Rear anti-collision energy-absorbing structure and vehicle

Abstract

The application relates to a rear anti-collision energy-absorbing structure and a vehicle. The rear anti-collision energy-absorbing structure comprises a rear anti-collision cross beam, a mounting bottom plate arranged at intervals from the rear anti-collision cross beam, an energy-absorbing box fixedly connected with the rear anti-collision cross beam at one end and fixedly connected with the mounting bottom plate at the other end, and an inclined support arranged correspondingly to the energy-absorbing box and located on the side of the corresponding energy-absorbing box close to the end of the rear anti-collision cross beam, wherein the extension direction of the inclined support and the extension direction of the energy-absorbing box form an included angle, one end of the inclined support is fixedly connected with the energy-absorbing box, and the other end of the inclined support is fixedly connected with the rear anti-collision cross beam. By arranging the inclined support, a new force transmission path is formed, the path can efficiently transmit the collision force when the rear corner collision occurs, the problem of low corner collision force transmission efficiency of the traditional single path is solved, the corner collision safety requirement is met, the thickness and strength of the rear anti-collision cross beam do not need to be increased, the vehicle weight and cost increase are avoided, the light weight trend is met, the rolling and stamping process problems caused by the thickness increase are reduced, and the production efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to rear collision protection energy absorption structures and vehicles. Background Technology

[0002] In terms of vehicle corner collision safety, the existing rear bumper energy absorption structure has obvious shortcomings: some SUVs (Sport Utility Vehicles) and MPVs (Multi-Purpose Vehicles) have a tailgate arch design, which reduces the distance between the tailgate and the rear bumper beam, making the tailgate more susceptible to intrusion in low-speed rear corner collisions.

[0003] Traditional rear bumper structures rely solely on the energy-absorbing box as a force transmission path. In the event of a corner collision, the energy-absorbing box forms an angle of approximately 30° with the obstacle, resulting in low overlap and hindering its energy absorption function. The only solution is to increase the thickness and strength of the bumper beam to improve protection. This not only increases the overall vehicle weight and manufacturing costs but also leads to increased springback during rolling and stamping processes due to the increased material strength, resulting in lower dimensional accuracy and reduced production efficiency.

[0004] Therefore, there is an urgent need for a rear anti-collision energy absorption structure that can improve the efficiency of force transmission in corner collisions and meet the corner collision safety requirements without increasing weight and cost. Utility Model Content

[0005] Therefore, it is necessary to provide a rear collision energy-absorbing structure and vehicle to address the problem that increasing the thickness and strength of the anti-collision beam to improve corner collision protection in conventional technologies leads to increased vehicle weight and manufacturing costs.

[0006] This application provides a rear anti-collision energy absorption structure, including: a rear anti-collision crossbeam; a mounting base plate, spaced apart from the rear anti-collision crossbeam; an energy-absorbing box, one end of which is fixedly connected to the rear anti-collision crossbeam and the other end of which is fixedly connected to the mounting base plate; and an inclined support, corresponding to the energy-absorbing box and located on the side of the corresponding energy-absorbing box near the end of the rear anti-collision crossbeam, wherein the extension direction of the inclined support forms an angle with the extension direction of the energy-absorbing box, one end of the inclined support is fixedly connected to the energy-absorbing box, and the other end is fixedly connected to the rear anti-collision crossbeam.

[0007] According to one embodiment of this application, the connection position between the diagonal support and the energy-absorbing box is located between one end of the energy-absorbing box that connects to the mounting base plate and the middle of the extending direction of the energy-absorbing box; or, the connection position between the diagonal support and the energy-absorbing box is located at the middle of the extending direction of the energy-absorbing box.

[0008] According to one embodiment of this application, the distance between the position where the energy-absorbing box is connected to the inclined support and the end where the energy-absorbing box is connected to the mounting base plate is not less than 15mm.

[0009] According to one embodiment of this application, the diagonal support is provided with at least one reinforcing rib, the extension direction of which is parallel to the extension direction of the diagonal support.

[0010] According to one embodiment of this application, the reinforcing rib is integrally pressurized from the inclined support.

[0011] According to one embodiment of this application, the yield strength of the inclined support is less than or equal to the yield strength of the energy-absorbing box, and the yield strength of the energy-absorbing box is less than or equal to the yield strength of the rear anti-collision beam.

[0012] According to one embodiment of this application, the angle formed between the extending direction of the inclined support and the extending direction of the energy-absorbing box is greater than or equal to 20° and less than or equal to 80°.

[0013] According to one embodiment of this application, two energy-absorbing boxes are provided at intervals along the vehicle width direction, and two diagonal supports are provided corresponding to the energy-absorbing boxes.

[0014] According to one embodiment of this application, at least one end of the inclined support is provided with a welded flange, and the welded flange is welded and fixed to the outer wall of the rear anti-collision beam or the energy-absorbing box.

[0015] This application also provides a vehicle including the rear collision energy-absorbing structure of the above embodiments.

[0016] The aforementioned rear anti-collision energy-absorbing structure and vehicle, by setting diagonal supports and fixing them to the energy-absorbing box and rear anti-collision beam at an angle, form a new force transmission path. This path can efficiently transmit collision force in rear corner collisions, solving the problem of low force transmission efficiency in traditional single-path corner collisions and meeting corner collision safety requirements. It does not require increasing the thickness and strength of the rear anti-collision beam, avoiding increased vehicle weight and cost, which is in line with the trend of lightweighting. At the same time, it can reduce the rolling and stamping process difficulties caused by thickening, which is conducive to improving production efficiency. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the rear anti-collision energy absorption structure in one embodiment of this application.

[0018] Figure 2 This is a partially enlarged view of the rear anti-collision energy absorption structure in one embodiment of this application.

[0019] Figure 3 This is a schematic diagram of the reinforcing rib structure of a rear anti-collision energy absorption structure according to an embodiment of this application.

[0020] Figure label:

[0021] 100. Rear anti-collision crossbeam; 200. Mounting base plate; 300. Energy absorption box; 400. Diagonal support; 401. Reinforcing rib; 402. Welded flange; 403. Positioning hole. Detailed Implementation

[0022] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0023] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and 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, and therefore should not be construed as a limitation of this application.

[0024] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0025] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "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 based on the specific circumstances.

[0026] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0027] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0028] Figure 1 This is a schematic diagram of the overall structure of the rear anti-collision energy absorption structure in one embodiment of this application. Figure 2 This is a partially enlarged view of the rear anti-collision energy absorption structure in one embodiment of this application.

[0029] like Figure 1 and Figure 2 As shown, an embodiment of this application provides a rear anti-collision energy-absorbing structure, including a rear anti-collision beam 100, a mounting base plate 200, an energy-absorbing box 300, and an inclined support 400. The mounting base plate 200 is spaced apart from the rear anti-collision beam 100; one end of the energy-absorbing box 300 is fixedly connected to the rear anti-collision beam 100, and the other end is fixedly connected to the mounting base plate 200; the inclined support 400 is correspondingly arranged with the energy-absorbing box 300 and is located on the side of the corresponding energy-absorbing box 300 near the end of the rear anti-collision beam 100, the extension direction of the inclined support 400 forms an angle with the extension direction of the energy-absorbing box 300, one end of the inclined support 400 is fixedly connected to the energy-absorbing box 300, and the other end is fixedly connected to the rear anti-collision beam 100.

[0030] In this embodiment, the rear anti-collision beam 100, as a component that directly bears the collision force, is connected to the mounting base plate 200 through the energy-absorbing box 300. The mounting base plate 200 is used to transfer the collision force to the longitudinal beam of the vehicle body. The diagonal support 400 is fixedly connected to the rear anti-collision beam 100 and the energy-absorbing box 300 respectively, for example by welding. The angle formed by its extension direction and the extension direction of the energy-absorbing box 300 can be adjusted according to the vehicle model requirements, so that the diagonal support 400 can correspond to the collision direction of the obstacle in the event of a rear corner collision.

[0031] Optionally, the welding position between the diagonal support 400 and the rear anti-collision beam 100 is a common collision position in rear corner collisions, so as to further improve the force transmission response speed during corner collisions.

[0032] By setting the diagonal support 400, the rear anti-collision energy absorption structure forms two force transmission paths. One is the force transmission path of the energy absorption box 300 along its own extension direction, which is for rear frontal collisions. The other is the force transmission path of the diagonal support 400 and the energy absorption box 300 working together, which is for rear corner collisions. The two force transmission paths work together. In the event of a rear corner collision, the diagonal support 400 can directly bear the collision force and transmit it to the energy absorption box 300 and the rear anti-collision beam 100. This avoids the problem of low overlap between the energy absorption box 300 and the obstacle in corner collisions under the traditional single force transmission path. Therefore, it is not necessary to increase the thickness and strength of the rear anti-collision beam 100 to improve the corner collision protection capability, reduce the risk of increased vehicle weight, and reduce the problem of increased manufacturing costs caused by increased thickness.

[0033] In some embodiments, the connection point between the diagonal support 400 and the energy absorption box 300 of the rear anti-collision energy absorption structure is located between one end of the mounting base plate 200 of the energy absorption box 300 and the middle of the extending direction of the energy absorption box 300; or, the connection point between the diagonal support 400 and the energy absorption box 300 is located at the middle of the extending direction of the energy absorption box 300.

[0034] In this embodiment, the connection position between the diagonal support 400 and the energy-absorbing box 300 is limited to the lower middle region of the energy-absorbing box 300, that is, between one end of the mounting base plate 200 and the middle, or at the middle. This position is away from the connection end between the energy-absorbing box 300 and the rear anti-collision beam 100, and also avoids the diagonal support 400 from connecting to the connection end between the energy-absorbing box 300 and the mounting base plate 200. The specific connection position between the diagonal support 400 and the energy-absorbing box 300 can be adjusted within the above range according to the length of the energy-absorbing box 300 to adapt to the structure of the energy-absorbing box 300 of different vehicle models.

[0035] By setting the connection position at the aforementioned location, in the event of a rear corner collision, the diagonal support 400 can efficiently transfer the impact force from the rear anti-collision beam 100 to the energy-absorbing box 300, and avoid the force transmission being too concentrated at the end of the energy-absorbing box 300. At the same time, a gap is formed between this position and the connection position between the energy-absorbing box 300 and the rear anti-collision beam 100. This reduces the structural interference of the diagonal support 400 on the energy-absorbing box 300 in a frontal collision, ensuring that the energy-absorbing box 300 can collapse and absorb energy normally in a frontal collision, achieving synergistic optimization of corner collision and frontal collision protection, and avoiding the increased welding process difficulty of welding three layers of plates.

[0036] In some embodiments, the distance between the connection position of the inclined support 400 and the energy absorption box 300 and one end of the mounting base plate 200 of the energy absorption box 300 is not less than 15mm.

[0037] The distance between the connection point of the diagonal support 400 and the energy-absorbing box 300 and one end of the base plate 200 for connecting the energy-absorbing box 300 refers to the straight-line distance between the connection point of the diagonal support 400 and the energy-absorbing box 300 and one end of the base plate 200 for connecting the energy-absorbing box 300 along the extension direction of the energy-absorbing box 300, or the distance between the joint of the diagonal support 400 and the energy-absorbing box 300 near the rear anti-collision beam 100 and the end of the energy-absorbing box 300 near the rear anti-collision beam 100.

[0038] In this embodiment, the distance between the connection position of the diagonal support 400 and the energy absorption box 300 and one end of the connection mounting base plate 200 of the energy absorption box 300 is set to 15mm or more, for example, 20mm. For vehicles with a long energy absorption box 300, this distance can be appropriately increased (e.g., 25mm).

[0039] The distance between the connection point of the diagonal support 400 and the energy-absorbing box 300 and the end of the mounting base plate 200 connected to the energy-absorbing box 300 is not less than 15mm. This can prevent the connection point of the diagonal support 400 from overlapping with the connection part of the energy-absorbing box 300 and the mounting base plate 200, thereby preventing the welding of three layers (diagonal support 400, energy-absorbing box 300, and mounting base plate 200), reducing the increased welding difficulty and welding quality risks caused by too many welding layers. At the same time, this distance can ensure that the end of the energy-absorbing box 300 near the mounting base plate 200 has sufficient crumple space when it is in a rear-end collision, and the diagonal support 400 will not hinder the normal energy absorption process of the energy-absorbing box 300, ensuring that the energy absorption effect is not affected during a frontal collision.

[0040] Combination Figure 3 In some embodiments, the diagonal support 400 is provided with at least one reinforcing rib 401, the extension direction of the reinforcing rib 401 being parallel to the extension direction of the diagonal support 400.

[0041] In this embodiment, the height and width of the reinforcing rib 401 can be determined according to the thickness of the diagonal support 400. The number of reinforcing ribs 401 can be adjusted according to the width of the diagonal support 400, for example, 1-5 ribs can be set to evenly improve the overall strength. Preferably, two reinforcing ribs 401 are arranged in parallel at intervals, and the two reinforcing ribs 401 are arranged along the width direction of the diagonal support 400.

[0042] The reinforcing rib 401 is set along the extension direction of the diagonal support 400, which can effectively improve the structural stiffness and deformation resistance of the diagonal support 400 in the force transmission direction, making the diagonal support 400 less prone to bending or breaking when subjected to corner impact, thus ensuring stable force transmission. At the same time, by increasing the strength through the reinforcing rib 401, it is possible to avoid increasing the strength by increasing the thickness of the diagonal support 400, thereby achieving a lightweight design of the diagonal support 400 and reducing the increase in the overall vehicle weight.

[0043] In some embodiments, the reinforcing rib 401 is integrally press-formed from the diagonal support 400.

[0044] In this embodiment, the reinforcing rib 401 is formed by integral stamping and is processed synchronously with the body of the inclined support 400. No additional welding or splicing process is required. After forming, the reinforcing rib 401 and the surface of the inclined support 400 are smoothly transitioned without obvious protrusions or gaps.

[0045] The integrally stamped reinforcing rib 401 can form a continuous force-bearing structure with the body of the diagonal support 400, avoiding the weak connection points that may occur with spliced ​​reinforcing ribs 401, and improving the overall structural strength and stability of the diagonal support 400. At the same time, this process does not require additional procedures, reduces the number of parts processing steps, reduces production complexity, improves production efficiency, and can ensure the consistency of the dimensions of the reinforcing rib 401, which is conducive to mass production.

[0046] In some embodiments, the yield strength of the diagonal brace 400 is less than or equal to the yield strength of the energy-absorbing box 300, and the yield strength of the energy-absorbing box 300 is less than or equal to the yield strength of the rear anti-collision beam 100.

[0047] In this embodiment, the yield strengths of the diagonal brace 400, energy-absorbing box 300, and rear anti-collision beam 100 are designed according to the relationship that diagonal brace 400 ≤ energy-absorbing box 300 ≤ rear anti-collision beam 100. For example, the diagonal brace 400 is made of HC440 / 780DH material, the energy-absorbing box 300 is made of HC440 / 780DH material with a thickness slightly greater than that of the diagonal brace 400, and the rear anti-collision beam 100 is made of HC820 / DP1180 material. While ensuring the strength relationship, different grades of high-strength steel can be selected according to the vehicle's lightweight requirements.

[0048] The aforementioned yield strength relationship ensures that in a rear corner collision, the diagonal support 400 can deform moderately and absorb energy before the energy-absorbing box 300 and the rear anti-collision beam 100, thus avoiding obstruction of force transmission due to its excessive strength. The energy-absorbing box 300 can further collapse and absorb energy after receiving the force transmitted by the diagonal support 400, while the rear anti-collision beam 100, as the outermost structure, can provide stable support. In a frontal collision, the energy-absorbing box 300 can collapse normally, and the diagonal support 400, due to its lower strength, will not hinder the deformation of the energy-absorbing box 300, ensuring that the energy absorption effect in a frontal collision is not affected, thus achieving orderly energy absorption under different collision conditions.

[0049] In some embodiments, the angle formed between the extending direction of the inclined support 400 and the extending direction of the energy-absorbing box 300 is greater than or equal to 20° and less than or equal to 80°.

[0050] In this embodiment, the angle between the inclined support 400 and the energy-absorbing box 300 is in the range of 20° to 80°, for example, 20°, 30°, 45°, 60° or 80°. This angle can be determined according to the common collision angle of the obstacle during a rear corner collision (such as 30°, 60°). For example, it can be set to 60° to correspond to the common 60° corner collision situation. This angle can be guaranteed by the welding posture of the inclined support 400.

[0051] Optionally, the included angle can be adjusted within the above range to adapt to crash test standards in different regions.

[0052] The angle between the inclined support 400 and the energy-absorbing box 300 is between 20° and 80°, which ensures that the inclined support 400 and the obstacle at the rear corner collision have a high degree of overlap. When the obstacle collides at an angle of 30° to 60°, the inclined support 400 can directly bear the collision force, reducing the loss of force during transmission. If the angle is less than 20°, the inclined support 400 is close to the direction of the energy-absorbing box 300, and the overlap during the corner collision is low. If it is greater than 80°, the inclined support 400 is close to the direction of the energy-absorbing box 300, which can easily lead to excessive force transmission. This range can balance the overlap and the force transmission efficiency, significantly improving the force transmission effect of the corner collision.

[0053] In some embodiments, two energy-absorbing boxes 300 are spaced apart along the vehicle width direction, and two diagonal supports 400 are correspondingly provided for each energy-absorbing box 300. The two energy-absorbing boxes 300 are symmetrically arranged on the left and right sides of the rear anti-collision beam 100 along the vehicle width direction, and each energy-absorbing box 300 is provided with a diagonal support 400 on the side near the end of the rear anti-collision beam 100. The diagonal supports 400 have the same structure and size and are symmetrically distributed.

[0054] The two diagonal supports 400 and the two energy-absorbing boxes 300 are set up in a corresponding manner to deal with the rear corner impacts on the left and right sides of the vehicle, respectively, avoiding the problem that the diagonal support 400 on one side cannot cover the impact on the other side; the symmetrical distribution structure can ensure that the impact protection capability of the rear sides of the vehicle is consistent, reducing the vehicle's uneven load deformation caused by weak protection on one side; at the same time, the two energy-absorbing boxes 300 and the diagonal supports 400 can form a more stable lateral support structure, improving the overall rigidity of the rear anti-collision system.

[0055] In some embodiments, at least one end of the diagonal support 400 is provided with a welded flange 402, which is welded and fixed to the outer wall of the rear anti-collision beam 100 or the energy-absorbing box 300.

[0056] Optionally, both ends of the diagonal support 400 are provided with welded flanges 402. The flange is an extended curved surface at the end of the diagonal support 400, which is at a certain angle to the extension direction of the diagonal support 400 body. Its shape can be adapted to the outer wall of the crossbeam or energy-absorbing box 300, and it is fixed to the outer wall of the rear anti-collision crossbeam 100 or the outer wall of the energy-absorbing box 300 by welding.

[0057] Optionally, the width of the flange can be set to 10mm to 20mm according to the welding strength requirements to ensure the welding area.

[0058] In this embodiment, the welding flange 402 increases the connection area between the diagonal support 400 and the rear anti-collision beam 100 and energy-absorbing box 300, so that the welding points can be distributed more evenly, improving the connection strength and reducing the risk of detachment caused by excessive stress on a single welding point. At the same time, the welding flange 402 can serve as a positioning reference during welding, ensuring the accurate installation posture of the diagonal support 400, avoiding the decrease in force transmission efficiency due to welding position deviation, and improving assembly accuracy.

[0059] In some embodiments, the inclined support 400 is provided with at least one positioning hole 403.

[0060] Optionally, the positioning hole 403 is a circular through hole with a diameter of 8mm-10mm, or it can be an elliptical through hole. Its position avoids the reinforcing rib 401 and welding area (such as welding flange 402) of the inclined support 400, and is preferably located in the middle of the inclined support 400 or near the connection end of the energy absorption box 300.

[0061] Optionally, two positioning holes 403 are provided, and the two positioning holes 403 are distributed at intervals along the extension direction of the inclined support 400, with a spacing of 1 / 3 to 1 / 2 of the length of the inclined support 400.

[0062] The positioning hole 403 serves as a precise positioning reference during the welding and assembly of the diagonal support 400 with the rear anti-collision beam 100 and the energy-absorbing box 300. For example, by passing a positioning pin through the positioning hole 403 and engaging with the preset positioning point of the corresponding component, the installation position and angle of the diagonal support 400 can be quickly determined, reducing positional deviations during welding. This not only improves assembly efficiency but also avoids the problem of reduced corner impact force transmission efficiency caused by deviations in the installation angle of the diagonal support 400. At the same time, the one-piece stamped positioning hole 403 does not damage the overall structural strength of the diagonal support 400 and requires no additional processing steps, thus not increasing manufacturing costs. Combined with the reinforcing rib 401 design, it can further ensure the structural stability of the diagonal support 400 during a collision.

[0063] In some embodiments, a first collapse groove is provided on the area where the energy-absorbing box 300 is welded to the inclined support 400. The first collapse groove is distributed along the extending direction of the energy-absorbing box 300, and a second collapse groove corresponding to the first collapse groove is provided on the side of the inclined support 400 near the energy-absorbing box 300. The second collapse groove is parallel to the first collapse groove.

[0064] Optionally, the depth of the first and second collapse grooves is 1 / 3 of the thickness of the energy-absorbing box 300. For example, if the thickness of the energy-absorbing box 300 is 1.4mm, the groove depth is 0.4mm-0.5mm, and the groove spacing is 5mm-8mm. At the same time, the collapse grooves are formed by stamping and are integrally processed with the energy-absorbing box 300 and the inclined support 400.

[0065] In a corner collision, the collapse grooves of the energy-absorbing box 300 and the inclined support 400 can collapse synchronously and in an orderly manner. The collision energy is dispersed through groove deformation, avoiding structural fracture caused by excessive local stress and improving corner collision energy absorption efficiency. In a frontal collision, the collapse grooves guide the energy-absorbing box 300 to collapse preferentially, and the inclined support 400 will not break prematurely due to the buffering effect of the collapse grooves, ensuring force transmission stability. Energy absorption capacity is improved through a synergistic collapse structure without relying on material strength enhancement.

[0066] This application also provides a vehicle including the aforementioned rear anti-collision energy absorption structure.

[0067] The mounting base plate 200 of the rear anti-collision energy absorption structure is fixedly connected to the vehicle's longitudinal beam. The overall structure consisting of the rear anti-collision crossbeam 100, energy absorption box 300, and diagonal support 400 is located at the rear of the vehicle, corresponding to the inner area of ​​the tailgate, and is adapted to the vehicle's arched tailgate design.

[0068] By integrating the aforementioned rear anti-collision energy-absorbing structure, the vehicle can meet the requirements of GB17354-2024 standard for low-speed rear corner impacts while ensuring the tailgate arch design (i.e., large luggage space). It can improve protection capabilities without increasing the thickness of the rear anti-collision beam by 100mm, reduce the overall vehicle weight, and help improve the range of new energy vehicles and reduce energy consumption. At the same time, the simplified manufacturing process can reduce vehicle manufacturing costs, improve production efficiency, and achieve synergistic optimization of space, safety, and cost.

[0069] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0070] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A rear anti-collision energy absorption structure, characterized in that, include: Rear bumper beam; The mounting base plate is spaced apart from the rear anti-collision crossbeam; The energy-absorbing box is fixedly connected at one end to the rear anti-collision beam and at the other end to the mounting base plate; An oblique support is provided corresponding to the energy-absorbing box and is located on the side of the corresponding energy-absorbing box near the end of the rear anti-collision beam. The extension direction of the oblique support forms an angle with the extension direction of the energy-absorbing box. One end of the oblique support is fixedly connected to the energy-absorbing box, and the other end is fixedly connected to the rear anti-collision beam.

2. The rear anti-collision energy absorption structure according to claim 1, characterized in that, The connection point between the diagonal support and the energy-absorbing box is located between the end of the energy-absorbing box that connects to the mounting base plate and the middle of the energy-absorbing box's extension direction; or, The connection point between the diagonal support and the energy-absorbing box is located at the middle of the extending direction of the energy-absorbing box.

3. The rear anti-collision energy absorption structure according to claim 2, characterized in that, The distance between the position where the energy-absorbing box connects to the inclined support and the end where the energy-absorbing box connects to the mounting base plate is not less than 15mm.

4. The rear anti-collision energy absorption structure according to any one of claims 1 to 3, characterized in that, The diagonal support is provided with at least one reinforcing rib, and the extending direction of the reinforcing rib is parallel to the extending direction of the diagonal support.

5. The rear anti-collision energy absorption structure according to claim 4, characterized in that, The reinforcing rib is integrally pressurized and formed from the diagonal support.

6. The rear anti-collision energy absorption structure according to any one of claims 1 to 3, characterized in that, The yield strength of the diagonal brace is less than or equal to the yield strength of the energy-absorbing box, and the yield strength of the energy-absorbing box is less than or equal to the yield strength of the rear anti-collision beam.

7. The rear anti-collision energy absorption structure according to any one of claims 1 to 3, characterized in that, The angle formed between the extension direction of the inclined support and the extension direction of the energy-absorbing box is greater than or equal to 20° and less than or equal to 80°.

8. The rear anti-collision energy absorption structure according to any one of claims 1 to 3, characterized in that, Two energy-absorbing boxes are spaced apart along the width of the vehicle, and two diagonal supports are provided corresponding to the energy-absorbing boxes.

9. The rear anti-collision energy absorption structure according to any one of claims 1 to 3, characterized in that, At least one end of the diagonal support is provided with a welded flange, which is welded and fixed to the outer wall of the rear anti-collision beam or the energy-absorbing box.

10. A vehicle, characterized in that, Includes the rear impact protection energy absorption structure as described in any one of claims 1 to 9.

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