Guiding structure for avoiding rear high-voltage risk of pure electric vehicle and vehicle

Abstract

The utility model relates to a guiding structure and a vehicle capable of avoiding high-voltage risks of the rear portion of a pure electric vehicle model, and the guiding structure comprises a rear auxiliary frame, a front auxiliary frame and a rear auxiliary frame, the boosting box is obliquely arranged on the luggage compartment floor, and the inclining direction of the boosting box faces the rear cross beam; and the guide structure is arranged on the rear cross beam and comprises an inclined guide surface which is consistent with the inclination direction of the boosting box. When 90 kph American standard rear collision 70% overlapping rate offset rear-end collision happens to a vehicle, the rear anti-collision beam deforms forwards and drives the rear longitudinal beam and the luggage compartment floor to deform together, the boosting box translates and rotates under extrusion of a rear collision barrier, and when the boosting box translates to make contact with the guide face of the guide structure, the boosting box moves along the guide face of the guide structure, and the rear longitudinal beam and the luggage compartment floor are driven to rotate. Therefore, extrusion between the boosting box and the rear cross beam is avoided, finally, the risk that the boosting box is extruded and generates large deformation is avoided, and therefore no high-voltage safety risk exists when a pure electric vehicle is collided after 90 kph American standard.

Description

Technical Field

[0001] This utility model relates to the field of automotive collision safety technology, and in particular to a guide structure and vehicle for avoiding the risk of high voltage at the rear of pure electric vehicles. Background Technology

[0002] As cars become increasingly common in households, vehicle safety is receiving more and more attention from consumers, and pure electric vehicles are becoming more and more accepted. However, due to the fact that the construction of charging stations used to be based on 400V, while the current vehicle design takes into account 800V voltage platform design, the vehicle needs to be designed with a booster box to increase the voltage of the charging station to the vehicle's design voltage for charging.

[0003] Currently, due to the size of the booster box itself and the high-voltage line connections, conventional booster boxes are generally placed under the luggage compartment floor or directly integrated into the powertrain to form a multi-functional powertrain. When it's a multi-functional powertrain, there is essentially no risk of high voltage at the rear. However, when it's not a multi-functional powertrain and the booster box is placed under the luggage compartment floor, in a 90kph US standard rear-end collision with 70% overlap, the rear bumper beam deforms forward, causing the left / right rear longitudinal beams and luggage compartment floor to deform as well. Because the booster box is connected to the luggage compartment floor, it undergoes translation and rotation during the rear-end collision due to the deformation of the luggage compartment floor and the pressure from the rear-end collision barrier. This causes the booster box to be compressed against the rear subframe's rear crossbeam, resulting in significant deformation and a short circuit in the internal high-voltage structure, thus posing a high-voltage safety risk. Utility Model Content

[0004] In view of the shortcomings of the prior art described above, one objective of this utility model is to provide a guiding structure to avoid the risk of high voltage at the rear of pure electric vehicles. This structure addresses the problem that existing systems, when the booster box is placed under the trunk floor, are prone to causing high voltage risks at the rear of the vehicle in offset rear-end collisions with a 70% overlap rate under US standards (90 kph). A second objective is to provide a vehicle...

[0005] To achieve the above and other related objectives, this utility model provides a guide structure to avoid the risk of high voltage at the rear of pure electric vehicles, comprising:

[0006] The rear subframe includes a rear bumper beam, a rear longitudinal beam, and a rear transverse beam. The rear bumper beam and the rear transverse beam are respectively connected to the two ends of the rear longitudinal beam along the longitudinal direction. The rear subframe is provided with a luggage compartment floor.

[0007] A booster box is inclinedly mounted on the luggage compartment floor, with the inclined direction of the booster box facing the rear crossbeam. The booster box is used to boost the input voltage.

[0008] A guide structure is provided on the rear crossbeam. The guide structure includes an inclined guide surface. The inclination direction of the guide surface is consistent with the inclination direction of the booster box. When a vehicle collision occurs, the guide structure is used to guide the booster box to move in a direction deviating from the rear crossbeam.

[0009] Optionally, the angle α between the guide surface and the horizontal plane is 30° to 60°.

[0010] Optionally, the guide structure further includes a connector, through which the guide structure is connected to the rear crossbeam, and the connector includes a first connecting block and a second connecting block.

[0011] Optionally, the guide structure further includes a connecting surface, with the first connecting block and the second connecting block respectively disposed at both ends of the connecting surface along the width direction, and the first connecting block and the second connecting block being bolted to the rear crossbeam.

[0012] Optionally, the first connecting block extends along the thickness direction of the connecting surface, the second connecting block extends along the width direction of the connecting surface, the first connecting block has at least two bolt holes distributed along the length direction, and the second connecting block has at least one bolt hole distributed along the length direction.

[0013] Optionally, the connecting surface is provided with at least two buffer pads along its length.

[0014] Optionally, the rear longitudinal beam includes a left rear longitudinal beam and a right rear longitudinal beam, and the booster box is disposed on the luggage compartment floor near the right rear longitudinal beam.

[0015] Optionally, the guide structure is disposed on the rear crossbeam near the right rear longitudinal beam, and the guide structure and the booster box are disposed corresponding to each other along the longitudinal direction of the rear longitudinal beam.

[0016] Optionally, the projected width W1 of the guide surface on the rear crossbeam overlaps by at least 2 / 3 with the projected width W2 of the booster box on the rear crossbeam.

[0017] A vehicle including the guide structure described above for avoiding high-voltage risks at the rear of a pure electric vehicle.

[0018] As described above, this utility model has the following beneficial effects: By setting a guide structure with an inclined guide surface on the rear crossbeam, and the inclination direction of the guide surface is consistent with the inclination direction of the booster box, when the vehicle is involved in a 90kph US standard rear-end collision with 70% overlap, the rear anti-collision beam deforms forward and drives the rear longitudinal beam and luggage compartment floor to deform together. While the luggage compartment floor is deformed, the booster box is also squeezed by the rear impact barrier, resulting in translation and rotation. When the booster box translates to contact the guide surface of the guide structure, the booster box moves along the guide surface of the guide structure, thereby deviating from the rear crossbeam. Since the inclination direction is towards the rear crossbeam, the booster box can also move further forward, thereby avoiding the booster box being squeezed by the rear crossbeam, and ultimately avoiding the risk of the booster box being squeezed and causing large deformation, thus achieving a high-voltage safety risk for pure electric vehicles under a 90kph US standard rear-end collision. Attached Figure Description

[0019] Figure 1 The diagram shown is a bottom view of the assembly structure of the guide structure and the rear subframe as illustrated in an embodiment of this application.

[0020] Figure 2 The image shown is a front view of the assembly structure of the guide structure and the rear subframe as illustrated in an embodiment of this application.

[0021] Figure 3 The diagram shows the arrangement of the booster box and guide structure in an embodiment of this application.

[0022] Figure 4 The diagram shown is a schematic representation of the guide structure as illustrated in an embodiment of this application.

[0023] Explanation of reference numerals in the attached figures

[0024] 1. Rear subframe, 101 rear anti-collision beam, 102 rear longitudinal beam, 102a left rear longitudinal beam, 102b right rear longitudinal beam, 103 rear cross beam, 2. Luggage compartment floor, 3. Pressure booster box, 4. Guide structure, 401 guide surface, 402 connector, 402a first connecting block, 402b second connecting block, 402c bolt hole, 403 connecting surface, 403 buffer pad. Detailed Implementation

[0025] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model.

[0026] Please see Figures 1 to 4It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this utility model. Therefore, the drawings only show components relevant to this utility model and are not drawn according to the actual number, shape, and size of the components in implementation. In actual implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the component layout may be more complex. The structures, proportions, and sizes shown in the accompanying drawings are only for illustrative purposes and to assist those skilled in the art in understanding and reading the content disclosed in the specification. They are not intended to limit the implementation conditions of this utility model and therefore have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives of this utility model, should still fall within the scope of the technical content disclosed in this utility model. Meanwhile, the terms such as "upper", "lower", "left", "right", "middle" and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered as within the scope of implementation of this utility model.

[0027] Before describing the embodiments of this utility model in detail, the application environment of this utility model will be described first. The technology of this utility model is mainly applied to the field of automotive collision safety technology. This utility model is used to solve the problem of high pressure risk at the rear of the vehicle when the existing booster box is placed under the trunk floor, in the case of a rear-end collision with a 70% overlap rate according to the US standard of 90kph.

[0028] Please combine Figures 1 to 4 As shown, this utility model provides a guide structure to avoid the risk of high voltage at the rear of pure electric vehicles.

[0029] In an exemplary embodiment of this application, the rear subframe 1 includes a rear bumper beam 101, a rear longitudinal beam 102, and a rear crossbeam 103. The rear bumper beam 101 and the rear crossbeam 103 are respectively connected to the two ends of the rear longitudinal beam 102 along the longitudinal direction. The rear subframe 1 is provided with a luggage compartment floor 2. A booster box 3 is inclinedly disposed on the luggage compartment floor 2, with the inclined direction of the booster box 3 facing the rear crossbeam 103. The booster box 3 is used to boost the input voltage. A guide structure 4 is disposed on the rear crossbeam 103. The guide structure 4 includes an inclined guide surface 401, with the inclined direction of the guide surface 401 consistent with the inclined direction of the booster box 3. When the vehicle collides, the guide structure 4 is used to guide the booster box 3 to move in a direction deviating from the rear crossbeam 103.

[0030] In this embodiment, the booster box 3 is inclinedly mounted on the lower part of the luggage compartment floor 2 via a connecting arm. A guide structure 4 with an inclined guide surface 401 is provided on the rear crossbeam 103, and the inclination direction of the guide surface 401 is consistent with the inclination direction of the booster box 3. When the vehicle experiences a 90kph rear-end collision with a 70% overlap ratio (US standard), the rear anti-collision beam 101 deforms towards the rear crossbeam 103, causing the rear longitudinal beam 102 and the luggage compartment floor 2 to deform together. Simultaneously, the booster box 3 undergoes translation and rotation under the pressure of the rear impact barrier as the luggage compartment floor 2 deforms. After the booster box 3 moves towards the rear crossbeam 103 and contacts the guide surface 401 of the guide structure 4, the guide surface 401 of the guide structure 4 moves the booster box 3 in a direction deviating from the rear crossbeam 103. Since the tilt direction of the guide surface 401 is towards the rear crossbeam 103, the booster box 3 can also move further forward, thereby avoiding the booster box 3 from being squeezed and deformed by the guide structure 4, and avoiding the booster box 3 from being squeezed by the rear crossbeam 103. Ultimately, it avoids the risk of the booster box 3 being squeezed and causing large deformation, thereby achieving no high-voltage safety risk for pure electric vehicles after a collision with the 90kph US standard.

[0031] In an exemplary embodiment of this application, the angle α between the guide surface 401 and the horizontal plane is 30° to 60°.

[0032] In this embodiment, the design angle of the horizontal plane of the guide surface 401 includes, but is not limited to, 30°, 35°, 40°, 45°, 50°, 55°, or 60°. If the design angle α is less than 30° or greater than 60°, the guiding effect of the guide structure 4 on the booster box 3 is not significant. Furthermore, the reaction force of the booster box 3 on the guide structure 4 increases during translation, increasing the risk of extrusion deformation between the booster box 3 and the guide structure 4, thereby increasing the high-pressure safety risk. Therefore, by setting the included angle α between the guide surface 401 and the horizontal plane to 30° to 60°, the guiding effect of the guide structure 4 on the booster box 3 is ensured to be significant, reducing the risk of extrusion deformation between the booster box 3 and the guide structure 4, thereby reducing the high-pressure risk at the rear of the pure electric vehicle.

[0033] In an exemplary embodiment of this application, the guide structure 4 further includes a connector 402, which connects the guide structure 4 to the rear crossbeam 103. The connector 402 includes a first connecting block 402a and a second connecting block 402b.

[0034] In this embodiment, the guide structure 4 is connected to the rear crossbeam 103 by a connector 402. The guide structure 4 is connected to the rear crossbeam 103 by the connector 402 in a detachable manner. The connector 402 includes, but is not limited to, bolts, pins, and blocks.

[0035] In an exemplary embodiment of this application, the guide structure 4 further includes a connecting surface 403, and a first connecting block 402a and a second connecting block 402b are respectively disposed at both ends of the connecting surface 403 along the width direction (i.e. the extension direction of the short side of the connecting surface 403), and the first connecting block 402a and the second connecting block 402b are bolted to the rear crossbeam 103.

[0036] In this embodiment, the guide structure 4 has a right-angled triangle cross section. The connecting surface 403 is the surface of the guide structure 4 facing the rear crossbeam 103. The first connecting block 402a and the second connecting block 402b can be configured as connecting blocks extending along the thickness direction of the connecting surface 403 (i.e., the direction perpendicular to the connecting surface 403), and the first connecting block 402a and the second connecting block 402b are respectively bolted to the surfaces of the rear crossbeam 103 on both sides along the height direction (i.e., the Z-axis direction). The first connecting block 402a and the second connecting block 402b can also be configured as connecting blocks extending along the width direction of the connecting surface 403, and both the first connecting block 402a and the second connecting block 402b are connected to the rear crossbeam 103. The upper and connecting surfaces 403 are bolted together; the first connecting block 402a is configured to extend along the thickness direction of the connecting surface 403, and the second connecting block 402b is configured to extend along the width direction of the connecting surface 403, that is, the first connecting block 402a and the second connecting block 402b are spatially perpendicular. The first connecting block 402a is connected to one side of the rear crossbeam 103 along the height direction, and the second connecting block 402b is connected to the rear crossbeam 103 and the connecting surface 403 on the opposite side. This makes the guide structure 4 fixed in the three dimensions of up and down, left and right, and front and back, which can effectively prevent the guide structure 4 from loosening, thereby preventing the guide structure 4 from reducing its guiding effect or failing to guide.

[0037] In an exemplary embodiment of this application, the first connecting block 402a extends along the thickness direction of the connecting surface 403, the second connecting block 402b extends along the width direction of the connecting surface 403, the first connecting block 402a has at least two bolt holes 402c distributed along the length direction, and the second connecting block 402b has at least one bolt hole 402c distributed along the length direction.

[0038] In this embodiment, based on the principle of the stability of triangles and to meet the requirements of vehicle body lightweighting, two bolt holes 402c are provided on the first connecting block 402a and one bolt hole 402c is provided on the second connecting block 402b. The three bolt holes 402c can meet the connection stability between the guide structure 4 and the rear crossbeam 103. The design length of the second connecting block 402b is less than the design length of the first connecting block 402a, thereby reducing the mass of the guide structure 4 and contributing to the overall vehicle lightweighting.

[0039] It is worth noting that the guide structure 4 may be made of rubber, plastic, cast aluminum or extruded aluminum, which not only meets the structural strength requirements, but also contributes to the overall vehicle lightweighting effect.

[0040] In an exemplary embodiment of this application, the connecting surface 403 is provided with at least two buffer pads 403a along the length direction.

[0041] In this embodiment, two buffer pads 403a are provided on the connecting surface 403. By providing buffer pads 403a, the squeezing force between the guide structure 4 and the rear crossbeam 103 can be effectively buffered, thereby reducing the risk of damage to the guide structure 4, further ensuring the effectiveness of the guide structure 4, avoiding the guide structure 4 from failing to guide the booster box 3, and thus avoiding the high voltage safety risk at the rear of the pure electric vehicle.

[0042] In an exemplary embodiment of this application, the rear longitudinal beam 102 includes a left rear longitudinal beam 102a and a right rear longitudinal beam 102b, and the booster box 3 is disposed on the luggage compartment floor 2 near the right rear longitudinal beam 102b.

[0043] In this embodiment, under the US standard rear-end collision condition of 90kph 70% overlap, since the rear-end collision moving trolley and the vehicle only overlap by 70%, the deformation of the rear longitudinal beam 102 has differences between the left and right sides, that is, the deformation of the left rear longitudinal beam 102a is large and the deformation of the right rear longitudinal beam 102b is small. By placing the booster box 3 close to the right rear longitudinal beam 102b, the translation time of the booster box 3 can be delayed, and the contact time between the booster box 3 and the guide structure 4 can be extended. The later the collision time, the smaller the collision potential energy, thereby reducing the contact extrusion pressure between the booster box 3 and the guide structure 4, and further avoiding the risk of high pressure at the rear caused by the short circuit due to the extrusion deformation of the booster box 3.

[0044] In an exemplary embodiment of this application, the guide structure 4 is disposed on the rear crossbeam 103 near the right rear longitudinal beam 102b, and the guide structure 4 and the booster box 3 are disposed correspondingly along the length direction of the rear longitudinal beam 102.

[0045] In this embodiment, by setting the guide structure 4 and the booster box 3 in the corresponding directions along the length of the rear longitudinal beam 102, it is ensured that the translational direction of the booster box 3 gradually approaches the guide structure 4, thereby ensuring that the guide structure 4 can guide the booster box 3 and that the booster box 3 can deviate from the rear crossbeam 103 along the inclined direction of the guide surface 401, thereby avoiding the booster box 3 and the rear crossbeam 103 from being squeezed and deformed.

[0046] In an exemplary embodiment of this application, the projected width W1 of the guide surface 401 on the rear crossbeam 103 overlaps by at least 2 / 3 with the projected width W2 of the booster box 3 on the rear crossbeam 103.

[0047] In this embodiment, by designing the width of the guide surface 401 of the guide structure 4 to overlap at least 2 / 3 with the horizontal projection width W1 of the booster box 3 in the direction of the rear crossbeam 103, it is ensured that the guide surface 401 will not deviate or derail from the guide surface 401 during the guiding movement of the booster box 3, thus preventing guidance failure. This further ensures that the booster box 3 will not be subject to the risk of extrusion deformation between it and the rear crossbeam 103.

[0048] This application also proposes a vehicle including the guide structure 4 described above for avoiding the risk of high voltage at the rear of a pure electric vehicle.

[0049] The working principle is as follows: By setting a guide structure 4 with an inclined guide surface 401 on the rear crossbeam 103, and the inclination direction of the guide surface 401 is consistent with the inclination direction of the booster box 3, when the vehicle is involved in a 90kph US standard rear-end collision with 70% overlap, the rear anti-collision beam 101 deforms forward and drives the rear longitudinal beam 102 and the luggage compartment floor 2 to deform together. At the same time as the luggage compartment floor 2 deforms, the booster box 3 is also squeezed by the rear collision barrier, resulting in translation and rotation. When the booster box 3 translates to contact the guide surface 401 of the guide structure 4, the booster box 3 moves along the guide surface 401 of the guide structure 4, thereby deviating from the rear crossbeam 103. Since the inclination direction is towards the rear crossbeam 103, the booster box 3 can also move further forward, thereby avoiding the booster box 3 from being squeezed by the rear crossbeam 103. Ultimately, the risk of the booster box 3 being squeezed and causing large deformation is avoided, thus achieving no high-pressure safety risk for pure electric vehicles under a 90kph US standard rear-end collision. Furthermore, by simply adding a detachable guide structure 4 to the rear crossbeam 103, there is no need to optimize the arrangement of the booster box 3, nor is there any need to optimize or add a rear floor structure, which effectively reduces the design difficulty of the vehicle and reduces the manufacturing cost.

[0050] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A guide structure to avoid high-voltage risks at the rear of pure electric vehicles, characterized in that, include: The rear subframe includes a rear bumper beam, a rear longitudinal beam, and a rear transverse beam. The rear bumper beam and the rear transverse beam are respectively connected to the two ends of the rear longitudinal beam along the longitudinal direction. The rear subframe is provided with a luggage compartment floor. A booster box is inclinedly mounted on the luggage compartment floor, with the inclined direction of the booster box facing the rear crossbeam. The booster box is used to boost the input voltage. A guide structure is provided on the rear crossbeam. The guide structure includes an inclined guide surface. The inclination direction of the guide surface is consistent with the inclination direction of the booster box. When a vehicle collision occurs, the guide structure is used to guide the booster box to move in a direction deviating from the rear crossbeam.

2. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 1, characterized in that: The angle α between the guide surface and the horizontal plane is 30° to 60°.

3. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 1, characterized in that: The guide structure also includes a connector, through which the guide structure is connected to the rear crossbeam, and the connector includes a first connecting block and a second connecting block.

4. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 3, characterized in that: The guide structure also includes a connecting surface, with the first connecting block and the second connecting block respectively disposed at both ends of the connecting surface along the width direction, and the first connecting block and the second connecting block being bolted to the rear crossbeam.

5. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 4, characterized in that: The first connecting block extends along the thickness direction of the connecting surface, the second connecting block extends along the width direction of the connecting surface, the first connecting block has at least two bolt holes distributed along the length direction, and the second connecting block has at least one bolt hole distributed along the length direction.

6. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 4, characterized in that: The connecting surface is provided with at least two buffer pads along its length.

7. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 1, characterized in that: The rear longitudinal beam includes a left rear longitudinal beam and a right rear longitudinal beam, and the booster box is located near the right rear longitudinal beam on the luggage compartment floor.

8. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 7, characterized in that: The guide structure is located near the right rear longitudinal beam on the rear cross beam, and the guide structure and the booster box are arranged longitudinally along the rear longitudinal beam.

9. The guide structure for avoiding high voltage risks at the rear of pure electric vehicles according to claim 8, characterized in that: The projection width W1 of the guide surface on the rear crossbeam overlaps by at least 2 / 3 with the projection width W2 of the booster box on the rear crossbeam.

10. A vehicle, characterized in that, Including the guide structure for avoiding high voltage risks at the rear of pure electric vehicles as described in any one of claims 1-9.

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