Collision protection device for vehicle and vehicle
By designing collision protection devices in vehicles and using pivoting connecting components and shock-absorbing bushings to control the movement of the power unit, the problem of trajectory control of the power unit during a collision is solved, thereby improving the collision safety performance of the vehicle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- VOLKSWAGEN (CHINA) TECHNOLOGY CO LTD
- Filing Date
- 2026-04-02
- Publication Date
- 2026-05-05
AI Technical Summary
When a vehicle collides, the trajectory of its power unit is difficult to control effectively, leading to damage to rear devices or structures and threatening the safety of occupants.
Design a collision protection device that coordinates between the power unit and the subframe via first and second connecting members to control the trajectory of the power unit, including pivoting connections and shock-absorbing bushings to absorb collision energy and ensure that the power unit does not intrude into the passenger compartment.
It effectively controls the movement trajectory of the power unit, reduces its displacement, protects the safety of rear devices and occupants, improves vehicle collision safety performance, and is easy to install without significant modifications.
Smart Images
Figure CN224197827U_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the technical field of vehicle structures, and more specifically to collision protection devices for vehicles and vehicles including such collision protection devices. Background Technology
[0002] Vehicle collision safety is receiving increasing attention. In the event of a collision, power units such as the transmission, engine, or electric motor can shift along the direction of impact under external loads, potentially damaging devices or structures behind the power unit or even intruding into the passenger compartment, threatening the safety of occupants. Therefore, a collision protection device is urgently needed to effectively control the trajectory of the power unit during a collision, thereby improving vehicle collision safety. Utility Model Content
[0003] The purpose of this disclosure is to provide a collision protection device for vehicles to overcome at least one of the aforementioned technical problems.
[0004] According to one aspect of this disclosure, a collision protection device for a vehicle is provided. The vehicle includes a power unit having a first portion and a second portion, and a frame member disposed behind the power unit in a first direction from the outside of the vehicle toward the inside of the vehicle, wherein when the vehicle is on a level surface, the first direction is parallel to the level surface, and the second portion is further away from the level surface than the first portion and closer to the inside of the vehicle in the first direction. The collision protection device includes: a first connecting member having opposing first and second ends, the first end being fixedly connected to the frame member and the second end being connected to the first portion; and a second connecting member having opposing third and fourth ends, the third end being fixedly connected to the first connecting member between the first and second ends, and the fourth end being connected to the second portion; wherein the first connecting member and the second connecting member are configured to cooperate with each other to drag the power unit toward the level surface when a collision occurs in which the frame member drags the first connecting member toward the level surface.
[0005] In some embodiments, the second end of the first connecting member is connected to the first portion in a manner that allows it to pivot relative to the power unit about a first pivot axis, wherein when the vehicle is on the horizontal ground, the first pivot axis is parallel to the horizontal ground and perpendicular to the first direction.
[0006] In some embodiments, the collision protection device further includes a first rotating member fixedly connected to the first part of the power unit, and the second end of the first connecting member is pivotally connected to the first rotating member.
[0007] In some embodiments, the second end of the first connecting member and the first rotating member are pivotally connected via a first pivot shaft; and the collision protection device further includes a first damping bushing disposed around the first pivot shaft at the pivot connection point between the second end and the first rotating member.
[0008] In some embodiments, the first connecting member further includes a first body extending between the first end and the second end, the third end of the second connecting member being fixedly connected to the first body, and the bending stiffness of a portion of the first body between the first end and the third end being lower than the bending stiffness of other portions of the first body, such that when the vehicle collides and causes the power unit to apply a force to the second end along the first direction, the portion of the first body tends to bend and deform away from the horizontal ground.
[0009] In some embodiments, the fourth end of the second connecting member is connected to the second portion in a manner that allows it to pivot relative to the power unit about a second pivot axis parallel to the first pivot axis.
[0010] In some embodiments, the collision protection device further includes a second rotating member, which is fixedly connected to the second part of the power unit, and the fourth end of the second connecting member is pivotally connected to the second rotating member.
[0011] In some embodiments, the fourth end of the second connecting member and the second rotating member are pivotally connected via a second pivot shaft; and the collision protection device further includes a second shock-absorbing bushing disposed around the second pivot shaft at the pivotal connection between the fourth end and the second rotating member.
[0012] In some embodiments, the second connecting member further includes a second body extending between the third end and the fourth end, the third end having a lower bending stiffness than the second body, such that when the vehicle collides and the power unit applies a force to the fourth end along the first direction, the second connecting member tends to rotate and deform about the third end.
[0013] In some embodiments, the frame member is part of a subframe of the vehicle arranged around the power unit.
[0014] In some embodiments, the first portion is a part of the bottom of the housing of the power unit, and the second portion is another part of the bottom or a part of the housing facing the rear of the vehicle frame member in the first direction.
[0015] In some embodiments, the power unit is the vehicle's transmission, engine, or electric motor.
[0016] In some embodiments, the collision protection device further includes a shock-absorbing member disposed at the connection between the first end of the first connecting member and the vehicle frame member.
[0017] In some embodiments, the first connecting member and the second connecting member are each in the form of a link.
[0018] According to another aspect of this disclosure, a vehicle is provided. The vehicle includes: a power unit having a first portion and a second portion; a frame member disposed behind the power unit in a first direction from the outside of the vehicle to the inside of the vehicle; and the aforementioned collision protection device; wherein, when the vehicle is on a level surface, the first direction is parallel to the level surface, and the second portion is further away from the level surface than the first portion and closer to the inside of the vehicle in the first direction; wherein a first end of a first connecting member is fixedly connected to the frame member, and a second end of the first connecting member is connected to the first portion; and wherein a third end of the second connecting member is fixedly connected to the first connecting member between the first end and the second end, and a fourth end of the second connecting member is connected to the second portion.
[0019] The collision protection device disclosed herein can effectively control the trajectory of the power unit when a vehicle collision occurs, thereby improving the collision safety performance of the vehicle.
[0020] These techniques can be used alone or in any suitable combination. The foregoing summary is provided illustratively and is not intended to be restrictive. Attached Figure Description
[0021] The above and other aspects of this disclosure will be more thoroughly understood and appreciated below in conjunction with the accompanying drawings. It should be noted that the drawings are schematic only and not drawn to scale. In different drawings, the same components are indicated by the same reference numerals. Furthermore, for the sake of brevity, not all components, parts, or features of the collision protection device and vehicle according to this disclosure are shown or labeled in the drawings. It should be understood that the dimensions, scale relationships, and number of components, parts, or features in the drawings are not intended to limit this disclosure. In the drawings:
[0022] Figure 1A This is a perspective view schematically showing a portion of a vehicle according to some embodiments of the present disclosure, including a power unit, a subframe, and a collision protection device;
[0023] Figure 1B yes Figure 1A An enlarged view of area 1B circled by dashed lines;
[0024] Figure 2A It is a vehicle Figure 1A Another 3D view of a portion shown;
[0025] Figure 2B yes Figure 2A An enlarged view of the area 2B circled by the dashed line;
[0026] Figure 3A It is a vehicle Figure 1A Another 3D view of a portion shown, but the power unit has been removed;
[0027] Figure 3B yes Figure 3A An enlarged view of the area 3B circled by the dashed line;
[0028] Figure 4A It is shown schematically. Figure 1A A three-dimensional view of the collision protection device;
[0029] Figure 4B yes Figure 4A Another perspective view of the collision protection device shown; and
[0030] Figure 5 yes Figure 4A and Figure 4B An exploded view of the collision protection device shown. Detailed Implementation
[0031] Some embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. In the following embodiments, a collision protection device for a passenger car is used as an example to facilitate the description of a collision protection device according to the present disclosure. It should be understood that such an example is not intended to limit the present disclosure in any way. Rather, the collision protection device according to the present disclosure, or variations thereof, is applicable to any other suitable type of vehicle. Furthermore, features in the various embodiments of the present disclosure can be combined with each other without conflict.
[0032] Figures 1A to 2B A portion of a vehicle 1 according to some embodiments of the present disclosure is schematically shown. This portion may include a power unit 2, a subframe 3, and a collision protection device 10. It should be understood that, in addition to this portion, the vehicle 1 may also include any other suitable parts that enable its functionality. These parts are not shown and described in detail in this disclosure in order not to unnecessarily obscure the present disclosure. Figures 3A to 5 The specific configuration of the subframe 3 and the collision protection device 10 is shown.
[0033] For clarity and conciseness, Figures 1A to 5The longitudinal direction X, lateral direction Y, and vertical direction Z of vehicle 1 are defined. The longitudinal direction X, lateral direction Y, and vertical direction Z are perpendicular to each other. The longitudinal direction X typically refers to the longitudinal or longitudinal direction of vehicle 1. The lateral direction Y typically refers to the lateral or width direction of vehicle 1. The longitudinal direction X and lateral direction Y together define a horizontal reference plane for vehicle 1. Alternatively, this horizontal reference plane can refer to a reference plane fixedly associated with the vehicle body, defined by the longitudinal and lateral axes of vehicle 1 when vehicle 1 is on a horizontal surface. When vehicle 1 is on a horizontal surface, this horizontal reference plane is parallel to the horizontal surface and perpendicular to the direction of gravity. As used in this disclosure, a horizontal surface refers to a flat reference plane located below vehicle 1, parallel to the horizontal reference plane of vehicle 1, and perpendicular to the direction of gravity. The vertical direction Z typically refers to the height direction of vehicle 1. When vehicle 1 is on a horizontal surface, the vertical direction Z is parallel to the direction of gravity and perpendicular to the horizontal surface. As shown in the figure, the arrow indicating the longitudinal direction X points from the front to the rear of vehicle 1, the arrow indicating the lateral direction Y points from the driver's side to the passenger side of vehicle 1, and the arrow indicating the vertical direction Z points in the opposite direction to gravity. It should be understood that this is merely illustrative and not intended to limit this disclosure. An exemplary configuration of vehicle 1 will now be described in detail with reference to the case where vehicle 1 is on a level surface.
[0034] like Figures 1A to 3B As shown, vehicle 1 includes a power unit 2, a subframe 3, and a collision protection device 10. The power unit 2 refers to a power source or power transmission component that provides driving force for the movement of vehicle 1, and is, for example, a gearbox, engine, or electric motor. An exemplary configuration of the collision protection device 10 will be specifically described below with reference to an example where the power unit 2 is a gearbox; however, it should be understood that this application is not limited thereto.
[0035] The subframe 3 refers to the support frame disposed under the vehicle body of vehicle 1 for supporting and mounting the power unit 2, related suspension brackets (not shown), and collision protection device 10. The subframe 3 also isolates road vibrations and absorbs impact in the event of a collision involving vehicle 1. In this embodiment, the subframe 3 is shown as the front subframe of vehicle 1. The front subframe refers to the subframe located at the front end of the vehicle, near the front bumper and front wheels. An exemplary configuration of the collision protection device 10 will be specifically described below with reference to the example of the subframe 3 as the front subframe; however, it should be understood that this application is not limited thereto.
[0036] like Figure 1A , Figure 2A and Figure 3AAs best shown, the subframe 3 (in this embodiment, the front subframe) can be arranged around the power unit 2 (in this embodiment, the transmission) and includes a first frame member 31 and a second frame member 32 that are opposite and spaced apart in the longitudinal direction X, and a third frame member 33 and a fourth frame member 34 that are opposite and spaced apart in the lateral direction Y. The first frame member 31 and the second frame member 32 extend generally along the lateral direction Y, and the third frame member 33 and the fourth frame member 34 extend generally along the longitudinal direction X. The first frame member 31 connects a first end of the third frame member 33 and a first end of the fourth frame member 34, and the second frame member 32 connects a second end of the third frame member 33 and a second end of the fourth frame member 34. The first frame member 31 is closer to the outside of the vehicle in the longitudinal direction X than the second frame member 32, that is, it is located in front of or outside the second frame member 32 in the longitudinal direction X. In addition, a fifth frame member 35 can be located between the first frame member 31 and the second frame member 32 in the longitudinal direction X. The fifth frame member 35 can extend generally along the lateral direction Y and connect between the third frame member 33 and the fourth frame member 34. The fifth frame member 35 is arranged in the longitudinal direction X behind the power unit 2, that is, closer to the vehicle interior in the longitudinal direction X than the power unit 2. The fifth frame member 35 can be configured to mount the suspension brackets and collision protection device 10 for supporting the power unit 2, which will be described in detail below. The first frame member 31, the second frame member 32, the third frame member 33, the fourth frame member 34 and the fifth frame member 35 are all part of the subframe 3 of the vehicle 1 arranged around the power unit 2.
[0037] Each of the first intermediate portion 33a of the third vehicle frame member 33 and the second intermediate portion 34a of the fourth vehicle frame member 34 can be weakened (e.g., by thinning the cross-section, creating grooves, or making partial openings) so that its bending stiffness is lower than that of other portions of the corresponding vehicle frame member. When the vehicle 1 experiences a collision along the first direction 40, the external load will be applied first to the first vehicle frame member 31. The first direction 40 can be parallel to the longitudinal direction X and points from the outside of the vehicle to the inside of the vehicle. That is, when the vehicle 1 is on a level ground, the first direction 40 is parallel to the level ground. Therefore, the same arrow is used in the figures to represent the first direction 40 and the longitudinal direction X. An exemplary configuration of the collision protection device 10 will be specifically described below with reference to the example of the first direction 40 being parallel to the longitudinal direction X and pointing from the outside of the vehicle to the inside of the vehicle. Under external load, the first vehicle frame member 31 applies force to the third vehicle frame member 33 and the fourth vehicle frame member 34 along the first direction 40. The third vehicle frame member 33 and the fourth vehicle frame member 34 will bend and deform (e.g., bend into a V-shape, where the middle part forms the top of the V-shape) towards the horizontal ground where the vehicle 1 is located (i.e., downward along the vertical direction Z) at their respective middle portions. Due to the bending deformation of the third vehicle frame member 33 and the fourth vehicle frame member 34, the fifth vehicle frame member 35 will shift towards the horizontal ground where the vehicle 1 is located (i.e., downward along the vertical direction Z). That is, when the vehicle 1 experiences a collision along the first direction 40, due to the above-described configuration of the subframe 3, the fifth vehicle frame member 35 will shift towards the horizontal ground where the vehicle 1 is located (i.e., downward along the vertical direction Z). It should be understood that a collision of vehicle 1 in a direction other than the first direction 40 (e.g., tilted relative to the first direction 40) would also cause the third vehicle frame member 33 and the fourth vehicle frame member 34 to bend and deform in such a way that the fifth vehicle frame member 35 would shift downward in the vertical direction Z.
[0038] As the collision progresses, external loads will also act on the power unit 2, causing it to shift along the first direction 40. If the displacement of the power unit 2 along the first direction 40 is too large, it may damage the devices or structures located behind the power unit 2, or even intrude into the passenger compartment, threatening the safety of the occupants.
[0039] In order to effectively control the trajectory of the power unit 2 in the event of a collision, vehicle 1 is also equipped with a collision protection device 10. For example... Figure 1B and Figure 2BAs shown, the collision protection device 10 can be connected between the power unit 2 and the fifth frame member 35 of the subframe 3. When the vehicle 1 collides and causes the fifth frame member 35 to shift towards the horizontal ground, it drags the power unit 2 towards the horizontal ground (i.e., downwards along the vertical direction Z), thereby reducing the amount of displacement of the power unit 2 along the first direction 40 (or, the longitudinal direction X). This protects devices or structures located behind the power unit 2, prevents the power unit 2 from intruding into the passenger compartment, and thus protects the safety of the occupants.
[0040] Specifically, such as Figure 1B and Figure 2B As shown, the power unit 2 (in this embodiment, the transmission of vehicle 1) may include a first portion 2a and a second portion 2b. When vehicle 1 is on a level surface, the second portion 2b is further away from the level surface (i.e., higher) and closer to the vehicle interior (i.e., further rearward) in the first direction 40 than the first portion 2a. For example, the first portion 2a may be a portion of the bottom of the housing 2c of the power unit 2, and the second portion 2b may be another portion of the bottom of the housing 2c or a portion of the housing 2c facing the rear of the fifth vehicle frame member 35 in the first direction 40. It should be understood that this application is not limited thereto, and in other embodiments, the first portion 2a and the second portion 2b of the power unit 2 may be any suitable portion of the power unit 2, as long as the second portion 2b is higher and further rearward than the first portion 2a.
[0041] like Figure 1B , Figure 2B and Figures 3B to 5 As shown, the collision protection device 10 includes a first connecting member 20 and a second connecting member 30. The first connecting member 20 and the second connecting member 30 may each be in the form of a linkage, but it should be understood that this disclosure is not limited thereto, and in other embodiments, the first connecting member 20 and the second connecting member 30 may each be in any other suitable form.
[0042] The first connecting member 20 includes a first end 21 and a second end 22 opposite to each other (or, in contrast). The first end 21 is fixedly connected to the fifth vehicle frame member 35, and the second end 22 is connected to the first part 2a of the power unit 2. That is, the first connecting member 20 is fixedly connected to the fifth vehicle frame member 35 at the first end 21, and connected to the first part 2a of the power unit 2 in any suitable manner (as will be specifically described below) at the second end 22. The second connecting member 30 includes a third end 301 and a fourth end 302 opposite to each other (or, in contrast). The third end 301 of the second connecting member 30 is fixedly connected to the first connecting member 20 between the first end 21 and the second end 22 of the first connecting member 20, and the fourth end 302 of the second connecting member 30 is connected to the second part 2b of the power unit 2. That is, the second connecting member 30 is fixedly connected to the first connecting member 20 at the third end 301, and connected to the second part 2b of the power unit 2 in any suitable manner (as will be specifically described below) at the fourth end 302. Thus, the first connecting member 20 and the second connecting member 30 can be connected between the power unit 2 and the fifth frame member 35 of the subframe 3. The first connecting member 20 and the second connecting member 30 are configured to cooperate with each other to drag the power unit 2 toward the horizontal ground (i.e., toward the vertical direction Z downward) when the vehicle 1 collides (e.g., a collision occurs along the first direction 40) and the fifth frame member 35 drags the first connecting member 20 toward the horizontal ground.
[0043] With this configuration, in the event of a collision involving vehicle 1, the collision protection device 10 can effectively control the trajectory of the power unit 2 to reduce the displacement of the power unit 2 along the longitudinal direction X. In other words, the collision protection device 10 can induce the power unit 2 to sink when vehicle 1 is involved in a collision. This can protect devices or structures located behind the power unit 2 and prevent the power unit 2 from intruding into the passenger compartment, thereby protecting the safety of the occupants. That is to say, the collision protection device 10 can effectively control the trajectory of the power unit 2 when vehicle 1 is involved in a collision (especially a frontal collision along the longitudinal direction X), thereby improving the collision safety performance of vehicle 1. Since the collision protection device 10 is connected to the power unit 2 at two locations (the second location 2b is higher and further back than the first location 2a) via the first connecting member 20 and the second connecting member 30, and is connected to the fifth vehicle frame member 35 via the first connecting member 20, a "Y"-shaped connection can be provided between the fifth vehicle frame member 35 and the power unit 2 in the longitudinal direction X, wherein the two branches of the "Y" are connected to the power unit 2. This connection ensures the stability of the power unit 2 during descent and improves the fault tolerance, making the collision protection device 10 less prone to breakage (breakage would result in the inability to effectively control the trajectory of the power unit 2). Furthermore, the collision protection device 10 can be easily and conveniently installed on the vehicle 1 without significant modifications or redesigns to the vehicle 1's subframe 3 and power unit 2, thereby significantly improving the collision safety performance of the vehicle 1 at a lower cost.
[0044] In some embodiments, such as Figure 1B , Figure 2B and Figures 3B to 5 As shown, the second end 22 of the first connecting member 20 of the collision protection device 10 can be positioned relative to the power unit 2 about the first pivot axis RA1. Figure 3B The first pivoting axis RA1 is pivotally connected to the first part 2a of the power unit 2. When the vehicle 1 is on a level surface, the first pivoting axis RA1 is parallel to the level surface and perpendicular to the first direction 40. That is, the first pivoting axis RA1 is parallel to the lateral direction Y and perpendicular to the longitudinal direction X. As mentioned above, when the vehicle 1 collides and as the collision progresses, an external load acts on the power unit 2 to push it to move along the first direction 40. The configuration in which the second end 22 of the first connecting member 20 of the collision protection device 10 is pivotally connected to the first part 2a of the power unit 2 increases the degree of freedom of movement during the induced sinking of the power unit 2 and improves the fault tolerance, making the connection between the first connecting member 20 and the power unit 2 less prone to breakage. In other words, this configuration further improves the reliability of the collision protection device 10, thereby further improving the collision safety performance of the vehicle 1.
[0045] It is conceivable that the second end 22 of the first connecting member 20 can be pivotally connected to the first portion 2a of the power unit 2 in any suitable manner. In some embodiments, the second end 22 of the first connecting member 20 can be directly pivotally connected to the first portion 2a of the power unit 2. For example, the second end 22 of the first connecting member 20 may include or be formed with a pivot (not shown), and the first portion 2a of the power unit 2 may include or be formed with a bearing or shaft hole to receive the pivot, thereby achieving a pivotal connection.
[0046] In other embodiments, the second end 22 of the first connecting member 20 may be indirectly pivotally connected to the first portion 2a of the power unit 2. For example, as Figure 1B , Figure 2B and Figures 3B to 5 As shown, the collision protection device 10 may further include a first rotating member 51. The first rotating member 51 can be fixedly connected to a first portion 2a of the power unit 2, and the second end 22 of the first connecting member 20 is pivotally connected to the first rotating member 51, thereby connecting the second end 22 of the first connecting member 20 to the first portion 2a in a manner that allows it to pivot relative to the power unit 2 about a first pivot axis RA1. By using the first rotating member 51, the pivotal connection between the first connecting member 20 and the first portion 2a of the power unit 2 can be easily achieved. The collision protection device 10 can be easily and conveniently installed on the vehicle 1 without significant modification or redesign of the power unit 2, thereby significantly improving the collision safety performance of the vehicle 1 at a lower cost. Furthermore, the collision protection device 10 can be adapted to different power units 2 by providing first rotating members 51 of different sizes and shapes.
[0047] The first rotating member 51 can be fixedly connected to the first part 2a of the power unit 2 by any suitable means. For example, as shown, the first rotating member 51 can be fixedly connected to the first part 2a of the power unit 2 by a first bolt 61 and a second bolt 62. It should be understood that this disclosure is not limited thereto, and in other embodiments, the first rotating member 51 can be fixedly connected to the first part 2a of the power unit 2 by welding, snap-fit connection, or integral formation with the housing 2c of the power unit 2.
[0048] In some embodiments, please continue to see Figure 1B , Figure 2B and Figures 3B to 5The second end 22 of the first connecting member 20 and the first rotating member 51 can be pivotally connected via a first pivot 71. For example, the second end 22 of the first connecting member 20 may include a first arm 221 and a second arm 222 that are opposite and spaced apart in the lateral direction Y. The first arm 221 and the second arm 222 may each have a shaft hole (not shown) extending in the lateral direction Y. The first rotating member 51 may be in the form of a rotating block and has a shaft hole (not shown) extending in the lateral direction Y. The first rotating member 51 may be partially disposed between the first arm 221 and the second arm 222 such that the shaft holes of the first arm 221, the second arm 222, and the first rotating member 51 are aligned with each other in the lateral direction Y. The first pivot 71 may extend in the lateral direction Y through the aligned shaft holes to pivotally connect the second end 22 of the first connecting member 20 and the first rotating member 51.
[0049] In one of these embodiments, such as Figure 1B , Figure 2B and Figures 3B to 5 As shown, the collision protection device 10 may further include a first damping bushing 81 disposed around the first rotating shaft 71 at the pivotal connection between the second end 22 of the first connecting member 20 and the first rotating member 51. The first damping bushing 81 may be disposed together with the first rotating shaft 71 in the shaft holes of the first arm 221, the second arm 222, and the first rotating member 51. The first damping bushing 81 may be made of any suitable material such as rubber. By providing the damping bushing, vibration buffering can be provided between the first connecting member 20 of the collision protection device 10 and the power unit 2, thereby reducing or preventing the power unit 2 from transmitting vibrations to the collision protection device 10 during normal operation, thus ensuring the reliability of the collision protection device 10.
[0050] It should be understood that the pivotal connection between the second end 22 of the first connecting member 20 and the first rotating member 51 via a pivot is not limited to this. In other embodiments, one of the second end 22 of the first connecting member 20 and the first rotating member 51 may be integrally formed with a pivot, while the other of the second end 22 of the first connecting member 20 and the first rotating member 51 may have a shaft hole for receiving the pivot. Accordingly, in this case, the shock-absorbing bushing may still be disposed around the pivot at the pivotal connection between the second end 22 of the first connecting member 20 and the first rotating member 51 to provide vibration damping.
[0051] like Figures 4A to 5As shown, the first connecting member 20 may include a first body 23 extending between a first end 21 and a second end 22. The first body 23 may extend along a longitudinal direction X. The third end 301 of the second connecting member 30 is fixedly connected to the first body 23 of the first connecting member 20. The third end 301 of the second connecting member 30 may be fixedly connected to the first body 23 of the first connecting member 20 by any suitable means such as welding, bolting, or integral forming.
[0052] In some embodiments, the bending stiffness of a portion 23a of the first body 23 of the first connecting member 20 between the first end 21 and the third end 301 of the second connecting member 30 may be lower than the bending stiffness of other portions of the first body 23, such that when the vehicle 1 collides and the power unit 2 applies a force to the second end 22 along the first direction 40, the portion 23a of the first body 23 tends to bend away from the horizontal ground (i.e., upward along the vertical direction Z). For example, the first body 23 bends upward in a V-shape. As previously described, when the vehicle 1 collides and as the collision progresses, an external load acts on the power unit 2 to push the power unit 2 to move along the first direction 40. This configuration of the first body 23 can absorb collision energy and resist the intrusion of external loads in this situation, and can suppress or even prevent the power unit 2 from moving along the first direction 40 (specifically, the V-shaped bending of the first body 23 suppresses or even prevents the power unit 2 from moving along the first direction 40). This configuration can further improve the performance of the collision protection device 10, thereby further improving the collision safety performance of the vehicle 1. For example... Figure 5 As best illustrated, the bending stiffness of a portion 23a of the first body 23 can be lower than that of other portions of the first body 23 by configuring it as a weakened portion. For example, this can be achieved by thinning the cross-section (e.g., Figure 5 (As shown), the bending stiffness is reduced by creating grooves or partial openings.
[0053] Alternatively or additionally, in some embodiments, such as Figure 1B , Figure 2B and Figures 3B to 5 As shown, the fourth end 302 of the second connecting member 30 of the collision protection device 10 can be positioned relative to the power unit 2 around the second pivot axis RA2. Figure 3BThe second pivot axis RA2 is pivotally connected to the second part 2b of the power unit 2. The second pivot axis RA2 can be parallel to the first pivot axis RA1. When the vehicle 1 is on a level surface, the second pivot axis RA2 is parallel to the level surface and perpendicular to the first direction 40. That is, the second pivot axis RA2 is parallel to the lateral direction Y and perpendicular to the longitudinal direction X. As previously described, when the vehicle 1 collides and as the collision progresses, external loads act on the power unit 2 to push it to shift along the first direction 40. The configuration of the fourth end 302 of the second connecting member 30 of the collision protection device 10 being pivotally connected to the second part 2b of the power unit 2 increases the degree of freedom of movement during the induced sinking of the power unit 2 and improves the fault tolerance, making the connection between the second connecting member 30 and the power unit 2 less prone to breakage. In other words, this configuration further improves the reliability of the collision protection device 10, thereby further improving the collision safety performance of the vehicle 1.
[0054] Furthermore, with the second end 22 of the first connecting member 20 pivotally connected to the first part 2a of the power unit 2 and the fourth end 302 of the second connecting member 30 pivotally connected to the second part 2b of the power unit 2, the degree of freedom of movement can be further increased when inducing the power unit 2 to sink, and the fault tolerance can be improved. This configuration can significantly improve the reliability of the collision protection device 10, thereby significantly improving the collision safety performance of the vehicle 1.
[0055] It is conceivable that the fourth end 302 of the second connecting member 30 can be pivotally connected to the second portion 2b of the power unit 2 in any suitable manner. In some embodiments, the fourth end 302 of the second connecting member 30 can be directly pivotally connected to the second portion 2b of the power unit 2. For example, the fourth end 302 of the second connecting member 30 may include or be formed with a pivot (not shown), and the second portion 2b of the power unit 2 may include or be formed with a bearing or shaft hole to receive the pivot, thereby achieving a pivotal connection.
[0056] In other embodiments, the fourth end 302 of the second connecting member 30 can be indirectly pivotally connected to the second part 2b of the power unit 2. For example, as Figure 1B , Figure 2B , Figures 3B to 5As shown, the collision protection device 10 may further include a second rotating member 52. The second rotating member 52 can be fixedly connected to the second portion 2b of the power unit 2, and the fourth end 302 of the second connecting member 30 is pivotally connected to the second rotating member 52, thereby connecting the fourth end 302 of the second connecting member 30 to the second portion 2b of the power unit 2 in a manner capable of pivoting relative to the power unit 2 about a second pivot axis RA2. By using the second rotating member 52, the pivotal connection between the second connecting member 30 and the second portion 2b of the power unit 2 can be easily achieved. The collision protection device 10 can be easily and conveniently installed on the vehicle 1 without significant modification or redesign of the power unit 2, thereby significantly improving the collision safety performance of the vehicle 1 at a lower cost. Furthermore, the collision protection device 10 can be adapted to different power units 2 by providing second rotating members 52 of different sizes and shapes.
[0057] The second rotating member 52 can be fixedly connected to the second part 2b of the power unit 2 by any suitable means. For example, as shown, the second rotating member 52 can be fixedly connected to the second part 2b of the power unit 2 by a third bolt 63. It should be understood that this disclosure is not limited thereto, and in other embodiments, the second rotating member 52 can be fixedly connected to the second part 2b of the power unit 2 by welding, snap-fit connection or integral formation with the housing 2c of the power unit 2.
[0058] In some embodiments, please continue to see Figure 1B , Figure 2B and Figures 3B to 5 The fourth end 302 of the second connecting member 30 and the second rotating member 52 can be pivotally connected via a second pivot 72. For example, the fourth end 302 of the second connecting member 30 may include a third arm 323 and a fourth arm 324 that are opposite and spaced apart in the lateral direction Y. The third arm 323 and the fourth arm 324 may each have a shaft hole (not shown) extending in the lateral direction Y. The second rotating member 52 may be in the form of a rotating block and has a shaft hole (not shown) extending in the lateral direction Y. The second rotating member 52 may be partially disposed between the third arm 323 and the fourth arm 324 such that the shaft holes of the third arm 323, the fourth arm 324 and the second rotating member 52 are aligned with each other in the lateral direction Y. The second pivot 72 may extend in the lateral direction Y through the aligned shaft holes to pivotally connect the fourth end 302 of the second connecting member 30 and the second rotating member 52.
[0059] In one of these embodiments, such as Figure 1B , Figure 2B and Figures 3B to 5As shown, the collision protection device 10 may further include a second damping bushing 82 disposed around the second rotating shaft 72 at the pivotal connection between the fourth end 302 of the second connecting member 30 and the second rotating member 52. The second damping bushing 82 may be disposed together with the second rotating shaft 72 in the shaft holes of the third arm 323, the fourth arm 324, and the second rotating member 52. The second damping bushing 82 may be made of any suitable material such as rubber. By providing the damping bushing, vibration buffering can be provided between the second connecting member 30 of the collision protection device 10 and the power unit 2, thereby reducing or preventing the power unit 2 from transmitting vibrations to the collision protection device 10 during normal operation, thus ensuring the reliability of the collision protection device 10.
[0060] It should be understood that the pivotal connection between the fourth end 302 of the second connecting member 30 and the second rotating member 52 via a pivot is not limited to this. In other embodiments, one of the fourth end 302 of the second connecting member 30 and the second rotating member 52 may be integrally formed with a pivot, while the other of the fourth end 302 of the second connecting member 30 and the second rotating member 52 may have a shaft hole for receiving the pivot. Accordingly, in this case, the shock-absorbing bushing may still be disposed around the pivot at the pivotal connection between the fourth end 302 of the second connecting member 30 and the second rotating member 52 to provide vibration damping.
[0061] like Figures 4A to 5 As shown, the second connecting member 30 may include a second body 303 extending between the third end 301 and the fourth end 302. In some embodiments, the bending stiffness of the third end 301 of the second connecting member 30 is lower than the bending stiffness of the second body 303, such that when the vehicle 1 collides and the power unit 2 applies a force to the fourth end 302 along the first direction 40, the second connecting member 30 tends to rotate and deform about the third end 301. As previously described, when the vehicle 1 collides and as the collision progresses, an external load acts on the power unit 2 to displace it along the first direction 40. This configuration of the second connecting member 30 can absorb collision energy and resist external load intrusion in this situation, and can suppress or even block the displacement of the power unit 2 along the first direction 40. This configuration can further improve the performance of the collision protection device 10, thereby further improving the collision safety performance of the vehicle 1. Figure 5 As best illustrated, the bending stiffness of the third end 301 can be lower than that of the second body 303 by configuring it as a weakened portion. For example, this can be achieved by thinning the cross-section (e.g. Figure 5 (As shown), the bending stiffness is reduced by creating grooves or partial openings.
[0062] Alternatively or additionally, in some embodiments, such as Figure 1B , Figure 2B and Figure 3B As shown, the collision protection device 10 may include a damping member 83 disposed at the connection between the first end 21 of the first connecting member 20 and the fifth vehicle frame member 35. This configuration provides vibration damping between the collision protection device 10 and the fifth vehicle frame member 35, thereby reducing or preventing the fifth vehicle frame member 35 from transmitting vibrations to the collision protection device 10, ensuring the reliability of the collision protection device 10. Exemplarily, as shown, the first end 21 of the first connecting member 20 may be fixedly connected to the fifth vehicle frame member 35 by a fourth bolt 64, and the damping member 83 may be disposed around the fourth bolt 64 at the connection between the first end 21 of the first connecting member 20 and the fifth vehicle frame member 35. The damping member 83 may be in the form of a damping bushing and may be made of any suitable material such as rubber. It should be understood that the damping member 83 may take any other suitable form capable of providing vibration damping between the collision protection device 10 and the fifth vehicle frame member 35.
[0063] Although the foregoing description of the exemplary configuration of the collision protection device 10 is based on the example of the power unit 2 being a gearbox, it should be understood that this disclosure is not limited thereto, and in other embodiments, the power unit 2 may be an engine, an electric motor, or any other type of power unit or powertrain.
[0064] Although the foregoing description specifically illustrates an exemplary configuration of the collision protection device 10 with the subframe 3 being the front subframe of vehicle 1, it should be understood that this disclosure is not limited thereto, and in other embodiments, the subframe 3 may be the rear subframe of vehicle 1 or any other suitable frame portion. Accordingly, the location of the power unit 2 in vehicle 1 may be changed, and the orientation of the first direction 40 may be changed.
[0065] Although the above description refers to the fifth frame member 35 being part of the subframe 3 and shifting downward along the vertical direction Z when the third frame member 33 and the fourth frame member 34 bend and deform, it should be understood that this disclosure is not limited thereto, and in other embodiments, the fifth frame member 35 can be any suitable frame member, as long as it drags the first connecting member 20 toward the horizontal ground when the vehicle 1 collides.
[0066] Although the foregoing description specifically illustrates an exemplary configuration of the collision protection device 10, in conjunction with the pivotal connection of the second end 22 of the first connecting member 20 to the first portion 2a of the power unit 2 and the pivotal connection of the fourth end 302 of the second connecting member 30 to the second portion 2b of the power unit 2, it should be understood that this disclosure is not limited thereto, and in other embodiments, the second end 22 of the first connecting member 20 and the fourth end 302 of the second connecting member 30 may be connected to the power unit 2 by any suitable means, provided that the first connecting member 20 and the second connecting member 30 can drag the power unit 2 toward the horizontal ground when the vehicle 1 collides and causes the fifth vehicle frame member 35 to drag the first connecting member 20 toward the horizontal ground. For example, the second end 22 of the first connecting member 20 and the fourth end 302 of the second connecting member 30 may be fixedly connected to the corresponding portions of the power unit 2 by any suitable means such as bolting, welding, or snap-fit connection. Alternatively or additionally, in the case of pivoting or fixed connections, these connections may be permanent non-removable connections or detachable connections.
[0067] Furthermore, when referring to any external dimensions, relative dimensions, orientation, etc., it should be assumed that the numerical or corresponding information of a component, part, or feature (e.g., level, range, etc.) includes tolerances or error ranges that may be caused by various factors (e.g., process factors, internal or external influences, etc.), even if no relevant description is explicitly given.
[0068] In this disclosure, the terms "first," "second," etc., are used only to distinguish one component, part, or feature from another component, part, or feature, but these components, parts, or features should not be limited by such terms. Furthermore, in this disclosure, when the terms "first" and "second" are used in conjunction with direction, directions modified by different terms may refer to the same direction unless otherwise expressly stated.
[0069] The present disclosure has been described in detail above with reference to specific embodiments. Obviously, the above description and the embodiments shown in the accompanying drawings should be understood as exemplary and not as limiting the present disclosure. Those skilled in the art can make various modifications or alterations to it without departing from the spirit of the present disclosure, and such modifications or alterations do not depart from the scope of the present disclosure.
Claims
1. A collision protection device (10) for a vehicle (1), characterized in that, The vehicle (1) includes a power unit (2) having a first portion (2a) and a second portion (2b) and a frame member (35) arranged behind the power unit (2) in a first direction (40) from the outside of the vehicle to the inside of the vehicle. When the vehicle (1) is on a level ground, the first direction (40) is parallel to the level ground, and the second portion (2b) is further away from the level ground than the first portion (2a) and closer to the inside of the vehicle in the first direction (40). The collision protection device (10) includes: A first connecting member (20) having a first end (21) and a second end (22) opposite to each other, the first end (21) being fixedly connected to the vehicle frame member (35), and the second end (22) being connected to the first part (2a); and A second connecting member (30) has a third end (301) and a fourth end (302) opposite to each other, the third end (301) being fixedly connected to the first connecting member (20) between the first end (21) and the second end (22), and the fourth end (302) being connected to the second part (2b). The first connecting member (20) and the second connecting member (30) are configured to cooperate with each other to drag the power unit (2) toward the horizontal ground when the vehicle (1) collides and causes the vehicle frame member (35) to drag the first connecting member (20) toward the horizontal ground.
2. The collision protection device (10) according to claim 1, characterized in that, The second end (22) of the first connecting member (20) is connected to the first part (2a) in such a way that it can pivot relative to the power unit (2) about a first pivot axis (RA1), which is parallel to the horizontal ground and perpendicular to the first direction (40) when the vehicle (1) is on the horizontal ground.
3. The collision protection device (10) according to claim 2, characterized in that, The collision protection device (10) further includes a first rotating member (51), which is fixedly connected to the first part (2a) of the power device (2), and the second end (22) of the first connecting member (20) is pivotally connected to the first rotating member (51).
4. The collision protection device (10) according to claim 3, characterized in that: The second end (22) of the first connecting member (20) and the first rotating member (51) are pivotally connected via a first pivot (71); and The collision protection device (10) further includes a first shock-absorbing bushing (81) disposed around the first rotating shaft (71) at the pivot connection between the second end (22) and the first rotating member (51).
5. The collision protection device (10) according to claim 2, characterized in that, The first connecting member (20) further includes a first body (23) extending between the first end (21) and the second end (22), the third end (301) of the second connecting member (30) being fixedly connected to the first body (23), the bending stiffness of a portion of the first body (23) between the first end (21) and the third end (301) being lower than the bending stiffness of other portions of the first body (23), such that when the vehicle (1) collides and the power unit (2) applies a force to the second end (22) along the first direction (40), the portion of the first body (23) tends to bend away from the horizontal ground.
6. The collision protection device (10) according to any one of claims 2 to 5, characterized in that, The fourth end (302) of the second connecting member (30) is connected to the second part (2b) in such a way that it can pivot relative to the power unit (2) about a second pivot axis (RA2) parallel to the first pivot axis (RA1).
7. The collision protection device (10) according to claim 6, characterized in that, The collision protection device (10) further includes a second rotating member (52), which is fixedly connected to the second part (2b) of the power unit (2), and the fourth end (302) of the second connecting member (30) is pivotally connected to the second rotating member (52).
8. The collision protection device (10) according to claim 7, characterized in that: The fourth end (302) of the second connecting member (30) and the second rotating member (52) are pivotally connected via a second pivot (72); and The collision protection device (10) further includes a second shock-absorbing bushing (82) disposed around the second rotating shaft (72) at the pivot connection between the fourth end (302) and the second rotating member (52).
9. The collision protection device (10) according to claim 6, characterized in that, The second connecting member (30) further includes a second body (303) extending between the third end (301) and the fourth end (302), wherein the bending stiffness of the third end (301) is lower than that of the second body (303), such that when the vehicle (1) collides and the power unit (2) applies a force to the fourth end (302) along the first direction (40), the second connecting member (30) tends to rotate and deform about the third end (301).
10. The collision protection device (10) according to any one of claims 1 to 5, characterized in that: The frame component (35) is part of the subframe (3) of the vehicle (1) arranged around the power unit (2); and / or The first portion (2a) is a part of the bottom of the housing (2c) of the power unit (2), and the second portion (2b) is another part of the bottom or a part of the housing (2c) facing the rear of the vehicle frame member (35) in the first direction (40); and / or The power unit (2) is the gearbox, engine, or electric motor of the vehicle (1); and / or The collision protection device (10) further includes a shock-absorbing component (83) disposed at the connection between the first end (21) of the first connecting member (20) and the vehicle frame member (35); and / or The first connecting member (20) and the second connecting member (30) are each in the form of a connecting rod.
11. A vehicle (1), characterized in that, The vehicle (1) includes: A power unit (2) having a first part (2a) and a second part (2b); A frame member (35) arranged behind the power unit (2) in a first direction (40) from the outside of the vehicle to the inside of the vehicle; and Collision protection device (10) according to any one of claims 1 to 10; When the vehicle (1) is on a horizontal ground, the first direction (40) is parallel to the horizontal ground, and the second part (2b) is further away from the horizontal ground than the first part (2a) and closer to the vehicle interior in the first direction (40). Wherein, the first end (21) of the first connecting member (20) is fixedly connected to the vehicle frame member (35), and the second end (22) of the first connecting member (20) is connected to the first part (2a) of the power unit (2); and The third end (301) of the second connecting member (30) is fixedly connected to the first connecting member (20) between the first end (21) and the second end (22), and the fourth end (302) of the second connecting member (30) is connected to the second part (2b) of the power device (2).