Energy absorption device and vehicle

Abstract

The utility model discloses an energy absorption device and a vehicle. The energy absorption device comprises a base plate, an energy absorption part and a connecting part. The energy absorption part comprises a cylindrical side wall and a partition plate located in an inner cavity of the cylindrical side wall, and at least partial area of the partition plate is parallel to the depth direction of the cylindrical side wall. One end of the cylindrical side wall is fixedly connected with the first side surface of the base plate; the connecting part is fixedly connected with the second side face of the base plate and can be connected with the preset position of the vehicle body. By means of the energy absorption device, energy absorption buffering can be provided through the energy absorption device when the front portion of the vehicle collides, the situation that the invasion amount of equipment nearby the energy absorption device is too large is avoided, and the collision resistance of the whole vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle design and manufacturing technology, and in particular to an energy-absorbing device and a vehicle equipped with the energy-absorbing device. Background Technology

[0002] In today's increasingly popular new energy hybrid vehicles, the pursuit of efficient space utilization leads to a reduction in the distance from the front wheel center to the heel (the horizontal distance between the front wheel center and the accelerator pedal), which increases the proportion of passenger compartment space. However, this results in a smaller engine compartment. Furthermore, the current pursuit of minimalist vehicle design also reduces engine compartment space. Consequently, in traditional vehicles, components such as the powertrain and radiator occupy a significant portion of the engine compartment. This often results in excessive frontal intrusion during a frontal collision, leading to poor overall vehicle crashworthiness. Utility Model Content

[0003] In view of this, the purpose of this application is to provide an energy-absorbing device and a vehicle equipped with the energy-absorbing device, which can provide energy-absorbing buffer when a collision occurs at the front of the vehicle, thereby preventing excessive intrusion of nearby equipment and improving the crashworthiness of the vehicle.

[0004] To achieve the above objectives, this application provides the following technical solution:

[0005] An energy absorption device, comprising:

[0006] substrate;

[0007] An energy-absorbing section includes a cylindrical sidewall and a partition located in an internal cavity of the cylindrical sidewall, at least a portion of the partition being parallel to the depth direction of the cylindrical sidewall; one end of the cylindrical sidewall is fixedly connected to a first side surface of the substrate.

[0008] The connecting part is fixedly connected to the second side of the base plate and can be connected to a preset position on the vehicle body.

[0009] Optionally, in the above-described energy-absorbing device, the internal cavity of the cylindrical sidewall is divided into multiple unit cavities extending along the depth direction of the cylindrical sidewall by the partition.

[0010] Optionally, in the above-described energy-absorbing device, a plurality of the unit cavities are arranged sequentially around the central axis of the cylindrical sidewall in the circumferential direction;

[0011] And / or, the plurality of said unit cavities are respectively located on both sides of the central plane of the cylindrical sidewall and are arranged symmetrically.

[0012] Optionally, in the above-described energy-absorbing device, the partition includes a first partition and a second partition perpendicularly connected to the first partition.

[0013] Optionally, in the above-described energy-absorbing device, the cross-sectional shape of the cylindrical sidewall is polygonal in a section perpendicular to the depth direction.

[0014] Optionally, in the above-mentioned energy-absorbing device, the preset position of the vehicle body includes the front side of the lower front panel of the front bulkhead assembly.

[0015] Optionally, in the above-described energy-absorbing device, the connecting portion includes:

[0016] The mounting plate is able to fit and be fixedly connected to the second side of the substrate;

[0017] The first connection point is located on the side of the mounting plate away from the base plate and is used to connect with the front side of the lower front panel.

[0018] The second connection point is located on the side of the mounting plate away from the base plate, and is used to extend into the first groove on the front side of the lower front panel and connect with the lower front panel.

[0019] Optionally, in the above-described energy-absorbing device, the energy-absorbing part is welded to the substrate;

[0020] The connecting part is welded to the substrate or connected by a first fastener.

[0021] A vehicle includes a central tunnel, and a front bumper beam, a first longitudinal beam, a front bulkhead crossbeam assembly, and a second longitudinal beam connected end to end to form a frame structure. The central tunnel is located behind the front bulkhead crossbeam assembly and is connected to the front bulkhead crossbeam assembly.

[0022] The vehicle also includes the energy-absorbing device described above, which is located in the frame structure and the connecting part is connected to the lower front panel of the front beam assembly. The energy-absorbing part is at least partially closer to the front bumper beam than the front beam assembly.

[0023] Optionally, in the aforementioned vehicle, the connecting portion is welded to the lower front bulkhead or connected via a second fastener.

[0024] Optionally, in the aforementioned vehicle, the energy-absorbing device and the central channel are connected to the front and rear sides of the lower front bulkhead, respectively; and, in the vehicle's longitudinal direction, the energy-absorbing device and the central channel at least partially overlap.

[0025] Optionally, in the aforementioned vehicle, the front side of the lower front panel is provided with a first groove to form a protrusion on the rear side of the lower front panel; the protrusion can be adapted to connect with a second groove located on the lower side of the front end of the center channel.

[0026] The energy-absorbing device provided in this application can be installed in the vehicle's engine compartment to provide energy absorption and cushioning for its internal components in the event of a frontal collision. For example, the energy-absorbing device can be installed on the front side of the front bulkhead beam assembly. In the event of a frontal collision, the energy-absorbing device can directly and specifically absorb and cushion the powertrain and other components in the engine compartment, thereby reducing the intrusion of the powertrain and other components into the passenger compartment and avoiding the problem of excessive front bulkhead intrusion and poor overall vehicle crashworthiness.

[0027] Furthermore, in the vehicle provided in this application, an energy-absorbing device is added to the front side of the front bulkhead crossbeam assembly, thereby enabling targeted energy absorption and buffering for powertrains of various sizes, which is beneficial for the uniformity of powertrain mounting points. In addition, because an energy-absorbing device is added to the front side of the front bulkhead crossbeam assembly, the strength requirements for the front bulkhead crossbeam assembly can be reduced, which helps to reduce the design difficulty of the front bulkhead crossbeam assembly. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the overall structure of an energy absorption device provided in an exemplary embodiment of this application.

[0030] Figure 2 for Figure 1 An exploded view of the energy-absorbing device in the image.

[0031] Figure 3 for Figure 1 A schematic diagram of the installation structure of the energy-absorbing device on the front crossbeam assembly.

[0032] Figure 4 for Figure 1 A schematic diagram of the installation structure of the energy-absorbing device on the lower front panel.

[0033] Figure 5 for Figure 3 The exploded structural diagram of the energy-absorbing device, the lower front panel, and the central channel.

[0034] Figure 6 This is a schematic diagram showing the structure and partial dimensions of the first and second longitudinal beams in a vehicle with an energy-absorbing device 3 installed in the lower front bulkhead, as provided in an exemplary embodiment. (All parameters in the figure are in millimeters.)

[0035] Figure 7This is a schematic diagram showing the structure and partial dimensions of the first and second longitudinal beams in a vehicle without energy-absorbing device 3, provided as a scale example. (All parameters in the diagram are in millimeters.)

[0036] in:

[0037] 1-Front bumper beam, 3-Energy absorption device, 4-Front bulkhead crossbeam assembly, 5-Central tunnel,

[0038] 6-Powertrain, 7-Wheels

[0039] 21-First longitudinal beam, 22-Second longitudinal beam

[0040] 31-Connecting part, 32-First fastener, 33-Substrate, 34-Energy-absorbing part

[0041] 311 - Mounting plate, 312 - First connection point, 313 - Second connection point

[0042] 321 - Bolt, 322 - Nut

[0043] 340 - Unit cavity, 341 - Cylindrical sidewall, 342 - Partition plate

[0044] 342' - First partition, 342” - Second partition

[0045] 40-Crossbeam body, 41-Front panel, 42-Lower front panel, 420-Protrusion, 50-Second groove. Detailed Implementation

[0046] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0047] Please see Figure 1 and Figure 2 This application provides an energy-absorbing device 3, which includes a base plate 33, an energy-absorbing part 34, and a connecting part 31. The energy-absorbing part 34 includes a cylindrical sidewall 341 and a partition 342 located in the internal cavity of the cylindrical sidewall 341. At least a portion of the partition 342 is parallel to the depth direction L of the cylindrical sidewall 341, so that the energy-absorbing part 34 can stably deform along the axial direction (i.e., the depth direction L of the cylindrical sidewall 341) during a collision, ensuring the stability of the force transmission direction. One end of the cylindrical sidewall 341 is fixedly connected to a first side surface of the base plate 33. The connecting part 31 is fixedly connected to a second side surface of the base plate 33 and can be connected to a preset position on the vehicle body.

[0048] The energy-absorbing device 3 provided in this application can provide energy-absorbing cushioning when a vehicle collides. For example, if the energy-absorbing device 3 is installed on the front side of the front bulkhead beam assembly 4 of the vehicle's engine compartment, it can directly absorb energy and cushion the powertrain 6 and other devices in the engine compartment when a frontal collision occurs, thereby reducing the intrusion of the powertrain 6 and other devices in the passenger compartment and avoiding the problem of excessive front bulkhead intrusion and poor overall vehicle crashworthiness.

[0049] In some embodiments, the internal cavity of the cylindrical sidewall 341 of the energy-absorbing device 3 is divided into multiple unit cavities 340 extending along the depth direction L by a partition 342. Preferably, the multiple unit cavities 340 are arranged sequentially around the central axis of the cylindrical sidewall 341 in the circumferential direction; and / or, the multiple unit cavities 340 are located on both sides of the central plane of the cylindrical sidewall 341 and are arranged symmetrically. Thus, the partition 342 not only provides the energy-absorbing device 3 with high structural strength and a large energy absorption effect, but also enables the energy-absorbing part 34 to deform stably along the axial direction during collision by means of the unit cavities 340 extending along the depth direction L, ensuring the stability of the force transmission direction.

[0050] For example, in a cross-section perpendicular to the depth direction L, the cross-sectional shape of the cylindrical sidewall 341 is polygonal; and two perpendicularly intersecting partitions 342 are provided in the internal cavity of the cylindrical sidewall 341, namely, the partitions 342 include a first partition 342' and a second partition 342" perpendicularly connected to the first partition 342'. Thus, the internal cavity of the cylindrical sidewall 341 is divided into four unit cavities 340 extending along the depth direction L by the first partition 342' and the second partition 342". However, it is not limited to this. In other embodiments, the cross-sectional shape of the cylindrical sidewall 341 can be set to a circle, an ellipse or other arbitrary shape, and a suitable number of partitions 342 can be arranged in other ways in the internal cavity of the cylindrical sidewall 341, as long as the energy-absorbing part 34 can achieve the design required strength and provide a suitable energy absorption effect.

[0051] In practice, the energy-absorbing device 3 can be installed on the front bulkhead crossbeam assembly 4, or it can be installed at other locations on the vehicle that require cushioning, depending on other actual conditions. The following explanation uses the installation of the energy-absorbing device 3 on the front side of the lower front panel 42 of the front bulkhead crossbeam assembly 4 (i.e., the preset vehicle body position mentioned above includes the front side of the lower front panel 42 of the front bulkhead crossbeam assembly 4) as an example. For details, please refer to [link / reference]. Figures 3 to 5 .

[0052] In traditional vehicle body structures, the longitudinal beams must also transmit forces to the sill beams and the central tunnel. Therefore, the longitudinal beams are designed at a certain angle, causing the aforementioned U-shaped frame structure to taper inwards towards the vehicle in a wider front and narrower rear configuration, resulting in insufficient space at the rear of the engine compartment. Based on this, this application provides a vehicle.

[0053] Please see Figures 3 to 5 The vehicle includes a central tunnel 5, and a front bumper beam 1, a first longitudinal beam 21, a front bulkhead crossbeam assembly 4, and a second longitudinal beam 22 connected end-to-end to form a frame structure. The central tunnel 5 is located behind and connected to the front bulkhead crossbeam assembly 4. Furthermore, the vehicle also includes a first energy-absorbing structure, a second energy-absorbing structure, and a third energy-absorbing structure. The first energy-absorbing structure is located between the front end of the first longitudinal beam 21 and the front bumper beam 1; the second energy-absorbing structure is located between the front end of the second longitudinal beam 22 and the front bumper beam 1; and the third energy-absorbing structure is located within the aforementioned frame structure. The first, second, and third energy-absorbing structures can employ the energy-absorbing device 3 described above. Taking the third energy-absorbing structure using the energy-absorbing device 3 as an example, the energy-absorbing device 3 is located within the aforementioned frame structure. The connecting part 31 of the energy-absorbing device 3 is connected to the lower front panel 42 of the front bulkhead crossbeam assembly 4. The energy-absorbing part 34 of the energy-absorbing device 3 is at least partially closer to the front bumper beam 1 than the front bulkhead crossbeam assembly 4. As can be seen, in the vehicle provided in this application, the energy absorption device 3 is placed in the middle of the front crossbeam assembly 4, thereby changing the number of force transmission paths from two to three, which can effectively improve the stability problem of the traditional "U-shaped" design.

[0054] In some embodiments, please refer to Figure 4 and Figure 5 The front bulkhead beam assembly 4 includes a beam body 40, a front bulkhead plate 41 located above and fixedly connected to the beam body 40, and a lower front bulkhead plate 42 located below and fixedly connected to the beam body 40. The upper end of the lower front bulkhead plate 42 is connected to the beam body 40, and the lower end of the lower front bulkhead plate 42 extends rearward and downward relative to its upper end. The lower front end of the center channel 5 has an inclined structure adapted to the inclined rear side of the lower front bulkhead plate 42. Furthermore, the front side of the lower front bulkhead plate 42 has a first groove to form a protrusion 420 on the rear side of the lower front bulkhead plate 42; the protrusion 420 can engage with a second groove 50 located on the lower front end of the center channel 5. Correspondingly, as... Figure 1 and Figure 2As shown, the connecting portion 31 of the energy absorption device 3 includes a mounting plate 311, a first connecting position 312, and a second connecting position 313. The mounting plate 311 can be attached to and fixedly connected to the second side of the substrate 33. The first connecting position 312 is located on the side of the mounting plate 311 away from the substrate 33 and is used to connect to the front side of the lower front panel 42. The second connecting position 313 is located on the side of the mounting plate 311 away from the substrate 33 and is used to extend into the first groove to connect to the lower front panel 42. The first connecting position 312 is located on one side of the mounting plate 311 and has a flat plate structure that can be adapted to connect with the front side of the lower front panel 42. A part of the second connecting position 313 is located on the side of the mounting plate 311 opposite to the first connecting position 312 and extends towards the rear of the vehicle to enter the first groove, forming a vertical plate structure. The other part of the second connecting position 313 extends from the bottom side of the mounting plate 311 into the first groove, with its front end forming a horizontal plate structure and its rear end forming a downwardly inclined plate structure to adapt to the inclined bottom surface of the first groove.

[0055] Therefore, the energy-absorbing device 3 and the central channel 5 are respectively installed on the front and rear sides of the lower front panel 42 in the front bulkhead crossbeam assembly 4. Furthermore, the energy-absorbing device 3 and the central channel 5 not only overlap at least partially in the longitudinal direction of the vehicle, but also in the vertical direction (i.e., upward Z), the rear end of the bottom surface of the energy-absorbing device 3 (see details below) Figure 1 The m-region in the middle channel 5 at least partially overlaps with the front end of the middle channel 5. Thus, the energy-absorbing device 3 is at least partially located on the longitudinal extension line of the middle channel 5 and behind the powertrain 6. During a vehicle collision, the energy-absorbing device 3 can participate in collision energy absorption in advance, absorb some of the energy from the powertrain 6 during a high-speed frontal collision, and directly transfer the energy to the middle channel 5, thereby improving force transmission efficiency, reducing the frontal intrusion in a high-speed frontal collision, and thus better protecting the safety of the occupants.

[0056] In specific implementations, the connection methods at various positions of the energy-absorbing device 3 can be as follows: the energy-absorbing part 34 is welded to the substrate 33; the connecting part 31 is welded to the substrate 33 or connected via a first fastener 32, the first fastener 32 including a screw 321 and a nut 322, the nut 322 being located on the front side of the substrate 33, the shank of the screw 321 passing sequentially from back to front through the mounting plate 311 of the connecting part 31 and the substrate 33 before being fastened to the nut 322; the connecting part 31 is welded to the lower front panel 42 or connected via a second fastener. However, this is not limited to these methods. In other embodiments, other installation methods can also be used to install the energy-absorbing device 3, and this application does not specifically limit this.

[0057] In summary, in the vehicle provided by this application, because an energy-absorbing device 3 is added to the front side of the front crossbeam assembly 4, energy absorption and buffering can be specifically applied to powertrains 6 of various sizes, thereby facilitating the standardization of the powertrain 6 mounting points. Furthermore, in the vehicle provided by this application, because an energy-absorbing device 3 is added to the front side of the front crossbeam assembly 4, the strength requirements for the front crossbeam assembly 4 can be reduced, which helps to reduce the design complexity of the front crossbeam assembly 4.

[0058] When a high-speed frontal collision occurs, the front bumper beam 1 first deforms and compresses the first and second energy-absorbing structures, transferring the collision force to the first and second longitudinal beams 21 and 22. Then, the powertrain 6 rapidly moves rearward and compresses the energy-absorbing device 3. The energy-absorbing device 3 and the front bulkhead crossbeam assembly 4 deform and transfer energy to the central tunnel 5 and the rear of the vehicle, simultaneously reducing the impact force on the first and second longitudinal beams 21 and 22. At the same time, the energy-absorbing device 3 comes into contact with the powertrain 6, and its energy-absorbing portion 34 crushes and deforms along the vehicle's longitudinal direction, rapidly absorbing some of the collision energy. The remaining energy is transferred through the rear end of the energy-absorbing device 3 to the central tunnel 5 and the rear of the vehicle, thereby reducing the intrusion of the powertrain 6 into the passenger compartment and better protecting occupant safety.

[0059] During the above process, as the powertrain 6 moves backward and quickly comes into contact with the energy-absorbing device 3, the energy-absorbing device 3 absorbs a portion of the force before moving longitudinally (i.e., Figure 3 The X-direction shown is transmitted to the central channel 5, thereby providing partial energy absorption for the powertrain 6 through the energy absorption device 3. In some embodiments, this can reduce the longitudinal space between the powertrain 6 and the front crossbeam assembly 4, thereby increasing the proportion of the cockpit space and simplifying the force transmission structure design in the central channel cockpit. It also reduces the encroachment of the body structure on the cockpit space, thereby reducing the space requirements of the safety and powertrain 6 on the cockpit and engine compartment. This helps to release the freedom of styling design and increase the proportion of the cockpit space.

[0060] In practical implementation, in the vehicle provided in this application, the first longitudinal beam 21 and the second longitudinal beam 22 are collectively referred to as longitudinal beams. Because an energy-absorbing device 3 is installed on the front side of the front bulkhead crossbeam assembly 4 opposite to the powertrain 6, thus:

[0061] The thickness of the outer plate of the longitudinal beam can be changed from 1.6 / 2.0 to 1.4 / 1.6 (20), the thickness of the inner plate of the longitudinal beam can be changed from 2.0 / 2.0 to 1.8 / 2.0, and the thickness of the reinforcing plate of the longitudinal beam can be changed from 2.0 to 1.6; (all values ​​in this paragraph are in millimeters)

[0062] The thickness of both the outer and inner longitudinal beam panels can be reduced by 10% to 20% to achieve a lightweight vehicle body design.

[0063] While keeping the X-axis dimension (i.e. the length of the longitudinal beam in the vehicle's longitudinal direction) and Z-axis dimension (i.e. the length of the longitudinal beam in the vehicle's height direction) unchanged, its YZ section dimension can be reduced by 10% to 12%, which is beneficial to increase the spacing between the first longitudinal beam 21 and the second longitudinal beam 22, and is compatible with the powertrain 6 with a larger Y-axis dimension, enabling diversified design of the engine compartment powertrain 6 layout.

[0064] For example, see Figure 6 and Figure 7 , Figure 6 This application provides a schematic diagram showing the structure and partial dimensions of a first longitudinal beam 21 and a second longitudinal beam 22 in a vehicle equipped with a third energy-absorbing box, as illustrated in an embodiment of the present application. Figure 7 This is a schematic diagram showing the structure and partial dimensions of the first longitudinal beam 21 and the second longitudinal beam 22 in a vehicle without a third energy-absorbing box, provided in a pair of proportions. (Comparison) Figure 6 and Figure 7 Based on the cross-sectional dimensions (i.e., YZ cross-sectional dimensions) at multiple locations of the longitudinal beam and the Y-direction spacing between the first longitudinal beam 21 and the second longitudinal beam 22, it can be seen that by installing the energy-absorbing device 3 on the front side of the front bulkhead beam assembly 4, the YZ cross-sectional dimensions of the longitudinal beam can be reduced. This facilitates increasing the Y-direction spacing between the first longitudinal beam 21 and the second longitudinal beam 22, thereby increasing the Y-direction arrangement space of the powertrain at the front of the engine compartment. It also facilitates increasing the Y-direction arrangement space of the wheels 7 on the outer sides of the first longitudinal beam 21 and the second longitudinal beam 22. Figure 6 The W position in the design allows for a larger arrangement space for the wheel hub, thus enabling the architecture to accommodate larger wheels 7 and powertrain 6 while maintaining the same L113 (the distance from the center point of the front wheel to the point of contact between the foot and the brake pedal) and meeting safety collision requirements.

[0065] Furthermore, in practical implementation, since an energy-absorbing device 3 is installed on the front side of the front crossbeam assembly 4 opposite the powertrain 6, safety-related components such as fuel lines and high-voltage wiring harnesses must avoid the location of the energy-absorbing device to prevent risks such as electrical or oil leakage during a collision and to avoid spontaneous combustion after the collision. Moreover, to ensure the exhaust pipe is lifted and installed, its Z-axis projection must be at least 20mm away from the energy-absorbing device to meet the lifting and installation requirements. At the same time, to meet thermal requirements, the exhaust pipe must maintain a static clearance of at least 30mm from its surroundings, causing the exhaust pipe and steering wheel to move outwards simultaneously, and the longitudinal beams of the vehicle body to adjust their orientation according to the layout requirements.

[0066] In practical implementation, the energy-absorbing device 3 can be a steel energy-absorbing box, with materials such as HC300LA, HC340 / 590DP, or HC420 / 780DP being suitable. Furthermore, the energy-absorbing device 3 can be spot-welded to the lower front bulkhead 42, and the central tunnel 5 can be spot-welded to the lower front bulkhead 42. For example, the energy-absorbing device 3 can adopt a self-welding box-shaped structure, contacting the front side of the lower front bulkhead 42, with the rear side of the lower front bulkhead 42 contacting the central tunnel 5. The energy-absorbing device 3, the lower front bulkhead 42, and the central tunnel 5 are then fixedly connected by three layers of spot welding, with the rear side of the lower front bulkhead 42 welded to the lower front end of the central tunnel 5. During a frontal collision, the energy-absorbing device 3 and the front bulkhead crossbeam assembly 4 can simultaneously transmit force to the central tunnel 5 in the X direction, thereby reducing the front bulkhead intrusion and improving the safety performance of the passenger compartment.

[0067] In practical implementation, the powertrain of gasoline or hybrid vehicles has a large longitudinal dimension and a small effective energy absorption space. Therefore, the energy absorption device provided in this application can be used in the engine compartment. At this time, the same energy absorption device can be compatible with various powertrains and engine compartment layouts. This application does not specifically limit the specific structure of the powertrain and engine compartment layout.

[0068] In summary, the vehicle provided in this application embodiment has at least the following advantages:

[0069] During a frontal collision, in addition to the longitudinal beams on both sides, the vehicle has an additional force transmission path in the middle, which helps to reduce the risk of instability of the longitudinal beams on both sides upon collision.

[0070] During a frontal collision, the addition of an energy-absorbing device 3 to the front center of the front crossbeam assembly 4 increases the force transmission path at the front of the vehicle from two to three. This reduces the strength requirements of the longitudinal beams on both sides (i.e., the first longitudinal beam 21 and the second longitudinal beam 22), lowers the design difficulty of the longitudinal beams, and facilitates a universal design. Furthermore, in some embodiments, due to the reduced load on the longitudinal beams, the longitudinal beams can be moved outward, eliminating the need to design the front U-shaped frame structure of the vehicle as a structure that is wider at the front and narrower at the rear, thus providing more space for the engine compartment.

[0071] Since the energy-absorbing device 3 added in this application directly corresponds to the central channel, the received collision force can be transmitted in a straight line to the central channel and then dispersed to the rear of the vehicle, resulting in smoother force transmission and better force transmission performance.

[0072] Since the energy-absorbing device 3 added in this application constitutes the central force transmission structure and is designed outside the passenger compartment, it can intervene in advance during the collision process, thereby reducing the impact of the collision force on the passenger compartment and further improving the safety of the occupants.

[0073] The energy-absorbing device 3 added in this application can be adjusted independently relative to other body structures. The energy-absorbing device 3 can be adjusted separately to meet the design requirements of different vehicle models.

[0074] Since the energy-absorbing device 3 added in this application constitutes the central force transmission structure, that is, the third force transmission path in addition to the patent path where the two longitudinal beams are located, the collision force corresponding to the two longitudinal beams can be dispersed. Thus, by keeping the collision force of the two longitudinal beams basically consistent in different models, the universal design of the longitudinal beams in multiple models can be achieved.

[0075] The energy absorption design of the third force transmission path can absorb the changes in collision capability generated by different powertrains, ensuring that the intrusion amount is the same and realizing the uniformity of the installation point of the powertrain inside the cabin.

[0076] It can achieve compatibility with multiple powertrains and engine compartment layouts under the same architecture. Oil vehicles or hybrid models can add the above-mentioned energy absorption device 3, while pure electric vehicles can choose to install the above-mentioned energy absorption device 3 or remove the energy absorption device according to actual needs, while other engine compartment structures remain basically the same.

[0077] The third force transmission path is a crushing energy absorption design, which can compensate for the poor energy absorption of the longitudinal beams during high-speed collisions.

[0078] It should be noted that the terms "up," "down," "front," "rear," "top," and "bottom" used in this article are based on the perspective when the vehicle is in normal driving mode, and are not limited to the actual orientation of the vehicle body structure in actual production or other situations.

[0079] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed.

[0080] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0081] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An energy-absorbing device, characterized in that, include: substrate(33); The energy-absorbing part (34) includes a cylindrical sidewall (341) and a partition (342) located in the internal cavity of the cylindrical sidewall (341), at least a portion of the partition (342) being parallel to the depth direction (L) of the cylindrical sidewall (341); one end of the cylindrical sidewall (341) is fixedly connected to the first side surface of the substrate (33); The connecting part (31) is fixedly connected to the second side of the base plate (33) and can be connected to a preset position on the vehicle body.

2. The energy-absorbing device according to claim 1, characterized in that, The internal cavity of the cylindrical sidewall (341) is divided into multiple unit cavities (340) extending along the depth direction (L) by the partition (342).

3. The energy-absorbing device according to claim 2, characterized in that, The multiple unit cavities (340) are arranged sequentially around the central axis of the cylindrical sidewall (341) in the circumferential direction; And / or, the plurality of said unit cavities (340) are respectively located on both sides of the central plane of the cylindrical sidewall (341) and are arranged symmetrically.

4. The energy-absorbing device according to claim 1, characterized in that, The partition (342) includes a first partition (342') and a second partition (342”) perpendicularly connected to the first partition (342'); And / or, in a section perpendicular to the depth direction (L), the cross-sectional shape of the cylindrical sidewall (341) is polygonal.

5. The energy-absorbing device according to claim 1, characterized in that, The preset position of the vehicle body includes the front side of the front lower plate (42) of the front crossbeam assembly (4).

6. The energy-absorbing device according to claim 5, characterized in that, The connecting part (31) includes: The mounting plate (311) is able to be attached to and fixedly connected to the second side of the substrate (33); The first connection position (312) is located on the side of the mounting plate (311) away from the base plate (33) and is used to connect with the front side of the lower front panel (42); The second connection position (313) is located on the side of the mounting plate (311) away from the base plate (33), and is used to extend into the first groove on the front side of the lower front panel (42) and connect with the lower front panel (42).

7. The energy-absorbing device according to claim 1, characterized in that, The energy-absorbing part (34) is welded to the substrate (33); The connecting part (31) is welded to the substrate (33) or connected by a first fastener (32).

8. A vehicle, comprising a central tunnel (5), and a front bumper beam (1), a first longitudinal beam (21), a front crossbeam assembly (4), and a second longitudinal beam (22) connected end to end to form a frame structure, wherein the central tunnel (5) is located on the rear side of the front crossbeam assembly (4) and is connected to the front crossbeam assembly (4); It is characterized in that It also includes an energy-absorbing device (3) as described in any one of claims 1 to 7, the energy-absorbing device (3) being located in the frame structure, and the connecting part (31) being connected to the lower front panel (42) of the front beam assembly (4), the energy-absorbing part (34) being at least partially closer to the front bumper beam (1) relative to the front beam assembly (4).

9. The vehicle according to claim 8, characterized in that, The connecting part (31) is welded to the lower front panel (42) or connected by a second fastener; And / or, the energy-absorbing device (3) and the central channel (5) are respectively connected to the front side and the rear side of the lower front panel (42); and, in the vehicle longitudinal direction, the energy-absorbing device (3) and the central channel (5) at least partially overlap.

10. The vehicle according to claim 8, characterized in that, The front side of the lower front panel (42) is provided with a first groove to form a protrusion (420) on the rear side of the lower front panel (42); the protrusion (420) can be adapted to connect with the second groove (50) located on the lower side of the front end of the central channel (5).

Images