00:00Safety above all is a product development principle that we at Xiaomi Auto have always adhered to.
00:05Both Active Safety Assistance and Passive Safety fall under the scope of safety design.
00:10Assistance refers to vehicle safety technologies that use sensors to implement sensing, algorithms for recognition, decision making, and planning, and
00:18execution to intervene, proactively preventing and reducing the risk of vehicle collisions.
00:24Passive Safety, on the other hand, is about protecting the safety of occupants in the cabin as much as possible
00:29through body structural safety design when a collision is unavoidable.
00:33In its Passive Safety design, Xiaomi has adopted a design philosophy that balances both flexibility and rigidity.
00:40First, energy-absorbing deformation zones are designed into the front, rear, and sides of the vehicle body.
00:46These absorb a large amount of energy impact when a collision occurs.
00:50Meanwhile, high-strength materials form non-deformable zones to withstand the energy that cannot be absorbed.
00:57The two work together to protect the safety of vehicle occupants.
01:02Recently, the Xiaomi SU-7 completed an MPDV frontal 50% offset collision test with collision energy reaching 1.44
01:10times the standard requirement.
01:12This collision test represents one of the most common types of frontal collision accidents.
01:16Its standard collision speed is 50 km per hour.
01:21However, we adopted a speed of 60 km per hour.
01:25The relative speed reached 120 km per hour.
01:28This is equivalent to a head-on collision on a city road, with even more severe conditions.
01:32The Xiaomi SU-7's performance in this collision test earned it a Pea Safety Challenge Success certificate issued by professional
01:39institutions.
01:40This means that in the face of vehicle head-on collisions, which have a high occurrence rate and a high
01:45proportion of severe accidents on Chinese roads,
01:47and in high-risk accident scenarios, the performance of the Xiaomi SU-7 can provide our users with better safety
01:53protection capabilities.
01:56Today, we have brought the experimental vehicle from this collision test to the site.
02:05Combined with a complete Xiaomi SU-7, we will gradually disassemble it to provide an in-depth interpretation of the
02:11Xiaomi SU-7's passive safety.
02:26When a frontal collision occurs, the first line of defense is the 7-series aerospace-grade aluminum bumper beam.
02:32This type of aluminum material was once widely used in the manufacturing of rocket and aircraft components.
02:38Not only is it lightweight, but its strength and performance are also outstanding.
02:42Beyond the high-strength selection, the entire front bumper beam has a width of 1,490 millimeters, covering 76%
02:50of the vehicle's width.
02:51This provides a larger and more comprehensive range of protection for the entire vehicle width.
02:55Its interior adopts a mu-shaped extrusion structure, which can further increase its bending resistance.
03:01The middle part uses an arc design to ensure performance stability.
03:07In the event of a collision, the bumper beam can effectively absorb collision energy and direct the impact force to
03:13the energy-absorbing boxes.
03:16This allows the energy-absorbing structure to deform according to the design safety path.
03:21It channels the collision energy to positions with better energy absorption performance, and it ensures the impact force is conducted
03:28to the non-deformable zones to provide protection.
03:31To absorb as much energy as possible, remove the bumper beam to reveal two symmetrical 6-series aluminum alloy energy
03:38-absorbing boxes.
03:41Their total deformable length reaches 280 millimeters, with a cross-sectional area of 14,275 square millimeters.
03:49The interior utilizes a field-shaped cross-section structure.
03:53This design ensures more uniform force distribution, effectively enhancing the section's compression resistance and energy absorption.
04:00This maximizes impact energy absorption.
04:03On the sides of the energy-absorbing boxes, we designed a crease structure.
04:09By precisely setting the position and shape of these induction grooves, we ensure the boxes collapse exactly along the preset
04:15path during a collision, effectively completing energy-absorption and directional motion.
04:21It also efficiently channels impact force to the rear longitudinal beams, avoiding unnecessary damage to other body structures.
04:29Opening the front hood, you can see the integrated die-cast aluminum triangular beam from above.
04:34This is a proprietary Xiaomi structure that won the Best Structure Award at the 2025 International Die Casting Competition of
04:40the North American Die Casting Association.
04:41It is rigidly connected to the integrated die-cast suspension towers on both sides and the upper cross-beam of
04:47the firewall.
04:47This forms a three-dimensional, web-like ring pad.
04:50It allows collision forces to be distributed along optimized paths to the sides and rear of the vehicle body.
04:56This reduces the direct impact force on the passenger cabin, dissipating as much collision energy as possible before it reaches
05:02the deformable zones.
05:05The upper suspension tower domes and the integrated die-cast triangular beam together form the upper load path for the
05:12vehicle front.
05:14Removing the triangular beam and other front compartment components, we can see the front longitudinal beams connected to the front
05:19bumper beam and energy-absorbing boxes.
05:21The front longitudinal beams, energy-absorbing boxes, and front bumper beam make up the middle load path for the vehicle
05:27front.
05:29The front longitudinal beams are the most critical load transfer paths for frontal collisions.
05:33A new generation of excellent longitudinal beam designs provides high occupant protection performance and outstanding energy absorption efficiency.
05:40The total length of the longitudinal beams reaches 760 millimeters, providing ample space for energy-absorbing deformation.
05:47Follow me.
05:50The most important factor for longitudinal beam deformation is stability.
05:54It must deform according to the safety design mode to achieve maximum energy efficiency.
05:59We use a combination of materials with different strengths for the inner and outer walls, along with variable cross-section
06:04dimensioning, combined with the layout design of folding induction grooves.
06:07During a collision, this effectively guides the beam to complete a three-stage folding, resulting in more thorough and stable
06:13deformation.
06:13This significantly improves energy absorption, allowing the vehicle to strictly fulfill energy absorption and transfer tasks under collision forces from
06:21different directions according to safety principles.
06:24Continuing the disassembly, we can see the subframe located at the bottom.
06:28This is the lower load path for the vehicle front.
06:31The more forced transmission paths there are, the less local deformation occurs under stress.
06:36The upper, middle, and lower load paths all played a very important role in this test.
06:45After dismantling the front deformation zone, next, we can see the non-deformable zones surrounding the passenger cabin.
06:52First is the rigid structure connecting the base of the front longitudinal beams and the front bulkhead, which must withstand
06:58impacts.
06:59The high-strength front bulkhead of the new SU-7 is made of 1,500 MPa hot-formed steel, creating
07:06a design that spans between the left and right beams, like a shield across the entire width.
07:10At both ends, there are 2,000 MPa triangular reinforcement plates.
07:14By connecting the left and right A-pillars and the bases of the longitudinal beams, it provides powerful support for
07:20the high-strength bulkhead, transferring impact forces to the A-pillars and the door sill beams below, using rigid strength
07:27to withstand impacts, reduce front-end deformation, and protect occupants.
07:31There is also a 2,200 MPa high-strength material forming the internal anti-roll page.
07:38Embedded inside the body, covering from the A-pillar to the C-pillar, it integrates the inner and outer structures,
07:44providing higher-strength load paths and better ensuring the integrity of the passenger cabin.
07:49At the same time, when dealing with vehicle rollovers or impacts to the A-pillar, the internal anti-roll cage
07:55provides better protection for the cabin, significantly reducing the risk of A-pillar deformation, bending, and fracturing.
08:04Thereby providing more sufficient.
08:13Next, we can see that 2,200 MPa's ultra-high-strength steel is also applied to the side impact beams
08:20inside the door panels.
08:21Together with the internal anti-roll cage, they protect the passenger cabin.
08:25The doors of the new Xiaomi Su7 have also been completely upgraded, equipped with triple-safety redundant door handles.
08:31Its core is the coordination between the mechanical structure and the electronic control system.
08:38It is equipped with two mechanical cables connecting the exterior door handle and the internal mechanical release, as well as
08:44an added backup power supply.
08:49Even in extreme collision scenarios where the power battery and low-voltage battery fail instantly, the backup power can still
08:55unlock the doors while switching the exterior door handle to a mechanical connection.
09:06In addition to this, the airbag configuration is also very important.
09:10The total number of airbags in the new Su7 has been increased from 7 to 9, and the newly added
09:16rear-side airbags can provide more comprehensive protection for rear passengers in the event of a side collision.
09:22At the same time, we also insist on developing protection for female occupants.
09:27Safety designs such as seating position, airbag size, and seat belt limits have all been targeted for optimization to achieve
09:33safety equality.
09:45Battery safety is one of the most important passive safety designs for electric vehicles.
09:50To protect the battery, we first designed a 1500 MPa anti-collision beam under the subframe.
10:00The underbody shield also adds an anti-gravel impact coating, effectively protecting against external debris impacts.
10:11The new generation C2B integrated battery pack acts as a rigid part of the vehicle body, significantly enhancing overall torsional
10:18rigidity.
10:19Compared to traditional body structures, this provides an improvement of over 50%.
10:24The battery pack integrates two 1500 MPa seat cross-members and two 2000 MPa floor cross-members.
10:33Together with the extruded aluminum battery frame and the outermost nine-cavity aluminum sill beam, they form a three-layer
10:39lateral protection.
10:40This effectively protects the battery pack during side impact collisions.
10:46Such a structure significantly reduces the risk of battery pack compression and damage.
11:18We often say that safety is paramount.
11:21And this has never been just a slogan.
11:24We have incorporated extensive safety designs into our passive safety systems.
11:30The front compartment features three upper, middle, and lower load paths to scientifically conduct forces and fully absorb impact energy.
11:391500 MPa high-strength front bulkhead.
11:432200 MPa interior doorframe reinforcements and door beams work together to protect occupant safety.
11:49The battery top cover, cross-members, frame, underbody shield, and bulletproof coating provide multi-dimensional protection, further upgraded by a
11:58triple-lock door handle design.
12:01There are also numerous safety designs, including a three-section rear floor that incorporates large pressure cast components.
12:08The next generation is built upon the excellent five-star safety design standards of the previous generation.
12:14By using more robust materials, more scientific safety designs, and more comprehensive considerations.
12:26We continuously improve passive safety capabilities so that every user can enjoy peace of mind.
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