Vehicle and multi-stage energy-absorbing structure thereof

Abstract

A vehicle and a multi-stage energy-absorbing structure thereof. The vehicle comprises a floor (100), a longitudinal beam (200), a sill beam (300) and a multi-stage energy-absorbing structure, wherein the longitudinal beam (200) and the sill beam (300) both extend in the direction of length of the vehicle, the sill beam (300) is arranged on the outer side of the floor (100) in the direction of width, and the longitudinal beam (200) is arranged below the floor (100) and spaced apart from the sill beam (300). The multi-stage energy-absorbing structure comprises a first energy-absorbing member (500) and a second energy-absorbing member (600) which are independently arranged, wherein the first energy-absorbing member (500) is arranged in the sill beam (300), and the second energy-absorbing member (600) is arranged in a space between the longitudinal beam (200) and the sill beam (300) and connects the longitudinal beam (200) to the sill beam (300).

Description

Vehicle and its multi-stage energy absorption structure Cross-reference of related applications

[0001] This application claims priority to Chinese patent application No. 202510123180.0, filed on January 26, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the technical field of vehicles, and in particular to a vehicle and its multi-stage energy-absorbing structure. Background Technology

[0003] The importance of vehicle side-impact safety lies in protecting the lives of vehicle occupants and minimizing vehicle damage. Side-impact accidents often occur on the side of the vehicle, thus occupants face a higher risk of injury. Side-impact accidents can cause vehicle rollover, side deformation, or occupants to be crushed, resulting in serious injury or even death. Therefore, improving vehicle side-impact safety is of paramount importance for occupant safety. Summary of the Invention

[0004] The following is an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.

[0005] This application provides a vehicle and its multi-stage energy-absorbing structure.

[0006] In a first aspect, embodiments of this application provide a multi-stage energy-absorbing structure for a vehicle. The vehicle includes a floor, longitudinal beams, and a sill beam. Both the longitudinal beams and the sill beams extend along the length of the vehicle. The sill beams are located on the outer side of the floor in the width direction. The longitudinal beams are located below the floor and spaced apart from the sill beams. The multi-stage energy-absorbing structure includes independently disposed first and second energy-absorbing components. The first energy-absorbing component is located within the sill beams, and the second energy-absorbing component is located within the space between the longitudinal beams and the sill beams, connecting the longitudinal beams and the sill beams.

[0007] In some embodiments of this application, the vehicle further includes a crossbeam extending along the width direction of the vehicle, the crossbeam being disposed above the floor, and the end of the crossbeam being located above the longitudinal beam. The multi-stage energy-absorbing structure also includes an independently disposed third energy-absorbing element, the third energy-absorbing element being connected to the end of the crossbeam and the sill edge beam.

[0008] In some embodiments of this application, the first energy-absorbing member, the second energy-absorbing member, and the third energy-absorbing member are located on the same path extending along the width direction of the vehicle.

[0009] In some embodiments of this application, the second energy-absorbing member includes a first connecting plate, a main body, and a second connecting plate connected in sequence. The main body is disposed in the space between the longitudinal beam and the sill edge beam. The first connecting plate and the second connecting plate are respectively connected to both ends of the main body. The first connecting plate is connected to the longitudinal beam, and the second connecting plate is connected to the sill edge beam.

[0010] In some embodiments of this application, the main body includes a base plate and side plates disposed on both sides of the base plate. The first connecting plate and the second connecting plate are respectively connected to both ends of the base plate. The side plates extend into the space between the longitudinal beam and the threshold beam. The two ends of the side plates are respectively provided with a first supporting flange and a second supporting flange. The first supporting flange is fixedly connected to the side wall of the longitudinal beam, and the second supporting flange is fixedly connected to the side wall of the threshold beam.

[0011] In some embodiments of this application, the bottom plate and the side plate form a groove; the bottom plate is provided with a first guide groove extending along the length direction of the vehicle, and the side plate is provided with a second guide groove extending from the first guide groove toward the door sill beam; the bottoms of the first guide groove and the second guide groove both protrude toward the interior of the groove.

[0012] In some embodiments of this application, the main body portion is tapered from the end connected to the second connecting plate to the end connected to the first connecting plate.

[0013] In some embodiments of this application, the first connecting plate is connected to the first bottom surface of the longitudinal beam, the second connecting plate is connected to the second bottom surface of the sill edge beam, and in the height direction of the vehicle, the first bottom surface is higher than the second bottom surface, such that the second energy-absorbing member is at least partially inclined from the first bottom surface to the second bottom surface.

[0014] In some embodiments of this application, the edge of the floor is provided with a connecting portion extending along the length direction of the vehicle, the connecting portion is fixedly connected to the upper end face of the sill edge beam, the third energy-absorbing member includes a connecting end plate and an energy-absorbing cover, the connecting end plate is connected to the sill edge beam through the connecting portion, the connecting end plate is located at the edge of the energy-absorbing cover, and the energy-absorbing cover covers at least three sides of the end of the crossbeam.

[0015] In some embodiments of this application, the energy-absorbing cover includes three connecting surfaces and an inclined surface. The three connecting surfaces are connected in sequence and are respectively connected and fixed to the three sides of the end of the crossbeam. The inclined surface is connected to the end of the three connecting surfaces and is inclined downward along the direction from the end of the crossbeam to the threshold side beam. The connecting end plate is connected to the lower end of the inclined surface.

[0016] In some embodiments of this application, the three connecting surfaces include a first connecting surface, which has a connecting flange extending in a direction away from the crossbeam, and the connecting flange is fixedly connected to the floor.

[0017] In some embodiments of this application, the sill beam includes an outer sill beam and an inner sill beam connected to each other. In the width direction of the vehicle, the inner sill beam is located between the outer sill beam and the longitudinal beam. The outer sill beam and the inner sill beam enclose a cavity extending along the length direction of the vehicle. A first energy-absorbing member is located in the cavity, one end of the first energy-absorbing member is connected to the outer sill beam, and the other end of the first energy-absorbing member is spaced apart from the inner sill beam. A second energy-absorbing member is disposed in the space between the longitudinal beam and the inner sill beam. A third energy-absorbing member is connected to the end of the crossbeam and the inner sill beam.

[0018] In some embodiments of this application, the longitudinal beam includes a first longitudinal beam and a second longitudinal beam located on both sides of the floor in the width direction of the vehicle, and the sill side beam includes a first sill side beam and a second sill side beam located on both sides of the floor in the width direction of the vehicle, with the first longitudinal beam and the second longitudinal beam located between the first sill side beam and the second sill side beam. The two ends of the crossbeam in the width direction of the vehicle are respectively connected to the first longitudinal beam and the second longitudinal beam, and each of the two ends of the crossbeam is provided with a second energy-absorbing element.

[0019] In some embodiments of this application, the crossbeam includes a front seat crossbeam and a rear seat crossbeam. The ends of the front seat crossbeam and the rear seat crossbeam in the width direction of the vehicle are both connected to the longitudinal beam. The second energy-absorbing element is provided at the ends of the front seat crossbeam and the rear seat crossbeam.

[0020] In some embodiments of this application, the first energy-absorbing member, the second energy-absorbing member, the third energy-absorbing member, and the crossbeam are located on the same path extending along the width direction of the vehicle.

[0021] This application also provides a vehicle including any of the multi-stage energy-absorbing structures described above.

[0022] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Other aspects will become clear after reading and understanding the accompanying drawings and detailed description. Attached Figure Description

[0023] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. The drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 is a schematic diagram of the assembly of a multi-stage energy-absorbing structure and a floor according to an embodiment of this application.

[0025] Figure 2 is a schematic diagram of the assembly of a multi-stage energy-absorbing structure, a floor, and a battery pack according to an embodiment of this application.

[0026] Figure 3 is a cross-sectional view of a multi-stage energy-absorbing structure and a floor according to an embodiment of this application.

[0027] Figure 4 is a magnified view of part A in Figure 3.

[0028] Figure 5 is a cross-sectional view of a multi-stage energy-absorbing structure, floor, and battery pack according to an embodiment of this application.

[0029] Figure 6 is a schematic diagram of the structure of the second energy-absorbing element according to an embodiment of this application.

[0030] Figure 7 is a structural schematic diagram of the second energy-absorbing component shown in Figure 6 from another perspective.

[0031] Figure 8 is a structural schematic diagram of the first energy-absorbing element according to an embodiment of this application.

[0032] Figure 9 is a structural schematic diagram of the third energy-absorbing element according to an embodiment of this application.

[0033] Explanation of reference numerals in the attached drawings: 100, floor; 110, connecting part; 200, longitudinal beam; 201, first bottom surface; 300, sill side beam; 310, inner sill side beam; 311, second bottom surface; 320, outer sill side beam; 330, cavity; 400, crossbeam; 410, front crossbeam of the front seat; 420, rear crossbeam of the front seat; 500, first energy-absorbing component; 600, second energy-absorbing component; 610, first connecting plate; 620, main... Body; 621, base plate; 622, side plate; 623, first support flange; 624, second support flange; 625, first guide groove; 626, second guide groove; 630, second connecting plate; 640, groove; 700, third energy-absorbing component; 710, connecting end plate; 720, energy-absorbing cover; 721, connecting surface; 7211, first connecting surface; 7212, connecting flange; 730, inclined surface; 800, battery pack. Detailed Implementation

[0034] 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.

[0035] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application's specification are for illustrative purposes only and do not represent the only possible implementation.

[0036] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0037] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0038] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0039] Side impact safety is a crucial aspect of vehicle safety because the side structure is relatively thin, limiting the occupant protection space. Therefore, a structure capable of effectively absorbing energy is necessary. Current vehicle side protection measures, designed to address potential side impacts, only consider the intrusion into the passenger compartment, neglecting the compression deformation of the vehicle's undercarriage. However, for new energy vehicles equipped with batteries, the battery pack is typically located under the floor, near the side panels, making it highly susceptible to compression during a side impact, potentially leading to vehicle fire. Therefore, current side protection measures are inadequate for the side impact safety requirements of new energy vehicles.

[0040] In view of this, the present application provides a vehicle with high side-impact energy absorption efficiency and structural stability, and its multi-stage energy absorption structure, which will be described in detail below with reference to the accompanying drawings.

[0041] Please refer to Figures 1 to 8. This application provides a multi-stage energy-absorbing structure for a vehicle, which includes a floor 100, longitudinal beams 200, and sill side beams 300. Both the longitudinal beams 200 and the sill side beams 300 extend along the length of the vehicle. The sill side beams 300 are located on the outer side of the floor 100 in the width direction, while the longitudinal beams 200 are located below the floor 100 and spaced apart from the sill side beams 300. In some embodiments of this application, the vehicle also includes a crossbeam 400. The crossbeam 400 extends along the width direction of the vehicle, is located above the floor 100, and its end is located above the longitudinal beams 200. That is, the crossbeams 400, floor 100, and longitudinal beams 200 are arranged sequentially in the thickness direction of the vehicle, and the crossbeams 400 and longitudinal beams 200 are respectively connected to both sides of the floor 100.

[0042] The multi-stage energy-absorbing structure includes independently configured first energy-absorbing elements 500 and second energy-absorbing elements 600. The first energy-absorbing element 500 is disposed within the sill edge beam 300, and the second energy-absorbing element 600 is disposed within the space between the longitudinal beam 200 and the sill edge beam 300, connecting the longitudinal beam 200 and the sill edge beam 300. In some embodiments of this application, the multi-stage energy-absorbing structure further includes an independently configured third energy-absorbing element 700, which is connected to the end of the crossbeam 400 and the sill edge beam 300.

[0043] It is understood that the vehicle in this application embodiment can be a new energy vehicle or a hybrid vehicle with a battery pack, or a vehicle powered by gasoline, diesel, etc. This application does not limit the type of vehicle. When the vehicle in this embodiment is a new energy vehicle or a hybrid vehicle with a battery pack, referring to Figures 2 and 5, the battery pack is installed on the underside of the floor 100. In this embodiment, the battery pack is installed on the longitudinal beam 200, which can be used for energy absorption. However, it is not limited to this. In other embodiments, the battery pack can also be installed on other beams, or simultaneously on the longitudinal beam 200 and other beams. However, in order to ensure the effect of the multi-stage energy absorption structure, the battery pack should not be fixed on the door sill edge beam 300. This application does not limit the fixed position of the battery pack. The following description uses a new energy vehicle with a battery pack as an example.

[0044] Regarding the multi-stage energy-absorbing structure provided in this application embodiment, firstly, since a first energy-absorbing component 500 is provided within the sill beam 300, when the sill beam 300 is subjected to a small lateral compression impact, the first energy-absorbing component 500 can absorb the impact energy and resist the initial impact force, preventing a small-intensity impact from directly affecting the passenger compartment and the longitudinal beam 200; secondly, by spaced apart from the longitudinal beam 200 and the sill beam 300, and providing a second energy-absorbing component 600 within the space between the longitudinal beam 200 and the sill beam 300, when the sill beam 300 is subjected to a larger lateral compression impact and undergoes greater deformation, since the longitudinal beam 200 There is a gap between the sill edge beam 300 and the sill edge beam 300. That is, there is a certain space at the bottom of the side of the sill edge beam 300 near the longitudinal beam 200. Therefore, the sill edge beam 300 will have a rotational deformation tendency from the impact point toward this space. In this application, a second energy-absorbing member 600 is used to connect the longitudinal beam 200 and the sill edge beam 300. The second energy-absorbing member 600 can provide support between the longitudinal beam 200 and the sill edge beam 300, and can absorb and break the rotational deformation tendency of the sill edge beam 300, eliminate the impact energy, and prevent the large deformation from affecting the longitudinal beam 200.

[0045] Furthermore, the crossbeam 400 is located above the floor plate 621, and the end of the crossbeam 400 is located above the longitudinal beam 200. The third energy-absorbing component 700 is connected to the end of the crossbeam 400 and the sill side beam 300. When the vehicle is subjected to a larger side impact, the crossbeam 400 and the third energy-absorbing component 700 increase the structural strength of the vehicle in the width direction, which can absorb more impact energy and reduce the impact of the side impact on the passenger compartment and the occupants. This improves the side impact energy absorption efficiency of the multi-stage energy-absorbing structure and makes the vehicle more stable.

[0046] Furthermore, in the width direction of the vehicle, the first energy-absorbing component 500, the second energy-absorbing component 600, and the third energy-absorbing component 700 are located on the same path extending along the width direction of the vehicle. Since the third energy-absorbing component 700 is located at the end of the crossbeam 400, that is, the first energy-absorbing component 500, the second energy-absorbing component 600, and the third energy-absorbing component 700 and the crossbeam 400 are located on the same path extending along the width direction of the vehicle. Thus, when the vehicle is subjected to an external impact, the impact force can be sequentially transmitted to the first energy-absorbing component 500, the second energy-absorbing component 600, the third energy-absorbing component 700, and the crossbeam 400, thereby allowing the first energy-absorbing component 500, the second energy-absorbing component 600, and the third energy-absorbing component 700 to absorb the impact energy sequentially, thereby reducing the impact on the crossbeam 400, the passenger compartment, and the occupants, ensuring the stability of the vehicle during a collision, and improving the energy absorption efficiency of the multi-stage energy-absorbing structure. The impact force can also be directly transferred from the first energy-absorbing component 500 to the third energy-absorbing component 700, or directly from the second energy-absorbing component 600 to the third energy-absorbing component 700, in order to eliminate the impact energy as quickly as possible.

[0047] In this embodiment, the first energy-absorbing component 500, the second energy-absorbing component 600, the third energy-absorbing component 700, and the crossbeam 400 are located on the same straight line in the width direction of the vehicle. In this way, the first energy-absorbing component 500, the second energy-absorbing component 600, and the third energy-absorbing component 700 can better absorb the external impact force, so that the crossbeam 400 is subjected to a smaller impact force.

[0048] Furthermore, there are two longitudinal beams 200 and two sill side beams 300. The two longitudinal beams 200 are located on both sides of the floor 100 in the width direction of the vehicle, and the two sill side beams 300 are located on both sides of the floor 100 in the width direction of the vehicle, with the two longitudinal beams 200 located between the two sill side beams 300. Both ends of the crossbeam 400 are connected to the two longitudinal beams 200. In this way, the crossbeam 400 can absorb energy in the width direction of the vehicle, enhancing the vehicle's strength in that direction and improving its stability and safety. Schematic, the crossbeam 400, floor 100, and longitudinal beams 200 all have fixing holes, through which screws or other fasteners are used to securely connect them. This application does not limit the connection method between the crossbeam 400, floor 100, and longitudinal beams 200.

[0049] In some embodiments, the sill beam 300 includes an outer sill beam 320 and an inner sill beam 310 connected to each other. In the vehicle width direction, the inner sill beam 310 is located between the outer sill beam 320 and the longitudinal beam 200. The outer sill beam 320 and the inner sill beam 310 enclose a cavity 330 extending along the length direction of the vehicle. When the outer sill beam 320 undergoes minor deformation due to a side impact, the cavity 330 can provide a buffer space for the deformation of the outer sill beam 320, thereby preventing the inner sill beam 310 and the longitudinal beam 200 from being compressed, thus improving the vehicle's ability to resist side impacts.

[0050] Further, referring to Figures 3 to 5, the structure of the first energy-absorbing component 500 is shown in Figure 8. The first energy-absorbing component 500 is located inside the cavity 330. One end of the first energy-absorbing component 500 is connected to the outer sill side beam 320. The end of the first energy-absorbing component 500 away from the outer sill side beam 320 is spaced apart from the inner sill side beam 310. That is, there is a certain distance between the end of the first energy-absorbing component 500 away from the outer sill side beam 320 and the inner sill side beam 310. The outer sill side beam 320 and the first energy-absorbing component 500 are located on the outermost side of the vehicle and play the role of side collision protection first. Under a side collision with a small load, the outer sill side beam 320 and the first energy-absorbing component 500 can resist the initial impact force, thereby preventing a small-intensity impact from directly affecting the passenger compartment.

[0051] Furthermore, in the width direction of the vehicle, the first energy-absorbing component 500 and the second energy-absorbing component 600 are located on the same straight line. The energy absorption effects of the first energy-absorbing component 500 and the second energy-absorbing component 600 in the width direction of the vehicle are superimposed, thereby improving the energy absorption efficiency of the multi-stage energy-absorbing structure, increasing the structural strength of the vehicle in the width direction, and thus improving the vehicle's safety factor.

[0052] In some embodiments, referring to Figures 3 and 4, the second energy-absorbing member 600 includes a first connecting plate 610, a main body 620, and a second connecting plate 630 connected in sequence. The main body 620 is disposed in the space between the longitudinal beam 200 and the sill beam 300. The first connecting plate 610 and the second connecting plate 630 are respectively connected to the two ends of the main body 620. The first connecting plate 610 is connected to the bottom surface of the longitudinal beam 200, and the second connecting plate 630 is connected to the bottom surface of the sill beam 300. Thus, the connection between the second energy-absorbing member 600, the sill beam 300, and the longitudinal beam 200 is more stable, preventing the second energy-absorbing member 600 from detaching from the sill beam 300 and the longitudinal beam 200 when subjected to pressure or impact from the sill beam 300, thereby enabling the second energy-absorbing member 600 to better perform its energy-absorbing function.

[0053] In some embodiments, referring to Figures 6 and 7, the main body 620 includes a base plate 621 and side plates 622 disposed on both sides of the base plate 621. A first connecting plate 610 and a second connecting plate 630 are respectively connected to the two ends of the base plate 621. The side plates 622 extend into the space between the longitudinal beam 200 and the threshold beam 300. A first supporting flange 623 and a second supporting flange 624 are respectively provided at both ends of the side plates 622. The first supporting flange 623 is fixedly connected to the side wall of the longitudinal beam 200, and the second supporting flange 624 is fixedly connected to the side wall of the threshold beam 300.

[0054] Understandably, the side plate 622 directly abuts against the side of the inner sill beam 310 of the sill beam 300 and the side of the longitudinal beam 200 in the width direction of the vehicle. The direction of the side plate 622 is consistent with the rotational deformation trend of the sill beam 300. When the vehicle is subjected to a side collision, the side plate 622, together with the main body 620, can resist the collision force in the width direction of the vehicle. Furthermore, due to the presence of the first support flange 623 and the second support flange 624, the contact area between the second energy-absorbing member 600 and the sill beam 300 and the longitudinal beam 200 is increased, thereby reducing the pressure that the longitudinal beam 200 can be subjected to. In other words, the damage that the collision force can cause to the longitudinal beam 200 is reduced, thereby resisting vehicle deformation and protecting battery safety.

[0055] In some embodiments, there are two side plates 622, which are respectively disposed on both sides of the main body 620. The bottom plate 621 and the two side plates 622 surround a groove 640 extending along the width direction of the vehicle. The bottom plate 621 is provided with a first guide groove 625 extending along the length direction of the vehicle, and the side plate 622 is provided with a second guide groove 626 extending from the first guide groove 625 toward the door sill beam 300. The bottoms of the first guide groove 625 and the second guide groove 626 both protrude toward the interior of the groove 640.

[0056] Understandably, when the door sill beam 300 is subjected to a side impact and deforms in the direction of the longitudinal beam 200, it will first compress the second energy-absorbing component 600. When the second energy-absorbing component 600 also deforms, the first guide groove 625 and the second guide groove 626 protruding into the groove 640 of the second energy-absorbing component 600 can guide the direction of deformation of the second energy-absorbing component 600. The first guide groove 625 and the second guide groove 626 serve as crushing positions, so that the second energy-absorbing component 600 crushes and absorbs energy at the first guide groove 625 and the second guide groove 626, thereby ensuring the deformation stability of the vehicle during a side collision.

[0057] In some embodiments, the base plate 621 is tapered from the end connected to the second connecting plate 630 to the end connected to the first connecting plate 610. It is understood that, for the two side plates 622 connected to both sides of the base plate 621, except for the first support flange 623, the second support flange 624, and the second guide groove 626, both side plates 622 are plate-like structures, and are not parallel to each other in the width direction of the vehicle. This improves the deformation resistance of the second energy-absorbing member 600, increases energy absorption efficiency, and makes the sill beam 300 and longitudinal beam 200 less prone to deformation, thereby improving the stability and safety of the vehicle.

[0058] Further, referring to Figures 3, 4, and 5, the second energy-absorbing member 600 is disposed in the space between the longitudinal beam 200 and the inner sill side beam 310. The longitudinal beam 200 has a first bottom surface 201, and the inner sill side beam 310 of the sill side beam 300 has a second bottom surface 311. In the height direction of the vehicle, the first bottom surface 201 is higher than the second bottom surface 311. One end of the second energy-absorbing member 600 is connected to the first bottom surface 201, and the other end of the second energy-absorbing member 600 is connected to the second bottom surface 311. At least a portion of the second energy-absorbing member 600 is inclined from the first bottom surface 201 to the second bottom surface 311.

[0059] It is understood that, in the embodiments of this application, by first setting the longitudinal beam 200 and the inner sill beam 310 of the sill beam 300 at intervals, when the inner sill beam 310 of the sill beam 300 is subjected to a small lateral compression impact and undergoes a small deformation, the interval provides space for the small deformation of the inner sill beam 310 of the sill beam 300 and can prevent the small deformation from affecting the longitudinal beam 200. When the sill edge beam 300 is subjected to a greater lateral compression impact, causing the inner sill edge beam 310 to also undergo significant deformation, since the first bottom surface 201 of the longitudinal beam 200 is higher than the second bottom surface 311 of the inner sill edge beam 310, and there is a gap between the longitudinal beam 200 and the inner sill edge beam 310 (that is, there is space between the sill edge beam 300 and the longitudinal beam 200 in the width direction of the vehicle), and there is also a certain space between the bottom of the side of the sill edge beam 300 closest to the longitudinal beam 200 and the bottom of the longitudinal beam 200, the sill edge beam 300 will undergo rotational deformation from the impacted part towards this space. The present application embodiment uses the second energy-absorbing member 600 to connect the first bottom surface 201 of the longitudinal beam 200 and the second bottom surface 311 of the inner sill side beam 310 of the sill side beam 300 at both ends. Except for the two ends of the second energy-absorbing member 600, at least part of the second energy-absorbing member 600 is inclined from the first bottom surface 201 to the second bottom surface 311 to support the sill side beam 300. This allows the second energy-absorbing member 600 to absorb and break the rotational deformation tendency of the sill side beam 300, eliminate the energy of the impact, and prevent the large deformation from affecting the longitudinal beam 200. This improves the side impact energy absorption efficiency of the multi-stage energy-absorbing structure and makes the multi-stage energy-absorbing structure more stable.

[0060] Furthermore, the main body 620 is tilted directly from the first bottom surface 201 located at a higher position to the second bottom surface 311 located at a lower position. Since the sill edge beam 300 will have a rotational deformation tendency from the impacted part to the longitudinal beam 200 and to the space between the sill edge beam 300 and the longitudinal beam 200, and the tilting direction of the main body 620 is the same as the direction of this rotational deformation tendency, the main body 620 can counteract this rotational deformation tendency, thereby preventing the longitudinal beam 200 from deforming and maintaining the stability of the vehicle floor 100 and the bottom.

[0061] For new energy vehicles using the aforementioned multi-stage energy absorption mechanism, when the side of the new energy vehicle is impacted, firstly, the space between the door sill beam 300 and the longitudinal beam 200 provides a buffer space to prevent the battery pack 800 from being impacted; secondly, because the multi-stage energy absorption structure absorbs the impact energy, even if the door sill beam 300 deforms, the longitudinal beam 200 will not deform, thus preventing damage to the battery pack 800 mounted on the longitudinal beam 200, preventing the load from intruding into the battery pack casing, thereby preventing the battery pack from catching fire, further improving the safety of the battery pack, which in turn improves the safety of the new energy vehicle.

[0062] This application embodiment improves vehicle side-impact safety by increasing energy-absorbing space and adding energy-absorbing structures. While the battery pack is typically mounted directly on the sill edge beam 300, this embodiment places the battery pack 800 on a newly added longitudinal beam 200 inside the sill edge beam 300, as shown in Figure 2. The longitudinal beam 200 is positioned inwards in the vehicle width direction, significantly increasing the energy-absorbing space. Furthermore, a second energy-absorbing component 600 is arranged between the sill edge beam 300 and the longitudinal beam 200 to ensure the vehicle meets side-impact requirements.

[0063] It is understood that in new energy vehicles, at least one of the multi-stage energy-absorbing structures in the embodiments of this application may be used only on one side of the floor, and this application does not limit whether a multi-stage energy-absorbing structure is used on the other side or what kind of multi-stage energy-absorbing structure is used.

[0064] In some embodiments, as shown in FIG1, the end of the crossbeam 400 is connected to the longitudinal beam 200 in the width direction of the vehicle, and the crossbeam 400 and the second energy-absorbing member 600 are on the same straight line. It can be understood that the longitudinal beam 200 and the sill edge beam 300 are both beam structures extending along the length direction of the vehicle. The second energy-absorbing member 600 absorbs energy in the width direction of the vehicle, and the crossbeam 400 in this embodiment is a beam structure extending along the width direction of the vehicle, forming a compact multi-level energy-absorbing structure in the length, width and thickness directions of the vehicle, thereby strengthening the ability of the multi-level energy-absorbing structure to resist side collisions in the width direction of the vehicle. In this way, the reliability of the force transmission path of the multi-level energy-absorbing structure and the lateral stiffness of the whole vehicle are guaranteed, and the energy absorption effect of the multi-level energy-absorbing structure is improved.

[0065] In some embodiments, referring to FIG9, the floor edge is provided with a connecting portion 110 extending along the length direction of the vehicle. The connecting portion 110 is fixedly connected to the upper end face of the sill side beam 300. The third energy-absorbing member 700 includes a connecting end plate 710 connected to the sill side beam 300, and the connecting end plate 710 is connected to the connecting portion 110. That is, the third energy-absorbing member 700 is connected to the connecting portion 110 through the connecting end plate 710, and then fixedly connected to the sill side beam 300 through the connecting portion 110. This also allows the crossbeam 400 to be fixedly connected to the sill side beam 300 through the connecting end plate 710 of the third energy-absorbing member 700. In this way, the crossbeam 400 can be connected to the sill side beam 300, improving the vehicle's ability to absorb side impacts in the width direction. In other words, when the sill side beam 300 is subjected to collision and impact, the crossbeam 400 can buffer the deformation of the vehicle side in the width direction, reducing the intrusion of the side impact into the passenger compartment.

[0066] In some embodiments, the third energy-absorbing member 700 further includes an energy-absorbing cover 720, with a connecting end plate 710 disposed at the edge of the energy-absorbing cover 720, and the energy-absorbing cover 720 covering at least three sides of the end of the crossbeam. The energy-absorbing cover 720 provides a more comprehensive wrapping of the end of the crossbeam, thereby making the connection between the energy-absorbing cover 720 and the end of the crossbeam more stable, and consequently making the connection between the crossbeam 400 and the sill edge beam 300 more stable.

[0067] In some embodiments, the energy-absorbing cover 720 includes three connecting surfaces 721 and an inclined surface 730. The three connecting surfaces 721 are connected sequentially and are respectively connected and fixed to the three sides of the end of the crossbeam. The inclined surface 730 is connected to the ends of the three connecting surfaces 721 and is inclined downward from the end of the crossbeam toward the sill side beam 300. A connecting end plate 710 is connected to the lower end of the inclined surface 730. In this way, the inclined surface 730 can buffer the collisions and impacts received by the side of the vehicle.

[0068] Furthermore, a connection surface 721 connected to the floor 100 at one end is defined as a first connection surface 7211. The first connection surface 7211 is provided with a connection flange 7212 extending away from the crossbeam, and the connection flange 7212 is fixedly connected to the floor 100. The connection flange 7212 increases the connection area between the third energy-absorbing component 700 and the floor 100. This not only enhances the connection stability between the third energy-absorbing component 700 and the floor 100, making it less likely for the third energy-absorbing component 700 to separate from the floor 100, but also reduces the installation difficulty of installing the third energy-absorbing component 700 on the floor 100.

[0069] Schematic illustration shows that the sill edge beam 300 and the third energy-absorbing component 700 also have fixing holes, through which screws or other fasteners are passed to fix the third energy-absorbing component 700 to the floor 100 and the sill edge beam 300. In other embodiments, the third energy-absorbing component 700 may also be fixedly connected to the floor 100 and the sill edge beam 300 by welding, and this application does not limit this.

[0070] Furthermore, the crossbeam 400 includes a front crossbeam 410 and a rear crossbeam 420, the ends of which are connected to the longitudinal beam 200. Thus, the front crossbeam 410 and the rear crossbeam 420 enhance the vehicle's energy absorption capacity in the width direction.

[0071] In some embodiments, the number of second energy-absorbing members 600 is four, and the number of longitudinal beams 200 and sill side beams 300 is two each. The two longitudinal beams 200 are located on both sides of the floor 100 in the width direction of the vehicle, and the two sill side beams 300 are located on both sides of the floor 100 in the width direction of the vehicle, with the two longitudinal beams 200 located between the two sill side beams 300. In this embodiment, both ends of the front seat front crossbeam 410 and the front seat rear crossbeam 420 are respectively connected to the two longitudinal beams 200, wherein two of the second energy-absorbing members 600 are on the same straight line as the front seat front crossbeam 410, and the other two second energy-absorbing members 600 are on the same straight line as the front seat rear crossbeam 420. In other words, the two second energy-absorbing members 600, which are aligned with the front crossbeam 410 of the front seat, are located on both sides of the floor 100 in the width direction and are arranged in a generally mirror-symmetrical manner; similarly, the two second energy-absorbing members 600, which are aligned with the rear crossbeam 420 of the front seat, are also located on both sides of the floor 100 in the width direction and are arranged in a generally mirror-symmetrical manner. This further enhances the energy absorption efficiency of the multi-stage energy-absorbing structure, resulting in higher vehicle stability and safety. Indicatively, in other embodiments, second energy-absorbing members 600 can be added at other locations between the longitudinal beam 200 and the sill edge beam 300; therefore, this application does not limit the number of second energy-absorbing members 600.

[0072] In some embodiments, a plurality of second energy-absorbing elements 600 are provided between each longitudinal beam 200 and the sill side beam 300. In other words, the above-mentioned multi-stage energy-absorbing structure is provided on both sides of the vehicle, so that the vehicle can have a good energy absorption effect regardless of which side it is hit by.

[0073] Furthermore, the ends of the front crossbeam 410 and the rear crossbeam 420 of the front seat are each provided with a third energy-absorbing component 700, which can improve the energy absorption efficiency of the multi-stage energy-absorbing structure.

[0074] In summary, the aforementioned independently configured first energy-absorbing component 500, second energy-absorbing component 600, and third energy-absorbing component 700 can independently perform energy absorption functions, or they can be combined with other structures in the vehicle to perform energy absorption functions. The combined energy absorption functions are as follows: Level 1 energy absorption function: outer sill edge beam 320 and cavity 330. The outer sill edge beam 320 is located on the outermost side of the vehicle and plays the first role in side collision protection. This level of energy-absorbing structure works under side collisions with relatively small loads, involving only the deformation of the outer sill edge beam 320 and the buffering effect of the cavity 330 on the outer sill edge beam 320. The second level of energy absorption: the outer sill side beam 320 and the first energy-absorbing component 500. The first energy-absorbing component 500, located on the second outer side of the vehicle side, is second only to the outer sill side beam 320. Together, they provide side-impact protection. This level is effective under relatively small load side collisions, resisting the initial impact force and preventing small-intensity impacts from directly affecting the passenger compartment and longitudinal beam 200. The third level of energy absorption: the sill side beam 300, longitudinal beam 200, and the second energy-absorbing component 600. This level of energy-absorbing structure can absorb energy under larger loads. In new energy vehicles, the battery pack 800 is usually located under the vehicle floor 100; therefore, the design of the vehicle floor 100 requires special consideration for the protection of the battery pack. This layer of energy-absorbing structure not only absorbs energy but also resists the intrusion of external load side collisions into the battery pack, helping to prevent damage to the battery pack during impacts and thus mitigating the risk of battery pack fire. The fourth level of energy absorption consists of the third energy-absorbing component 700, the crossbeam 400, and the longitudinal beam 200. This level is used to absorb energy in severe side-impact collisions. The crossbeam 400, as a seat connection point, is part of the vehicle's internal structure and needs sufficient strength to protect occupants from serious injury. In extreme cases, this level of energy-absorbing structure absorbs impact energy, mitigating the impact on the passenger compartment and occupants. These four levels of energy-absorbing structures form a progressive protection system, allowing the vehicle to gradually absorb energy under impacts of varying intensities, minimizing damage to the passenger compartment and significantly improving occupant safety in side-impact collisions.

[0075] It is understandable that when the multi-stage energy-absorbing structure of this application embodiment is used in a new energy vehicle with a battery pack, the optimized multi-stage energy-absorbing structure can ensure that the collision energy is fully absorbed before reaching the battery pack, given the relatively small design space at the bottom of the vehicle floor 100. Furthermore, by setting the crossbeam 400 as a rolled high-strength steel seat crossbeam to prevent impact loads exceeding standards, the crossbeam can act as the last line of defense for the battery pack. Thus, the multi-stage energy-absorbing structure can protect the battery pack and prevent it from catching fire due to side impact intrusion.

[0076] Furthermore, the multi-stage energy-absorbing structure in this embodiment can use multiple first energy-absorbing elements 500, multiple first energy-absorbing elements 500, and multiple third energy-absorbing elements 700. The multiple first energy-absorbing elements 500 have identical dimensions, materials, and other parameters, and can be manufactured using the same mold. Similarly, the multiple second energy-absorbing elements 600 have identical dimensions, materials, and other parameters, and can be manufactured using the same mold. The multiple third energy-absorbing elements 700 also have identical dimensions, materials, and other parameters, and can be manufactured using the same mold. This reduces mold investment, thereby lowering production costs.

[0077] This application ensures sufficient energy absorption space when a vehicle encounters a collision. In this embodiment, the multi-stage energy-absorbing structure for side-impact protection first keeps the vehicle's battery pack away from the side-impact location, thus providing sufficient space to prevent obstacles from intruding into the battery pack after a collision, causing damage, and preventing the battery pack from catching fire. Furthermore, in this embodiment, the longitudinal beam 200 for mounting the battery pack is arranged inside the sill edge beam 300, maintaining a certain distance from it. Within this distance, a dedicated energy-absorbing structure—the second energy-absorbing element 600—is installed to absorb energy during the collision.

[0078] This application also has the following advantages: 1) Improved safety performance: The multi-stage energy-absorbing structure can effectively absorb and disperse the impact force in side-impact accidents, reducing the possibility of deformation or damage to the vehicle side, thereby reducing the risk of occupant injury and maximizing the protection of the lives of occupants; 2) Reasonable structural design: Through reasonable design and force transmission path optimization, the sill beam 300 area of ​​the vehicle can efficiently improve its anti-collision energy absorption performance, and the force transmission path of the multi-stage energy-absorbing structure also greatly improves the lateral stiffness of the vehicle; 3) Battery pack protection and safety: This application installs the battery pack inside the sill beam 300, rather than directly on the beam assembly, which not only provides buffer space for the battery pack in the event of a collision, but also dissipates collision energy through the aforementioned multi-stage energy-absorbing structure, avoiding direct external loads acting on the battery pack. Simultaneously, a rolled front seat crossbeam 410 and a rear front seat crossbeam 420 are laterally arranged on the longitudinal beams 200 on the left and right sides for mounting the battery pack, providing lateral support for the battery pack and further enhancing its safety.

[0079] It is understandable that the multi-stage energy absorption structure in this application is applicable to vehicles of all levels, from low-end to mid-range to high-end, thus making it more versatile and universal.

[0080] This application also provides a vehicle that includes the multi-stage energy absorption structure provided in any of the preceding embodiments. It is understood that the vehicle can be a new energy vehicle with a battery pack or a vehicle without a battery pack. This application does not limit the type of vehicle.

[0081] Vehicles employing the multi-stage energy-absorbing structure described in any of the preceding embodiments exhibit enhanced safety performance and a lower probability of occupant injury in side-impact collisions. Furthermore, the battery pack is protected by the multi-stage energy-absorbing structure, reducing the likelihood of battery pack fire. This also lowers the vehicle's maintenance costs.

[0082] The vehicle and its multi-stage energy-absorbing structure provided in this application firstly incorporate a first energy-absorbing component within the sill beam. When the sill beam is subjected to a small lateral compression impact, the first energy-absorbing component absorbs the impact energy and resists the initial impact force, preventing the small-intensity impact from directly affecting the passenger compartment and longitudinal beams. Secondly, by spaced between the longitudinal beams and the sill beams, and placing a second energy-absorbing component within the space between them, when the sill beam is subjected to a larger lateral compression impact and undergoes significant deformation, the space between the longitudinal beams and the sill beams—meaning the bottom of the sill beam near the longitudinal beam has a certain space—causes the sill beam to exhibit a rotational deformation tendency from the impacted area towards this space. This application utilizes a second energy-absorbing component connected between the longitudinal beams and the sill beams, enabling the second energy-absorbing component to provide support between them and absorb and dissipate the rotational deformation tendency of the sill beam, eliminating the impact energy and preventing the large deformation from affecting the longitudinal beams.

[0083] Furthermore, the crossbeam is located above the floor plate, and the end of the crossbeam is located above the longitudinal beam. The third energy-absorbing component is connected to the end of the crossbeam and the door sill side beam. When the vehicle is subjected to a larger side impact, the crossbeam and the third energy-absorbing component increase the structural strength of the vehicle in the width direction, which can absorb more impact energy and reduce the impact of the side impact on the passenger compartment and the occupants. This improves the side impact energy absorption efficiency of the multi-stage energy-absorbing structure and makes the vehicle more stable.

[0084] 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.

[0085] 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 scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. A multi-stage energy-absorbing structure for a vehicle, the vehicle comprising a floor (100), a longitudinal beam (200), and a door sill beam (300), wherein the longitudinal beam (200) and the door sill beam (300) both extend along the length direction of the vehicle, the door sill beam (300) is disposed on the outer side of the floor (100) in the width direction, and the longitudinal beam (200) is disposed below the floor (100) and spaced apart from the door sill beam (300); in, The multi-stage energy-absorbing structure includes a first energy-absorbing component (500) and a second energy-absorbing component (600) that are independently set. The first energy-absorbing component (500) is located inside the sill edge beam (300), and the second energy-absorbing component (600) is located in the space between the longitudinal beam (200) and the sill edge beam (300), and connects the longitudinal beam (200) and the sill edge beam (300).

2. The multi-stage energy-absorbing structure according to claim 1, wherein, The vehicle also includes a crossbeam (400) extending along the width of the vehicle, the crossbeam (400) being positioned above the floor (100), and the end of the crossbeam (400) being positioned above the longitudinal beam (200). The multi-stage energy absorption structure also includes an independently configured third energy absorption component (700), which is connected to the end of the crossbeam (400) and the sill side beam (300).

3. The multi-stage energy absorption structure according to claim 2, wherein, The first energy-absorbing element (500), the second energy-absorbing element (600), and the third energy-absorbing element (700) are located on the same path extending along the width direction of the vehicle.

4. The multi-stage energy-absorbing structure according to any one of claims 1 to 3, wherein, The second energy-absorbing component (600) includes a first connecting plate (610), a main body (620), and a second connecting plate (630) connected in sequence. The main body (620) is disposed in the space between the longitudinal beam (200) and the sill edge beam (300). The first connecting plate (610) and the second connecting plate (630) are respectively connected to the two ends of the main body (620). The first connecting plate (610) is connected to the longitudinal beam (200), and the second connecting plate (630) is connected to the sill edge beam (300).

5. The multi-stage energy absorption structure according to claim 4, wherein, The main body (620) includes a base plate (621) and side plates (622) disposed on both sides of the base plate (621). The first connecting plate (610) and the second connecting plate (630) are respectively connected to the two ends of the base plate (621). The side plate (622) extends into the space between the longitudinal beam (200) and the threshold beam (300). The two ends of the side plate (622) are respectively provided with a first support flange (623) and a second support flange (624). The first support flange (623) is fixedly connected to the side wall of the longitudinal beam (200), and the second support flange (624) is fixedly connected to the side wall of the threshold beam (300).

6. The multi-stage energy-absorbing structure according to claim 5, wherein, The bottom plate (621) and the side plate (622) form a groove (640); The base plate (621) is provided with a first guide groove (625) extending along the length direction of the vehicle, and the side plate (622) is provided with a second guide groove (626) extending from the first guide groove (625) toward the door sill beam (300). The bottoms of the first guide groove (625) and the second guide groove (626) both protrude toward the interior of the groove (640).

7. The multi-stage energy-absorbing structure according to any one of claims 4 to 6, wherein, The main body (620) is tapered from the end connected to the second connecting plate (630) to the end connected to the first connecting plate (610).

8. The multi-stage energy-absorbing structure according to any one of claims 4 to 7, wherein, The first connecting plate (610) is connected to the first bottom surface (201) of the longitudinal beam (200), and the second connecting plate (630) is connected to the second bottom surface (311) of the sill side beam (300). In the height direction of the vehicle, the first bottom surface (201) is higher than the second bottom surface (311), so that the second energy-absorbing member (600) is at least partially inclined from the first bottom surface (201) to the second bottom surface (311).

9. The multi-stage energy-absorbing structure according to claim 2 or 3, wherein, The edge of the floor (100) is provided with a connecting portion (110) extending along the length direction of the vehicle, and the connecting portion (110) is fixedly connected to the upper end face of the sill edge beam (300). The third energy-absorbing component (700) includes a connecting end plate (710) and an energy-absorbing cover (720). The connecting end plate (710) is connected to the sill edge beam (300) through the connecting part (110). The connecting end plate (710) is located at the edge of the energy-absorbing cover (720). The energy-absorbing cover (720) covers at least three sides of the end of the crossbeam (400).

10. The multi-stage energy-absorbing structure according to claim 9, wherein, The energy-absorbing cover (720) includes three connecting surfaces (721) and one inclined surface (730). The three connecting surfaces (721) are connected in sequence, and the three connecting surfaces (721) are respectively connected and fixed to the three sides of the end of the crossbeam (400). The inclined surface (730) is connected to the end of the three connecting surfaces (721), and the inclined surface (730) is inclined downward along the direction from the end of the crossbeam (400) to the threshold side beam (300). The connecting end plate (710) is connected to the lower end of the inclined surface (730).

11. The multi-stage energy-absorbing structure according to claim 10, wherein, The three connecting surfaces (721) include a first connecting surface (7211), which has a connecting flange (7212) extending in a direction away from the crossbeam (400), and the connecting flange (7212) is fixedly connected to the floor (100).

12. The multi-stage energy-absorbing structure according to claim 2 or 3, wherein, The sill edge beam (300) includes an outer sill edge beam (320) and an inner sill edge beam (310) that are connected to each other. In the width direction of the vehicle, the inner sill edge beam (310) is located between the outer sill edge beam (320) and the longitudinal beam (200). The outer sill edge beam (320) and the inner sill edge beam (310) enclose a cavity (330) extending along the length direction of the vehicle. The first energy-absorbing member (500) is located in the cavity (330). One end of the first energy-absorbing member (500) is connected to the outer sill edge beam (320), and the other end of the first energy-absorbing member (500) is spaced apart from the inner sill edge beam (310). The second energy-absorbing component (600) is disposed in the space between the longitudinal beam (200) and the inner sill edge beam (310). The third energy-absorbing element (700) is connected to the end of the crossbeam (400) and the inner sill side beam (310).

13. The multi-stage energy-absorbing structure according to claim 2 or 3, wherein, The longitudinal beam (200) includes a first longitudinal beam and a second longitudinal beam located on both sides of the floor (100) in the width direction of the vehicle, and the sill edge beam (300) includes a first sill edge beam and a second sill edge beam located on both sides of the floor (100) in the width direction of the vehicle, with the first longitudinal beam and the second longitudinal beam located between the first sill edge beam and the second sill edge beam. The two ends of the crossbeam (400) in the width direction of the vehicle are respectively connected to the first longitudinal beam and the second longitudinal beam, and the second energy-absorbing element (600) is arranged at each of the two ends of the crossbeam (400).

14. The multi-stage energy-absorbing structure according to claim 2 or 3, wherein, The crossbeam (400) includes a front seat front crossbeam (410) and a front seat rear crossbeam (420), the ends of the front seat front crossbeam (410) and the ends of the front seat rear crossbeam (420) in the width direction of the vehicle are both connected to the longitudinal beam (200). The second energy-absorbing element (600) is arranged at the end of the front crossbeam (410) of the front seat and at the end of the rear crossbeam (420) of the front seat.

15. The multi-stage energy-absorbing structure according to claim 2 or 3, wherein, The first energy absorber (500), the second energy absorber (600), the third energy absorber (700), and the crossbeam (400) are located on the same path extending along the width direction of the vehicle.

16. A vehicle comprising a multi-stage energy-absorbing structure as claimed in any one of claims 1 to 15.

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