Anti-collision structure, anti-collision system, vehicle and anti-collision control method

Abstract

The invention provides an anti-collision structure which comprises a rear longitudinal beam, an energy supply module, an auxiliary frame, a front longitudinal beam, a rear longitudinal beam and a rear longitudinal beam. The check block is arranged on the rear longitudinal beam, and the check block is arranged between the auxiliary frame and the energy supply module; the anti-collision structure is configured in the mode that when the rear portion of the vehicle is collided, the check block can transmit collision force from the auxiliary frame to the rear longitudinal beam, and the auxiliary frame is prevented from directly colliding with the energy supply module. According to the anti-collision structure, when rear-end collision occurs, the stop block structure guides the auxiliary frame to transmit force to the rear longitudinal beam, and the situation that the auxiliary frame directly collides with the oil tank to cause fuel oil leakage is avoided.

Description

Technical Field

[0001] The present application relates to the field of automobile safety technology, and in particular to a rear longitudinal beam anti-collision structure, an anti-collision system, a vehicle, and an anti-collision control method. Background Art

[0002] In traditional rear-end collision protection design, the crumple energy absorption mechanism of the rear longitudinal beam has long been widely used as the primary means of energy absorption and cushioning. However, in real-world rear-end collision scenarios, when the collision energy exceeds the maximum limit of the rear longitudinal beam's crumple energy absorption, the rear subframe can be displaced by the immense impact force, directly striking the vehicle's fuel tank or battery pack. This impact can easily cause fuel leaks from the tank, and in extreme cases, even fires, posing a serious threat to the safety of vehicle occupants. For new energy vehicles, impacts to the battery pack can lead to even more serious consequences, such as short circuits, fires, and even explosions. Summary of the Invention

[0003] The Summary of the Invention introduces a series of simplified concepts that will be further described in the Detailed Description of the Invention. The Summary of the Invention of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0004] The technical problem to be solved by this application is that the rear longitudinal beam has a limited range of energy absorption due to collapse, and the rear subframe will be displaced due to the huge impact force, directly hitting the fuel tank or battery pack at the rear of the vehicle.

[0005] To at least solve the above technical problems, a first aspect of an embodiment of the present application provides a rear longitudinal beam anti-collision structure, characterized by comprising:

[0006] A rear longitudinal beam, in the front-to-rear direction of the vehicle, to which the energy supply module and the subframe are sequentially connected;

[0007] a stopper, the stopper being arranged on the rear longitudinal beam and between the subframe and the energy supply module;

[0008] The anti-collision structure is configured such that when the rear of the vehicle is hit, the block can transfer the collision force from the subframe to the rear longitudinal beam, thereby preventing the subframe from directly hitting the energy supply module.

[0009] According to the anti-collision structure of the present application, when a rear-end collision occurs, the block structure guides the subframe to transmit force to the rear longitudinal beam, thereby preventing the subframe from directly hitting the fuel tank and causing fuel leakage.

[0010] Optionally, the block is in L-shaped structure, one of the right-angle edges of the block is connected with the rear longitudinal beam, and the other of the right-angle edges of the block faces the energy supply module.

[0011] Optionally, the contact surface of the block is at least partially arc-shaped.

[0012] Optionally, the part of the contact surface close to the auxiliary frame is a slanted plane, and the part of the contact surface close to the energy supply module is an arc-shaped surface, and the slanted plane and the arc-shaped surface are connected to form the contact surface.

[0013] Optionally, the angle of the slanted plane ranges from 30° to 60°.

[0014] Optionally, the curvature value of the arc-shaped surface close to one end of the energy supply module is greater than the curvature value of the arc-shaped surface close to the slanted plane.

[0015] Optionally, the curvature of the arc-shaped surface ranges from 0.02 mm -1 to 0.05 mm -1 .

[0016] Optionally, the block is provided with an energy absorption structure.

[0017] Optionally, a plurality of reinforcing ribs are arranged inside the block, and the reinforcing ribs are staggered to form a plurality of cavities inside the block.

[0018] Optionally, a first reinforcing rib, a second reinforcing rib and a third reinforcing rib are arranged in sequence and in parallel on the block, the thickness of the third reinforcing rib is greater than the thickness of the second reinforcing rib, and the thickness of the second reinforcing rib is greater than the thickness of the first reinforcing rib.

[0019] Optionally, the block is made of extruded aluminum profile.

[0020] Optionally, the rear longitudinal beam is provided with a collapse structure, and the collapse structure can collapse and absorb energy along the height direction of the vehicle body.

[0021] Optionally, the block and the collapse structure form a force transmission path, and are suitable for guiding the collision force to the vehicle body frame along the block and the collapse structure.

[0022] The second aspect of the embodiment provides a collision prevention system, which comprises the rear longitudinal beam collision prevention structure according to any one of the first aspect.

[0023] Optionally, the collision prevention system further comprises an acceleration sensor and a pressure sensor.

[0024] Optionally, the pressure sensor is arranged on the block.

[0025] A third aspect of an embodiment of the present application provides a vehicle, characterized in that it includes the rear longitudinal beam anti-collision structure described in any one of the first aspects or the anti-collision system described in any one of the second aspects.

[0026] A fourth aspect of the embodiments of the present application provides a collision avoidance control method, characterized by comprising:

[0027] Determine the collision level;

[0028] Different response strategies are triggered according to the collision level.

[0029] Optionally, the determining of the collision level includes: obtaining a collision acceleration parameter by the acceleration sensor, obtaining a rear longitudinal beam pressure value parameter by the pressure sensor, and jointly determining the collision level by the collision acceleration parameter and the rear longitudinal beam pressure value parameter.

[0030] Optionally, the jointly determining the collision level by the collision acceleration parameter and the rear longitudinal beam pressure value parameter includes:

[0031] When the acceleration a satisfies 10g>a>5g, the duration of acceleration a is greater than 30ms, and the rear longitudinal beam pressure value is greater than 100KN, it is determined to be a level 1 collision;

[0032] When the acceleration a satisfies 20g>a>10g, the duration of acceleration a is greater than 20ms, and the rear longitudinal beam pressure value is greater than 150KN, it is determined to be a secondary collision;

[0033] When the acceleration a satisfies a>20g and the instantaneous peak value of acceleration a is greater than>50G / 5ms and the rear longitudinal beam pressure value is greater than 200KN, it is determined to be a level 3 collision.

[0034] Optionally, triggering different response strategies according to the collision level includes:

[0035] When it is determined to be a level one collision, a level one response strategy is triggered, wherein the level one response strategy is to execute at least one of increasing the suspension damping, enhancing the power steering, and entering the energy supply module into a safety preparation state;

[0036] When a level 2 collision is determined, a level 2 response strategy is triggered, wherein the level 2 response strategy includes at least one of increasing the active seat belt force limiter, activating the ESP system, increasing the suspension damping, and the energy supply module entering a safety preparatory state; wherein the suspension damping in the level 2 collision state is greater than the suspension damping in the level 1 collision state;

[0037] When it is determined to be a level 3 collision, a level 3 response strategy is triggered, and the level 3 response strategy is to execute at least one of enhancing the seat belt force limiter and the energy supply module entering the safety protection state; wherein, the seat belt force limiter in the level 3 collision state is greater than the seat belt force limiter in the level 2 collision state. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The following drawings of the embodiments of the present application are hereby incorporated as part of the present application for understanding the present application. The drawings show the embodiments of the present application and their descriptions, and are used to explain the principles of the present application. In the drawings,

[0039] Figure 1 A schematic diagram of a block structure provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of an anti-collision structure provided in an embodiment of the present application;

[0041] Figure 3 A schematic diagram of an anti-collision structure provided in an embodiment of the present application;

[0042] Figure 4 for Figure 3 A schematic diagram of force transmission of an anti-collision structure;

[0043] Figure 5 A schematic diagram of an anti-collision control method provided in an embodiment of the present application;

[0044] Figure 6 A schematic diagram of a first-level response strategy provided in an embodiment of the present application;

[0045] Figure 7 A schematic diagram of a secondary response strategy provided in an embodiment of the present application;

[0046] Figure 8 A schematic diagram of a three-level response strategy provided in an embodiment of the present application.

[0047] The reference numerals in the specification are as follows:

[0048] 10. Rear longitudinal beam; 11. Fuel tank; 12. Subframe; 13. Stopper; 14. Contact surface; 15. Inclined plane; 16. Arc-shaped surface; 17. Rib; 18. First rib; 19. Second rib; 20. Third rib; 21. Energy absorption structure; 22. Crumpling structure; X: Direction of collision force DETAILED DESCRIPTION

[0049] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0050] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application embodiments can be implemented without one or more of these details. In other examples, some technical features well known in the art are not described to avoid confusion with the present application embodiments.

[0051] Herein, ordinal numbers such as “first” and “second” cited in this application are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term “first component” itself does not imply the existence of a “second component”, and the term “second component” itself does not imply the existence of a “first component”.

[0052] In this document, “upper”, “lower”, “front”, “back”, “left”, “right”, etc. are only used to indicate the relative position relationship between related parts, rather than to limit the absolute positions of these related parts.

[0053] In this document, “equal”, “same”, etc. are not strictly limited in a mathematical and / or geometric sense, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0054] Unless otherwise stated, numerical ranges herein include not only the entire range between its two endpoints but also the several sub-ranges contained therein.

[0055] The embodiment of the present application provides an anti-collision structure, referring to Figure 2 and Figure 3 The anti-collision structure includes a rear longitudinal beam 10. In the front-to-back direction of the vehicle, an energy supply module and a subframe 12 are sequentially connected to the rear longitudinal beam 10. This embodiment introduces the present solution based on a hybrid fuel vehicle model, so the energy supply module is a fuel tank 11. In an embodiment not shown, the energy supply module can also be a battery pack. In the front-to-back direction of the vehicle, the fuel tank 11 is arranged at the front end of the subframe 12, and the subframe 12 is arranged at the rear end of the vehicle. The subframe 12 and the fuel tank 11 are arranged on the inner side of the rear longitudinal beam 10 at the same time. A block 13 is arranged on the rear longitudinal beam 10, and the block 13 is arranged between the subframe 12 and the fuel tank 11. The anti-collision structure is configured as follows: when the rear of the vehicle is hit, the block 13 can transfer the collision force from the subframe 12 to the rear longitudinal beam 10, preventing the subframe 12 from directly hitting the fuel tank 11.

[0056] According to the anti-collision structure of the present application, by arranging the stopper 13 on the rear longitudinal beam 10 and between the oil tank 11 and the auxiliary frame 12, in the event of a rear-end collision, the auxiliary frame 12 will first contact the stopper 13 during the movement of the auxiliary frame 12 under the action of the collision force, and the stopper 13 guides the auxiliary frame 12 to transmit the force to the rear longitudinal beam 10, thereby avoiding the direct impact of the auxiliary frame 12 on the oil tank 11 to cause fuel leakage and danger.

[0057] In some embodiments, referring to Figure 1-Figure 3 , the stopper 13 is an L-shaped structure, one of the right angles of the stopper 13 is connected with the rear longitudinal beam 10, and the other right angle of the stopper 13 faces the oil tank 11. One of the right angles of the stopper 13 is connected with the upper surface of the rear longitudinal beam 10 by welding, bolt connection or riveting to form a rigid connection. The other right angle faces the oil tank 11, so that the contact surface 14 of the stopper 13 faces the auxiliary frame 12, and in the event of a rear-end collision, the force transmission path of the auxiliary frame 12 is guided.

[0058] In some embodiments, referring to Figure 1-Figure 3 , the contact surface 14 of the stopper 13 and the auxiliary frame 12 is at least partially an arc surface 16. When the arc surface 16 contacts the auxiliary frame 12, it forces the auxiliary frame 12 to deform or deviate in a predetermined direction during the collision, and the deformation energy of the auxiliary frame 12 is directed to the longitudinal beam, reducing the secondary impact on the oil tank 11.

[0059] In some embodiments, referring to Figure 1-Figure 3 , the part of the contact surface 14 close to the auxiliary frame 12 is a slanted plane 15, and the part of the contact surface 14 close to the oil tank 11 is an arc surface 16, and the slanted plane 15 and the arc surface 16 are connected to form the contact surface 14. That is, the initial contact surface 14 of the auxiliary frame 12 and the stopper 13 is a slanted plane 15, which can induce local plastic deformation of the auxiliary frame 12, and the combination of the slanted plane 15 and the arc surface 16 forms a progressive guide surface, forcing the auxiliary frame 12 to deform or deviate in a predetermined direction during the collision.

[0060] In some embodiments, the inclination angle of the slanted plane 15 is in the range of 30°-60°. The angle design of the slanted plane 15 can ensure that the auxiliary frame 12 slides along the slanted plane 15 first during the collision, rather than directly pushing the oil tank 11 backward. The inclination angle of 30-60 degrees can guide part of the collision force to a direction away from the oil tank 11 (such as upward or downward) during the sliding process of the auxiliary frame 12, thereby forming a "force transmission buffer zone" between the stopper 13, the auxiliary frame 12 and the oil tank 11.

[0061] In some embodiments, referring to Figure 1The curvature of the curved surface 16 near the fuel tank 11 is greater than the curvature of the curved surface 16 near the inclined plane 15. The larger the radius of curvature and the more gradual the curve, the more gradual the change in force direction when the subframe 12 transitions from the inclined plane 15 to the curved surface 16. This avoids stress concentration caused by a sudden change in the curve, ensures smooth sliding of the subframe 12 along the curved surface 16, and maintains the progressive cushioning effect of the inclined plane 15. As the collision deepens, the subframe 12 encounters an area of ​​greater curvature. The steeper the curve, the more severe the bending or twisting deformation. At this point, the plastic deformation of the subframe 12 increases rapidly, dissipating more collision energy through its own deformation and preventing excessive energy transfer to the rear longitudinal beam 10 or the energy supply module. The greater the curvature at the end of the stopper 13, the steeper the curved surface. This steeper curved surface provides greater resistance to the subframe 12, thus limiting its displacement.

[0062] In some embodiments, the curvature of the arc surface 16 is in the range of 0.02 mm. -1 to 0.05mm -1 Theoretically, the greater the curvature, the better. The greater the curvature, the steeper the arc surface, and the steeper the arc surface, the greater the resistance to the subframe 12. However, if the curvature is too large, it will be close to 90 degrees vertical. At this time, the subframe 12 will push the block 13 parallel to the longitudinal beam installation point, which will easily lead to the block 13 losing its energy absorption and force transmission path change effect. 0.02-0.05mm -1 The curvature range enables the subframe 12 to produce "effective plastic deformation" during a collision: it ensures that the material dissipates energy through yielding while avoiding structural damage caused by excessive deformation.

[0063] In some embodiments, reference Figure 1 , an energy absorbing structure 21 is provided on the stopper 13. The stopper 13 itself can also absorb collision energy, which can reduce the deformation of the subframe 12.

[0064] In some embodiments, reference is made to Figure 1 The block 13 is provided with a plurality of reinforcing ribs 17. The plurality of reinforcing ribs 17 are arranged in a staggered manner to form a plurality of cavities within the block 13. The cavities constitute the energy-absorbing structure 21. When the reinforcing ribs 17 are arranged in a staggered manner, a grid-like or honeycomb-like support frame is formed within the block 13, forming a three-dimensional support, thereby improving the overall rigidity and deformation resistance of the block 13.

[0065] In some embodiments, reference Figure 1 and Figure 2The block 13 is provided with a first reinforcing rib 18, a second reinforcing rib 19, and a third reinforcing rib 20 in parallel. The first reinforcing rib 18 is close to the subframe 12. The thickness of the third reinforcing rib 20 is greater than that of the second reinforcing rib 19, and the thickness of the second reinforcing rib 19 is greater than that of the first reinforcing rib 18. The different thicknesses of the reinforcing ribs result in different strengths and energy absorption capabilities of the block 13. Since the thickness of the first reinforcing rib 18 is less than that of the second reinforcing rib 19 and less than that of the third reinforcing rib 20, the strength of the front end of the block 13 is less than that of the middle part and less than that of the rear end. The gradient design can improve the overall energy absorption efficiency. Through the thickness gradient design, the weight can be reduced while maintaining the energy absorption performance.

[0066] In some embodiments, the stopper 13 is made of extruded aluminum profiles. The stopper 13 made of extruded aluminum profiles is light and high-strength.

[0067] In some embodiments, reference Figure 3 and Figure 4 A crush structure 22 is provided on the rear longitudinal beam 10. The crush structure 22 can crush and absorb energy along the height direction of the vehicle body, which can change the movement trajectory of the subframe 12, so that the movement of the subframe 12 along the front of the vehicle is changed to movement along the length direction and the height direction of the vehicle body, reducing the risk of direct impact on the fuel tank 11.

[0068] In some embodiments, reference Figure 4 The stoppers 13 and the crush structure 22 form a force transmission path, which is suitable for directing the collision force along the stoppers 13 and the crush structure 22 to the vehicle body frame. Without the stoppers 13, the subframe 12 would directly strike the fuel tank 11 under the action of the collision force. However, with the stoppers 13 and the crush structure 22 installed on the rear longitudinal beam 10, the subframe 12 is impacted and moves toward the fuel tank 11, striking the stoppers 13. The stoppers 13 and the crush structure 22 cooperate to decompose the collision force along the length and height of the vehicle body, overcoming the uncontrollable limitation of traditional passive energy absorption paths.

[0069] The present application also provides an anti-collision system, comprising the anti-collision structure mentioned above.

[0070] In some embodiments, the anti-collision system further includes an acceleration sensor and a pressure sensor, wherein the acceleration sensor is used to detect the collision acceleration value, and the pressure sensor is used to detect the pressure value of the rear longitudinal beam 10 .

[0071] In some embodiments, the pressure sensor is disposed on the stopper 13 , that is, the pressure sensor is integrated with the stopper 13 , which significantly improves the response accuracy and reliability of the anti-collision system.

[0072] The present application also provides a vehicle, comprising the aforementioned anti-collision structure or anti-collision system.

[0073] This application also provides an anti-collision control method, referring to Figure 1 The proposed collision avoidance control method achieves precise and intelligent collision protection through a "hierarchical decision-making-dynamic response" mechanism.

[0074] In some embodiments, determining the collision level includes: obtaining a collision acceleration parameter from an acceleration sensor, obtaining a pressure value parameter of the rear longitudinal beam 10 from a pressure sensor, and determining the collision level based on the collision acceleration parameter and the pressure value parameter of the rear longitudinal beam 10 .

[0075] In some embodiments, reference Figure 6 To determine a Level 1 collision, three conditions must be met simultaneously: acceleration a satisfies 10g>a>5g, the duration of acceleration a exceeds 30ms, and the pressure value of the rear longitudinal beam 10 exceeds 100kN. This is considered a Level 1 collision. In this case, the collision is considered minor, with minimal damage to the vehicle body and occupants. It is not sufficient to cause movement of the subframe 12.

[0076] In some embodiments, reference Figure 6 When a Level 1 collision is determined, a Level 1 response strategy is triggered. This strategy involves executing at least one of increasing suspension damping, enhancing power steering, or placing the energy supply module in a safe standby state. The energy supply module entering the safe standby state involves activating the fuel system's safety shutoff valve. Specifically, the suspension system is controlled to adjust the damping settings, for example, increasing the damping by 40% to increase suspension rigidity, thereby reducing vehicle vibration during a collision and enhancing vehicle stability. Alternatively, the fuel system's safety shutoff valve is activated for a period of 0.5 seconds to prevent post-collision oil leakage. However, this phase is a warning state, and the valve is not fully closed. Closing is triggered when the collision intensity increases further. Alternatively, the electric power steering can be enhanced to improve tire steering response and steering wheel performance, minimizing damage to the suspension and tires caused by rear-end collisions. When a Level 1 collision is determined, the suspension system's damping, electric power steering, and fuel shutoff valve preparation are triggered to prepare for a possible mild collision. These three actions can be selected, combined, or performed simultaneously. This stage mainly reduces post-collision vibration and body stability issues by adjusting the vehicle dynamic control system.

[0077] In some embodiments, reference Figure 7, three conditions are also required to determine the secondary collision, the acceleration sensor detected acceleration threshold, the duration of acceleration a and the rear longitudinal beam 10 pressure value requirement, that is, the acceleration a satisfies 20g>a>10g, the acceleration a duration is greater than 20ms, and the rear longitudinal beam 10 pressure value is greater than 150KN, at this time it can be determined as a secondary collision, at this time the subframe 12 will start to occur the vehicle length direction displacement.

[0078] In some embodiments, referring to Figure 7 When it is determined as a secondary collision, a secondary response strategy is triggered, which is at least one of executing the active safety belt force limiting, starting the ESP system, increasing the suspension damping, and the energy supply module entering the safety preparation state; wherein the suspension damping in the secondary collision state is greater than the suspension damping in the primary collision state.

[0079] Specifically, in order to prevent collision under secondary collision, the electronic stability program (ESP) system of the vehicle starts to activate, such as starting the electronic brake distribution force system, concentrating the brake distribution force to the front suspension after the rear suspension is damaged, starting the anti-lock brake system to prevent the vehicle from skidding after the rear-end collision, causing a secondary accident, adjusting the traction and braking force of the vehicle, and optimizing the dynamic stability of the vehicle in real time to avoid the vehicle out of control after the collision, causing more serious accident consequences; or the active safety belt force limiting is increased to 30KN, because the occupant is prone to leaning back under this collision, the safety belt force limiting needs to be increased; or the suspension damping is increased to the highest in order to maintain the stability of the vehicle; or the pre-action of the fuel system safety cut-off valve is started, such as the cut-off valve is prepared for 0.5s, in order to prevent oil leakage after the collision. But this stage is a warning state, the oil valve is not completely closed, and waits for the collision intensity to be further increased to trigger the closing operation. Under secondary collision, these four anti-collision actions can be started singly, combined or all at the same time.

[0080] In some embodiments, referring to Figure 8 , three conditions are also required to determine the secondary collision, the acceleration sensor detected acceleration threshold, the duration of acceleration a and the rear longitudinal beam 10 pressure value requirement, that is, the acceleration a satisfies 20g>a>10g, the acceleration a duration is greater than 20ms, and the rear longitudinal beam 10 pressure value is greater than 150KN, at this time it can be determined as a secondary collision, at this time the subframe 12 will start to occur the vehicle length direction displacement.

[0081] In some embodiments, referring to Figure 8When it is determined to be a level 3 collision, the level 3 response strategy is triggered. The level 3 response strategy is to execute at least one of the following: enhancing the seat belt force limiter and the energy supply module entering the safety protection state; among which, the seat belt force limiter in the level 3 collision state is greater than the seat belt force limiter in the level 2 collision state.

[0082] Specifically, refer to Figure 8 The third-level response strategy involves increasing the seatbelt force limit to 50 kN, restraining the occupant in the seat's safety zone, or opening the emergency pressure relief channel, which stops the fuel tank 11 from supplying fuel to the circuit and ensures safety in the area around the fuel tank 11. This channel quickly releases fuel pressure within the vehicle, preventing fuel leaks or fires. Direct contact between the fuel tank 11 and the subframe 12 is also avoided, mitigating potential fuel leaks and fire risks.

[0083] The present application has been described through the above embodiments, but it should be understood that the above embodiments are for illustrative and illustrative purposes only and are not intended to limit the present application to the described embodiments. Those skilled in the art will appreciate that many more variations and modifications may be made based on the teachings of this application, and all of these variations and modifications fall within the scope of protection claimed in this application.

Claims

1. An anti-collision structure, characterized in that: include: A rear longitudinal beam, in the front-to-rear direction of the vehicle, to which the energy supply module and the subframe are sequentially connected; a stopper, the stopper being arranged on the rear longitudinal beam and between the subframe and the energy supply module; The anti-collision structure is configured such that when the rear of the vehicle is hit, the block can transfer the collision force from the subframe to the rear longitudinal beam, thereby preventing the subframe from directly hitting the energy supply module.

2. The anti-collision structure according to claim 1, characterized in that: The stopper is an L-shaped structure, one right-angled side of the stopper is in contact with the rear longitudinal beam, and the other right-angled side of the stopper faces the energy supply module.

3. The anti-collision structure according to claim 2, characterized in that: At least a portion of the contact surface between the stopper and the sub-frame is an arc-shaped surface.

4. The anti-collision structure according to claim 3, characterized in that: The portion of the contact surface close to the auxiliary frame is an inclined plane, and the portion of the contact surface close to the energy supply module is an arcuate surface. The inclined plane and the arcuate surface are connected to form the contact surface.

5. The anti-collision structure according to claim 4, characterized in that: The inclination angle of the inclined plane ranges from 30° to 60°.

6. The anti-collision structure according to claim 4, characterized in that: The curvature value of the arc-shaped surface at one end close to the energy supply module is greater than the curvature value of the arc-shaped surface at one end close to the inclined plane.

7. The anti-collision structure according to claim 6, characterized in that: The curvature of the arc surface is in the range of 0.02 mm -1 to 0.05mm -1 .

8. The anti-collision structure according to any one of claims 1 to 7, characterized in that: The stop block is provided with an energy absorbing structure.

9. The anti-collision structure according to claim 8, characterized in that: A plurality of reinforcing ribs are provided inside the stopper, and the plurality of reinforcing ribs are staggeredly arranged in cavities to form a plurality of cavities inside the stopper, and the cavities constitute the energy absorbing structure.

10. The anti-collision structure according to claim 9, characterized in that: The block is provided with a first reinforcing rib, a second reinforcing rib and a third reinforcing rib in parallel in sequence. The thickness of the third reinforcing rib is greater than the thickness of the second reinforcing rib, and the thickness of the second reinforcing rib is greater than the thickness of the first reinforcing rib.

11. The anti-collision structure according to claim 10, characterized in that: The stopper is made of extruded aluminum profile.

12. The anti-collision structure according to claim 11, characterized in that: The rear longitudinal beam is provided with a crush structure, which can crush and absorb energy along the height direction of the vehicle body.

13. The anti-collision structure according to claim 12, characterized in that: The stopper and the crush structure form a force transmission path suitable for guiding the collision force along the stopper and the crush structure to the vehicle body frame.

14. A collision avoidance system, characterized in that: The anti-collision system comprises the anti-collision structure according to any one of claims 1-13.

15. The collision avoidance system according to claim 14, characterized in that The anti-collision system further includes an acceleration sensor and a pressure sensor.

16. The collision avoidance system according to claim 1, wherein: The pressure sensor is arranged on the stopper.

17. A vehicle, characterized in that: The vehicle comprises the anti-collision structure according to any one of claims 1 to 13 or the anti-collision system according to any one of claims 14 to 16.

18. A collision avoidance control method, characterized in that: include: Determine the collision level; Different response strategies are triggered according to the collision level.

19. The anti-collision control method according to claim 18, characterized in that: The collision level determination includes: The acceleration sensor acquires a collision acceleration parameter, the pressure sensor acquires a rear longitudinal beam pressure value parameter, and the collision level is determined by the collision acceleration parameter and the rear longitudinal beam pressure value parameter.

20. The anti-collision control method according to claim 19, characterized in that: The determining of the collision level by using the collision acceleration parameter and the rear longitudinal beam pressure value parameter comprises: When the acceleration a satisfies 10g>a>5g, the duration of acceleration a is greater than 30ms, and the rear longitudinal beam pressure value is greater than 100KN, it is determined to be a level 1 collision; When the acceleration a satisfies 20g>a>10g, the duration of acceleration a is greater than 20ms, and the rear longitudinal beam pressure value is greater than 150KN, it is determined to be a secondary collision; When the acceleration a satisfies a>20g and the instantaneous peak value of acceleration a is greater than>50G / 5ms and the rear longitudinal beam pressure value is greater than 200KN, it is determined to be a level 3 collision.

21. The anti-collision control method according to claim 20, characterized in that: Depending on the collision level, different response strategies are triggered, including: When it is determined to be a level one collision, a level one response strategy is triggered, wherein the level one response strategy is to execute at least one of increasing the suspension damping, enhancing the power steering, and entering the energy supply module into a safety preparation state; When a level 2 collision is determined, a level 2 response strategy is triggered, wherein the level 2 response strategy includes at least one of increasing the active seat belt force limiter, activating the ESP system, increasing the suspension damping, and the energy supply module entering a safety preparatory state; wherein the suspension damping in the level 2 collision state is greater than the suspension damping in the level 1 collision state; When it is determined to be a level 3 collision, a level 3 response strategy is triggered, and the level 3 response strategy is to execute at least one of enhancing the seat belt force limiter and the energy supply module entering the safety protection state; wherein, the seat belt force limiter in the level 3 collision state is greater than the seat belt force limiter in the level 2 collision state.

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