Vehicle Collision Energy Absorption System

Abstract

To provide a vehicle collision energy absorption system that can prevent a collision of a front sub-frame with a battery assembly at the time of a vehicle collision and maximize dispersion and absorption of collision energy.SOLUTION: A vehicle collision energy absorption system can include: a dash panel 2; a pair of front side members 3 extending forward of the dash panel; a front sub frame 10 disposed below the pair of front side members; and an electric motor attached to the front sub frame. A front end of the electric motor is pivotally connected to the front sub frame, and a rear end of the electric motor is pivotally connected to the dash panel.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle collision energy absorption system, and more particularly to a vehicle collision energy absorption system that can protect a battery assembly during a vehicle collision and absorb collision energy. [Background technology]

[0002] Recently, as awareness of the threat of environmental destruction and the depletion of oil resources has increased, research and development into electric vehicles (EVs) as environmentally friendly vehicles has been gaining momentum. Electric vehicles include plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and fuel cell electric vehicles (FCEVs).

[0003] The electric vehicle includes an electric motor located in the front compartment of the vehicle and a battery assembly attached to the floor of the vehicle. The electric motor is configured to drive the front wheels of the vehicle, and the battery assembly is configured to supply electricity to the electric motor and other electrical components. The battery assembly includes one or more battery cells (or battery modules), electrical components associated with the one or more battery cells, a battery case in which the battery cells and electrical components are attached, and a cover that covers the top of the battery case.

[0004] In the battery assemblies of electric vehicles, even a small external impact can cause coolant to leak from the cooling lines or cause fires due to interference between battery cells, etc. Therefore, battery protection regulations have been enacted to safely protect battery assemblies in the event of a vehicle collision. While internal combustion engine vehicles are concerned only with absorbing collision energy, electric vehicles must consider not only absorbing collision energy but also protecting the battery assembly in accordance with battery protection regulations.

[0005] To increase the driving range of electric vehicles, the capacity of the battery assembly increases, which in turn increases the size of the battery assembly, and therefore the battery assembly may protrude toward the front of the vehicle, so that protection items for the battery assembly need to be given more serious consideration when designing the vehicle.

[0006] In conventional electric vehicles, the electric motor is rigidly mounted between the chassis and the front subframe, which means that in the event of a vehicle collision, the electric motor and the front subframe act as a rigid body. This significantly reduces the amount of energy absorbed by the front subframe, which increases the possibility that the front subframe will strike the front end of the battery assembly, making it difficult to safely protect the battery assembly.

[0007] The matters described in this background art section are created to enhance understanding of the background of the invention, and may include matters that are not prior art known to those having ordinary skill in the field to which the technology belongs. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-091096 Summary of the Invention [Problem to be solved by the invention]

[0009] The present invention has been made in consideration of the above, and relates to a vehicle collision energy absorption system that can prevent a front subframe from colliding with a battery assembly by inducing rotation of a front subframe and / or an electric motor toward a lower portion of the vehicle during a vehicle collision, thereby maximizing dispersion and absorption of collision energy. [Means for solving the problem]

[0010] To achieve the above object, a vehicle collision energy absorption system according to an embodiment of the present invention may include a dash panel, a pair of front side members extending forward of the dash panel, a front subframe disposed below the pair of front side members, and an electric motor attached to the front subframe, wherein a front end of the electric motor may be pivotally connected to the front subframe and a rear end of the electric motor may be pivotally connected to the dash panel.

[0011] The rear end of the electric motor may be pivotally connected to the dash panel via a rear pivot connection. The rear pivot connection may include a rear pivot arm protruding from a rear end of the electric motor toward the dash panel, a pivot bracket protruding from the dash panel toward the electric motor, and a rear pivot pin passing through the rear pivot arm and the pivot bracket.

[0012] The pivot bracket may include an upper wall extending toward the upper portion of the vehicle, a pair of side walls extending from both side ends of the upper wall toward the lower portion of the vehicle, and a lower opening facing the upper wall. The rear pivot pin may pass through the pair of side walls and the rear pivot arm.

[0013] The vehicle may further include a lateral reinforcing member attached to a lower portion of the dash panel, the lateral reinforcing member extending along the width direction of the vehicle. The rear pivot connection may be aligned with the center of the lateral brace.

[0014] The floor panel may further include a vertical reinforcing member extending from the horizontal reinforcing member toward the rear of the vehicle, the vertical reinforcing member extending along the length of the vehicle, and the vertical reinforcing member attached to an upper surface of the floor panel. The vehicle may further include a front cross member attached to an upper surface of the floor panel, the front cross member being located rearward of the lateral reinforcement member.

[0015] The front end of the longitudinal reinforcing member may be connected to the center of the transverse reinforcing member, and the rear end of the longitudinal reinforcing member may be connected to the center of the front cross member. A forward end of the electric motor may be pivotally connected to a front cross member of the front subframe via a pair of front pivot connections. [Effects of the Invention]

[0016] According to the present invention, by inducing the rotation of the front subframe and / or the electric motor toward the lower part of the vehicle during a vehicle collision, it is possible to prevent the front subframe from colliding with the battery assembly and maximize the dispersion and absorption of collision energy. In particular, since it is possible to reliably prevent the front subframe from colliding with the battery assembly, it is possible to improve battery safety and passenger protection, and it is possible to relatively increase the capacity of the battery assembly compared to conventional methods. [Brief explanation of the drawings]

[0017] [Figure 1] 1 is a view showing a structure located at the front side of a dash panel according to an embodiment of the present invention; [Figure 2] 1 is a view showing a structure located at the rear side of a dash panel according to an embodiment of the present invention. [Figure 3] FIG. 2 is a cross-sectional view taken along the line AA in FIG. [Figure 4] 1 is a diagram illustrating the rotation of a subframe and an electric motor during a vehicle collision. DETAILED DESCRIPTION OF THE INVENTION

[0018] Some embodiments of the present invention will be described in detail below with reference to exemplary drawings. When referring to components in each drawing, it should be noted that the same components are referred to by the same reference numerals whenever possible, even when they appear in different drawings. Furthermore, when describing embodiments of the present invention, if a detailed description of related well-known structures or functions is deemed to hinder understanding of the embodiments of the present invention, the detailed description will be omitted.

[0019] In describing components of embodiments of the present invention, terms such as "first," "second," "A," "B," "(a)," and "(b)" may be used. These terms are merely used to distinguish a component from other components and do not limit the nature, order, or sequence of the components. Furthermore, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as meanings consistent with the meanings they have in the context of the relevant art, and should not be interpreted in an idealized or overly formal sense unless expressly defined in this application.

[0020] 1 shows a structure of a dash panel 2 located at the front side according to an embodiment of the present invention. The dash panel 2 can be configured to separate a front compartment and a passenger compartment, and an electric motor, a transmission, a heat exchanger, etc. can be arranged in the front compartment.

[0021] Referring to FIG. 1 , a cowl panel 1 may be attached to the upper portion of a dash panel 2, and a pair of front pillars 4 may be attached to both side ends of the dash panel 2. A pair of front side members 3 may extend forward of the dash panel 2, and the pair of front side members 3 may be spaced apart along the width direction of the vehicle, with each front side member 3 extending along the length direction of the vehicle. Each front side member 3 may penetrate the lower portion of the dash panel 2. A pair of fender apron members 5 may be spaced apart along the width direction of the vehicle, and each fender apron member 5 may extend from each front pillar 4 to the front end of its corresponding front side member 3. Both ends of a front bumper beam 7 may be attached to a pair of bumper beam mounting brackets 6 via a pair of crash boxes 8, and the front ends of each fender apron member 5 and the front ends of the front side members 3 may be attached to the corresponding bumper beam mounting brackets 6 by welding, fasteners, etc.

[0022] 1 and 3 , a front subframe 10 may be disposed below a pair of front side members 3. The front subframe 10 may include a pair of longitudinal members 11, a front cross member 12 connecting front portions of the pair of longitudinal members 11, a rear cross member 13 connecting rear portions of the pair of longitudinal members 11, and a pair of front extensions 14 extending individually from the pair of longitudinal members 11. Each longitudinal member 11 may extend along the length direction of the vehicle, and each longitudinal member 11 may be located below the corresponding front side member 3. The front cross member 12 and the rear cross member 13 may extend along the width direction of the vehicle, and each front extension 14 may extend from each longitudinal member 11 toward the front of the vehicle. The front subframe 10 may include a pair of lower control arms 15 connected individually to the pair of longitudinal members 11.

[0023] 3, a pair of subframe mounting brackets 9 may be individually attached to a pair of bumper beam mounting brackets 6. Each front side member 3 may have a rear extension 3a extending toward the rear of the vehicle, and the rear extension 3a may bend toward the rear of the vehicle from the rear end of each front side member 3. The rear extension 3a may be a torque box that connects each front side member 3 to its corresponding side sill (not shown).

[0024] 1 and 3 , the front subframe 10 may include a pair of front mounting portions 51 attached to the pair of subframe mounting brackets 9, a pair of intermediate mounting portions 52 attached individually to intermediate portions of the pair of front side members 3, and a pair of rear mounting portions 53 attached individually to the rear extension portions 3 a of the pair of front side members 3.

[0025] 1 and 3, an electric motor 70 may be mounted to the front subframe 10, a forward end of the electric motor 70 may be pivotally connected to the front subframe 10, and a rear end of the electric motor 70 may be pivotally connected to the dash panel 2.

[0026] According to one embodiment, a front end of the electric motor 70 may be connected to the front subframe 10 via one or more front pivot connections 21, 22. According to a specific embodiment, the front end of the electric motor 70 may be pivotally connected to the front cross member 12 of the front subframe 10 via a first front pivot connection 21 and a second front pivot connection 22, and the first front pivot connection 21 and the second front pivot connection 22 may be spaced apart along the width direction of the vehicle. As illustrated in FIG. 1 , the first front pivot connection 21 may be adjacent to the left side of the vehicle, and the second front pivot connection 22 may be adjacent to the right side of the vehicle.

[0027] The first front pivot connection 21 can include a first front pivot arm 31 that projects from the forward end of the electric motor 70 toward the front cross member 12 of the front subframe 10, a pair of first front pivot lugs 32 that project upward from the front cross member 12 of the front subframe 10, and a first front pivot pin 33 that passes through the first front pivot arm 31 and the pair of first front pivot lugs 32. The first front pivot arm 31 is housed between the pair of first front pivot lugs 32, and the first front pivot pin 33 can pass through the pair of first front pivot lugs 32 and the first front pivot arm 31.

[0028] The second front pivot connection 22 may include a second front pivot arm 35 that projects from the front cross member 12 of the front subframe 10 toward the electric motor 70, a pair of second front pivot lugs 36 that project downward from a front end of the electric motor 70, and a second front pivot pin 37 that passes through the second front pivot arm 35 and the pair of second front pivot lugs 36. The second front pivot arm 35 is housed between the pair of second front pivot lugs 36, and the second front pivot pin 37 may pass through the pair of second front pivot lugs 36 and the second front pivot arm 35.

[0029] In the event of a frontal vehicle collision, as shown in FIG. 4 , the first front pivot lug 32 rotates about the first front pivot pin 33 and the second front pivot arm 35 rotates about the second front pivot pin 37, thereby allowing the front subframe 10 to rotate toward the bottom of the vehicle (see the direction of arrow R1 in FIG. 4 ).

[0030] According to one embodiment, a rear end of electric motor 70 may be pivotally connected to dash panel 2 via rear pivot connection 23. According to a specific embodiment, rear pivot connection 23 may include a rear pivot arm 41 protruding from the rear end of electric motor 70 toward dash panel 2, a pivot bracket 42 protruding from dash panel 2 toward electric motor 70, and a rear pivot pin 43 passing through rear pivot arm 41 and pivot bracket 42. Pivot bracket 42 may include an upper wall 42a extending toward the top of the vehicle, a pair of side walls 42b extending from both side ends of upper wall 42a toward the bottom of the vehicle, and a lower opening 42c facing upper wall 42a. Lower opening 42c may be open toward the bottom of the vehicle. The rear pivot arm 41 is housed between the upper wall 42a and a pair of side walls 42b of the pivot bracket 42, the rear pivot pin 43 can pass through the pair of side walls 42b and the rear pivot arm 41, and the rear pivot connection portion 23 can be disposed in the center of the dash panel 2, and in particular, the rear pivot connection portion 23 can be disposed on the center line X of the vehicle.

[0031] In the event of a frontal collision of the vehicle, as shown in FIG. 4, when the rear pivot arm 41 rotates around the rear pivot pin 43, the rear pivot arm 41 can rotate toward the bottom of the vehicle via the lower opening 42c of the pivot bracket 42, thereby allowing the electric motor 70 to rotate toward the bottom of the vehicle via the rear pivot pin 43 of the rear pivot connection portion 23 (see the direction of arrow R2 in FIG. 4).

[0032] 2 shows a structure located at the rear of a dash panel 2 according to an embodiment of the present invention. A floor panel 61 may be connected to the lower part of the dash panel 2, and a pair of side sill inners 62 may be coupled to both side ends of the floor panel 61, and each side sill inner 62 may extend along the length of the vehicle.

[0033] A lateral reinforcement member 64 may be attached to the lower portion of the dash panel 2, and may be adjacent to the front end of the floor panel 61. The rear pivot connection portion 23 may be aligned with the center of the lateral reinforcement member 64. The lateral reinforcement member 64 may extend along the width direction of the vehicle, and each end of the lateral reinforcement member 64 may be individually connected to the corresponding front pillars 4 by fasteners, welding, etc., so that the lateral reinforcement member 64 can connect a pair of front pillars 4 along the width direction of the vehicle. Thus, the lateral reinforcement member 64 may serve as a load path that transmits loads along the width direction of the vehicle.

[0034] The lateral reinforcing member 64 may have a channel-shaped cross-section that is open toward the dash panel 2, and may be attached to the front or rear surface of the dash panel 2 by fasteners, welding, or the like, thereby forming a closed cross-section. In one example, the lateral reinforcing member 64 may be attached to the rear surface of the dash panel 2, as shown in FIG. 2. In another example, the lateral reinforcing member 64 may be attached to the front surface of the dash panel 2.

[0035] The longitudinal stiffeners 65 may extend from the transverse stiffeners 64 toward the rear of the vehicle, and the longitudinal stiffeners 65 may extend along the length of the vehicle. Thus, the longitudinal stiffeners 65 may act as a load path to transfer loads along the length of the vehicle.

[0036] The vertical reinforcing member 65 may have a channel-shaped or tunnel-shaped cross-section that opens toward the floor panel 61. The vertical reinforcing member 65 may be connected to the upper surface of the floor panel 61 by fasteners, welding, etc., so that the vertical reinforcing member 65 and the floor panel 61 form a closed cross-section. The front cross member 63 may be attached to the upper surface of the floor panel 61 by fasteners, welding, etc., and may be located rearward of the lateral reinforcing member 64. The front cross member 63 may extend along the width direction of the vehicle and may be adjacent to the front end of the floor panel 61. Each end of the front cross member 63 may be connected to the corresponding side sill inners 62 by fasteners, welding, etc., so that the front cross member 63 can connect a pair of side sill inners 62 along the width direction of the vehicle. In addition, a seat cross member 67 may be located rearward of the front cross member 63, and a vehicle seat may be attached to the seat cross member 67 via a mounting bracket. The seat cross member 67 can connect the pair of side sill inners 62 along the width direction of the vehicle.

[0037] The forward end of the longitudinal reinforcement 65 may be connected to the center of the transverse reinforcement 64, and the rearward end of the longitudinal reinforcement 65 may be connected to the center of the front cross member 63. By aligning the longitudinal reinforcement 65 with the pivot bracket 42 along the vehicle length, the longitudinal reinforcement 65 and the rear pivot connection 23 may be aligned along the vehicle length. In particular, the longitudinal reinforcement 65 and the rear pivot connection 23 may be aligned and extend along the vehicle's central longitudinal axis X.

[0038] In the event of a frontal collision of the vehicle, a load is transferred to the front side members 3 and the front subframe 10, causing a front portion of the front subframe 10 to deform, which allows the front subframe 10 to rotate toward the bottom of the vehicle via the first and second front pivot connections 21, 22 (see the direction of arrow R1 in FIG. 4 ), thereby allowing the rear mounting portion 53 of the front subframe 10 to completely disengage from the rearward extension portion 3 a of the front side member 3 of the vehicle body. Furthermore, when a load is transferred to the electric motor 70, the electric motor 70 can rotate toward the bottom of the vehicle via the rear pivot connection 23 (see the direction of arrow R2 in FIG. 4 ), which allows the front subframe 10 to completely disengage downward from the vehicle, thereby preventing the front subframe 10 from colliding with the battery assembly 66. Furthermore, the load transferred to the electric motor 70 is transferred via the rear pivot connection 23 and the longitudinal reinforcing member 65 and the lateral reinforcing member 64, thereby absorbing the collision energy.

[0039] The above description is merely an illustrative example of the technical concept of the present invention, and various modifications and variations can be made by a person having ordinary knowledge in the technical field to which the present invention pertains without departing from the essential characteristics of the present invention.

[0040] Therefore, the embodiments disclosed in the present invention are for illustrative purposes only and are not intended to limit the technical idea of ​​the present invention, and the scope of the technical idea of ​​the present invention should not be limited by such embodiments. The scope of protection of the present invention should be interpreted by the claims set forth below, and all technical ideas within the scope equivalent thereto should be interpreted as being included in the scope of the present invention. [Explanation of symbols]

[0041] 1 Cowl panel 2 Dash Panel 3 Front side member 4 Front pillar 5 Fender apron member 6 Bumper beam mounting bracket 7 Front bumper beam 8. Crash Box 10 Front subframe 11 Longitudinal members 12 Front cross member 13 Rear cross member 14 Front extension 15 Lower control arm 21 First front pivot connection 22 Second front pivot connection 23 Rear pivot connection 31 First front pivot arm 32 First front pivot lug 33 First front pivot pin 35 Second front pivot arm 36 Second front pivot lug 37 Second front pivot pin 41 Rear pivot arm 42 Pivot bracket 43 Rear pivot pin 61 Floor Panel 62 Side sill inner 63 Front cross member 64 Lateral reinforcement member 65 Longitudinal reinforcement member 70 Electric Motor

Claims

1. Dash panel and a pair of front side members extending forward of the dash panel; a front subframe disposed below the pair of front side members; an electric motor attached to the front subframe; a forward end of the electric motor pivotally connected to a front cross member of the front subframe via a pair of front pivot connections; a rear end of the electric motor pivotally connected to the dash panel via a rear pivot connection; the front subframe is attached via front mounting portions to subframe mounting brackets attached to bumper beam mounting brackets attached to front ends of the pair of front side members, respectively.

2. 2. The vehicle collision energy absorption system of claim 1, wherein the rear pivot connection includes a rear pivot arm protruding from a rear end of the electric motor toward the dash panel, a pivot bracket protruding from the dash panel toward the electric motor, and a rear pivot pin passing through the rear pivot arm and the pivot bracket.

3. the pivot bracket includes an upper wall extending toward an upper portion of the vehicle, a pair of side walls extending from both side ends of the upper wall toward a lower portion of the vehicle, and a lower opening facing the upper wall, 3. The vehicle crash energy absorption system of claim 2, wherein said rear pivot pin extends through said pair of side walls and said rear pivot arm.

4. The dash panel further includes a lateral reinforcing member attached to a lower portion thereof, 3. The vehicle crash energy absorption system of claim 2, wherein the lateral stiffening members extend along the width of the vehicle.

5. 5. The vehicle crash energy absorption system of claim 4, wherein said rear pivot connection is aligned with a center of said lateral stiffener.

6. further comprising a longitudinal reinforcing member extending from the lateral reinforcing member toward the rear of the vehicle; 5. The vehicle crash energy absorption system of claim 4, wherein the longitudinal reinforcement member extends along the length of the vehicle, and the longitudinal reinforcement member is attached to an upper surface of a floor panel.

7. a front cross member attached to an upper surface of the floor panel; 7. The vehicle crash energy absorption system of claim 6, wherein said front cross member is located rearward of said lateral stiffener.

8. 8. The vehicle crash energy absorption system of claim 7, wherein a forward end of each of the longitudinal reinforcement members is connected to a center of each of the transverse reinforcement members, and a rearward end of each of the longitudinal reinforcement members is connected to a center of the front cross member.

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