Lateral energy absorption system for electric drive vehicles

Abstract

The present invention relates to an energy absorption system (EAS) for electrically powered vehicles that protects storage units of alternative powertrains against side impacts to the longitudinal sides of the vehicle by absorbing energy from the opposite side that is not directly affected.

Description

[Technical Field]

[0001] The present invention relates to an energy absorbing system (EAS) for protecting a storage unit in an electrically powered vehicle. [Background technology]

[0002] In the field of road vehicles, side impacts pose a particular challenge, as the local proximity of side impact areas (e.g., doors or B-pillars) makes it impossible to implement active safety support systems such as restraint systems. A common construction approach is to increase the vehicle's rigidity in this area by using higher-strength materials. The safety issue for electric vehicles lies in essential design aspects, particularly the safe integration of the battery compartment containing the battery cells. In most current technology cases, the battery compartment extends across the entire underfloor of the vehicle, making side impact safety a greater challenge for electric vehicles as the lateral deformation space (also called the crush zone, crush zone, or intrusion path) for absorbing collision energy is reduced. The consequences of a severe intrusion into the storage unit can damage the vehicle battery, resulting in spontaneous combustion (self-ignition), risk of short circuit, leakage of battery fluid, and loss of functionality (costs, repair, or replacement effort).

[0003] Electric vehicles generally use an electric drive combined with an associated energy storage device as their drive concept. Depending on their drive concept, electric vehicles can be classified as battery electric vehicles (BEVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), or range-extended electric vehicles (REEVs), which combine an electric engine with a combustion motor. Another group of electric vehicles is fuel cell vehicles (FCVs) or fuel cell hybrid vehicles (FCHVs), which convert stored chemical energy in the form of hydrogen into electrical energy. The energy storage unit used is a battery compartment containing modularly interconnected high-voltage batteries (accumulators), such as lithium-ion batteries, or, in the case of fuel cells, a hydrogen storage tank.

[0004] An example of a battery housing is described in European Patent Publication No. 2565958 (B1), which shows only the battery housing (compartment) without any crash or impact protection. German Patent Application Publication No. 102009035492 (A1) and U.S. Patent Application Publication No. 2016068195 (A1) describe a crash cross member integrated into a battery housing arranged laterally on the vehicle as side impact protection for the battery. International Patent Publication No. 2017012850 (A1) describes a battery arrangement in which reinforcing elements connect different battery segments to each other to improve side impact strength. U.S. Patent Application Publication No. 2015239331 (A1) describes a system for absorbing and dissipating side impact energy using an integrated battery pack. The method for absorbing side impact crash energy is carried out by using a side sill with multiple longitudinal channels. A hollow in the profile creates a distance between the battery pack and the battery bottom panel. U.S. Patent Application Publication No. 2017029034(A1) describes a battery assembly in which shear pins or other deformable connections secure the tray edge reinforcements. U.S. Patent Application Publication No. 2016233468(A1) describes a battery enclosure surrounded by an internally reinforced cylindrical impact-absorbing element. Furthermore, U.S. Patent Application Publication No. 2016229308(A1) describes a battery housing protected by an external T-shaped guide for the stiffener and the absorbing element. China Patent Application Publication No. 111845602 discloses a protection assembly comprising a vertical plate, a reinforcing plate, and a support plate, by which connection regions to longitudinal beams are attached. International Publication No. 2021004497(A1) describes a vehicle body structure suitable for side impacts, with B-pillars on each longitudinal side having longitudinal beams and juxtaposed by cross beams. Some further examples are known from Chinese Patent Application No. 211617626(U) and Chinese Utility Model Registration No. 211621342.Chinese Patent Publication No. 111725456 describes a collision prevention reinforcement structure for a battery pack, which includes a protective box that acts against impact. U.S. Patent Publication No. 2019047628(A1) describes a side structure in which a pair of rockers are arranged on each of the outer sides of the vehicle and secured by a cross member between them. A battery housing is located in the space between the pair of rockers, as described in U.S. Patent Publication No. 2016257346(A1), particularly for side impacts of battery-powered electric vehicles, where the battery pack is located under the floor and needs to be protected. Side protection is provided by combining a general vehicle rocker with a specific battery rocker that supports energy absorption in the event of a side impact. Further examples are shown in U.S. Patent Publication No. 9868361(B2) and U.S. Patent Publication No. 2020262491(A1). Summary of the Invention

[0005] SUMMARY OF THE INVENTION It is an object of the present invention to provide an energy absorption system (EAS) for electrically driven vehicles that overcomes at least some of the drawbacks of known systems used to protect storage units.

[0006] The purpose of the energy absorption system is to protect the powertrain storage unit primarily against side impacts to the longitudinal side of the vehicle, so that the opposite side of the collision, which is not directly affected, also becomes an active part of the overall energy absorption system (EAS).

[0007] Thus, the present invention relates to an energy absorption system (EAS) for an electrically powered vehicle, and in particular to an EAS that protects an alternative powertrain storage unit from a side impact to a longitudinal side of the vehicle by absorbing energy from both the impacted side and the opposite side that is not directly affected.

[0008] The invention is defined by what is disclosed in the independent claims. Preferred embodiments are set forth in the dependent claims. DETAILED DESCRIPTION OF THE INVENTION

[0009] According to the objectives of the present invention, an energy absorption system (EAS) for an electric vehicle is located between both side rocker panels of the vehicle body, between a first rocker panel and a second rocker panel, in the vehicle width direction. The energy absorption system includes an element that connects the rocker panels. The rocker panels may be side impact panels or other structures within the vehicle configured to receive a side impact force in the event of a side impact. While a T-joint is preferred, the connection method and its structure may be freely modified as a design choice. In the event of a side impact, deformation energy is directed from the impacted rocker panel to a load path element of the EAS. The EAS itself surrounds an alternative powertrain storage unit, such as a battery compartment or another arrangement containing battery modules or cells. In general, the EAS creates a load path that defines the path along which impact forces travel through the system, e.g., the entire vehicle body or a specific assembly unit, during a collision. The focus is on protecting the alternative powertrain storage unit, such as a battery compartment or a hydrogen storage tank. One of the features of the present invention is that there is no load path through the storage unit itself. The EAS absorbs the impact and redirects it to the perimeter of the storage unit, completely protecting it and maintaining it as a clean space isolated from the outside environment while avoiding any significant deformation to the storage unit. To direct the impact force to the perimeter of the storage unit in the event of a collision, load path elements are used, coupled with energy absorption areas on both sides of the storage unit. A rigid stiffness bar element is centrally positioned to extend around the outer boundary or wall of the storage unit.

[0010] The EAS load path elements bypass the storage unit horizontally at another height, preferably both above and below the storage unit, relative to the vehicle's vertical axis (z-axis). Typically, the available height in the vehicle's underbody is limited because some safe free space must be available from the road. The storage unit itself also requires space, and the position of the occupants traveling inside the vehicle should not be too high. Depending on the vehicle model, if the available space in the vertical axis direction is limited and only one load path height positioning is feasible, a position above the storage unit is preferred. This provides an absorption height close to the potential impact height, further supporting the vehicle body when protecting the occupants. The storage unit is positioned centered between both side rocker panels relative to the vehicle's width direction (x-axis). The storage unit is configured to be movable in the vehicle's width direction; it is not fixed to the vehicle's underbody; it is simply guided by the EAS as a kind of floating bearing. Neither the EAS nor the storage unit are rigidly connected to other vehicle components in a vertical axis, allowing a defined displacement to the avoided longitudinal side of the vehicle that is not affected by a side impact. The displacement can be defined by the spring characteristics of the element.

[0011] The EAS is supported by several load path elements, preferably one load path element per battery module (located within the storage unit) along the vehicle's length. This results in a distance of 150 to 190 mm between each load path element. This distance provides sufficient support for the outer rocker panel, directing impact energy to the EAS load path elements while avoiding the possibility of an impacting sharp-edged object causing localized collapse of the rocker panel without proper EAS support. The EAS load path elements are supported by both outward energy absorption zones where the connection to the rocker panel is located, and a central rigid, so-called movable bar element, whose length is at least the same dimension as the storage unit across the vehicle's width. The energy absorption zones are formed on each side of the storage unit between the storage unit and the rocker panel. Energy absorption elements extending across the space between the rocker panel and the storage unit are used to form the energy absorption zones. The energy absorption elements are fixedly connected to the rigid, movable bar element by guide elements that function as guide elements for the storage unit across the vehicle's width. The guide elements are configured to allow lateral movement of the vehicle and inhibit longitudinal movement of the vehicle to avoid undesirable movement during driving, but to secure the storage unit against movement relative to the vehicle body.

[0012] As a result, the energy absorption areas on both sides of one load path element act like compression springs, more specifically, as a series connection of two compression springs, interrupted in the direction of action (x-axis) only by the guide elements and the movable bar. In contrast, the movable bar, which is a hard, rigid bar element in the center of one load path element, acts like a block in the spring system, presenting a safety area that limits or prevents deformation and completely protects the battery compartment in the direction of the vehicle width. Thus, all load path elements of the EAS act in the vehicle width direction like a composite spring system, but the energy absorption areas act like compression springs and the hard, rigid movable bar elements act like blocks in the springs.

[0013] The method of construction mentioned for the energy absorption zone can be explained by the physical effect of a compression spring with an adjustable spring characteristic or spring constant. The spring constant, also called the spring stiffness or spring hardness, defines the ratio between the force acting on the spring and the resulting spring displacement. The spring constant D, in SI units, can be calculated using equation (1): D=F / ΔL=(E*A) / L0, physical unit N·m-1=kg·s-2(1)

[0014] where F [kN] is the compression force, more specifically the impact force on the longitudinal side of the vehicle transmitted by the side rocker panel to the EAS, ΔL [mm] is generally the spring deflection, in this case the complete contraction of both cooperating energy absorption areas of one load path element before reaching the block length across the entire load path element, and E is the material-dependent Young's modulus [N / m 2 ], A is the cross-sectional area of ​​the spring (system), L0 is the initial length of the spring system, and in the present invention, more specifically, the length of both energy absorption areas in the width direction of the vehicle in the initial state (L0 = L0 L +L0 R ) In order to achieve uniform safety on both sides of the vehicle, the spring characteristics of both energy absorption areas of the load path elements should be identical to result in the behavior referred to by equation (2). ΔL L =ΔL R =ΔL / 2(2) where the indices L and R represent the left and right energy absorption areas of one load path element.

[0015] The impact of an intruding object on the longitudinal side of the vehicle can be absorbed with a linear, progressive, or step-down spring constant, depending on the specific vehicle structure. A linear spring constant corresponds to a constant strength level of the surrounding components. A nonlinear step-down spring characteristic corresponds to a gradual or intermittent decrease in strength toward the cross ends of the EAS, depending on the vehicle structure. In this case, energy is absorbed first, resulting in high resistance to the impact at the ends. Conversely, a step-down spring characteristic can be used if high resistance is desired initially, followed by energy absorption by the surrounding components. The spring effect described for the energy absorption region can be set in a parallel configuration to achieve the best combination of stiffness and energy absorption. From the standpoint of complexity and manufacturing cost, a preferred embodiment of the present invention is a linear spring constant for the energy absorption region, which allows the use of a single material for all parts of the energy absorption region. To achieve uniform safety on both sides of the vehicle, the spring constants should be equal for the left and right energy absorption regions of a load path element. Regarding the best possible crash behavior, a preferred embodiment of the present invention is the design of a non-linear, diminishing spring characteristic for the energy absorption area, which reduces the impact on the battery cells, thereby limiting the risk of spontaneous battery combustion, the risk of short circuits, or loss of functionality, which in itself is also associated with additional lifetime costs.

[0016] Another parameter describing the behavior of the energy absorption zone during a side impact is the spring deflection, which for a compression (spiral) spring is described as the length of the spring that can be extended from the initial unloaded state to the position where the windings are positioned when wound. The end state is called the block length. The spring deflection can be interpreted as the maximum penetration level of the energy absorption zone and depends on the available packaging in the vehicle width direction. The higher the spring deflection, the greater the energy absorption and the smaller the forces and accelerations on the storage unit as well as the occupants. As a particularly preferred spring characteristic design of the present invention, conical compression springs or systems with the same operating principle can be considered, offering the advantages of a defined block length combined with low packaging requirements and high energy absorption (low spring constant). In a preferred embodiment of the present invention, to enable sufficient energy absorption of the entire system, the resulting absorption length ΔL should be 300-500 mm for a typical passenger car weighing 1.5 t, evenly distributed over both energy absorption zones of one load path element by having the same spring constant D. If the length of the energy absorption area limits the available space for the battery cells, the battery cells can be arranged around each other in the vehicle height direction. This arrangement leads to another possible embodiment of the present invention. In this case, an additional load path is required in the vehicle width direction to protect the battery cells stored around each other, and the storage unit, e.g., the battery compartment or the hydrogen storage tank, can be separated into two compartments, each of which is completely closed. This allows three potential load paths for the EAS in the vehicle width direction. In addition to the load paths above and below all storage units, one additional load path can be arranged between both separately closed storage units. Such an additional load path between two separated storage units is achieved by the vertical distance L between the load path elements at two height positions. V It should not be necessary if L is less than 250 mm. V should be added if the distance exceeds 500 mm.

[0017] A secondary effect of the opposite side, which is not directly affected by the impact, also becoming an active part of the overall energy absorption system, is that it reduces the impact of the impact on the battery cells, which increases the impact resistance of the overall system (the shock absorber), thus limiting the risk of battery self-ignition, spontaneous combustion, short circuit or loss of functionality, which is also associated with additional lifetime costs, repair or replacement efforts, and end customer satisfaction. This shock absorption behavior can be further supported by a design with a diminishing spring constant.

[0018] Since the load path elements of the EAS are arranged above the storage unit relative to the vehicle's height axis (z-axis), there is additional space between the different load path elements of the EAS above the storage unit, which can be used as a space for further thermal protection in case of self-ignition or spontaneous combustion of the battery cells. The temperature distribution will be significantly slowed by heat conduction through the air in this space. If necessary, additional thermal protection elements in the form of solids or liquids can be incorporated into this space.

[0019] To further support the design of a movable storage unit relative to the vehicle's width, allowing the EAS to guide the storage unit's displacement and absorb energy from the opposite side, which is not directly affected by a side collision, the side rocker panels are designed as console supports oriented toward the center of the vehicle as a further embodiment of the present invention. The rocker panel console support design supports the EAS and storage unit, supporting it in supporting the weight of the storage unit as it moves in the vehicle's width direction, while providing additional guidance along the vehicle's width direction. The console supports on both sides of the vehicle can be connected to an upper sheet, called an underbody protection sheet, so that the storage unit is held in a storage tray by its weight, preventing movement along the vehicle's vertical axis while guiding the storage unit's possible movement in the vehicle's width direction due to the EAS. To complement the consideration of the possible degrees of freedom of movement of the storage unit, movement in the vehicle's longitudinal direction can be prevented by crossmembers or reinforcing elements surrounding the storage unit without a rigid connection in the vehicle's longitudinal axis. The upper seat connected to the console support can be simultaneously designed with wave-like imprints to simultaneously perform the function of an underbody protection seat against underbody intrusions.

[0020] If the stiffness or loading conditions of the entire vehicle require a reinforcement of the EAS, further longitudinal members can be added to the EAS. The arrangement of the longitudinal members should be designed in the area of ​​the rigid stiff bar element to which the longitudinal members can be fixedly joined, preferably by welding. In order to avoid Euler buckling (avoid exceeding the critical collapse load in the case of Euler buckling), two rows of longitudinal members should be integrated in the preferred case. Otherwise, only one central longitudinal member that satisfies the Euler loading conditions can be integrated, but in this case a rigid stiff movable bar element with a larger thickness and larger dimensions is required, which limits the packaging.

[0021] The above-described embodiment of the invention regarding the energy-absorbing region may be implemented using a stainless steel compression spring, preferably one with a decreasing spring constant. In addition to spiral springs, conical springs, leaf springs, wave springs, leaf springs, or disc springs also meet the described behavior of the invention. Therefore, all other types of profiles manufactured from flat sheets by bending, deep drawing, or internal high-pressure forming are also suitable for reducing the weight and manufacturing effort of the EAS relative to the use of conventional springs. One preferred solution is a crumble box, which is commonly used to protect vehicles from front and rear collisions and which folds in a defined manner to absorb energy.

[0022] The preferred materials used in the present invention are corrosion-resistant stainless steels, more preferably austenitic stainless steels, due to their large strain-hardening effect and their high elongation and excellent ductility, used to manufacture the EAS. This group of stainless steels offers increased potential for the method of the present invention. Their heat, acid, and corrosion resistance offer additional benefits for developing the EAS, improving its durability and end-of-life sustainability (fully recyclable), while protecting not only the storage unit but also its occupants through their mechanical and physical properties. Furthermore, their naturally high repassivation corrosion resistance eliminates the need for painting or additional surface coatings, thereby improving sustainability and reducing manufacturing costs, while also enabling the use of these materials in underbody areas exposed to corrosion where the EAS is located. The use of stainless steel avoids potential corrosion issues in this underbody area, which has harsh environmental conditions due to potential splashes of water and its salt-containing antifreeze, as well as the potential risk of flying stones. Furthermore, the use of stainless steel can avoid repairs over the life of the EAS, extending its lifespan. At the end of the EAS life, the entire stainless steel EAS can be 100% recycled through existing scrap routes and fed into an electric arc furnace for the material's next life cycle.

[0023] More precisely, the energy absorbing region of the EAS is made of high ductility stainless steel, preferably in the annealed condition, with its A 80 Due to their high elongation of ≥45% and associated high toughness and high energy absorption capacity, austenitic stainless steels are used for fabrication. Due to the TRIP, TWIP, or TRIP / TWIP hardening mechanism of austenitic stainless steels, the energy absorption region continuously hardens during impact, which results in and supports a degenerate spring constant behavior. The central, rigid, movable bar element of one load path element is preferably fabricated using corrosion-resistant, high-strength stainless steel, preferably temper-rolled or strain-hardened austenitic stainless steel with a yield strength level of +CP500 or higher according to EN 10088-2, thereby avoiding any deformation of the rigid bar itself, which directly correlates with no deformation of the storage unit. Another preferred material for the movable bar element is a boron-manganese alloy steel, such as 22MnB5, which is represented by the press-hardenable or thermoformable group and can be hardened to a tensile strength level between 1250 and 2200 MPa during thermoforming. Similar to heat treatment, martensitic stainless steels such as 1.4034 have mechanical properties of RRp0.2 ≥ 1200 MPa and Rm ≥ 1800 MPa, making them well suited to achieving the goal of rigid, non-deformable rigid bar elements. Regardless of the metal material used for a load path element, the rigid, rigid movable bar element and the surrounding energy-absorbing region must be separated in terms of their yield strengths to enable the desired functionality of both parts of the EAS. The energy-absorbing region absorbs energy, while the rigid, rigid movable bar element is non-deformable. Therefore, the yield strength ratio ΔR between the material used for the rigid, rigid bar element and the material used for the energy-absorbing region is: P0.2 is 2.0 or more, more preferably 2.5≦r P0.2 It should be ≦3.5.

[0024] In the context of this invention, storage units of alternative powertrains refer to battery cells, battery modules and battery compartments of a battery electric vehicle (BEV) or hybrid electric vehicle (HEV), or hydrogen storage tanks of a fuel cell vehicle (FCV) or fuel cell hybrid vehicle (FCHV).

[0025] Using dimensional scaling and spring characteristic adjustment, the present invention also applies to other types of electric passenger or product transport vehicles, such as buses, people movers, commercial vehicles, or package delivery vehicles. Additionally, the present invention is adaptable to other types of transportation systems, such as autonomous cars, taxis, minibuses, or vans, where occupants and energy sources must be protected together. [Brief explanation of the drawings]

[0026] The invention will now be illustrated in more detail with reference to the following eight accompanying drawings.

[0027] [Figure 1] FIG. 1 is a schematic diagram of the EAS between the side rocker panels, showing the internal storage unit in a side view. [Figure 2] 1 is a schematic diagram of the EAS fixed joint, shown as a side view. [Figure 3] Schematic of the EAS between the side rocker panels, showing the internal storage unit in a top view. [Figure 4] FIG. 1 is a schematic diagram of an EAS between side rocker panels showing the internal storage unit in a side view during a side impact condition. [Figure 5] FIG. 1 is a schematic diagram of an EAS with two separated storage units, shown in side view. [Figure 6] 1 is a schematic diagram of an EAS designed with a rocker panel and a console support, shown in side view. [Figure 7] Schematic of an EAS in which the energy absorption area is designed as a bent crumble box, shown in side view. [Figure 8] 1 is a schematic diagram of an EAS having an additional longitudinal member, shown in a top view. Illustrative embodiments of the present invention

[0028] FIG. 1 shows a side view of the initial, unimpacted manufacturing configuration. The EAS is located between the storage unit 5 and both side rocker panels 1, 11, and is juxtaposed by load path elements. Each load path element is juxtaposed by an energy absorption area 2, 12, consisting of a space 15 between the storage unit 5 and each side rocker panel 1, 11, and an energy absorption element 2, 12 located within that space 15. The energy absorption elements 2, 12 are connected to the rocker panels 1, 11 on both sides and are connected in the center to a rigid bar element forming a movable bar 3. Guide elements 4, 14 are provided between each energy absorption element 2 and the movable bar 3. The EAS bypasses the centrally located storage unit 5. The storage unit 5 is not fixed in position and is therefore movable across the width of the vehicle. There is no load path through the storage unit 5 across the width of the vehicle. In this example, there are load path elements below and beneath the storage unit 5. L V represents the distance between two load path elements relative to the vehicle height axis (z-axis). L (Left) and L0 R (Right) shows the spring deflection of each energy absorption area. The rocker panels 1, 11 are joined by an underbody sheet (6) and can be closed against the ground by an underbody protection sheet 7.

[0029] FIG. 2 shows the fixed joints (8) of the EAS, by which the energy absorption elements 2, 12 are connected to the rocker panels 1, 11 and the guide elements 4, 14 on each vehicle side. The guide elements 4, 14 are further fixedly connected to the movable bar 3. Preferably, the EAS has no additional rigid joints with other vehicle components, particularly not along the vertical axis to allow movement across the vehicle (x-axis). The guide elements 4, 14 allow the storage unit to follow the movement of the movable bar 3, and the storage unit is protected by this hard, rigid movable bar element. The movable bar 4 and the guide elements may be any elements, such as profiles or tubes, that are rigid relative to the energy absorption element 2. The fixed joints may be welded spots, for example, by resistance spot welding, but may also be simple groove-and-notch combinations or any conventional structural elements.

[0030] Figure 3 shows the initial, unimpacted configuration and the arrangement of different load path elements in the longitudinal direction (y-axis) of the vehicle in a top view. In this example, the number of load path elements is four. The figure also shows the arrangement of the battery modules (9) within the storage unit (5) and therefore the number of associated load path elements (one load path element per battery module) and the distance between them (150-190 mm).

[0031] Figure 4 shows the behavior of the EAS in a side view during a side impact with impact force F10. The directly impacted rocker panel 1 is pushed along the vehicle's transverse direction (x-axis) to the impact point 16, whereby the energy absorption areas on each side absorb the impact energy by compressing the energy absorption elements 2, 12, thus allowing the storage unit 5 to move along the vehicle's transverse direction (x-axis). ΔL represents the complete contraction across the load path element before both cooperating energy absorption areas reach their block length. This Figure 4 clearly shows that the storage unit 5 is protected by the compression elements on both sides, avoiding contact with the structure that would cause rigidity failure. Furthermore, energy absorption is enhanced by the double compression of the dual absorption elements.

[0032] Figure 5 shows the initial, unimpacted configuration in side view, whereby two separate storage units (5) are joined together. Besides the load paths above and below all storage units, there is one further load path between both separately closed storage units.

[0033] 6 shows the initial, unimpacted configuration in a side view, whereby the side rocker panels are designed as console supports (17) oriented toward the center of the vehicle. The console supports on both sides of the vehicle are connected to the underbody seat 6 and the underbody protection sheet 7.

[0034] FIG. 7 shows in side view the initial unimpacted configuration whereby the energy absorption area is designed using a bent crumble box 18 .

[0035] Figure 8 shows the initial, unimpacted configuration in top view, whereby additional longitudinal members (19) are integrated into the EAS in the region of the fixedly joined movable bar. To avoid Euler buckling, two rows of longitudinal members are shown in Figure 8.

[0036] As can be seen from the above examples, the system may include one or more load path elements.

[0037] Industrial Applicability The present invention may be implemented in passenger vehicles such as cars, motorcycles, including rickshaws, as well as commercial vehicles such as buses, trucks, vans, forklift trucks, pick-up trucks, and agricultural vehicles such as tractors and combine harvesters. Acronym List

[0038] EAS Energy Absorbing System [Explanation of symbols]

[0039] 1 First rocker panel 2. First energy absorption element 3 Movable bar 4. First Guidance Element 5 Storage Units 6 Underbody seat 7 Underbody protection sheet 8 fixed junctions 9 Battery Module 10 Impact Force 11 Second rocker panel 12 Secondary energy absorbing element 13 Lower movable bar 14 Secondary Guidance Element 15 Space 16 Impact location 17 Console support 18 Shock-absorbing box 19 Longitudinal members

Claims

1. a first rocker panel (1); a first energy absorbing element (2); A movable bar (3), a first guide element (4); a second energy absorbing element (12); a second guide element (14); a second rocker panel (11); a first end of the first energy absorbing element (2) fixed to an inner surface of the first rocker panel (1); 1. An energy absorption system for protecting an alternative powertrain storage unit (5), wherein a first end of the second energy absorption element (12) is secured to an inner surface of the second rocker panel (11), a second end of the first energy absorbing element (2) fixed to the first guide element (4) fixed to the first end of the movable bar (3); a second end of the movable bar (3) is fixed to a second guide element (14) which is fixed to the second end of the second energy absorbing element (12); the movable bar (3) is connected to guide elements (4, 14) configured to restrict movement of the movable bar to linear movement between the rocker panels parallel to an axis of energy received from one of the energy absorbing elements (2, 12); the energy absorption system (2, 12) is connected to a guide element (4, 14) configured to limit the compression of the energy absorption system; The rocker panels (1, 11) are provided on both sides of the storage unit (5) such that the inner surfaces of the rocker panels (1, 11) are provided at a fixed distance from the storage unit (5). An energy absorption system comprising:

2. 2. The energy absorption system according to claim 1, characterized in that the movable bar (3) is configured as a connection extending across the width of the storage unit (5) and is attached at one end of the movable bar to the first energy absorption element (2) and at an opposite end of the movable bar to the second energy absorption element (12) in order to transmit displacement from the first energy absorption element (2) to the second energy absorption element (12).

3. 3. The energy absorption system according to claim 1 or 2, characterized in that the storage unit (5) is connected to at least one movable bar (3), whereby the storage unit (5) and the movable bar (3) are configured to move together.

4. 4. An energy absorption system according to claim 3, characterized in that the guide elements (4, 14) are located between each energy absorption element (2, 12) and the movable bar (3), whereby the guide elements (4, 14) are fixedly connected to the movable bar (3) and the energy absorption elements (2, 12), and the guide elements (4, 14) are configured to serve as guide elements (4, 14) for a storage unit (5) in the width direction of the vehicle.

5. 5. An energy absorption system according to any one of claims 1 to 4, characterized in that the system comprises at least two, preferably several, units formed from a movable bar (3), an energy absorption element (2, 12) and a guide element (4, 14), said units being placed at a certain distance from each other in at least one of the dimensions of the vehicle, i.e. in the longitudinal direction, the horizontal direction.

6. 3. An energy absorption system according to claim 1 or 2, characterized in that the movable bar (3), the energy absorption element (2, 12) and the guide element (4, 14) bypass the storage unit (5) either below, above or both.

7. Energy absorption system according to any one of claims 1 to 6, characterized in that the energy absorption element (2, 12) is a spring, preferably a stainless steel spring with a decremental spring constant.

8. Energy absorption system according to any one of claims 1 to 6, characterized in that the energy absorption element (2, 12) is configured as a bendable shock absorbing box (18).

9. 9. Energy absorption system according to any one of claims 1 to 8, characterized in that the energy absorption elements (2, 12) are corrosion-resistant and ductile stainless steel, preferably austenitic stainless steel having an elongation of A80 ≥ 45% in the annealed condition.

10. Energy absorption system according to any one of claims 1 to 9, characterized in that the movable bar (3) is made of corrosion-resistant and high-strength stainless steel, preferably temper-rolled or strain-hardened austenitic stainless steel with a yield strength level of at least +CP500 according to EN 10088-2.

11. 11. Energy absorption system according to any one of claims 1 to 10, characterized in that the yield strength ratio between the material used for the movable bar (3) and the material used for the energy absorption elements (2, 12) is greater than or equal to 2.0, more preferably 2.5≦RP0.2≦3.

5.

12. 12. An energy absorption system according to any one of claims 1 to 11, characterized in that the side rocker panels are designed as console support elements (17) directed towards the centre of the vehicle and support in bearing the weight force of a storage unit that is movable in the width direction of the vehicle, whereby the console support elements are connected to each other by an upper-lying sheet, which is preferably an underbody protection sheet (7).

13. Energy absorption system according to any one of claims 1 to 12, characterized in that the movable bars (3) of the system are fixedly joined to each other by longitudinal members (19).

14. 1. A method for protecting a storage unit (5) of an alternative powertrain by an energy absorption system, said energy absorption system comprising: a first rocker panel (1); a first energy absorbing element (2); A movable bar (3), a second energy absorbing element (12); a second rocker panel (11); a first end of the first energy absorbing element (2) fixed to an inner surface of the first rocker panel (1); a second end of the first energy absorbing element (2) fixed to the movable bar (3); a first end of the second energy absorbing element (12) fixed to an inner surface of the second rocker panel (11); a second end of the movable bar (3) fixed to a second end of the second energy absorbing element (12); The rocker panels (1, 11) are provided on both sides of the storage unit (5) such that the inner surfaces of the rocker panels (1, 11) are provided at a certain distance from the storage unit (5); The method comprises: restricting the movement of the movable bar (3) to a linear movement between the rocker panels (1, 11) parallel to the axis of energy received from one of the energy absorbing elements (2, 12) by means of guide elements (4, 14); transferring displacement from the first energy absorbing element (2) to the second energy absorbing element (12) to connect a load on the first rocker panel (1) to an opposite panel (11); A method comprising:

15. 14. Use of the energy absorption system according to any one of claims 1 to 13 in a vehicle having a battery compartment or a hydrogen tank, wherein the vehicle is a battery electric vehicle (BEV) or a fuel cell vehicle (FCV), or a hybrid vehicle having a battery or a hydrogen tank.

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