Anti-collision device for new energy battery of new energy vehicle

Abstract

The invention relates to the technical field of power battery protection, in particular to an anti-collision device for a new energy battery of a new energy vehicle, the anti-collision device comprises an outer frame, an inner frame and an impact disconnection assembly, a three-layer protection structure of the outer frame, the inner frame and the impact disconnection assembly is adopted, and the adjacent anti-collision frames are elastically connected. When a certain side is impacted, the impact disconnection assembly is disconnected after the impact disconnection assembly exceeds a preset threshold value, the impacted anti-collision frame deforms inwards, meanwhile, the inner frame and other anti-collision frames are pushed to move cooperatively, and therefore impact force is dispersed to the whole frame structure, and the problem that multi-direction collision is difficult to cope with due to single-point stress concentration is solved.

Description

Technical Field

[0001] This invention relates to the field of power battery protection technology, specifically to an anti-collision device for new energy batteries in new energy vehicles. Background Technology

[0002] With the rapid development of new energy vehicle technology, the safety of batteries, as the core power source, has increasingly attracted widespread attention. New energy vehicles commonly use lithium batteries and other new energy batteries, which may be subjected to impacts or accidents during use, leading to deformation or damage. Once a battery is deformed, especially when the battery casing is impacted, the electrolyte may leak, causing a short circuit inside the battery, potentially leading to serious fires or explosions, and even endangering the safety of the entire vehicle and its occupants. Therefore, effectively protecting batteries from external impacts has become a crucial issue in ensuring the safety of new energy vehicles.

[0003] To improve battery safety, existing technologies typically incorporate a crash barrier around the battery. These barriers primarily protect the battery by absorbing impact forces, preventing direct force on the battery. However, in practical applications, existing crash barriers have some shortcomings. Current crash barriers are usually designed to absorb impact forces only on one side. When a collision occurs on one side of the vehicle, the crash barrier is impacted and begins to deform. However, if the impact force exceeds the design limit of the crash barrier, significant deformation may occur on one side, causing the deformed side of the crash barrier to inwardly compress the battery. In this case, the protective effect of the crash barrier is greatly reduced, and it may even cause internal damage or deformation to the battery, increasing the risk of battery failure, leading to safety hazards such as short circuits, and in severe cases, potentially causing vehicle fires and irreparable losses.

[0004] Patent document publication number CN115241586B discloses a protective structure for a battery pack, applied to a vehicle. The vehicle includes a battery pack assembly, comprising: a crash frame, a fixing bracket, and at least one crash box; the crash frame is fixed to the bottom of the vehicle frame and has a receiving space for placing the battery pack assembly; the fixing bracket is disposed on the bottom of the crash frame and is used to connect to the bottom of the battery pack assembly; at least one crash box is fixed on the side of the fixing bracket, and the end face of the crash box away from the battery pack assembly is flush with the outer end face of the crash frame; when the collision force on the crash frame exceeds a preset value, the crash box drives the battery pack assembly to move away from the collision point on the bottom of the crash frame; the crash box has a hollow structure, and the cross-sectional area of ​​the crash box gradually increases from one end to the other, with one end of the crash box away from the side of the fixing bracket.

[0005] The impact-absorbing box in this protective mechanism has a hollow structure with a cross-sectional area that gradually increases away from the fixed support. While it can absorb some impact energy, its structural strength relies on a single deformation energy absorption method. Under high-intensity impact, the impact-absorbing box may fail due to excessive compression, failing to completely offset the impact force, and the battery pack may still be compressed. Furthermore, the impact-absorbing box of the anti-collision frame can only buffer impact force in one direction. If the collision comes from an oblique or multi-directional impact, this structure is unable to effectively disperse the impact energy, potentially leading to localized stress concentration and reducing the overall protective effect. Summary of the Invention

[0006] To address the problems existing in current technologies, a collision avoidance device for new energy vehicle batteries is provided. This device employs a three-layer protective structure consisting of an outer frame, an inner frame, and an impact disconnection assembly. The outer frame comprises six independently separable collision avoidance frames, which are elastically connected to each other. When one side is impacted, the impact disconnection assembly disconnects after exceeding a preset threshold, causing the impacted collision avoidance frame to deform inward. Simultaneously, it pushes the inner frame and other collision avoidance frames to move in tandem, thereby dispersing the impact force throughout the entire frame structure. This solves the problem of single-point stress concentration leading to difficulty in handling multi-directional collisions.

[0007] To address the problems of existing technologies, this invention provides a collision avoidance device for a new energy battery in a new energy vehicle, comprising an outer frame, an inner frame, and an impact disconnection assembly. The outer frame is connected to the vehicle frame and has six collision avoidance frames that can separate from each other when impacted, with adjacent collision avoidance frames elastically connected. The inner frame is disposed within the outer frame, and the battery is disposed within the inner frame. The inner frame has six connection frames fixedly connected to the surface of the battery. The impact disconnection assembly is disposed between the collision avoidance frames and their corresponding connection frames. When the impact force on any collision avoidance frame exceeds a preset threshold of the impact disconnection assembly, the impact disconnection assembly corresponding to the impacted collision avoidance frame disconnects, causing the impacted collision avoidance frame to deform inward and push the inner frame and other collision avoidance frames to move in the direction of the impact.

[0008] Preferably, the impact disconnection assembly includes an outer connector, an inner connector, and a disconnection pin; the outer connector is fixedly connected to the anti-collision frame; the inner connector is fixedly connected to the connecting frame; the disconnection pin is disposed between the outer connector and the inner connector, and the disconnection pin has a weak section located between the outer connector and the inner connector. When the impact force on the outer connector is greater than the bearing capacity of the weak section, the weak section breaks, thereby disconnecting the outer connector and the inner connector.

[0009] Preferably, the outer connector includes a connecting cylinder with a cutting hole extending radially through it; the inner connector includes a connecting post with one end connected to the connecting frame and the other end slidably disposed coaxially in the connecting cylinder, and the connecting post has a through hole coaxial with the cutting hole. The connecting pin is coaxially disposed in the through hole, with both ends of the connecting pin extending into the cutting hole, and the weak section located between the cutting hole and the through hole.

[0010] Preferably, the anti-collision frame includes two parallel anti-collision tubes, and a floating seat elastically connected between the two anti-collision tubes is provided, with the external connector fixedly connected to the floating seat.

[0011] Preferably, a connecting rod is provided on the end face of the floating seat facing the corresponding anti-collision tube and is slidably connected to it. The connecting rod is fixedly connected to the anti-collision tube and is provided with an elastic connecting element, which is located between the anti-collision tube and the floating seat.

[0012] Preferably, the outer frame further includes a connecting corner for connecting to the anti-collision frame. The connecting corner has a connecting elongated member for connecting to the anti-collision frame. The connecting elongated member has an inner connecting end for connecting to the connecting corner and an outer connecting end for connecting to the anti-collision frame. An elastic buffer element is provided between the outer connecting end and the anti-collision frame.

[0013] Preferably, an inner fixing seat is provided in the connecting corner, an outer fixing seat is provided in the anti-collision frame, the inner connecting end of the connecting long piece passes through the inner fixing seat and is connected to it, the outer connecting end of the connecting long piece passes through the outer fixing seat and is slidably engaged with it, an outer limiting ring is provided on the outer connecting end of the connecting long piece, and an elastic buffer element is located between the outer fixing seat and the outer limiting ring.

[0014] Preferably, the connecting long component is a steel cable.

[0015] Preferably, the inner fixing seat has a tapered groove at one end facing the outer fixing seat, and the outer fixing seat has a tapered block that fits into the tapered groove at one end facing the inner fixing seat.

[0016] Preferably, it also includes a base plate connected to the vehicle frame, the base plate is provided with a connection port, the bottom end of the outer frame is provided with a connecting bolt passing through it, the bottom end of the connection port is provided with a connecting plate with a diameter larger than the connection port, the connecting bolt passes through the connection port and is threadedly connected to the connecting plate.

[0017] The advantages of this application compared to the prior art are: This application employs a three-layer protective structure consisting of an outer frame, an inner frame, and an impact-disconnection assembly. The outer frame comprises six independently separable crash frames, with adjacent crash frames elastically connected. When one side is impacted, the impact-disconnection assembly disconnects after exceeding a preset threshold, causing the impacted crash frame to deform inward. Simultaneously, it pushes the inner frame and other crash frames to move in tandem, thereby dispersing the impact force throughout the entire frame structure and preventing stress concentration at a single point. This effectively addresses multi-directional collisions and improves the protective effect.

[0018] The impact disconnection component in this application actively disconnects when the impact force exceeds a set value, causing the impacted anti-collision frame to deform inward and drive the inner frame to move as a whole, forming a dual protection mechanism of "buffering + displacement", which effectively avoids damage to the battery pack due to local compression.

[0019] The outer frame of this application uses an elastic connection between the anti-collision frames, which remains stable when not impacted and can deform and absorb energy in concert when impacted, thereby improving the dynamic adaptability of the overall structure. Attached Figure Description

[0020] Figure 1 This is a perspective view of an anti-collision device for a new energy battery in a new energy vehicle according to the present invention; Figure 2 This is a front view of an anti-collision device for a new energy battery in a new energy vehicle according to the present invention; Figure 3 yes Figure 2 Sectional view at section AA; Figure 4 yes Figure 3 A magnified view of a portion at point C; Figure 5 yes Figure 2 Sectional view at section BB; Figure 6 This is a perspective view of the base plate in an anti-collision device for a new energy battery in a new energy vehicle according to the present invention. Figure 7 This is an exploded perspective view of an impact disconnection component in an anti-collision device for a new energy battery in a new energy vehicle according to the present invention. Figure 8 This is a perspective view of the connecting angle in an anti-collision device for a new energy battery in a new energy vehicle according to the present invention. Figure 9 This is a three-dimensional exploded view of the connecting angle in a collision avoidance device for a new energy battery in a new energy vehicle according to the present invention, from a first perspective. Figure 10 This is a three-dimensional exploded view of the connection angle in a collision avoidance device for a new energy battery in a new energy vehicle, as described in the present invention, from a second perspective.

[0021] The following are the labels in the diagram: 1. Outer frame; 11. Anti-collision frame; 12. Anti-collision tube; 13. Floating seat; 131. Connecting rod; 132. Elastic connecting element; 14. Connecting angle; 141. Connecting long piece; 1411. Outer limiting ring; 142. Elastic buffer element; 143. Inner fixed seat; 1431. Conical groove; 144. Outer fixed seat; 1441. Conical block; 15. Connecting bolt; 16. Connecting plate; 2. Inner frame; 21. Connecting frame; 3. Impact breakage assembly; 31. Outer connecting piece; 32. Inner connecting piece; 33. Breakage pin; 331. Weak section; 4. Base plate; 41. Connection port; 5. Battery. Detailed Implementation

[0022] To further understand the features, technical means, and specific objectives and functions achieved by the present invention, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

[0023] like Figure 1 , Figure 2 and Figure 3 As shown, an anti-collision device for a new energy battery 5 in a new energy vehicle includes an outer frame 1, an inner frame 2, and an impact disconnection assembly 3. The outer frame 1 is connected to the vehicle frame and has six anti-collision frames 11 that can separate from each other when impacted, with adjacent anti-collision frames 11 being elastically connected. The inner frame 2 is disposed in the outer frame 1, and the battery 5 is disposed in the inner frame 2. The inner frame 2 has six connecting frames 21 that are fixedly connected to the surface of the battery 5. The impact disconnection assembly 3 is disposed between the anti-collision frames 11 and their corresponding connecting frames 21. When the impact force on any anti-collision frame 11 is greater than a preset threshold of the impact disconnection assembly 3, the impact disconnection assembly 3 corresponding to the impacted anti-collision frame 11 disconnects, and the impacted anti-collision frame 11 deforms inward and pushes the inner frame 2 and other anti-collision frames 11 to move in the direction of its impact.

[0024] The outer frame 1 consists of six independently detachable and replaceable crash frames 11, each providing necessary cushioning protection in the event of a sudden impact. Adjacent crash frames 11 are interconnected by elastic connecting devices. This elastic connection ensures coordinated movement between the individual crash frames 11 and allows for flexible deformation upon impact, thus distributing energy effectively across the entire outer frame 1 at the moment of impact. The outer frame 1 itself is reliably connected to the vehicle's chassis frame, ensuring the entire protective structure remains stable during a collision and does not detach or shift.

[0025] Inside the outer frame 1, an inner frame 2 is provided to support the battery 5. The inner frame 2 not only provides support but also deforms in conjunction with the outer frame 1 upon impact, absorbing some energy and reducing the impact transmitted to the battery 5 system. The inner frame 2 securely mounts the battery 5 within the structure via six connecting frames 21 that are fixedly connected to the surface of the battery 5, ensuring that the battery 5 will not violently shift or rupture during a collision. The battery 5 is effectively protected within this safe enclosure, significantly reducing the risk of fire or explosion.

[0026] In terms of specific working principle, when a vehicle encounters a collision or impact, the impacted anti-collision frame 11 is directly subjected to the impact force. If this impact force exceeds the threshold set by the impact disconnection component 3, the corresponding impact disconnection component 3 will quickly perform a disconnection operation. After disconnection, the impacted anti-collision frame 11 loses its effective connection with its adjacent frames and begins to deform inward, absorbing and dispersing some of the impact energy. At the same time, this deformation action will drive the inner frame 2 to move in coordination with other unaffected anti-collision frames 11. The entire process is achieved through elastic connection and reasonable structural design, so that the impact energy is dispersed outward along multiple paths, reducing the load borne by a single point, thereby preventing the battery 5 from being subjected to excessive impact. While the impacted anti-collision frame 11 deforms inward, it will also drive the internal connecting frame 21 to move and deform together, preventing the impacted anti-collision frame 11 from squeezing the battery 5 with the unimpacted anti-collision frames 11, thereby providing a buffer space to protect the battery 5.

[0027] Throughout the collision response process, the impact disconnection component 3 can respond quickly under abnormally violent impact and disconnect, thereby localizing the impact force and preventing energy from concentrating at a certain point, which could lead to structural failure or damage to the battery 5.

[0028] like Figure 4 and Figure 7 As shown, the impact disconnection assembly 3 includes an outer connector 31, an inner connector 32, and a disconnection pin 33; the outer connector 31 is fixedly connected to the anti-collision frame 11; the inner connector 32 is fixedly connected to the connecting frame 21; the disconnection pin 33 is disposed between the outer connector 31 and the inner connector 32, and the disconnection pin 33 has a weak section 331 located between the outer connector 31 and the inner connector 32. When the impact force on the outer connector 31 is greater than the bearing capacity of the weak section 331, the weak section 331 breaks, thereby disconnecting the outer connector 31 and the inner connector 32.

[0029] The outer connector 31 is fixedly connected to the anti-collision frame 11, while the inner connector 32 is fixedly connected to the connecting frame 21. The disconnect pin 33 is located between the outer connector 31 and the inner connector 32. The disconnect pin 33 achieves self-breakage through the weak section 331, controlling the energy release path and the timing of disconnection.

[0030] When a vehicle encounters an external impact, the impact force first acts on the crash frame 11. If the impact force exceeds a preset threshold, the weak section 331 of the disconnect pin 33 will break instantly, causing the connection between the outer connector 31 and the inner connector 32 to break. The weak section 331 of the disconnect pin 33 bears this energy, and the design ensures that the breakage location is accurate, thereby avoiding damage to the battery system 5 caused by excessive impact force. As the connector breaks, the impacted crash frame 11 begins to deform inward, while simultaneously pushing the inner frame 2 and other crash frames 11 to move in the direction of impact, gradually dispersing and absorbing the impact energy from the outside.

[0031] like Figure 4 and Figure 7 As shown, the outer connector 31 includes a connecting cylinder with a cutting hole extending radially through it; the inner connector 32 includes a connecting post, one end of which is connected to the connecting frame 21, and the other end of which is slidably disposed coaxially in the connecting cylinder, and the connecting post has a through hole coaxial with the cutting hole; the connecting pin 33 is coaxially disposed in the through hole, and both ends of the connecting pin 33 extend into the cutting hole, and the weak section 331 is located between the cutting hole and the through hole.

[0032] The external connector 31 adopts a connecting cylinder structure, with a through-hole arranged radially on the connecting cylinder. The size and structure of this through-hole are specially designed to make it a stress concentration point under impact, providing a basis for subsequent disconnection. One end of the connecting cylinder is firmly connected to the anti-collision frame 11, which can effectively transfer the impact force received by the anti-collision frame 11 to the entire connecting structure.

[0033] The inner connector 32 is a connecting post, one end of which is rigidly connected to the connecting frame 21 of the inner frame 2, and the other end is coaxially slidably assembled inside the connecting cylinder. This design ensures a stable connection between the outer frame 1 and the inner frame 2 under normal working conditions, while also providing the possibility for relative displacement during collisions. The connecting post is provided with a through hole coaxially corresponding to the cutting hole. The position and size of the through hole are precisely matched with the cutting hole, ensuring that the connecting pin 33 can pass smoothly through both, achieving a stable connection between the connecting cylinder and the connecting post.

[0034] The connecting pin 33 is coaxially disposed within the through hole, with both ends extending into the cutting hole, forming a connecting link between the outer frame 1 and the inner frame 2. The portion of the connecting pin 33 located between the cutting hole and the through hole is the weak section 331. This weak section 331, through special material treatment and structural design, possesses a preset shear strength.

[0035] When one side of the anti-collision frame 11 is impacted and deforms inward, the connecting cylinder moves synchronously with the anti-collision frame 11, while the connecting column, connected to the inner frame 2, displaces relative to the connecting cylinder. During this relative displacement, the relative positions of the cutting hole and the through hole change, generating a shearing force on the weak section 331 of the broken connecting pin 33 located therein. When this shearing force reaches a preset threshold, the weak section 331 is sheared off, and the connection between the connecting cylinder and the connecting column is broken. At the same time, the other broken connecting pins 33 perpendicular to the impact force direction remain connected, allowing the unimpacted or undeformed anti-collision frame 11 and the connecting frame 21 to drive the battery 5 to move relative to the deformed anti-collision frame 11. During this movement, the undeformed anti-collision frame 11 and the connecting frame 21 continue to provide protection, dispersing the impact force throughout the entire anti-collision device frame system through the coordinated movement of the overall structure, effectively preventing damage to the battery 5 due to localized concentrated force, and achieving comprehensive protection for the new energy battery 5.

[0036] like Figure 4 and Figure 7 As shown, the anti-collision frame 11 includes two parallel anti-collision tubes 12, and a floating seat 13 elastically connected between the two anti-collision tubes 12. The external connector 31 is fixedly connected to the floating seat 13.

[0037] A floating seat 13 is fixedly installed between the anti-collision tubes 12 via two sets of elastic connecting components. This floating seat 13 allows the two anti-collision tubes 12 to move in opposite directions while maintaining connection stability. For example, when the bottom anti-collision tube 12 deforms upwards, it pushes the floating seat 13 upwards, allowing the top anti-collision tube 12 to move upwards along with the floating seat 13, preventing the battery 5 from being squeezed and deformed due to the locked gap between the two anti-collision tubes 12. The floating seat 13 has variable displacement capability in the direction of force, thereby significantly improving the structure's impact adaptability and dynamic response capability.

[0038] When the anti-collision tube 12 on one side of the floating seat 13 is impacted radially along the outer connector 31, the outer connector 31 and the unloaded anti-collision tube 12 shift with the floating seat 13, thereby mitigating the impact along the deformation direction of the anti-collision tube 12. When the anti-collision tubes 12 on both sides of the floating seat 13 are impacted axially along the outer connector 31, the outer connector 31 causes axial displacement of the inner connector 32, resulting in shear stress between the cutting hole and the through hole, which in turn causes the weak section 331 of the disconnecting pin 33 to be sheared preferentially, thus achieving the local disconnecting function.

[0039] Meanwhile, the elastic connection characteristics of the floating seat 13 ensure that the unimpacted side of the anti-collision tube 12 can still maintain a stable connection with the connecting frame 21, that is, the unbroken connecting pin 33 continues to stably lock the other anti-collision frames 11 and the inner frame 2. In this way, when a local structure fails, the remaining structure still maintains its integrity and load-bearing capacity, thereby causing the battery 5 system to deform along with the impacted anti-collision frame 11, so that the entire battery 5 structure produces coordinated displacement, preventing the battery 5 from being torn or compressed during the strong deformation of the vehicle body, thus playing a continuous protective role.

[0040] The floating seat 13 also has a certain self-resetting capability. Under small impacts or deformations that do not exceed the set value, it can automatically return to the initial position through elastic recovery, thereby improving the fatigue resistance of the structure under repeated small impacts.

[0041] like Figure 4 and Figure 7 As shown, a connecting rod 131 is provided on the end face of the floating seat 13 facing the anti-collision tube 12 and is slidably connected to it. The connecting rod 131 is fixedly connected to the anti-collision tube 12. An elastic connecting element 132 is provided on the connecting rod 131 and is located between the anti-collision tube 12 and the floating seat 13.

[0042] The connecting rod 131 extends axially along the anti-collision tube 12 and is inserted into the sliding hole in the floating seat 13, so that the floating seat 13 can move axially relative to the connecting rod 131.

[0043] like Figure 3 As shown, when the left side of the outer frame 1 is subjected to an impact force, the left anti-collision frame 11 deforms to the right, and the left connecting pin 33 breaks due to the impact, so that the anti-collision frames 11 in the upper, lower, front and back and right positions can move to the right relative to the left anti-collision frame 11, thereby preventing the deformed left anti-collision frame 11 from squeezing the inner frame 2 with the undeformed right anti-collision frame 11.

[0044] When the bottom of the outer frame 1 is impacted, the bottom anti-collision frame 11 deforms upward, and the bottom connecting pin 33 breaks due to the impact, so that the left, right, front, back and top anti-collision frames 11 can move upward relative to the bottom anti-collision frame, thereby preventing the bottom deformed anti-collision frame 11 from squeezing the inner frame 2 with the top undeformed anti-collision frame 11.

[0045] It should be noted that, as Figure 4As shown, the top anti-collision tube 12 needs to be able to move relative to the bottom anti-collision tube 12. This is achieved by setting a floating seat 13, where the top and bottom ends of the floating seat 13 are elastically connected to the upper and lower anti-collision tubes 12 via connecting rods 131 and elastic connecting elements 132, respectively. When the bottom anti-collision tube 12 deforms upwards, it compresses the lower elastic connecting element 132, causing the floating seat 13 to move upwards and further compress the upper elastic connecting element 132. Simultaneously, when the degree of upward deformation of the lower anti-collision tube 12 exceeds the compression limit of the upper and lower elastic connecting elements 132, the upper anti-collision tube 12 can move upwards, preventing it from pressing against the inner frame 2 and the battery 5 with the deformed lower anti-collision tube 12.

[0046] like Figure 5 , Figure 8 , Figure 9 and Figure 10 As shown, the outer frame 1 also includes a connecting corner 14 that connects to the anti-collision frame 11. The connecting corner 14 has a connecting long member 141 that connects to the anti-collision frame 11. The connecting long member 141 has an inner connecting end that connects to the connecting corner 14 and an outer connecting end that connects to the anti-collision frame 11. An elastic buffer element 142 is provided between the outer connecting end and the anti-collision frame 11.

[0047] like Figure 5 As shown, when the left-side anti-collision frame 11 is impacted and deforms to the right, the connecting angles 14 on both sides will move outward relative to the deformed part, thereby causing the connecting angles 14 to move to the left, away from the end of the anti-collision tube 12, so that the elastic buffer element 142 is compressed. The connecting angles 14 can ensure that each anti-collision tube 12 connected to it can be separated from it, avoiding rigid connection and squeezing of the inner frame 2 and battery 5.

[0048] When one side of the anti-collision frame 11 is impacted by an external force and deforms inward, the adjacent anti-collision frame 11 connected to it can move relative to it. This movement process needs to overcome the elastic force of the elastic buffer element 142 set between the anti-collision frames 11, thereby achieving delayed transmission of impact force and effective dispersion of energy. This design can significantly avoid direct compression deformation of the battery pack area and reduce structural damage caused by rigid collisions. Through this elastic connection mechanism, the anti-collision frame 11 can generate a certain displacement when it encounters an impact, thereby providing more deformation space for the battery pack.

[0049] The connecting corner 14 connects the crash barrier 11 to its adjacent crash barrier 11 via a series of connecting long members 141. The connecting long member 141 is designed with an inner connecting end and an outer connecting end. The inner connecting end is fixedly connected to the connecting corner 14, while the outer connecting end is connected to the crash barrier 11. An elastic buffer element 142 is provided between the outer connecting end and the crash barrier 11 to buffer the relative displacement between the two and avoid excessive relative deformation under impact load.

[0050] The elastic buffer element 142 effectively absorbs impact energy under external force, slowing down the deformation rate of the anti-collision frame 11, and provides a certain reaction force through elastic recovery to help the anti-collision frame 11 return to its original position. This elastic element design maintains good function under multiple collisions, ensuring that the anti-collision frame 11 structure will not suffer permanent deformation due to a single impact. Furthermore, the stiffness and deformation characteristics of the elastic buffer element 142 can be adjusted according to different needs, ensuring that significant deformation only occurs under appropriate impact loads, thereby minimizing damage to the battery pack.

[0051] like Figure 5 , Figure 8 , Figure 9 and Figure 10 As shown, an inner fixing seat 143 is provided in the connecting corner 14, and an outer fixing seat 144 is provided in the anti-collision frame 11. The inner connecting end of the connecting long piece 141 passes through the inner fixing seat 143 and is connected to it. The outer connecting end of the connecting long piece 141 passes through the outer fixing seat 144 and is slidably engaged with it. An outer limiting ring 1411 is provided on the outer connecting end of the connecting long piece 141. An elastic buffer element 142 is located between the outer fixing seat 144 and the outer limiting ring 1411.

[0052] An inner fixing seat 143 is provided in the connecting corner 14, and an outer fixing seat 144 is provided in the anti-collision frame 11. These two are used to install and position the two ends of the connecting long member 141, respectively, to achieve a combination structure of stable connection and controllable sliding. The inner connecting end of the connecting long member 141 passes through the inner fixing seat 143 and is fixedly connected to it, ensuring the rigid support function of the connecting long member 141 at that end, while also forming a constraint at one end of the force transmission path. The outer connecting end of the connecting long member 141 passes through the outer fixing seat 144 provided on the anti-collision frame 11 and forms a sliding fit with the fixing seat, allowing the connecting long member 141 to move relative to the anti-collision frame 11 in a specific direction, providing a displacement channel for the structure under impact loads.

[0053] An outer limiting ring 1411 is provided on the outer connecting end of the connecting long member 141. This limiting ring is used to limit the maximum stroke of the connecting long member 141 during the sliding process, preventing structural imbalance or component detachment due to excessive sliding. An elastic buffer element 142 is arranged between the outer fixed base 144 and the outer limiting ring 1411, and is located in the sliding path of the connecting long member 141. When the anti-collision frame 11 is impacted, causing the connecting long member 141 to slide, the elastic buffer element 142 is compressed and deformed, thereby absorbing a portion of the kinetic energy and forming a buffer zone.

[0054] The key to this structural arrangement lies in placing the elastic buffer element 142 within the sliding path, which not only achieves flexible transmission and energy absorption of the impact force but also ensures a certain degree of recoverability in the connection structure. After the impact, the restoring force of the elastic element pushes the connecting long piece 141 back to its original position, thereby causing the entire anti-collision structure to automatically reset. The design of the outer limiting ring 1411 also plays a dual role in this process: on the one hand, it provides a compression preload reference, and on the other hand, it sets the limit displacement to prevent the impact from exceeding the limit.

[0055] like Figure 5 , Figure 8 , Figure 9 and Figure 10 As shown, the connecting long piece 141 is a steel cable.

[0056] To prevent the connecting member 141 from jamming or inter-structural interference when the crash frame 11 is deformed by impact, the connecting member 141 adopts a flexible structure—a steel cable—as the force transmission element. The steel cable has excellent flexibility and tensile strength, and can adapt to the deformation state of the external structure when the crash frame 11 is locally bent or deformed, thereby maintaining a smooth fit with the fixing seat and preventing connection failure or structural jamming due to obstruction of rigid elements.

[0057] like Figure 9 and Figure 10 As shown, the inner fixing seat 143 has a tapered groove 1431 at one end facing the outer fixing seat 144, and the outer fixing seat 144 has a tapered block 1441 that fits into the tapered groove 1431 at one end facing the inner fixing seat 143.

[0058] To overcome the instability in the connection between the inner fixing seat 143 and the outer fixing seat 144 caused by the flexibility of the steel cable, a mating structure of a conical groove 1431 and a conical block 1441 is introduced in the design. The inner fixing seat 143 has a conical groove 1431 at the end facing the outer fixing seat 144, while the outer fixing seat 144 has a conical block 1441 at the end facing the inner fixing seat 143, which precisely fits into the conical groove 1431. This design allows for a secure positioning connection between the two fixing seats during connection through the mutual cooperation of the conical groove 1431 and the conical block 1441, preventing slippage or misalignment during structural deformation or stress.

[0059] Specifically, when the outer fixing seat 144 engages with the inner fixing seat 143, the conical block 1441 enters the conical groove 1431 of the inner fixing seat 143, creating a stable mechanical lock. Due to the characteristics of the conical structure, this interlocking connection can resist relative displacement in the horizontal and vertical directions under external force, ensuring that the connection between the inner and outer fixing seats is not easily loosened or failed due to impact or deformation.

[0060] Meanwhile, the steel cable, as a flexible connecting member 141, can slide appropriately between the external fixed seats. However, the design of the conical block 1441 and the conical groove 1431 makes the sliding process more controllable, avoiding the risk of loose connection or jamming due to unstable sliding. The precise fit of the conical structure ensures that the entire connection system not only has good mechanical stability, but also ensures that the connection parts always maintain a stable engagement state under loads such as collisions or vibrations.

[0061] like Figure 6 As shown, it also includes a base plate 4 connected to the frame. The base plate 4 is provided with a connection port 41. The bottom end of the outer frame 1 is provided with a connecting bolt 15 that passes through it. The bottom end of the connection port 41 is provided with a connecting plate 16 with a diameter larger than the connection port 41. The connecting bolt 15 passes through the connection port 41 and is threadedly connected to the connecting plate 16.

[0062] The base plate 4 is connected to the vehicle frame, making it the fixed load-bearing foundation for the entire anti-collision system. The outer frame 1 is mounted on the base plate 4, allowing it to slide relative to it. Upon impact, if the impact force exceeds the friction between the connecting plate 16 and the base plate 4, the connecting bolt 15 slides radially within the connecting port 41, causing the outer frame 1 to move relative to the base plate 4. Because the outer frame 1 is rigidly or pre-tightly connected to the inner frame 2 and battery 5, the undeformed anti-collision frame 11 can synchronously move the inner frame 2 and battery 5 while the outer frame 1 slides, thus forming an effective time-delay buffer zone that absorbs some impact energy and slows down the load transfer rate.

[0063] The above embodiments only illustrate one or more implementations of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of protection of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A collision avoidance device for a new energy battery in a new energy vehicle, characterized in that, Includes the outer frame, inner frame, and impact breakage components; The outer frame is connected to the vehicle frame and has six anti-collision frames that can separate from each other when impacted, with adjacent anti-collision frames being elastically connected. The inner frame is set in the outer frame, and the battery is set in the inner frame. The inner frame has six connecting frames that are fixedly connected to the surface of the battery. The impact disconnection component is installed between the anti-collision frame and its corresponding connecting frame. When the impact force on any anti-collision frame exceeds the preset threshold of the impact disconnection component, the impact disconnection component corresponding to the impacted anti-collision frame disconnects, and the impacted anti-collision frame deforms inward and pushes the inner frame and other anti-collision frames to move in the direction of the impact.

2. The anti-collision device for a new energy battery in a new energy vehicle according to claim 1, characterized in that, The impact disconnection assembly includes an outer connector, an inner connector, and a disconnection pin; The external connector is fixedly connected to the anti-collision frame; The internal connector is fixedly connected to the connecting frame; The break-off pin is located between the outer connector and the inner connector. The break-off pin has a weak section located between the outer connector and the inner connector. When the impact force on the outer connector is greater than the bearing capacity of the weak section, the weak section breaks, causing the outer connector and the inner connector to disconnect.

3. The anti-collision device for a new energy battery in a new energy vehicle according to claim 2, characterized in that, The external connector includes a connecting cylinder, on which a cutting hole is provided that extends radially through the cylinder; The internal connector includes a connecting post, one end of which is connected to the connecting frame, and the other end of which is slidably disposed coaxially in the connecting cylinder. The connecting post is provided with a through hole coaxial with the cutting hole. The connecting pin is coaxially disposed in the through hole, with both ends of the connecting pin extending into the cutting hole, and the weak section located between the cutting hole and the through hole.

4. A collision avoidance device for a new energy battery in a new energy vehicle according to claim 2 or 3, characterized in that, The anti-collision frame includes two parallel anti-collision tubes, and a floating seat that is elastically connected between the two anti-collision tubes. The external connector is fixedly connected to the floating seat.

5. A collision avoidance device for a new energy battery in a new energy vehicle according to claim 4, characterized in that, A connecting rod is provided on the end face of the floating seat facing the anti-collision tube, and the connecting rod is fixedly connected to the anti-collision tube. An elastic connecting element is provided on the connecting rod, and the elastic connecting element is located between the anti-collision tube and the floating seat.

6. A collision avoidance device for a new energy battery in a new energy vehicle according to any one of claims 1-3, characterized in that, The outer frame also includes a connecting corner that connects to the anti-collision frame. The connecting corner has a connecting long piece that connects to the anti-collision frame. The connecting long piece has an inner connecting end that connects to the connecting corner and an outer connecting end that connects to the anti-collision frame. An elastic buffer element is provided between the outer connecting end and the anti-collision frame.

7. A collision avoidance device for a new energy battery in a new energy vehicle according to claim 6, characterized in that, An inner fixing seat is provided in the connecting corner, and an outer fixing seat is provided in the anti-collision frame. The inner connecting end of the connecting long piece passes through the inner fixing seat and is connected to it. The outer connecting end of the connecting long piece passes through the outer fixing seat and slides with it. An outer limiting ring is provided on the outer connecting end of the connecting long piece. An elastic buffer element is located between the outer fixing seat and the outer limiting ring.

8. A collision avoidance device for a new energy battery in a new energy vehicle according to claim 7, characterized in that, The connecting long component is a steel cable.

9. A collision avoidance device for a new energy battery in a new energy vehicle according to claim 8, characterized in that, The inner fixing seat has a tapered groove at one end facing the outer fixing seat, and the outer fixing seat has a tapered block that fits into the tapered groove at one end facing the inner fixing seat.

10. A collision avoidance device for a new energy battery in a new energy vehicle according to any one of claims 1-3, characterized in that, It also includes a base plate that connects to the frame, with a connection port on the base plate. A connecting bolt is provided at the bottom end of the outer frame that passes through it. A connecting plate with a diameter larger than the connection port is provided at the bottom end of the connection port. The connecting bolt passes through the connection port and is threadedly connected to the connecting plate.

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