Energy absorption structure, anti-collision beam assembly structure and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to an energy absorption structure, an anti-collision beam assembly structure and a vehicle, the energy absorption structure comprises a box body, the box body is provided with a plurality of side walls, the side walls are sequentially connected to define a first energy absorption cavity, one end, in the first direction, of the box body is used for being connected with an anti-collision beam, and the other end of the box body is used for being connected with a vehicle longitudinal beam; a part of the surface of at least one side wall sinks towards the interior of the first energy absorption cavity or in the direction away from the first energy absorption cavity to form an induction rib, the extending direction of the induction rib intersects with the first direction, an induction through hole is further formed in at least one side wall, and the side wall provided with the induction through hole is opposite to the side wall provided with the induction rib. The induction ribs and the induction through holes can enable the structure to be unstable so as to start crumple deformation, the effect of greatly reducing the initial acting force of deformation is achieved, it is guaranteed that the energy absorption effect of the energy absorption structure is achieved, and therefore the front longitudinal beam is protected against damage.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an energy-absorbing structure, a crash beam assembly structure, and a vehicle. Background Technology

[0002] To ensure the safety performance of the vehicle's front structure, an energy-absorbing structure is usually installed at the front of the vehicle body. Specifically, the energy-absorbing structure is usually located between the front bumper beam and the front longitudinal beam at the front of the vehicle body, and it plays a role in absorbing energy through its crumpling deformation when the vehicle suffers a frontal collision.

[0003] In related technologies, in order to enable the energy-absorbing structure to undergo collapse deformation, weakening holes are provided on its surface so that the box of the energy-absorbing structure can induce structural deformation through the weakening holes after being subjected to impact force. However, the weakening holes have little effect on the deformation of the box. The box may fail to achieve the energy absorption effect due to its own excessive resistance to deformation, resulting in the impact force being transmitted to the front longitudinal beam, causing deformation and damage to the front longitudinal beam. Utility Model Content

[0004] This application provides an energy-absorbing structure, a crash beam assembly structure, and a vehicle, aiming to further weaken the energy-absorbing structure, thereby reducing the deformation resistance of the energy-absorbing structure and ensuring the realization of the energy-absorbing effect.

[0005] The specific technical solution is as follows:

[0006] An embodiment of the first aspect of this application provides an energy-absorbing structure, which includes a box body having a plurality of side walls connected in sequence to enclose and form a first energy-absorbing cavity. One end of the box body along a first direction is used to connect with a crash beam, and the other end of the box body along the first direction is used to connect with a vehicle longitudinal beam.

[0007] Furthermore, at least one portion of the surface of the sidewall is recessed toward the first energy absorption cavity or toward a direction away from the first energy absorption cavity to form an induction rib, the extension direction of the induction rib intersecting the first direction; an induction through hole is also formed on at least one of the sidewalls, and the sidewall with the induction through hole is disposed opposite to the sidewall with the induction rib.

[0008] The energy-absorbing structure provided in this application embodiment forms an induction rib by recessing a portion of the surface of at least one sidewall of the housing toward the first energy-absorbing cavity or toward a direction away from the first energy-absorbing cavity. The induction rib extends along the extension direction intersecting the two ends of the housing. Simultaneously, an induction through-hole is formed on at least one sidewall. The sidewall with the induction through-hole is positioned opposite to the sidewall with the induction rib. Thus, the induction rib and the induction through-hole together form a deformation-inducing position on the sidewall, making the sidewall more prone to structural instability and deformation due to the combined arrangement of the induction rib and the induction through-hole. Therefore, when energy is generated from… When external impact forces act on the energy-absorbing structure through the anti-collision beam, the box of the energy-absorbing structure can first deform and collapse due to structural instability at the location of the induction ribs. Then, combined with the relatively set induction through holes, the structure can more easily collapse and fold. Compared with the method of setting only weakening holes, the combination of induction ribs and induction through holes has a stronger effect on promoting the deformation of the box sidewalls, making it easier for the structure to become unstable and thus initiate collapse deformation. This can achieve a greater effect of reducing the initial deformation force, ensuring the energy absorption effect of the energy-absorbing structure, and ultimately protecting the front longitudinal beam structure from damage.

[0009] In some embodiments, the number of the guiding ribs is multiple, and the multiple guiding ribs are arranged at intervals along the first direction.

[0010] This design not only makes the sidewall more prone to structural instability and deformation during the first deformation through a single induced rib, but also makes the sidewall more prone to collapse and folding during subsequent secondary deformations through more induced ribs, thereby further improving the energy absorption effect of the energy-absorbing structure and ensuring the load stability of the energy-absorbing structure.

[0011] In some embodiments, the guiding rib extends perpendicularly to the first direction, and the length of the guiding rib is the same as the width of the sidewall, wherein the width direction of the sidewall is perpendicular to the first direction. This arrangement allows the two ends of the guiding rib to extend to both sides of the width of the sidewall, thereby making the box body more easily deformable.

[0012] In some embodiments, at least one of the guiding ribs is formed on each of the two oppositely arranged sidewalls. This allows the opposite sidewalls to collapse and fold simultaneously when the box body deforms, thereby making it easier for the box body to deform and absorb energy.

[0013] In some embodiments, a portion of the groove bottom of the guiding rib extends into the first energy-absorbing cavity, making the box body more easily deformable.

[0014] In some embodiments, the induced through holes and the induced ribs are arranged circumferentially along the first energy-absorbing cavity, thereby enabling the housing to collapse and fold at a cross-sectional location.

[0015] In some embodiments, the induced through-hole is located at the junction of two adjacent sidewalls. Since the structural strength is higher at the junction of the two sidewalls, placing the induced through-hole there has a more significant impact on structural strength; that is, the reduction effect on structural strength is stronger.

[0016] In some embodiments, the number of induced through holes is at least two, and the at least two induced through holes are arranged at intervals along the width direction of the sidewall, thereby enabling the reduction effect on the strength of the sidewall structure to be further enhanced by using more induced through holes.

[0017] An embodiment of the second aspect of this application provides a crash beam assembly structure, which includes a crash beam and an energy-absorbing structure as described above, wherein the energy-absorbing structure further includes a connecting plate, the connecting plate being disposed at one end of the housing facing the crash beam, and the housing being connected to the crash beam via the connecting plate.

[0018] The anti-collision beam assembly structure described in this application embodiment has the same beneficial effects as the energy-absorbing structure described above, and will not be repeated here.

[0019] In some embodiments, the connecting plate includes a bonding plate segment and a raised plate segment, wherein the bonding plate segment is bonded to the anti-collision beam, and the raised plate segment protrudes in a direction away from the anti-collision beam, forming a second energy-absorbing cavity between the plate and the anti-collision beam; a portion of the sidewall of the box body is connected to the bonding plate segment, and another portion of the sidewall of the box body is connected to the raised plate segment.

[0020] By forming a second energy-absorbing cavity between the connecting plate and the anti-collision beam, the connecting plate and the anti-collision beam are not completely fitted together. Instead, a certain gap is formed between a part of the side wall and the anti-collision beam. That is, a load-bearing cavity is formed at the connection between the box and the anti-collision beam. In this way, the force acting on the anti-collision beam cannot act on the entire end of the box, thereby weakening the force transmission channel between the box and the anti-collision beam. In other words, only a part of the side wall that abuts against the anti-collision beam will bear the collision force, thus reducing the maximum load-bearing capacity of the box.

[0021] Specifically, in the initial stage of deformation, when the anti-collision beam presses backward against the box, most of the force is borne by the position where the connecting plate and the anti-collision beam are in contact. Therefore, the side wall corresponding to the position of contact will first become unstable and collapse. As the compression continues, after the unloading cavity is compressed to a certain extent, the part of the side wall corresponding to the second energy-absorbing cavity comes into contact with the anti-collision beam. After the force is transmitted, this part of the side wall begins to become unstable and collapse. In this way, the trough and peak values ​​of the load fluctuation curves of the two parts of the box are staggered, so that the load-bearing capacity of the entire box can be maintained within a certain range, avoiding a significant drop in the overall load-bearing capacity of the box.

[0022] In some embodiments, the guiding ribs are disposed on the portion of the sidewall corresponding to the bonding plate segment, which makes it easier for the sidewall at that location to deform first.

[0023] In some embodiments, the connecting plate has a welded edge and a free edge, the welded edge and the free edge being connected end to end and extending along the circumference of the connecting plate;

[0024] The connecting plate is welded to the anti-collision beam via the welded edge, and an installation gap is formed between the free edge and the anti-collision beam. The free edge is located at the position corresponding to the second energy-absorbing cavity of the connecting plate.

[0025] This design reduces the connection strength between the connecting plate and the anti-collision beam, causing the connecting plate to deform relative to the anti-collision beam when the anti-collision beam transmits impact force to the connecting plate. This reduces the bending resistance of the connecting plate and makes the second energy-absorbing cavity easier to compress.

[0026] An embodiment of the third aspect of this application provides a vehicle that includes the anti-collision beam assembly structure described above.

[0027] The vehicle described in this application embodiment has the same beneficial effects as the above-mentioned anti-collision beam assembly structure, and will not be repeated here. Attached Figure Description

[0028] Figure 1 This is a structural schematic diagram of the anti-collision beam assembly structure provided in the embodiments of this application;

[0029] Figure 2 This is a structural schematic diagram of the anti-collision beam assembly structure provided in the embodiments of this application from another perspective;

[0030] Figure 3 It is a graph showing the change of the load-bearing capacity of the box of the energy-absorbing structure in the related technology and the energy-absorbing structure provided in the embodiment of this application as a function of the amount of collapse;

[0031] Figure 4 This is a schematic diagram of the energy-absorbing structure provided in the embodiments of this application;

[0032] Figure 5 This is a schematic diagram of the energy-absorbing structure provided in the embodiments of this application from another perspective;

[0033] Figure 6 This is a cross-sectional view of the anti-collision beam assembly structure provided in the embodiments of this application;

[0034] Figure 7 This is a schematic diagram of the energy-absorbing structure provided in the embodiments of this application;

[0035] Figure 8This is a schematic diagram of the energy-absorbing structure box provided in the embodiments of this application;

[0036] Figure 9 This is a schematic diagram of the energy-absorbing structure box provided in the embodiments of this application from another perspective.

[0037] Explanation of reference numerals in the attached figures:

[0038] 10. Energy-absorbing structure;

[0039] 11. Box body; 111. Side wall; 112. Guide rib; 113. Guide through hole; 114. Intermediate rib plate; 12. Connecting plate; 121. Welded edge; 122. Free edge; 13. Mounting plate;

[0040] 110. First energy-absorbing chamber; 120. Second energy-absorbing chamber;

[0041] 20. Anti-collision beam. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0043] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this application. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0045] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0046] With the continuous development of the automotive industry, higher requirements have been placed on vehicle safety performance. To ensure the safety performance of the vehicle's front structure, an energy-absorbing structure is usually installed at the front of the vehicle body. Specifically, the energy-absorbing structure is usually located between the front bumper beam and the front longitudinal beam at the front of the vehicle body, and it is used to absorb energy through the crumple deformation of the energy-absorbing structure when the vehicle suffers a frontal collision.

[0047] When energy-absorbing structures are applied to vehicles with short front overhangs, their length is reduced to increase interior passenger space. However, to ensure the energy absorption capacity of the structure under high-impact collision conditions and reduce the load factor on occupants during a collision, the strength of the energy-absorbing structure must be increased even with the reduced length of the energy-absorbing box to guarantee its energy absorption effect.

[0048] However, if the energy-absorbing structure is too strong, the force may be transferred to the front longitudinal beam, causing deformation of the front longitudinal beam. In related technologies, weakening holes are provided on the surface of the energy-absorbing structure to enable it to undergo collapse deformation. This allows the energy-absorbing box to deform through the weakening holes after being subjected to an impact force. However, the weakening holes have little effect on the deformation of the energy-absorbing box. The energy-absorbing box may fail to achieve the energy-absorbing effect due to its own excessive resistance to deformation, causing the impact force to be transferred to the front longitudinal beam, resulting in deformation and damage to the front longitudinal beam.

[0049] Based on the above, the applicant of this application has proposed a technical solution in the embodiments of this application. Specifically, the energy-absorbing structure is further improved so that the energy-absorbing structure can more easily undergo room temperature deformation under collision conditions, thereby ensuring the energy absorption function is achieved.

[0050] The above is the core idea of ​​this application. The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0051] like Figures 4-6 As shown, an embodiment of the first aspect of this application provides an energy-absorbing structure 10, which includes a housing 11.

[0052] The energy-absorbing structure 10 has a housing 11 disposed between the anti-collision beam 20 and the longitudinal beam of the vehicle. One end of the housing 10 along the first direction abuts against and is connected to the inner surface of the anti-collision beam 20, and the other end along the first direction is connected and fixed to the end of the longitudinal beam of the vehicle. Specifically, the energy-absorbing structure 10 includes a connecting plate 12 and a mounting plate 13. The connecting plate 12 is disposed on the side of the housing 11 facing the anti-collision beam 20 for connection with the anti-collision beam 20, and the mounting plate 13 is disposed on the side of the housing 11 facing the longitudinal beam of the vehicle for connection with the longitudinal beam of the vehicle.

[0053] Furthermore, the box body 11 has multiple side walls 111, the two ends of the multiple side walls 111 are aligned with the two ends of the box body 11, and the multiple side walls 111 are connected in sequence to jointly enclose and form the first energy absorption cavity 110.

[0054] The two ends of the side wall 111 are aligned with the two ends of the box body 11. One end of the box body 11 is connected to the anti-collision beam 20 along the first direction, and the other end is connected to the longitudinal beam of the vehicle. In other words, the first direction refers to the direction shared by the anti-collision beam 20 and the longitudinal beam of the vehicle. The extension direction of each side wall 111 is the direction from the longitudinal beam of the vehicle towards the anti-collision beam 20. That is, the two ends of the side wall 111 correspond to the anti-collision beam 20 and the longitudinal beam of the vehicle, respectively, and are connected to the connecting plate 12 and the mounting plate 13 corresponding to the anti-collision beam 20 and the longitudinal beam of the vehicle, respectively. In addition, the multiple side walls 111 of the box body 11 are connected in sequence, which can be done by connecting the ends. In one specific implementation, based on the fact that the ends of each side wall 111 are facing the same direction, the sides of all the side walls 111 are connected in sequence. That is, one side of each side wall 111 is connected to one side of the adjacent side wall 111. In this way, after all the side walls 111 are connected in sequence, they can form a cylindrical structure. The interior of the cylindrical structure forms a cavity, which is the first energy absorption cavity 110.

[0055] For example, when there are four sidewalls 111, the four sidewalls 111 are connected end to end, forming a columnar structure with a rectangular cross-section. This columnar structure is supported between the anti-collision beam 20 and the longitudinal beam of the vehicle, and functions as an energy-absorbing structure 10. On this basis, the connecting plate 12 and the mounting plate 13 are respectively set at both ends of the cylindrical structure, that is, they are respectively connected to both ends of the sidewalls 111, thereby closing both ends of the cylindrical structure to form a closed first energy-absorbing cavity 110.

[0056] Furthermore, for the sidewalls 111 forming the housing 11, at least one portion of the surface of the sidewall 111 is recessed toward the first energy absorption cavity 110 or toward a direction away from the first energy absorption cavity 110 to form an induction rib 112. The induction rib 112 extends from one side of the sidewall 111 toward the other side of the sidewall 111. An induction through hole 113 is also formed on at least one sidewall 111, and the sidewall 111 with the induction through hole 113 is disposed opposite to the sidewall 111 with the induction rib 112.

[0057] Specifically, a portion of the surface of the sidewall 111 is recessed towards or away from the first energy-absorbing cavity 110 to form an induction rib 112. This means that a structural deformation occurs at the location of the induction rib 112 on the surface of the sidewall 111. This deformation alters the originally uniform stress distribution on the surface of the sidewall 111, causing stress concentration at the location of the induction rib 112. In other words, under external forces, the location of the induction rib 112 is more prone to instability and deformation compared to other flat areas on the surface of the sidewall 111. Therefore, the induction rib 112 provides deformation induction for the energy-absorbing structure 10, making it easier for the sidewall 111 with the induction rib 112 to be compressed at the recessed location when the box 11 is subjected to external compressive forces. This causes deformation and collapse, absorbing the compressive deformation between the anti-collision beam 20 and the longitudinal beam, thereby achieving the energy-absorbing effect of the energy-absorbing structure 10.

[0058] Correspondingly, the setting of the induced through hole 113 can also create a stress concentration point on the surface of the side wall 111, making the side wall 111 structurally unstable and prone to deformation at the location of the induced through hole 113. Based on this, the side wall 111 with the induced through hole 113 and the side wall 111 with the induced rib 112 are set opposite to each other. That is, the induced through hole 113 and the induced rib 112 are set opposite to each other. In this way, when the anti-collision beam 20 is subjected to an external impact force, and the impact force acts on the energy-absorbing structure 10, the locations of the oppositely set induced rib 112 and induced through hole 113 can undergo collapse deformation. Thus, the box body 11 can fold at the location of the induced rib 112 and induced through hole 113, thereby inducing the energy-absorbing structure 10 to deform and fold to achieve the energy absorption effect.

[0059] High-speed full frontal collision simulation shows that the peak level of the cross-sectional force (i.e. the maximum load-bearing capacity) in the easily deformable area of ​​the longitudinal beam of the vehicle is about 200KN. In other words, if we want to ensure that the longitudinal beam does not deform before the energy-absorbing box collapses, we need to ensure that the cross-sectional force of the energy-absorbing structure 10 is below 80% of the cross-sectional force of the longitudinal beam, that is, about 150KN.

[0060] In the related technology, the energy-absorbing structure 10's box 11 has only weakening holes on its surface, which allows the box 11 to deform at the location of the weakening holes after being subjected to an impact force. When the impact force acts on one end of the box 11, the box 11 can undergo initial collapse at the location of the weakening hole, and when it expands to a certain extent, it deforms and folds to produce collapse wrinkles, causing the box 11 structure to become unstable. Specifically, in the initial stage of collapse, that is, at the moment when the box 11 just begins to deform, the force required for the box 11 to achieve initial collapse at the weakening hole reaches 180KN, which is significantly higher than 80% of the cross-sectional force level of the longitudinal beam.

[0061] The collapsed area then begins to fold, and the cross-sectional force of box 11 continues to decrease throughout the folding process until this batch of folds is completely folded, at which point the cross-sectional force reaches its lowest value of 75 kN. Then, a second folding begins. Furthermore, before the second fold is formed, the cross-sectional force of box 11 begins to rise again until the folds are formed, reaching a maximum cross-sectional force of 176 kN. After the second fold is formed, during the continued folding process, the cross-sectional force of box 11 begins to decrease again until the vehicle's kinetic energy is completely absorbed and it begins to rebound.

[0062] It is evident that during the collapse process, the energy-absorbing structure 10 with weakening holes experiences a dramatic increase in cross-sectional force before each fold begins to form, exceeding 80% of the longitudinal beam's cross-sectional force level. Furthermore, during the folding process following the formation of each fold, the cross-sectional force of the box 11 drops sharply, resulting in reduced energy absorption. In other words, the weakening holes failed to reduce the initial cross-sectional force of the box 11 to a suitable level; instead, they caused the cross-sectional force of the box 11 to drop rapidly once the collapse folds formed.

[0063] When performing high-speed full frontal collision simulation on the energy-absorbing structure 10 with induced ribs 112 provided in the embodiments of this application, it was found that, based on the same other structural settings, only by replacing the weakening hole structure with induced ribs 112, the initial maximum cross-sectional force of the box 11 was 144KN, which is less than 80% of the maximum load borne by the longitudinal beam. Furthermore, the lowest cross-sectional force was 107KN. It can be seen that the overall cross-sectional force is relatively flat, which can keep the energy absorption effect of the energy-absorbing structure 10 within a certain range and ensure the energy absorption effect of the energy-absorbing structure 10.

[0064] A comparison of the simulation data of the energy-absorbing structure 10 in the aforementioned related technologies and the simulation data of the guiding rib 112 provided in the embodiments of this application can be found in [reference needed]. Figure 3 As shown. Figure 3This is a graph showing the maximum load-bearing capacity of the housing 11 of the energy-absorbing structure 10 as a function of the amount of collapse under different collapse conditions. The horizontal axis represents the amount of collapse in mm, and the vertical axis represents the maximum load-bearing capacity of the housing 11 in N. The solid line represents the curve corresponding to the energy-absorbing structure 10 with weakening holes in related technologies, while the dashed line represents the curve corresponding to the energy-absorbing structure 10 provided in the embodiments of this application. Figure 3 As can be seen from the present application, the maximum load-bearing capacity of the energy-absorbing structure 10 provided in this embodiment is more stable than that in related technologies, and there will be no situation where the load-bearing capacity is too high or too low, and the load-bearing capacity is always less than 80% of the maximum load borne by the longitudinal beam.

[0065] In summary, the energy-absorbing structure 10 provided in this application embodiment forms an induction rib 112 by recessing a portion of the surface of at least one sidewall 111 of the housing 11 toward the first energy-absorbing cavity 110 or toward a direction away from the first energy-absorbing cavity 110. The induction rib 112 extends along the directions of both ends of the sidewall 111. Furthermore, an induction through-hole 113 is formed on at least one sidewall 111, and the sidewall 111 with the induction through-hole 113 is positioned opposite to the sidewall 111 with the induction rib 112. This allows the induction rib 112 and the induction through-hole 113 to jointly provide a deformation-inducing position for the sidewall 111, making the sidewall 111 more prone to deformation at the induction rib 112. The structure is prone to deformation due to structural instability. Thus, when an impact force from the outside acts on the energy-absorbing structure 10 through the anti-collision beam 20, the box 11 of the energy-absorbing structure 10 can begin to deform and collapse at the position of the inducing rib 112. Then, combined with the relatively set inducing through holes 113, the structure is more likely to collapse and fold further. Compared with the method of only setting weakening holes, the inducing rib 112 has a stronger effect on the deformation of the side wall 111 of the box 11, and is more likely to cause structural instability and thus initiate collapse deformation. This can play a greater role in reducing the initial deformation force, ensuring the energy absorption effect of the energy-absorbing structure 10, and thus protecting the front longitudinal beam structure from damage.

[0066] Based on this, when a portion of the sidewalls 111 are provided with induced ribs 112 and induced through holes 113, while another portion of the sidewalls 111 are not provided with induced ribs 112 and induced through holes 113, the sidewalls 111 with induced ribs 112 and induced through holes 113 will first be overloaded and undergo unstable deformation and begin to collapse. This allows the load-bearing timing of all sidewalls 111 to be staggered, thereby avoiding the situation where all sidewalls 111 are simultaneously loaded and collapse at the same time, making the deformation fluctuation more stable.

[0067] In specific implementation, since the collision force acts on the entire energy absorption structure 10 through the anti-collision beam 20, therefore, the induction ribs 112 can be arranged on any side wall 111, and the deformation induction effect can be achieved. Moreover, the induction ribs 112 extend from one side of the side wall 111 towards the other side of the side wall 111. That is to say, the overall approximate direction of the induction ribs 112 is across between the anti-collision beam 20 and the vehicle longitudinal beam. In this way, the direction of the collision force is cross-set with the direction of the induction ribs 112, which can make it more convenient for the side wall 111 to be extruded at the induction ribs 112 to generate deformation and collapse.

[0068] In addition, whether the induction ribs 112 are recessed towards the inside of the first energy absorption cavity 110 or towards the direction away from the first energy absorption cavity 110, the deformation induction can be achieved, only the positions of the collapse and folding of the side wall 111 are different. For example, when the induction ribs 112 are formed by the depression of the outer surface of the side wall 111, that is, the side surface of the side wall 111 located outside the first energy absorption cavity 110, the side wall 111 will first deform towards the inside of the first energy absorption cavity 110, and then collapse and fold outside the first energy absorption cavity 110 under the continuous action of the collision force. On the contrary, when the induction ribs 112 are formed on the side wall 111 of the side wall 111 located inside the first energy absorption cavity 110, the deformation effect in the completely opposite direction to the above will occur. Therefore, no matter which of the above methods is adopted, the deformation and collapse of the side wall 111 can be achieved, and the difference is only in the different deformation positions.

[0069] In some embodiments, the induction ribs 112 on the side wall 111 can be formed during the production of the side wall 111. Exemplarily, when die-casting the side wall 111, the shape of the forming die can be changed to die-cast the induction ribs 112. The thickness of the side wall 111 at the induction ribs 112 can remain the same as that at other positions of the side wall 111, or can be slightly lower than that at other positions of the side wall 111.

[0070] Correspondingly, the induction through holes 113 on the side wall 111 can also be naturally formed by the forming die during the production of the side wall 111 structure. Specifically, the shape of the induction through holes 113 is not limited, as long as the through holes can penetrate along the thickness direction of the side wall 111. The induction through holes 113 can be, for example, circular holes, square holes, etc.

[0071] Furthermore, the box body 11 can use aluminum profiles, such as extruded aluminum with a cross-sectional shape of "day" character. In specific implementation, the box body 11 can further include an intermediate rib plate 114, and the intermediate rib plate 114 is arranged in the first energy absorption cavity 110 to play a role in strengthening the structure.

[0072] In a specific implementation, the intermediate rib 114 may have the same extending direction as the side wall 111, that is, both ends of the intermediate rib 114 face the bumper beam 20 and the vehicle longitudinal beam respectively. Further, two opposite sides of the intermediate rib 114 may be respectively connected to the two side walls 111. Preferably, the two opposite sides of the intermediate rib 114 may be respectively connected to two opposite side walls 111. In this way, the cross-section of the box body 11 may be in the shape of a Chinese character 'Ri' (日). Compared with the box body 11 with other cross-section forms, the box body 11 with a 'Ri'-shaped cross-section has higher structural strength and is more stable.

[0073] Specifically, in some embodiments, the number of the guiding ribs 112 may be set to be multiple, and the multiple guiding ribs 112 are arranged at intervals along the first direction, that is, the direction in which the bumper beam 20 and the vehicle longitudinal beam face each other. With such an arrangement, not only is it easier for the side wall 111 to undergo structural instability and deformation during the first deformation, but it also promotes the side wall 111 to be more easily crushed and folded during the subsequent secondary deformation, thereby further enhancing the energy absorption effect of the energy absorption structure 10 and ensuring the load stability of the energy absorption structure 10.

[0074] In other implementable ways, part of the bottom of the groove of the guiding rib 112 may also penetrate through to the first energy absorption cavity 110, so as to strengthen the influence of the guiding rib 112 on the deformation.

[0075] In order to further strengthen the influence of the guiding rib 112 on the deformation, so that the side wall 111 is more likely to undergo structural instability and then deformation, in some embodiments, the length of the guiding rib 112 may also be the same as the width of the side wall 111, where the width direction of the side wall 111 is perpendicular to the first direction. For details, reference can be made to Figure 8 and Figure 9 shown. In addition, when the guiding ribs 112 are provided on multiple side walls 111, at least one guiding rib 112 may be formed on at least two relatively arranged side walls 111 respectively. In this way, when the box body 11 is deformed, the side walls 111 on the opposite sides can be crushed and folded simultaneously, so that the box body 11 is more likely to deform to achieve energy absorption.

[0076] Similarly, in order to make the box body 11 more likely to deform to achieve energy absorption, the guiding through holes 113 and the guiding ribs 112 may also be arranged at intervals along the circumferential direction of the first energy absorption cavity 110, so as to facilitate the box body 11 to undergo folding deformation at a cross-section position.

[0077] As Figure 9 shown, in specific implementation, the guiding through holes 113 may be arranged at the connection positions of two adjacent side walls 111. Since the structural strength at the connection positions of the two side walls 111 is relatively high, therefore, arranging the guiding through holes 113 here has a more obvious influence on the structural strength, that is, the effect of reducing the structural strength is stronger.

[0078] For example, the number of induced through holes 113 can be set to at least two, and the at least two induced through holes 113 are arranged at intervals along the width direction of the sidewall 111, thereby further enhancing the reduction effect on the structural strength of the sidewall 111.

[0079] like Figure 1 and Figure 2 As shown, the energy-absorbing structure 10 provided in this application embodiment is specifically disposed between the anti-collision beam 20 and the longitudinal beam of the vehicle. Therefore, in relation to the above-mentioned energy-absorbing structure 10, this application embodiment also provides an anti-collision beam assembly structure, which includes the anti-collision beam 20 and the above-mentioned energy-absorbing structure 10. Furthermore, the connecting plate 12 of the energy-absorbing structure 10 is disposed between the box body 11 and the anti-collision beam 20, that is, the box body 11 and the anti-collision beam 20 are connected and fixed through the connecting plate 12.

[0080] The connecting plate 12 is connected to one end of all the side walls 111, for example, by welding. Correspondingly, the mounting plate 13 located on the other side of the housing 11 can also be connected by welding. In addition, the connecting plate 12 can also be connected and fixed to the anti-collision beam 20 by welding.

[0081] like Figure 6 As shown, in some embodiments, the connecting plate 12 may include a bonding plate segment and a protruding plate segment. Further, the bonding plate segment is bonded to the anti-collision beam 20, and the protruding plate segment protrudes in a direction away from the anti-collision beam 20 to form a second energy-absorbing cavity 120 between it and the anti-collision beam 20. In addition, a portion of the sidewall 111 of the box body 11 is connected to the location of the bonding plate segment.

[0082] When the connecting plate 12 is in contact with the surface of the anti-collision beam 20, the anti-collision beam 20 will transfer the load relatively evenly to the entire end face of the box 11 when it is compressed. In this way, the load is evenly distributed in each side wall 111 of the box 11, and it is difficult for any side wall 111 to be overloaded and become unstable and begin to collapse. Under this load-bearing mode, the total load required for the box 11 to become unstable and begin to collapse is very large, exceeding the load limit of the front longitudinal beam. However, once instability and collapse occur, all facades will collapse and deform at the same time, causing the load of the entire box 11 to drop sharply, which reduces the energy absorption.

[0083] By forming a second energy-absorbing cavity 120 between the protruding section of the connecting plate 12 and the anti-collision beam 20, the connecting plate 12 and the anti-collision beam 20 are not completely fitted together. Instead, a certain gap is formed between a portion of the side wall 111 and the anti-collision beam 20. That is, the connection between the box body 11 and the anti-collision beam 20 has a load-bearing cavity. In this way, the force acting on the anti-collision beam 20 cannot act on all positions at the end of the box body 11, weakening the force transmission channel between the box body 11 and the anti-collision beam 20. In other words, only the part of the side wall 111 that abuts against the anti-collision beam 20 will bear the collision force, reducing the maximum load-bearing capacity of the box body 11. In the initial stage of deformation, when the anti-collision beam 20 presses the box body 11 backward, most of the force will be borne by the position where the connecting plate 12 and the anti-collision beam 20 are in contact. Therefore, the side wall 111 corresponding to the position of close contact will first experience instability and collapse. As the compression continues, the second energy-absorbing cavity 120 is also compressed to a certain extent. Only then does the other part of the side wall 111 of the second energy-absorbing cavity 120 begin to become unstable and collapse. As a result, the peak and trough of the load fluctuation curves of the two parts of the side wall 111 of the box 11 are staggered, and the total load of the entire box 11 is reduced to a reasonable level, thus avoiding a significant drop in the overall load-bearing capacity of the box 11.

[0084] In a specific implementation, preferably, the guide rib 112 can be set on a portion of the sidewall 111 corresponding to the bonding plate segment, so that the sidewall 111 at that location can deform more easily first.

[0085] To ensure effective connection between the energy-absorbing structure 10 and the anti-collision beam 20, the energy-absorbing structure 10 is welded to the anti-collision beam 20 via a connecting plate 12. Specifically, the connecting plate 12 has a welding edge 121, which is used to weld the connecting plate 12 to the anti-collision beam 20. The welding edge 121 is the edge of the connecting plate 12. During assembly, the connecting plate 12 is attached to the side of the anti-collision beam 20 facing the housing 11, and then the welding edge 121 of the connecting plate 12 is welded to the surface of the anti-collision beam 20.

[0086] Furthermore, the connecting plate 12 also has a free edge 122, with the welded edge 121 and the free edge 122 connected end-to-end and extending circumferentially along the connecting plate 12. An installation gap is formed between the free edge 122 and the anti-collision beam 20, and the free edge 122 is positioned at the location corresponding to the second energy-absorbing cavity 120 of the connecting plate 12. This arrangement reduces the connection strength between the connecting plate 12 and the anti-collision beam 20, causing the connecting plate 12 to deform relative to the anti-collision beam 20 due to its limited connection strength when the anti-collision beam 20 transmits impact force to the connecting plate 12. This reduces the bending resistance of the connecting plate 12, making the unloading cavity easier to compress. Specifically, the extension length of the free edge 122 perpendicular to the first direction can be 20-25 mm, preferably 25 mm, to ensure better compressibility.

[0087] The second aspect of this application also provides a vehicle, including a body and the aforementioned anti-collision beam assembly structure. Specifically, the anti-collision beam assembly structure is installed on the front side of the vehicle and connected to the longitudinal beams of the vehicle via an energy-absorbing structure 10. The anti-collision beam assembly structure has been described in detail in the above embodiments and will not be repeated here.

[0088] It should be noted that the vehicle provided in this embodiment should also include other modules or components that enable the vehicle to operate normally. Here, the other modules or components included in the vehicle provided in this embodiment will not be described one by one.

[0089] The vehicle provided in this embodiment has better performance by adopting the anti-collision beam assembly structure described above.

[0090] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An energy absorbing structure, characterized by The box body comprises a plurality of side walls connected in sequence to form a first energy absorption cavity, one end of the box body along a first direction is used to connect with a crash beam, and the other end of the box body along the first direction is used to connect with a vehicle longitudinal beam. Part of the surface of at least one of the side walls is recessed towards the first energy absorption cavity or in a direction away from the first energy absorption cavity to form an inducing rib, and the extending direction of the inducing rib intersects the first direction. At least one inducing through hole is further formed on the side wall, and the side wall provided with the inducing through hole is arranged opposite to the side wall provided with the inducing rib. The number of the inducing ribs is a plurality, and the plurality of inducing ribs are arranged in intervals along the first direction; and / or, 2. The energy absorbing structure of claim 1, wherein, The extending direction of the inducing rib is perpendicular to the first direction, and the length of the inducing rib is the same as the width of the side wall, and the width direction of the side wall is perpendicular to the first direction. At least one inducing rib is respectively formed on two opposite side walls; 3. The energy absorbing structure of claim 1, wherein, And / or, part of the groove bottom of the inducing rib penetrates to the first energy absorption cavity. The inducing through hole and the inducing rib are arranged in intervals along the circumference of the first energy absorption cavity.

4. The energy absorbing structure of any of claims 1-3, wherein, The inducing through hole is located at the connection position of two adjacent side walls; 5. The energy absorbing structure of claim 4, wherein, And / or, the number of the inducing through hole is at least two, and the at least two inducing through holes are arranged in intervals along the width direction of the side wall. The energy absorption structure comprises a crash beam and the energy absorption structure according to any one of claims 1-5.

6. A crash beam assembly structure characterized by, The energy absorption structure further comprises a connecting plate arranged at one end of the box body towards the crash beam, and the box body is connected with the crash beam through the connecting plate. The connecting plate comprises a fitting plate segment and a protruding plate segment, the fitting plate segment is fitted with the crash beam, the protruding plate segment is protruded in a direction away from the crash beam, and a second energy absorption cavity is formed between the fitting plate segment and the protruding plate segment; 7. The crash beam assembly structure of claim 6, wherein Part of the side wall of the box body is connected to the fitting plate segment, and another part of the side wall of the box body is connected to the protruding plate segment. The inducing rib is arranged on the part of the side wall corresponding to the fitting plate segment.

8. The crash beam assembly structure of claim 7, wherein, The connecting plate has a welding edge and a free edge, the welding edge and the free edge are connected in sequence, and are arranged in extension along the circumference of the connecting plate; 9. The crash beam assembly structure of claim 7, wherein, The connecting plate is welded with the crash beam through the welding edge, the free edge and the crash beam form a mounting gap, and the free edge is arranged at the position of the connecting plate corresponding to the second energy absorption cavity. The crash beam assembly structure comprises the crash beam assembly structure according to any one of claims 6-9.

10. A vehicle characterized by comprising: ​

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