Anti-collision structure and vehicle

Abstract

The embodiment of the invention provides an anti-collision structure and a vehicle, and relates to the technical field of automobile accessories. The anti-collision structure comprises a plurality of mounting beams and a plurality of connecting rods, wherein the mounting beams are arranged on the two sides of a longitudinal beam of a vehicle body of the vehicle respectively; each mounting beam is correspondingly provided with one connecting beam, one end of each connecting beam is used for being connected with a longitudinal beam of a vehicle body, and the other end of each connecting beam is arranged on the lower portion of the corresponding mounting beam; the anti-collision pieces are arranged between the ends, away from the vehicle body longitudinal beam, of the multiple mounting beams and between the ends, away from the vehicle body longitudinal beam, of the multiple connecting beams. According to the anti-collision structure and the vehicle, impact force can be decomposed and dispersed, and therefore the anti-collision performance of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and in particular to a collision protection structure and vehicle. Background Technology

[0002] Automobiles are vehicles powered by internal combustion engines that generate energy through the combustion of fuel. They are widely used due to their convenient refueling and stable range. Electric vehicles, on the other hand, rely on batteries to store electrical energy and drive the wheels directly through electric motors. They have advantages such as zero emissions, fast acceleration, and low operating costs.

[0003] In related technologies, to improve the frontal collision protection performance of a vehicle, a collision protection component is usually installed at the front end of the vehicle's longitudinal beams. The collision protection component includes a collision protection beam and an energy-absorbing box. An installation beam is installed on each side of the vehicle's longitudinal beams, and the energy-absorbing box spans between the two installation beams. The collision protection beam is fixed to the front side of the energy-absorbing box. When the vehicle is involved in a frontal collision, the collision protection beam first bears and absorbs part of the impact force. Then, the energy-absorbing box undergoes orderly crushing deformation through a pre-set crumple-inducing groove, absorbing part of the impact force again, and transmitting the attenuated remaining impact force rearward to the vehicle's longitudinal beams and the main structure of the vehicle.

[0004] However, when the front of the vehicle is involved in a collision, the impact force is transmitted through the crash beam and energy-absorbing box to the two mounting beams on the left and right. This means that all the impact force will be transmitted to the rear through these two mounting beams, resulting in a very large load on the two mounting beams. This may cause the mounting beams themselves or the connection between the mounting beams and the longitudinal beams of the vehicle body to break, thereby reducing the vehicle's crashworthiness. Summary of the Invention

[0005] This application provides a collision avoidance structure and vehicle to solve the technical problem in related technologies where, when a vehicle is subjected to a collision, the impact force acts on two mounting beams, which can easily lead to breakage of the mounting beams or the connection between the mounting beams and the vehicle body longitudinal beams, thereby reducing the vehicle's collision avoidance performance.

[0006] In a first aspect, embodiments of this application provide a collision avoidance structure, including:

[0007] Multiple mounting beams, wherein the multiple mounting beams are respectively installed on both sides of the vehicle body longitudinal beams;

[0008] Multiple connecting beams are provided, and each mounting beam is provided with a corresponding connecting beam. One end of the connecting beam is used to connect with the vehicle body longitudinal beam, and the other end of the connecting beam is provided at the lower part of the corresponding mounting beam.

[0009] The anti-collision components are provided between the ends of the multiple mounting beams away from the longitudinal beams of the vehicle body, and between the ends of the multiple connecting beams away from the longitudinal beams of the vehicle body.

[0010] In some embodiments, the connecting beam includes a fixing part and a connecting part. The fixing part is used to be disposed on the vehicle body longitudinal beam, and the connecting part is connected to the corresponding mounting beam. One end of the connecting part is used to abut against the fixing part, and the anti-collision member is disposed between the other ends of the plurality of connecting parts.

[0011] In some embodiments, the connecting portion includes a first connecting segment, a second connecting segment, and a third connecting segment. One end of the second connecting segment is connected to the first connecting segment, and the other end of the second connecting segment is connected to the third connecting segment. Both the first connecting segment and the third connecting segment are connected to the mounting beam. The third connecting segment is used to abut against the fixing portion. The anti-collision member is disposed on a plurality of the first connecting segments.

[0012] In some embodiments, a first connector is further included for detachably connecting the first connecting segment to the mounting beam.

[0013] In some embodiments, a second connector is further included, which is used to detachably connect the third connecting segment to the vehicle body longitudinal beam. The second connector is used to disconnect the connection between the third connecting segment and the vehicle body longitudinal beam when the impact force transmitted to the second connector is greater than a preset impact force.

[0014] In some embodiments, the end of the connecting portion near the fixing portion has a first inclined surface, and the fixing portion has a second inclined surface. Along the height direction of the vehicle longitudinal beam, the distance between the first inclined surface and the second inclined surface and the vehicle longitudinal beam gradually decreases.

[0015] In some embodiments, a gap is formed between the first inclined surface and the second inclined surface.

[0016] In some embodiments, along the height direction of the vehicle body longitudinal beam, the first connecting segment is located below the third connecting segment, and the second connecting segment is obliquely disposed between the first connecting segment and the third connecting segment.

[0017] In some embodiments, a fixing beam is also included, wherein a fixing beam is provided between each of the mounting beams and the vehicle body longitudinal beams, one end of the fixing beam is used to connect to the vehicle body longitudinal beam, the other end of the fixing beam is used to be disposed opposite to the A-pillar of the vehicle, and the other end of the fixing beam is connected to the end of the mounting beam away from the vehicle body longitudinal beam.

[0018] Secondly, embodiments of this application provide a vehicle, including a vehicle body and the aforementioned anti-collision structure disposed on the vehicle body.

[0019] This application provides a collision avoidance structure and a vehicle. The collision avoidance structure provided by this application, by setting collision avoidance components on multiple mounting beams and multiple connecting beams, allows the impact force to first act on the collision avoidance components at the ends of the multiple mounting beams and multiple connecting beams when the vehicle collides. The multiple collision avoidance components can withstand and absorb part of the impact force, thereby weakening the impact force transmitted to the mounting beams and connecting beams, preventing the mounting beams and connecting beams, as well as the connection points between the mounting beams and connecting beams and the vehicle body longitudinal beams, from breaking, thus improving the vehicle's collision avoidance performance. Subsequently, the impact force is laterally transmitted to the multiple mounting beams through the collision avoidance components, and then to the multiple connecting beams through the collision avoidance components. By using multiple mounting beams and multiple connecting beams, and connecting the connecting beams to the mounting beams, the huge impact load originally concentrated at two points is decomposed and distributed to more connection points, reducing the peak stress and deformation risk at each connection point, preventing fracture caused by single-path overload, thereby ensuring that the impact energy can be absorbed and transmitted rearward to the vehicle body longitudinal beams and the main structure of the vehicle, improving the overall crashworthiness and safety of the vehicle. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] Figure 1 Structural diagram of the anti-collision structure provided in this application Figure 1 ;

[0022] Figure 2 Structural diagram of the anti-collision structure provided in this application Figure 2 ;

[0023] Figure 3 Structural diagram of the anti-collision structure provided in this application Figure 3 ;

[0024] Figure 4 Structural diagram of the anti-collision structure provided in this application Figure 4 ;

[0025] Figure 5 Structural diagram of the anti-collision structure provided in this application Figure 5 ;

[0026] Figure 6 for Figure 1 A schematic diagram of the connecting beam in the diagram.

[0027] Explanation of reference numerals in the attached figures:

[0028] 100. Mounting beam; 110. Connecting plate;

[0029] 200. Connecting beam; 210. Fixing part; 211. Second inclined surface; 220. Connecting part; 221. First connecting section; 222. Second connecting section; 223. Third connecting section; 224. First inclined surface; 225. Gap;

[0030] 300. Anti-collision components; 310. Anti-collision beams; 320. Energy-absorbing boxes;

[0031] 400. First connector;

[0032] 500. Second connector;

[0033] 600. Fixed beam;

[0034] 700. Vehicle body longitudinal beams;

[0035] 800, A-pillar.

[0036] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0037] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0038] In related technologies, to enhance the frontal impact resistance of a vehicle, a crash barrier is installed at the front end of the vehicle's longitudinal beams. The crash barrier includes a crash beam and an energy-absorbing box. There is a mounting beam on each side of the vehicle's longitudinal beams, and the energy-absorbing box is arranged laterally between these two mounting beams. The front end of the energy-absorbing box is fixedly installed with the crash beam. When the vehicle is involved in a frontal collision, the crash beam first contacts the obstacle and absorbs the initial impact energy through its own deformation. Then, the impact force is transferred to the energy-absorbing box. The energy-absorbing box undergoes controllable crushing deformation through a pre-designed crumple-inducing structure, further dissipating a large amount of collision energy. Finally, the remaining impact force after two attenuations is transferred rearward to the vehicle's longitudinal beams and the main structure of the vehicle, thereby protecting the occupants inside the vehicle.

[0039] However, when a collision occurs, the entire impact force can only be transmitted rearward through the two mounting beams located on both sides of the vehicle's longitudinal beams. This means that each mounting beam and its connection point with the vehicle's longitudinal beams must withstand extremely high concentrated loads. The mounting beam itself is very prone to tearing or the connection interface to break due to stress exceeding the material or structural bearing limit. This single force transmission path leads to a decrease in the overall reliability of the anti-collision system. Once the connection fails, the remaining impact energy cannot be smoothly transmitted along the designed path, thus severely weakening the vehicle's actual anti-collision safety performance.

[0040] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0041] Combination Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 This application provides a collision avoidance structure, including multiple mounting beams 100, multiple connecting beams 200, and multiple collision avoidance components 300. The multiple mounting beams 100 are respectively disposed on both sides of the vehicle body longitudinal beam 700. Each mounting beam 100 is correspondingly provided with a connecting beam 200. One end of the connecting beam 200 is used to connect with the vehicle body longitudinal beam 700, and the other end of the connecting beam 200 is disposed at the lower part of the corresponding mounting beam 100. Collision avoidance components 300 are provided between the ends of the multiple mounting beams 100 away from the vehicle body longitudinal beam 700 and between the ends of the multiple connecting beams 200 away from the vehicle body longitudinal beam 700.

[0042] In this embodiment, two mounting beams 100 are provided, which are respectively provided on both sides of the vehicle body longitudinal beam 700. The ends of the two mounting beams 100 near the vehicle body longitudinal beam 700 are connected to the bottom of the vehicle body longitudinal beam 700. The mounting beams 100 and the vehicle body longitudinal beam 700 can be integrally connected, welded or bolted. The mounting beams 100 are arc-shaped. The ends of the mounting beams 100 away from the vehicle body longitudinal beam 700 are opposite to the middle or lower middle part of the vehicle body longitudinal beam 700 in the height direction. The shape of the mounting beams 100 can be adaptively adjusted as needed.

[0043] In this embodiment, two connecting beams 200 are provided, and the two connecting beams 200 are respectively provided corresponding to the two mounting beams 100. The connection point between the connecting beam 200 and the vehicle longitudinal beam 700 is located on one side of the connection point between the mounting beam 100 and the vehicle longitudinal beam 700.

[0044] In this application, by providing anti-collision components 300 on both mounting beams 100 and both connecting beams 200, when a vehicle collision occurs, the impact force first acts on the anti-collision components 300 at the ends of the two mounting beams 100 and the two connecting beams 200. The two anti-collision components 300 can withstand and absorb part of the impact force, thereby reducing the impact force transmitted to the mounting beams 100 and the connecting beams 200, preventing breakage at the connection points between the mounting beams 100 and the connecting beams 200 and the vehicle body longitudinal beams 700, thus improving the vehicle's anti-collision performance; subsequently, the impact force will be transmitted through... The impact energy is laterally transmitted through the anti-collision component 300 to the two mounting beams 100, and then through the anti-collision component 300 to the two connecting beams 200. By using two mounting beams 100 and two connecting beams 200, and connecting the connecting beams 200 to the mounting beams 100, the huge impact load that was originally concentrated at two points is decomposed and distributed to four connection points. This reduces the peak stress and deformation risk at each connection point, prevents fracture caused by single-path overload, and ensures that the impact energy can be absorbed and transmitted rearward to the vehicle body longitudinal beams 700 and the main structure of the vehicle, thereby improving the overall crashworthiness and safety of the vehicle.

[0045] In this embodiment, the width of the mounting beam 100 is greater than the width of the connecting beam 200, so that the mounting beam 100 can serve as the main force transmission structure, while the connecting beam 200 serves as the secondary force transmission structure. The main function of the connecting beam 200 is to disperse part of the impact force borne by the mounting beam 100.

[0046] In this embodiment, the anti-collision component 300 includes an anti-collision beam 310 and an energy-absorbing box 320. Energy-absorbing boxes 320 are provided between the ends of the two mounting beams 100 away from the longitudinal beams 700 of the vehicle body, and between the ends of the two connecting beams 200 away from the longitudinal beams 700 of the vehicle body. The anti-collision beam 310 is located on the side of the energy-absorbing box 320 away from the longitudinal beams 700 of the vehicle body. When the vehicle is involved in a frontal collision, the anti-collision beam 310 first contacts the obstacle and absorbs the initial impact energy through its own deformation. Then the impact force is transmitted to the energy-absorbing box 320. The energy-absorbing box 320 undergoes controllable crushing deformation through a pre-designed crushing induction structure, further dissipating a large amount of collision energy. Finally, the remaining impact force after two attenuations is transmitted rearward to the mounting beams 100 and the connecting beams 200. The anti-collision beam 310 and the energy-absorbing box 320 are existing technologies, and their specific structures will not be described in detail.

[0047] like Figure 6 As shown, the connecting beam 200 includes a fixing part 210 and a connecting part 220. The fixing part 210 is used to be mounted on the vehicle body longitudinal beam 700, and the connecting part 220 is connected to the corresponding mounting beam 100. One end of the connecting part 220 is used to abut against the fixing part 210, and the anti-collision member 300 is disposed between the other ends of the multiple connecting parts 220.

[0048] In this embodiment, the fixing part 210 and the vehicle body longitudinal beam 700 can be integrally connected, bolted, or welded.

[0049] In this application, when a vehicle collision occurs, the impact force is first transmitted through the anti-collision member 300 to the connecting portion 220 of the multiple connecting beams 200. Because the connecting portion 220 abuts against the fixed portion 210, the impact force is smoothly dispersed and transmitted to the fixed portion 210 fixed on the vehicle body longitudinal beam 700 through the abutment surface of the connecting portion 220 and the fixed portion 210, and finally guided into the vehicle body longitudinal beam 700; when the impact force is too large and exceeds the design threshold, a controllable separation will occur between the connecting portion 220 and the fixed portion 210 (e.g., through the connecting portion). The plastic bending or shearing of 220 not only consumes a lot of extra energy through the deformation and fracture of the connecting part 220 itself, but more importantly, the separation of the connecting part 220 from the fixing part 210 interrupts the force transmission path pointing to the vehicle body longitudinal beam 700. Since the connecting part 220 is connected to the mounting beam 100, the remaining impact force is transmitted through the mounting beam 100, guiding the impact force to the wider mounting beam 100, thereby realizing the redistribution of force and path conversion, and further improving the vehicle's collision protection performance.

[0050] The connecting part 220 includes a first connecting section 221, a second connecting section 222 and a third connecting section 223. One end of the second connecting section 222 is connected to the first connecting section 221, and the other end of the second connecting section 222 is connected to the third connecting section 223. Both the first connecting section 221 and the third connecting section 223 are connected to the mounting beam 100. The third connecting section 223 is used to abut against the fixing part 210. The anti-collision member 300 is provided on multiple first connecting sections 221.

[0051] In this application, when the impact force is transmitted from the anti-collision member 300 to the connecting part 220, since both the first connecting section 221 and the third connecting section 223 are connected to the mounting beam 100, by increasing the connection point between the connecting part 220 and the mounting beam 100, the mounting beam 100 can suppress the possible torsional or local buckling deformation of the connecting part 220. At the same time, the connecting part 220 can also suppress the possible torsional or local torsional deformation of the mounting beam 100, preventing premature stress concentration, so that the impact energy can be more fully absorbed by the anti-collision beam 310 and the energy-absorbing box 320; and the connecting beam 200 can also absorb part of the impact force, thereby suppressing the possible torsional or local buckling deformation of the mounting beam 100.

[0052] The anti-collision structure also includes a first connector 400, which is used to detachably connect the first connecting section 221 to the mounting beam 100.

[0053] In this embodiment, a connecting plate 110 extends from the mounting beam 100 toward the first connecting segment 221. The mounting beam 100 and the connecting plate 110 can be integrally connected, welded, or bolted together. The first connecting member 400 consists of a first bolt and a first nut. The first nut is used to fit and threadedly connect to the first bolt. The first bolt and the first nut are used to detachably connect the connecting plate 110 and the first connecting segment 221 so that the first connecting segment 221 is connected to the mounting beam 100. In other embodiments, the first connecting member 400 can also be replaced by a pin.

[0054] In this application, by using the first bolt and the first nut, the mounting beam 100 and the first connecting section 221 can be formed as a whole, which indirectly improves the connection strength and overall strength between the mounting beam 100 and the first connecting section 221. Under collision conditions, by fixing the mounting beam 100 to the first connecting section 221, a robust and reliable force transmission path can be provided, ensuring that the impact force can be transmitted from the anti-collision member 300 to the mounting beam 100 through the first connecting section 221, and also ensuring that the impact force can be transmitted from the anti-collision member 300 to the first connecting section 221 through the mounting beam 100, thereby achieving impact force absorption and improving anti-collision performance.

[0055] The anti-collision structure also includes a second connector 500, which is used to detachably connect the third connecting section 223 and the vehicle longitudinal beam 700. The second connector 500 is used to disconnect from the third connecting section 223 and the vehicle longitudinal beam 700 when the impact force transmitted to the second connector 500 is greater than the preset impact force.

[0056] In this embodiment, the second connector 500 is a second bolt and a second nut. The second nut is used to be sleeved and threaded onto the second bolt. The second bolt and the second nut are used to detachably connect the vehicle body longitudinal beam 700 to the third connecting section 223. The preset impact force is the shear force of the second bolt. In other embodiments, the second connector 500 can also be replaced by a pin.

[0057] In this application, when the impact force is transmitted along the first connecting section 221 and the second connecting section 222 to the third connecting section 223, and when the impact force exceeds the shear force of the second bolt, a predetermined failure will occur at the connection of the second bolt (such as the second bolt being sheared or the second nut being pulled out). The shear deformation of the second bolt can consume a large amount of impact force, thereby reducing the impact force transmitted to the vehicle body longitudinal beam 700, preventing the vehicle body longitudinal beam 700 from being damaged due to excessive impact force, and further improving the anti-collision performance.

[0058] The end of the connecting part 220 near the fixing part 210 has a first inclined surface 224, and the fixing part 210 has a second inclined surface 211. Along the height direction of the vehicle longitudinal beam 700, the distance between the first inclined surface 224 and the second inclined surface 211 and the vehicle longitudinal beam 700 gradually decreases.

[0059] In this embodiment, the acute angle formed between the first inclined surface 224 and the horizontal surface is β, where β is greater than or equal to 55° and less than or equal to 65°, and the acute angle formed between the second inclined surface 211 and the horizontal surface is γ, where γ is greater than or equal to 65° and less than or equal to 75°. Specifically, β is 60° and γ is 70°.

[0060] In this application, by employing a first inclined surface 224 and a second inclined surface 211, and gradually reducing the distance between the first inclined surface 224 and the second inclined surface 211 and the vehicle longitudinal beam 700, when the second bolt fails and the impact force is transmitted along the length of the connecting beam 200 to the position of the first inclined surface 224, the deformation and friction generated by the contact between the first inclined surface 224 and the second inclined surface 211 can again consume a large amount of impact force. At the same time, the first inclined surface 224 can move downward along the second inclined surface 211, causing the end of the third connecting section 223 to disengage from the fixing part 210, thereby reducing the impact force transmitted to the vehicle longitudinal beam 700, preventing the vehicle longitudinal beam 700 from being damaged due to excessive impact force, and by guiding the end of the third connecting section 223, preventing the end of the third connecting section 223 from moving upward and affecting the vehicle longitudinal beam 700, the anti-collision performance is further improved.

[0061] A gap 225 is formed between the first inclined surface 224 and the second inclined surface 211.

[0062] In this embodiment, the gap 225 formed between the first inclined surface 224 and the second inclined surface 211 is d1, which is greater than or equal to 20mm and less than or equal to 25mm. Specifically, d1 is 22mm.

[0063] In this application, by setting a gap 225 between the first inclined surface 224 and the second inclined surface 211, when the vehicle is hit by a collision, the third connecting segment 223 can move within the gap 225 after deformation and drive the first inclined surface 224 to abut against the second inclined surface 211, thereby preventing the first inclined surface 224 and the second inclined surface 211 from always abutting against each other, which would cause the second bolt to fail due to not receiving shear force. This improves the reliability of the second bolt failure when the impact force transmitted to the second bolt is greater than the preset impact force.

[0064] Along the height direction of the longitudinal beam 700 of the vehicle body, the first connecting section 221 is located below the third connecting section 223, and the second connecting section 222 is inclinedly arranged between the first connecting section 221 and the third connecting section 223.

[0065] In this embodiment, the acute angle formed between the second connecting segment 222 and the horizontal plane is α, where α is greater than or equal to 2° and less than or equal to 3°, specifically, α is 2.5°.

[0066] In this application, by tilting the second connecting segment 222 between the first connecting segment 221 and the third connecting segment 223, when the impact force is transmitted to the tilted second connecting segment 222, the second connecting segment 222 will tend to move upward. At this time, the first inclined surface 224 can abut against the second inclined surface 211, thereby causing the end of the third connecting segment 223 near the fixing part 210 to move downward along the second inclined surface 211, which further facilitates the separation of the third connecting segment 223 from the fixing part 210. When the second connecting segment 222 moves upward and the end of the third connecting segment 223 moves downward, the second bolt is further subjected to shear force, which facilitates the failure of the second bolt while consuming the impact force.

[0067] The anti-collision structure also includes a fixed beam 600. A fixed beam 600 is provided between each mounting beam 100 and the vehicle body longitudinal beam 700. One end of the fixed beam 600 is used to connect with the vehicle body longitudinal beam 700, and the other end of the fixed beam 600 is used to be positioned opposite to the A-pillar 800 of the vehicle. The other end of the fixed beam 600 is connected to the end of the mounting beam 100 away from the vehicle body longitudinal beam 700.

[0068] In this embodiment, two fixed beams 600 are provided, and the two fixed beams 600 are provided one-to-one with the two mounting beams 100. The fixed beams 600 are located on the upper part of the mounting beams 100. One end of the fixed beam 600 is integrally connected to the vehicle body longitudinal beam 700 by bolting or welding, and the other end of the fixed beam 600 is integrally connected to the mounting beam 100 by bolting or welding.

[0069] In this application, when a vehicle collides, the impact force first acts on the anti-collision members 300 at the ends of multiple mounting beams 100 and multiple connecting beams 200. The multiple anti-collision members 300 can withstand and absorb part of the impact force, thereby reducing the impact force transmitted to the mounting beams 100 and connecting beams 200. Subsequently, the impact force is transmitted along the mounting beams 100 to the two fixed beams 600. By using two fixed beams 600, two mounting beams 100 and two connecting beams 200, and positioning the fixed beams 600 opposite to the A-pillars 800 of the vehicle, the impact load can be decomposed and distributed to the body longitudinal beams 700 and A-pillars 800, reducing peak stress and deformation risk, preventing fracture caused by single-path overload, thereby ensuring that the impact energy can be absorbed and transmitted rearward to the body longitudinal beams 700 and the main structure of the vehicle, improving the overall crashworthiness and safety of the vehicle.

[0070] In this embodiment, the width of the mounting beam 100 is greater than the width of the fixed beam 600, so that the mounting beam 100 can serve as the main force transmission structure, while the connecting beam 200 and the fixed beam 600 serve as secondary force transmission structures. The main function of the connecting beam 200 and the fixed beam 600 is to disperse part of the impact force borne by the mounting beam 100.

[0071] This application also provides a vehicle, including a vehicle body and a collision avoidance structure of any of the above embodiments disposed on the vehicle body.

[0072] The specific structure of the anti-collision structure has been described in detail in the above embodiments, and will not be repeated here.

[0073] In this embodiment, the vehicle can be a car, a tram, or a mini electric vehicle.

[0074] like Figure 6 As shown, in this embodiment, taking a 100% overlap rigid barrier collision at 56 km / h as an example, the force of the barrier collision on the anti-collision beam 310 at the end of the first connecting section 221 is F0, and the force transmitted to the end of the first connecting section 221 away from the second connecting section 222 is F1=F0-k×D×η, where k is the average stiffness of the anti-collision beam 310 and the energy-absorbing box 320, D is the total length of the anti-collision beam 310 and the energy-absorbing box 320 along the length direction of the first connecting section 221, and η is the structural compression ratio of the anti-collision beam 310 and the energy-absorbing box 320. With the product of D and η remaining unchanged, increasing k can improve the force transmission efficiency of the anti-collision beam 310 and the energy-absorbing box 320.

[0075] During the continuous compression of the rigid barrier, the intermediate force transmission path, along the anti-collision beam 310, energy-absorbing box 320 and mounting beam 100 in sequence, and the lower force transmission path, along the anti-collision beam 310, energy-absorbing box 320, connecting beam 200 and fixing part 210 in sequence, are crushed synchronously.

[0076] When the impact force is transmitted from the position of the first connector 400 (first bolt and first nut) to the position of the second connector 500 (second bolt and second nut), the second connecting segment 222 will generate an upward component force F along the Z-axis. 1z =F1×sinα=(F0-k×D×η)×sinα, the second connecting segment 222 will tend to move upward during the backward compression process, and the third connecting segment 223 will generate a component force F along the X-axis to the right. 1x =F1×cosα, the component force F transmitted to the third connecting segment 223 1x The shear force F greater than that of the second bolt tB That is, F1×cosα>F tB The second bolt failed.

[0077] After the second bolt fails, the third connecting section 223 detaches from the mounting beam 100. At this time, the third connecting section 223 moves backward and presses against the fixing part 210. The fixing part 210 generates a reaction force F2 perpendicular to the second inclined surface 211. The component of F2 along the Z-axis downward is F. 2z =F2×cosγ, the third connecting segment 223 tends to move downward during the backward compression process. The third connecting segment 223 is also affected by β during the downward sliding of the second inclined surface 211 of the fixed part 210. The larger β is, the earlier the third connecting segment 223 will drive the first inclined surface 224 to contact the second inclined surface 211 of the fixed part 210, and the more difficult it is for the first inclined surface 224 and the second inclined surface 211 to separate. If β is too small, the end structure of the third connecting segment 223 near the fixed part 210 will be too weak and will be prone to instability during the impact. F2 is mainly related to the strength of the third connecting segment 223 and the fixed part 210. The higher the strength of the third connecting segment 223 and the fixed part 210, the greater the compressive force F2 between the third connecting segment 223 and the fixed part 210. As the compressive force between the third connecting segment 223 and the fixed part 210 continues to increase, until F 2z >F 1z When the balance is broken, the third connecting segment 223 moves downward along the second inclined surface 211 and eventually detaches from the fixed part 210.

[0078] By F 2z >F 1zTherefore, the maximum bearing capacity of the connecting beam 200 is F0 = F2 × cosγ / sinα + k × D × η. From this, we can see that the larger F2 is, the smaller γ is, and the larger k is, the larger the maximum bearing capacity F0 will be. If the angle γ is smaller, the second inclined surface 211 is more gentle, and when the third connecting section 223 presses against the fixed part 210, the third connecting section 223 and the fixed part 210 are more likely to separate, and the interaction time between the third connecting section 223 and the fixed part 210 is shorter, resulting in a less significant effect on reducing VPI (vehicle piezoresistive index). Pulse index (VPI) is a method to infer the peak chest acceleration of vehicle occupants by analyzing the vehicle's acceleration curve during a collision. A larger peak chest acceleration indicates more severe chest injuries. VPI is negatively correlated with initial vehicle acceleration and positively correlated with average vehicle acceleration. From a vehicle structure perspective, reducing VPI involves optimizing the structure to increase initial vehicle acceleration while simultaneously reducing average vehicle acceleration. If γ is larger, it becomes more difficult for the third connecting segment 223 to detach from the fixed part 210 when the third connecting segment 223 presses against the fixed part 210, affecting the vehicle's intrusion distance and thus increasing VPI. Therefore, the maximum load-bearing capacity F0 should be optimized by adjusting F2 or k, and the angle γ should be adjusted to ensure the third connecting segment 223 detaches from the fixed part 210 at an appropriate time. This increases the force transmission at the front of the vehicle in the early stages of a collision and reduces the force transmission at the front of the vehicle after the third connecting segment 223 detaches from the fixed part 210, thereby improving vehicle crashworthiness.

[0079] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A collision avoidance structure, characterized in that, include: Multiple mounting beams (100) are provided for being respectively disposed on both sides of the vehicle body longitudinal beam (700); Multiple connecting beams (200) are provided on each of the mounting beams (100). One end of the connecting beam (200) is used to connect with the vehicle body longitudinal beam (700), and the other end of the connecting beam (200) is provided at the lower part of the corresponding mounting beam (100). The anti-collision elements (300) are provided between the ends of the multiple mounting beams (100) away from the vehicle body longitudinal beam (700) and between the ends of the multiple connecting beams (200) away from the vehicle body longitudinal beam (700).

2. The anti-collision structure according to claim 1, characterized in that, The connecting beam (200) includes a fixing part (210) and a connecting part (220). The fixing part (210) is used to be disposed on the longitudinal beam (700) of the vehicle body. The connecting part (220) is connected to the corresponding mounting beam (100). One end of the connecting part (220) is used to abut against the fixing part (210). The anti-collision member (300) is disposed between the other ends of the plurality of connecting parts (220).

3. The anti-collision structure according to claim 2, characterized in that, The connecting part (220) includes a first connecting section (221), a second connecting section (222) and a third connecting section (223). One end of the second connecting section (222) is connected to the first connecting section (221), and the other end of the second connecting section (222) is connected to the third connecting section (223). Both the first connecting section (221) and the third connecting section (223) are connected to the mounting beam (100). The third connecting section (223) is used to abut against the fixing part (210). The anti-collision member (300) is disposed on a plurality of the first connecting sections (221).

4. The anti-collision structure according to claim 3, characterized in that, It also includes a first connector (400) for detachably connecting the first connecting segment (221) to the mounting beam (100).

5. The anti-collision structure according to claim 3, characterized in that, It also includes a second connector (500) for detachably connecting the third connecting segment (223) and the vehicle body longitudinal beam (700). The second connector (500) is used to disconnect from the connection between the third connecting segment (223) and the vehicle body longitudinal beam (700) when the impact force transmitted to the second connector (500) is greater than a preset impact force.

6. The anti-collision structure according to any one of claims 2-5, characterized in that, The connecting part (220) has a first inclined surface (224) at the end near the fixing part (210), and the fixing part (210) has a second inclined surface (211). Along the height direction of the vehicle body longitudinal beam (700), the distance between the first inclined surface (224) and the second inclined surface (211) and the vehicle body longitudinal beam (700) gradually decreases.

7. The anti-collision structure according to claim 6, characterized in that, A gap (225) is formed between the first inclined surface (224) and the second inclined surface (211).

8. The anti-collision structure according to any one of claims 3-5, characterized in that, Along the height direction of the vehicle body longitudinal beam (700), the first connecting section (221) is located below the third connecting section (223), and the second connecting section (222) is inclinedly disposed between the first connecting section (221) and the third connecting section (223).

9. The anti-collision structure according to any one of claims 2-5, characterized in that, It also includes a fixing beam (600), which is provided between each of the mounting beams (100) and the vehicle body longitudinal beams (700). One end of the fixing beam (600) is used to connect with the vehicle body longitudinal beam (700), and the other end of the fixing beam (600) is used to be positioned opposite to the A-pillar (800) of the vehicle. The other end of the fixing beam (600) is connected to the end of the mounting beam (100) away from the vehicle body longitudinal beam (700).

10. A vehicle, characterized in that, It includes a vehicle body and a collision avoidance structure disposed on the vehicle body as described in any one of claims 1-9.

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