Force transmission assembly, shock tower device, vehicle, and vehicle control method

Abstract

The present invention relates to a force transmission assembly, a shock tower assembly, a vehicle, and a vehicle control method. The force transmission assembly includes a housing, an ejection assembly, and a driver. The housing is fixed to the vehicle; the ejection assembly is connected to the housing and can move relative to the housing; the driver is connected to the housing and can drive the ejection assembly from a first position to a second position when the vehicle is hit by an obstacle. When the ejection assembly is in the second position, the ejection assembly contacts the obstacle and is subjected to a reverse thrust from the obstacle, so that the ejection assembly pushes the vehicle away from the obstacle under the action of the reverse thrust. The present invention can prevent damage to the structure of the vehicle's passenger compartment, ensuring the safety of the driver and passengers in the passenger compartment.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a force transmission component, a shock-absorbing tower seat device, a vehicle and a vehicle control method. Background Art

[0002] 25% offset collisions are a common type of collision in vehicle collisions. In related technologies, when a vehicle experiences a 25% offset collision, the front cabin and chassis structures are typically used to absorb the impact force or redirect the force to mitigate the impact. However, this approach can damage the front end of the vehicle and the driver's cabin structure when the impact force is high, potentially posing a threat to the safety of the driver and passengers. Summary of the Invention

[0003] This application provides a force transmission assembly, a shock tower assembly, a vehicle, and a vehicle control method to at least address the technical problem of a vehicle collision posing a threat to the safety of drivers and passengers. The technical solutions employed by the present invention are as follows:

[0004] According to a first aspect of the present application, a force transmission assembly is provided for a vehicle, the force transmission assembly including a housing, an ejection assembly, and a driver, wherein the housing is used to be fixed to the vehicle; the ejection assembly is connected to the housing and can move relative to the housing; the driver is connected to the housing, and when the vehicle is hit by an obstacle, the driver can drive the ejection assembly to move from a first position to a second position; when the ejection assembly is in the second position, the ejection assembly contacts the obstacle and is subjected to a reverse thrust from the obstacle, so that the ejection assembly pushes the vehicle away from the obstacle under the action of the reverse thrust.

[0005] According to the above technical approach, when a vehicle is struck by an obstacle, the driver can drive the ejection assembly from a first position to a second position. When the ejection assembly reaches the second position, it contacts and compresses the obstacle, causing the obstacle to generate a reaction force on the ejection assembly, namely, reverse thrust. At the same time, because the driver exerts a driving force on the ejection assembly, the reverse thrust exerts a thrust on the driver and housing, thereby generating a thrust on the vehicle, propelling the vehicle away from the obstacle, thereby separating the vehicle from the obstacle, preventing the vehicle from being repeatedly struck by the obstacle, and thus avoiding damage to the vehicle's cabin structure, thereby ensuring the safety of the driver and passengers within the cabin.

[0006] In one possible embodiment, the ejection assembly includes a sliding member and a pushing member, the sliding member is slidably connected to the housing, and the driver can drive the sliding member to slide so that the ejection assembly moves relative to the housing; the pushing member is connected to the sliding member, and when the ejection assembly is in the second position, the pushing member contacts the obstacle and is subjected to a reverse thrust from the obstacle.

[0007] According to the above technical means, the ejection assembly includes a sliding member and a pushing member, so that the structure of the ejection assembly can be made simpler, thereby facilitating the assembly and setting of the ejection assembly.

[0008] In one possible embodiment, the pushing member includes a guide rod and a push block, one end of the guide rod is connected to the sliding member; the other end of the guide rod is connected to the push block, and when the ejection assembly is in the second position, the push block contacts the obstacle and is subjected to a reverse thrust from the obstacle.

[0009] According to the above technical means, through the setting of the guide rod and the push block, when the vehicle collides with an obstacle, the push block can contact the obstacle more quickly, and then push the vehicle away from the obstacle more quickly to reduce damage to the vehicle.

[0010] In a possible embodiment, the shell is provided with a receiving cavity and a through hole connected to the receiving cavity; the sliding member is located in the receiving cavity and can slide in the receiving cavity; the guide rod is passed through the through hole; and the push block is located outside the receiving cavity.

[0011] According to the above technical means, in the process of the sliding member pushing the push block to the second position through the guide rod, the guide rod can slide in the through hole to guide the push block through the cooperation between the guide rod and the through hole, so as to avoid the push block shaking or offsetting and affecting the effect of pushing the vehicle sideways.

[0012] In a possible embodiment, there are multiple guide rods, which are spaced apart along a first direction perpendicular to the sliding direction of the sliding member; there are multiple through holes, and one guide rod is passed through one through hole.

[0013] According to the above technical means, the cooperation between the multiple guide rods and the multiple through holes can improve the guiding effect of the push block.

[0014] In one possible embodiment, the driver includes an electromagnetic driver, the sliding member includes a magnetic member, the electromagnetic driver is located on the side of the magnetic member facing away from the push block, and when the vehicle is hit by an obstacle, the polarity of the end of the electromagnetic driver facing the magnetic member is the same as the polarity of the end of the magnetic member facing the electromagnetic driver.

[0015] According to the above technical means, as long as the electromagnetic drive component is continuously energized, it can ensure that the electromagnetic drive component continues to generate a force toward the obstacle on the magnetic component, thereby increasing the contact time between the push block and the obstacle, so that the push block can fully receive the reverse thrust of the obstacle and effectively transmit the reverse thrust to the electromagnetic drive component, thereby effectively transmitting the reverse thrust to the vehicle to effectively push the vehicle sideways.

[0016] In one possible embodiment, the driver is located on the side of the sliding member facing away from the push block; the driver includes a housing, explosives and a detonator, the housing is provided with an explosion chamber and an air jet connected to the explosion chamber, the air jet is directed toward the sliding member; the explosive is provided in the explosion chamber; the detonator is used to detonate the explosive so that the explosive generates gas, and the gas can generate continuous thrust on the sliding member.

[0017] According to the above technical means, the explosive is detonated by the detonator to generate gas, which can generate a large thrust on the sliding member, thereby pushing the sliding member to move quickly toward the obstacle, and then quickly pushing the vehicle sideways.

[0018] In a possible embodiment, the sliding member is sealedly connected to the inner wall surface of the accommodating cavity.

[0019] According to the above technical means, the gas generated after the explosion of the explosive will not leak from the gap between the sliding part and the inner wall surface of the accommodating cavity, so that more gas can be used to push the sliding part to slide, thereby increasing the thrust of the sliding part received by the gas and making the sliding part quickly contact the obstacle.

[0020] In a possible implementation, along the height direction of the vehicle, a size of the accommodating cavity is greater than or equal to 160 mm and less than or equal to 200 mm.

[0021] According to the above technical means, the space of the accommodating cavity is large, so that enough explosives can be placed in the accommodating cavity so that the gas generated by the explosion of the explosives can exert thrust on the sliding part for a long enough time so that the ejection assembly can effectively push the vehicle sideways.

[0022] In a possible implementation manner, the duration of the thrust generated by the gas on the sliding member is greater than or equal to 25 ms and less than or equal to 30 ms.

[0023] According to the above technical means, the duration of the thrust generated by the gas on the sliding member is within the above range, which can ensure that the sliding member is in full contact with the obstacle, so that the ejection assembly can effectively push the vehicle sideways.

[0024] In a possible implementation, an angle between a direction in which the ejection assembly moves from the first position to the second position and a direction from the front end of the vehicle to the rear end is greater than 90° and less than 180°.

[0025] According to the above technical means, the reverse thrust generated by the obstacle on the ejection assembly will have a component in the length direction of the vehicle, thereby reducing the impact on the vehicle.

[0026] According to the second aspect provided by the present application, a shock-absorbing tower seat device is provided, including a shock-absorbing tower seat body and a force transmission assembly, the shock-absorbing tower seat body is provided with an installation cavity with an opening on one side; the force transmission assembly is arranged in the installation cavity, and the ejection assembly can extend to the outside of the installation cavity through the opening of the installation cavity.

[0027] In a possible implementation, the ejection assembly includes a sliding member and a pushing member, the sliding member is located in the installation cavity, the pushing member is connected to the sliding member, and at least a portion of the pushing member is located at the opening of the installation cavity.

[0028] According to the above technical means, the installation cavity can provide a certain degree of protection for the pusher. Moreover, when the vehicle collides with an obstacle, the pusher can quickly move to the outside of the installation cavity and contact the obstacle to quickly push the vehicle away from the obstacle.

[0029] According to a third aspect provided by the present application, a vehicle is provided, including a vehicle body and a shock tower assembly, wherein the shock tower assembly is connected to the vehicle body.

[0030] In one possible embodiment, the vehicle further includes a sensor and a controller, wherein the sensor is connected to the shock tower body of the shock tower assembly for detecting a collision signal of the vehicle; the controller is electrically connected to the sensor and to the force transmission component of the shock tower assembly; the controller is configured to: obtain a collision signal and determine whether the vehicle is collided with an obstacle; if the vehicle is collided with an obstacle, control the force transmission component of the vehicle to start, and the driver of the force transmission component drives the ejection component of the force transmission component to move from a first position to a second position to move the vehicle away from the obstacle.

[0031] In one possible embodiment, the vehicle body includes an anti-collision beam, an energy absorption box and a longitudinal beam, the anti-collision beam is arranged along the width direction of the vehicle; the energy absorption box is connected to the side of the anti-collision beam toward the rear end of the vehicle; the longitudinal beam is connected to the side of the energy absorption box facing away from the anti-collision beam and is arranged along the length direction of the vehicle; the shock tower seat device is connected to the longitudinal beam, and the opening of the installation cavity faces the outer edge of the vehicle in the width direction.

[0032] In one possible embodiment, the vehicle body further includes a pillar and a support beam, one end of the pillar is connected to the longitudinal beam, and the other end of the pillar is used to connect to the chassis of the vehicle; the support beam is located at the outer edge of the vehicle and is located on one side of the shock absorber tower seat device in the width direction of the vehicle, one end of the support beam is connected to the pillar, and the other end of the support beam is used to connect to the A-pillar of the vehicle.

[0033] In one possible embodiment, the angle between the depth direction of the mounting cavity of the shock-absorbing tower seat device and the inner surface of the support beam is greater than 90° and less than 180°, and the opening of the mounting cavity is closer to the front end of the vehicle relative to the bottom wall surface of the mounting cavity; the direction in which the ejection assembly of the shock-absorbing tower seat device moves from the first position to the second position is consistent with the depth direction of the mounting cavity.

[0034] In one possible embodiment, the support beam includes an arc segment and a straight segment, one end of the arc segment is connected to the pillar, and the arc segment is arched toward the front end of the vehicle; the other end of the arc segment is connected to one end of the straight segment, and the other end of the straight segment is connected to the A-pillar of the vehicle; the straight segment is located on the upper side of the pillar; and the mounting cavity of the shock absorber tower seat device is located on the inner side of the arc segment.

[0035] In a possible embodiment, an avoidance through hole is provided on the support beam; the axial direction of the avoidance through hole is perpendicular to the plane of the opening of the installation cavity, and along the axial direction of the avoidance through hole, the projection of the ejection assembly does not exceed the projection range of the avoidance through hole.

[0036] According to the fourth aspect provided by the present application, a vehicle control method is provided, which is applied to a vehicle. The vehicle control method includes: obtaining collision information of the vehicle to determine whether the vehicle is hit by an obstacle; if the vehicle is hit by an obstacle, controlling the force transmission component of the vehicle to start, and the driver of the force transmission component drives the ejection component of the force transmission component to move from a first position to a second position to move the vehicle away from the obstacle.

[0037] Therefore, the above technical features of this application have the following beneficial effects:

[0038] (1) The present invention enables the driver to drive the ejection assembly to move from the first position to the second position when the vehicle is hit by an obstacle; when the ejection assembly is in the second position, the ejection assembly contacts the obstacle and is subjected to a reverse thrust from the obstacle, so that the ejection assembly pushes the vehicle away from the obstacle under the action of the reverse thrust, thereby separating the vehicle from the obstacle and preventing the vehicle from being continuously hit by the obstacle, thereby preventing the structure of the vehicle's cabin from being damaged and ensuring the safety of the driver and passengers in the cabin.

[0039] (2) The present invention makes the ejection assembly comprise a sliding member and a pushing member, which can make the structure of the ejection assembly relatively simple, thereby facilitating the assembly and setting of the ejection assembly.

[0040] (3) The present invention provides a guide rod and a push block. When a vehicle collides with an obstacle, the push block can contact the obstacle more quickly, thereby pushing the vehicle away from the obstacle more quickly, thereby reducing damage to the vehicle.

[0041] (4) The present invention utilizes the cooperation between the guide rod and the through hole. When the sliding member pushes the push block to move to the second position through the guide rod, the guide rod can slide in the through hole to guide the push block through the cooperation between the guide rod and the through hole, so as to avoid the push block shaking or deflecting and affecting the effect of pushing the vehicle sideways.

[0042] (5) The present invention can improve the guiding effect of the push block by cooperating with multiple guide rods and multiple through holes.

[0043] (6) The present invention provides an electromagnetic drive component and a magnetic component. As long as the electromagnetic drive component is continuously energized, the electromagnetic drive component can continuously generate a force toward the obstacle on the magnetic component, thereby increasing the contact time between the push block and the obstacle, so that the push block can fully receive the reverse thrust of the obstacle and effectively transmit the reverse thrust to the electromagnetic drive component, thereby effectively transmitting the reverse thrust to the vehicle, thereby effectively pushing the vehicle to move sideways.

[0044] (7) The present invention uses a detonator to detonate explosives to generate gas, which can generate a large thrust on the sliding member, thereby pushing the sliding member to move quickly toward the obstacle, and then quickly pushing the vehicle sideways.

[0045] (8) The present invention seals the sliding part to the inner wall of the accommodating chamber. After the explosive explodes, the generated gas will not leak from the gap between the sliding part and the inner wall of the accommodating chamber, so that more gas can be used to push the sliding part to slide, thereby increasing the thrust of the gas on the sliding part and allowing the sliding part to quickly contact the obstacle.

[0046] (9) The present invention can make the space of the accommodating chamber larger by making the size of the accommodating chamber greater than or equal to 160 mm and less than or equal to 200 mm, so that enough explosives can be placed in the accommodating chamber so that the gas generated by the explosion of the explosives can exert a thrust on the sliding part for a long enough time, so that the ejection assembly can effectively push the vehicle sideways.

[0047] (10) The thrust force generated by the gas on the sliding member of the present invention lasts longer than or equal to 25 ms and shorter than or equal to 30 ms, which can ensure that the sliding member is in full contact with the obstacle, so that the ejection assembly can effectively push the vehicle sideways.

[0048] (11) The present invention makes the angle between the direction in which the ejection assembly moves from the first position to the second position and the direction from the front end of the vehicle to the rear end greater than 90° and less than 180°, so that the reverse thrust generated by the obstacle on the ejection assembly has a component in the longitudinal direction of the vehicle, thereby reducing the impact on the vehicle.

[0049] It should be noted that the technical effects brought about by the implementation methods of the second to fourth aspects can be referred to the technical effects brought about by the corresponding implementation methods in the first aspect, and will not be repeated here.

[0050] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0052] Figure 1 is a schematic top view of the front end portion of a vehicle according to an exemplary embodiment;

[0053] Figure 2 yes Figure 1 A schematic side structural diagram of the front end portion of the vehicle shown in FIG;

[0054] Figure 3 yes Figure 1 Schematic diagram of the top view of the structure at A in the middle;

[0055] Figure 4 yes Figure 1 Schematic diagram of the structure at A in the middle, viewed from above;

[0056] Figure 5 yes Figure 1 Schematic diagram of the cross-sectional structure of the shock tower assembly in the vehicle when viewed from the front;

[0057] Figure 6 yes Figure 5 An enlarged schematic diagram of the ejector assembly in the structure at position B in the middle when it is in the first position;

[0058] Figure 7 is a schematic diagram of a top view of a shock-absorbing tower body according to an exemplary embodiment;

[0059] Figure 8 yes Figure 7 Schematic diagram of the side structure of the shock tower seat body shown in FIG;

[0060] Figure 9 yes Figure 7 A front structural diagram of the shock tower body shown in FIG;

[0061] Figure 10 is a schematic diagram of the overall structure of a force transmission assembly according to an exemplary embodiment;

[0062] Figure 11 yes Figure 10 Schematic diagram of the relationship between the driver of the force transmission assembly and the ejection assembly shown in;

[0063] Figure 12 yes Figure 10 Schematic diagram of the cross-sectional structure of the force transmission component shown in FIG;

[0064] Figure 13 yes Figure 5 An enlarged schematic diagram of the ejector assembly in the structure at position B in the middle when the ejector assembly is in the second position;

[0065] Figure 14 This is a simulation effect diagram showing a vehicle body frame resisting an obstacle during a collision according to an exemplary embodiment;

[0066] Figure 15 is a simulation effect diagram showing the sideways displacement of a vehicle by a force transmission component when the vehicle collides according to an exemplary embodiment;

[0067] Figure 16 yes Figure 1 A schematic diagram of the side view of the structure at A in the middle;

[0068] Figure 17 yes Figure 3 A magnified schematic diagram of the structure at point C in the middle;

[0069] Figure 18 is a flowchart of a control method according to an exemplary embodiment.

[0070] Reference numerals:

[0071] 10. Body; 101. Anti-collision beam; 102. Energy absorption box; 103. Longitudinal beam; 104. Pillar; 105. Support beam; 1051. First support beam; 1052. Second support beam; 1053. Avoidance hole; 1054. Straight segment; 1055. Curved segment; 106. Window frame; 107. Lower crossbeam; 108. A-pillar; 109. Front door;

[0072] 20. Shock-absorbing tower base device;

[0073] 1. Shock tower body; 11. First shock tower body; 12. Second shock tower body; 13. Mounting cavity;

[0074] 2. Force transmission assembly; 21. Shell; 211. Accommodating chamber; 212. Through hole; 22. Ejection assembly; 221. Sliding member; 222. Pushing member; 2221. Guide rod; 2222. Pushing block; 23. Driver; 231. Box; 2311. Explosion chamber; 2312. Jet port; 232. Explosive; 233. Detonator. DETAILED DESCRIPTION

[0075] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0076] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0077] 25% offset collisions are a common type of collision in vehicle collisions. In related technologies, when a vehicle experiences a 25% offset collision, the front cabin and chassis structures are typically used to absorb the impact force or redirect the force to mitigate the impact. However, this approach can damage the front end of the vehicle and the driver's cabin structure when the impact force is high, potentially posing a threat to the safety of the driver and passengers.

[0078] Based on this, the first aspect of the present application provides a vehicle. The vehicle can be a fuel vehicle, a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid vehicle, an extended-range electric vehicle, etc.

[0079] See also Figure 1 , Figure 1 The figure is a schematic top view of the front end of a vehicle according to an exemplary embodiment. The vehicle includes a vehicle body 10 and a shock tower assembly 20. The shock tower assembly 20 is connected to the vehicle body 10. The shock tower assembly 20 includes a shock tower body 1. The shock tower body 1 is used to connect to the vehicle's shock absorber. Specifically, one end of the shock absorber is connected to the shock tower body 1, and the other end of the shock absorber is connected to the vehicle's chassis to provide shock absorption for the vehicle. The vehicle's chassis is located on the lower side of the vehicle body 10.

[0080] In some embodiments, see Figure 2 , and combined with Figure 1 , Figure 2 yes Figure 1 , the vehicle body 10 includes an anti-collision beam 101, an energy absorption box 102, a longitudinal beam 103, a pillar 104, and a support beam 105. In some other embodiments, the vehicle body 10 may not include the pillar 104 and the support beam 105.

[0081] The anti-collision beam 101 is arranged along the width direction of the vehicle (eg Figure 1The anti-collision beam 101 is arranged in the direction X1 shown in the figure, that is, the ends of the anti-collision beam 101 are arranged along the width direction of the vehicle. The anti-collision beam 101 can be a straight structure or an arc structure. The anti-collision beam 101 can also be a straight structure in the middle part and an arc structure at both ends.

[0082] The crash box 102 is connected to the side of the crash beam 101 facing the rear end of the vehicle. The longitudinal beam 103 is connected to the side of the crash box 102 facing away from the crash beam 101 and is arranged along the length of the vehicle. In other words, the longitudinal beam 103 can extend along the length of the vehicle. In some examples, there are two longitudinal beams 103, which are spaced apart along the width of the vehicle.

[0083] The pillars 104 are connected to the longitudinal beams 103. The lower ends of the pillars 104 are connected to the vehicle chassis, and the upper ends of the pillars 104 are connected to the front ends of the support beams 105. The support beams 105 are located at the outer edges of the vehicle. They support the vehicle fenders. Exemplarily, there are two support beams 105, one of which is located on the side of one longitudinal beam 103 facing away from the other longitudinal beam 103, and the other support beam 105 is located on the side of the other longitudinal beam 103 facing away from one of the longitudinal beams 103. There are also two pillars 104, with one pillar 104 connected to the underside of each support beam 105.

[0084] The anti-collision beam 101, the energy absorption box 102, the longitudinal beam 103 and the support beam 105 form the bottom frame of the vehicle body 10. The bottom frame is connected to the chassis through the column 104, so that the chassis supports the vehicle body 10.

[0085] In some examples, such as Figure 3 and Figure 4 As shown, Figure 3 yes Figure 1 Schematic diagram of the top view of the structure at A in the middle. Figure 4 yes Figure 1 A schematic diagram of the structure at point A in the middle is viewed from above. The shock tower assembly 20 is connected to the longitudinal beam 103. Specifically, the shock tower body 1 is connected to the upper side of the longitudinal beam 103. In some examples, the shock tower assembly 20 is located between the anti-collision beam 101 and the lower crossbar 107 of the front windshield window frame 106.

[0086] The number of the shock tower seat bodies 1 can be two, and one shock tower seat body 1 is connected to the upper side of one longitudinal beam 103. The support beam 105 is located on one side of the shock tower seat device 20 in the width direction of the vehicle. For details, please refer to Figure 3The two shock tower bodies 1 are respectively a first shock tower body 11 and a second shock tower body 12, and the two support beams 105 are respectively a first support beam 1051 and a second support beam 1052. The first support beam 1051 is located on the side of the first shock tower body 11 facing away from the second shock tower body 12, and the second support beam 1052 is located on the side of the second shock tower body 12 facing away from the first shock tower body 11. In some examples, the side of the first shock tower body 11 facing away from the second shock tower body 12 overlaps with the first support beam 1051. The side of the second shock tower body 12 facing away from the first shock tower body 11 overlaps with the second support beam 1052.

[0087] When a vehicle is struck by an obstacle, such as a 25% offset collision, the vehicle's anti-collision beam 101 typically collides with the obstacle first. At this point, the energy absorption box 102 deforms, absorbing some of the collision energy and reducing damage to the longitudinal beam 103. Furthermore, the vehicle deflects after being impacted by the obstacle, causing the support beam 105 to collide with the obstacle, thereby reducing the impact force on the vehicle.

[0088] If the impact force on the vehicle is large and the support beam 105 is damaged, the vehicle body structure at the driver's cabin, such as the door, may collide with an obstacle, which may cause damage to the vehicle body structure at the driver's cabin and affect the personal safety of the passengers in the driver's cabin.

[0089] It should be noted that obstacles can be other vehicles, or stones, trees, buildings, etc. on the side of the road.

[0090] To avoid this, see Figure 5 and Figure 6 , Figure 5 yes Figure 1 , a schematic diagram of a cross-sectional structure of a shock tower assembly in a vehicle when viewed from the front, Figure 6 yes Figure 5 The enlarged schematic diagram of the ejection assembly in the structure at position B is in the first position. The shock tower assembly 20 includes a shock tower body 1 and a force transmission assembly 2.

[0091] See also Figure 7 、 Figure 8 and Figure 9 , Figure 7 FIG. 1 is a schematic diagram of a top view of a shock-absorbing tower body according to an exemplary embodiment. Figure 8 yes Figure 7 The side view of the shock tower seat body is shown in FIG. Figure 9 yes Figure 7 The front view of the shock tower seat body is shown in FIG. The shock tower seat body 1 is provided with an opening on one side (such as Figure 8 and Figure 9The mounting cavity 13 is provided with an opening M (shown in FIG. 2 ). The force transmission assembly 2 is disposed within the mounting cavity 13. When the vehicle is struck by an obstacle, the force transmission assembly 2 contacts the obstacle and receives a reverse thrust from the obstacle, thereby propelling the vehicle away from the obstacle, thereby preventing the obstacle from colliding with the vehicle's cabin structure and, in turn, protecting the driver and passengers from injury. The reverse thrust refers to the reaction force of the obstacle upon contact between the force transmission assembly 2 and the obstacle, i.e., the direction of the reverse thrust is from the obstacle toward the force transmission assembly 2.

[0092] By providing an installation cavity 13 on the shock tower seat body 1 and arranging the force transmission component 2 in the installation cavity 13, the force transmission component 2 can be protected by the shock tower seat body 1, and the structure and space of the shock tower seat body 1 can be reasonably utilized to reduce the space occupied by the force transmission component 2 on the vehicle body 10, thereby reducing the layout of various components of the vehicle body 10, thereby facilitating the arrangement of the force transmission component 2 and other components of the vehicle body 10.

[0093] Furthermore, since the support beam 105 is located at the edge of the vehicle and on one side of the shock tower assembly 20 in the width direction of the vehicle, the force transmission assembly 2 is disposed in the mounting cavity 13 of the shock tower body 1. This allows the support beam 105 to protect the force transmission assembly 2 and prevent the obstacle from directly hitting the force transmission assembly 2 and causing damage to the force transmission assembly 2 when the vehicle is hit by an obstacle.

[0094] In some embodiments, see Figure 10 、 Figure 11 and Figure 12 , Figure 10 is a schematic diagram of the overall structure of a force transmission component according to an exemplary embodiment. Figure 11 yes Figure 10 The diagram of the relationship between the driver of the force transmission component and the ejection component is shown in FIG. Figure 12 yes Figure 10 The cross-sectional structural diagram of the force transmission component shown in FIG. The force transmission component 2 includes a housing 21, a ejection component 22 and a driver 23. Please continue to refer to Figure 2 The housing 21 is fixed to the vehicle. Exemplarily, the housing 21 is disposed within the mounting cavity 13 of the shock tower body 1 and is fixedly connected to the shock tower body 1. The housing 21 can be connected to the mounting cavity 13 by an interference fit, or can be connected to the shock tower body 1 by screwing, welding, or the like. The housing 21 can have a box-like structure, a trough-like structure, a cover-like structure, or the like.

[0095] The ejection assembly 22 is connected to the housing 21 and is movable relative to the housing 21. The driver 23 is connected to the housing 21 and is capable of driving the ejection assembly 22 to move from a first position to a second position when the vehicle is hit by an obstacle.

[0096] See also Figure 13 , Figure 13 yes Figure 5 The enlarged schematic diagram of the ejection assembly in the structure at B is in the second position. When the ejection assembly 22 is in the second position, the ejection assembly 22 contacts the obstacle and is blocked by the obstacle (such as Figure 13 The reverse thrust of the obstacle N) is provided so that the ejection assembly 22 pushes the vehicle away from the obstacle under the action of the reverse thrust.

[0097] In this way, when the vehicle is struck by an obstacle, the driver 23 can drive the ejection assembly 22 from the first position to the second position. When the ejection assembly 22 moves to the second position, it contacts and squeezes the obstacle, causing the obstacle to generate a reaction force, or reverse thrust, on the ejection assembly 22. At the same time, because the driver 23 exerts a driving force on the ejection assembly 22, the reverse thrust exerts a thrust on the driver 23 and the housing 21, thereby generating a thrust on the vehicle, propelling the vehicle in a direction away from the obstacle, thereby separating the vehicle from the obstacle, preventing the vehicle from being repeatedly struck by the obstacle, and thus preventing damage to the vehicle's cabin structure, thereby ensuring the safety of the occupants within the cabin.

[0098] When ejector assembly 22 is in the first position, it is located inboard of the edge of the vehicle, meaning that along the height of the vehicle, ejector assembly 22 is blocked by vehicle body 10. In some examples, when ejector assembly 22 is in the first position, it is located within mounting cavity 13 of shock tower body 1. As ejector assembly 22 moves from the first position to the second position, it can extend out of mounting cavity 13 through the opening of mounting cavity 13.

[0099] See also Figure 14 and Figure 15 , Figure 14 This is a simulation effect diagram showing a vehicle body frame resisting an obstacle when a vehicle collides according to an exemplary embodiment. Figure 15 This is a simulation effect diagram showing the sideways movement of a vehicle when a collision occurs through a force transmission component according to an exemplary embodiment. Figure 14 It can be seen from the collision structure that the vehicle frame will be damaged to a larger area if it is forced to resist the obstacle. If the collision force is large, it may continue to damage the vehicle's A-pillar 108, front door 109, lower crossbeam 107 of the front windshield window frame 106 and other structures, thereby posing a threat to the safety of the driver and passengers. Figure 15It can be seen from the collision results that when a vehicle collides, the force transmission component pushes the vehicle sideways, and only the edge of the vehicle collides with the obstacle and is damaged. The damage to the vehicle's A-pillar 108, front door 109, lower crossbeam 107 of the front windshield window frame 106 and other structures is relatively small, which can reduce the damage to the driver and passengers and improve the safety of the driver and passengers.

[0100] For some examples, see Figure 2 The support beam 105 may include a straight segment 1054 and an arcuate segment 1055. One end of the arcuate segment 1055 is connected to the pillar 104, the other end of the arcuate segment 1055 is connected to one end of the straight segment 1054, and the other end of the straight segment 1054 is connected to the vehicle's A-pillar 108. In other words, the straight segment 1054 is connected to the side of the arcuate segment 1055 that is closer to the rear end of the vehicle.

[0101] The arcuate section 1055 arches toward the front end of the vehicle. The straight section 1054 is located above the pillar 104. The mounting cavity 13 of the shock tower assembly 20 is located inside the arcuate section 1055. Because the force transmission assembly 2 is located within the mounting cavity 13, it is located inside the arcuate section 1055.

[0102] In this way, when the vehicle collides with an obstacle, the energy absorption box 102 will first absorb part of the energy generated by the collision, and then the arc section 1055 of the support beam 105 will collide with the obstacle. At this time, since the arc section 1055 is arched toward the front end of the vehicle, that is, arched toward the front of the vehicle, the arc section 1055 will also unload part of the energy generated by the collision after colliding with the obstacle.

[0103] After the arc segment 1055 collides with an obstacle, the arc segment 1055 will be deformed. At this time, the force transmission component 2 can move the ejection component 22 from the first position to the second position according to the deformation of the arc segment 1055, so that the ejection component 22 contacts the obstacle and pushes the vehicle sideways, thereby reducing damage to the vehicle.

[0104] In some examples, since the support beam 105 is located at the edge of the vehicle and on one side of the shock tower assembly 20 in the width direction of the vehicle, the ejection assembly 22 may be blocked by the support beam 105 during its movement from the first position to the second position. To prevent the support beam 105 from blocking the ejection assembly 22, please refer to Figure 16 , Figure 16 yes Figure 1 In the side view of the structure at point A, support beam 105 is provided with a clearance hole 1053. The axial direction of clearance hole 1053 is perpendicular to the plane of the opening of mounting cavity 13, and the projection of ejector assembly 22 does not exceed the projection range of clearance hole 1053 along the axial direction of clearance hole 1053.

[0105] In some embodiments, to facilitate controlling the driver 23 to drive the ejection assembly 22 from the first position to the second position, the vehicle further includes a sensor and a controller. The sensor is connected to the vehicle body 10. For example, the sensor can be connected to the anti-collision beam 101, the support beam 105, or the shock tower body 1 of the shock tower assembly 20.

[0106] The sensor is used to detect collision signals of the vehicle. For example, the sensor can detect collision signals of the anti-collision beam 101 and the support beam 105. This application uses the example of a sensor connected to the shock tower body 1 to detect collision signals of the support beam 105.

[0107] In some examples, the sensor may be a displacement sensor. In this case, the collision signal detected by the sensor is a displacement signal. Specifically, when the sensor detects that the distance between the collision object and the sensor is smaller than the distance between the outer edge of the support beam 105 and the sensor, it indicates that the support beam 105 has collided with the obstacle. In other examples, the sensor may also be a strain sensor. In this case, the collision signal detected by the sensor is a deformation signal of the support beam 105. Specifically, the sensing surface of the sensor contacts the support beam 105. When the support beam 105 collides with the obstacle, the support beam 105 will deform after being hit by the obstacle, thereby causing the sensor to deform, so that the sensor detects the deformation signal of the support beam 105.

[0108] The controller is electrically connected to the sensor and is used to receive the collision signal detected by the sensor. The controller is electrically connected to the force transmission component of the shock tower device 20. Specifically, the controller is electrically connected to the driver 23 of the force transmission component 2.

[0109] The controller is configured to obtain a collision signal and determine whether the vehicle is hit by an obstacle; if the vehicle is hit by the obstacle, the force transmission component 2 of the vehicle is controlled to start, and the driver 23 of the force transmission component 2 drives the ejection component 22 of the force transmission component 2 to move from the first position to the second position to move the vehicle away from the obstacle.

[0110] In this way, the sensor can quickly identify whether the vehicle collides with an obstacle, and the controller can quickly respond after receiving the signal from the sensor to control the driver 23 to work, thereby quickly driving the ejection assembly 22 from the first position to the second position, so that the vehicle is quickly separated from the obstacle, reducing the damage caused by the obstacle to the vehicle, and reducing the damage caused by the obstacle to the driver and passengers.

[0111] The time from when the controller receives the collision signal from the sensor to when the driver 23 is controlled to drive the ejection assembly 22 to move to the second position can be less than or equal to 2 ms, so that the force transmission assembly 2 can quickly push the vehicle away and reduce damage to the vehicle.

[0112] In some embodiments, see Figure 17 , Figure 17 yes Figure 3 In order to more effectively separate the vehicle from the obstacle, the angle between the depth direction of the installation cavity 13 and the inner surface of the support beam 105 (such as Figure 17 The angle β shown in FIG is greater than 90° and less than 180°, and the opening of mounting cavity 13 is closer to the front end of the vehicle relative to the bottom wall of mounting cavity 13. In other words, relative to the inner surface of support beam 105, mounting cavity 13 gradually tilts toward the front end of the vehicle from the bottom wall toward the opening. The angle between the depth direction of mounting cavity 13 and the inner surface of support beam 105 can be 100°, 110°, 120°, 130°, 140°, 150°, 160°, 170°, and so on.

[0113] It should be noted that since the mounting cavity 13 has an opening on only one side, the inner wall surface of the mounting cavity 13 opposite the opening is the bottom wall surface of the mounting cavity 13. The depth direction of the mounting cavity 13 is the arrangement direction of the opening and the bottom wall surface of the mounting cavity 13. The inner surface of the support beam 105 is the side surface of the support beam 105 facing away from the outer edge of the vehicle along the width direction of the vehicle. For example, the side surface of the first support beam 1051 facing the second support beam 1052 is the inner surface of the first support beam 1051.

[0114] The direction in which the ejection assembly 22 of the shock-absorbing tower assembly 20 moves from the first position to the second position is consistent with the depth direction of the installation cavity 13 .

[0115] By the above arrangement, the included angle (e.g., the angle between the direction in which the ejection assembly 22 moves from the first position to the second position and the direction in which the front end of the vehicle points to the rear end) can be made Figure 17 The angle β shown in FIG is greater than 90° and less than 180°. This ensures that the reverse thrust exerted by the obstacle on ejection assembly 22 has a component in the longitudinal direction of the vehicle, thereby reducing the impact on the vehicle. This also prevents the vehicle's central portion (e.g., A-pillar 108, front door 109, etc.) from swinging significantly toward the obstacle after the front end of the vehicle is pushed away from the obstacle, thus preventing the central portion of the vehicle from colliding with the obstacle. This effectively separates the vehicle from the obstacle and minimizes damage to the vehicle.

[0116] In some embodiments, please refer to Figure 11 and Figure 12The ejection assembly 22 includes a sliding member 221 and a pushing member 222. The sliding member 221 is slidably connected to the housing 21, and the driver 23 can drive the sliding member 221 to slide, thereby moving the ejection assembly 22 relative to the housing 21. Exemplarily, the sliding member 221 can be a block-shaped structure, a plate-shaped structure, etc., or a structure composed of a block, a plate, a rod, etc.

[0117] Pushing member 222 is connected to sliding member 221. When ejection assembly 22 is in the second position, pushing member 222 contacts the obstacle and is subjected to a reverse thrust from the obstacle. In other words, when the vehicle collides with an obstacle, driver 23 can drive sliding member 221 to slide from the first position to the second position relative to housing 21, with sliding member 221 driving pushing member 222 toward the obstacle. Once ejection assembly 22 reaches the second position, pushing member 222 contacts and presses against the obstacle, causing the obstacle to generate a reverse thrust on pushing member 222, which then propels the vehicle away from the obstacle through sliding member 221 and housing 21.

[0118] Since the ejection assembly 22 includes the sliding member 221 and the pushing member 222 , the structure of the ejection assembly 22 can be made simpler, thereby facilitating the assembly and arrangement of the ejection assembly 22 .

[0119] Exemplarily, the sliding member 221 and the shell 21 can be connected by a slide rail slider structure, or by a slider slot structure. As another example, a accommodating chamber 211 and a through hole 212 connected to the accommodating chamber 211 are formed in the shell 21. The sliding member 221 is located in the accommodating chamber 211 and can slide in the accommodating chamber 211. That is, the sliding member 221 is limited by the inner wall surface of the accommodating chamber 211 so that the sliding member 221 slides relative to the shell 21. At this time, when the ejection assembly 22 is in the first position, the pushing member 222 can be completely located in the accommodating chamber 211, or it can be partially located in the accommodating chamber 211, and the other part passes through the through hole 212 and is located outside the accommodating chamber 211. During the movement of the ejection assembly 22 from the first position to the second position, the pushing member 222 can move toward the obstacle through the through hole 212.

[0120] In some examples, since a 25% offset collision is common in vehicle collisions, the opening of the mounting cavity 13 may be oriented toward the outer edge of the vehicle in the width direction. For example, for the first shock tower and the first support beam 1051 , the opening of the mounting cavity 13 may be oriented toward the first support beam 1051 .

[0121] In this way, when the vehicle collides with an obstacle, the anti-collision beam 101 may collide with the obstacle first, so that the energy absorption box 102 can first mitigate the collision suffered by the vehicle. Then, when the support beam 105 collides with the obstacle, the impact force suffered by the vehicle is reduced. At this time, the ejection component 22 can more effectively push the vehicle away from the obstacle.

[0122] Furthermore, the opening of the mounting cavity 13 faces the outer edge of the vehicle in the width direction, and the reverse thrust received by the ejection assembly 22 is mainly along the width direction of the vehicle. Thus, the vehicle will move laterally along the width direction under the action of the reverse thrust, so that the ejection assembly 22 can more easily push the vehicle away from obstacles.

[0123] In some examples, at least a portion of the pusher 222 is located at the opening of the mounting cavity 13. This allows the mounting cavity 13 to provide some protection for the pusher 222. Furthermore, when the vehicle collides with an obstacle, the pusher 222 can quickly move outside the mounting cavity 13 and contact the obstacle, quickly pushing the vehicle away from the obstacle.

[0124] In some embodiments, the pushing member 222 includes a guide rod 2221 and a push block 2222. One end of the guide rod 2221 is connected to the sliding member 221, and the other end of the guide rod 2221 is connected to the push block 2222. In some examples, the push block 2222 can be located at the opening of the mounting cavity 13. Among them, the push block 2222 can block the opening of the mounting cavity 13. When the ejection assembly 22 is in the second position, the push block 2222 contacts the obstacle and is subjected to the reverse thrust of the obstacle. When the vehicle collides with the obstacle, the driver 23 drives the sliding member 221 to slide from the first position to the second position relative to the housing 21. At this time, the sliding member 221 drives the push block 2222 to move toward the obstacle through the guide rod 2221. Until the ejection assembly 22 moves to the second position, the push block 2222 contacts and squeezes the obstacle, so that the obstacle generates a reverse thrust on the push block 2222, so that the push block 2222 pushes the vehicle away from the obstacle through the guide rod 2221, the sliding member 221, and the housing 21.

[0125] By providing the guide rod 2221 and the push block 2222, the distance between the push block 2222 and the sliding member 221 can be increased. That is, when the ejection assembly 22 is in the first position, the push block 2222 is closer to the outer edge of the vehicle. Therefore, when the vehicle collides with an obstacle, the push block 2222 can contact the obstacle more quickly, thereby pushing the vehicle away from the obstacle more quickly, thereby reducing damage to the vehicle.

[0126] Moreover, compared with the block structure, the guide rod 2221 is smaller in size, which can save materials, so that the sliding member 221, the guide rod 2221 and the push block 2222 have a smaller overall mass, so that they can be pushed quickly, so that the push block 2222 can quickly contact the obstacle.

[0127] In addition, compared with the rod-shaped structure, the push block 2222 has a larger contact area with the obstacle, which can reduce the pressure on the push block 2222, the guide rod 2221 and the sliding member 221 as a whole, thereby reducing damage to the ejection assembly 22.

[0128] The push block 2222, the guide rod 2221, and the sliding member 221 can all be made of high-strength steel such as Q390, Q420, AH70, etc. This allows the ejection assembly 22 to have good strength, be able to withstand the reverse thrust of obstacles, and provide effective thrust to the vehicle, thereby moving the vehicle away from obstacles.

[0129] In some embodiments, when the housing 21 is provided with a housing cavity 211 and a through hole 212 communicating with the housing cavity 211, the push block 2222 may be located at the opening of the housing cavity 211. The push block 2222 may block the through hole 212. In other embodiments, the push block 2222 may be located outside the housing cavity 211, and the guide rod 2221 may be passed through the through hole 212. In this way, in the process of the sliding member 221 pushing the push block 2222 to move to the second position through the guide rod 2221, the guide rod 2221 may be able to slide in the through hole 212, so as to guide the push block 2222 through the cooperation between the guide rod 2221 and the through hole 212, so as to avoid the push block 2222 from shaking or deflecting and affecting the effect of pushing the vehicle sideways.

[0130] In some embodiments, there are multiple guide rods 2221 and multiple through holes 212 , with one guide rod 2221 passing through one through hole 212 .

[0131] In this way, the multiple guide rods 2221 connecting the sliding member 221 and the push block 2222 can improve the structural strength of the ejector assembly 22. Furthermore, the multiple guide rods 2221, in conjunction with the multiple through-holes 212, can enhance the guiding effect on the push block 2222. Furthermore, the multiple guide rods 2221 can be evenly distributed, ensuring more uniform force transmission between the push block 2222 and the sliding member 221.

[0132] In some embodiments, the driving member includes an electromagnetic driving member. For example, the driving member may be an electromagnet, an electromagnetic coil, or the like. The sliding member 221 includes a magnetic member. For example, the magnetic member may be a magnet, a permanent magnet, an electromagnet, an electromagnetic coil, or the like. The magnetic member may be connected to the push block 2222 via a guide rod 2221.

[0133] The electromagnetic drive member is located on the side of the magnetic member facing away from the push block 2222. When the vehicle is struck by an obstacle, the polarity of the end of the electromagnetic drive member facing the magnetic member is the same as the polarity of the end of the magnetic member facing the electromagnetic drive member. For example, if the polarity of the end of the electromagnetic drive member facing the magnetic member is an N pole, then the polarity of the end of the magnetic member facing the electromagnetic drive member is also an N pole. For another example, if the polarity of the end of the electromagnetic drive member facing the magnetic member is an S pole, then the polarity of the end of the magnetic member facing the electromagnetic drive member is also an S pole.

[0134] In this way, when the vehicle collides with an obstacle, the electromagnetic drive component can be energized. Specifically, the controller can be used to control the power supply to energize the electromagnetic drive component.

[0135] Since the polarity of the end of the electromagnetic driving member facing the magnetic member is the same as the polarity of the end of the magnetic member facing the electromagnetic driving member, the electromagnetic driving member can generate a force on the magnetic member to move the magnetic member toward the obstacle, thereby pushing the magnetic member to move toward the obstacle, and then pushing the push block 2222 to move toward the obstacle.

[0136] The electromagnetic drive method has the characteristics of high stability and fast response speed. Through the cooperation of the electromagnetic drive component and the magnetic component, the magnetic component can quickly and stably push the push block 2222 from the first position to the second position.

[0137] Moreover, as long as the electromagnetic drive component is continuously energized, it can ensure that the electromagnetic drive component continues to generate a force toward the obstacle on the magnetic component, thereby increasing the contact time between the push block 2222 and the obstacle, so that the push block 2222 can fully receive the reverse thrust of the obstacle and effectively transmit the reverse thrust to the electromagnetic drive component, thereby effectively transmitting the reverse thrust to the vehicle to effectively push the vehicle sideways.

[0138] In addition, since the magnetic component and the electromagnetic driving component are not in direct contact, when the push block 2222 contacts the obstacle, the air between the magnetic component and the electromagnetic driving component can buffer the magnetic component and the electromagnetic driving component to avoid damage to the magnetic component and the electromagnetic driving component.

[0139] In some other embodiments, the driver 23 is located on the side of the sliding member 221 facing away from the push block 2222. Figure 12 The driver 23 includes a housing 231, an explosive 232, and a detonator 233. The housing 231 is provided with an explosion chamber 2311 and an air jet 2312 communicating with the explosion chamber 2311, the air jet 2312 facing the slider 221. The explosive 232 is disposed within the explosion chamber 2311. The detonator 233 is used to detonate the explosive 232, causing it to generate gas that can generate a continuous thrust on the slider 221. The detonator 233 can be disposed in the housing 231, the housing 21, or the shock tower body 1.

[0140] When the vehicle collides with an obstacle, the explosive 232 can be detonated by the detonator 233. Specifically, the detonator 233 can be controlled by the controller to start to detonate the explosive 232.

[0141] After the explosion of the explosive 232, a large amount of gas can be generated, and the gas is ejected onto the sliding member 221 through the jet port 2312 to generate a thrust toward the obstacle on the sliding member 221, thereby pushing the sliding member 221 toward the obstacle, so that the sliding member 221 contacts the obstacle and receives the reverse thrust of the obstacle, thereby pushing the vehicle to move sideways.

[0142] The explosive 232 is detonated by the detonator 233 to generate gas, which exerts a significant thrust on the slider 221, thereby rapidly moving the slider 221 toward the obstacle and, in turn, rapidly moving the vehicle sideways. Furthermore, when the push block 2222 comes into contact with the obstacle, the gas cushions the box 231 and the slider 221, preventing damage to the box 231 and the slider 221.

[0143] It should be noted that the gas generated by the explosive has a relatively high pressure, so that the gas can push the sliding member 221 to slide. In some examples, the blasting material can be water gel explosive or emulsion explosive.

[0144] On this basis, the sliding member 221 can be sealed against the inner wall of the accommodating chamber 211. This prevents the gas generated by the explosion of the explosive 232 from leaking through the gap between the sliding member 221 and the inner wall of the accommodating chamber 211. This allows more gas to be used to push the sliding member 221, thereby increasing the thrust exerted by the gas on the sliding member 221 and enabling the sliding member 221 to quickly contact the obstacle.

[0145] At this time, a pressure relief valve can be provided on the housing 21, which is connected to the portion of the accommodating chamber 211 located on the side of the sliding member 221 facing away from the push block 2222. After the ejection assembly 22 pushes the vehicle sideways, the pressure relief valve can be controlled to open to discharge the gas.

[0146] In some embodiments, to ensure that the gas generated by the explosion of the explosive 232 can exert a sufficiently long thrust on the sliding member 221, the dimension of the accommodating chamber 211 in the vehicle height direction can be greater than or equal to 160 mm and less than or equal to 200 mm. For example, the dimension of the accommodating chamber 211 in the vehicle height direction can be 160 mm, 165 mm, 170 mm, 175 mm, 180 mm, 185 mm, 190 mm, 195 mm, 200 mm, etc. This allows the accommodating chamber 211 to be larger, allowing sufficient explosive 232 to be placed within the accommodating chamber 211. This ensures that the gas generated by the explosion of the explosive 232 exerts a sufficiently long thrust on the sliding member 221, allowing the ejection assembly 22 to effectively propel the vehicle sideways.

[0147] It should be noted that the dimensions of the box 231 containing the explosive 232 in the vehicle height and vehicle length directions must match those of the accommodating cavity 211 to ensure the amount of explosive 232 contained within the box 231. Furthermore, the shock tower body 1 needs to support the shock absorber and possess a certain structural strength. Therefore, the size of the accommodating cavity 211 is limited by the structure and size of the shock tower.

[0148] In some embodiments, the duration of the thrust exerted on the slider 221 by the gas generated by the explosion of the explosive 232 is greater than or equal to 25 ms and less than or equal to 30 ms. For example, the duration of the thrust exerted on the slider 221 by the gas can be 25 ms, 26 ms, 27 ms, 28 ms, 29 ms, 30 ms, etc.

[0149] The duration of the thrust generated by the gas on the sliding member 221 within the above range can ensure that the sliding member 221 is fully in contact with the obstacle, so that the ejection assembly 22 can effectively push the vehicle to move sideways.

[0150] The second aspect of the present application also provides a vehicle control method. Figure 18 , Figure 18 FIG. 1 is a flow chart of a control method according to an exemplary embodiment. The control method includes:

[0151] S1: Obtaining collision information of the vehicle to determine whether the vehicle is hit by an obstacle;

[0152] S2: If the vehicle is hit by an obstacle, the force transmission component 2 of the vehicle is controlled to start, and the driver 23 of the force transmission component 2 drives the ejection component 22 of the force transmission component 2 to move from the first position to the second position, so that the vehicle is away from the obstacle.

[0153] If the vehicle is not hit by an obstacle, the force transmission component 2 of the vehicle is controlled not to start.

[0154] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A force transmission component, characterized in that: For a vehicle, the force transmission assembly comprises: a housing (21), the housing (21) being used to be fixed on the vehicle; an ejection assembly (22), the ejection assembly (22) being connected to the housing (21) and being movable relative to the housing (21); a driver (23), the driver (23) being connected to the housing (21), and capable of driving the ejection assembly (22) to move from a first position to a second position when the vehicle is collided with an obstacle; When the ejection assembly (22) is located at the second position, the ejection assembly (22) contacts the obstacle and is subjected to a reverse thrust from the obstacle, so that the ejection assembly (22) pushes the vehicle away from the obstacle under the action of the reverse thrust; The ejection assembly (22) comprises: a sliding member (221), the sliding member (221) being slidably connected to the housing (21), and the driver (23) being capable of driving the sliding member (221) to slide, so as to move the ejection assembly (22) relative to the housing (21); a pushing member (222), the pushing member (222) being connected to the sliding member (221), and when the ejection assembly (22) is located at the second position, the pushing member (222) contacts the obstacle and receives a reverse thrust from the obstacle; The pushing member (222) includes: A guide rod (2221), one end of which is connected to the sliding member (221); A push block (2222), the other end of the guide rod (2221) is connected to the push block (2222), and when the ejection assembly (22) is located at the second position, the push block (2222) contacts the obstacle and receives a reverse thrust from the obstacle.

2. The force transmission assembly according to claim 1, characterized in that: The driver (23) includes an electromagnetic driver, and the sliding member (221) includes a magnetic member. The electromagnetic driver is located on a side of the magnetic member facing away from the push block (2222). When the vehicle is hit by an obstacle, the polarity of the end of the electromagnetic driver facing the magnetic member is the same as the polarity of the end of the magnetic member facing the electromagnetic driver.

3. The force transmission assembly according to claim 1, characterized in that: The driver (23) is located on a side of the sliding member (221) facing away from the push block (2222); the driver (23) comprises: A box body (231), the box body (231) being provided with an explosion chamber (2311) and an air jet port (2312) communicating with the explosion chamber (2311), the air jet port (2312) facing the sliding member (221); Explosive (232), the explosive (232) is arranged in the explosion chamber (2311) A detonator (233) is used to detonate the explosive (232) so that the explosive (232) generates gas, and the gas can generate a continuous thrust on the sliding member (221).

4. The force transmission assembly according to claim 3, characterized in that: The housing (21) is provided with a housing cavity (211) and a through hole (212) communicating with the housing cavity (211); the driver (23) and the sliding member (221) are both located in the housing cavity (211); the sliding member (221) is capable of sliding in the housing cavity (211) and is sealed to the inner wall surface of the housing cavity (211).

5. A shock-absorbing tower base device, characterized in that: include: A shock-absorbing tower seat body (1), wherein the shock-absorbing tower seat body (1) is provided with a mounting cavity (13) with an opening on one side; The force transmission assembly according to any one of claims 1 to 4, wherein the force transmission assembly is arranged in the installation cavity (13), and the ejection assembly (22) can extend to the outside of the installation cavity (13) through the opening of the installation cavity (13).

6. A vehicle, characterized in that: include: body (10); The shock tower assembly according to claim 5, wherein the shock tower assembly is connected to the vehicle body (10).

7. The vehicle according to claim 6, characterized in that The vehicle further comprises: A sensor connected to the shock absorbing tower seat body (1) of the shock absorbing tower seat device, for detecting a collision signal of the vehicle; A controller is electrically connected to the sensor and to the force transmission component of the shock tower assembly; the controller is configured to: Obtaining the collision signal and determining whether the vehicle is collided with an obstacle; If the vehicle is hit by the obstacle, the force transmission component of the vehicle is controlled to start, and the driver (23) of the force transmission component drives the ejection component (22) of the force transmission component to move from a first position to a second position, so that the vehicle moves away from the obstacle.

8. The vehicle according to any one of claims 6-7, characterized in that The vehicle body (10) comprises: An anti-collision beam (101), the anti-collision beam (101) being arranged along the width direction of the vehicle; An energy absorption box (102), the energy absorption box (102) being connected to a side of the anti-collision beam (101) facing the rear end of the vehicle; A longitudinal beam (103) is connected to a side of the energy absorption box (102) facing away from the anti-collision beam (101) and is arranged along the length direction of the vehicle; the shock tower seat device is connected to the longitudinal beam (103), and the opening of the installation cavity (13) of the shock tower seat device faces the outer edge of the vehicle in the width direction.

9. The vehicle according to claim 8, characterized in that The vehicle body (10) further includes: A column (104), one end of the column (104) is connected to the longitudinal beam (103), and the other end of the column (104) is used to connect to the chassis of the vehicle; A support beam (105) is located at the outer edge of the vehicle and on one side of the shock tower device in the width direction of the vehicle, one end of the support beam (105) is connected to the column (104), and the other end of the support beam (105) is used to connect to the A-pillar of the vehicle.

10. The vehicle according to claim 9, characterized in that The angle between the depth direction of the mounting cavity (13) of the shock-absorbing tower seat device and the inner surface of the support beam (105) is greater than 90° and less than 180°, and the opening of the mounting cavity (13) is closer to the front end of the vehicle relative to the bottom wall surface of the mounting cavity (13); The direction in which the ejection assembly (22) of the shock-absorbing tower seat device moves from the first position to the second position is consistent with the depth direction of the installation cavity (13).

11. The vehicle according to claim 9, characterized in that The support beam comprises: an arc segment, one end of which is connected to the pillar, and the arc segment arches toward the front end of the vehicle; A straight segment, the other end of the arc segment is connected to one end of the straight segment, and the other end of the straight segment is connected to the A-pillar of the vehicle; the straight segment is located on the upper side of the pillar; and the mounting cavity (13) of the shock-absorbing tower seat device is located on the inner side of the arc segment.

12. The vehicle according to claim 9, characterized in that The support beam (105) is provided with an avoidance through hole (1053); the axial direction of the avoidance through hole (1053) is perpendicular to the plane where the opening of the mounting cavity (13) of the shock-absorbing tower seat device is located, and along the axial direction of the avoidance through hole (1053), the projection of the ejection assembly (22) does not exceed the projection range of the avoidance through hole (1053).

13. A vehicle control method, characterized in that: Applied to the vehicle according to any one of claims 6 to 12, the control method comprises: Obtaining collision information of the vehicle to determine whether the vehicle is collided with an obstacle; If the vehicle is hit by the obstacle, the force transmission component of the vehicle is controlled to start, and the driver (23) of the force transmission component drives the ejection component (22) of the force transmission component to move from a first position to a second position, so that the vehicle moves away from the obstacle.

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