Energy absorption structure, forecabin structure and vehicle

Abstract

The utility model relates to an energy absorption structure, a forecabin structure and a vehicle, the energy absorption structure comprises a first energy absorption structure, a second energy absorption structure and a transition structure, and the first energy absorption structure and the second energy absorption structure are suitable for being connected to a front anti-collision beam and are arranged at intervals in the left-right direction of the vehicle; the first energy absorption structure and the second energy absorption structure are connected through the transition structure. According to the technical scheme, the first energy absorption structure and the second energy absorption structure are connected through the transition structure, collision force can be better distributed when collision happens, the first energy absorption structure or the second energy absorption structure is prevented from losing efficacy too early or deforming too early excessively, and it is guaranteed that the whole energy absorption structure can absorb energy in a balanced mode. In addition, the transition structure not only plays a role in connection, but also can enhance the overall rigidity and torsional strength of the energy absorption structure, and is beneficial to maintaining the integrity of the forecabin structure and preventing local damage especially under the conditions of offset collision and the like.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, specifically to an energy-absorbing structure, a front compartment structure, and a vehicle. Background Technology

[0002] In vehicle safety design, energy-absorbing boxes are important safety structural components used to collapse in the event of a collision to absorb and disperse energy, reducing the impact on the passenger compartment.

[0003] In related technologies, energy-absorbing boxes are installed on both sides of the anti-collision beam to improve the vehicle's energy absorption capacity when it is hit. However, the effect of this on enhancing the collision absorption capacity is very limited. Utility Model Content

[0004] The purpose of this disclosure is to provide an energy-absorbing structure, a front compartment structure, and a vehicle that can enhance collision absorption capacity and improve vehicle safety performance, thereby at least partially solving the aforementioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this disclosure, an energy-absorbing structure is provided, comprising:

[0006] First energy-absorbing structure;

[0007] Second energy-absorbing structure; and

[0008] Transition structure;

[0009] The first energy-absorbing structure and the second energy-absorbing structure are adapted to be connected to the front bumper beam and arranged at intervals along the left and right directions of the vehicle, and the first energy-absorbing structure and the second energy-absorbing structure are connected by the transition structure.

[0010] Optionally, the transition structure has a top and a bottom opposite each other along the height direction of the vehicle, the top and / or the bottom being concave relative to the first energy-absorbing structure and the second energy-absorbing structure.

[0011] Optionally, along the height direction of the vehicle, the maximum distance between the top and bottom of the transition structure is 30% to 60% of the height of the energy-absorbing structure.

[0012] Optionally, the first energy-absorbing structure is provided with a first contractile rib, and the second energy-absorbing structure is provided with a second contractile rib, wherein the first contractile rib and the second contractile rib are positioned in the same position along the front-rear direction of the vehicle.

[0013] Optionally, the inner side of the first energy-absorbing structure along the width direction of the vehicle and the outer side of the second energy-absorbing structure along the width direction of the vehicle are both provided with a third shrinkage rib. The first shrinkage rib and the third shrinkage rib are offset along the front-rear direction of the vehicle, and the second shrinkage rib and the third shrinkage rib are also offset along the front-rear direction of the vehicle.

[0014] Optionally, one or more first collapse structures are provided on the outer wall surface of the first energy-absorbing structure, and one or more second collapse structures are provided on the outer wall surface of the second energy-absorbing structure, wherein the number of second collapse structures is equal to the number of first collapse structures.

[0015] Optionally, the energy-absorbing structure includes multiple plates, each including an upper plate and a lower plate that are joined together along the height direction of the vehicle. The upper plate has a first protrusion and a second protrusion that both bulge upwards, and a first transition portion located between the first protrusion and the second protrusion.

[0016] The lower plate has a third protrusion and a fourth protrusion that both bulge downwards, and a second transition portion located between the third protrusion and the fourth protrusion.

[0017] Wherein, the first protrusion and the third protrusion form part of the first energy-absorbing structure, the first transition portion and the second transition portion form part of the transition structure, and the second protrusion and the fourth protrusion form part of the second energy-absorbing structure.

[0018] Optionally, along the longitudinal direction of the vehicle, the top surface of at least one of the first protrusion and the second protrusion extends obliquely upward from the front end to the rear end; and / or,

[0019] Along the longitudinal direction of the vehicle, the bottom surface of at least one of the third protrusion and the fourth protrusion extends downward at an angle from the front end to the rear end.

[0020] Optionally, the top surface has an upward tilt angle of 2-5° from the front end to the rear end, and / or the bottom surface has a downward tilt angle of 2-5° from the front end to the rear end.

[0021] Optionally, the plurality of plates may further include a front plate connected to the front ends of the upper plate and the lower plate along the longitudinal direction of the vehicle, and a rear plate connected to the rear ends of the upper plate and the lower plate, wherein the front plate and / or the rear plate are flat plate structures.

[0022] Optionally, the first boundary line between the second energy-absorbing structure and the transition structure extends forward along the vehicle's longitudinal direction and obliquely outward along the vehicle's width direction; and / or,

[0023] The second junction line between the first energy-absorbing structure and the transition structure extends forward in the longitudinal direction of the vehicle and obliquely outward toward the outside of the vehicle in the width direction of the vehicle; and / or,

[0024] The side surface of the first energy-absorbing structure facing the inside of the vehicle in the width direction of the vehicle extends forward in the longitudinal direction of the vehicle and obliquely outward toward the outside of the vehicle in the width direction of the vehicle.

[0025] Optionally, the side surface of the second energy-absorbing structure facing the outside of the vehicle in the width direction of the vehicle is parallel to the longitudinal direction of the vehicle.

[0026] According to a second aspect of the present disclosure, a front cabin structure is provided, including a front bumper beam, a front longitudinal beam, and the above-mentioned energy-absorbing structure, and the energy-absorbing structure is connected between the front bumper beam and the front longitudinal beam.

[0027] Optionally, the cross-section of the front bumper beam is in the shape of a Chinese character "mu" or a square.

[0028] According to a third aspect of the present disclosure, a vehicle is provided, including the above-mentioned front cabin structure.

[0029] Through the above technical solutions, the energy-absorbing structure includes a first energy-absorbing structure and a second energy-absorbing structure, which increases effective energy-absorbing paths, enabling more energy to be absorbed and consumed during a collision. At the same time, the transition structure connects the first energy-absorbing structure and the second energy-absorbing structure, which can better distribute the collision force during a collision, avoid premature failure or excessive deformation of the first energy-absorbing structure or the second energy-absorbing structure, and ensure that the entire energy-absorbing structure can absorb energy evenly. In addition, the transition structure not only plays a connecting role, but also enhances the overall rigidity and torsional strength of the energy-absorbing structure. Especially in the case of offset collisions, etc., it helps to maintain the integrity of the front cabin structure and prevent local damage.

[0030] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification. Together with the following specific implementation, they are used to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings:

[0032] Figure 1 is a schematic structural view of the energy-absorbing structure connected to the front bumper beam provided in an exemplary embodiment of the present disclosure;

[0033] Figure 2 is a schematic structural view of the energy-absorbing structure connected to the front bumper beam from another angle provided in an exemplary embodiment of the present disclosure;

[0034] Figure 3This is an exploded structural diagram of the energy-absorbing structure provided in the exemplary embodiments of this disclosure;

[0035] Figure 4 This is a cross-sectional schematic diagram of the energy-absorbing structure provided in an exemplary embodiment of this disclosure;

[0036] Figure 5 This is a schematic diagram of the front cabin structure provided in an exemplary embodiment of this disclosure.

[0037] Explanation of reference numerals in the attached figures

[0038] 10. Energy-absorbing structure; 20. Front bumper beam; 30. Front longitudinal beam;

[0039] 1. First energy-absorbing structure; 2. Second energy-absorbing structure; 3. Transition structure; 4. Upper plate; 41. First protrusion; 42. Second protrusion; 43. First transition section; 5. Lower plate; 51. Third protrusion; 52. Fourth protrusion; 53. Second transition section; 6. Front end plate; 7. Rear end plate; 8. First contraction structure; 81. First contraction rib; 9. Second contraction structure; 91. Second contraction rib; 92. Third contraction rib. Detailed Implementation

[0040] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0041] In this disclosure, references are made for ease of description. Figure 1 The directions shown in the drawings are as follows: X-direction is the longitudinal direction of the vehicle, Y-direction is the width direction of the vehicle, and Z-direction is the height direction of the vehicle. Unless otherwise stated, "inner" and "outer" refer to the interior and exterior of the corresponding component outline; "far" and "near" refer to the distance of the corresponding component relative to another component in spatial position. Furthermore, the terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not have sequential or importance implications. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0042] According to the first aspect of this disclosure, reference to Figures 1 to 5 As shown, this disclosure provides an energy-absorbing structure 10, including a first energy-absorbing structure 1, a second energy-absorbing structure 2, and a transition structure 3; wherein, the first energy-absorbing structure 1 and the second energy-absorbing structure 2 are adapted to be connected to the front anti-collision beam 20 and are arranged at intervals along the left and right directions of the vehicle, and the first energy-absorbing structure 1 and the second energy-absorbing structure 2 are connected by the transition structure 3.

[0043] Through the above technical solution, the energy-absorbing structure 10 includes a first energy-absorbing structure 1 and a second energy-absorbing structure 2, increasing the effective energy absorption path and allowing more energy to be absorbed and consumed during the collision. Simultaneously, the transition structure 3 connects the first energy-absorbing structure 1 and the second energy-absorbing structure 2, which can better distribute the collision force during a collision, preventing premature failure or excessive deformation of either the first or second energy-absorbing structure 1 or 2, and ensuring that the entire energy-absorbing structure 10 can absorb energy evenly. Furthermore, the transition structure 3 not only serves a connecting function but also enhances the overall rigidity and torsional strength of the energy-absorbing structure 10, especially in offset collisions, helping to maintain the integrity of the forward compartment structure and prevent localized damage.

[0044] In some embodiments, reference Figures 1 to 3 As shown, the transition structure 3 has a top and a bottom opposite each other along the height direction of the vehicle. At least one of the top and bottom can be concave relative to the first energy-absorbing structure 1 and the second energy-absorbing structure 2 to improve the energy absorption efficiency of the energy-absorbing structure 10. Thus, the concave design of the transition structure 3 provides more space for the first energy-absorbing structure 1 and the second energy-absorbing structure 2 to deform and absorb energy. Furthermore, during a collision, the first energy-absorbing structure 1 and the second energy-absorbing structure 2 can deform along a preset path, ensuring that the deformation occurs in the expected direction, avoiding unexpected local failure or excessive deformation, and maximizing the collision energy absorption efficiency.

[0045] In some embodiments, reference Figure 4 As shown, along the vehicle's height direction, the maximum distance between the top and bottom of the transition structure 3 can be 30% to 60% of the height of the energy-absorbing structure 10. The height of the energy-absorbing structure 10 is the distance between the top and bottom of the first energy-absorbing structure 1 and / or the second energy-absorbing structure 2 along the vehicle's height direction. This disclosure exemplarily sets the heights of the first energy-absorbing structure 1 and the second energy-absorbing structure 2 to be equal. Thus, by reasonably setting the height ratio of the transition structure 3 and the energy-absorbing structure 10 along the vehicle's height direction, the energy-absorbing structure 10 can deform along an optimal path during a collision, ensuring effective dissipation of collision energy.

[0046] It is understood that the present disclosure achieves the above-mentioned height ratio with the energy-absorbing structure 10 by simultaneously recessing the top and bottom of the transition structure 3. In some other possible alternative embodiments not shown in the figures, the above-mentioned height ratio with the energy-absorbing structure 10 may also be achieved by recessing either the top or bottom of the transition structure 3. The present disclosure is not limited thereto.

[0047] In some embodiments, reference Figure 2As shown, the first energy-absorbing structure 1 is provided with a first crumple rib 81, and the second energy-absorbing structure 2 is provided with a second crumple rib 91. The first crumple rib 81 and the second crumple rib 91 are positioned in the same position along the longitudinal direction of the vehicle. In this way, the collision force can be distributed more evenly during the collision, which means that the entire energy-absorbing structure 10 can absorb the collision energy evenly, avoiding premature failure or premature excessive deformation of the first energy-absorbing structure 1 or the second energy-absorbing structure 2.

[0048] In addition, the energy absorption path of the energy-absorbing structure 10 in different directions can be made more consistent. For example, whether it is a frontal collision or an offset collision, this consistency can ensure that the collision energy is absorbed in a predetermined manner, reduce the collision energy transmitted to the passenger compartment, and improve the safety performance of the vehicle.

[0049] Of course, the fact that the first contraction rib 81 and the second contraction rib 91 are positioned in the same position along the front and rear directions of the vehicle also facilitates the setting and manufacturing of the energy absorption structure 10, making it easier to achieve efficient production. It also facilitates subsequent maintenance or replacement and achieves standardization of parts.

[0050] In some embodiments, reference Figure 2 As shown, the inner side of the first energy-absorbing structure 1 along the width direction of the vehicle and the outer side of the second energy-absorbing structure 2 along the width direction of the vehicle are both provided with a third contraction rib 92. The first contraction rib 81 and the third contraction rib 92 are offset along the front-rear direction of the vehicle, and the second contraction rib 91 and the third contraction rib 92 are also offset along the front-rear direction of the vehicle.

[0051] In this disclosure, the first and second crumple ribs 81 and 91 are exemplarily positioned to extend along the width direction of the vehicle, and the third crumple rib 92 is positioned to extend along the height direction of the vehicle. This staggered arrangement of the first and third crumple ribs 81 and 92 guides the deformation path of the second energy-absorbing structure 2 in multiple directions, thereby increasing the effective energy-absorbing path length and allowing more energy to be absorbed and dissipated during a collision. This improves the overall energy absorption efficiency.

[0052] In some embodiments, reference Figure 2 and Figure 3 As shown, one or more first collapse structures 8 are provided on the outer wall surface of the first energy-absorbing structure 1, and one or more second collapse structures 9 are provided on the outer wall surface of the second energy-absorbing structure 2. The number of first collapse structures 8 and second collapse structures 9 are equal. In this way, the consistency between the first energy-absorbing structure 1 and the second energy-absorbing structure 2 can be achieved, making the collision energy absorption path more uniform, and also enhancing the structural stability of the first energy-absorbing structure 1 and the second energy-absorbing structure 2.

[0053] The first crumple structure 8 may include the first crumple rib 81 and the third crumple rib 92 formed on the inner side of the first energy-absorbing structure 1 along the width direction of the vehicle, and the second crumple structure 9 may include the second crumple rib 91 and the third crumple rib 92 formed on the outer side of the second energy-absorbing structure 2 along the width direction of the vehicle.

[0054] In some embodiments, reference Figure 2 and Figure 3 As shown, the first contraction rib 81 can extend along the width direction of the vehicle from one side of the top surface of the first protrusion and / or one side of the bottom surface of the third protrusion 51 toward the other side and have a gap between them; and / or, the second contraction rib 91 can extend along the width direction of the vehicle from one side of the second protrusion and / or the fourth protrusion to the other side.

[0055] In this way, by setting the first contractile rib 81 and / or the second contractile rib 91, the collision energy can be absorbed and dissipated. This disclosure exemplarily sets the first contractile rib 81 on the first protrusion 41 and the third protrusion 51, and sets the second contractile rib 91 on the second protrusion 42 and the fourth protrusion 52. Setting the first contractile rib 81 and the second contractile rib 91 enables the first energy-absorbing structure 1 and the second energy-absorbing structure 2 to undergo plastic deformation along a predetermined path during the collision process, so as to gradually compress under the collision force, thereby effectively absorbing and dissipating the collision energy.

[0056] Furthermore, along the width direction of the vehicle, the first crumple rib 81 extends outward from the inner side of the top surface of the first protrusion 41 and outward from the inner side of the bottom surface of the third protrusion 51, with a gap between them. The second crumple rib 91 extends from one side of the second protrusion 42 and the fourth protrusion 52 to the other side. In this way, the second energy-absorbing structure 2 can collapse before the first energy-absorbing structure 1, realizing the dispersion and guidance of the collision force, which can improve the vehicle's safety performance in the event of a small offset collision.

[0057] In some embodiments, reference Figure 3 As shown, the energy-absorbing structure 10 includes multiple plates, which may include an upper plate 4 and a lower plate 5 that are interlocked along the height direction of the vehicle. These plates form a first energy-absorbing structure 1, a transition structure 3, and a second energy-absorbing structure 2. This allows the energy-absorbing structure 10 to be formed as a hollow box, improving its energy absorption capacity. It also allows the energy-absorbing structure 10 to compress gradually during a collision, creating a multi-stage energy absorption process, thereby more effectively dispersing and dissipating collision energy. Furthermore, the gradual compression of the energy-absorbing structure 10 during a collision prolongs the time it takes for the vehicle to decelerate from high speed to a standstill, reducing the impact force transmitted to the passenger compartment and lowering the risk of occupant injury. Of course, this configuration of the energy-absorbing structure 10 also optimizes material usage, reduces vehicle weight, and is more pedestrian-friendly.

[0058] By connecting multiple plates, a first energy-absorbing structure 1, a second energy-absorbing structure 2, and a transition structure 3 can be formed simultaneously, which is easy to manufacture and assemble. For example, the upper plate 4, lower plate 5, front end plate 6, and rear end plate 7 can be welded together to form an energy-absorbing structure 10. Therefore, the formation of the first energy-absorbing structure 1 and the second energy-absorbing structure 2 can be completed in a single assembly, reducing assembly difficulty. Specifically, along the width direction of the vehicle, the middle portion of the upper plate 4 can be recessed along the height direction of the vehicle to form a partial transition structure 3, and the middle portion of the lower plate 5 can be convex along the height direction of the vehicle to form a partial transition structure 3.

[0059] Furthermore, the upper plate 4 and the lower plate 5 can be arranged symmetrically. For example, the upper plate 4 and the lower plate 5 can be set in a centrally symmetrical form to simplify the production process, improve production efficiency, reduce production costs, and facilitate assembly.

[0060] In some embodiments, reference Figure 3 As shown, the upper plate 4 may have a first protrusion 41 and a second protrusion 42 that both protrude upwards, and a first transition portion 43 located between the first protrusion 41 and the second protrusion 42. The lower plate 5 may have a third protrusion 51 and a fourth protrusion 52 that both protrude downwards, and a second transition portion 53 located between the third protrusion 51 and the fourth protrusion 52. The first protrusion 41 and the third protrusion 51 form a partial first energy-absorbing structure 1, the first transition portion 43 and the second transition portion 53 form a partial transition structure 3, and the second protrusion 42 and the fourth protrusion 52 form a partial second energy-absorbing structure 2.

[0061] In this way, the protruding structure design can induce the energy-absorbing structure 10 to undergo plastic deformation in a predetermined manner during the collision. In addition, the protruding structure can guide stress to diffuse along a predetermined path during the collision, avoiding structural failure caused by local stress concentration. This design helps maintain the integrity and stability of the energy-absorbing structure 10 and prevents tearing or fracture under high impact forces. Furthermore, the application of modern stamping technology and high-strength steel makes the energy-absorbing structure 10 with complex geometry easier to produce, reducing manufacturing complexity and cost.

[0062] It is understandable that, along the height direction of the vehicle, the distance between the first protrusion 41 and the third protrusion 51 can be the height of the first energy-absorbing structure 1, the distance between the second protrusion 42 and the fourth protrusion 52 can be the height of the second energy-absorbing structure 2, and the distance between the first transition portion 43 and the second transition portion 53 can be the maximum distance between the top and bottom of the transition structure 3.

[0063] In some embodiments, reference Figure 2 and Figure 3As shown, along the longitudinal direction of the vehicle, the width of the top surface of at least one of the first protrusion 41 and the second protrusion 42 can gradually decrease from the front end to the rear end; and / or, along the longitudinal direction of the vehicle, the width of the bottom surface of at least one of the third protrusion 51 and the fourth protrusion 52 can gradually decrease from the front end to the rear end. This allows the front end of the first energy-absorbing structure 1 and / or the second energy-absorbing structure 2 to collapse and absorb energy more easily than the rear end, enabling rapid absorption of a large amount of impact energy in the early stages of a collision, thereby optimizing and guiding the energy absorption and force transmission process of the first energy-absorbing structure 1 and / or the second energy-absorbing structure 2. The top and bottom surfaces are defined according to the height direction of the vehicle.

[0064] Thus, the extension direction of the connection between at least one of the first energy-absorbing structure 1 and the second energy-absorbing structure 2 and the transition structure 3 is along the front-rear direction of the vehicle, extending from the front anti-collision beam 20 toward the front longitudinal beam 30 and toward the inside of the vehicle, so that the energy-absorbing structure 10 can better absorb and transmit the collision force when the vehicle encounters a small offset collision, thereby improving the collision safety performance of the vehicle.

[0065] In some embodiments, reference Figure 3 As shown, along the longitudinal direction of the vehicle, the top surface of at least one of the first protrusion 41 and the second protrusion 42 can extend upward at an angle from the front end to the rear end; and / or, along the longitudinal direction of the vehicle, the bottom surface of at least one of the first protrusion 41 and the second protrusion 42 can extend downward at an angle from the front end to the rear end.

[0066] Thus, along the front-rear direction of the vehicle, the cross-sectional area of ​​the front end of the first energy-absorbing structure 1 perpendicular to the front-rear direction of the vehicle can be smaller than the cross-sectional area of ​​the rear end of the first energy-absorbing structure 1 perpendicular to the front-rear direction of the vehicle; and / or, along the front-rear direction of the vehicle, the cross-sectional area of ​​the front end of the second energy-absorbing structure 2 perpendicular to the front-rear direction of the vehicle can be smaller than the cross-sectional area of ​​the rear end of the second energy-absorbing structure 2 perpendicular to the front-rear direction of the vehicle.

[0067] Understandably, the gradually increasing cross-sectional area allows the first energy-absorbing structure 1 and / or the second energy-absorbing structure 2 to absorb energy more evenly during a collision. This means that the energy-absorbing structure 10 can effectively absorb energy from the initial stage of a vehicle collision and continue to work efficiently as the degree of deformation increases until maximum deformation is reached. Furthermore, the gradually increasing cross-sectional area design allows the collision force to be distributed more evenly across different parts of the first energy-absorbing structure 1 and / or the second energy-absorbing structure 2, reducing localized stress concentration, thereby lowering the risk of damage and better protecting the vehicle's main structure.

[0068] The top surface has an upward tilt angle of 2-5° from the front end to the rear end, and / or the bottom surface has a downward tilt angle of 2-5° from the front end to the rear end. This disclosure exemplarily extends the top surfaces of the first protrusion 41 and the second protrusion 42 upwards from the front end to the rear end, while extending the bottom surfaces of the third protrusion 51 and the fourth protrusion 52 downwards from the front end to the rear end, with each tilt angle being 3°.

[0069] It is understood that in some alternative embodiments, at least one of the first protrusion 41, the second protrusion 42, the third protrusion 51, and the fourth protrusion 52 may be inclined at an angle of 2°, 3°, 4°, or 5°, etc. Of course, if multiple protrusions are inclined, the angles may also be different. This disclosure does not specifically limit this.

[0070] In some embodiments, reference Figure 2 and Figure 3 As shown, the multiple plates may further include a front plate 6 connected to the front ends of the upper plate 4 and the lower plate 5 along the longitudinal direction of the vehicle, and a rear plate 7 connected to the rear ends of the upper plate 4 and the lower plate 5. The front plate 6 and / or the rear plate 7 are flat plate structures. It is understood that the two ends of the front bumper beam 20 along the width direction of the vehicle can be inclined to better cope with minor side impacts. In this case, setting the front plate 6 as a flat plate structure facilitates the connection of the energy-absorbing structure 10 to the front bumper beam 20 and improves the stability of the connection between them. Similarly, setting the rear plate 7 as a flat plate structure facilitates the connection between the energy-absorbing structure 10 and the front longitudinal beam 30 (described later) and improves the stability of the connection.

[0071] Furthermore, along the longitudinal direction of the vehicle, the front end of the first energy-absorbing structure 1 protrudes forward beyond the front end of the second energy-absorbing structure 2, and the first energy-absorbing structure 1 is disposed inside the second energy-absorbing structure 2. Therefore, for the energy-absorbing structure 10 to function effectively, the front end of the first energy-absorbing structure 1 needs to protrude forward beyond the front end of the second energy-absorbing structure 2 to connect to the front bumper beam 20.

[0072] In some embodiments, reference Figure 2 As shown, the first boundary line a between the second energy-absorbing structure 2 and the transition structure 3 extends forward along the vehicle's front-rear direction and tilts towards the outside of the vehicle along the vehicle's width direction; and / or, the second boundary line b between the first energy-absorbing structure 1 and the transition structure 3 extends forward along the vehicle's front-rear direction and tilts towards the outside of the vehicle along the vehicle's width direction; and / or, the side of the first energy-absorbing structure 1 that faces inward along the vehicle's width direction extends forward along the vehicle's front-rear direction and tilts towards the outside of the vehicle along the vehicle's width direction.

[0073] In one exemplary application scenario, the energy-absorbing structure 10 provided in this disclosure can be used in the front compartment structure of a vehicle. The front compartment structure includes a front bumper beam 20 and a front longitudinal beam 30, wherein the energy-absorbing structure 10 is connected between the front bumper beam 20 and the front longitudinal beam 30. It is understood that, in order to optimize the transmission of collision forces and meet the requirements of vehicle structural design, the angle between the extension direction of the front longitudinal beam 30 and the longitudinal direction of the vehicle can be 5° to 8°, wherein the front longitudinal beam 30 extends obliquely outward along the width direction of the vehicle.

[0074] Therefore, the connection between the second energy-absorbing structure 2 and the transition structure 3 can be set as a first boundary line a, which extends forward along the vehicle's longitudinal direction and obliquely outward along the vehicle's width direction. The connection between the first energy-absorbing structure 1 and the transition structure 3 can be set as a second boundary line b, which extends forward along the vehicle's longitudinal direction and obliquely outward along the vehicle's width direction. Furthermore, the side of the first energy-absorbing structure 1 extending inward along the vehicle's width direction and obliquely outward along the vehicle's width direction.

[0075] The inclination angle of the first boundary line a, the second boundary line b, and the first energy-absorbing structure 1 towards the interior side of the vehicle along the width direction can also be 5° to 8°. For example, this disclosure sets the inclination angle of the first boundary line a, the second boundary line b, and the first energy-absorbing structure 1 towards the interior side of the vehicle along the width direction to be the same as the inclination angle of the front longitudinal beam 30, so that in the longitudinal direction of the vehicle, the extension direction of the first energy-absorbing structure 1 and the extension direction of the transition structure 3 are parallel to the extension direction of the front longitudinal beam 30, facilitating the transmission of collision force.

[0076] In addition, the second energy-absorbing structure 2 is oriented along the width of the vehicle and is parallel to the front-rear direction of the vehicle. This allows the second energy-absorbing structure 2 to better transfer the collision force to the front longitudinal beam 30, thereby improving the collision performance of the entire front compartment structure.

[0077] According to a second aspect of this disclosure, a forward cabin structure is provided, with reference to... Figure 5 As shown, it includes a front bumper beam 20, a front longitudinal beam 30, and the aforementioned energy-absorbing structure 10. The energy-absorbing structure 10 is adapted to be connected between the front bumper beam 20 and the front longitudinal beam 30 to improve the integrity and stability of the front compartment structure, thereby improving the frontal collision performance of the vehicle.

[0078] In some embodiments, reference Figure 3As shown, the cross-section of the front anti-collision beam 20 is in the shape of a Chinese character "mu" or a square. In this way, the cross-section in the shape of a Chinese character "mu" or a square provides more material thickness and internal space, enabling the front anti-collision beam 20 to undergo plastic deformation in a predetermined manner when being impacted, thereby more effectively absorbing collision energy. In addition, the cross-section in the shape of a Chinese character "mu" or a square has a relatively high flexural rigidity, which means that the front anti-collision beam 20 can better resist bending deformation. Exemplarily, in a frontal collision, it helps to reduce the overall deformation of the front anti-collision beam 20 and protect the safety of the occupant compartment.

[0079] According to the third aspect of the present disclosure, a vehicle is provided, including the above-mentioned front cabin structure. This vehicle has all the beneficial effects of the above-mentioned front cabin structure, which will not be elaborated herein again. In addition, this vehicle can be a fuel vehicle or a new energy vehicle, and the present disclosure does not make specific limitations thereto.

[0080] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0081] In addition, it should be noted that, in the above specific embodiments, the various specific technical features described can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination manners.

[0082] Furthermore, any combination can be made among various different embodiments of the present disclosure as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. An energy absorbing structure, characterized by The energy-absorbing structure comprises: a first energy-absorbing structure; a second energy-absorbing structure; and a transition structure; wherein the first energy-absorbing structure and the second energy-absorbing structure are adapted to be connected to a front bumper beam and are arranged at intervals along the left-right direction of the vehicle, and the first energy-absorbing structure and the second energy-absorbing structure are connected by the transition structure. The transition structure has a top portion and a bottom portion opposite along the height direction of the vehicle, and the top portion and / or the bottom portion are concave relative to the first energy-absorbing structure and the second energy-absorbing structure.

2. The energy absorbing structure of claim 1, wherein, The maximum distance between the top portion and the bottom portion of the transition structure along the height direction of the vehicle is 30% to 60% of the height of the energy-absorbing structure.

3. The energy absorbing structure of claim 1, wherein, The first energy-absorbing structure is provided with a first collapse rib, and the second energy-absorbing structure is provided with a second collapse rib, and the first collapse rib and the second collapse rib are arranged at the same position along the front-rear direction of the vehicle.

4. The energy absorbing structure of claim 1, wherein, The inner side of the first energy-absorbing structure along the width direction of the vehicle and the outer side of the second energy-absorbing structure along the width direction of the vehicle are both provided with a third collapse rib, and the first collapse rib and the third collapse rib are arranged at intervals along the front-rear direction of the vehicle, and the second collapse rib and the third collapse rib are arranged at intervals along the front-rear direction of the vehicle.

5. The energy absorbing structure of claim 4, wherein, The outer wall surface of the first energy-absorbing structure is provided with one or more first collapse structures, and the outer wall surface of the second energy-absorbing structure is provided with one or more second collapse structures, and the number of the second collapse structures is equal to that of the first collapse structures.

6. The energy absorbing structure of claim 1 wherein, The energy-absorbing structure comprises a plurality of plate bodies, the plurality of plate bodies comprising an upper plate body and a lower plate body which are opposite to each other along the height direction of the vehicle, the upper plate body having a first protruding portion and a second protruding portion which are both protruding upward and a first transition portion between the first protruding portion and the second protruding portion, 7. The energy absorbing structure of claim 1 wherein, the lower plate body having a third protruding portion and a fourth protruding portion which are both protruding downward and a second transition portion between the third protruding portion and the fourth protruding portion, wherein the first protruding portion and the third protruding portion form part of the first energy-absorbing structure, the first transition portion and the second transition portion form part of the transition structure, and the second protruding portion and the fourth protruding portion form part of the second energy-absorbing structure. Along the front-rear direction of the vehicle, the top surface of at least one of the first protruding portion and the second protruding portion extends upwardly and obliquely from the front end to the rear end; and / or, 8. The energy absorbing structure of claim 7, wherein, Along the front-rear direction of the vehicle, the bottom surface of at least one of the third protruding portion and the fourth protruding portion extends downwardly and obliquely from the front end to the rear end. The oblique angle of the top surface from the front end to the rear end and upwardly is 2-5°, and / or the oblique angle of the bottom surface from the front end to the rear end and downwardly is 2-5°.

9. The energy absorbing structure of claim 8, wherein, The plurality of plate bodies further comprise a front end plate connected to the front end of the upper plate body and the lower plate body along the front-rear direction of the vehicle and a rear end plate connected to the rear end of the upper plate body and the lower plate body, and the front end plate and / or the rear end plate are flat plate structures.

10. The energy absorbing structure of claim 7, wherein, The first boundary line of the second energy-absorbing structure and the transition structure extends obliquely along the front-rear direction of the vehicle toward the front and along the width direction of the vehicle toward the outward side of the vehicle; and / or, 11. The energy absorbing structure of any of claims 1-10, wherein, ​ The second intersection line of the first energy-absorbing structure and the transition structure extends obliquely forward along the front-rear direction of the vehicle and toward the outside of the vehicle along the width direction of the vehicle; and / or, The side of the first energy-absorbing structure toward the inside of the vehicle along the width direction of the vehicle extends obliquely forward along the front-rear direction of the vehicle and toward the outside of the vehicle along the width direction of the vehicle.

12. The energy absorbing structure of claim 11, wherein, The side of the second energy-absorbing structure toward the outside of the vehicle along the width direction of the vehicle is parallel to the front-rear direction of the vehicle.

13. A front compartment structure characterized by, The front cabin structure of any one of claims 13 or 14.

14. The forebay structure of claim 13, wherein, The front cabin structure of any one of claims 13 or 14.

15. A vehicle characterized by comprising: The front cabin structure of any one of claims 13 or 14. The front cabin structure of any one of claims 13 or 14. The front cabin structure of any one of claims 13 or 14.

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