CN221162628U - Vehicle body energy absorption structure and vehicle - Google Patents

Abstract

The utility model discloses a vehicle body energy absorption structure and a vehicle with the same, which comprise an anti-collision beam and a longitudinal beam which are connected with each other, and an energy absorption box, wherein the energy absorption box is arranged on the anti-collision beam, a first energy absorption assembly is arranged on the outer side of the longitudinal beam, the first energy absorption assembly is arranged at the rear of the energy absorption box, a first energy absorption cavity is formed in the first energy absorption assembly, and the first energy absorption cavity is used for absorbing energy transferred to the first energy absorption assembly by the energy absorption box during collision. According to the vehicle body energy absorption structure, the energy absorption boxes are arranged on the anti-collision beam, and the energy absorption assemblies are arranged along the length direction of the vehicle body, so that energy is sequentially absorbed by the first energy absorption cavities in the energy absorption boxes and the energy absorption assemblies when the vehicle body collides, collision energy transferred to the passenger cabin is reduced, the risk of crushing the passenger cabin is reduced, and the living space of the passenger cabin is increased.

Description

Vehicle body energy absorption structure and vehicle

Technical Field

The utility model relates to the field of vehicles, in particular to a vehicle body energy absorption structure and a vehicle.

Background

Automobile crash safety is a significant issue for both consumer and social safety, with small offset collisions as the currently most demanding test regime commonly accepted by the industry placing extremely high demands on the vehicle body and restraint systems. In the prior art, the vehicle body energy absorbing structure cannot be fully crushed before collision energy is transferred to the passenger cabin, so that the collision energy is more easily transferred to the passenger cabin, and the survival space in the passenger cabin is reduced.

Disclosure of utility model

The utility model aims to solve the problem that the inner structure of a front cabin cannot be effectively crushed during collision in the prior art. Therefore, the utility model aims to provide the vehicle front cabin energy absorbing structure, the energy absorbing box is arranged on the anti-collision beam, the energy absorbing assembly is arranged behind the energy absorbing box, the energy absorbing cavity is arranged in the energy absorbing assembly, and energy is absorbed by the energy absorbing box and the energy absorbing assembly in sequence during collision, so that the energy absorbing assembly is fully crushed, the effective energy absorbing and buffering effects are achieved, and the energy transferred to the passenger cabin is reduced.

In order to achieve the above object, according to one aspect of the present utility model, an embodiment provides a vehicle body energy absorbing structure, including:

An anti-collision beam and a longitudinal beam which are connected with each other;

The energy absorption box is arranged on the anti-collision beam;

The first energy-absorbing assembly is arranged on the outer side of the longitudinal beam, the first energy-absorbing assembly is arranged at the rear of the energy-absorbing box, a first energy-absorbing cavity is formed in the first energy-absorbing assembly, and the first energy-absorbing cavity is used for absorbing energy transferred to the first energy-absorbing assembly by the energy-absorbing box during collision.

According to the vehicle body energy absorption structure provided by the embodiment of the utility model, the first energy absorption component is arranged behind the energy absorption box, so that the first energy absorption component corresponds to the energy absorption box in the length direction of the vehicle body, when the vehicle body is impacted, the energy absorption box is crushed and then presses the first energy absorption component, and the first energy absorption component is further crushed, so that the collision energy is absorbed, the collision energy transmitted to the vehicle body backwards is reduced, and the survival space in the passenger cabin is increased.

According to some embodiments of the utility model, the first energy absorbing assembly comprises a front sealing plate, a rear sealing plate, a side sealing plate and a lower sealing plate, the longitudinal beam comprises a longitudinal beam outer plate, and the front sealing plate, the rear sealing plate, the side sealing plate, the lower sealing plate and the longitudinal beam outer plate define the first energy absorbing cavity.

According to some embodiments of the utility model, the first energy absorbing assembly further comprises a stiffener connected to the outer stringer plate, the stiffener being disposed within the first energy absorbing cavity.

According to some embodiments of the utility model, the outer wall of the reinforcement is provided with a deformation inducing rib extending in the vehicle body width direction.

According to some embodiments of the utility model, the vehicle further comprises a side beam and a first wheel cover plate, wherein the upper side of the first wheel cover plate is connected with the side beam, the lower side of the first wheel cover plate is connected with the longitudinal beam, and a second energy absorption cavity protruding along the height direction of the vehicle body is arranged on the first wheel cover plate.

According to some embodiments of the utility model, the second energy absorption cavity is provided with a main plate body and a flanging, the main plate body protrudes along the height direction of the vehicle body, and the main plate body is connected with the first wheel cover plate through the flanging.

According to some embodiments of the utility model, the energy absorbing device further comprises a second wheel cover plate, a wheel cover connecting plate and a front coaming, wherein one end of the second wheel cover plate is connected with the first wheel cover plate, the other end of the second wheel cover plate is connected with the front coaming, one side, close to the outside of the vehicle, of the wheel cover connecting plate is connected with the second wheel cover plate, the rear end of the wheel cover connecting plate is connected with the front coaming, and a third energy absorbing cavity is defined by the wheel cover connecting plate, the front coaming and the second wheel cover plate.

According to some embodiments of the utility model, at least one energy absorber is disposed within the third energy absorbing cavity.

According to some embodiments of the utility model, the side sill comprises a side sill inner plate and a side sill outer plate, wherein the rear end of the side sill inner plate is connected with the A pillar inner plate, the rear end of the side sill outer plate is connected with the A pillar outer plate, and a fourth energy absorption cavity is formed between the side sill inner plate and the side sill outer plate.

To achieve the above object, another embodiment of the present utility model provides a vehicle, including the above-mentioned vehicle body energy absorbing structure.

According to the scheme, the energy absorption boxes are arranged on the longitudinal beams, the first energy absorption assembly is arranged behind the energy absorption boxes, and the first energy absorption cavity is formed in the first energy absorption assembly, so that collision energy after the energy absorption boxes are crushed is further transmitted into the first energy absorption cavity, the collision energy transmitted to the rear of the automobile body is reduced, and the energy transmitted to the member cabin is reduced.

Drawings

FIG. 1 is a top view of a vehicle body energy absorbing structure of an embodiment of the present utility model;

FIG. 2 is a schematic view of a first energy absorbing cavity in a first energy absorbing assembly in accordance with an embodiment of the present utility model;

FIG. 3 is a schematic illustration of a first energy-absorbing cavity and reinforcement member of an embodiment of the present utility model;

FIG. 4 is a schematic view of a stiffener according to an embodiment of the present utility model;

FIG. 5 is a top view of a second energy absorbing cavity and a third energy absorbing cavity of an embodiment of the present utility model;

FIG. 6 is a side view of a second energy absorbing cavity and a third energy absorbing cavity of an embodiment of the present utility model

FIG. 7 is a perspective view of a third energy absorbing chamber according to an embodiment of the present utility model;

FIG. 8 is a schematic illustration of the connection of a shock absorber seat plate and a wheel cover connection plate in an embodiment of the present utility model;

FIG. 9 is a schematic view of an energy absorber in an embodiment of the present utility model;

FIG. 10 is a schematic illustration of a fourth energy absorbing cavity in an embodiment of the present utility model.

Reference numerals:

1. An anti-collision beam;

2. A longitudinal beam; 21. a stringer outer panel;

3. an energy absorption box; 31. a first energy absorption box; 32. a second energy absorption box;

4. A first energy absorbing assembly; 41. a first energy absorbing cavity; 411. a front sealing plate; 412. a rear sealing plate; 413. a side sealing plate; 414. a lower sealing plate; 415. a reinforcing member; 4151. deformation inducing ribs; 4152. reinforcing the flanging of the support; 416. a first energy absorbing cavity reinforcing plate;

5. Edge beams; 51. a side beam inner plate; 52. side beam outer plates; 6. a first wheel cover plate;

7. a second energy absorbing cavity; 71. a main board body; 72. flanging;

8. A third energy absorption cavity; 81. a second wheel cover plate; 811. a front wheel cover plate rear section; 812. a front wheel cover rear connecting plate; 82. a wheel cover connecting plate; 821. a first bending part; 822. a second bending part; 83. a dash panel; 84. an energy absorbing member; 841. a first energy absorbing member; 842. a second energy absorbing member;

9. A fourth energy absorption cavity; 91. a pillar outer panel; 911. an upper A column outer plate; 912. a lower A column outer plate; 92. a column A inner plate;

10. A transition energy absorption cavity; 101. a shock absorber mount plate; 102. the transition energy absorption cavity strengthens the bracket; 103. a water flow channel; 104. front windshield lower beam.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

A vehicle body energy absorbing structure according to an embodiment of the present utility model is described below with reference to the accompanying drawings.

As shown in fig. 1, according to some embodiments of the present utility model, an impact beam 1, a side member 2, and a crash box 3 are connected to each other, the crash box being provided on the impact beam 1. The energy absorption box comprises a longitudinal beam 2, and is characterized by further comprising a first energy absorption assembly 4, wherein the first energy absorption assembly 4 is arranged outside the longitudinal beam 2, the first energy absorption assembly 4 is arranged behind the energy absorption box 3, a first energy absorption cavity 41 is formed in the first energy absorption assembly 4, and the first energy absorption cavity 41 is used for absorbing energy transferred to the first energy absorption assembly 4 by the energy absorption box 3 during collision.

Specifically, as shown in fig. 1, the crash box 3 includes a first crash box 31 and a second crash box 32, the first crash box 31 and the second crash box 32 being juxtaposed in the vehicle body width direction, the first crash box 31 and the second crash box 32 being both connected to the impact beam 1. The anti-collision beam 1 is bent backwards near the end part, the second energy absorption box 32 is arranged on a section of the anti-collision beam 1 bent backwards, the first energy absorption box 31 is closer to the front of a car than the second energy absorption box 32, the first energy absorption cavity 41 is arranged right behind the second energy absorption box 32, the first energy absorption cavity 41 is connected with the outer side of the longitudinal beam 2, the first energy absorption box 31 is crushed firstly during collision, then energy is transferred to the second energy absorption box 32, after the second energy absorption box 32 is crushed, the energy is transferred to the first energy absorption group cavity 41, and the first energy absorption cavity 41 is crushed.

According to some embodiments of the present utility model, the first energy absorbing assembly 4 includes a front sealing plate 411, a rear sealing plate 412, a side sealing plate 413 and a lower sealing plate 414, and the front sealing plate 411, the rear sealing plate 412, the side sealing plate 413, the lower sealing plate 414 and the rail outer plate 21 define the first energy absorbing cavity 4.

Specifically, as shown in fig. 2, the rear sealing plate 412 of the first energy-absorbing cavity 41 is connected with the outer stringer plate 21 through the first energy-absorbing cavity reinforcing plate 416, the first energy-absorbing cavity reinforcing plate 416 is in an L shape, one side of the L-shaped first energy-absorbing cavity reinforcing plate 416 is connected with the rear sealing plate 412 of the first energy-absorbing cavity 41, the other side of the L-shaped first energy-absorbing cavity reinforcing plate is connected with the outer stringer plate, the first energy-absorbing cavity reinforcing plate 416 can strengthen the connection between the first energy-absorbing cavity 41 and the outer stringer 2, so that the connection between the first energy-absorbing cavity 41 and the outer stringer 2 is firmer, and the order that the second energy-absorbing box 32 is crushed first and the first energy-absorbing cavity 41 is crushed is realized.

In other embodiments, the first energy-absorbing cavity stiffener 416 may not be limited to an L-shape, so long as the rear seal plate 412 and the rail outer plate 21 are connected, and the first energy-absorbing cavity stiffener 416 can serve as a stiffener between the rear seal plate 412 and the rail outer plate 21.

According to some embodiments of the present utility model, the first energy absorbing assembly 4 further comprises a reinforcement member 415, the reinforcement member 415 being connected to the outer stringer plate 21, said reinforcement member 415 being arranged within said first energy absorbing cavity 41.

Specifically, as shown in fig. 3 and 4, the reinforcing member 415 is provided as one reinforcing bracket formed by bending a metal plate, and a square reinforcing bracket of a semi-hollow structure having an inner cavity is formed by bending and welding. The reinforcement 415 is provided with a reinforcement bracket flange 4152, the reinforcement bracket flange 4152 is connected with the girder outer plate 21, the reinforcement 415 is arranged in the first energy absorption cavity 41, the reinforcement 415 corresponds to the second energy absorption box 32 in the width direction and the height direction of the vehicle body, when the second energy absorption box 32 is crushed and then moves to collide with the first energy absorption cavity 41 in the rear direction of the vehicle, collision energy is transferred to the first energy absorption cavity 41, the reinforcement 415 and the first energy absorption cavity reinforcement plate 416 are arranged to strengthen the strength of the first energy absorption cavity 41, the second energy absorption box 32 is crushed firstly and then the first energy absorption cavity 41 is crushed, the reinforcement 415 is crushed, the energy absorption boxes 3 and the first energy absorption cavity 41 are prevented from being crushed simultaneously, and the collision energy is transferred in the sequence from front to rear.

In some other embodiments, the shape and size of the reinforcement 415 are not limited as long as it can satisfy the correspondence with the second crash box 32 in the vehicle width and height directions and can function to reinforce the first crash cavity 41.

According to some embodiments of the present utility model, the outer wall of the reinforcement 415 is provided with the deformation inducing rib 4151, and the deformation inducing rib 4151 extends in the vehicle body width direction.

Specifically, as shown in fig. 4, since the reinforcement 415 functions to reinforce the first energy absorbing chamber 41, the reinforcement 415 also needs to be crushed after the first energy absorbing chamber 41 is crushed, and in order to allow the reinforcement 415 to be crushed while having a reinforcing function, the reinforcement 415 is provided with the deformation inducing rib 4151, and the direction of the deformation inducing rib 4151 is along the vehicle body width direction. When collision energy is transmitted to the reinforcement 415, the deformation inducing ribs 4151 induce the reinforcement 415 to deform and crush, thereby absorbing and buffering energy.

In some other embodiments, the deformation inducing ribs 4151 on the reinforcement 415 may be provided in the vehicle body height direction and perpendicular to the energy transmission direction, so long as they function to induce deformation of the reinforcement 415. The number of the deformation inducing ribs 4151 may be set to a plurality.

According to some embodiments of the present utility model, the vehicle further comprises a side sill 5 and a first wheel cover plate 6, wherein the upper side of the first wheel cover plate 6 is connected with the side sill 5, the lower side of the first wheel cover plate 6 is connected with the longitudinal beam 2, and a second energy absorption cavity 7 protruding along the height direction of the vehicle body is arranged on the first wheel cover plate 6.

Specifically, through setting up the second energy-absorbing chamber, the surplus energy after being absorbed by energy-absorbing box and first energy-absorbing subassembly further transmits to the second energy-absorbing chamber. As shown in fig. 5, the first wheel cover plate 6 is a front wheel cover plate front section 6, the second energy absorbing cavity 7 is a protruding structure provided on the first wheel cover plate 6, and the second energy absorbing cavity 7 may protrude upward in the vehicle body height direction or may protrude downward in the vehicle body height direction. After the collision energy is transferred to the second energy absorption cavity 7, the convex structure of the second energy absorption cavity 7 can enable the second energy absorption cavity 7 to be crushed, and further the collision energy is absorbed and buffered. The amount of the second energy-absorbing chamber 7 that absorbs the collision energy is influenced by the size of the area of the second energy-absorbing chamber 7. In some embodiments, the area of the second energy absorption cavity 7 may be adjusted according to the energy absorption requirements of the crash test.

According to some embodiments of the present utility model, the second energy absorbing chamber 7 is provided with a main plate body 71 and a flange 72, the main plate body 71 protrudes in the height direction of the vehicle body to form an energy absorbing portion of the second energy absorbing chamber 7, and the main plate body 71 is connected to the first wheel cover plate 6 through the flange 72.

Specifically, as shown in fig. 1 and 5, the upper side of the first wheel cover plate 6 is connected with the side beam 5, the second energy absorbing cavity 7 is disposed at a position close to the side beam 5, the main plate body 71 of the second energy absorbing cavity 7 is a protruding structure along the height direction of the vehicle body, and the shape and the area of the protruding structure are not limited, so long as a semi-closed cavity with buffering and energy absorbing functions can be formed. In some embodiments, a portion of the flange 72 of the second energy-absorbing cavity 7 is connected to the first wheel cover plate 6, another portion of the flange is adjacent to the side rail 5, and another portion of the flange 72 adjacent to the side rail 5 is connected to the side rail 5. In some other embodiments, the second energy-absorbing chamber 7 may also be provided entirely on the first wheel housing plate 6, and the peripheral flange 72 entirely connects with the first wheel housing plate 6. In still other embodiments, the second energy absorbing cavity 7 may also extend to the stringers 2 and be connected to the stringers 2, increasing the area of the second energy absorbing cavity 7, improving energy absorption and cushioning.

According to some embodiments of the present utility model, the vehicle further comprises a second wheel cover plate 81, a wheel cover connecting plate 82 and a front wall plate 83, wherein one end of the second wheel cover plate 81 is connected with the first wheel cover plate 6, the other end of the second wheel cover plate is connected with the front wall plate 83, the wheel cover connecting plate 82 is connected with the second wheel cover plate 81 near one side outside the vehicle, the rear end of the wheel cover connecting plate 82 is connected with the front wall plate 83, and the wheel cover connecting plate 82, the front wall plate 83 and the second wheel cover plate 81 define a third energy absorbing cavity 8.

Specifically, as shown in fig. 5, a damper base plate 101 is further provided between the second wheel housing plate 81 and the side sill, the damper base plate 101 is connected to the side of the second wheel housing plate 81 which is close to the outside of the vehicle, the front end of the wheel housing connecting plate 82 is connected to the damper base plate 101, and the side of the wheel housing connecting plate 82 which is close to the outside of the vehicle is connected to the second wheel housing plate 81. The wheel cover connecting plate 82 extends rearward from the front end and is bent downward to form a first bent portion 821, and is further bent rearward after being bent downward to form a second bent portion 822, forming a Z-shaped wheel cover connecting plate 82 and connecting the rear end with the dash panel 83. The upper edge of the second wheel cover plate 81 is connected with the side beam 5, and the Z-shaped wheel cover connecting plate 82, the front coaming 83, the second wheel cover plate 81 and the side beam 5 define a semi-closed third energy absorption cavity 8. The damper base plate 101 has a high strength and can support the wheel cover connecting plate 82, but the third energy absorbing chamber 8 cannot be crushed during a collision. In some embodiments, at least one deformation inducing rib is provided on the overlapping surface of the wheel cover connecting plate 82 and the damper base plate 101, and at least one deformation inducing rib is also provided on the damper base plate 101, the deformation inducing ribs being provided in the vehicle body width direction. The provision of the deformation inducing ribs enables the shock absorber seat plate 101 having a greater strength to be easily crushed when energy is transmitted to the third chamber 8.

In some other embodiments, the rear end of the wheel cover connecting plate 82 extends toward the vehicle interior side, is connected to the gutter 103, the first wheel cover plate 6 is a front wheel cover plate front section 6, the second wheel cover plate 81 is formed by connecting a front wheel cover plate rear section 811 and a front wheel cover rear connecting plate 812, the front end of the front wheel cover plate rear section 811 is connected to the front wheel cover plate front section 6, the rear end of the front wheel cover plate rear section 811 is connected to the front wheel cover rear connecting plate 812, and the side of the wheel cover connecting plate 82 near the vehicle exterior is connected to the front wheel cover rear connecting plate 812. In still other embodiments, the rear end of the wheel cover connecting plate 82 is connected to the front windshield lower cross member 104, the rear end of the front windshield lower cross member 104 is connected to the dash panel 83, and the wheel cover connecting plate extends toward the vehicle interior side and is connected to the gutter 103. In still other embodiments, the wheel cover attachment plate 82 is attached to the side rail 5 near the outboard side. Specifically, the end of the gutter 103 near the first wheel cover plate 6 may be provided in a stepped or wavy shape for inducing crushing and absorbing energy. The length of the cavity of the third cavity energy absorbing cavity 8 along the length direction of the vehicle body is more than or equal to 140mm so as to ensure enough energy absorbing space.

Further, as a specific embodiment, the damper seat plate 101 includes a seat plate body and a seat plate flange, the seat plate flange is connected with the second wheel cover plate 81, the damper seat plate 101 and the wheel cover connecting plate 82 define a transition energy absorbing cavity 10, the transition energy absorbing cavity 10 is located before the third energy absorbing cavity 8, after the second energy absorbing cavity 7 is crushed, energy is transferred to the transition energy absorbing cavity 10, and after the transition energy absorbing cavity 10 is crushed, energy is further transferred to the third energy absorbing cavity 8. In order to strengthen the strength of the transition energy absorption cavity 10, a transition energy absorption cavity reinforcing bracket 10 is arranged on the second wheel cover plate 81, the transition energy absorption cavity reinforcing bracket 10 is arranged along the height direction of the vehicle body, the upper end of the transition energy absorption cavity reinforcing bracket is connected with the shock absorber seat plate, and the lower end of the transition energy absorption cavity reinforcing bracket is connected with the longitudinal beam. The arrangement of the transition energy absorption cavity reinforcing support 10 can effectively increase the strength of the transition energy absorption cavity 10.

According to some embodiments of the present utility model, at least one energy absorber 84 is disposed within the third energy absorbing chamber 8.

Specifically, as shown in fig. 9, the third energy-absorbing cavity 8 is close to the dash panel 83 and the a pillar, and no effective reinforcement structure is provided in the third energy-absorbing cavity 8, which results in a large energy intrusion amount of the third energy-absorbing cavity 8, and is easy to crush, thereby causing a risk of bending the a pillar, and at least one energy-absorbing member 84 is provided in the third energy-absorbing cavity 8, so that the energy-absorbing effect of the third energy-absorbing cavity 8 can be effectively enhanced. The structure of the energy absorbing member 84 of the third energy absorbing chamber 8 may be the same as that of the first energy absorbing box 31 or the second energy absorbing box 32, in some specific embodiments, two energy absorbing members, namely, a first energy absorbing member 841 and a second energy absorbing member 842, are arranged in the third energy absorbing chamber 8 in parallel along the width direction of the vehicle body, and are arranged behind the transition energy absorbing chamber 10, and after the transition energy absorbing chamber 10 is crushed, energy can be transferred into the energy absorbing member 84. At least one deformation inducing rib is provided on each energy absorbing member 84 to enable the energy absorbing members 84 to be sufficiently crushed during a crash. The first energy absorbing member 841 near the vehicle exterior side may be connected to the side sill 5 by bolting or welding, and may be connected to the dash panel 83, and the second energy absorbing member 842 near the vehicle interior side may be connected to the dash panel 83 by bolting or welding, and may be connected to the gutter 103. The position and size of the energy absorber 84 can be adjusted as required, and the installation position is not interfered with the installation of the wiper motor and the overturning of the cabin cover.

In some other embodiments, the energy absorbing member 84 may be disposed under the third energy absorbing cavity 8 at the same time, and the energy absorbing member 84 has the same structure as the first energy absorbing box 31 or the second energy absorbing box 32, and is capable of absorbing energy transferred to the third energy absorbing cavity 8 when the third energy absorbing cavity 8 is crushed. The energy absorbing member 84 below the third energy absorbing chamber 8 may be connected to the dash panel 83 or may be connected to the second wheel cover panel 81.

According to some embodiments of the present utility model, the side sill 5 includes a side sill inner plate 51 and a side sill outer plate 52, the rear end of the side sill inner plate 51 is connected to an a pillar inner plate 92, the rear end of the side sill outer plate 52 is connected to an a pillar outer plate 91, and a fourth energy absorbing cavity 9 is formed between the side sill inner plate 51 and the side sill outer plate 52.

Specifically, as shown in fig. 10, the side sill inner plate 51 and the side sill outer plate 52 are part of connection plates of the side sill 5 near one end of the a pillar, the upper edge and the lower edge of the side sill outer plate 52 are provided with side sill flanges, and the side sill inner plate 51 and the side sill outer plate 52 are connected with each other through the side sill flanges and define the fourth energy absorbing cavity 9. The side sill inner panel 51 is connected to the a pillar inner panel 92, and the a pillar outer panel 91 is divided into an upper a pillar outer panel 911 and a lower a pillar outer panel 912, and the upper portion of the rear end of the side sill outer panel 52 is connected to the upper a pillar outer panel 911 and the lower portion of the rear end of the side sill outer panel 52 is connected to the lower a pillar outer panel 912. The fourth energy absorption cavity 9 can fully absorb the collision energy transferred from the front of the automobile, and is connected with the A column to transfer the collision energy to the A column, so that the front wall and the passenger cabin are prevented from being crashed by collision, and a larger living space is provided for the passenger cabin.

In another aspect, an embodiment of the present utility model provides a vehicle, including the above-described vehicle body energy absorbing structure. According to the vehicle provided by the utility model, by arranging the vehicle body energy absorption structure, when the front cabin of the vehicle is impacted, impact energy is sequentially transmitted to the first energy absorption box 31, the second energy absorption box 32, the first energy absorption assembly 4, the second energy absorption cavity 7, the third energy absorption cavity 8 and the fourth energy absorption cavity 9, and the impact energy is transmitted to the A column through the connection of the fourth energy absorption cavity 9 and the A column, so that the crushing of the member cabin is avoided, and a larger living space is provided for the passenger cabin.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present utility model, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the utility model.

Claims (10)

1. A vehicle body energy absorbing structure, comprising:

an anti-collision beam (1) and a longitudinal beam (2) which are connected with each other;

the energy absorption box (3) is arranged on the anti-collision beam (1);

The energy absorption box comprises a longitudinal beam (2) and a first energy absorption assembly (4), wherein the first energy absorption assembly (4) is arranged on the outer side of the longitudinal beam (2), the first energy absorption assembly (4) is arranged at the rear of the energy absorption box (3), a first energy absorption cavity (41) is formed in the first energy absorption assembly (4), and the first energy absorption cavity (41) is used for absorbing energy transmitted to the first energy absorption assembly (4) by the energy absorption box (3) during collision.

2. The vehicle body energy absorbing structure of claim 1, wherein said first energy absorbing assembly (4) comprises a front sealing plate (411), a rear sealing plate (412), side sealing plates (413) and a lower sealing plate (414), said longitudinal beam (2) comprising a longitudinal beam outer plate (21), said front sealing plate (411), said rear sealing plate (412), said side sealing plate (413), said lower sealing plate (414) and said longitudinal beam outer plate (21) defining said first energy absorbing cavity (41).

3. The vehicle body energy absorbing structure of claim 2, wherein said first energy absorbing assembly (4) further comprises a reinforcement (415), said reinforcement (415) being connected to said outer rail panel (21), said reinforcement (415) being disposed within said first energy absorbing cavity (41).

4. A vehicle body energy absorbing structure as claimed in claim 3, wherein the outer wall of the reinforcement member (415) is provided with deformation inducing ribs (4151), the deformation inducing ribs (4151) extending in the vehicle body width direction.

5. The vehicle body energy absorbing structure as claimed in claim 4, further comprising a side sill (5) and a first wheel cover plate (6), wherein an upper side of the first wheel cover plate (6) is connected to the side sill (5), a lower side of the first wheel cover plate (6) is connected to the side member (2), and a second energy absorbing cavity (7) protruding in a vehicle body height direction is provided on the first wheel cover plate (6).

6. The vehicle body energy absorbing structure as claimed in claim 5, wherein the second energy absorbing chamber (7) is provided with a main plate body (71) and a flange (72), the main plate body (71) protrudes in a vehicle body height direction, and the main plate body (71) is connected with the first wheel cover plate (6) through the flange (72).

7. The vehicle body energy absorbing structure as claimed in claim 5, further comprising a second wheel cover plate (81), a wheel cover connecting plate (82) and a dash panel (83), wherein one end of the second wheel cover plate (81) is connected to the first wheel cover plate (6), the other end is connected to the dash panel (83), the wheel cover connecting plate (82) is connected to the second wheel cover plate (81) near an outer side of the vehicle, the rear end of the wheel cover connecting plate (82) is connected to the dash panel (83), and the wheel cover connecting plate (82), the dash panel (83) and the second wheel cover plate (81) define a third energy absorbing chamber (8).

8. The vehicle body energy absorbing structure of claim 7, wherein at least one energy absorbing member (84) is disposed within said third energy absorbing cavity (8).

9. The vehicle body energy absorbing structure of claim 5, wherein said side sill (5) includes a side sill inner plate (51) and a side sill outer plate (52), said side sill inner plate (51) rear end is connected to an a pillar inner plate (92), said side sill outer plate (52) rear end is connected to an a pillar outer plate (91), and a fourth energy absorbing cavity (9) is formed between said side sill inner plate (51) and said side sill outer plate (52).

10. A vehicle comprising a body energy absorbing structure as claimed in any one of claims 1 to 9.