherwise specified or limited, the terms "disposed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this embodiment based on specific circumstances.

[0085] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above description is provided to further illustrate the present invention in conjunction with specific embodiments, and that the present invention should not be construed as being limited to these descriptions. Those skilled in the art may make various changes in form and detail, including simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A battery collision safety protection structure for new energy vehicles, characterized in that: It includes a safety anti-collision box, which is fixedly arranged on the chassis of the vehicle, the safety anti-collision box protrudes from the plane where the chassis is located, and is located between the power battery and the subframe; in The safety anti-collision box comprises a bottom plate and a side plate, wherein an anti-collision buffer space is formed in the middle of the bottom plate and the side plate, and the safety anti-collision box comprises a chassis connection part, a power battery connection part and a sub-frame anti-collision part, wherein the chassis connection part is located at one side of the safety anti-collision box and is fixedly connected to the chassis, the power battery connection part is located at the other side of the safety anti-collision box and is fixedly connected to the power battery, and the sub-frame anti-collision part is located at one side of the safety anti-collision box close to the sub-frame; and When viewed from the front end of the vehicle toward the sub-frame and the safety crash box, the height dimension of the bottom plate protruding from the chassis is equal to or greater than the height dimension of the sub-frame protruding from the chassis.

2. The battery collision safety protection structure of a new energy vehicle according to claim 1, characterized in that: The subframe anti-collision portion includes a first anti-collision portion, an inclined anti-collision portion and a second anti-collision portion; wherein When viewed from the front end of the safety anti-collision box toward the safety anti-collision box, the first anti-collision portion, the inclined anti-collision portion and the second anti-collision portion are connected in sequence in the width direction of the vehicle, and the inclined anti-collision portion is opposite to the end of the sub-frame and extends obliquely from the first anti-collision portion toward the second anti-collision portion.

3. The battery collision safety protection structure of a new energy vehicle as claimed in claim 2, characterized in that: The safety anti-collision box includes a first energy-absorbing anti-collision box and a second energy-absorbing anti-collision box formed in one piece; in In the length direction of the vehicle, the thickness dimension of the first energy absorbing crash box is greater than the thickness dimension of the second energy absorbing crash box, and the inclined crash protection portion is formed between the first energy absorbing crash box and the second energy absorbing crash box; and The first anti-collision portion is located at a side of the first energy absorbing anti-collision box close to the sub-frame, and the second anti-collision portion is located at a side of the second energy absorbing anti-collision box close to the sub-frame.

4. The battery collision safety protection structure for new energy vehicles according to claim 3, characterized in that: A first connecting bottom plate is provided at the bottom of the first energy absorbing and anti-collision box, and a connecting protrusion is provided on a side of the power battery close to the first energy absorbing and anti-collision box, and the connecting protrusion is fixedly connected to the first connecting bottom plate; A bottom guard plate is provided at the bottom of the second energy absorbing crash box. When looking from the front end of the vehicle toward the safety crash box and the power battery, the bottom guard plate is flush with the bottom plate of the power battery.

5. The battery collision safety protection structure of a new energy vehicle as claimed in claim 4, characterized in that: A plurality of connecting flanges are provided on one side of the first energy absorbing and anti-collision box and the second energy absorbing and anti-collision box close to the chassis, and the plurality of connecting flanges are fixedly connected to the chassis by welding.

6. The battery collision safety protection structure for new energy vehicles according to claim 5, characterized in that: The safety anti-collision box is formed by integral stamping; and There is a draft angle between the bottom plate and the side plate of the safety anti-collision box, and the draft angle is in the range of 6° to 8°; A transition fillet is provided between the bottom plate and the side plate of the safety anti-collision box, and the radius of the transition fillet is in the range of 8 to 10 mm.

7. The battery collision safety protection structure for new energy vehicles according to any one of claims 1 to 6, characterized in that: Also included is a connecting bracket, the connecting bracket including a subframe connecting end, a chassis connecting end and a crash box connecting end; in The auxiliary frame connecting end is fixedly connected to one end of the auxiliary frame close to the safety anti-collision box, the chassis connecting end is fixedly connected to the chassis, and the anti-collision box connecting end is fixedly connected to the bottom plate of the safety anti-collision box.

8. The battery collision safety protection structure for new energy vehicles as claimed in claim 7, characterized in that: The connecting bracket is in a "V" shape.

9. The battery collision safety protection structure of a new energy vehicle as claimed in claim 8, characterized in that: A circular weight-reducing hole is arranged on the bottom plate of the safety anti-collision box, and the diameter of the circular weight-reducing hole is in the range of 10 to 25 mm.

10. A new energy vehicle, characterized in that: A battery collision safety protection structure for a new energy vehicle comprising any one of claims 1 to 9; wherein The safety anti-collision boxes are provided with two and are respectively arranged at the two side ends of the auxiliary frame close to the power battery.

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